Trumpeter 1/32 Mikoyan MiG-29UB Fulcrum.

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GWH 1/48 МиГ-29 by Вячеслав_Демченко

Scale models

It's all super clean optimized subD model. I wanted model some hard surface from IRL. That model is really functional, i modeled all from references. I picked engine, because there are a lot of curved molted shapes, it really takes time(I just love sth that flying). Wireframe: https://www.artstation.com/artwork/oOG4dm The engine from russian jet MiG-29, which will be in my portfolio :) Hope you like it. If you want, you are able to give me feedback! And... I'm open for opportunities.

FIFI, Boeing B-29A Superfortress, s/n 44-62070, civil registration N529B, is one of only a few surviving in existence and the only one currently flying. It is owned by the Commemorative Air Force, currently based at Addison, Texas. FIFI tours the U.S.A. and Canada, taking part in air shows and offering flight experiences. This set was taken in Smyrna (KMQY), TN.

~ Damien Clavé, circa 2023

This is a Patent Print for a Revolver-type Pistol For Firing Shotgun Cartridges. It was invented by Freed George H and it was issued on October 29, 1968 by the United States Patent and Trademark Office.

The Pima Air and Space Museum has one of the most eclectic collections -- including some of the rarest aircraft -- of any museum in the world. Here’s a full tour.

В.Шавров История конструкций самолетов в СССР до 1938 г. "Демуазель" ("Стрекоза")- это один из первых самолетов известного авиатора и конструктора Сантос-Дюмона. Самолет образца 1906-1907 гг. был в России в трех экземплярах, купленных частными лицами. Конструкция была выполнена из бамбука. Самолет|| Год выпуска||1908 Двигатель, марка||    Мощность||24 Длина самолета, м||6,2 Размах крыла, м||5,6 Площадь крыла, м2||11 Масса пустого, кг||136 Скорость максимальная у земли, км/ч||60 Показать полностью L.Opdyke French Aeroplanes Before the Great War (Schiffer) Deleted by request of (c)Schiffer Publishing No 19: By the end of 1907 Santos-Dumont had completed his first real monoplane, a tiny tractor monoplane which he named Libellule (dragonfly); later he renamed it Demoiselle (another more common name for dragonfly, as well as for a young girl). It was built of bamboo and silk, weighing less than 60 kg: the rear fuselage was a single bamboo spar, with the small cruciform tail set on a universal joint at the end. The wings were nearly square in plan, with 2 spars and only 7 ribs on each side. The motor was perched at the center of the leading edge, and the pilot sat on a strap below, aft of the wings, between the wheels: a third wheel right behind him kept up the rear. Wing-warping was controlled by wires attached to the pilot's back. On each side of the machine, immediately outboard of the wheels, was a hexagonal surface coordinated with the swiveling tail: a small hexagonal forward elevator was set just ahead of the pilot's feet. After one crash, Santos-Dumont replaced the single propeller with 2 small ones, one on each side of the motor, driven on big sprockets by belts, one crossed; a 3-bladed fan cooled the motor. Santos-Dumont weighed only 49 kg ("without shoes and with gloves'"), and could easily take off in the little plane at Issy.    (Span: 5 m; length: 8 m; wing area: 9 sqm: gross weight: 110 kg including pilot and gasoline; 17-20 hp flat twin aircooled Dutheil et Chalmers driving a single Antoinette-style aluminum paddle-bladed propeller, or 2 Tatin built-up propellers)    No 19bis: But No 19 proved unsatisfactory, and was modified with the substitution of a 24 hp Antoinette mounted this time between the pilot's legs and driving a larger-diameter Tatin propeller through a wide belt and 2 pulley wheels, one large and the other enormous. The wings were enlarged to 13 ribs on each side, and the 3 hexagonal surfaces were removed; these changes did not improve the little machine.    No 20: Early in 1909 he introduced his next and most famous aeroplane, also called Demoiselle, and sometimes known also as Bebe or Joujou. The single tail-boom of No 19 proved too flexible and was replaced with a triangular frame made of bamboo poles fitted together through metal casings and braced with short metal struts. A third wheel at mid-length supported the tail. For this new machine Santos-Dumont designed and had Darracq build a 30 hp water-cooled flat twin; it was mounted above the pilot on the top wing, and the radiator tubes were wrapped around the upper boom. The Chauviere propeller was of constant chord.    In March 1909 No 20 was damaged at Issy; it was repaired and taken to St Cyr - still today a small airfield west of Paris. It reappeared with a new Chauviere and new radiators, this time the tubing laid chordwise under each wing. The tailwheel was gone, replaced by a tall skid under the rear fuselage. A large cone-shaped tank appeared immediately behind the pilot. This version was sometimes referred to as Demoiselle II; in it Santos-Dumont flew the 8 km from St Cyr to Buc in 5 minutes to win a bet with Guffroy.    The Demoiselle was sometimes described as "flying like a butterfly;" it was sometimes also called the Infuriated Grasshopper. Very unstable and quick for its time, it allowed only the lightest pilots to fly it, and few did it well. Several were built at Santos-Dumont's factory, and he generously allowed the public access to his patents, so many more were built in garages and back yards. Some larger firms wanted to take advantage of his offer; he delivered an uncompleted No 20 to Dutheil et Chalmers as a model to build from. This may be the machine, seen in some photographs, fitted with a Dutheil et Chalmers flat twin early in 1910.    Though advertised at only 5,000 Francs, the Dutheil et Chalmers machine was never produced, and the machine delivered by Santos-Dumont was abandoned until it was recovered by Charles Dollfus and taken to the Musee de l'Air et de l'Espace, where it was restored and is now displayed. It features a horizontally-mounted steering wheel.    (Musee de 1' Air et de l'Espace aircraft - span: 6.4 m: length: 6.75 m; wing area: 10 sqm; take-off weight: 118 kg: top speed: 90 kmh; 25 hp Dutheil et Chalmers)    Earlier in 1909 the firm of Clement-Bayard became interested in the Demoiselle project, and the modified original Demoiselle was thus fitted with the 4-cylinder inline Clement-Bayard from the former Maurice Clement biplane, and tested unsuccessfully in September 1909. Since the engine was too heavy, Clement-Bayard made plans for mass production of the Demoiselle at 7500F each, 2,500 more than the projected Dutheil et Chalmers, though nearly 20.000F less than any other production aeroplane. The Clement-Bayard machines had all-metal tail girders and wooden wings, and were powered with 30 hp flat twins: still the aeroplanes were tricky and could only be flown by the lightest-weight pilots. It was unstable on all axes, with inadequate power and lifting surface. Sometimes the Clement-Bayard version was referred to as Santos-Dumont No 21.    