Flying twice as fast as an AR15 round and capable of pulling G forces that leave pilots with the same painful lack of mobility as if they weighed an actual ton, a fighter aircraft asks a lot of its pilot.
Fighting and surviving in such a hostile environment requires lightning-fast assimilation and response to a mass of information. Not only this, but today most fighters are multi-role and are tasked with destroying both air and surface targets. This is possible thanks to the wonder of the modern cockpit. We asked former Topgun instructor and F-14 Radar Intercept Officer (RIO) Dave ‘Bio’ Baranek to give us the lowdown. Let’s slam the canopy shut and take a flight through 65 years of cockpit design.
“Sixty-five years seems like a long time, but the F-106 Delta Dart with which I start could be a threat today if still operational. And its near-contemporary, the F-4 Phantom, is still in service with five countries.
I was a Topgun instructor and an F-14 RIO, but for this article I’ll move into the front seat and look at instrumentation and controls. This is not an exhaustive survey, but a look at representative types that I selected. I’ll address the earliest version of each type because later developments had more to do with technical advancements than the state of aircraft design. Imagine a Spitfire Mk 24 with a podded radar, helmet mounted cueing system, and ASRAAM – with the controls and displays to support it all – and you get the idea.
“ICS check.” “Loud and clear.” “Okay, let’s get going.”
F-106A Delta Dart (first flight: 1956). I chose the F-106 to start because it is a memorable aircraft design of the 1950s. As a latter century series aircraft, I will argue it was part of the beginning of modern fighters. The Delta Dart was called a development of the F-102, but is significantly improved. In fact, the F-102 cockpit looks like something out of a hobbyist’s basement, while the -106 looks like a fairly modern fighter/interceptor, at least before the dawn of glass cockpits. The tape instruments add a modern touch, and the fact that it’s single-engine allows the panel to be less cluttered than dual engine types. I’ve read that the procedure to select weapons was “cumbersome” and would be difficult to accomplish under combat conditions. Such realisations were sweeping the aviation industry and led to modern HOTAS cockpits.
As a teenager I met a pilot who flew F-106s in the Florida Air National Guard, based in my hometown, and he arranged for me to fly their simulator during one of my visits to watch them fly. I was pretty excited, and to my surprise discovered that I was able to avoid crashing – with a lot of coaching from the simulator control console. The moving map display in front of the control stick was cool, it seemed futuristic in the 1970s.
F-4B and F-4C Phantom II (first flights: 1961, 1963, respectively). I selected early Phantoms to help form a baseline, and the pilot instrument panel is similar to the F-106 in level of complexity. With a back-seater to handle the radar, the F-4 didn’t need a two-headed stick like the F-106. One element that doesn’t show up in the cockpit photos is the relatively poor outside visibility of both of these early aircraft; it just wasn’t a priority. But at least the F-4 pilot had a head up display (HUD), while the F-106 pilot had a large radar scope in front of his face. The Phantom HUD was likely deemed essential to its strike-fighter role.
F-14A Tomcat (first flight: 1970)
As a former Tomcat RIO I did not spend much time in the front seat, only a few sessions in simulators, and to keep the playing field level I am basing these comments on cockpit photos. I like the arrangement of critical flight instruments in an upper tier, with engine instruments and a situation display below them. The stick and throttle have numerous switches and buttons supporting HOTAS. The forward control panel looks relatively simple compared to the contemporary F-15A (which I am not evaluating), which can be at least partly attributed to the Tomcat having a rear cockpit for armament control switches and other controls. (F-15A first flight: 1972) The F-14A pilot’s primary tactical display was a repeat of the RIO’s TID, so crew coordination was important. The F-14A HUD was helpful in some situations but most pilots decided it wasn’t that good: when it displayed all info it was cluttered and not what a pilot really wanted, and in the declutter mode it didn’t display very much. This was finally fixed in the F-14D, which got an improved HUD. The large canopy provided excellent visibility, which was one of many lessons from Vietnam air combat incorporated into the F-14.
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F-16A Fighting Falcon (1974)
A relatively uncluttered cockpit for a multi-role fighter, can be attributed to factors such as single-engine, limited air-to-air radar in the A-model, and emphasis on the HUD, as well as good design, of course. The monochrome tactical display is low and centred, with primary flight instruments immediately above. Cockpit visibility was outstanding due to the lack of a canopy windscreen bow and high-mounted seat. The side-mounted control stick pioneered in the F-16 has become familiar on other modern fighters and some commercial aircraft.
Su-27 ‘Flanker B’ (1977)
Approximately similar to the F-14 and Tornado in terms of visual complexity, with a major difference: no video screen in the centre. Some images show a video screen to the right side of the control panel. Lack of a tactical overview display seems to me a reduction in situational awareness, even if the pilot is using a helmet-mounted display (the early Flanker pilot had a rudimentary helmet cueing system rather than a display). Equipped with the now-standard HUD and HOTAS. The high seating position and bubble canopy provide excellent visibility. The cockpit looks less cluttered than the MiG-29, which also had first flight in 1977, probably because the bigger size provides more real estate for displays and controls.
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Tornado F3 (ADV; first flight: 1979). This is another pilot cockpit that benefits from being able to shift some controls and switches to the back seat. The F3 instrument panel is uncluttered, and features two medium-size video screens (I’ve seen smaller), one directly in front of the pilot. HOTAS – check … HUD – check, with extra points for wide angle … and of course there’s the wingsweep controller. The more I look at it, the more I like the neat and well-organised layout. One reason is the gauges are one of three sizes; in many American fighter cockpits each instrument seems to have a unique size. Tornado is probably one of the best cockpits before “glass” took over and gave us MFDs. Tornado also has a generous canopy, although it doesn’t have the 360-degree view of other fighters.
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Reader, from this point forward, please assume a HUD and HOTAS. They are now as standard as the wheel-shaped landing gear handle on the left side, as common as black and yellow stripes in a fighter cockpit. In addition, the remaining aircraft have multi-function displays instead of analogue instruments.
Rafale (first flight of Rafale C: 1991). Hard to believe it has been around 30 years since its first flight! The cockpit still looks modern and uncluttered. This is possibly due to the control stick being on the right side instead of central. The throttle has display image controls, ensuring a strong finish in the battle for who has the most HOTAS buttons. The wide-angle HUD, bigger than on previous aircraft, has to be a welcome development for almost any mission. The central screen is a ‘Head Level Display’ in Dassault terminology: larger than the side screens, which improves the pilot’s view of the image from a targeting pod. A large display was something F-14 RIOs enjoyed when viewing LANTIRN on our Tactical Information Display (TID or Programmable TID) compared to other fighter displays of the mid-1990s. The Rafale’s HLD is also focused at a greater distance than the screen’s actual distance from the pilot, which allows the pilot’s eye to remain focused at near infinity whether looking through the HUD or at the HLD, instead of changing focus between infinity and 1 metre. This may not sound significant, but it’s something I learned when I studied HUDs as a college student; a fine point that is very important.
Typhoon (first flight: 1994). To my eye, the Typhoon cockpit doesn’t look as sleek as the Rafale’s, because Typhoon has more controls and the MFDs look more familiar. Typhoon is more spacious, although I must admit Rafale appears adequate. Like the Rafale, the Typhoon also has a wide-angle HUD. These two aircraft are frequently compared, with this Hush-Kit article an excellent example but they have different purposes and strengths. The Typhoon’s multiple MFDs and pilot-tailorable displays look like a great way to display huge volumes of information very effectively. Like Rafale, Typhoon has a voice input system. I know these things are tested extensively before being fielded, so I’ll hope it works well, but based on current voice controls I am suspicious. Typhoon also has the benefit of a mature helmet display/cueing system, something only just entering the Rafale community (for at least one export customer).
F/A-18E Super Hornet (first flight: 1995). For the purposes of this overview, the Super Hornet cockpit appears similar to the Typhoon – modern and well-organized – with some notable exceptions. First, the Super Hornet doesn’t have a wide-angle HUD. I like the glare shields protruding from the top of the SH panel.
F-35 Lightning II (first flight: 2006). The biggest attention-grabber in this cockpit is the single large screen, with touch controls so extensive we see relatively few switches and controls elsewhere in the cockpit. The originator of the big screen was Gene Adam and he was at Macs in St Louis. He was predicting big picture flat screens in aircraft way back when a TV was the size of a camping rucksack.
The biggest attention-grabber is the side-stick location – yet another is the lack of a HUD – replaced by the pilot’s helmet-mounted display (HMD). The F-35 is establishing a new standard for fighter cockpits, with a similar large single display planned for the Gripen NG and Super Hornet Block III upgrade. The designed integration of the large display and the HMD will give F-35 pilots a very high level of situational awareness on any mission. I will complete this review by relating a candid discussion I had with unnamed F-35 pilots, who knew my service background. I felt they would have unloaded if they had any complaints. Instead, they smiled and said the new jet was – “Incredible,” with a big smile. Or maybe it was, “Awesome.”
Before leaving, let me offer a thought, something any aviator can tell you. If you look at these images and think the cockpits look complex, it’s because you don’t have experience in that type. The first time I saw the rear cockpit of an F-14, with dozens of panels and controls, I was stunned. But after completing my training and then flying more frequently (I averaged 39 hours a month my first few months in a fleet squadron in 1981), I realised I was reaching for switches and adjusting controls almost subconsciously. Training will be the key for pilots to employ these cockpits, no matter the design features or flaws.”
Former Topgun instructor and F-14 Radar Intercept Officer (RIO) Dave ‘Bio’ Baranek has a new book out: ‘Tomcat RIO’. It tells the story of his return to the F-14 community after his tour as a Topgun instructor, as well as his eventual command of an F-14 squadron. It includes some of his best stories and unexpected challenges. It is available now in hardcover and e-book versions, and includes more than 50 of his amazing photographs. Here is his website.
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You cannot be a world-class psychopathic narcissist unless you have your own aircraft. Now, while one man’s ‘strong leader’ is another’s dictator we can be certain that all the human entrants in this list are or were prize bell-ends. Stephen Caulfield chooses 12 infamous aeroplanes that have perfected despot delivery.
12. Fokker F28 Fellowship Kalayaan (Republic of the Philippines)
Autocrat or not, the leader of an archipelago nation has good reason to fly. Hence, the Philippine people find themselves supporting the 250th Presidential Airlift Wing. That unit operated a Fokker F28-3000 Fellowship for state executive purposes starting in the stupidly decadent days of the Marcos family. The Fellowship was replaced only last year with a brand-new Gulfstream G280. This new aircraft lends a much slicker, up-to-the-minute corporate look to the law-and-order strongman presiding over a nation where vast economic inequalities are entrenched in daily life.
Non-political technical point: F28s feature a split tail cone air brake like that on a Blackburn Buccaneer strike aircraft.
11. Hawker-Siddeley HS-121 Trident
People’s Republic of China
Chairman Mao Zedong and Premier Zhou-en-lai shared a British-built Trident airliner. The Trident supplemented, and then replaced, an Ilyushin Il-18 Coot. Zhou-en-lai was the first Premier of China and served as Mao Zedong’s right hand. They were among the post-war world’s longest serving leaders, lasting from 1949 until the days of the Sex Pistols. Considering the poverty and turmoil of China in these years the idea of leaders looking down at the put-upon masses from a private jet strikes one now as something Communism would have eradicated. Or at least limited to really, really special occasions. Oh well, plus ca change. Though to be fair, the Trident was used as a domestic aircraft by the state owned airline CAAC who had a fleet of about 35. Having a British-made VVIP plane wasn’t entirely about looking down on the masses as China is a big country and the leadership needed to get around, but the optics were still far from perfect.
Once a common sight flying between the UK and western and southern Europe none remain in service anywhere. China’s VIP transport example bounced around for a time after retiring. Last word, the tired Trident was being dragged off from the shopping mall where it had been on display. It was increasingly found to just be in the way of people parking their BMWs. China’s all-business political elites now have access to Boeing 747s.
Non-political technical point: the Trident began life as a de Havilland design referred to as the DH.121
10. Airbus A319 (Bolivarian State of Venezuela)
Does oil and gas wealth ever bring a country happiness? Ignoring the Black Swan of Norway, consider Venezuela. In 2002 twelve protesters are gunned down by security forces loyal to President Hugo Chavez. Days later, he takes delivery of an Airbus. Apparently he’d seen one owned by an Emirati Sheik at some international conference. One phone call and US$65 million later he has a replacement for the ageing Boeing 737 he’d been putting up with. This and the massacre of his own citizens became twinned unforgivable moments for the majority of Venezuelans. Many of whom live in utter poverty despite the country’s huge fossil fuel reserves. The military then remove Senor Chavez from power. Two days later he’s back in office. He keeps the Airbus and some other privileges until his death from cancer in 2013. George Orwell weeps. So do a few others.
Non-political technical point: the A319/A320 program was a pioneer of commercial fly-by-wire and side stick control systems.
9. Airbus A340 (State of Libya)
Moammar Gadaffi typifies the classical career path of dozens of post-1945 liberationist revolutionaries who morphed into police-state despots. While seemingly an eccentric individual he ruled the masses with the an unimaginative mix of bribery and deep brutality. He relied on a privileged clique of family and close confidants to maintain power for forty-one years. None of this nonsense ever ends well. To wit, his last official plane has been rotting at an airport in southern France for years now. Another thriftless monument to dictatorship in a world littered with them. His choice of such a full on machine capable of transoceanic journeys seems a little off, too. This guy was welcome in fewer and fewer places worth visiting until his death at the hands of angry rivals in 2011. Grey leather sofas, a luxury suite with shower and a flat-screen TV should have made this jetliner a quick sell but post-coup legalities have complicated its disposal.
Non-political technical point: the A340 was the world’s longest airliner until the Boeing 747-8 appeared.
8. Ilyushin Il-62 Classic Chammae-1
Democratic People’s Republic of Korea
It’s unclear what level of interior customization Chairman Kim Jong-Un’s official aircraft has been given. A safe bet is something superior to what you experienced on your last flight. Kim Jong-Un’s father used this handsome plane, one of only three designs ever configured with four engines mounted in twin nacelles under a T-tail. It seems everything in North Korea is subsumed into a military- and prison-industrial complex of the harshest kind. So, planning for a new airplane for the dictator of North Korea is probably the least excessive thing on the go there at the moment. North Korea is a hefty importer of cognac, luxury cars and pianos. This suggests an epic hypocrisy by the elites behind an old school Stalinist facade. Until a Prague Spring arrives in Pyongyang we won’t know the truth around this aircraft, it’s VIP passengers or the country employing it. What an unfortunate use for a wonderful plane. Bigger and faster than a Vickers VC-10 the Il-62 continues to impress.
Non-political technical point: the Il-62’s first Aeroflot passenger run was in 1967 with a non-stop trip from Moscow to Montreal.
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7. Boeing 707
Socialist Republic of Romania
A dictator’s aircraft you could actually go online and buy this year! You’d have had to outbid a private aerial refuelling contractor to get it. In storage for years, this 707 was bought by Omega Air and converted to approximate a Boeing KC-135 aerial refuelling tanker. The opportunity for this was, ahem, dictated by the underperformance of USAF programmes intended to replace their fast-ageing KC-135s. Where to start with the ironies? A long-time Marxist leader travelling about in a symbol of western privilege and consumerism from the heyday of mid-century air travel? Now it’s a privately-owned gas truck for the Pentagon in its so-called ‘Forever Wars’. As Ceausescu’s nepotistic regime became unpopular he imposed a ferocious austerity with a cruel rationing of daily essentials for the masses. His cult of personality falters and collapses. His own country is left an economic cripple and international pariah. Even Moscow starts to find Ceausescu repellent and before long a coup sweeps him from power and into the next world with a bullet. Unlike the Shah of Iran, Ceausescu, and his equally detested wife, were not able to flee in their luxury, long range airliner with a custom interior said to be equal to America’s Air Force One.
Non-political technical point: the tube protruding forward from the top of the 707’s vertical tail is an HF radio antenna.
6. Boeing 747
Imperial State of Iran
From 1953 until 1978 Iran was perhaps America’s single most important client state. Washington took its management of the oil-rich, strategically-placed nation with extreme seriousness. Braced by US patronage and unchecked police brutality, Shah Reza Pahlavi ruled Iran for a quarter century.
Oil and gas export revenue let Iran spend lavishly on infrastructure and imported food and weapons from the west. In such a reality a wide-bodied, twin-aisle, two-deck passenger jet would have seemed like a natural platform for conversion into a super-luxury air yacht for the Shah.
By 1978, he had done so much harm he managed to trigger an unstoppable Muslim fundamentalist counter attack. The collapse of US-Iranian relations sent shock waves through the Middle East. Indeed the world felt them and continues to watch the Persian Gulf with a weary geopolitical eye. How bad had it all gone by 1978? Well, the man who modelled his governance on the great Persian emperors had to flee for his life in that personal Jumbo Jet. The one with gold toilet fittings.
Non-political technical point: maximum takeoff weight for -200 and -300 series 747s is equal to about 378 Jaguar E-type FHC sports cars.
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5. Ilyushin Il-96-300PU
Oil and gas revenue mixing with nationalist oligarchy results in some interesting privileges for the ones in charge. Post-Communist Russia is no exception. Rappers, Saudi Princes, upper echelon athletes, tech billionaires, hedge fund managers and even Donald Trump may have something to envy in Vladimir Putin’s executive airplane. With its sheer size, long range and very shiny interiors this aircraft embodies concentrated political and economic power in the age of a fractious global economy gone hog wild. Where a western lottery winner or mid-level celebrity gets an Embraer EMB-500 Phenom Vlad gets a flying five-star-plus hotel and command post. Naturally enough, the top dog in a nuclear-armed country physically larger than all others should have a hot, thoroughly modern aircraft at his disposal. This is absolutely what that looks like. Mr. Putin was elected, yes, but Russia’s recent backsliding on democracy and the fact he embodies the deeply historical Russian preference for ultra-strong leaders earns this ex-KGB officer and his ride a place on our list.
Non-political technical point: the long dorsal fairing on the 300PU model is not found on the commercial versions of the Il-96 and suggests an allocation of communications and protective electronic warfare systems deemed appropriate to Mr. Putin.
4. Mil Mi-8 Hip EW-001DA
Republic of Belarus
And here comes a chopper to chop off your head! So goes the nursery rhyme in 1984, George Orwell’s chilling novel of totalitarian life. Official news clips from Belarus this summer show us that novel will probably never be irrelevant. In them, we see President Victor Lukashenko flying back to Minsk in a Mil Mi-8, AKS-74U at his knee. Clad in a tactical vest we see the unsmiling leader of a nation in turmoil barking orders into a phone. He surveys a highway jammed with protestors he has earlier that day referred to as vermin. On the ground to oversee forceful countermeasures to a sustained democracy movement, Lukashenko stops to hail a squad of black-clad riot police. Having rigged his country’s last election to appear to have given him an 80% majority the autocratic and corrupt Lukashenko must now cope with a massive populist backlash. Delivering Eastern Europe’s equivalent of Tony Montana that day in August was an absolute classic of Soviet era helicopter development, a Mil Mi-8. The one-time workhorse of the Warsaw Pact is a wonderful platform and in the case of Belarus case probably highly effective in all the wrong jobs.
