Wednesday, March 30, 2011

Singapore's ST Kinetics CPW (Compact Personal Weapon) submachine gun



The Compact Personal Weapon (or CPW in short) is a new development of Singaporean company ST Kinetics. CPW follows the current trend for modularity of design, with intent of providing a compact personal defense weapon of about pistol size but of greater effectiveness for military personnel which is normally not issued with rifle of any kind. It is yet to be seen if STK CPW will be produced in any numbers and adopted by any military or security force.

STK CPW prototye with red dot sight and telescoping butt collapsed.

The STK CPW is delayed blowback operated weapon that fires in single shots and in full automatic mode. It is made mostly from impact-resistant polymer, with aluminum alloy receiver. Barrel and bolt can be replaced to change the caliber from standard 9x19 to others (most possible choice being some small-caliber armor piercing round such as 4.6x30 HK or 5.7x28 FN). Of cause, this also will require use of different magazines, which, in turn, may require replacement of the rear part of the grip. The rear (removable) section of the grip and the magazine body are made from translucent polymer for easy check of remaining ammunition supply.Gun features ambidextrous controls, including safety, fire mode selector, bolt catch release and magazine release. It is fitted with telescoped buttstock. Sights are installed using integral Picatinny rail on the top of receiver, with standard being either open sights or red dot. Additional Picatinny rail is provided at the bottom of the gun housing, in front of the trigger guard.


Caliber 9x19mm Luger / Parabellum, possible others
Weight 1.5 kg
Length (stock closed/open) 350 / 500 mm
Barrel length 180 mm
Rate offire 900-1100rounds per minute
Magazine capacity 30 rounds
Effectiverange 100 meters
 

Tuesday, March 29, 2011

The Douglas A-4 Skyhawk: carrier-capable ground-attack aircraft



The Douglas A-4 Skyhawk is a carrier-capable ground-attack aircraft designed for the United States Navy and United States Marine Corps. The delta winged, single turbojet-engined Skyhawk was designed and produced by Douglas Aircraft Company, and later McDonnell Douglas. It was originally designated the A4D under the U.S. Navy's pre-1962 designation system.

Thermal cockpit shield for nuclear weapons' delivery.

Skyhawks played key roles in the Vietnam War, the Yom Kippur War, and the Falklands War. Fifty years after the aircraft's first flight, some of the nearly 3,000 produced remain in service with several air arms around the world, including with the Brazilian Navy's aircraft carrier, São Paulo.

A4-G of VF-805 takes a wire aboard HMAS Melbourne in 1980.

The Skyhawk was designed by Douglas Aircraft's Ed Heinemann in response to a U.S. Navy call for a jet-powered attack aircraft to replace the older AD Skyraider. Heinemann opted for a design that would minimize its size, weight, and complexity. The result was an aircraft that weighed only half of the Navy's weight specification. It had a wing so compact that it did not need to be folded for carrier stowage. The diminutive Skyhawk soon received the nicknames "Scooter", "Kiddiecar", "Bantam Bomber", "Tinker Toy Bomber", and, on account of its nimble performance, "Heinemann's Hot-Rod".

A4D-2 refueling a F8U-1P.

The aircraft is of conventional post-World War II design, with a low-mounted delta wing, tricycle undercarriage, and a single turbojet engine in the rear fuselage, with two air intakes on the fuselage sides. The tail is of cruciform design, with the horizontal stabilizer mounted above the fuselage. Armament consisted of two 20 mm (.79 in caliber) Colt Mk 12 cannons, one in each wing root, with 200 rpg, plus a large variety of bombs, rockets, and missiles carried on a hardpoint under the fuselage centerline and hardpoints under each wing (originally one per wing, later two).

VA-146 A-4Cs over the Gulf of Tonkin in August 1964. USS Kearsarge (CV-33) steams below.

The choice of a delta wing, for example, combined speed and maneuverability with a large fuel capacity and small overall size, thus not requiring folding wings, albeit at the expense of cruising efficiency. The leading edge slats were designed to drop automatically at the appropriate speed by gravity and air pressure, saving weight and space by omitting actuation motors and switches. Similarly the main undercarriage did not penetrate the main wing spar, designed so that when retracted only the wheel itself was inside the wing and the undercarriage struts were housed in a fairing below the wing. The wing structure itself could be lighter with the same overall strength and the absence of a wing folding mechanism further reduced weight. This is the opposite of what can often happen in aircraft design where a small weight increase in one area leads to a compounding increase in weight in other areas to compensate, leading to the need for more powerful, heavier engines and so on in a vicious circle.

