#fwaas2019

[sentinelchicken]

A little different perspective on the Lockheed F-22A Raptor’s three weapons bays. ⠀ ⠀ The two side bays each house an AIM-9X Sidewinder heat-seeking missile. For a number of years after it entered service, the Raptor had to use the older AIM-9M Sidewinder missile which didn’t have a lot of the off-boresight capabilities of the AIM-9X that other fighters were getting. It was only a few years ago that the AIM-9X was integrated into the F-22, finally giving it a very potent dogfighting missile. I believe in the last year or so the even more capable AIM-9X Block II missile has been integrated into the Raptor. ⠀ ⠀ The Sidewinder’s motor ignites while it is still on the rail and there is a deflector built into the aft part of the LAU-141/A launch rail in the side weapons bays that directs the hottest part of the exhaust plume out of the weapons bay. Early in flight testing, there wasn’t a deflector on the rail and the motor exhaust damaged the inside of the weapons bays. ⠀ ⠀ The main underside weapons bay for the air-to-air mission houses six active radar homing AIM-120C missiles. Though the AIM-120 doesn’t have an official name, pilots have referred to the AIM-120 as the “Slammer”. Having its own onboard radar means the Raptor doesn’t have to keep illuminating the target with its radar, revealing its location. The missile that the AIM-120 replaced, the AIM-7 Sparrow, was a semi-active radar homing missile, meaning it homed in on the reflected radar returns of the target from the fighter’s own radar, which obviously had some tactical disadvantages.⠀ ⠀ Because of the airflow around the weapons bay and the possibility of hard maneuvering during a dogfight, the LAU-142/A launch rail for the AIM-120 uses powerful hydraulics to eject the missile out of the weapons bay with a force of 40Gs before motor ignition. ⠀ ⠀ #Avgeek #aviation #aircraft #planeporn #KAFW #AFW #AllianceAirport #FWAAS2019 #AllianceAirShow2019 ⠀ ⠀ #airport #planespotting #Lockheed #F22 #Raptor #instagramaviation #aviationlovers #aviationphotography #mil_aviation_originals #instaaviation #aviationlovers #aviationphotography #flight ⠀ ⠀ #AvGeeksAero #AvGeekNation #AvgeekSchoolofKnowledge (at Fort Worth Alliance Airport) https://www.instagram.com/p/B85SmZJhL6y/?igshid=1g3f78ly2mleg

[sentinelchicken]

Here’s an interesting flight line you don’t see very often. Two Lockheed F-22A Raptors with a Navy Lockheed F-35C Lightning II at the 2019 Fort Worth Alliance Air Show. ⠀ ⠀ Earlier this month (December 2019), the Pentagon began a series of experiments in network technology, one key part of which is allowing the two fighter stealth platforms, F-22 and F-35, to finally network with each other. Sounds like that’d be an obvious capability to have, but it was never in the original specifications as network technology is a relatively new area for the US armed forces. ⠀ ⠀ Being low-observable, you don’t want to share data via conventional radios in combat or adversaries could detect the stealth fighters via ELINT/COMINT means (electronic/communications intelligence). So both the F-22 and F-35 use what are called “Low Probability of Detection/Intercept” (LPD/LPI) communications. Problem is, when the F-22 and F-35 were designed, network tech wasn’t a Pentagon priority. ⠀ ⠀ So they have LPD/LPI equipment that operate on different frequencies. The F-22 uses an Intra-Flight Data Link (IFDL) that allows it to only share data with other F-22s. The F-35 has what’s called the Multifunction Advanced Data Link (MADL) and it can only share data with other F-35s. ⠀ ⠀ So to paraphrase Gene Kranz in Apollo 13, they gotta put a square peg into a round hole!⠀ ⠀ Some bit of classified network technology is currently being tested that acts as a gateway between the F-22s and F-35s and “translates” the data between the IFDL and MADL equipment. The testing cycles will run about every four months with incremental capability being added into the system until something operational is developed. ⠀ ⠀ #Avgeek #aviation #aircraft #planeporn #KAFW #AFW #AllianceAirport #FWAAS2019 #AllianceAirShow2019 #airport #planespotting #Lockheed #F22 #Raptor #F35 #Lightning #USAF #USNavy #instagramaviation #aviationlovers #aviationphotography #mil_aviation_originals #instaaviation #aviationlovers #aviationphotography #flight #AvGeeksAero #AvGeekNation #AvgeekSchoolofKnowledge (at Fort Worth Alliance Airport) https://www.instagram.com/p/B6uHVNlhrQE/?igshid=sy4b2gccqcm1