Roland Garros, who became known as a Demoiselle pilot, and his friend Edmond Audemars, undertook unsuccessfully to build a Demoiselle copy. And Morane-Saulnier did the same in 1913, a 2-seater with a low-set Gnome and Morane wings.    A Demoiselle ground trainer, in which the rear fuselage of a Demoiselle, complete with pilot's seat and overhead engine and propeller, was mounted inside a large semicircular track in which the whole device could rotate 90° in each direction, at the same time moving forward on a large 3-wheeled chassis.    But by this time the ingenious little Brazilian was beginning to suffer from the disease, probably sclerosis, that caused his early retirement and withdrawal from aviation. In 1914, already bitterly depressed and horrified by the War, through a misunderstanding he was accused of being a German spy. Enraged, he destroyed all his papers and returned to Brazil. In and out of sanitariums, he returned to Rio in 1928: a surprise welcome demonstration turned to disaster in front of him when the committee's big seaplane crashed in the harbor; in 1930 the British airship R101 was destroyed; his own country burst into revolution. Sick, and feeling guilty about his part in the development of aviation, on 23 July 1932 he hanged himself. Показать полностью A.Andrews. The Flying Machine: Its Evolution through the Ages (Putnam) Santos-Dumont soon abandoned biplanes and the canard-type configuration. In 1907 he built his No 19 light monoplane, weighing only 110kg, which he modified in 1908 and from which finally grew his definitive Demoiselle (Dragonfly), the No'20 of 1909, a sporting machine weighing 143kg. In the following year he fell a victim to disseminated sclerosis and was forced out of aeronautics, though he survived helplessly until 1932. Показать полностью Журнал Flight Flight, January 9, 1909 THE FIRST PARIS AERONAUTICAL SALON. Santos Dumont's "La Demoiselle."    Besides being the smallest machine at the show, "La Demoiselle" hangs aloft by a wire like a toy butterfly so that few of the visitors noticed its existence. It is a monoplane having a twin cylinder engine mounted above the wings. The engine drives a two-bladed tractor-screw and the aviator sits beneath on a light saddle. The spread of the wings is only about 5 metres, and their surface only about 9 sq. metres. The total weight is only 67 kilogs., so that it can be very readily handled by one man; it has already achieved some short flights. Flight, September 25, 1909 M. SANTOS DUMONT'S NEW ACHIEVEMENTS. Santos Dumont Holds "Jumping Off" Record.    IT is a long time since M. Santos Dumont had a flying record standing to his name, but he has now secured the honour of being able to rise from the ground in the shortest distance. The official record of the Aero Club of France states that M. Santos Dumont rose from the ground after travelling 70 metres in 6 1/5 seconds, thus beating the record of Mr. Glenn Curtiss, who got up in 80 metres. The "Demoiselle" actually rose when only 40 metres had been covered, but it touched earth again, and 70 metres were traversed before the little flyer got clear away.    M. Santos Dumont had an interesting experience on the 17 th inst, which illustrates how it will be possible to visit one's friends by aeroplane when they become more reliable and more common. He started off from St. Cyr for one of his little excursions, but was so enraptured with the flight that he kept on until miss-firing of the motor reminded him that his petrol supply was limited. He then found he had lost his bearings, but seeing a house in the distance he determined to come down in the surrounding park. This was safely accom1ished, and needless to say the Comtesse de Galand, for it was in her park at Wideville that the aviator landed, was pleased to see her strange visitor, and he was prevailed upon to stay. No sooner was little "Demoiselle" tucked away in the shed than a vio1ent thunderstorm broke over St. Cyr, and the patient watchers for the return of Santos Dumont grew anxious, and eventually started searching the surrounding neighbourhood for tidings of him. Subsequently one of the sons of the Comtesse, who had seen Santos Dumont start, returned home, and was somewhat astounded to see him calmly sitting down at supper. The distance flown was about 17 kiloms., which was covered in about a quarter of an hour. On the previous day M. Santos Dumont made two flights, one from St. Cyr to Buc and back, and another in which he demonstrated the ability of his little machine to carry weights out of balance. A weight of about 40 lbs. was attached to one side of the frame, but in spite of this the flyer kept an even keel, and, moreover, maintained it when the weight was suddenly released. On Saturday last at St. Cyr M. Santos Dumont further demonstrated the stability of his machine by flying without holding the steering wheel, waving a handkerchief in each hand to show that he was not controlling the machine, which flew on as usual. Flight, October 2, 1909 SANTOS DUMONT'S "DEMOISELLE." DETAILS OF THE SMALLEST KNOWN FLYER IN THE WORLD.    ALTHOUGH the historic cross-Channel Bleriot is a close rival to it, there is no doubt but that the chief centre of interest in the exhibition now open in Paris is that corner of the Clement - Bayard stand on which reposes Mons. Santos Dumont's "Demoiselle," or, to give it the title it bears, "Le Santos No. 20." Partly all the world flocks round this monoplane because it is the smallest practical flyer which is known to have accomplished its primary object. But everyone also goes to see it in consequence of Mons. Santos Dumont's announcement of the free presentation of any rights he might maintain in connection with it, to the world at large. In connection with the exhibit, the designer has issued a printed circular for distribution, and in this he announces that whereas he had originally hoped that anyone could obtain these machines by having them built for themselves at a total cost of from some six to seven thousand francs (L240 to L280), yet he found that the prices charged by manufacturers for engines would inevitably increase that figure at the moment. The circular announces, however, that been made by him with Mons. Clement and Mons. Charron, whereby a thousand of these little voiturettes of the air are to be turned out at a reasonable price, and within a short period.    Apart from the more popular reason why so much attention is being devoted just now to the "Santos No. 20," there are many excellent technical reasons that warrant that attitude from all serious well-wishers of the science of flight. After all said and done, this machine has flown, and flown with ease and certainty almost from the first moment that it saw the light of day outside the factory, and yet its total weight is but 240 lbs. or thereabouts, while its external dimensions do not exceed some 20 ft. across by 18 ft. fore and aft, by 4 ft. 2 in. in height - of if the vertical dimension was taken to the top of the propeller in its extreme position the overall height is approximately 7 ft. 5 in.    