The second production A4D-1.

The A-4 pioneered the concept of "buddy" air-to-air refueling. This allows the aircraft to supply others of the same type, eliminating the need of dedicated tanker aircraft—a particular advantage for small air arms or when operating in remote locations. This allows for greatly improved operational flexibility and reassurance against the loss or malfunction of tanker aircraft, though this procedure reduces the effective combat force on board the carrier. A designated supply A-4 would mount a center-mounted "buddy store", a large external fuel tank with a hose reel in the aft section and an extensible drogue refueling bucket. This aircraft was fueled up without armament and launched first. Attack aircraft would be armed to the maximum and given as much fuel as was allowable by maximum takeoff weight limits, far less than a full tank. Once airborne, they would then proceed to top off their fuel tanks from the tanker using the A-4's fixed refueling probe on the starboard side of the aircraft nose. They could then sortie with both full armament and fuel loads. While rarely used in U.S. service since the KA-3 Skywarrior tanker became available, the F/A-18E/F Super Hornet includes this capability.

VA-81 A4D-2 on the USS Forrestal in 1962.

The A-4 was also designed to be able to make an emergency landing, in the event of a hydraulic failure, on the two drop tanks nearly always carried by these aircraft. Such landings resulted in only minor damage to the nose of the aircraft which could be repaired in less than an hour. Ed Heinemann is credited with having a large "K.I.S.S." sign put up on the wall of the drawing office when the aircraft was being designed. Whether or not this is true, the A-4 certainly is a shining example of the application of that principle to aircraft design.

A-4C landing on the USS Kitty Hawk in 1966.

The Navy issued a contract for the type on 12 June 1952, and the first prototype first flew from Edwards Air Force Base, California on 22 June 1954. Deliveries to Navy and Marine Corps squadrons (to VA-72 and VMA-224 respectively) commenced in late 1956.

An Argentine A-4C being refueled shortly before its loss on 9 May 1982.

The Skyhawk remained in production until 1979, with 2,960 aircraft built, including 555 two-seat trainers. The last production A-4, an A-4M issued to a Marine squadron (VMA-223) had the flags of all nations who had operated the A-4 series aircraft painted on the fuselage sides.

Armed A-4Fs on the USS Hancock in 1972.

The Skyhawk proved to be a relatively common United States Navy aircraft export of the postwar era. Due to its small size, it could be operated from the older, smaller World War II-era aircraft carriers still used by many smaller navies during the 1960s. These older ships were often unable to accommodate newer Navy fighters such as the F-4 Phantom II and F-8 Crusader, which were faster and more capable than the A-4, but significantly larger and heavier than older naval fighters.

VFC-13 adversary A-4Fs at NAS Fallon in 1993.

The Navy operated the A-4 in both Regular Navy and Naval Reserve light attack squadrons (VA). Although the A-4's use as a training and adversary aircraft would continue well into the 1990s, the Navy began removing the aircraft from its front line attack squadrons in 1967, with the last ones (Super Foxes of VA-55/212/164) being retired in 1976.

Brazilian Navy AF-1 (A-4KU).

The Marine Corps would not take the U.S. Navy's replacement warplane, the A-7 Corsair II, instead keeping Skyhawks in service with both Regular Marine Corps and Marine Corps Reserve attack squadrons (VMA), and ordering the new A-4M model. The last USMC Skyhawk was delivered in 1979, and they were used until the mid-1980s before they were replaced by the equally small, but more versatile STOVL AV-8 Harrier II.

Kuwaiti A-4KUs on the flight line in 1991.

VMA-131, Marine Aircraft Group 49 (the Diamondbacks) retired its last four OA-4Ms on 22 June 1994. Lieutenant Colonel George "Eagle" Lake III (CO), Major John "Baja" Rufo (XO), Captain Dave "Yoda" Hurston, and Major Mike "Struts" Volland flew a final official USMC A-4 sortie during the A-4 Standdown Ceremony. Trainer versions of the Skyhawk remained in Navy service, however, finding a new lease on life with the advent of "adversary training", where the nimble A-4 was used as a stand-in for the Mikoyan-Gurevich MiG-17 in dissimilar air combat training (DACT). It served in that role at "Top Gun" until 1999.