[sentinelchicken]

The blending of the wing and fuselage in the F-16 led to several benefits.⠀ ⠀ ⠀ During the design phase of the F-16 in the 1970s, it was paramount to have a lightweight fighter but it also had to have better capability than the existing benchmark lightweight fighter design of the day, the F-5. Blending the wing allowed for weight savings- for a given fuselage volume, had the F-16 been made with a conventional fuselage-wing intersection, the fuselage would have to have been at least a foot longer. A shorter fuselage for the same volume meant less structural weight. The blending also stiffened the wing-fuselage join without need for additional structural reinforcement. ⠀ ⠀ ⠀ The extension to the sharp forebody strakes (or leading edge root extensions, LERXs) created strong vortices that enhanced the F-16’s maneuverability. One of the F-16 design criteria came in the wake of experience born in the skies over Vietnam- the F-16 had to be able to top the nimble MiG-17 in a dogfight. ⠀ ⠀ ⠀ The blended wing-body structure also meant greater internal fuel volume compared to a similarly-sized fighter that had a conventional fuselage-wing join. Compared to the early models of F-15 Eagle, the F-16 ended up with a better fuel fraction (weight of fuel divided by take off weight) and specific range (miles flown per pound of fuel). In some mission profiles, the F-16 has a better range on internal fuel than the F-15!⠀ ⠀ ⠀ If you look closely at this photo of the F-16 on a high speed pass, you can see the supersonic shockwave running along the top of the wings perpendicular to the long axis of the fuselage. ⠀ ⠀ ⠀ #Avgeek #aviation #aircraft #planeporn #KAFW #AFW #AllianceAirport #FWAAS2019 #AllianceAirShow2019 #airport #planespotting #Lockheed #F16 #FightingFalcon #ViperDemo #instagramaviation #aviationlovers #aviationphotography #mil_aviation_originals #instaaviation #aviationlovers #aviationphotography #flight #AvGeeksAero #AvGeekNation #AvgeekSchoolofKnowledge (at Fort Worth Alliance Airport) https://www.instagram.com/p/B7zgHpohDg3/?igshid=gpweztmxdakb

[sentinelchicken]