For these reasons, and also because of the cunning manner in which that not altogether satisfactory material bamboo is used for the chassis, for the main planes, and for the rudder the following, detailed description which we are able to give will doubtless receive a hearty welcome from all readers. Accompanying this description we are able to give a sheet of drawings of the type which we have already made peculiarly our own in this connection, besides another line drawing which comprises a front elevation of the complete machine and sundry photos that clearly demonstrate the nature of the framework as well as the manner in which the motor is carried upon it. The special drawing referred to has all the principal dimensions marked thereon, and as usual this comprises side elevation and plan. In addition to the photographs published herewith we would also remind the reader that four other views appeared in the last issue of FLIGHT, showing the machine in the air, being transported by motor car, and in respect to its important details. The Chassis.    A main frame of girder construction is formed by three stout bamboos which are about 2 ins. in diameter at the thickest places, and are arranged two on a lower level with the other centrally above them. Inter-connecting them together are steel struts of oval section, and this main frame is approximately 16 ft. 5 in. from the point of intersection at the rear, up to the extreme front which carries the main planes on the higher level and the two small wheels on the lower level.    A practice is made in this machine of smoothing down all the bamboo knots, presumably to reduce their resistance, and of binding the bamboos between the knots so as to prevent splitting. All diagonal wires are, moreover, provided with neat little tighteners, none of which are more than an inch long. Our illustrations very clearly show the precise shape of the triangular girder frame, to which we have just referred, and also indicate the position and nature of the seat that accommodates the operator. This seat merely consists of a piece of canvas stretched across between the two lower main bamboos, the operator thus being placed quite low down in the chassis, and just aft of the two supporting bicycle wheels. Other features of the main frame are the provision of a special universal joint which carries the tail, and of a special vertical member fixed some three feet from the rear end, which not only serves to carry the wires which operate the elevator portion of the tail, but which has a runner formed at its foot to act in conjunction with the two wheels when the machine is resting on the ground. It will be observed that this runner is all that is required, inasmuch that as soon as the monoplane gets going the tail end lifts free of the ground before the fore portion rises.    A further important characteristic of the girder is that it is divided in the neighbourhood of the rear of the main planes, so that it can be taken apart without difficulty. Brass sockets are fitted for this purpose. The Main Planes.    Two main transverse spars constitute the principal members of the two main planes, which are set at a dihedral angle to one another, in accordance with M. Santos Dumont's well-known beliefs on this subject. These spars are of ash, but are not of an even section throughout their entire length, being heaviest a few feet away from the dihedral angle, where they are about 2 ins. wide by about 1 1/8 ins. deep and tapering down to a bare inch in depth, though still retaining a width of a couple of inches where they are joined to the central bamboo. The front spar lies some 9 ins. behind the leading edge of the frame, while the rear one is about 12 ins. forward of the trailing edge, and the planes are otherwise built up with bamboo ribs fixed beneath the two main spars while the surfacing is double and is formed of silk.    A further feature of the construction of the planes is the employment of light bamboo corner-stays which save the employment of any heavy end-rib, and are thus well worth noting on the part of every designer. In shape, the planes are so formed that the angle of greatest incidence is at the centre, diminishing slightly towards the outer extremities, while the greatest camber is not as near the leading edge as usual, being barely in front of the centre.    With a total span of 18 ft., and a chord of 6 ft. 5 ins., it will be observed that the total area of the planes is about 115 sq. ft., and that the aspect ratio is approximately 2.8. As regards the camber, this is roughly about 4 ins. Other constructional details that are of importance while still speaking about the main planes, include the following: - The leading and trailing edges are caused to be quite sharp, owing to the use of wires that are fitted to the ends of the rib; pockets are formed in the planes, owing to a line of sewing being run between the various ribs; and another unusual detail is that no wires are to be found above the planes, all wire diagonals being arranged between the surfaces. The Tail.    As already briefly indicated, the tail moves as a whole and is pivoted on a universal joint for that purpose. This part of the machine in particular is commendable in design, and the construction is certainly preferable to other methods in common use, in which one of the elements of the tail is divided in order to allow for the movement of the other. As will be observed, the ball-and-socket joint lies some 10 feet behind the trailing edge of the main plane, and the motion of the tail upwards and downwards for elevating, as well as sideways for steering, is controlled by steel wires in the manner that can to some extent be followed in our special illustrations.    Both tail surfaces are quite flat, being free from camber, and are stretched upon bamboo ribs. The horizontal surface constituting the elevator is 6 ft. 5 in. across from tip to tip, and measures 4 ft. 9 in. fore and aft between its extreme points, while the vertical rudder surface has a similar shape, and an equal fore-and-aft dimension, but possesses a considerably less total area than the elevator. Controlling Mechanism.    There are three principal means whereby the pilot can control the machine, apart from the switch-button, which is coupled up in the ignition system for the engine, and is fixed to the elevating-lever. The first of these is the elevating-lever, by means of which the tail is moved up and down, and this lever lies close to the right hand of the pilot, as may be seen in our illustration. Next should be mentioned the small hand-wheel, which lies on the left, this controlling the steering-gear inasmuch as it enables the rudder to be moved bodily backwards and forward sideways. And thirdly there is a lever lying against the aviator's back which enables him to warp the wings by leaning his body over to left or right as may be needed. Leaning to one side causes the rear edge of the wing on the opposite side to be flexed downwards, and thus causes that side of the machine to rise. It will be observed that there is no actual connection between the wing flexing and the tail control, which is a very important detail to be noted.    