Non-political technical point: the ‘Hip’ series made its first flight in 1961 and is still in production making it the most-produced helicopter in history.
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3. Dassault Aviation Falcon 900
Syrian Arab Republic
The brutal news from Syria’s civil war, amplified at every turn by foreign intervention, makes the presence of any luxury jet a bit of a mind-bender. And what a toy for the man residing over such a heartbreaking mess, Bashar al-Assad. At the factory gate in France a Falcon 900 is worth over US$40 million. Adding a luxury master suite with full bathroom and then communications and security gear for someone with a serious penchant for control and this aircraft comes to symbolise high privilege wrapped in a cloak of evil. Fast moving and capable of unrefuelled trips of many thousands of kilometres the Falcon is perfect for the diplomatic pouch and other high-level errands. Fleeing from disaster should also be easy in a Falcon. As long as you had a place to go and could trust the crew and your security detail, that is. Soon enough, neither may be a reasonable expectation for Mr. Assad.
Non-political technical point: the 900 series Falcons feed air to the centre engine via an S-duct like the Lockheed L-1011 TriStar did.
2. Focke-Wulf Fw 200 Condor Immelman I
Hitler didn’t like flying. As an aspiring European land emperor he would have been fine with luxurious working trips on a well-protected private train. Before his ascension to power, Hitler overcame his fear to tap the time-saving economics of flying to rallies and appointments. Nazi propaganda made strong use of imagery of Hitler rushing about the country in planes or coming down from the clouds to Nuremberg. His rich sponsors supported his air travel at first. Then official aircraft were available after 1933. The Junkers Ju-52/3m, sensible and rugged with its corrugated metal skin and three engines, was just right for the hectic early days. Later, the speed and altitude performance of a four-engined aircraft was recommended by his personal pilot, an SS officer named Hans Bauer. Remembered for an early period of success in the Battle of the Atlantic, the elegant Condor was a natural choice of transport for Hitler. Bauer was an important part of a retinue that catered to the führer. He carried the registration numbers two-six-zero-zero over to the Condor in deference to Hitler’s superstitiousness, for example. He also saw to the aircraft’s meticulous inspections including Hitler’s comfy chair which had an armoured back plate half an inch thick. Extreme secrecy and a flight of single-engine fighters usually saw to the Condor’s protection.
Non-political technical point: in 1938 a Condor prototype was the first aeroplane to fly from Berlin to New York City non-stop and did so fitted with two-bladed propellers. It was fitted with a fuselage full of temporary fuel tanks so wasn’t a standard flight. With passengers and baggage a more normal range would be Berlin to Athens, which was still quite good for the era.
1. Savoia-Marchetti S.M. 81 Pipistrello Tataruga
Of all the murderous idiots upending the world in the last century Mussolini is perhaps the one who most embodies the inextricable relationship between Fascism and aviation. As a young journalist he was thrilled by the speed and dynamism of this new, new thing. The conquest of the air meant a radical new world. In power after 1922 Mussolini invested heavily in Italy’s civil and military aviation.
Il Duce, thanks to Allied wartime propaganda, is remembered as a nasty clown with a case of Hitler envy. He was a qualified pilot in his younger days, however. Later, Mussolini’s personal enthusiasm for aviation informed his choice of executive aircraft. For flights from Rome to Italy’s regions or countries neighbouring his own the Pipistrello was perfect. A militarised version of an airliner of moderate performance it was given a special white paint job, too. Mussolini’s Pipistrello was camouflage painted as the war ground on and notably it managed to survive Italy’s defeat.
In service until the 1950s, the Pipistrello had an easier fate than its most privileged passenger. When he was deposed and waiting for his execution by Communist partisans Mussolini must have looked back on his Pipistrello and so many life moments in the air with fondness, even gratitude. The hour he spent at the controls of Hitler’s Kondor perhaps cheered Il Duce a little before he was shot then hung up and mutilated in public. Hitler had invited his ally to tour their diabolical handiwork in Russia and Ukraine. On the way back, Mussolini asked to fly the big Condor. Intra-dictator etiquette being what it was nobody could refuse. Accounts of the flight record an increase in cabin tension as Mussolini adjusted his seat straps and took the controls. Hans Bauer remained in the cockpit as co-pilot. Mussolini flew steadily westward asking Bauer to work the throttles as the Itailan dictator gently completed a half dozen wide banking turns because he could. How many perished in the greatest war in human history during that single hour of airborne indulgence?
Non-political technical point: the Pipistrello entered service before the S.M. 79 Sparviero the much more powerful bomber/torpedo bomber it closely resembles.
(Dishonourable mention: Erich Honecker’s An-26)
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The Gloster Javelin was the world’s first twin-jet delta-wing fighter. It was the Royal Air Force’s best interceptor of the 1950s, and was almost brilliant. It did what it was asked to do. It was a large heavily armed (albeit subsonic), day-night all-weather fighter. Unfortunately, the opposition moved the goals by developing air-launched stand-off missiles, requiring the sort of high-speed interceptor performance that simply could not be delivered by the Javelin. We spoke to former Javelin pilot Peter Day to find out if it deserved its bad reputation.
“I joined the RAF Javelin ‘Force’ via an Operational Conversion Unit (OCU) in 1965 as a very young pilot with 248 all jet flying hours, as was the habit in those days, and arrived on the frontline in 1966 with an additional 60 hours divided between Javelin T Mk 3 and FAW Mk 9. These recollections are from a frenetic first tour based in Singapore but with frequent detachments to Butterworth in Malaysia, Borneo and ultimately Hong Kong. The role was effectively ‘Colonial Policing’ in the Tropics which as I rapidly discovered was a million miles (5880 nautical miles actually) away from night/all-weather high level air defence as taught on the OCU. I had to immediately get to grips with ISA +15 operations* in 80% humidity at low level over jungle and sea, with the occasional medium level dissimilar combat flight or transit to outstations, not to mention the ITCZ (Inter Tropical Conversion Zone) which conspired to provide dense cloud, rain and lighting at the most inconvenient moments. Quite a first tour education. I eventually flew 565 hours on three Javelin variants.”
“With due regard to Top Gun who probably learnt it from the Javelin, the use of airbrakes to embarrass an opponent in close combat, force a fly through or past or at least negate a guns solution was a well know party trick.”
*15 degrees warmer than International Standard Atmosphere for a given altitude
Which units were you with on the Javelin and when?
“No 228 OCU RAF Leuchars Dec 1965 – Apr 1966. No 60 Squadron RAF Tengah Apr 1966 – May 1968.”
How would you describe the Javelin in 3 words?
“Stable, controllable, effective.”
What was the best thing about it?
“Relative simplicity, if it started it would fly and the systems were robust and would usually work, mostly due to the considerable efforts of the groundcrew.”
And the worst?
“1950s design e.g. Sapphire engine, a quaint starting system of electrically fired cartridge initiated AVPIN, Wellington ‘bomb slips’ as undercarriage uplocks, the relative inaccessibility of most aircraft components – Gloster must have had shares in the panel screw makers. Finally there were flight envelope peculiarities due to the ‘delta’ configuration.”
“A complete box of Tiger Beer would fit into each gun magazine and be perfectly cooled after flight”
The Javelin has a bad reputation, is this deserved?
“It was routinely developed in line with contemporary knowledge, modified and updated by Mark in service to compete with ‘Warsaw Pact’ aircraft development, but as a 1950s night/all-weather bomber destroyer it was very effective. If pilot’s took liberties with the flight envelope, which in fairness was not very well described, bad things would happen e.g. at very low speed the elevator artificial feel system would command nose-down pitch, reminiscent of a recent Boeing ‘safety’ device, which was unhelpful in vertical manoeuvring demanding a large increase in pilot stick input to overcome which lead to looping being banned for all the wrong reasons. The ‘rolling ‘g’ limit’ was eventually discovered to be +2g at full aileron deflection.”
How would you rate the weapons effectiveness?
“The four Aden cannon cross-harmonised for tail intercept were very effective indeed and provided a great surprise fired air-into-air at high level during the OCU course accompanied by gun clatter, cordite smell and a flame enveloped upper wing. Air-to air gunnery on the flag was very hit and miss as the ‘cold war’ gun harmonisation did you no favours with a calculated ‘in-range’ bracket of 10yds, one hit was a triumph. The air-to-ground ‘sniping’ carried out towards the end of it’s career was usually very enthusiastic and very inaccurate.
The de Havilland Firestreak fitted from 1959 was an infra-red target seeker with an effective range of about 3km in a 30º tail cone in Northern Europe. In warmer climes the seeker head would follow anything but the desired target, sun, water reflection, moon on occasions but luckily the 4.5inch parachute flare which was the firing target for missile practice launches. My allocated Firestreak worked as advertised and the flare dropping Canberra crew didn’t get too excited but it did cost beer.
How would you rate the radar’s effectiveness?
The airborne radar AI17 was basic having developed from wartime radar technology. B/C scopes (range+azimuth, range+elevation) without PPI so relatively poor situational awareness unless very experienced. Intercepts without Ground Control were not in any way guaranteed and reliance on scan with some height/range clues made for a lot of ‘seat of the pants’ intercept geometry. “A peep is worth several sweeps” came into play a lot. Fighter lane operations were planned in the UK in the event of total GCI outage.
Operation at low level with ground clutter and high temperature/humidity rendered it a very fine art form indeed. Interestingly there was the capability to reproduce the ‘locked-on’ blip on the pilot’s collimator gunsight with an added horizon reference for close quarters identification operations. However, this could be inaccurate, misinterpreted and lead to some very unusual aircraft attitudes at very low level. Definitely used with enormous caution, mostly verbal from the back seat.”
What is the biggest myth/misunderstanding about the Javelin?
“It couldn’t turn. Thrust/weight ratio was 0.79 with a relatively low wing loading of 34 lb/sq ft (170 kg/m2) so with 4+g available it could corner high or low but at altitude it was very effective with reheat engaged.”
Was it well made?
“The airframe was pretty impervious – ‘boiler plate’ weighing 14 tonnes unfuelled. Some individual electrical components e.g. fuel contents sensors, radio aids and radar were frequently in need of attention due to poor waterproofing.”
Hunter versus Javelin: which cockpit would you choose to be in if they faced each other in a dogfight and why?
“Assuming my Hunter had the ‘shiny switches mod’ and it was a clear air mass then turning performance should win the day. There is some HOTAS in my Javelin and two-person cockpit helps with radar ranging and missile lock but I would have to see first and sneak round to 6 o’clock, so night or weather (NAW) preferred. Hunter for day, Javelin for NAW.”
“Very moderate at low level as relatively low power, low ‘g’ could not take advantage of the low wing loading. At altitude increased power and sufficient ‘g’ would produce quite a good turn but speed would be sacrificed.”
“Quite respectable at low level as the factors combine to produce quite a small radius, likewise at altitude.”
“Low level the engines will fly the airframe beyond the speed limit quite quickly which incidentally roughly coincides with maximum available tailplane angle so level flight cannot be maintained. At altitude using reheat acceleration from .7M to .93M is seconds not minutes, but drag e.g. underwing tanks or missiles are a considerable disadvantage low or high.”
“High level pretty good, low level very good but thirsty.”
“5400fpm S/L ISA”
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“As a 1954 era night/all weather bomber destroyer very good. In the colonial policing role it is difficult to answer as you’d have to interview the insurgents. But it certainly had loiter time and a heavy guns capability albeit inaccurate.
Quite what we were hoping to achieve with the aircraft in Hong Kong during the communist riots escapes me, but it was probably a statement of intent rather than a show of force against a particular threat.”
“It had a large cockpit with everything to hand and easy to operate EXCEPT the TMk3 emergency undercarriage release handle on the right sidewall behind your elbow. Considerable contortions were required to select down as happened one night on the OCU course much to the amusement of my ‘new’ navigator partner in the rear seat. The FAW Mk9 had no such secondary system hence the occasional asymmetric gear landing.”
What was your most notable mission?
“At the risk of overindulgence – two. Well they won’t be as notable as Mandy weeing into a bottle over the desert.
Staging from Tengah, Singapore to Kai Tak, Hong Kong via Labuan, Malaysia and Clark Field, Manila with a point of no return over the South China Sea on the last leg.
The Hong Kong trip was notable in that it had a nightstop on Labuan Island, a nightstop at Clark Field, Manila and then just over an hour and a half to Kai Tak, Hong Kong with no credible destination alternate other than the other side or end of the main runway and ‘mind the airliners’. The only available ‘crash’ diversion if Kai Tak became unusable was Sek Kong airfield in the New Territories which was a disused WWII airfield with no aids in a bowl in the hills used for Gurkha field regiment driver training. It therefore became a ‘point of no return’ operation from Clark to Kai Tak and once you descended you were going to Hong Kong, no weather alternate and no sensible ‘crash diversion’. During the subsequent week long detachment ‘flag waving’ no-notice practice diversions and low approaches were flown through the hills and over Sek Kong much to the chagrin of the driving instructors and alleged discomfiture of the driver trainees who could be seen taking avoiding action in all directions although I couldn’t possibly comment. Reports were received!
Leading a Diamond 9 formation as a junior pilot ‘lucky winner’.
The Diamond 9 is a personal thing only and frankly not reportable as it was absolutely routine as a last flight of the month event and the lucky junior pilot got to lead.”
How combat effective do you think it would have been?
“Very against Soviet era medium bombers at all altitudes Bison, Badger, Bear and Brewer where tail quarter missile attacks or ‘vis-ident’ to line astern guns were high probability kill options. More so in poor weather or at night when bomber awareness would be reduced.
In the Colonial Policing role it was fairly effective, the FAW 9(R) with 4 tanks had good range, heavy firepower and the afterburners lit with an audible bang which anecdotally frightened the dissidents.”
How did it compare with its Russian and American counterparts?
“The USA was embarking on a whirlwind development of the Century series clear airmass day interceptors to replace the F-86 Sabre; the F-102 Delta Dagger, F-104 Starfighter, F-105 Thunderchief, F-106 Delta Dart and eventually the F-4 Phantom. The direct competition in age and role were the Northrop F-89 Scorpion 1950 (2 crew, 2 engines, good radar, 6 cannon, A/A rockets and basic IR missiles) and F-101B Voodoo 1957 (2 crew, 2 engine, radar and data link GCI, 4 missiles).
The Scorpion was ‘clunky’, a very basic all-weather fighter with less performance than the Javelin but very similar radar and early IR missile performance.
The Voodoo was the 2 crew derivative of the F101 ‘one-oh-wonder’ interceptor and had supersonic performance, slightly improved missiles but only fire-control radar relying on data-link for direct control of the aircraft during interception. Not a firm aircrew favourite.
The Soviet (Russian) air order of battle included MiG 17 Fresco, MiG 19 Farmer , MiG 21 Fishbed and Sukhoi Su-9 Fishpot . All relied on GCI and were clear air mass interceptors with GCI assistance. Direct competition was the Yakolev Yak-25 Flashlight ’A’ 1955 (2 crew, 2 engines, good radar, twin cannons, A/A rockets), Yakolev Yak-28P Firebar 1964 (2 crew, 2 engines, 2xAA-3 Anab missiles, one semi-active radar, one IR).
The NATO codename ‘Flashlight’ featured wing installed engines and a fairly aerodynamically efficient fuselage with room for a powerful radar and lots of fuel. On introduction to service only unguided A/A rockets and twin cannon were available, missile technology never caught up with the aircraft and it remained undeveloped. Similar speed as the Javelin but much lower ceiling.
The ‘Firebar’ was faster and could climb higher than the Javelin with longer endurance. It carried an improved radar over ‘Flashlight’ and a choice of missile guidance but only 2 and no guns.”
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What equipment would you have liked to have seen added to the Javelin?
“If the fuel control system could have been modified and fuel flow rates improved to allow for efficient reheat at low level the Javelin would have been quite a handful, but there was no identified fighter threat other than the Indonesian “Mad Major” in his Mustang at Medan staging a trophy raid. The usual plea from the back seat for a PPI radar or any range improvement would have had a significant effect.”
Tell me something I don’t know about the Javelin.
“FAW Mk 9(R) carried up to four underwing tanks on cranked pylons to avoid the main undercarriage doors, and a scaffolding pole bolted to the fuselage next to the cockpit canopy as a probe, extending some 5ft beyond the radar nose introducing ‘the sport of kings’ air-to-air refuelling or at least a new jousting format.
A complete box of Tiger Beer would fit into each gun magazine and be perfectly cooled after flight.”
Did the aircraft have a nickname?
“The flying flatiron.”
What was it designed to intercept / fight against?
“Soviet medium/heavy strategic bombers 1955-65.”
What was the operational concept?
“Parallel displaced, crossing or overtaking radar or visual interception to stern attack for either vis-ident followed by guns or a heat-seeking missile launch.”
Could it intercept a Victor, or Vulcan, or Canberra PR9 at max altitude?
How long did the gas last in afterburner?
“Not a simple answer but at low level a matter of a few minutes. The Javelin had a 12% augmented reheat not afterburner so an unusual fuelling and control design. It was On/Off, no modulation and had first usage of the FCU fuel available from the HP pumps reducing the feed to the hot core reducing engine rpm. Although 20,000ft and above was the design usage altitude, cross over was about 8000ft depending on entropy and below that it was a ‘local scaring’ fuel dumping device. Real performance improvement was achieved above 20,000ft but loss of RPM at low level could be 15%.”
How good / bad / reliable, etc was the radar?
“The AI17 was a development of the wartime MkIXC and as mentioned above was moderately low power, low definition and a less than desirable mix of presentations. It’s performance was very yes it’s on or no it’s broken and temperature/humidity had much to do with that. If it switched on, at low level looking up and at medium and high level it was 20nm+ scan on a similar target but lock was unpredictable affecting missile usage, and level or look down at low level was non existent.”
What was it like to fly? Any major operational restrictions?
“It was very pleasant to fly with no heavy stick forces at all but as we eventually discovered it had a very low rolling ‘g’ limit with full aileron defection limited to +2g. This limit either was not included or was so well hidden in the Release to Service that no thought was given to that aspect of the performance envelope. Although night/all weather operations might not have required dynamic manoeuvring, Colonial Policing required more flexibility and it cost an airframe and lives.”
Anything it could do that would surprise an opponent?