The A-4's nimble performance also made it suitable to replace the F-4 Phantom II when the Navy downsized its aircraft for the Blue Angels demonstration team, until F/A-18 Hornets were available in the 1980s. The last U.S. Navy Skyhawks, TA-4J models belonging to the composite squadron VC-8, remained in military use for target-towing, and as adversary aircraft, for combat training at Naval Station Roosevelt Roads. These aircraft were officially retired on 3 May 2003.

Naval Reserve A-4L of VA-203.

Skyhawks were well-loved by their crews for being tough and agile. These attributes, along with their low purchase and operating cost as well as easy maintenance, have contributed to the popularity of the A-4 with American and international armed forces. Besides the United States, at least three other nations have used A-4 Skyhawks in combat (Argentina, Israel, and Kuwait).

A-4M of VMA-322.

Skyhawks were the Navy's primary light bomber used over North Vietnam during the early years of the Vietnam War while the USAF was flying the supersonic F-105 Thunderchief; they were later supplanted by the A-7 Corsair II in the Navy light bomber role. Skyhawks carried out some of the first air strikes by the US during the conflict, and a Marine Skyhawk is believed to have dropped the last American bombs on the country. Notable naval aviators who flew the Skyhawk included Lieutenant Commanders Everett Alvarez Jr. and John McCain, and Commander James Stockdale. On 1 May 1967, an A-4C Skyhawk piloted by Lieutenant Commander Theodore R. Swartz of VA-76 aboard the carrier USS Bon Homme Richard, shot down a North Vietnamese Air Force MiG-17 with an unguided Zuni rocket as the Skyhawk's only air-to-air victory of the Vietnam war.

From 1956 on, Navy Skyhawks were the first aircraft to be deployed outside of the U.S. armed with the AIM-9 Sidewinder. On strike missions, which was the Skyhawk's normal role, the air-to-air armament was for self defensive purposes.

Republic of Singapore Air Force A-4SU Super Skyhawk.

In the early-to-mid 1960s, standard US Navy A-4B Skyhawk squadrons were assigned to provide daytime fighter protection for ASW aircraft operating from some Essex class US anti-submarine warfare carriers, these aircraft retained their ground- and sea-attack capabilities. The A-4B model did not have an air-to-air radar, and it required visual identification of targets and guidance from either ships in the fleet or an airborne E-1 Tracer AEW aircraft. Lightweight and safer to land on smaller decks, Skyhawks would later also play a similar role flying from Australian, Argentinean, and Brazilian upgraded World War II surplus light ASW carriers, which were also unable to operate most large modern fighters. Primary air-to-air armament consisted of the internal 20 mm (.79 in) Colt cannons and ability to carry an AIM-9 Sidewinder missile on both underwing hardpoints, later additions of two more underwing hardpoints on some aircraft made for a total capacity of four AAMs.

Brazilian Navy A-4BR.

The first combat loss of an A-4 occurred on 5 August 1964, when Lieutenant junior grade Alvarez, of VA-144 aboard the USS Constellation, was shot down while attacking enemy torpedo boats in North Vietnam. Alvarez safely ejected after being hit by anti-aircraft artillery (AAA) fire, and became the first US Naval POW of the war; he was released as a POW on 12 February 1973. The last A-4 loss in the Vietnam War occurred on 26 September 1972, when USMC pilot Captain James P. Walsh, USMC of VMA-211, flying from his land base at Bien Hoa Air Base, South Vietnam, was hit by ground fire near An Loc. An Loc was one of the few remaining hotly contested areas during this time period, and Captain Walsh was providing close air support (CAS) for ground troops in contact (land battle/fire fight) when his A-4 was hit, catching fire, forcing him to eject. Rescue units were sent, but the SAR helicopter was damaged by enemy ground fire, and forced to withdraw. Captain Walsh, after safely ejecting, had landed within NVA (North Vietnamese Army) positions, and had become a POW as soon as his feet had touched the ground. Captain Walsh was the last US Marine to be taken prisoner during the war, and was released as a POW on 12 February 1973.

A-4B in the Intrepid Sea-Air-Space Museum.

Although the first A-4Es were flown in Vietnam in early 1965, the A-4Cs continued to be used until late 1970. The Seabees of MCB-10 went ashore on 7 May 1965. On 1 June 1965, the Chu Lai Short Airfield for Tactical Support (SATS) was officially opened with the arrival of eight A-4 Skyhawks from Cubi Point, Philippine Islands. The group landed with the aid of arresting cables, refueled and took off with the aid of JATO, with fuel and bombs to support Marine combat units. The Skyhawks were from Marine Attack Squadron VMA-223 and VMA-311.