Another detail which concerns the controlling mechanism on "Le Santos No. 20" is that springs are introduced in the controlling wires for each of the steering systems so as to maintain them taut under all conditions. The Engine and Propeller.    As regards the motor itself, this is of the twin-cylinder horizontal type with opposed cylinders. The bore and stroke are respectively 130 mm. and 120 mm., and an output of about 30 h.p. is available, with a total weight of some 110 lbs. Brass jackets are used for circulating the water around the cylinders, and the valves, which are all mechanically operated, are situated in the cylinder heads. Auxiliary exhaust-ports drilled through the cylinder-walls constitute an additional means of escape for the burnt gases, and the crank-shaft receives the propeller direct upon its front end, so that no additional fly-wheel is needed.    This engine is mounted upon the upper bamboo, and additional supports for it are provided between the cylinder-heads and the front transverse-spars of the main planes. It is, therefore, carried bodily up above the planes - indeed, at an unusually high altitude, and since the propeller is no less than 6 ft. 6 ins. in diameter, the blades consequently cut across the line of sight of the operator. The propeller, moreover, lies very close up to the leading edge of the planes.    Concerning the auxiliaries to the motor, a brass petrol tank of torpedo shape is fixed above the central angle of the planes, and the carburettor lies immediately beneath the motor, while a special type of radiator is used for cooling the water, and is placed on either side, as may be observed in our illustrations. This radiator is made in two sections, each of which extends the full width of the main planes, and is situated close underneath them. It is formed of very small tubes connecting a larger front tube with a larger rear tube, the small connecting tube being only about 1/8 th of an inch in external diameter; some hundred of these tubes are employed on each side, and they are made of copper. Flight, October 9, 1909 FURTHER DETAILS OF SANTOS DUMONT'S No. 20    SUPPLEMENTING the very full illustrated description which we gave last week of the "Demoiselle," we now reproduce four further sketches which we have made specially, in order to still further elucidate certain minor but important details for the benefit of readers of FLIGHT. These include a front view of the complete machine, another showing the tail with its universal-joint, a third illustrating special fitments adopted for the tubular struts for the main girder, and the remaining sketch relating to the system of lacing adopted for the trailing edge of the main plane.    In the first of these illustrations two important points are brought out with special prominence. Firstly, the tubular stays which form the chief supports for the leading edge of the main planes, and secondly, the precise manner in which the operating-wires for warping the wings are run through small guide-tubes on either side of the aviator's seat. The centrally placed lever which lies behind the back of the pilot operates the wings as described last week, but it is interesting to observe that M. Santos Dumont has a piece of brass tube some two or three inches long sewn on to the back of his jacket, so that when he is seated in place the tube slips over the lever in question and enables him to rely upon a positive action when he leans over to the right or left. In the same sketch, too, may be observed the position occupied by the two chassis wheels.    As regards the tail, this in itself is constructed with a bamboo rim as mentioned last week, but the universal swivel is formed entirely of pieces of tube, in the use of which the inventor is very clever. The intermediate T-piece has one vertical arm that swivels in the brased sockets which couple up the main bamboos together, and the tail itself swivels upon the horizontal arm of the T-piece. Our sketch also shows the connecting-wires that pass to the hand-lever on the right and the hand-wheel on the left for elevating and for steering respectively, and also denotes the presence of the small helical springs that automatically take up any slack or allow for any contractions in the operating-wires.    It will be remembered that we spoke last week of the ignition-switch that is fitted into the steering-lever for enabling the engine to be stopped at a moment's notice if necessary. In addition to the three controls for the monoplane proper, it should also have been stated that the throttle-valve on the engine is coupled up to a pedal conveniently placed for the left foot. In this way the two engine-controls can be manipulated, although the operator's hands need never leave the even more important lever and wheel on which the evolutions of his flyer depend so greatly. Our other illustrations with their inscriptions readily speak for themselves, and hence no further reference need be made to them here. Flight, March 12, 1910 THE SECOND OLYMPIA AERO SHOW. AEROPLANES. Santos-Dumont.    REPLICAS of the little "Demoiselle" monoplane built in France by Mons. A. Clement. A fully-illustrated description, with scale drawings, appeared in our issues of October 2nd and 9th last. It is fitted with a two-cylinder water-cooled motor, and the weight complete is about 110 kilogs. The overall measurements are 6.2 metres long and 5.'5 metres wide. Flight, April 9, 1910 FLYER SILHOUETTES FROM OLYMPIA SANTOS-DUMONT "DEMOISELLE." Leading Particulars of the Santos Dumont "Demoiselle" General Dimensions.-Areas-Main planes, 108 sq. ft.; elevator, 12 sq. ft.; rudder, 7 sq. ft. Lengths.-Span, 18 ft.; chord, 6 ft. 6 ins.; camber, 3 ins.; skid track, 3 ft. ; overall length, 21 ft. Angle.-Incidence, 7 degs.; dihedral, 1 in 11. Propeller.-Diameter, 6 ft. 6 ins.; pitch, 2 ft. 6 ins. Engine.-32-h.p. Clement. Weight.-Total flying weight, 530 lbs.; loading (all weight supported on main planes), 4.9 lbs. per sq. ft. Speed of Flight.-40 m.p.h. System of Control.-Warping of main planes, combined rudder and elevator. Price.-L300.    A COPY of the original Santos Dumont model, built with a steel triangular frame and other details of construction as described in FLIGHT, Vol. I, p. 604. One of the special features is the fitting of tubular radiators underneath the wings. The engine on this machine is a horizontal twin-cylinder Clement. The pilot sits underneath the wings. Wing warping is effected by a lever temporarily attached to the pilot's back by a strap. The pilot leans over towards the wing that has been raised by the wind gust in order to restore equilibrium.    In leaning in this direction he reduces the camber of the raised wing, and increases the camber at the extremity of the wing that is depressed, consequently the lift of the depressed wing becomes greater than that of the other wing. Показать полностью Описание:Description: В.Шавров История конструкций самолетов в СССР до 1938 г. L.Opdyke French Aeroplanes Before the Great War (Schiffer) A.Andrews. The Flying Machine: Its Evolution through the Ages (Putnam) Журнал Flight

DeepRed82 Art Gallery. 120 likes. Recopilación de mis trabajos artísticos de dibujo y diseño.