“Specifically fitted for use during radar interceptions the ‘barn door’ airbrakes were designed to stop you immediately from your sensible overtake speed into a ‘visual’ position behind a hostile. With due regard to Top Gun who probably learnt it from the Javelin, the use of airbrakes to embarrass an opponent in close combat, force a fly through or past or at least negate a guns solution was a well know party trick. However it did leave you perilously short of energy but 4 Adens went a long way towards rectifying that disadvantage.”
It had an unhappy development history – any problem with stalling behaviour in service?
“No-one in their right mind would deliberately stall a Javelin. There were suitable warning systems in place and the elevator artificial feel system was designed to introduce nose-down pitch at very low speed assuming you had slowed beyond the light aerodynamic warning given by the vanes on the wing top surface. Incidentally these vanes were a serious threat to health on cockpit evacuation if you chose or were forced by water/fuel/ice to slide down the wing towards the tip on your rear. Immersion suits and other things were egg sliced during this manoeuvre.”
Was it reliable? Did it have maintenance bug-bears?
“Although the ground crew liked the aircraft in general there were individual system issues and many were very difficult to access for rectification. If there was an engine starting issue, particularly with the Mk9 and (R) electrically fired cartridge initiated AVPIN, things got out of hand very quickly and rapid evacuations were required upwind. The TMk3 relied on a large gas generating cartridge screwed into the starter motor and fired electrically, simple and effective but very heavy and tricky to change.
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Sapphire engine ‘centreline closure’ (CC) was a ‘thing’ and after several unexplained aircraft losses the problem was identified in 1962 as the compressor casing cooling faster than the drum when in cloud causing the fixed stator shrouds and blades to foul the rotating shrouds catastrophically. The problem had been present since the introduction of the more powerful engine but operations in the Tropics in the ITCZ with Cb penetration increased the severity and incidence. The “Rockide” abrasive compound solution caused the rotating blade tips to be ground down on the coated casing, coarse but effective.
This issue was to cause me, not to mention my ‘first tour’ navigator, several tense minutes during a post CC engine change flight test when half way through the schedule on the ‘new’ engine the existing engine exhibited CC symptoms and failed followed by our expeditious return to Butterworth single engine and retire to the bar.
Added to this, scheduled engine strip-down had discovered harmonic vibration fatigue and operation below 10,000ft other than for take-off or landing was banned in 1965. This was quite quickly rescinded but the the rpm band 86-92% was embargoed so low level operations were conducted one engine up, one engine back.
It was old, fairly fatigued due to enthusiastic low level operation and prone to water ingress issues from standing outside in monsoons. But unless it caught fire or exploded it flew very precisely if sedately and had a small bag of tricks for the unwary opponent.”
Was the Gloster Javelin Actually Terrible?
By Jim Smith
What a fabulous, futuristic-looking aircraft was the Javelin. Flown for the first time on November 26 1951, the Javelin was described (admittedly in 1955) as ‘Structurally and aerodynamically, the Javelin night and all-weather interceptor fighter is perhaps the most impressive aircraft yet produced to fulfil this role’. While today one might regard this as a bit of an over-statement, there’s no denying that the Javelin is an impressive looking aircraft.
It is important to recognise that its contemporaries in this field in US service were the F-89 Scorpion, the F-94C Starfire, the F2H Banshee and the F3D Skyknight, all of which would have been easily out-performed by the Javelin. The three US aircraft were to be replaced in service by the F-101D Voodoo, F-102 Delta Dagger, F-106 Delta Dart and the F-4 Phantom, all much more capable aircraft. Meanwhile, the UK went down a different path leading to the Lightning point-defence interceptor, the F-4K Phantom, and the Tornado F3.
Context and Requirements
When assessing an aircraft, it is important to consider the requirements which drove the design, and consider how they affected the choices made in developing the aircraft. The Javelin was brought into service in an environment where there was intense competition between the US and its Allies, and Russia. The tension had been ramped up by the Russian blockade of Berlin, leading to the Berlin Air Lift, and it was clear that a new Cold War had replaced the conflict of the Second World War. The Korean War had started during the development of the aircraft, and had shown the capabilities of both Soviet and American combat aircraft.
In addition, aircraft and weapons technology was advancing at a furious pace, driven by this contest between Nations and ideologies, and by the opportunities presented by the availability of jet engine technology, allied with (largely) German aerodynamic knowledge. Furthermore, the lead in atomic weapons established by the explosion of the Trinity device on July 16, 1945, was rapidly evaporating, with Soviet development of the A-Bomb and the H-Bomb following much more closely than expected.
The first Soviet Atomic bomb test had taken place in August 1949, followed by a Thermo-nuclear device in August 1957. With the rapid pace of aeronautical development, it was clear to Defence planners that air defence would soon be required capable of deterring and defeating jet bombers able to carry atomic weapons, and that in the event of an attack, interception of the bombers would need to be achieved before they could reach the UK to drop their weapons.
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Moreover, this new capability would be required at night, and in all weathers, meaning that the air defence aircraft would have to carry radar to allow interceptions to be carried out at night, and in poor visibility. This was not going to be possible in the single-seat fighter aircraft being developed in parallel, the Hunter and the Swift, and a specialised all-weather and night fighter was needed. This was to be the Javelin.
The aircraft was developed in response to specification F4/48, which called for a two-seat, twin-engine all-weather interceptor fighter, that would counter enemy aircraft at heights of up to at least 40,000 feet. It would also have to reach a maximum speed of at least 525 knots at this height, and be able to reach an altitude of 45,000 feet within ten minutes of engine ignition.
Additional requirements included a minimum flight endurance of two hours, a take-off distance of no more than 4500 ft, and the equipment of the aircraft with airborne interception radar, and communication and navigational aids.
The threat that the aircraft was expected to counter would have been nuclear armed jet bombers, with broadly the performance of the Valiant, Victor and Vulcan, which were being developed for RAF service. In practice, the Tupolev Tu-16 ‘Badger’ and Tu-20 ‘Bear’ would have been the main targets of interest. To counter these aircraft, the Javelin was initially armed with 4 30 mm Aden cannon, and later 2 cannon and 4 Firestreak air-to-air guided missiles.
Given the payload, performance and endurance requirements, the Javelin was always going to be a large aircraft. The delta wing configuration was selected to provide a big wing area to meet altitude performance requirements, and significant internal volume to meet endurance requirements. The trade-off here was that the relatively thick wing of the Javelin limited it to subsonic speeds – but that was OK because it was designed to combat a subsonic threat.
The choice of a tailed-delta configuration is of particular interest, and was driven by the requirement to operate off a relatively short 4500 ft runway. To take-off and land the relatively heavy aircraft, which had a loaded weight of up to 19.9 tonne, off such a runway would require some form of high lift system, something that is not normally possible on a pure delta, because of the difficulty of trimming the aircraft once flaps are deployed. The T-tail provided the necessary control authority to trim the aircraft with flaps deployed, and the flaps gave an added benefit for night operations, in avoiding the high angle-of-attack and poor forward visibility on the approach of a pure delta configuration. The relatively thick wing section not only allowed good internal volume for fuel, but would, with the flap system, have allowed a slower approach speed for landing.
The demanding requirement for endurance, heavy armament, two crew, and a large radar drove the size and weight of the design. When combined with equally demanding take-off and landing requirements, the tailed delta became a successful solution, with airbrakes and flaps minimising the approach speed, and improving forward visibility.
Development of the aircraft was a little problematic. The first issue to come to light was the loss of a prototype due to elevator flutter, both elevators being lost in flight, and the aircraft recovered with superb airmanship, using tail trim and engine throttle to control the aircraft down to a forced landing. Eventually, the aircraft was fitted with an all-moving tailplane to resolve this issue. A second aircraft was lost due to a deep stall accident, and further aircraft were lost after failing to recover from spins. These accidents resulted in aerodynamic modifications, including the fitting of vortex generators to the wing and fitting a stall warning system. In addition, modifications were made to the rear fuselage and engines to cure buffeting of the rudder, and to increase thrust. Two alternative radar systems were also used, the British AI 17 radar, and the American AI 22.
While the development programme is sometimes referred to as protracted, the aircraft transitioned from first flight on 26 November 1951, to entry into service in February ’56, just over 4 years later. Delivery of the final FAW 8/9 variants started in 1957. The FAW 9 was essentially an FAW 7 brought up to a similar standard to the FAW 8. 6 years from first prototype to fully developed capability, with good endurance, and heavy armament really does not seem too bad an achievement.
So far, JSF development has taken 20 years to progress to the delivery of its baseline capability, albeit with a number of outstanding risks and issues. A modernisation program is now underway, albeit (according to the GAO) without a fully defined and costed business case, and FOC has yet to be achieved.
From a slightly later period than the Javelin, it is worth taking a look at the development of the Convair F-102. This was evolved from the less-than-successful XF-92A, which might be seen as a demonstrator aircraft. The first YF-102A flew on 24 October 1953, and the first fully developed aircraft flew in May 1957, in which time the aircraft had acquired a new fuselage, 11 ft longer than the YF-102A, a new canopy, new air intakes, a new larger fin, modified undercarriage and airbrakes, and a new cambered wing. This rather comprehensive development was followed by a modernisation program that added a datalink, changed the fire control system and added an IR tracker.
So, Was the Javelin Actually Terrible?
This sort of question should only be answered in the historical context. Of course, the Javelin’s performance looks pedestrian when you compare it with the Lightning. The P1B first flew in April 1957, and the first Lightning Squadron stood up in July 1960. The early Lightning offered double the speed, but about a quarter of the endurance, and half the armament of the Javelin. It really was a point-defence interceptor.
The Javelin was designed when the threat was essentially subsonic bombers, carrying gravity-drop nuclear weapons. Once the threat had changed to nuclear-armed stand-off weapons, requiring rapid reaction response from either Quick Reaction Alert or standing Combat Air Patrols supported by air-to-air refuelling tankers, the subsonic Javelin became largely irrelevant, at least in terms of the air defence of the UK.
At the time, however, the UK still maintained its interest in air policing the far-flung colonies, particularly those East of Suez or in the Tropics. In these arenas, particularly operating from Tengah, Singapore during Indonesia – Malaysia tensions in the early 60s; in Hong Kong during the Chinese Cultural revolution; and in Zambia during the Rhodesian Unilateral Declaration of Independence crisis, the Javelin could still play a useful deterrent role.
So, was the Javelin actually terrible? Surprisingly, my answer is no. It did what it said on the packet. Large, heavily armed, with good endurance, and day-night all weather capability, it delivered the specified performance. The real problem was that the unsporting opposition had moved the goalposts. The emerging needs for eye-watering acceleration, climb rate, and dash speed to counter cruise-missile carriers, simply could not be met by the Javelin, with its thick wing.
Relaxation of the short runway requirement, and with the adoption of more powerful engines, a more sophisticated intake system, an area-ruled fuselage, and a thin wing, and the UK might have had a Mirage-like world-beater in the late-fifties. Given the 1957 Duncan Sandys death-blow, leading to an interregnum in manned fighter design, and the fact that the Lightning was already in development, the thin-wing Javelin was a non-starter. The Javelins were withdrawn from operational service in April 1968. A few remained serving the needs of the school of Air Traffic Control at RAF Shawbury for a while, with the very last flying aircraft remaining at Boscombe Down until 1975.
Ever since the Lilienthal brothers bird-like gliders of the 19th Century, Germany has been batshit crazy about flying machines. Rocket fighters, suicide pulse-jets and airships over three times longer than a 747; seemingly nothing was too crazy for the Germany aviation industry to try in the 20th century. Here is a kladderadatsch of unheimlich German aircraft that will make you spit out your Spätzle with profound fremdschämen.
10. Messerschmitt Me 210 ‘Hochgeschwindigkeits-Rufmörder’
If ever you wish to challenge the famed German stereotype of meticulous efficiency, then you need look no further than the Messerschmitt Me 210, an aircraft that looked great on paper but didn’t look so great anywhere else – in the sky for example.
It all started off well enough: As well as possessing aviation’s most emphatic forehead, Willy Messerschmitt had delivered the Bf 109, which by the outbreak of war was arguably the best single-seat fighter in the world. He had followed that up with the Bf 110 which was arguably the best twin-engine fighter in the world. Messerschmitt tried for many years to design a replacement for the 109 but any new aircraft he came up with was either inferior to its great rival the Focke Wulf Fw 190 or could offer nothing more than an updated model of 109 and as a result no new design proceeded past the prototype stage. By contrast there was no obvious rival in production to the 110 and a replacement would surely be needed (an opinion strengthened by the apparently poor showing of the 110 during the Battle of Britain – though this was arguably down to inadequate understanding of the tactical limitations of this class of aircraft rather than any particular intrinsic fault of the 110 itself. Thus the requirement for the 210 was born. Unfortunately for customer and designer, Messerschmitt’s reputation was riding high on the incredible and ongoing success of the 109 and 110 and apparently he could do no wrong. An order for 1000 of the new twin-engine fighter-bomber was placed, off the drawing board, before the new aircraft had even flown.
But fly it did and then the terrible mistake became apparent. The Me 210 was a purposefully good looking aircraft but that was about it. The new aircraft was underpowered and its handling was so bad that it was dangerous to fly, being prone to enter a sudden and vicious stall under the least provocation. The chief test pilot commented that the Me 210 had “all the least desirable attributes an aeroplane could possess.” It took the ridiculous total of 16 prototypes and 94 pre-production models to iron out the worst of the problems that bedevilled the 210. To put this in context the Fw 190, a contemporary (but very successful) aircraft which also took considerable development to get ‘right’ went through five prototypes and 28 pre-production examples. And then, even after all this time and effort was expended the 210 was not an acceptable machine. Compared to the 110 it was replacing the 210 was slower and shorter-ranged as well as possessing appalling handling qualities. Even the undercarriage was lousy and kept failing on the 210. The 210s that had managed to make it into service, nearly three years after the first flight, were withdrawn after a month and superseded by the very aircraft they were supposed to replace. The production line was shut down and the Bf 110 was put back into production fitted with the 210’s better streamlined engine nacelles. Willy Messerschmitt’s reputation was in tatters and his resignation was officially demanded from the company that bore his name.
Worse was to come. Back when it still looked like the 210 might mature into a decent fighter, permission had been granted to Dunai Repülőgépgyár Rt. (Danubian Aircraft Plant) to build the 210 under licence and Hungarian authorities decided to continue development even after production in Germany was halted. The Hungarian aircraft utilised the more powerful DB 605 engine and a lengthened fuselage which transformed the aircraft into something generally acceptable. The colossal irony is that a lengthened fuselage was demanded by the test pilot on the Me 210’s first flight back in September 1939. Willy Messerschmitt had refused, pointing out that to alter the fuselage would require scrapping millions of Reichsmarks’ worth of production jigs. The Hungarian aircraft Me 210Ca was generally popular in service and proved that a lengthened fuselage would have solved literally years of painful development. And of course, that it took the Hungarians to solve the problems that the supposed finest designers of Germany apparently could not overcome was unbearable to the hyper-nationalistic Third Reich. Eventually a German redesign of the 210 with yet more powerful DB 603 engines was accepted into service but re-designated the Me 410 Hornisse to make it seem like it was a completely new design (it wasn’t). The Me 410 was a decent enough aircraft but was at least two years too late – had it been available when it should have, back in 1941, it would have been sensational.
9. Messerschmitt Me 321/Me 323 Gigant
The success of the Bf 109 should not obscure the story of the most calamitous aircraft to emerge from the Messerschmitt aircraft company, the ‘321/323. To invade England, the fast movement of tanks and artillery was essential. In the absence of a route by land, air transport was the obvious solution. Messerschmitt initially proposed towing winged battle tanks, a daft concept that proved bizarrely ubiquitous to World War II technical advisors. A less mad idea was the creation of large unpowered gliders, and by large I mean large: we are talking a wingspan of 55 metres… almost that of a Boeing 747! Junkers initially won the German Air Ministry contest with the Ju 322, but even a wartime assessment team couldn’t turn a blind eye to the fact a tank fell through the weak wooden floor of the ‘322. They went back to Messerschmitt, who created an aircraft too large to be launched. Even with 3280 horsepower, the Ju 90 airliner struggled to tow this behemoth sky-bound. So they tried tying it to three (yes three!) Bf 110 fighters to drag it into the sky (in a triangular ‘troika schlepp’ formation) which, of course, proved problematic. The next attempt to create an adequately powerful tow aircraft involved bolting two bombers together resulting in the conjoined He-111Z Zwilling — which was also far from ideal. Even strapping rockets to the machine wasn’t getting the desired results. While these slapstick endeavours had been taking place, Messerschmitt had been simultaneously working on a powered version – the Me 323. This worked, but was so slow and cumbersome that in contested airspace proved abysmally vulnerable. In 1943, in desperate need of resupply, General Rommel’s Afrika Korps was sent 300 tons of equipment in 16 Me 323s. Only two reached their destination, 14 had been shot down.
8. Dornier Do 31E
As with the Royal Air Force, in the early 1960s, the Luftwaffe became concerned about the vulnerability of aircraft operating from large air bases. The British developed and eventually deployed the Harrier; the Germans, in a frenzy of innovation, developed and flew, but did not put into service, two potentially supersonic VTOL fast-jets, and a VTOL transport, the Do 31E. They also experimented with a zero-length launch system for the Starfighter, the ZELL (based on ideas from the rocket genius and occultist sex magician Jack Parsons). The Do 31, as a production aircraft, was envisaged as supplying tactical logistic support to the fast jets, itself using as forward operating bases the airstrips on which the ZELL Starfighters were expected to land using arrester gear.
The tactical and logistic support of forward air operations, it turns out, can be well supported by another aircraft which was in development at the time – the Fiat G222. This has now been developed into today’s C-27 Spartan, which offers similar payload-range performance to the Dornier 31E, albeit with STOL rather than VTOL capability, at a fraction of the cost, risk and complexity of a production Do 31.
The Do 31 was an impressive answer to a question that shouldn’t have been asked. Technical progress and ambition had run ahead of operational analysis, resulting in flawed requirements.
More on the Do 31 here
7. Baade 152 Baade to the Bone
That the wretched Baade ever got built says much for the charm of its designer Brunolf Baade. From 1936 he worked for Junkers and was involved in the design of the Ju 88, Ju 188, Ju 388 and Ju 287. Following defeat and partitioning, the Soviet Union took many German aerospace experts — including Baade— to aid in the development of new military projects. The Soviets had a pressing need for a fast twin-engine jet bomber, and the German boffins set about designing one. The resultant EF 150 was conceived by Baade, Hans Wocke and other former Junkers staff. Hugely delayed by engine problems, the aircraft ended up having to compete and lose out to a greatly superior aircraft from a newer generation, the Tu-88 (which became the Tu-16 ‘Badger’).