Randy Ball and his MiG-17 tear it up at low level at Fort Worth Alliance Airport. ⠀ ⠀ Although the MiG-17 was long out of frontline service with the Soviet Union by the time of the Vietnam War, the agile little fighter proved to be a fearsome adversary to American pilots in the skies over Vietnam. ⠀ ⠀ With quick acceleration, a tight turning radius and a hard-hitting set of guns (two 23mm cannon and a 37mm cannon), many American fighter pilots who flew much more advanced jets thought the MiG-17 was a more fearsome opponent in a dogfight than the more capable and supersonic MiG-21. In fact, this obsolete fighter spurred on the development post-Vietnam of two American fighters of unparalleled dogfighting ability in their day- the F-15 Eagle and the F-16 Fighting Falcon. ⠀ ⠀ One of the design criteria for the F-16 was the ability to match or exceed the agility of the MiG-17 in a dogfight. At slow to moderate speeds (300-350 knots), the MiG-17 was a ferocious adversary that could easily pull a 7G turn on a dime to get its 37mm and twin 23mm cannons pointed at you. But as speeds increased, the increased airflow over the elevators increased control loads to the point that over 450 knots, it was impossible to overcome the control loads and the agile MiG became a missile bait lead sled. ⠀ ⠀ Hydraulically boosted controls would have solved this issue but the MiG-17 lacked them. The control stick was taller than most aircraft and this was to give the MiG driver more leverage at higher speeds. ⠀ ⠀ In the secret US flight tests of the MiG-17, pilots dogfighting the 17 were told to keep the speed up over 400 knots because if you slow down below 350 knots, the 17 *will* kill you. Flight trials showed it was possible for the old MiG-17 to prevail against the F-16 in a low speed dogfight.⠀ ⠀ #Avgeek #aviation #aircraft #planeporn #KAFW #AFW #AllianceAirport #FWAAS2019 #AllianceAirShow2019 #airport #planespotting #Mikoyan #MikoyanGurevich #MiG #MiG17 #Fresco #RandyBall #instaplane #instagramaviation #instaaviation #aviationlovers #aviationphotography #mil_aviation_originals #flight #AvGeeksAero #AvgeekSchoolofKnowledge #AvGeekNation (at Fort Worth Alliance Airport) https://www.instagram.com/p/B6cS6_eBcag/?igshid=12flvtxnm2gdu

[sentinelchicken]

This photo is from the Bell V-280 Valor’s impressive first public flying demonstration last month at the Fort Worth Alliance Air Show. ⠀⁣ ⁣ In June 2015, Spirit AeroSystems began construction of the composite fuselage for the Bell V-280 Valor, work being completed and fuselages delivered to Bell in only 22 months. The rest of the primary subcontractor team consists of Lockheed (avionics, sensors, and weapons capability), Moog (flight control system), General Electric (engines), Eaton (hydraulics and power generation), Israel Aerospace Industries (nacelle structure) and GKN Aerospace (V-tail) among others. ⁣ ⁣ First flight of the V-280 Valor took place at Bell’s manufacturing plant in Amarillo, Texas, on 18 December 2017 and after a year of flight tests, had reached its target speed of 280 knots (320 mph), hence its name, V-280. ⁣ ⁣ The Valor has a V-tail made of thermoplastic materials for lightness. In fact, much of the Valor’s design was driven by weight considerations. Not only does this reduce costs and improve performance, it also makes the Valor more efficient in hover than the Osprey.⁣ ⁣ The V-280 gave a spirited flight display at the Fort Worth Alliance Air Show on its first public demonstration. The performance included transitions between vertical and horizontal flight, several maneuvers while in hover including touch and goes, and high speed egress while in transition to horizontal flight. ⁣ ⁣ November Aviation Photo Challenge | @kjdphoto1971 | #1119planes | “VTOL” | Day 19⠀⁣ ⠀⁣ #Avgeek #aviation #aircraft #planeporn #KAFW #AFW #AllianceAirport #FWAAS2019 #AllianceAirShow2019 #airport #planespotting #Bell #V280 #Valor #N280BH #instagramaviation #aviationlovers #aviationphotography #instaaviation #aviationlovers #aviationphotography #flight #AvGeeksAero #AvGeekNation #AvgeekSchoolofKnowledge (at Fort Worth Alliance Airport) https://www.instagram.com/p/B5DCtEZh2Fv/?igshid=oupvg4dibtdg

[sentinelchicken]