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Image 29 of 30 from gallery of Environmental Fable Set in Sci-Fi Landscapes Wins 2017 Fairy Tales Competition. Photograph by Blank Space

Description The Chengdu J-10 (traditional Chinese: 殲十; simplified Chinese: 歼十; pinyin: Jiān Shí, meaning "Annihilator (Fighter) Ten") is a multirole fighter aircraft designed and produced by the People's Republic of China's Chengdu Aircraft Industry Corporation (CAC) for the People's Liberation Army Air Force (PLAAF). Known in the West as the "Vigorous Dragon",[4] the J-10 is a multi-role combat aircraft capable of all-weather day/night operation. The J-10 next-generation fighter program remained unknown outside of a China until December 29 2006, when the Xinhua News Agency officially disclosed its active duty status with the PLAAF Development The program was originally backed by the Chinese paramount leader Deng Xiaoping, who authorized half a billion Renminbi to develop an indigenous aircraft, but the official program did not start until several years later in January 1986 when the Chinese government officially issued Project #10,[1] to develop a fighter to counter new fourth generation fighters then being introduced by the USSR (namely, the MiG-29 and Su-27). The 611th Institute, also known as Chengdu Aircraft Design Institute was tasked as the main developer, with Mr. Song Wencong, the chief designer of J-7III assigned as the chief designer, and Mr. Xue Chishou (薛炽寿) as the chief engineer. Initially designed as a specialized fighter, it was later remade into a multirole aircraft capable of both air to air combat and ground attack missions. However, a Chinese children's magazine (zh:少年科学画报, ISSN1000-7776) published in June 1979 showed a boy holding a model of an aircraft similar to the J-10.[5] The picture indicated that the project began long before 1979. Although the existence of J-10 has long been reported both inside and outside of China, the Chinese government did not officially admit so until January 2007, when the first photographs of the J-10 were allowed to be published to the public by the Xinhua News Agency. Having been designed under such secrecy, before its official disclosure, many details of the J-10 were subject to much speculation. However, the rumored crash has been openly denied by the government of China after the official governmental acknowledgment of the existence of the J-10: on 1 January 2007, both the Xinhua News Agency and the PLA Daily have claimed/reported the accomplishments of one of the test pilots of the J-10, Mr. Li Zhonghua (李中华), and, in these reports, one of the accomplishments quoted was that there was not a single crash since the project began. According to Chinese media reports, the first plane, "J-10 01", rolled out in November 1997, and the first flight of "J-10 01" was on 23 March 1998.[1] No incident has been reported.[6] After 18 years in development, the J-10 finally entered service in 2004.[1][7] The aircraft made its successful maiden flight on 23 March 1998, flown by test pilot Mr. Lei Qiang (雷強), lasting twenty minutes. Another test pilot Mr. Li Zhonghua (李中华) test flew the prototype for its aerodynamic performance that lasted till early December, 2003, during which aerial refueling tests were also successfully completed. In these aerodynamic tests, the aircraft was pushed beyond its parameters of the original design and it was discovered that the aircraft could easily withstand the greater requirements. The last part of the test flight was the live round air-to-air missiles test firing, which lasted from 21 December 2003 to 25 December 2003, which was completed by test pilot Mr. Xu Yongling (徐勇凌). The aircraft were first delivered to the 13th Test Regiment on 23 February 2003. The aircraft was given the status 'operational' in December of the same year. The first operational regiment was the 131th Regiment of the 44th Division. It is rumored that a regiment of the 3rd Division has also J-10s. [edit] Export customers So far the J-10 has been offered only to Pakistan for export as the FC-20. Former President of Pakistan, General Pervez Musharraf, was shown the secret J-10 & JF-17 production facility in late February 2006. He also sat in the cockpit of both aircraft. On his way back he told the press that he had visited the J-10 production facility and that the Chinese had offered to sell the aircraft to Pakistan. He later said that Pakistan and its air force will certainly consider the offer. On 12 April 2006 the Pakistani cabinet approved the purchase of at least 36 J-10s under the designation FC-20. In a recent interview, Air Chief Marshal Tanvir Mahmood Ahmed said that additional FC-20 aircraft will be procured. On March 7 2009, at agreement signing ceremony of JF-17 Thunder aircraft, Air Chief Marshal Tanvir Mehmood Ahmed said the agreement between Pakistan and China for the delivery of High-Tech aircraft J-10 was intact and these aircraft after improving them further would be delivered to PAF in 2014-15. He said these aircraft are being modernized in accordance with the PAF’s requirements and delivered under the title of FC-20. Pakistan is the largest importer of Chinese military hardware. Its air force flies over 180 F-7 aircraft made by China. In addition, Pakistan is a 50% partner in the FC-1/JF-17 Thunder and K-8 Karakorum advanced jet trainer projects.[8] In April 2006, the media reported that the Pakistani government intends to procure at least 36 J-10s (designated FC-20 or FC-10, depending on the report). The Business Recorder claims that the Pakistani official document it obtained said the Cabinet "has allowed PAF to set up Joint Working Group (JWG) with CATIC for procurement of 36 FC-20 aircraft". Other media reports cited Pakistan Information Minister Sheikh Rashid (at that time) saying that the Cabinet has approved the purchase of J-10s from China, in addition to JF-17s.