Despite this, Baade may not have been having such a bad time. It is rumoured that Baade’s winning personality made him a favourite with his Russian masters, and that while his colleagues were enduring the biting 1947 Moscow winter he was enjoying a holiday in Crimea. In 1953 the Germans were sent back to East Germany, where some attempted to start an aviation industry for the new nation.
A new jetliner was desired, and Baade initiated a project — dubbed the Type 152 — based on the EF 150. This was a terrible basic design for a jetliner. For a start, it had a bicycle undercarriage — meaning the aircraft could not rotate promptly on take-off and it required great precision to land precisely (something they attempted to rectify with a later, somewhat bizarre, configuration). It also had terrible engines, Pirna 014s based on wartime technology, which offered a miserly 3:1 thrust-to-weight ratio (compare this to the 4.5: 1 of the Pratt & Whitney JT3D which first ran a year earlier than the Pirna) and a lousy specific fuel consumption. The wings were the wrong shape and in the wrong place: a low aspect ratio broad chord slab that was far from ideal for cruising efficiency. The high placing of the wings obstructed the cabin, while the space under the floor was occupied by the undercarriage.
The maiden flight of this aircraft took place on 4 December 1958. Four months later the aircraft took its second flight and crashed killing all on board. In mid-1961 the East German government stopped all aeronautical industry activities, as the Soviet Union did not want to buy any of these aircraft or support a potential rival to their own Tu-124. This mercifully put an end to what would have certainly been a horrible airliner.
6. Heinkel He 177
The eternally repeated adage, ‘if it looks right, it will fly right’ is proved by the giant Heinkel He 177, four-engined bomber; even before entering service it attracted the epitaphs of ‘widow maker’ and ‘flying coffin’. Göring called it a ‘misbegotten monster’.
Conceived as a long-range bomber to attack targets beyond the Soviet Urals or operate against convoys in the North Atlantic, it was too late to make a difference. It is the only example of a German design, equivalent of the American YB-17 design and the British plans, including R J Mitchell’s B16/36, for long-range strategic warfare. The Heinkel design was immediately beset by compromises, engine issues and top-level mind-changing.
Even in its development, Oberst Ernst Udet caused a fundamental re-design by requiring a dive-bombing capability. The engineers were in despair, the dive-bombing profile would require fuselage and wing strengthening, increasing the empty weight significantly. Then, in September 1942, after the work had been done, Göring rescinded the requirement.
So, it had a flawed operational requirement; an inadequate power plant with four engines, driving two huge propellers and surface evaporative cooling in place of conventional radiators. Engine fires were frequent during trials and by the time it came into service, the there was no fuel. Even so there was a plan to convert it into a rocket-carrying fighter! Final words to Winkle Brown: “it was one of the very few German aircraft I did not enjoy flying.”
Paul Beaver is the biographer of Captain Eric (Winkle) Brown
5. Siemens-Schuckert Forssman Großernutzloser Ladenhüter
Virtually all First World War aircraft were, by modern standards, hopeless and awful. However Siemens-Schuckert’s first foray into the world of large bomber aircraft was a stand-out example of dreadful uselessness, an aircraft so woeful that it eventually collapsed in an act of overdue self-destructive embarrassment. The Forssman’s problems began before even the first wood was cut, canvas sewn or the workers got out of bed in the eponymous form of Villehad Forssman, the luckless aircraft’s Swedish designer. German aviation benefited immensely from at least one aircraft designer from a neutral nation in the form of Dutchman Antony Fokker, a notorious self-publicist but undeniably an engineer of talent. Sadly Forssman was no Fokker, and his engineering abilities would not prove equal to his Jules Verne-eque dreams of giant aircraft.
It would appear that the Forssman aircraft was ‘inspired’ (less sympathetic voices might say ‘a copy’) of Igor Sikorsky’s impressive Ilya Muromets, the world’s first four engine aircraft. A famous photograph depicts one of these aircraft in flight and the first thing one notices is the two stalwart Russian cavalry officers promenading on the roof of the aircraft as if taking a stroll on an aircraft during flight were the most normal thing in the world. One of the other things one may notice is that the pilot is shoving in downward elevator as though his life depended on it, as indeed it might. In other words it appears to be tail heavy. When Forssman designed his own aircraft for German cavalry officers to stroll on the roof of, he apparently decided being insanely tail heavy was also definitely the way to go, a situation that would prove almost fatal to the test pilot once the aircraft actually managed to fly. However, any proper idea of flight was a long way off yet as during taxi trials and minimal hops, many of the faults of Forssman’s creation became apparent. The structure was deemed to be too weak and was beefed up, not least by adding more wing struts, the first of an unprecedented five major, and ultimately futile, rebuilds and redesigns. There was insufficient tail area, so a second rudder was added and the wings were rigged with slight dihedral. At the same time an attempt to balance the tail-heaviness issue was made by crudely adding a tub-like gunner’s position on the nose.
Further short hops revealed that the modifications had not made the aircraft anywhere near acceptable. Any reasonable manufacturer would have cut their losses, dumped this hopeless aircraft and moved on but Siemens-Schuckert were determined that they should get some kind of return for their investment and besides, Vilehad Forssman had by now severed connections with the company so, they reasoned, a different (better) engineer should be able to rework the aircraft into something acceptable. Harald Wolff, who would later design Siemens-Schuckert’s excellent fighter aircraft, was the man chosen for this unenviable task. Wolff Added more powerful Mercedes engines in the inboard positons, leaving the outer engines as they were. All the engines received streamlined and strengthened mountings and the whole nose of the aircraft was reworked into a pointed shape with massive round windows. The pilot now sat in comfort under a fully enclosed cockpit, an incongrously advanced feature. Unfortunately the designated test pilot, after some ground runs and despite his comfortable enclosed cockpit, refused (wisely) to fly the aircraft. Siemens-Schuckert managed to persuade air-ace and pre-war test pilot Walter Hohndorf to perform the first flight but in September 1915, whilst completing another test hop, something went awry, the aircraft turned onto its back and was partially wrecked.
Siemens-Schuckert, who were nothing if not persistent, mended the wings of the aircraft and fitted another new nose. Now desperate to get something – anything – for their hopeless machine, Dr Reichel the technical director of Siemens-Schuckert persuaded the Army to lower the specification the aircraft was required to achieve before they would buy it in return for a reduction in the purchase price. The new specification required the aircraft to reach 2000 meters in 30 minutes carrying a useful load of 1000 kg and enough fuel for 4 hours. Meanwhile he offered Bruno Steffen, himself a successful aircraft designer, 10% of the sale price if he could make the acceptance flight which was scheduled for October. Despite warnings from friends regarding the structural safety of the aircraft, Bruno decided after inspecting factory drawings and the aircraft itself that it was strong enough. However he was concerned that he would lack the strength necessary to operate the massive tail surfaces. On the day of the flight Steffen invited five passengers to accompany him, including members of the Army acceptance commission but all politely declined.
On take off Steffen found that the Forssman’s tail-heaviness meant that he had to push the control column fully forward to maintain level flight. To make turns he had to pull it back to the neutral position, turn the wheel as quickly as he could, and immediately return it to the fully-forward position to avoid a stall. The aircraft was virtually uncontrollable. Nonetheless it achieved the required 2000 metres in 30 minutes and the Army agreed in April 1916 to buy it as a trainer, despite its total unsuitability for that or any other task. Luckily for everyone however the rear fuselage collapsed when the engines were run up on the ground and no one else had to risk life and limb in Forssman’s pathetic aircraft.
And that would have been that except for one strange coda – in 1918 a truly gigantic ten-engine triplane named ‘Poll’ after the town of its construction was designed. It was structurally weak, of unprecedented size and ludicrously tail-heavy, which sounds oddly familiar. It was intended to bomb New York but construction was halted due to the armistice. Its designer was Villehad Forssman and one wonders how he managed to persuade anyone to build this new ridiculous aircraft. A single giant wheel from the Poll survives to this day in the collection of the Imperial War Museum to remind the world of Forssman’s folly.
4. Messerschmitt Me 163 Komet ‘Wie Ein Floh, Aber Oho!’
Although it was a horrific death trap with a litany of flaws, no one could deny the Komet was amazingly impressive. The fastest aircraft of the second world war, Messerschmitt’s rocket plane also possessed the best climb rate of any aircraft in the world until the supersonic (and strictly research) Bell X-1. Its vertical performance could not be bettered by any combat aircraft until the mid-1950s. In every other respect of course the Komet was totally appalling:
The first problem, and worst when looked at from a tactical point of view was its endurance. The Walter HWK 509 rocket motor that imparted the Komet with its blistering performance was colossally thirsty and only eight minutes of fuel could be carried. The engine was either on or off, there was no ability to cruise or throttle back which led inexorably to its second major flaw – the closing speed between it and its target was so great that it was extremely difficult to aim and fire with any hope of success. This problem was compounded by the powerful MK 108 cannon. The low muzzle velocity of this weapon meant it was only effective at close range and this was difficult to achieve as the Me 163 flashed past its intended target. Thirdly, once the rocket fuel was expended the aircraft had to glide home. Totally immune from fighter attack while under power, the Komet was vulnerable as a glider. True, it was fast and handled nicely but eventually it would have to land, and, unable to move, could be destroyed at will by any pursuing aircraft.
Its woeful endurance led to the Komet employing the weight-saving feature of jettisoning undercarriage. The wheels were attached to a dolly that was dropped as the aircraft climbed away from the airfield. If dropped too high, they would be destroyed. However if dropped too low there was a danger that they would bounce off the ground and into the aircraft with disastrous results. On occasion the wheels got stuck: test pilot Hanna Reitsch was nearly killed attempting to land a Komet with its wheels still attached. Even if the take-off was successful, landing the Komet was fraught with danger. Landings were unpowered so there was no option to go around if something went wrong and the aircraft landed on a retractable sprung skid which had to be lowered to provide shock absorbing, if it stuck up or the pilot forgot to lower it the result was often a fractured spine.
But absolutely the worst aspect for the pilot was the fuel. The Komet was propelled by two toxic liquids called C-stoff and T-stoff that explode when brought into contact. Indeed, T-stoff would cause virtually any organic material such as leather or cloth to spontaneously combust, furthermore it would dissolve human flesh. When the luckless Joschi Pöhs crashed an early Komet on landing in 1943 he was covered in T-stoff and, despite wearing a protective suit, “his entire right arm had been dissolved by T-stoff. It simply wasn’t there. The other arm, as well as the head, was nothing more than a mass of soft jelly.” Regular aviation fuel is dangerous enough but this was nightmarish. Even if the landing were successful, the shock of landing could rupture a fuel line or slosh any residual propellants into contact with each other and a catastrophic explosion would be the near inevitable result. So volatile were the fuels that there are accounts of Komets spontaneously exploding for no apparent reason whilst simply sitting on the ground.
But if the pilot survived the take-off, the landing, the fuels, and prowling enemy fighters the Komet had one final trick up its sleeve. Despite having generally exemplary handling characteristics the Me 163 entered an unrecoverable condition known as the ‘graveyard dive’ if its speed exceeded Mach 0.84, which was not difficult in a Komet, and the results were invariably fatal.
Despite all these horrific issues combat operations were maintained from May 1944 to spring 1945. During this time, there were nine confirmed kills, with 14 Me 163s lost. Feldwebel Siegfried Schubert was the most successful pilot, with three bombers to his credit but he was killed when his Komet exploded on take off. Despite, or perhaps because of, its obvious catastrophic flaws, the Komet remains one of the most charismatic aircraft in history.
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3. DFW T.28 Floh Lustiger kleiner knuddliger Kerl
Back in 1915 people still didn’t know what aeroplanes were supposed to look like. At least that’s the only explanation I can think of to explain the delightfully chunky appearance of DFW’s T.28, cheerily named Floh (flea), the cuddliest combat aircraft ever built. There seems to no other reason for building this tiny yet simultaneously weirdly massive machine. Despite being reputedly very fast, because of its daft shape the Floh was never a serious contender for fighter operations. The main problem was visibility, which was excellent so long as you only wanted to look upwards. The pilot’s view forwards for take off and landing was non-existent and the massive triangular tail surfaces conspired with the biplane wings to obscure the view of more or less anything below the aircraft. With all that fuselage side area and only a relatively modest rudder, one can only assume that directional control was not the aircraft’s strong suit. Add to that a perversely narrow undercarriage and it should come us no surprise that the Floh crashed on landing after its first test flight. On the upside the arrangement of intakes on the aircraft’s nose gives it the appearance of a jolly smiling face – always a major boon for an aircraft intended for the deadly skies over the Western front. Just to prove that he wasn’t insane or obsessed with giving aircraft a Rubens-esque profile, Herman Dorner, who designed the Floh, went on to produce the outstanding Hannover CL series of two-seat fighters which were boringly slender by comparison, did not feature a jolly smiling face, and proved highly successful.
2. Zeppelin L 2 Wasserstoffbrennstoff Feueranzünder
Zeppelins are preposterous. That such a ludicrous vehicle could inspire such panic from people on the ground (which it did) seems, with the benefit of hindsight, insane. Of course no one had experienced a sustained strategic bombing campaign back then and facing such attacks for the first time was and is a scary prospect, The sheer inexorable massiveness of the rigid airship is also certainly compelling. Back in the first couple of years of the First World War they were the only aerial vehicle with a useful disposable loaded the range necessary to mount meaningful bombing attacks deep behind enemy lines. But the fact is that the Zeppelins of World War One consisted of a fabric bag filled with between about one and two million cubic feet of hydrogen, the most flammable element in the universe. Zeppelins are huge and inflammable, present an unmissably massive target, are slow and susceptible to bad weather. Bizarrely, despite having more than enough carrying capacity to reasonably carry them, German airship crews chose not to bother taking parachutes on missions. Presumably being able to escape having to choose between plummeting to one’s death or being incinerated in a hydrogen-fuelled inferno was just too namby-pamby for the stalwart Zeppelin men of the Imperial German Navy. And that was a choice that became increasingly commonplace after the first Zeppelin was shot down over Belgium in June 1915.
That the Navy persisted in using these giant airships for bombing raids was largely down to the insistence of one dangerously psychopathic zealot, Kapitän zur See Peter Strasser. Despite ever-increasing evidence of the ever-decreasing effectiveness of the Zeppelin as a bombing aircraft, Strasser continued to demand his crews fly strategic raids over London with ever greater losses. “We who strike the enemy where his heart beats have been slandered as ‘baby killers’ … Nowadays, there is no such animal as a noncombatant. Modern warfare is total warfare.” he said in answer to criticism of the morality of strategic bombing. This may have been true but does not exactly paint a glowing picture of Strasser’s character. It feels like a there was a certain poetic justice at work when, after this particular baby-killer had chosen to ride along with Zeppelin L 70 on what would be the last airship bombing raid attempted against Britain, Strasser’s Zeppelin was intercepted by a DH-4 piloted by Egbert Cadbury (of the noted chocolate making family) and shot down in an example of the afore-mentioned hydrogen-fuelled inferno. The crew did not have parachutes.
But all this was in the future in 1913 when Navy Zeppelin L 2 chugged its way over Berlin and into the somewhat obscure history books. That the Zeppelin was a bizarrely horrific weapon of war for all concerned is not in doubt but the L 2 was probably the most hopeless of them all. Not content with being an impractical and dangerous vehicle when under attack by a determined enemy, L 2 showed the world that Zeppelins were dangerous and impractical when there were literally no threats present at all, unless you consider a warm day or the aircraft itself a ‘threat’. First off the engines wouldn’t start, which caused a delay in take off which allowed the hydrogen to expand in the gas bags due to the warm sun. Once the engines were persuaded into life the Zeppelin shot into the sky due to the hydrogen expansion. The normal cure for this is to release some of the gas and stop the aircraft rising. Unfortunately the hydrogen vented from L 2’s gasbags was sucked into the forward engine and exploded, which caused a fire and further explosions resulting in the destruction of L 2 along with the death of all 28 people on board (in a hydrogen-fuelled inferno). That this occurred only six weeks after the navy’s other Zeppelin, L 1, had been caused to crash (with 14 fatalities) by cold rain causing the gas to contract makes one wonder why the German Navy persisted in the development of large airships at all. Zeppelin eventually delivered over 100 large rigid airships during the First World War, with Schütte-Lanz delivering about 20 more.
Fieseler Fi 103R Reichenberg
Imagine yourself as a plucky young Luftwaffe pilot in 1944. You have a talent for flying, and the Nazi propaganda machine has filled you with a mad zeal to fight. You leap at the chance to fly an experimental aircraft—a futuristic aeroplane that could turn the tide and save your nation. You are shown a sleek, sexy, jet-propelled Wunderwaffe that makes the latest Fw 190 look positively ancient. Or perhaps you’re a bewildered child pushed into a moribund hell that was not of your making. Either way you’re absolutely fucked, because your new steed is essentially a V-1 flying bomb with a human guidance mechanism. Say ‘guten morgen’ to the Fieseler Fi 103R Reichenberg.
The Reichenberg had a quick development period, probably too quick. The German Research Institute for Sailplane Flight started development in mid-1944, and had a prototype ready for testing within days. A cramped cockpit with a jettisonable canopy was placed just under the pulse-jets air intake, and flight controls were rudimentary, although straightforward. After release from a carrier aircraft, the Reichenberg was meant to be piloted towards a target and put into a dive, following which the pilot baled out. Pilot survival was optimistically rated as being “most unlikely” (it was estimated at a terrifying 1% due to the proximity of the pulsejet’s intake to the cockpit).
Tricky landing controls ensured that two test articles crashed during developmental trials, and although the designers claimed a distinction between their Selbstopfermänner and the Japanese Kamikaze, to the pilot there was little difference. Thankfully for the young men expected to fly this screaming tomb, it was quickly abandoned after Albert Speer and Werner Baumbach pleaded with Hitler that suicide was not in the German warrior tradition.
Don’t skim read this last bit:
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Twenty years prior to 1969 most air forces had been flying piston-engined fighters essentially no different from those of World War II. In the following twenty years, top speeds almost quadrupled and cannons were complemented with guided missiles capable of destroying an enemy thirty miles away. To survive the carnage of the Middle East and Vietnam air wars, aircraft became ever more potent and by 1969 had become extraordinarily sophisticated killing machines. The fighters of this time were also far more demanding and dangerous to their own pilots than today’s generation of digital fighters, and these brutish machines were unforgiving of mistakes. Here are the 10 best fighters of 1969.