An Israeli A-4N.

On 29 July 1967, the aircraft carrier USS Forrestal was conducting combat operations in the Gulf of Tonkin during the Vietnam War. A Zuni rocket misfired, knocking off an external tank on an A-4. Fuel from the leaking tank caught fire, creating a massive conflagration that burned for hours, killing 134 sailors, and injuring 161. (See 1967 USS Forrestal fire.)

During the war, 362 A-4/TA-4F Skyhawks were lost to all causes. The US Navy lost 271 A-4s, the US Marine Corps lost 81 A-4s and 10 TA-4Fs. A total of 32 A-4s were lost to surface-to-air missiles (SAMs), and one A-4 was lost in aerial combat to a MiG-17 on 25 April 1967.

Gate guardian A-4Q at Mar del Plata.

The A-4 Skyhawk was introduced to a training role in the two-seat TA-4J configuration replacing the TF-9J Cougar as the advanced jet trainer The TA-4J served as the advanced jet trainer in white and orange markings for decades until being replaced by the T-45 Goshawk. Additional TA-4J Skyhawks were assigned to Instrument Training RAGs at all the Navy master jet bases under RCVW-12 and RCVW-4. The Instrument RAGs initially provided jet transition training for Naval Aviators during the time period when Naval Aviation still had a great number of propeller-driven aircraft and also provided annual instrument training and check rides for Naval Aviators. The assigned TA-4J models were installed with collapsible hoods so the aviator under training had to demonstrate instrument flying skills without any outside reference. These units were VF-126 at NAS Miramar, VA-127 (later VFA-127) at NAS Lemoore, VF-43 at NAS Oceana and VA-45 (later VF-45) at NAS Cecil Field until its later move to NAS Key West.

OA-4M of MAG-32 in 1990.

Additional single-seat A-4 Skyhawks were also assigned to composite squadrons (VC) worldwide to provide training and other services to deployed units. These included VC-1 at NAS Barber's Point, VC-7 at NAS Miramar, VC-5 at NAS Cubi Point, the Philippines, VC-8 at NS Roosevelt Roads, Puerto Rico, VC-10 at NAVBASE Guantánamo Bay, Cuba, and Naval Reserve squadrons VC-12 (later VFC-12) at NAS Oceana and VC-13 (later VFC-13) at NAS Miramar.

RNZAF A-4K.

With renewed emphasis on Air Combat Maneuvering (ACM) training brought on with the establishment of the Navy Fighter Weapons School (TOPGUN) in 1969, the availability of A-4 Skyhawks in both the Instrument RAGs and Composite Squadrons at the master jet bases presented a ready resource of the nimble Skyhawks that had become the TOPGUN preferred surrogate for the MiG-17. At the time, the F-4 Phantom was just beginning to be exploited to its full potential as a fighter and had not performed as well as expected against the smaller North Vietnamese MiG-17 and MiG-21 opponents. TOPGUN introduced the notion of dissimilar air combat training (DACT) using the A-4E in the stripped Mongoose configuration with fixed slats.

TA-4F Skyhawk of VA-164 aboard the aircraft carrier USS Hancock in the early 1970s.

The small size of the Skyhawk and superb low speed handling in the hands of a well trained aviator made it ideal to teach fleet aviators the finer points of DACT. The squadrons eventually began to display vivid threat type paint schemes signifying their transition into the primary role of Adversary training. To better perform the Adversary role, single-seat A-4E and F models were introduced into the role, but the ultimate adversary Skyhawk was the Super Fox, which was equipped with the uprated J52-P-408 engine. This variant had entered service in 1974 with VA-55/VA-164/VA-212 on the final USS Hancock cruise and had been the variant that the Blue Angels had selected in 1973.

A US Navy TA-4J Skyhawk of TW-3 on the deck of USS Lexington, 1989.

The surplus of former USMC Skyhawks resulted in A-4M versions being used by both VF-126 and TOPGUN. Even though the A-4 was augmented by the F-5E, F-21 (Kfir), F-16, and F/A-18 in the Adversary role, the A-4 remained a viable threat surrogate until it was retired by VF-43 in 1993 and shortly thereafter by VFC-12. The last A-4 fleet operators were VC-8, which retired its Skyhawks in 2003.

The XA4D-1 prototype in 1954.