[9][10] On 31 March 2007, Pakistan Air Force Chief of Air Staff Air Chief Marshal Tanvir Mahmood Ahmed said, "PAF would soon induct fourth and fifth generation high-tech fleet of fighter-bomber aircraft with the aim to modernize the country's air force which includes the induction of 2 squadrons of Chengdu J-10 aircraft."[11] The J-10 export deal is estimated to cost a total of $1.5 billion USD, with a flyaway price of $41 million USD for each J-10 fighter with maintenance and parts inclusive.[citation needed] It was reported by Jane's Defence Weekly on 2006-01-09 that a more advanced version of the J-10 is planned, referred to as the Super-10, with a more powerful engine, thrust-vector control, stronger airframe and passive phased-array radar.[12] Iran was reported to have signed a deal to purchase 24 J-10s from China in October 2007. The agreement is estimated at a cost of about $1 billion, with deliveries of the 24 jets expected between 2008 and 2010 to replace MiG-29 jets.[13] However China later denied that such a sale had taken place. [14] [edit] Foreign participation This article is in need of attention from an expert on the subject. WikiProject Aviation or the Aviation Portal may be able to help recruit one. (March 2009) Drawing of the canceled Chengdu J-9 Wind tunnel model of the canceled Chengdu J-9 The canceled Israeli IAI Lavi According to official Chinese sources, the J-10 is said to have been developed from the now canceled Chengdu J-9. However, there have been conflicting reports about a possible relationship between the J-10 and the Israeli IAI Lavi fighter program,[7] the latter having a similar canard-configuration. The J-9 program predated both of the other aircraft.[15] In an interview, the general designer of J-10, Mr. Song Wencong (宋文骢) said, "Our nation's new fighter's external design and aerodynamics configuration are completely made by us and did not receive foreign assistance, this made me very proud. Our nation developed J-9 in the 1960s, this adopted the canard configuration. So, those statements that said J-10 is a copy of Israeli Lavi are just laughable."[16] The strongest admission of Israeli involvement in the J-10's development by Israeli authorities appeared in a statement made by an official as American authorities investigated alleged Lavi technology transfers to China. The Director General of Israel's Ministry of Defense David Lari "acknowledged in an Associated Press interview that 'some technology on aircraft' had been sold to China and that some Israeli companies may not have 'clean hands'".[17]. In May 2008, Jane's Information Group reported several interviews with Russian sources claiming to be involved with various Chengdu military projects. A number of engineers, designers and technical specialists described their visits to Chengdu and other areas of China in the 1980s. A source alleged that high-level Chengdu officials described the possession of a single Lavi prototype at one of Chengdu's facilities. They also claim that in 2000, two years after the J-10's maiden flight, aerodynamic models were sent to Russian wind tunnel testing facilities to study the J-10's aerodynamics.[18] During the 2006 Farnborough Airshow, the Russian Siberian Aeronautical Research Institute (SibNIA) confirmed its participation in the J-10 program. According to the article, this participation was limited to observation and instruction as "scientific guides." The sources also claimed that the J-10 was based on the canceled Israeli IAI Lavi.[19] Kommersant's reporter Kostantin Lantratov affirmed that Russian consent was required to export the J-10, given its Russian AL-31 engine. [edit] Design J-10 was designed by the Chengdu Aircraft Design Institute (CADI), a subordinate research institute of Chengdu Aircraft Industry Corporation (CAIC). Some of the designers and their roles are identified as follows; Xue Chishou (薛炽寿, chief engineer, also deputy general manager of CAIC), Zhou Ziquan (周自全, chief test engineer, also deputy director of CADI). In a rather unusual agreement, the single seat version of the J-10 and the twin seat version of J-10 were designed by two different general designers; Song Wencong for the single seat version and Yang Wei (杨伟) for the twin seat version, also the general designer of the JF-17 light-weight fighter. Sang Jianhua (桑建华) of CADI was responsible for the stealth feature designs. [edit] Airframe and cockpit A model of the J-10. Constructed from metal alloys and composite materials for high strength and low weight, the airframe's aerodynamic layout adopts a "tail-less canard delta" wing configuration. A large delta wing is mid-mounted towards the rear of the fuselage, while a pair of canards (or foreplanes) are mounted higher up and towards the front of the fuselage, behind and below the cockpit. This configuration provides very high agility, especially at high speed. A large vertical tail is present on top of the fuselage and small ventral fins underneath the fuselage provide further stability. A rectangular air intake is located underneath the fuselage, providing the air supply to the engine. Also under the fuselage and wings are 11 hardpoints, used for carrying various types of weaponry and drop-tanks containing extra fuel. The retractable undercarriage comprises a steerable pair of nose-wheels underneath the air intake and two main gear wheels towards the rear of the fuselage. The cockpit is covered by a two-piece bubble canopy providing 360 degrees of visual coverage for the pilot. The canopy lifts upwards to permit cockpit entry and exit. The Controls take the form of a conventional centre stick and a throttle stick located to the left of the pilot. These also incorporate "hands on throttle and stick" (HOTAS) controls. A zero-zero ejection seat is provided for the pilot, permitting safe ejection in an emergency even at zero altitude and zero speed. [edit] Avionics (aircraft related) [edit] Flight control system Due to the J-10's aerodynamically unstable design, a digital quadruplex-redundant fly-by-wire flight control system aids the pilot in flying the aircraft. Chinese aircraft designer Yang Wei is claimed to be the chief designer of the fly-by-wire flight control system, although this is disputed by analyst Richard Fisher who credits Israeli consultants for developing the system.