10. Mikoyan-Gurevich MiG-19 ‘The Fighting Farmer’
Like most MiG fighters, the ’19 was a rough and ready hotrod. Agile, powerful and capable of gut-wrenching acceleration— it was also ill-equipped, unforgiving and brutal. Armed with three cannon and two K-13 missiles, a well flown MiG-19 remained an opponent to be respected in 1969, however its lack of a modern radar and modest top speed of mach 1.22 put it at a distinct disadvantage. Pakistan Air Force MiG-19 pilot Wg. Cdr. Irfan Masum told Hush-Kit, “We did not fear fighting any opposing aircraft. The Intel, at the time, was that we were most likely to face the Hunter in the war as that was the aircraft which was to cross over the border to do battlefield air-interdiction and airfield strikes. The Hunter was a manoeuvrable aircraft like the F-86, and we had gained valuable experience during DACT with our F-86s. So we pretty much knew what tactics to employ. Firstly, force the Hunter to get into a vertical plane combat where our superior thrust-to-weight ratio would give us a distinct advantage. Secondly, allow the Hunter to exit and then catch him with the MiG-19’s excellent acceleration and let the heat-seeking Sidewinder do the rest.” The type served in several air wars including Vietnam; Vietnam People’s Air Force (VPAF) received their first MiG-19 at the end of Operation Rolling Thunder in 1968. Relatively small numbers of MiG-19s were involved in extensive combat during Operations Linebacker and Linebacker 2. The aircraft could easily outturn the Phantom (and out accelerate it up to Mach 1.2) and VPAF MiG-19 downed seven F-4 Phantom IIs. Among its failings were its endurance, which was exceptionally poor.
Armament: 3 x 30-mm cannon (type dependent on variant), up to four short range air-to-air missiles (K-5 or AIM-9) (note: VPAF aircraft were cannon only)
9. Folland/HAL Gnat ‘Petter’s Pocket Rocket’
Though highly specialised as a short range dogfighter, the tiny and viciously manoeuvrable, Gnat developed a fierce reputation in the 1965 Indo-Pakistan war— earning the nickname ‘Sabre-slayer‘. The Gnat shot down seven Pakistani Canadair Sabres, though two Gnats were downed by PAF fighters. During the the Battle of Boyra, the Indian Air Force (IAF) Gnats downed two PAF Canadair Sabres in minutes and badly damaged another. Another notable dogfight over Srinagar airfield saw a lone Indian pilot hold out against six Sabres scoring hits on two of the Sabres in the process before himself being shot down. The lighter, more modern, Gnat with its higher thrust-to-weight ratio had an advantage against the Sabre in the vertical plane.
Designed by W. E. W. Petter, who also created the EE Lightning, this subsonic British pugilist punched well about its weight, but in a world of supersonic radar-equipped fighters it is questionable how effectively it would have performed against a well-equipped enemy. The Gnat was the smallest jet fighter to ever see service and may well have been the tightest turning — it also had a climb rate twice that of the Sabre.
(Note: The Gnat has knocked the F-86 out of our top ten, but the Sabre was still a respectable fighter in ’69, notably where it was armed with Sidewinders.)
Armament: 2 x 30-mm ADEN cannon
8. Joint place: Mikoyan-Gurevich MiG-17/Dassault Super Mystère/ Lockheed F-104 Starfighter ‘The Outsiders’
These fighters each had huge advantages and disadvantages and were the hardest to place in the top 10.
Any enemy foolish or ignorant enough opponent to fight the MiG-17 in the 300-330 knot regime was likely to learn a particularly nasty one-off lesson, as many did in Vietnam. Above 450 knots however, it was a pig — and its equipment was primitive; without hydraulic assistance much of the MiG-17’s manoeuvrability depended on the physical strength of its pilot! The MiG-17 was very tough and extremely reliable, but by 1969 was verging on obsolescence.
The French Super Mystère was Europe’s first supersonic fighter, but by 1969 was also showing its age, despite its good performance in the Middle East. It was liked by Israeli pilots and fought in the 1967 Six-Day War and it was said to be a decent counter to the MiG-19. During this conflict, Super Mystères achieved a number of air victories: two IL-14, one MiG-17 and two MiG-21s.
Many would argue the Mach 2 F-104 Starfighter deserves a higher ranking, but the fact USAF did not use it as a fighter is revealing. That most operators used the aircraft in the fighter-bomber or maritime attack role point to the type’s limitation as a pure fighter, notably its infamously poor agility. It speed was exceptional, its armament decent and it had a large cockpit with excellent visibility for the pilot. Its combat record was at best mediocre: on 6 September 1965, a Pakistani F-104 may have shot down an IAF Dassault Mystère IV and damaged another (though this claim is disputed). The PAF lost one F-104 Starfighter during the 1965 operations, and achieved two kills (however, one of the F-104 Starfighter’s victims was a portly Breguet Alize of the Indian Navy, hardly the most challenging opponent). Later, in the 1971 war, it was trounced by the MiG-21.
On 13 January 1967, four Republic of China (Taiwan) Air Force F-104G aircraft engaged 12 MiG-19s of the People’s Liberation Army Air Force over the disputed island of Kinmen. Two MiG-19s were destroyed, one of the F-104s did not return to base and its pilot was claimed as MIA.
7. Northrop F-5 Freedom Fighter ‘Schmued’s Switchblade’
Though relegated to the fighter-bomber role in US hands, the F-5 was an extremely capable air-to-air fighter, in which role it served with several air forces in 1969 (including Taiwan). In this role it is closely comparable, and in some ways superior, to the MiG-21. Later Soviet studies of captured F-5s revealed the type to have superior manoeuvrability to the MiG-21, and more benign low speed and high angle of attack handling characteristics.
Armament: Two Pontiac M39A2 20-mm cannon
6. English Electric Lightning ‘The Double Decker’
The fastest climbing and one of the most agile fighters on this list, the Lightning also boasted the best acceleration and highest service ceiling. The Lightning was a rocketship; everything was sacrificed for performance, notably endurance and the number of missiles. Though it is the received wisdom that the F2A was the best model, former Lightning pilot Ian Black noted to HushKit that this is maybe a myth, and though the F2A was the best for low level air defence over Germany, the best all-rounder was probably the F6. In an interview with Hush-Kit, pilot Ian Black noted the following aspects of life in the Lightning, “Lack of fuel was the obvious one. From a handling point of view it was gloriously over-powered, something few aircraft have. With its highly swept wing and lack of any manoeuvre /combat flaps or slats the aircraft was often flown in the ‘light- heavy buffet’ which masked any seat-of-the pants feeling of an impending stall. It actually had few of the traditional ‘vices’ but could be a handful on landing with its big fin and drag chute, which made the aircraft weathercock on a strong crosswind landing. Tyres were also by necessity very thin to fit into the wing and high pressure, so didn’t last long.”
The Lightning was superior to the F-4 in dogfight, a British Phantom pilot we spoke to opined that “You have to take advantage of the things that work for you and don’t work for him. He can out-turn you, he can out-climb you, but he ain’t going to be able to do it for very long. You can see him from a long distance, so you can get your shots off without him even seeing you. If that failed, it would be best to remain unseen. You wouldn’t voluntarily get into a turning gunfight with a Lightning, as you’re probably going to lose. Then whoever runs out of fuel first – and it’s probably him- has lost the fight. He’s got to bug out. As I said, take advantage of your own strengths and exploit the weaknesses of your opponent.”
The Lightning was never proven in combat.
Armament: Two Redtop or Firestreak missiles and/or 2/4 30-mm ADEN cannon (variant dependent)
5. Saab Draken J-35 Draken ‘Delta Berserker’
Delta wings, a data-link, a Mach 2 top speed, the ability to operate from short runways and an infra-red search and track sensor are common features for 21st century fighters but the Swedish J-35F(2) was boasting these back in 1969. It was also rumoured to have the lowest radar cross section of its generation (the MiG-21 is another likely contender for this title). The Draken was a sneak preview into the future, remarkably it did all this with half the thrust of the Lightning (the Draken had one Avon, the British aircraft two). The Draken was neither combat proven nor very agile, though uncoupling the flight control could allow pilots to perform what would later be known as the ‘Cobra’, a dramatic manoeuvre in which the nose is raised momentarily beyond the vertical position, before dropping back to normal flight. One F-15 pilot we spoke to was not impressed by the Draken, and after ‘fighting’ against it in training described it as an “underpowered MiG-21”.
Whereas the Falcon missile had a bad reputation in US service it is believed that the Swedish version, the Rb 28 with its unique seeker-head, was a superior weapon. The J-35F(2) variant was the most capable Draken in 1969.
Armament: 4 x Rb 28 Falcon or 4 x Sidewinder + 1 x 30-mm ADEN (some variants 2 x 30-mm ADEN) cannon
4. Mikoyan MiG-21 ‘Fishbed‘ – ‘Soviet switchblade’
Fast, agile, tough and small – the MiG-21 was an excellent dogfighter and the most numerous supersonic jet fighter in history, with a staggering 11,000 produced in total. The mainstay of the Warsaw Pact air forces, it served with an unparalleled 56 air arms. The lightweight Mach 2 MiG fought in Vietnam and the Middle Eastern wars. In 1969 the most capable ’21 was the SM, a comprehensively upgraded (M = Modernizirovannyy ) MiG-21S using the R13-300 engine and with a built-in GSh-23L cannon, as well as a considerably updated avionics package. The type’s greatest weaknesses were a poor endurance and lack of a medium-range weapon. When ex-MiG-21 pilot Air Marshal M Matheswaran (retd) spoke to Hush-Kit he noted the type’s fantastic acceleration, electric instantaneous turn rate and tiny radar cross section. The Soviet Union had produced a small, cheap and rugged type that could take on the best fighters of the West, a remarkable achievement.
Armament: 1 x GSh-23L cannon, two K-3 or K-13 missiles
3. Dassault Mirage III ‘Le Triangle Fantastique’
The Mirage III proved itself devastatingly effective in Israeli hands in the 1960s. The French fighter was a dependable jack of all trades, according to Mirage III pilot Gonzalo O’Kelly, “The Snecma Atar 9C was a very reliable engine, very resistant to compressor stalls and almost immune to flame out in flight. It was very easy to fly if you had enough speed, and stable around its envelope. We always flew with two supersonic fuel tanks but the aircraft behaviour was very docile. It was also very strong. It had a landing gear that would have been strong enough for carrier landings and it wasn’t unusual to see 30 people over the wings and fuselage posing for a photo. We didn’t need any ground support to start the engine, which was very good for detachments. It was very good at accelerating in a dive, no aircraft of that time could follow us. The aerodynamics were excellent but designed for high speed.” Counting against the Mirage were its relative lack of power, claustrophobic & cluttered cockpit and limited armament. According to Israeli sources, during the Six Day War of 1967, a mere twelve Mirage IIIs shot down 48 Arab aircraft.
2. Vought F-8 Crusader ‘The Last Gunfighter’
The US Navy adage, “When you’re out of Crusaders, you’re out of fighters” speaks volumes. The Crusader was an agile, responsive hotrod beloved by its pilots. Unencumbered by the weight that the long range fleet defence origins had imposed on its service rival the F-4, the Crusader was a superior dogfighter. Vought wrapped the smallest lightest airframe around the most powerful engine, gave the pilot excellent visibility and created a machine that was a delight to fly and devilishly hard to beat in a dogfight. The Crusader also carried internal guns throughout its career, a dangerous omission on earlier Phantoms, which earned the F-8 the nickname, ‘The Last Gunfighter’. According to its pilots it was ‘simply unbeatable’ in the merge, though the Crusader had an inferior armament and radar to the larger F-4. Aerodynamically the French F-8E(FN) was superior to other variants, with significantly increased wing lift due to greater slat and flap deflection and the addition of a boundary layer control — and enlarged stabilators. The US F-8L was probably the best equipped variant at this time.
- McDonnell Douglas Phantom II ‘Big Ugly’
No surprises for the top spot, the fabulous Phantom was a vast ugly battleship of a fighter, quite unlike anything else flying. The Phantom had twice the air–to-air weapon load of any other aircraft on this list, and as the F-4J, had a radar that was far superior to anything else. The Phantom also had an excellent range, was exceptionally tough and had the benefit of a two-man crew. It was the most powerful fighter on the list, with almost 36,000Ib of reheated thrust. Choosing the most formidable Phantom variant of the time is trickier — it’s a toss-up between the F-4J with its (at the time) unique ability to ‘look down’ and ‘shoot down’ (its new fangled pulse doppler radar denied opponents the liberty of hiding from radar by flying low) and the internal gun toting F-4E. Though the F-4J and F-4E were technically the most formidable Phantoms of ’69, they had yet to score a kill — and both would have to wait to be blooded in air combat (the former scored its first kill in 1970, the latter in ’72).
(It should be noted that the Royal Navy’s F-4K was also well-equipped.)
Disadvantages of the Phantom included a large size and smoky engines that made the aircraft easy to acquire visually, in this interview Gonzalo O’Kelly noted, “it was very easy to spot Phantoms from 6 or 7 miles because that huge black smoke trail that their engines left behind (except in afterburner) and because it was a big bird.” Flown and fought carefully by well-trained battle-hardened crews the Phantom was devastatingly effective and was certainly the best fighter in the world in the last year of the 1960s. The Phantom was responsible for 147 aerial victories in the Vietnam War, far more than any other US type.
|20 mm gun||3||0||1||4|
Armament: 1x 20-mm M61 rotary cannon (F-4E) + 4 AIM-9C + 4 AIM-7E2
Thank to the following people who kindly offered advice and valuable opinions in the creation of this article: Former Lightning pilot Ian Black, Jon Lake, Dave Donald, Steve Trimble, Thomas Lovegrove, former F-15 pilot Paul Woodford and Mihir Shah.
Top fighters of 1985 here. Top fighters of 1946 here. Top fighters of 2018 here. Top fighters of 1918 here.
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(Reality does not confirm to a top ten, so while our panel has taken considerable consideration in choosing the rankings the type’s relative position are to some extent arbitrary with each excelling in certain ways and lacking in others. Dedicated interceptors, such as the F-106, Su-15 and MiG-25 were excluded from selection. The Hunter, F-100 and F-86 were very close to making this list. The A-4 was disqualified on role allocation, likewise the F-105, despite 27.5 kills)
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To excel in Beyond Visual Range air combat a fighter must be well-armed and equipped with capable avionics. It must be able to fly high and fast to impart the maximum range to its missiles, allowing them to hit the enemy before he is even aware of their presence. The aircraft must give its crews sufficient situational awareness not to shoot their friends down, and be easy to operate so it can deploy its weapons quickly and accurately. The black magic of the aircraft’s electronic warfare suite can also come into its own, reducing the opponent’s situational awareness. Situational awareness, weapons capability and combat persistence are probably more important than manoeuvre capability (g), although transonic and supersonic acceleration is helpful in creating opportunities to survive & win multiple engagements.
Hardware is generally less important than training and tactics — removing these human factors from the mix allows us to judge the most deadly long-range fighting machines currently in service. The exact ordering of this list is open to question, but all the types mentioned are extraordinarily potent killers. This list only includes currently active fighters (so no Su-57s etc) and only includes weapons and sensors that are actually in service today.(Contenders for the number 12 slot included the J-31B, FC-1,Iranian F-14 and Mirage 2000) 11. Lockheed Martin F-16E
OK, so we said ‘top 10’, but the F-16 deserves a mention. A great sensor suite, including a modern AESA (the APG-80) and comprehensive defensive aids systems is combined with advanced weapons and a proven platform; a small radar cross section also helps. However, the type is let down by mediocre ‘high and fast’ performance, and fewer missiles and a smaller detection range than some of its larger rivals. Older F-16s, including some USAF examples are being upgraded with the APG-83 AESA radar. Israeli F-16s also deserve an honourable mention for their advanced jamming and avionics systems, but are largely tasked with ground attack. The next advanced variant of the Viper, the F-16V/Block 70, has been ordered by Slovakia and Bahrain.
Armament for A2A mission: 4 x AIM-120C-7 (Ds in some cases), 2 x AIM-9X (1 x 20-mm cannon).10. Boeing F/A-18E/F Super Hornet The Super Hornet is akin to a luxury sports car without a big enough engine: it has all the ‘bells and whistles’ (a very powerful advanced radar, reduced radar cross section, an excellent cockpit, data-linking capability and good weapons) but lacks the grunt to make the most of its superb systems at higher speed and altitudes. The weapons carriage is also among the draggiest configuration. Though in an actual BVR engagement pilot training levels and the aircraft’s place in a larger system are decisive, we are looking at the aircraft as a weapon system in a like-for-like way — so many of the US Navy’s Super Hornet’s advantages are removed. A planned Block III upgrade will see the addition of conformal fuel tanks to increase reach, further reduced radar conspicuity and the addition of a modern wide display cockpit.
Read an exclusive interview with a Super Hornet pilot here.
This list, which for the sake of brevity (largely) treats aircraft as isolated weapon systems, does not favour the Super Hornet: in reality, with support from E-2Ds and advanced other assets, US Navy Super Hornets would be extremely capable in the BVR arena against most adversaries.
Armament for A2A mission: Super Hornet (high drag ‘Christmas tree’) 12 x AIM-120, realistic = 6 x AIM-120C-7/D + 2/4 AIM-9X ) (1 x 20-mm cannon)9. Sukhoi Su-35
The Su-35 is considerably more capable than earlier ‘Flanker’s and would pose a significant challenge to any ‘eurocanard’. Su-35S were deployed in Syria in 2016 to provide air cover for Russian forces engaged in anti-rebel/ISIL attacks. The Su-35 is even more powerful than the Su-30M series and boasts improved avionics and man-machine interface. More on the Su-35 can be found here. Many of the teething problems encountered in Syria have now rectified. One ace the Su-35 has in its sleeve is the inclusion of the R-27T medium range infra-red guided missile (seen on aircraft deployed to Syria) – which is potentially effective against low radar cross section aircraft and has no American equivalent. One Russian analyst we spoke to questioned the effectiveness of the R-77 noting Russia’s lack of investment in modernising the weapon and the glacial pace of development of ultra-long range weapons for the Su-35.The Su-35 represents the Flanker series for this list but high-end T-10 series aircraft include the Su-30, J-11B and J-16. (See Idiot’s guide to Flankers here.)
A2A armament: 6 x R-77 or R-27T, 4 x R-73 (1 x 30-mm cannon)
Location of target
In terms of radars, the Su-35S’s Irbis-E PESA radar provides extremely high power levels allowing target detection beyond 300km (although without weapons which can engage at this range), as well as claimed advances in detecting low-observable threats such as stealth fighters at significantly beyond visual range. However, the downside to this is that the Irbis-E has to operate at extremely high power levels to achieve this performance and so is easily detectable and track-able at ranges beyond those at which it can track. All radars except AESAs with very low probabilities of intercept such as the F-22’s APG-77 suffer from this paradox but it is worse for the Su-35 because of the latter’s very large RCS and IR signature which means it must rely on out-ranging its opponents at BVR rather than trying to sneak up on them whilst relying on passive tracking.