The A-4M was also operated by the Operations Maintenance Detachment(OMD) in an Adversary role based at Naval Air Station Dallas for the Naval Air Reserve. Many of the aviators that flew the 4 jets were attached to NAS Dallas, including the Commanding Officer. The aircraft were instrumental in training and development of Air Combat Maneuvers(ACM) for VF-201 and VF-202. The unit also completed several missions involving target towing to NAS Key West, NAS Kingsville, TX, and deployments to NAS Miramar, CA and NAS Fallon, NV for adversary support. The detachment was under the operational command of the Commander Fleet Logistics Support Wing(CFLSW) based at NAS Dallas.

A U.S. Navy A-4E of VA-164 from USS Oriskany (CVA-34) over North Vietnam in November 1967.

General characteristics
  • Crew: 1 (2 in OA-4F, TA-4F, TA-4J)
  • Length: 40 ft 3 in (12.22 m)
  • Wingspan: 26 ft 6 in (8.38 m)
  • Height: 15 ft (4.57 m)
  • Wing area: 259 ft² (24.15 m²)
  • Airfoil: NACA 0008-1.1-25 root, NACA 0005-0.825-50 tip
  • Empty weight: 10,450 lb (4,750 kg)
  • Loaded weight: 18,300 lb (8,318 kg)
  • Max takeoff weight: 24,500 lb (11,136 kg)
  • Powerplant: 1 × Pratt & Whitney J52-P8A turbojet, 9,300 lbf (10,000+ USMC A-4M and OA-4M) (41 kN)
Performance
  • Maximum speed: 585 kn (673 mph, 1,077 km/h)
  • Range: 1,700 nmi (2,000 mi, 3,220 km)
  • Combat radius: 625 nmi, 1,158 km/h ()
  • Service ceiling: 42,250 ft (12,880 m)
  • Rate of climb: 8,440 ft/min (43 m/s)
  • Wing loading: 70.7 lb/ft² (344.4 kg/m²)
  • Thrust/weight: 0.51
  • g-limit: -3/+8 g
Armament
  • Guns: 2× 20 mm (0.79 in) Colt Mk 12 cannon, 100 rounds/gun
  • Hardpoints: 4× under-wing & 1× under-fuselage pylon stations holding up to 9,900 lb (4,490 kg) of payload
  • Rockets:
    • 4× LAU-10 rocket pods (each with 4× 127 mm Mk 32 Zuni rockets)
  • Missiles:
    • Air-to-air missiles:
      • 4× AIM-9 Sidewinder
    • Air-to-surface missiles:
      • 2× AGM-12 Bullpup
      • 2× AGM-45 Shrike anti-radiation missile
      • 2× AGM-62 Walleye TV-guided glide bomb
      • 2× AGM-65 Maverick
  • Bombs:
    • 6× Rockeye-II Mark 20 Cluster Bomb Unit (CBU)
    • 6× Rockeye Mark 7/APAM-59 CBU
    • Mark 80 series of unguided bombs (including 3 kg and 14 kg practice bombs)
    • B57 nuclear bomb
    • B61 nuclear bomb
  • Others:
    • up to 3× 370 US gallons (1,400 L) Sargent Fletcher drop tanks (pylon stations 2, 3, 4 are wet plumbed) for ferry flight/extended range/loitering time
Avionics
  • Bendix AN/APN-141 Low altitude radar altimeter (refitted to C and E, standard in the F)
  • Stewart-Warner AN/APQ-145 Mapping & Ranging radar (mounted on A-4F, also found on A-4E/N/S/SU)

Thursday, March 24, 2011

The Colt model 635 submachine gun



This gun was developed circa 1982, and currently is offered by Colt for military and law enforcement users. It was or is used by numerous police agencies in USA, as well as by US Dept. Of Energy Nuclear plants security units, US DEA, US Marines and some others.

Model 635 is based on proven design of M16A2 assault rifle, modified to fire less powerful pistol ammunition. Modifications are: barrel without gas port and gas pipe; simple blowback bolt; modified magazine port; CAR-15 - type retractable buttstock.

Colt model 633 "shorty" submachine gun.

Model 635 submachine gun fires from closed bolt to improve accuracy and maintains M16-type trigger group. Model 635 has three-position safety-fire selector with available modes of fire of semi-auto and full-auto. Model 639 is similar to model 635 except that it features M16A2 type trigger, with semi-auto and 3 round burst modes of fire. Model 634 is a carbine variant with only semiautomatic mode of fire available. Model 633 SMG features even shorter 7 inch (178 mm) barrel with simplified front sight post.

The main advantage of Model 635 SMG is that its controls and appearance is almost identical to M16 assault rifle, making it much easier to transfer users from one weapon to another.