This photo is from the Bell V-280 Valor’s impressive first public flying demonstration last month at the Fort Worth Alliance Air Show. ⠀ ⠀ There are a number of significant differences between the Bell/Boeing V-22 Osprey and the V-280 Valor. The first one to note is size – the V-22 was designed for the ship to shore assault role and is a larger aircraft than the Valor, which was designed around an Army infantry squad. The Osprey can carry 24 troops, the Valor can carry 12. The V-22 has a rear loading ramp, but the Valor has dual side sliding doors not unlike the UH-60 Blackhawk. ⠀ ⠀ Unlike the Osprey where the entire engine nacelle tilts, the Valor’s engines remain in place while the rotors and drive shafts tilt, simplifying the nacelle structure design and engine operation. Not tilting the whole engine nacelle allows for clear access to the side doors and provides an unobstructed field of fire for door gunners. ⠀ ⠀ The Valor uses the General Electric T64 turboshaft engine, the same power plant used on the H-53 family of Sikorsky helicopters. Having the engine independent of the drive shaft and rotors simplifies engine changes and even routine engine maintenance. ⠀ ⠀ The wings are also composite and do not have any folding capability whereas the Osprey’s wing pivots above the fuselage to line up with the longitudinal axis of the fuselage – one of the design parameters of the Osprey that its shipboard footprint be similar to that of the CH-53 Sea Stallion. Not having this requirement also simplifies the Valor’s systems and lightens its weight. Like the Osprey, though, there is a cross shaft that goes through the wing that allows one engine to drive both rotors. ⠀ ⠀ November Aviation Photo Challenge | @kjdphoto1971 | #1119planes | “Rotary Wing” | Day 15⠀ ⠀ #Avgeek #aviation #aircraft #planeporn #KAFW #AFW #AllianceAirport #FWAAS2019 #AllianceAirShow2019 #airport #planespotting #Bell #V280 #Valor #N280BH #instagramaviation #aviationlovers #aviationphotography #instaaviation #aviationlovers #aviationphotography #flight #AvGeeksAero #AvGeekNation #AvgeekSchoolofKnowledge (at Fort Worth Alliance Airport) https://www.instagram.com/p/B46PbdxhSFx/?igshid=q11fwc6eebbv

[sentinelchicken]

The F-22’s unique metallic sheen camouflage isn’t just to reduce its visual signature, it also reduces it’s infrared signature. ⁣ In our atmosphere, CO2 gas and water vapor absorb the majority of infrared wavelengths, but there are two “windows” in the IR band where an aircraft can be detected. The first window is at 2-5 micron wavelength or Mid-IR. This is the infrared wavelength used by heat-seeking missiles. The engines and exhaust plume are the main sources of energy in Mid-IR. The second window that exists in our atmosphere is the 8-15 micron wavelength or Long-IR. This is the wavelength used by aircraft-mounted infrared search and track (IRST) and Forward-Looking Infrared (FLIR) sensors, something that has become more important since the advent of low-radar signature aircraft. On an aircraft, the main source of energy in the Long-IR window are solar/friction heating of the aircraft skin along with the engine exhaust plume, particularly at supersonic flight.⁣ ⁣ In the F-22, the flattened thrust vectoring nozzles help diffuse the exhaust plume and cool it quickly and the arrangement of the vertical fins and tailplanes help mask the actual engine exhaust. The Raptor’s unique paint scheme, however, helps attenuate the effects of airframe skin heat in Long-IR. ⁣ ⁣ When the F-22 is in Mach 1.5 supercruise (not using afterburners), atmospheric friction can heat up the aircraft skin by 150F, but this is usually offset by the cold at the high altitudes the Raptor operates when in supercruise- the ambient air temperatures are -70F at those altitudes. At Mach 2, the skin can heat up to 230F, and at Mach 2.5, the skin can heat up as much as 500F! Operating around Mach 1.5 in supercruise, there’s no big exhaust plume signature from the frontal aspect and the high altitudes plus the Raptor’s unique camouflage attenuates the skin heating, making the F-22 hard to detect at long infrared wavelengths.⁣ ⁣ November Aviation Photo Challenge | @kjdphoto1971 | #1119planes | “Supersonic” | Day 7⁣ ⁣ #Avgeek #aviation #aircraft #planeporn #KAFW #AFW #AllianceAirport #FWAAS2019 #AllianceAirShow2019 #airport #planespotting #Lockheed #F22 #Raptor #instagramaviation #aviationlovers (at Fort Worth Alliance Airport) https://www.instagram.com/p/B4jmTc4he6c/?igshid=t0h0ja6xq8zp