Engage and defeat the target
Su-35 benefits from superb Russian missile design expertise. The multiple seeker-head mix which Russian fighters would fire in missile salvos in combat makes defending against them a very complicated task. At long range, the Su-35 can fire a mix of semi-active radar homing, anti-radiation (home on jam) and IR homing missiles, whilst at short range the ‘Archer’ series remains as deadly as ever. Typhoon has the excellent ASRAAM and IRIS-T short range IR missiles which can equal or surpass their Russian counterparts, but at long range the AMRAAM is showing its age and against Digital Radio Frequency Memory (DRFM) jamming technology which the Su-35S employs, its Pk drops significantly to the point that multiple missiles would likely be required to kill each target.
BVR engagements are all about situational awareness, positioning/energy advantage, and persistence in terms of fuel and missiles. In all but the latter category the Su-35 is hopelessly outclassed by the F-22 (as are all other operational fighter aircraft). Even in terms of missiles, the Su-35 can carry up to twelve to the F-22’s eight but combat practice, especially against stealthy targets, involves firing salvos of six missiles with mixed seekers so the Su-35 only really has two credible shots
Disengage at will
Repeat as necessaryAbundant fuel reserves and a large weapon load. 8. Mikoyan MiG-31BSM ‘Foxhound’ As a defender against bombers the MiG-31 may well be the most potent interceptor in the world. In our article that explained the judging criteria for this top 10, analyst Jim Smith noted ” (The) Air Defence of Russia drives you towards the MiG-31. You have to have a big, fast, aircraft because you can’t avoid the possibility of having to cover a fair distance at high speed to meet the threat. Being big means a big sensor and long-range weapons are available, and both are likely to be needed. You may be less concerned about signature and platform manoeuvrability because your ideal approach will be to stand back and hit bombers rather than engage fighters.”
Interview with a MiG-25 pilot here.
The MiG-31 is designed for maximum BVR performance. Against bombers and cruise missiles it is superbly capable (and would be ranked higher on this list), however as a defensive interceptor it is vulnerable to more agile and stealthier fighter opponents. The fastest modern fighter in the world, with a top speed of Mach 2.83+, the MiG-31 offers some unique capabilities. Until the advent of Meteor-armed Gripens and Typhoons, no operational aircraft had a longer air-to-air weapon than the type’s huge R-33, which can engage targets well over 100 miles away (it may well out-range the AIM-120D). The recent R-37M, which is believed to be in limited operational service (though there is no open source material to support this claim) is even more potent and may even have some advantages over Meteor.
Designed to hunt in packs of four or more aircraft the type can sweep vast swathes of airspace, sharing vital targeting information by data-link with other aircraft. The enormous PESA radar was the first ever fitted to a fighter. The type is marred by a mountainous radar cross section and abysmal agility at lower speeds. More on the MiG-31 here and here.
Thank you for reading Hush-Kit. This site is in peril as it is well below its funding targets. If you’ve enjoyed an article you can donate here.7. Dassault Rafale C The Rafale F3R upgrade standard — introducing Meteor capability— was qualified in late 2018 , but is not due to become operational until early 2019. F3R involves major software upgrades, and the full integration of Thales TALIOS long-range airborne targeting pod. Though primarily an air-to-ground sensor the pod will improve target detection and identification. Against the Meteor-armed Gripen and Typhoon, the French is aircraft is at a (probably brief) disadvantage. This is a reversal of the traditional position where Rafale has leapt ahead of Typhoon in weapon and systems integration (with some exceptions, like a helmet cueing system). Other than real stealth, this is in the only real disadvantage suffered by the type, which has a good performance, an excellent defensive aids suite and a high level of sensor fusion. Rafale has a more advanced radar than the other European and Russian fighters and a weapon (the MICA) that the Russians and Chinese do not known as well as the elderly and universal AMRAAM, and thus may be less able to counter. When Rafale receives Meteor it is likely to leap up to a top three position. The Hush-Kit Book of Warplanes will feature the finest cuts from Hush-Kit along with exclusive new articles, explosive photography and gorgeous bespoke illustrations. Order The Hush-Kit Book of Warplanes here 6. Chengdu J-20 2018 marks the J-20’s debut in this list. It also makes China the second nation in the world to put an indigenous stealth fighter into operational service. With a hypothetical really long-range anti-air weapon, this relatively stealthy platform could force essential support assets such as tankers and AEW platforms to stand back, reducing situational awareness and combat persistence for opposition aircraft. Perhaps the J-20 should be thought of as a stealthy MiG-31, aimed at large area airspace denial rather than a air superiority fighter per se, though the J-20 is generally described as an F-22 Raptor-class aircraft. In many ways this is true, but the J-20 is particularly interesting because of its rather different configuration. The J-20 has a canard-delta rather than the (essentially) tailed-delta of both the Raptor and the Su-57 (which has yet to enter service). Additionally, unlike Typhoon, the canard is not closely coupled to the wing. The main benefit to be gained from this arrangement is the carriage of significantly more fuel, coupled with the scope for use of a longer weapons bay. The additional fuel could confer either additional range, or long combat persistence, and this suggests that, if armed with a long-range AAM a role as an anti-AWACS or anti-tanker system. The large weapons bay might also provide sufficient volume for a wide range of weapons. What of the compromises? I would suggest less energy manoeuvrability, as the configuration is likely to have somewhat higher transonic drag. In addition, signature (other than head-on) looks likely to be a bit greater. Head on signature could be comparable to competing systems if appropriate engine installation and airframe treatments are used. The canard, is likely, to be at low deflection for supersonic flight, especially if Su-35-like thrust vectoring is available to trim the aircraft. It is not clear from open source literature if this is the case, but it is likely the PLA are looking into it. It is only the type’s immaturity that keeps it from a higher placing, and it is likely to move up this list next year. Stealth, supercruise and the modern weapons mean the J-20 is likely to mature into an extremely capable, and unique, aircraft. Achieving this depends on the degree to which China can overcome its historical problems with engine developments. Location of target The J-20 carries a modern AESA in a nose large enough to accommodate a set of 2000-2200 transmit/receive modules. Detection abilities are likely to be excellent. Engage and defeat the target
Assessing the J-20s capability in this sense is hard. Giving the J-20 a very long range weapon would be a logical step and it is believed that this weapon is currently in testing. In 2016 China downed a target drone with a massive air-to-air missile. This could be a very long range air to air missile (VLRAAM) with ranges exceeding 300 km. Far greater than any Western weapon. The PL-15 which is said to be operational is a Meteor equivalent, but the analyst we spoke to was sceptical about its current status.Disengage at will Supercruise and a degree of stealth (though probably less than the F-22 from most aspects) will give the J-20 options, though it is likely to lack the energy manoeuvrability of the F-22. Repeat as necessary Massive fuel reserves (if combined with an efficient engine) and a large weapons bay are likely to make the J-20 one of the best aircraft in this regard. Armament: 6-8 x new generation PL-12C/PL-15s or new generation BVR missile + 2 x PL-10 5. McDonnell Douglas F-15C (V) 3/Boeing F-15SG/F-15SE Eagle
US F-15Cs were among the first fighters in the world to receive the AIM-120D AMRAAM, the best Western air-to-air missile after the Meteor. With an estimated 100 mile range, new hardware and software systems for improved navigation, an improved HOBS (High-Angle Off-Boresight) capability, the D model offers a significant advantage. Though far from fleet wide, USAF has a number of F-15Cs fitted with both the APG-63(V)3 radar and the AIM-120D, these Golden Eagles boast a superior radar to any non-US types. With a massive effective radar, good range, combat persistence and a high level of maturity, the Eagle remains extremely potent.
Though the famously one-sided score sheet of the F-15 should be taken with a pinch of salt (Israeli air-to-air claims are often questionable to say the least), the F-15 has proved itself a tough, kickass fighter that can be depended on. It lacks the agility (certainly at lower speeds) of its Russian counterparts, but in its most advanced variants has an enormously capable radar in the APG-63(V)3. The F-15 remains the fastest Western fighter to have ever entered service, and is currently the fastest non-Russian frontline aircraft of any kind in the world (though an F-15 pilot we spoke to here said he’d never got a clean eagle over Mach 2.3). The type is cursed by a giant radar cross section, a massive infra-red signature and an inferior high altitude performance to a newer generation of fighters.Though Saudi F-15SAs are extremely advanced they are not considered mature and rumours hint at problems with the aircraft. The latest F-15s will benefit from the greatest amount of computing power of any aircraft. The F-15X is a suggested variant with the latest technology and ‘missile truck’ mass AMRAAM load-outs.
A2A armament: 6 x AIM-120C-7 or AIM-120D 2 x AIM-9X4. Saab Gripen Some caution could be expressed about the Meteor, as it is far from being a combat proven weapon. But the signs are encouraging, with the order-book stacking up and a large amount of time, money and effort put into the weapon’s development. In our original list from five years ago, the Gripen did not even make the top ten. Its dramatic jump to the number two position in 2016’s list here was due to one reason: the entry into operational service of the MBDA Meteor missile. The Gripen was the first fighter in the world to carry the long-delayed Meteor. The Meteor probably outranges every Western weapon, and thanks to its ramjet propulsion (an innovation for air-to-air missiles) it has a great deal of energy, even at the outer extremes of its flight profile, allowing it to chase manoeuvring targets at extreme ranges. Many air forces have trained for years in tactics to counter AMRAAM, but few know much about how to respond to the vast No Escape Zone of Meteor. This combined with a two-way datalink (allowing assets other than the firer to communicate with the missile), the aircraft’s low radar signature, and the Gripen’s pilot’s superb situational awareness makes the small Swedish fighter a particularly nasty threat to potential enemies. The Gripen is not the fastest nor longest-legged fighter, nor is its radar particularly powerful. It would have to be used carefully, taking advantage of its advanced connectivity and superior Electronic Warfare systems to make the most of its formidable armament. Let’s suppose you have a small-ish nation, where the Government does not have global dominance in its agenda. For such a nation, the key aim is deterrence, ensuring that any country wishing to invade or dominate you cannot easily do so. For such a nation, Gripen/Meteor might be the ultimate air defender, especially if you have a well-integrated air defence system and dispersed bases. Never being far from the border or a base, fuel volume and even weapons load don’t matter so much, because you’ll scoot back to your cave and re-arm/refuel. Having a big stick, however, is great, because you can defeat threats while keeping out of their missile range.
4 x MBDA Meteor + 2 x IRIS-T (1 x 27-mm cannon)3. Lockheed Martin F-35A/B Lightning II The F-35 is perhaps the hardest aircraft to place on this list as its stealth and situational awareness should give it a very high ranking (it made position two last year) but reports continue to circulate regarding problems with the aircraft’s AMRAAM integration. It is (largely) this lack of a mature AMRAAM capability that stop it taking the number two slot that one might expect given of such an sophisticated system. Its appalling reliability and extremely high-maintenance demands (many shared with the F-22) also count against it. In 2017 the F-35 had a mission capable rate of 54.67%, which is terrible. To put this into perspective the B-1B which is very big, very complicated, old, has swing wings and four engines is only 2 or 3% worse! It appears that with a ‘fifth generation’ aircraft you get a mission capable rate of around 50% compared to 70% for a thirty year-old fourth generation aircraft (it is likely that the Eurocanards offer even better rates if assessed in the same way). How ever good a fighter is in theory, it has to be ready to fight to be able to fight. In Location of target the F-35 scores very highly, being arguably the best fighter in terms of sensors and data connectivity. Stealth and unparalleled situational awareness make a potent beyond visual fighter of the F-35A, despite its pedestrian kinematic performance. The F-35A has gained a formidable reputation in large-scale war-games; against conventional opponents the F-35 raking up a reported 17-1 simulated aerial victories. The F-35, if it is to stay in a stealthy configuration, has fewer missiles than its rivals. It also lacks the agility and high altitude performance of the F-22, Rafale or Typhoon. A word of caution about the high ranking we have given the F-35: procurement moves by the US (both F-22s and 6th Gen’ plans), Japan (with the F-3) and Turkey with the TF-X show that those who can afford an alternative don’t consider the F-35 a viable air superiority platform. This flies in the face of public announcements by Lockheed Martin, USAF and F-35 pilots regarding the aircraft’s effectiveness in the role, but it is hard to read the facts in any other way.
4 x AIM-120C-5 + 2 AIM-9X (1 x 25-mm cannon)2. Eurofighter Typhoon FGR.4 In December 2018, the RAF launched Meteor-armed Typhoons on a Quick Reaction Alert mission — signalling it’s probable entry into service, and catapulting it to the number two position. Typhoon is now the best armed fighter in the world for beyond visual range combat, bar none. The Typhoon is very fast, high flying and energetic, imbuing its AMRAAMs and Meteor with a longer reach than those launched by lower performance aircraft. RAF Tranche 1 Typhoons are not Meteor compatible but will instead be fitted with AIM-120D in a deal that was signed in July 2018. Its greatest weakness remains its lack of an AESA radar and its non-stealthiness. Against a stealthy opponent, for example the J-20 (when fully mature), the Typhoon will be at a large disadvantage and without the support of off-board sensors (from friendly F-35s for example) will struggle to get first-look and first-kill. The Typhoon is one only two aircraft on this list (the other is Gripen) with a mechanically scanned radar, a 20th century technology which leaves the sensor “… on the verge of complete obsolescence, with an inherently greater vulnerability to jamming and an inability to fully exploit the performance and capabilities of new weapons” according to some in the RAF Typhoon community. However, the radar is a decent size, with good detection range and is fully mature. Future Typhoons will carry the Captor E ‘Radar Plus One’, a new pivoted wide-view AESA, with the chance of an all new Radar Plus Two further in the future. Interview with a Typhoon pilot here and here A2A armament: Up to six Meteor/AMRAAM AIM-120C5 + 2 or 4 AIM-132 ASRAAM/IRIS-T
1. Lockheed Martin F-22 Raptor
Undisputed king of beyond-visual range air combat remains the F-22 Raptor. Its superbly stealthy design means it is likely to remain undetected to enemy fighters, calmly despatching its hapless opponents. The only potential rivals, the Russian Su-57 and Chinese J-20, remain immature.
The type’s excellent, but ageing, AESA radar is world class, and its ‘low-probability of interception’ operation enables to see without being seen. When high-altitude limitations are not in place (due to safety concerns) the type fights from a higher perch than F-15s and F-16s, and is more frequently supersonic. High and fast missile shots impart the AMRAAMs with greater energy, and so range, and allow the F-22 to stay out of harm’s way. The recent addition of the AIM-120D to the Raptor’s arsenal give it a weapon of improved range and sophistication. Since 2017, the F-22 has carried the AIM-9X , which has a marginal BVR performance useful against stealthy opponents.
The F-22 is now proven in combat; though it has not taken part in air-to-air combat, it has performed in the CAS, ISR and Combat Air Patrol missions over Syria, and more recently in Afghanistan.
The F-22 is expensive to operate and maintain, suffers from a poor radius of action for its size and has suffered a high attrition rate for a modern fighter. Issues with parts and software obsolescence have also dogged the aircraft, with recent efforts being made to provide more easily upgradable computer systems. The F-22’s ‘mission capable‘ rate is poor and getting worse, it plunged from a FY2014 high of 72.7% to an alarming 60% in 2016 to a lamentable 49.01% in 2017! This compares unfavourably with the 71.24% for the geriatric F-15C fleet in FY2017 (a figure that has stayed largely unchanging for five years). Its ability to share information with other aircraft is not first class: the F-22 does not have the ability to transmit on the standard Link-16 network—though it can receive data. The Talon HATE (it is unknown what the acronym stands for, assuming it is one) pod now being tested will allow the F-15 to connect with the Raptor’s Intra-Flight Data Link (previously a Raptor-to-Raptor only system). The IFDL has a low-probability of intercept and low-probability of detection capability that offers a high resistance to jamming and eavesdropping.
Location of target
The F-22 is likely to detect anything now flying before it detects the F-22, with the possible exception of the F-35.
Engage and defeat the targetHigh energy, excellent situational awareness and the best US-made made air-to-air missile give the F-22 a high probability of winning a BVR engagement against anything else.
Disengage at willThis is to allow you to either re-position for another engagement, or to withdraw. In this category the Raptor scores highly. Its combination of high energy manoeuvrability, all aspect stealth, AESA radar and its ability to receive information from other aircraft allow it massive liberty in its options.
Repeat as necessary
This requires the ability to carry enough weapons have good combat persistence and, often ignored, have sufficient availability and numbers to deliver a campaign rather than just an engagement. In this category the F-22 has failings, which include a low combat readiness and a small fleet. Six AIM-120s limits the extent to which the F-22 can exploit its relative invisibility, and compromises from its stealthy design mean it does not have the range one would expect of such a large modern platform.
Armament: 6 x AIM-120C-5 or AIM-120D + 2 x AIM-9X or AIM-9M
Interview with USAF spy pilot here Top Combat Aircraft of 2030, The Ultimate World War I Fighters, Saab Draken: Swedish Stealth fighter?, Flying and fighting in the MiG-27: Interview with a MiG pilot, Project Tempest: Musings on Britain’s new superfighter project, Top 10 carrier fighters 2018, Ten most important fighter aircraft guns
Thank you for reading Hush-Kit. This site is in peril as it is well below its funding targets. If you’ve enjoyed an article you can donate here.
Along with a sense of dash, a disrespect for authority and a dog, the male pilot should have a moustache. When we asked our readers for their suggestions for the top 10 pilot moustaches, we were stunned by the huge response. With this in mind, we have grown the list from 10 to a great hairy 34!
(note to US readers: we are talking about mustaches)
34. Dick Dastardly “Curses, foiled again!”
Dastardly’s appearance is based on Sir Percival Ware-Armitage from ‘The magnificent men in their flying machines’ (played by Terry-Thomas). Dick is penalised for not being real.
33. Chesley Sullenberger ‘Hudson-ducker proxy’
Hero and a gentleman he may be, but the ‘Angry Neighbour’ is not a stylish moustache.
32. Chief Instructor CDR Mike ‘Viper’ Metcalf
Metcalf mastered the ‘your mum’s new boyfriend‘ look but as he did not exist outside the homoerotic naval recruitment film ‘Top Gun’ he has not received a high ranking.
31. Col. Chris Hadfield ‘Cosmic busker’
Orbiting Canadian busker Hadfield sports the ‘Scientist Uncle’ as also sported by your scientist uncle. Though being a spaceman is very impressive, this upperlip hair is far too sensible for this contest.
30. General Guishi Nagoaka ‘Hirsutie cutie pie’
The second largest moustache in the world at the time, but alas, cheeky Nagoaka was not a pilot — though he did pioneer some aspects of balloon warfare. According to his wife, the moustache was unbearably tickly on her thighs.
29. C.J. ‘Heater’ Heatley ‘Strawberry Top Gun’
F-14 pilot, Top Gun instructor and photographer Heatley took pictures that inspired the Top Gun film. All very well, but his thespian moustache seems too conventional to earn many points despite its excellent condition and strawberry blond hue.