[20] The flight control computer provides automatic flight coordination and keeps the aircraft from entering potentially dangerous situations such as unintentional slops or skids. This therefore frees the pilot to concentrate on his intended tasks during the combat. [edit] Flight instrumentation Information is provided visually to the pilot via three liquid crystal multi-function displays (MFD) in the cockpit. Chief designer of the flight instrumentation panel was Zhou Han (周寒, unrelated to the chief test engineer), who was in charge of both the CRT display design at the early stages of development and the later liquid crystal display (LCD) design that is currently adopted by J-10 in service. The LCD display panel entered service shortly after 2000. The LCD displays and earlier CRT displays for J-10 (and that of WZ-10, J-11 and JH-7) are manufactured by the Suzhou Long Wind Machinery Plant (苏州长风机械总厂), later reorganized as AVIC Radar and Avionics Equipment Research Institute (中航雷达与电子设备研究院). In addition to the flight instrumentation, a Chinese holographic head-up display (HUD) is also present. The HUD shows important flight and combat related information such as targeting cues. It can also be used as a radar scope, a feature believed to be inspired by the HUDs of Russian aircraft, that allows the pilot to keep his eyes focused at infinity while working with his radar. Monochrome images from electro-optical avionics pods (FLIR and targeting pods) can also be displayed on the HUD. The HUD was designed to overcome issues with the HUDs of Russian fighters, which experienced significant fogging problems when deployed in humid and tropical zones of China, as they were originally designed for deployment in arid Arctic/sub-Arctic zones. The modular design of the HUD system and use of the MIL-STD-1553B databus architecture allows HUDs of Western origin to be integrated if desired by the user. [edit] Avionics (mission related) [edit] Electronic warfare A comprehensive internal electronic counter-measures (ECM) suite is likely to be present, which can be supplemented by active jammer pods such as the BM/KG300G carried externally on the aircraft's hardpoints. Additionally, the KZ900 signals intelligence (SIGINT) pod can be carried for reconnaissance missions. [edit] Infra-Red Search and Track A Chinese infra-red search and track (IRST) system developed by the Sichuan Changhong Electric Appliance Corporation, the Type Hongguang-I (Rainbow Light-I) Electro-Optical Radar (虹光-Ⅰ型光电雷达), is integrated with the J-10. It is a third generation optronics system utilising a HgCdTe focal array with imaging infra-red (ImIR) capability. Receiving its certification on 3 March 2005 and subsequently entering service with the PLAAF, the system was revealed to the public one year later at a conference on the Sichuan province of China, during which the system was demonstrated to visiting officials. Based on the limited information released, Type Hongguang-I has a maximum range of 75 km. Although the Type Hongguang-I was designed to be lighter and more compact that similar Russian systems so that it could be fitted in the nose of J-10 while leaving enough space for a suitable radar, the current production model J-10 does not have enough space and must carry a podded version externally on one of the aircraft's hardpoints. However, recently released images show a modified variant of the J-10 with what is believed to be an IRST device fitted to the upper starboard side of the nose (see Variants). Type Hongguang-I is also designed to be compatible with China's Shenyang J-11, Shenyang J-8 and Xian JH-7 combat aircraft, as well as the Xian H-6 bomber and Sino-Pakistani JF-17 light-weight fighter. [edit] Radar and targeting According to Chengdu Aircraft Industry Corporation officials the J-10 uses a multi-mode fire-control radar designed in China. The radar has a mechanically scanned planar array antenna and is capable of tracking 10 targets. Of the 10 targets tracked, 2 can be engaged simultaneously with semi-active radar homing missiles or 4 can be engaged with active radar homing missiles.[21] The radar is believed to be designed by the Nanjing Research Institute of Electronic Technology (NRIET), designated KLJ-10 and a smaller variant is claimed to be installed on the JF-17 light-weight fighter.[22] Believed to be based on technologies from Russia, Israel or a combination of both, the radar should be comparable to Western fighter radar designs of the 1990s. It may also be replaced by more advanced radars of other origin on export versions of the J-10. The Italian FIAR (now SELEX Galileo) Grifo 2000/16, has been offered to the Pakistan Air Force for installation on the J-10, should the PAF induct the aircraft.