28. Adolf Galland ‘Gallanded Gentry’
104 aerial victories for the Luftwaffe and a tidy moustache.
27. Wing Commander Robert Stanford Tuck ‘Tuck shop’
A classic fighter pilot look from Tuck here. After an extremely eventful World War II he made friends with Adolf Galland in later life and had a mushroom farm.
26. Hans Von Dortenmann ‘Focke!’
This twat shot down 38 aircraft that were fighting the Nazis. He killed a relation (Tempest pilot F/Sgt Coles of 274 Sqn ) of the author — which is probably going to lose him some points in this moustache contest.
25. Marshal of the Royal Air Force Sir John Cotesworth Slessor ‘Headmaster wants to see you’
If F-35 pilot Scott Williams hadn’t suggested Slessor’s inclusion on this list, it’s doubtful he would have made it (based on the image above anyway). Looking like the man who has just interrupted you sleeping with his wife, his stubbly shadow is below par.
24. René Fonck ‘Fonck you I won’t do what you tell me’
In World War I, two American pilots bet Fonck a bottle of champagne that one of them would shoot down an enemy plane before he did. Fonck lost the bet, but rather than pay it off, he convinced the Americans to change the terms of the bet so that whoever shot down the most Germans that day would win. Fonck went on to shoot down six enemy aircraft before the sun set. He become the top Allied Ace, with around 100 kills despite his unassuming moustache.
23. Glenn Curtiss ‘Curtiss may field first amphibious aircraft’
Peaky Blinders-style bully boy Glenn Curtiss did everything, if you don’t know him already, have a look on Wiki. Even with his busy life he kept time to maintain a really tough tash.
22. Bob Hoover ‘Not the KFC guy’
He could pour a cup of tea while performing a 1G barrel roll, and was one of the best pilots ever. Fairplay and a good ‘tash.
21. Charlie Brown ‘Peanuts’
Not to be confused with Charlie Brown from the Stigler incident , this Brown is a warbird pilot and owner of a pitch perfect handlebar.
20. Paul ‘Pablo’ Mason ‘The Mighty Fins’
Outspoken Gulf War veteran Pablo Mason was a Tornado pilot. As well as sporting a large moustache à la hongroise – a Saxon warlord kind of a thing – he was fired from being an airline pilot for being too cool*. High scorer here.
*He let a passenger on a charter flight onto the flightdeck to allay the passenger’s fear of flying, something which was banned following 9 11. He had previously stripped to his underwear in a protest at overly fussy airport security.
19. Roscoe Turner ‘Roscoe Turner Overdrive’
Somewhere between Dali and Vic Reeves, the surreal majesty of Turner’s Small Handlebar/Dali ‘tash look deserves celebration. Air-racing, lion-owning, DFC-winning Turner was a pretty amazing guy all round.
18. Howard Hughes ‘Hunky Hughes’
As well as collecting his own pee in jars and wearing Kleenex boxes for slippers, Hughes had an excellent understated moustache. Good to think of Hughes when considering if people like Bruce Wayne really exist.
17. Mike Napier ‘Hairy Tonka’
Mike Napier’s solid ‘Nigel Mansell’ is rocksteady at low-altitude, perfect for flying a Tornado GR.1
16. Jimmy ‘Wacko’ Edwards
Dakota pilot and entertainment star, Edwards’ poetic lip border is a joy.
15. Captain O P Jones ‘Jimmy Hillfiger’
Charismatic spiritual father to all British airline pilots, Jones was feared and revered. When the HP.42 he was flying was badly hit by lightning, jamming the cockpit door shut and damaging the rear of the aircraft, he reassured passengers by sliding a note through a crack in the door. Despite this he has brought a piratical beard to a moustache contest and cannot be scored highly.
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14. Adolphe Pegoud
Insouciant as fuck, Pegoud catches the carefree elegance of French heroes with his rakish handlebar. He was the first fighter ace in the world, the first person to parachute from an aeroplane and the second (not the first as believed at the time) pilot to perform a loop. He was shot down and killed by a former pupil in 1915 at the tender age of 26.
13. Group Captain Mandrake
Failing to avert an apocalypse has never been done as stylishly as Peter Sellers’ Mandrake did it in the 1964 Dr Strangelove. I’m not sure this moustache was real, I know that Mandrake himself was not – so low points here.
(For reasons that remain unclear, ‘Mandrake’ is also the nickname of the editor of a popular aircraft magazine.)
12. Wiley Post ‘Post Modern’
Pionnering the pressure suit, discovering the jet stream and decorated with a rakish little moustache, Post had it going on.
11. Muhammad Mahmood Alam
Rumoured to have destroyed six IAF Hunters in one sortie — and with nine kills to his name, Alam was a hero to the Pakistan Air Force. The status of this F-86 pilot should not delude us into over-estimating his, at best, functional moustache.
12. Count Francesco Baracca ‘Ferrario’
Do not mess with Baracca. The Red Baron was not the only aristoric ace of World War I, Count Baracca had 34 confirmed kills and a no nonsense cold-blooded moustache. He painted his family crest on the side of his aircraft, a black prancing horse, which inspired the Ferrari’s iconic logo. He flew the Nieuport 17 and then, from March 1917, the SPAD VII.
11. Hugh Trenchard, 1st Viscount Trenchard ‘Trenchard’s Furry Friend’
You can almost imagine Trenchard’s 1000-yard stare looking back at you as you catch him scrumping apples from your garden. History will judge a man who was an early advocate of strategic bombing and one of the architects of the British policy on imperial policing through air control as a man with a workmanlike facial caterpillar.
10. Air Chief Marshal Sir Hugh C T Dowding ‘Dowdy-Dudey’
Dowdy Dowding was a spiritualist, a single parent, theosophist, anti-vivisectionist and a vegetarian — but his headmaster tash was not sexy. He was, however, very important in the Battle of Britain.
9. Gervais Raoul Lufbery — ‘Plucky Gervais’
Another insouciant individual who looks like he could only smoked to give himself a break from kissing and reading philosophy, Lufbery was a French-born half-American who volunteered to fight before the US entered the war. Unlike many of the rather posh rich Americans who fought as early volunteers, he was from a humble background having worked in a chocolate factory before the war. I almost forgot to mention his moustache- which is a micro-‘Lampshade’, and has a certain something.
8. Squadron Leader A H Rook Leading a fighter squadron in Russia in 1941 demands a particularly brave moustache, so the RAF sent Rook. Good work.
7. Squadron Commander the Lord Flashheart
Lothario, brawler and the mad bastard hero of the RFC, Lord Flashheart had an excellent handlebar moustache but loses points for being imaginary.
6. Wing Commander Roger Morewood
Morewood — one of the last of the Few (he died in 2014) and rocker of a perfect RAF handlebar. The platonic ideal of the dashing fighter pilot, Morewood is a heavy hitter in pilot moustache world as well as having a name any male porn actor would die for.
5. Air Cmde Suren Tyagi
The Indian Air Force is an organisation that prioritises excellent moustaches over everything else (certainly over sensible procurement programmes). Thanks to this policy, Tyagi has created this luscious ‘Imperial’ style moustache, the perfect accoutrements for sitting in a MiG-21 or blasting a quail with a blunderbuss.
4. Flying Officer ‘Osti’ Ostaszewski-Ostoja
In the September 1939 campaign, Osti fought in the Polish “Dęblin Group”, a desperate last-ditch defence force organised by instructors of the Fighter Pilot School in Ułęż. He later fought as a Spitfire pilot in the RAF. Excellent jawline and full moustache.
3. Flight Lieutenant (Flt Lt) Karan Kohli ‘Dali Fulcrum’
Moustaches are an integral part of tradition and folklore in several parts of India, imbuing the grower with respect, honour and above all, a look that speaks of masculinity. Kohli can perform the famous Cobra manourvre in his MiG-29 using his moustache alone, which is pretty impressive. This is also an excellent moustache – so points all round.
2. Robin Olds ‘Olds pilot and bolds pilot’
You don’t get more USAF than Robin Olds, having fought with aplomb in both the P-38 and P-51 in World War II — and later the F-4 in Vietnam. His extravagantly waxed non-regulation) handlebar moustache was an act of open defiance to authority and started a fashion that swept across the Air Force. “It became the middle finger I couldn’t raise in the PR photographs. The mustache became my silent last word in the verbal battles…with higher headquarters on rules, targets, and fighting the war.”
When he was finally given a direct order to shave he did, which inadvertently inspired the Air Force tradition of “Mustache March“, in which airmen worldwide show solidarity by a symbolic hairy protest month against Air Force facial hair regulations. The moustache itself was a masterpiece of style, authority and dash.
- Orville Wright ‘Wright said Fred’
The first aeroplane pilot in the world had an excellent moustache, Orville’s magnificent face candy matching his contribution to world history. Years later it would inspire bland women on Tinder to don fake moustaches to demonstrate their lack of personalities.
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We need you. YOU could support this site, enabling more articles like this and massive kudos for yourself. Please do have a look here to keep us going. Thank you6. Mikoyan MiG-29K When Russia selected the Su-33 for its carriers many thought it had gone for the wrong type, as the smaller MiG-29 offered more versatility. A complicated saga ensued, and was made more complicated by the fall and then rise of the Russian economy, MiG’s precarious position and the Indian Navy’s order for the type. The MiG-29K is a world away from the original ‘Fulcrum’ in terms of range, pilot interface and sophistication, and is one of the nastiest naval fighters to tangle with in the within-visual range merge. It is no slouch in the BVR regime either, with an advanced radar and the widely feared R-77 ‘AMRAAMSKI’. The type briefly served in Syria dropping dumb bomb. Two have been lost at sea. India received the last of its 45 MiG-29Ks in 2017. Like the Su-33, the aircraft is that miraculous and very unusual thing: a carrier aircraft developed from a land-based type. Historically, such aircraft typically proved terrible, but it was hoped that the type’s high thrust-to-weight ratio and tough airframe would allow it to buck the trend. However, the Indian Navy has recently noticed deck landings are taking their toll on the Fulcrum and are demanding it be further ‘ruggedised’. This has dropped the MiG-29K’s ranking in our list. 5. Lockheed Martin F-35B Since 2015 the STOVL F-35B has become fully operational. In September 2018, a USMC F-35B executed a strike mission in Afghanistan, marking the first combat use of the F-35 in US service (following Israel’s use of F-35As in early 2018). This ‘catapults’ the F-35B from a number 10 position in 2015 to a respectable fifth in our list. Only immaturity and continued technical problems preclude its reaching a higher spot. The type is currently approaching operational service with the UK. 4. McDonnell Douglas F/A-18C/D Hornet It was thought that the plucky ‘Bug’ was now in the twilight of its career, but it will fight on with the Marines for some time. When it arrived on the scene in 1983 it was extremely advanced and trail-blazed many of the features that have since become de rigueur for fighters, especially in the field of cockpit design and multimode radar. It remains the fighter to beat at low altitude and is still held in awe as a dogfighter (according to pilots it has the edge on its larger brother in a ‘knife fight’). It was always short on range and struggled at the top right-hand corner of the performance envelope. Now gone from US Navy carriers it remains on the decks with the Marine Corps who intend to squeeze every last hour from their airframes, flying them until 2030. From 2020, 88 USMC Bugs will be receiving APG-79(V)4 AESA radars. 3. Shenyang J-15 Far more mature they were in 2015, the Chinese navy’s pirate ‘Flanker’s are now formidable machines and would pose a serious threat to any opposing carrier aircraft. Utilising the best of China’s indigenously developed (and highly respected) weapons and sensors, the J-15 is a sophisticated, agile and long range fighter. In terms of all-out performance, it enjoys a significant advantage over the Hornet family in several respects, most notably in high altitude performance. A major drawback , however, is the relatively small size of China’s Liaoning aircraft carrier: its small deck is too short to facilitate take-off and landings of J-15s at heavy weights, and so does not allow them to be used to their full potential (the carrier uses STOBAR instead of cats and traps). The J-15D is a two-seat electronic warfare variant akin to the US EA-18G Growler. 2. Boeing F/A-18E/F Super Hornet
The Super Hornet rectified the legacy Bug’s main shortcomings of limited range and bring-back (the weight of stores that the aircraft can bring back to the carrier after a mission). It also featured radar cross-section reduction measures that are rumoured to make it the stealthiest fighter (in terms of frontal cross section) this side of the F-35/ F-22 (though Dassault may dispute this). The Super Hornet retains the ‘Turbo Nose’ of the Hornet (the almost uncanny ability to point the aircraft quickly and accurately). Though the APG-79 AESA radar of Block II aircraft has been plagued with unreliability issues, it was one of the first to offer simultaneous air and ground modes. The Super Hornet is fitted with some great kit, and is compatible with a larger range of stores than any other fighter on this list. It falls down in its poor performance at higher altitudes and speed, where its relative lack of poke is a real issue. Despite this, the Super Hornet has repeatedly proven its ability to rise to any challenges as a robust and reliable fighter-bomber. (All US Navy fighters are supported by the E-2D Advanced Hawkeye, a powerful force multiplier with a ‘stealth-busting’ UHF radar).1. Dassault Rafale M
Dassault’s Rafale is a masterpiece of aeronautical engineering. Despite being burdened with the additional weight of being a carrier fighter, it can mix it with the best fighters in the world (which it has demonstrated on exercises with the F-22 and Typhoon). In performance terms, it is closely matched to the Typhoon, with the French fighter enjoying an advantage at lower altitudes. Few fighters excel at both the fighter and the bomber mission, yet the Rafale is a rare exception. According to one test pilot, the Rafale’s flight control system is unmatched in its responsiveness and precision (and markedly superior to the F-16). This is an important consideration, especially for a carrier fighter. Defended by SPECTRA, which some regard as the best defensive aids suite in the world, guided by one of the world’s most sophisticated radars, and well armed with weapons that include the most advanced aircraft cannon – the Rafale is the hottest naval fighter in the world.Special thanks to George Caveney and Air Force Monthly’s Thomas Newdick You can find out about the worst carrier aircraft here “Never fly the ‘A’ model of anything” expect amends to this article over the next few weeks.
Jim Smith had significant technical roles in the development of the UK’s leading military aviation programmes. From ASRAAM and Nimrod, to the JSF and Eurofighter Typhoon. We asked him to predict the top combat aircraft of 2030. This paper speculates about the future in the air combat domain. It draws on available open-source information about current aircraft and projects, and adds a healthy dose of pure speculation about the nature and objectives of possible future systems.
Looking ahead 10 years from today, what are the key trends for future combat aircraft?
In considering this, I assume continued proliferation of highly-capable long-range ground-based missile systems, coupled with continuing advances in radars, electro-optic sensor systems, long-range air-to-air missiles, and the emergence of operational hypersonic weapons.
How does this affect the design and/or development of future air combat systems?
To me, one emergent feature is a tendency to convergence in future technical solutions. The hostile air and ground counter-air environment is likely to ensure all future combat aircraft will seek to be stealthy, certainly in radar signature, but also as far as possible in the IR. There is already a detectable trend towards larger, longer-range platforms, capable either of wide area response to counter air threats, or the long-range delivery of strike and area-denial weapons at significant stand-off ranges, at least for those operators with large geography to protect or control.
Additionally, the range, and hence size of air-launched weapons is increasing, again promoting a trend towards larger platforms. When this is coupled with a need to carry powerful sensors, and to be, as far as possible, stealthy, it is likely that platform agility will become less of a driver. Propulsion technologies continue to advance, and may, in some instances pace airframe development.
So what form does this convergence in platform design take? At present there appear to be three favoured configurations:
- Large, twin-engine, closely-coupled, tailed near-delta configuration. Exemplified by the F-22 and the Su-57, this configuration appears to be aimed at the manoeuvrable, air-superiority role, with an additional emphasis on all-aspect stealth. It is expected to be used to control and deny contested airspace, and to create local air superiority to enable other missions.
- Smaller, single or twin-engine, close-coupled, tailed near-delta configuration. Exemplified by the F-35 (single engine) and J-31 (twin-engine), this configuration appears to be primarily aimed at multi-role missions delivering strike, with an organic air combat capability. Penetration of contested airspace will be required to deliver the strike role, but supersonic performance and energy manoeuvrability will not be as great as the F-22/Su-57 class.
- Large, twin-engine, long-coupled canard, near-delta. Exemplified by the J-20, this class of aircraft appears to maximise payload-range and weapons flexibility, with some potential compromise to signature and manoeuvre capability. One key, and new, role could be as Area Access Denial systems, using long range weapons to engage (or deter) not only threat combat aircraft, but enablers such as tankers and AEW platforms.
Notwithstanding this convergence in high-end air combat capabilities, small Nations seeking to deter and defend against aggression, rather than to dominate outside their borders, are likely to continue to need an agile, rapid response, interception capability, probably supplemented by the best available ground-based systems. Some older platforms, with suitable long-range weapons and system upgrades, will still have capability in this role, and some emerging projects exist that appear to be adopting J-31-like (twin-engine F-35) configurations.To keep this blog going, allowing us to create new articles- we need donations. We’re trying to do something different with Hush-Kit: give aviation fans something that is both entertaining, surprising and well-informed. Please do help us save the Hush-Kit blog. Our site is absolutely free and we have no advertisements. If you’ve enjoyed an article you can donate here. Your donations, however big or small, keep this going. Thank you.
It is important to realise that the delivery of air capability will be dependent not only on platform capabilities, but much more critically, on the total air combat system. In the end, any of the future combat aircraft discussed below will also rely on the performance of on-board and off-board sensors; command and control, communications, networking and datalinks; weapons capabilities; organic and off-board electronic warfare and protection systems, and so on. Material on US projects suggests the use of cooperative autonomous systems to enable strike operations, including targeting, deception, communications relay and electronic attack.
Consequently, the trend for further integration and networking of air and ground-based sensors, and on-board and off-board electronic warfare systems will continue, in an effort to gain a situational awareness advantage, and to deny situational awareness to threats. This itself, is likely to increase pressure to further develop cyber and deception capabilities, to degrade and dis-integrate opposition air defences. It is also possible that future efforts by the three big players (US, Russia and China) may seek to exploit some space-based capabilities, beyond the current pervasive use of GPS.
This piece is speculative. It does not draw on any special knowledge. Instead, I consider what might be likely responses to the developing environment. As guesses about the future are notoriously unreliable, I expect many will disagree with my assessments. That’s OK – I don’t pretend to know the future, but I’m happy to provoke a bit of debate.
Air combat systems – 2030
At the end of the next decade, the mature and emergent systems are likely to be:
US mature US emergent
Russia mature Russia emergent
Su-57 Mig 41
Europe mature Europe emergent
Rafale Airbus-Dassault FCAS
Brief comments on these systems follow, indicating my view of the current state of play, and expressing some views on capability in the 2030 timeframe, program aspects etc. starting with the those that are likely to be mature in 2030.
2030 Mature Systems
Lockheed Martin F-22 Raptor
Role: Air Superiority (Penetrating Air Combat)
2018 Status: Mature
2030 Status: At life-of-type
The aircraft is successful in service, but has poor availability, and is (by US standards) small in numbers. As a result, F-22 presence is often in the form of small deployed detachments rather than significant numbers.
The enigma about the F-22 is that there has been continued resistance to proposed upgrade programs. This suggests that US plans for a replacement are already in hand and perhaps proceeding in the Black world. While the F/A-XX program is examining replacements for the F-18 E/F, there is little visibility of the USAF F-X program intended to replace the F-22.
If a future program fails to mature in time, an upgrade may be required. This would be likely to address electronic obsolescence, and bring radar, EW and other systems up to the state-of-the-art. A desirable, but unlikely, upgrade would be a fuselage stretch to increase fuel capacity and increase weapons-bay length, increasing mission flexibility.
Breaking news, as this article was being prepared, is a pitch from Lockheed-Martin to the DoD (and possibly Japan), to upgrade F-22 with elements of the F-35 mission system, as well as some changes to structure and coatings.
Lockheed F-35 Lightning II
Role: Multi-Role (Strike, plus Air Defence, plus Situational awareness node)
Configuration: B (single engine)
2018 Status: In development, and in service
2030 Status: Mature
The F-35 is set to be the mainstay of many Nations’ air capability for the next two decades. At present, although the aircraft is in service, the development program continues.
The initial challenges in the program were seen to lie in developing a common configuration meeting Navy, Air Force and Marine Corps needs, with stealth, good supersonic and manoeuvre performance, and, where required ASTOVL and carrier capability. In practice, the real challenge has turned out to be software integration and qualification, for the many diverse systems incorporated in the aircraft.
By 2030, the aircraft and its systems should be fully mature, and at the peak of its capability. In USAF service, the aircraft is seen as a strike adjunct to the F-22, but is perhaps increasing in importance as the availability of the F-22 has been relatively poor. The enabling aspects of JSF in providing and distributing situational awareness within and across the force is a key, and perhaps under-appreciated capability.
Sukhoi Su-35 derivatives
Role: Air Combat (with numerous other variants)
2018 Status: Mature
2030 Status: Obsolescent
I would not consider the Su-35 to be a major capability in 2030, except, perhaps in the Air Defence role, where its long range, high speed, large radar, and ability to carry large numbers of long-range AAMs, should continue to provide significant deterrence against all but the highest-end threats.
Role: Air Superiority (Penetrating Air Combat)
2018 Status: In development, just entering service
2030 Status: Mature
The Su-57 could turn out to be an enduring and significant air combat capability. In 2018, the type has just been operationally deployed for the first time, and, assuming development continues, the aircraft should eventually provide a significant air superiority capability, with low signature, good performance and range.
How successful the program will be in delivering a well-integrated, well-armed, highly capable low signature fighter remains to be seen. With good program outcomes, this could be the Su-27 for the 2020s and beyond. At the time of writing, limited production is in progress, and there is some suggestion that the pace of the program has been slowed, either to await the readiness of the production standard engine, or in response to economic conditions.
There is a potential for large numbers of aircraft to be produced to replace both the MiG-29 and Su-35 in Russian service, and a somewhat variable prospect that the Su-57 might be co-produced in India to meet their future heavy fighter requirements. While the aircraft is still in development, final program outcomes are unknown, but I would expect Su-57 to emerge as a highly capable, well-equipped and mature capability by 2030.
Role: Multi-Role (Air Defence, Area Denial, Precision Strike)
2018 Status: In development, just entering service
2030 Status: Mature
The J-20 represents the first of what is, in my view, a new class of combat aircraft. While the aircraft could easily deliver a MiG-31-like large area air defence capability, I believe it has a broader remit, dependent on the availability of large, long-range, and possibly hypersonic weapons.
The long-coupled canard near-delta configuration should deliver a broad centre of gravity range. When this is coupled with the large size of the aircraft, its high fuel capacity and large weapons bays, I suggest that the J-10 would be well suited to what we used to call in the UK the Control and Denial of Theatre Airspace, over very large geographic areas.
The aircraft has just entered service, and has attracted recent attention as it has been seen carrying an external targeting pod. Future roles are going to be dependent on weapons integration, but long-range air defence, including access denial to not just combat aircraft, but AWACS, tankers and ships is not beyond the realms of possibility. Currently, China seems to have the ability to develop and field complex systems with remarkable speed. The J-20 is likely to be a significant player within a decade.
Role: Multi-Role (Strike, plus Air Defence, plus Carrier Air Defence)
Configuration: B (twin engine)
2018 Status: In development
2030 Status: Mature
The J-31 is a twin-engine F-35 look-alike, and appear to have been designed to deliver similar roles, although it is not entirely clear whether the primary Chinese role will be as a carrier-borne aircraft or not.
The configuration is very similar to the F-35, but it is suggested that the aircraft may carry the PL-15 missile, which is similar to the MBDA Meteor.
By 2030, the J-31 should be mature and in service, presumably with the Chinese Navy carriers, but possibly also with other Nations, as the system appears to be being offered for export. However, the likely customers are perhaps limited (Pakistan, Egypt?). Much will depend on how well integrated and networked the J-31 turns out to be.
That said, as a carrier-based strike aircraft, with the additional capability of carrying effective and long-range AAMs, the J-31 could still fill a useful niche in tactical control, for example, of South China Sea airspace.To keep this blog going, allowing us to create new articles- we need donations. We’re trying to do something different with Hush-Kit: give aviation fans something that is both entertaining, surprising and well-informed. Please do help us save the Hush-Kit blog. Our site is absolutely free and we have no advertisements. If you’ve enjoyed an article you can donate here. Your donations, however big or small, keep this going. Thank you. Notes: if thrust vectoring is fitted to the J-31- as has been tested- it will be virtually unbeatable in the close-in combat regime.
Eurofighter Typhoon/Dassault Rafale
Role: Multi-Role (Air Superiority, Air Defence, Strike)
Configuration: Close-coupled canard-delta
2018 Status: Mature, but in spiral development
2030 Status: Mature
Typhoon and Rafale represent high-end 4th generation capability. Equipped with a wide range of weapons systems, their capabilities continue to be enhanced. The introduction of Meteor on both aircraft, and active e-scan radar on Typhoon, should ensure that these capable aircraft remain effective for some time to come.
Both aircraft have some signature reduction measures in place, but are not considered stealthy. As a result, over time, their ability to deliver Air Superiority may diminish somewhat. That said, the long-range of the Meteor AAM should mean their effectiveness is retained against all but the most challenging threats. In permissive environments, their flexibility in the strike role should ensure their continued effectiveness out to 2030.
Saab Gripen E/F
Role: Multi-Role (Air Defence, Strike, Situational Awareness)
Configuration: Close-coupled canard-delta
2018 Status: Completing development
2030 Status: Mature
The Gripen E is a highly integrated agile air defence aircraft, with a robust and flexible strike capability. The E/F-model, particularly when operating in a networked environment, will remain a capable air defence aircraft out to 2030 and beyond. Although not a stealth aircraft, its ability to use and share networked information allows third-party targeting and high situational awareness. Armed with Meteor and IRIS-T, and with an active e-scan radar, Gripen E/F will remain a capable air defence aircraft in the 2030s environment.
However, it is likely that by the 2030s, the proliferation of highly capable surface-to-air systems and stealthy air defence platforms will increasingly challenge Gripen in the air superiority and strike roles. Gripen has been quite widely exported, and should retain significant capability as a regional air defence and strike system against all but the most capable threat systems.
Speculation – Developmental Systems
The systems discussed below are those about which little is known at present, and, in some cases, are just conjecture. For convenience, I’ll consider the known or likely needs of the key players – the US, Russia, China, Europe and other nations.
US – future systems
As we have seen from the earlier discussion, there is an emerging capability gap around USAF air superiority systems, given the lack of a program for a capability upgrade to the F-22. A replacement program, F-X, is in existence, but little hard information is available. There is also a lack of clarity about future US Navy plans to replace the F/A-18 E/F/G under the F/A-XX program.The Hush-Kit Book of Warplanes will feature the finest cuts from Hush-Kit along with exclusive new articles, explosive photography and gorgeous bespoke illustrations. Order The Hush-Kit Book of Warplanes here
USAF 6th Generation Fighter F-X
Role: Air Superiority (Penetrating Air Combat)
2018 Status: In development (?)
2030 Status: Entry to service
The limited information available suggests that the USAF is seeking a system-of-systems approach, where a range of sensor, communications, electronic, cyber, platform(s) and weapons would deliver its future capability. There is an indication that the platform element of this would gave significantly greater range and payload than the current F-22, while retaining the ability to be both stealthy and supersonic.
One enabler for this is seen as the use of variable cycle propulsion systems, offering modes at higher bypass ratio for the cruise, and lower bypass ration for take-off, acceleration and dash. Adjunct systems are likely, and might include long-range ground-based air defence systems; stand-off, and possibly space-based, sensor systems; and, speculatively, some autonomous systems which might deliver targeting, communications relay or EW capabilities.
Given US conviction of its superiority in LO technologies, this aspect is likely to be emphasised. Consequently, I would not anticipate a J-10 style solution as the US believe canards too much of a compromise in this area. There has been substantial research in unconventional control devices for LO systems, and there is a US desire to avoid vertical tail surfaces if possible.
Based on all this – a large highly swept delta, with minimal tail surfaces, and active use of innovative control systems appears likely. To be effective, such a platform would need to carry highly effective and long-range AAMs, and would be supported by networked detection, tracking and targeting systems, as well as stand-off electronic warfare and cyber capabilities.
Prototyping, technology development and risk reduction activities are likely to be taking place, possibly as Black programs.
Role: Multi-role (Air Defence, Strike, EW)
2018 Status: In development (?)
2030 Status: Entry to service
The F/A-XX program reflects a US Navy need to replace the F/A-18 E, F, and G in the mid-2020s as these platforms reach their service lives. Compared to the USAF requirement for a 6th gen fighter, the future F/A-XX is likely to constrained by carrier deck size and possible weight constraints, and also by the necessity to operate within the deployed environment of the carrier battle group.
The available material discussing the project expresses similar aspirations to F-X in terms of the system being networked and integrated with other components in order to achieve the required capability effects. That said, there are suggestions that the US Navy may seek a somewhat more agile system that that proposed for the USAF.
There are some interesting programmatic issues, not least the question as to why the Navy doesn’t simply acquire more F-35C to replace the Super Hornets. My guess is that the Navy will seek to have a program which draws on the technologies being developed for F-X and F/A-XX, but will seek to acquire a Navy-specific solution rather than a common system.
On configuration, I think a Navy F/A-XX would be smaller and more agile than the Air Force F-X. It will also need compromises to be made to achieve the deck landing and take-off requirements, and these may result in a somewhat less stealthy solution than the F-X.
Prototyping, technology development and risk reduction activities are likely to be taking place, possibly as Black programs.
Russia – future systems
RAC MiG MiG-41
Role: Air Defence (Area Denial?)
Configuration: Unknown (A?)
2018 Status: In Development
2030 Status: Entry to service
The MiG 41 is a replacement for the MiG 31 interceptor, currently in service with the Russian Air Force. Very little information is available, and what is available appears contradictory and unlikely.
There is discussion of an aircraft capable of Mach 4+; reference is made to the MiG 41 being a totally new design; but other sources suggest it will draw heavily on the in-service MiG 31.
What can be said is that the MiG-41 will be large, fast and heavy. All these attributes are driven by the geography of Russia and the consequential vast area of airspace that the interceptor force would seek to control. We can also say that the aircraft will carry high powered electronically scanned radars, will have good electronic attack and protection systems, and will deploy large, long-range, and probably hypersonic air-to-air missiles.
Although I would expect some efforts to be made to reduce the signature of the aircraft compared to the MiG 31, I doubt this will dominate, because the interception mission is likely to involve high-speed and high-power operations, resulting in a significant IR signature. Also, I would expect the Russians to seek to out-gun their threats by using very long-range high-speed weapons, enabling the carrier aircraft to stay out of harm’s way.
A possible configuration would be a twin-engine, close-coupled tailed near-delta, significantly larger than the F-22. I’d expect a more shaped and slender appearance than the current MiG 31, and large internal weapons bays to support long-range hypersonic AAMs and area denial weapons.
European – future systems
Team Tempest Tempest
Role: Multi-role (Air Superiority, Strike, EW)
Configuration: Unknown (A?)
2018 Status: Concept Development
2030 Status: Nearing entry to service
At this stage, not too much should be read into the configuration shown at the recent Farnborough Show. The general shape and size, however, and the associated presentation material, are well-aligned with the hypothesis that the future direction for air combat systems is towards large, stealthy, very flexible platforms, operating in a highly cooperative networked system-of-systems.
The final form of Tempest will depend on which Nations come on board to participate in the project. In essence, the choice here is a bit limited, as France and Germany have announced their own project and are thus ruled out, at least for the moment. In addition, Tempest would be competitive with future US systems, and there are strong disincentives for BAE to collaborate on this project with the US, as this would result in significant constraints due to US International Traffic in Arms Regulation legislation, and might also impact on its desire for design leadership.
Who else might become involved? Possibilities would appear to include Italy, Sweden and Turkey, all of which are not strongly aligned with the US, and are likely to have future air combat needs. Japan can be ruled out, due to its close ties with the US, and India is also unlikely, due to its recent technical alignment being with Russia rather than the West.
Whatever partners are involved, alignment of requirements will be the key. This might just be a problem for Sweden, which despite strong past industrial cooperation between SAAB and BAE Systems, might just prefer a smaller, more agile local air defence solution rather than the ambitious air superiority and penetrating strike capabilities at which Tempest appears to be directed.
Role: Multi-role (Air Superiority, Strike)
2018 Status: Concept development
2030 Status: Nearing entry to service
Airbus Defence and Space of Germany, and Dassault of France, have agreed to cooperate on the FCAS project to develop a future European combat aircraft. The information available on this project is very slight, but follows the familiar themes of being stealthy and operating as part of a networked system-of-systems.
Material from Airbus includes a twin-engine, tailed, near-delta configuration with twin vertical fins. Dassault material includes a significantly more challenging twin-engine tailless delta, with no vertical surfaces. Both concepts appear somewhat smaller than the BAE Systems Tempest configuration shown at Farnborough, and may thus be aimed at the fighter mission with a secondary strike capability, rather than a true multi-role platform.
Key issue for this program will be alignment with potential customer requirements, workshare, and whether Europe can sustain two ambitious combat aircraft development programs.
Other future systems
Role: Multi-Role (Air Defence, plus Strike)
Configuration: B (twin engine)
2018 Status: Proposed development
2030 Status: Uncertain
The KFX and TFX are similar twin-engine F-35 look-alikes. Both Nations expect to operate the F-35, although this currently looks a bit uncertain for Turkey. Consequently, the rationale for developing a similar configuration and size of aircraft appears questionable. My interpretation is that both Nations are seeking to enhance their Industrial capability in the aerospace sector, and the FX projects provide a way of achieving this.
I would expect both aircraft to focus on the Air Defence role, because this would provide an opportunity to supplement rather than simply duplicate F-35 capability. It is not clear whether a secondary strike role for the aircraft is envisaged.
The KFX is slightly smaller than the otherwise similar TFX, and is likely to be powered by two (probably license-built) GE F414 engines. The TFX is the subject of a technical agreement with BAE, and interestingly two EJ200 engines are proposed.
Both programs are to some extent at political risk. It is far from clear how the relationship between South Korea and North Korea will develop, and this, together with the relationship between South Korea and the USA, is likely to have a strong influence on the KFX. Equally, Turkey’s aspiration to operate the F-35 is at substantial risk because of the poor current relationship with the USA. If that situation is not resolved, Turkey may follow a different path, resulting also in a change in direction for the TFX program.Minor update for the TFX: It has recently been reported that GE F110 (probably the -129 version) was selected for the prototype(s)
Role: Air Superiority (Penetrating Air Combat)
2018 Status: Immature concept development
2030 Status: Unlikely
The AMCA is an attempt to leap from the much-delayed Tejas to a high-end Indian F-22. On the face of it the design appears to be immature. There would need to be significant advances in Indian capabilities to field the engine, develop and refine a true stealth configuration, and integrate the aircraft and weapons system.
The only way I could see this aircraft being realised in the supposed time-scale would be with very significant assistance from a third party. India has had talks with Russia about the Su-57 for this role, and the very existence of the AMCA project suggests that these have not been successful.
I’m calling this one improbable at this stage. The project is possibly a fall-back option should the Su-57 approach fail, but in that event, it is unclear who might be approach to assist in development.To keep this blog going, allowing us to create new articles- we need donations. We’re trying to do something different with Hush-Kit: give aviation fans something that is both entertaining, surprising and well-informed. Please do help us save the Hush-Kit blog. Our site is absolutely free and we have no advertisements. If you’ve enjoyed an article you can donate here. Your donations, however big or small, keep this going. Thank you.
All the major air combat players appear to be taking the view that Air Superiority and Strike in the 2030s will be delivered by a networked system-of-systems. The air platforms will be generally large, stealthy, and capable of delivering Air Superiority and Strike capabilities. It is likely that long-range AAMs and strike weapons will be used, and the platform capabilities will be supplemented by adjunct systems, which might include targeting, electronic attack, decoy, communications and cyber capabilities. China and Russia are likely to deploy long-range hypersonic weapons with the intent of creating an Area Denial capability.
It would be surprising if the US were not to follow suit, and given the time required to develop complex air combat systems, it would be surprising if substantial F-X and F/A-XX related activities were not underway in the Black Project world. The recent floating by Lockheed-Martin of a proposal to upgrade the F-22, using the systems developed for the F-35, may indicate an emerging need for a capability sustainment program to keep the F-22 in service longer, while awaiting the outcome of a replacement program.
The most significant air combat systems in 2030 would appear likely to be:
US: F-X, F/A-XX
Sweden: Gripen E/F
UK & partners: Tempest
Or a joint program with Airbus-Dassault and BAE Systems
What else could be out there?
This paper does not consider purely Strike systems. It is, however likely that all the major parties will continue the development of stealthy autonomous strike systems. In the US this might be the Lockheed SR-91, or its Boeing competitor.
All the major parties are also focussed on hypersonic weapons systems. Not only are such systems hard to defeat, they almost inevitably have long-range. Applications are likely in area denial, and in countering high-value assets. Boost-glide vehicles are a possibility, offering the prospect of rapid (non-nuclear) strategic strike capability.
Autonomous vehicle applications are already extending beyond strike and reconnaissance, into tankers, communications relay, and electronic warfare, and this trend will continue.
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