[23] On June 14th, it was announced by Chinese state media that a version of J-10 has been equipped with a phased array radar. [24] In Chinese military technology related exhibitions, various helmet-mounted display (HMD) systems developed by Chinese organisations have been shown. It is believed that the J-10 is integrated with such a system to assist the pilot in targeting enemy aircraft. The J-10 has also been featured in photos and models carrying the FILAT (Forward-looking Infra-red Laser Attack Targeting) pod for laser designation of targets and the Blue Sky forward looking infra-red (FLIR) pod for low visibility, low altitude flights. [edit] Propulsion The J-10 is powered by a single Russian Lyulka-Saturn AL-31FN turbofan engine giving a maximum static power output of 12,500 kgf (123 kN, 27,600 lbf)). The most significant difference between the AL-31FN and the AL-31F is the arrangement of certain parts and mechanisms due to spacial limitations of the engine bay in the J-10. The AL-31F is designed for a twin engine aircraft such as the Su-27. For the J-10's AL-31FN variant, protruding parts of the engine such as the gearbox and pump are mounted opposite to that of AL-31F. The AL-31FN is expected to be replaced by a domestic powerplant developed and manufactured in China, the WS-10A (WoShan-10A) Taihang turbofan, giving a thrust of 129 kN (13,200 kgf or 29,101 lbf). A variant of WS-10A with thrust vector control, reported to have asymmetric nozzles, is also undergoing testing according to reports. [edit] Weaponry and external loads The aircraft's internal armament consists consists of a 23 mm twin-barrel cannon, located underneath the port side of the intake. Other weaponry and equipment is mounted externally on 11 hardpoints, to which around 4,500 kg (9,900 lb) of weaponry such as missiles and bombs, drop-tanks containing fuel and other equipment such as avionics pods can be attached. Air-to-air missiles deployed may include short range air-to-air missiles such as the PL-8 and PL-9, medium-range radar-guided air-to-air missiles such as the PL-11 and PL-12, unguided and precision guided munitions such as laser-guided bombs, anti-ship missiles such as the YJ-9K) and anti-radiation missiles such as the PJ-9. [edit] Variants * J-10A: Single seat multi-role variant. The export designation is F-10A.[25] * J-10S: Twin-seat fighter-trainer variant of J-10A. The forward fuselage of the aircraft is stretched to accommodate an additional pilot seat, two pilots sit in tandem with a single large bubble canopy. Also incorporates an enlarged dorsal spine which may accommodate additional avionics equipment or fuel. As well as serving as training aircraft, the J-10S may also be used for the ground attack role where the rear seat pilot would act as the weapon systems operator.[26] * J-10B: An upgraded variant of J-10. Existence is not confirmed by official Chinese sources but numerous images, believed to be authentic, of a new J-10 variant have appeared. They show the prototype of a J-10 modified with a divertor-less supersonic intake (DSI), an infra-red search and track (IRST) sensor, modified (extended) vertical stabiliser and ventral fins, new under-wing hardpoints and a modified nose that could indicate a new type of radar. [27][28] Could be the same aircraft as "Super-10", a variant reported by Russian sources in January 2006 to be under development and incorporating a passive phased array (PESA) radar, stronger airframe and the Saturn AL-31FN M1 turbofan engine with 3D thrust vector control (TVC).[29] * FC-20: An export variant of J-10 designed for the Pakistan Air Force.[30] First flight stated to take place in 2009.[31] [edit] Operators People's Republic of China * People's Liberation Army Air Force - Over 120-160 in service; it is rumoured that a total of 300 may be produced. Pakistan * Pakistan Air Force - Initially, 36 FC-20 to be delivered in 2014-15.[30] [edit] Specifications (J-10A) Image:Aero-stub img.svgThis aircraft article is missing some (or all) of its specifications. If you have a source, you can help Wikipedia by adding them. General characteristics * Crew: 1 (basic), 2 (trainer variant)[7] * Length: 15.5 m (50 ft 10 in) * Wingspan: 9.7 m (31 ft 10 in) * Height: 4.78 m (15.7 ft) * Wing area: 39 m² (419.8 ft²) * Empty weight: 8,000–9,730 kg (17,637–21,451 lb[32]) * Loaded weight: 18,500 kg (40,785 lb [33]) * Useful load: 5,500 kg (9,920 lb) * Max takeoff weight: 19,277 kg (42,500 lb[7]) * Powerplant: 1× Saturn-Lyulka AL-31FN or WS-10A Taihang turbofan o Dry thrust: 79.43 kN / 89.17 kN (17,860 lbf / 20,050 lbf) o Thrust with afterburner: 122.5 kN[7] / 129.4 kN (27,557 lbf / 29,101 lbf) Performance * Maximum speed: Mach 2.2 at altitude[7], Mach 1.2 at sea level[4] * g-limits: +9/-3 g (+88/-29 m/s², +290/-97 ft/s²[4]) * Combat radius: o On hi-lo-hi mission: 2,540 km (1,370 nautical miles) with 4,000lb/1,814kg bombload and two air-to-air missiles [34] o On lo-lo-lo mission: 1,310 km (710 nautical miles with 4,000lb/1,814kg bombload and two air-to-air missiles [35] * Maximum range (without refueling): 3,400 km (2,113 mi[7]) () * Service ceiling: 20,000 m (65,600 ft[4]) * Wing loading: 335 kg/m² (64 lb/ft²) * Minimum thrust/weight: 0.98 Armament * Guns: 1× 23mm twin-barrel cannon * Hardpoints: 11 in total (6× under-wing, 5× under-fuselage) with a capacity of 4,500 kg (9,900 lb) external fuel and ordnance, * Rockets: 90 mm unguided rocket pods * Missiles: o Air-to-air missiles: PL-8, PL-9, PL-11, PL-12 o Air-to-surface missiles: PJ-9, YJ-9K * Bombs: laser-guided bombs (LT-2), glide bombs (LS-6) and unguided bombs * Others: o Up to 3 external fuel drop-tanks (1× under-fuselage, 2× under-wing) for extended range and loitering time Avionics * NRIET KLJ-10 multi-mode fire-control radar * Externally-mounted avionics pods: o Type Hongguang-I infra-red search and track pod o BM/KG300G self-protection jamming pod o KZ900 electronic reconnaissance pod o Blue Sky navigation/attack pod o FILAT (Forward-looking Infra-red Laser Attack Targeting) pod