Colt model 635 submachine gun.

Caliber: 9x19mm Luger/Para
Weight: 2.59 kg empty
Lenght (stock closed/open): 650 / 730 mm
Barrel lenght: 260 mm
Rate of fire: 900 rounds per minute
Magazine capacity: 20 or 32 rounds
Effective range: 200 meters

Monday, March 21, 2011

The F-5A/B Freedom Fighter and F-5E/F Tiger II by Northrop



The Northrop F-5A/B Freedom Fighter and F-5E/F Tiger II are part of a family of widely used light supersonic fighter aircraft, designed and built by Northrop in the United States, beginning in the 1960s. Hundreds remain in service in air forces around the world in the early 21st Century, and the type has also been the basis for a number of other aircraft.

The first Northrop YF-5A prototype aircraft.

The F-5 started life as a privately funded light fighter program by Northrop in the 1950s. The first generation F-5A Freedom Fighter entered service in the 1960s. Over 800 were produced through 1972 for U.S. allies during the Cold War. The USAF had no need for a light fighter, but it did specify a requirement for a supersonic trainer and procured about 1,200 of a derivative airframe for this purpose, the T-38 Talon.

NASA F-5E modified for DARPA sonic boom tests.

The improved second-generation F-5E Tiger II was also primarily used by American Cold War allies and, in limited quantities, served in US military aviation as a training and aggressor aircraft; Tiger II production amounted to 1,400 of all versions, with production ending in 1987. Many F-5s continuing in service into the 1990s and 2000s have undergone a wide variety of upgrade programs to keep pace with the changing combat environment. The F-5 was also developed into a dedicated reconnaissance version, the RF-5 Tigereye.

Official roll-out of first USAF F-5E Tiger-II.

The F-5 served as a starting point for a series of design studies which resulted in the twin-tailed Northrop YF-17 and the F/A-18 series of carrier-based fighters. The F-20 Tigershark was an advanced version of the F-5E that did not find a market. The F-5N/F variants remain in service with the United States Navy and United States Marine Corps as an adversary trainer.

Early series F-5E.

In the mid-1950s, Northrop started development on a low-cost, low-maintenance fighter, with the company designation N-156, partly to meet a US Navy requirement for a jet fighter to operate from its Escort Carriers, which were too small to operate the Navy's existing jet fighters. This requirement disappeared when the Navy decided to withdraw the Escort Carriers, but Northrop continued development of the N-156, with both a two seat advanced trainer (the N-156T), and a single-seat fighter (the N-156F) planned. The N-156 was based on the use of a pair of an afterburning version of the General Electric J85 engine which was originally designed to power the tiny McDonnell ADM-20 Quail decoy, then carried by the B-52 bomber. This requirement created a very small engine with a very high thrust-to-weight ratio.

USAF F-5F with AIM-9J Sidewinder, AGM-65 Maverick missiles and auxiliary fuel tanks over Edwards Air Force Base, in September 1976.

The N-156T was selected by the United States Air Force as a replacement for the T-33 in July 1965, allowing development of the trainer to progress at full speed, the first example, later designated YT-38 Talon, flying on 12 June 1959 with a total of 1,158 Talons being built by the time production ended in January 1972.

Development of the N-156F continued at a lower priority as a private venture by Northrop, which was rewarded by an order for three prototypes on 25 February 1958 as a prospective low cost fighter that could be supplied under the Military Assistance Program for distribution to less-developed nations. The first N-156F flew at Edwards Air Force Base on 30 July 1959, exceeding the speed of sound on its first flight.

Imperial Iranian Air Force Golden Crown F-5E.

Although testing of the N-156F was successful, demonstrating unprecedented reliability and proving superior in the ground-attack role to the USAF's existing F-100 Super Sabres, official interest in the Northrop type waned, and by 1960 it looked as if the program was a failure. Interest revived in 1961, however, when the U.S. Army tested it, (along with the A-4 Skyhawk and Fiat G.91) for reconnaissance and close-support, but although all three types proved capable during Army testing, operating fixed-wing combat aircraft was legally the responsibility of the Air Force, which would neither agree to operate the N-156 nor to allow the Army to operate fixed-wing combat aircraft (a situation repeated with the C-7 Caribou). In 1962, however, the Kennedy Administration revived the requirement for a low-cost export fighter, selecting the N-156F as winner of the F-X competition on 23 April 1962 subsequently becoming the F-5A, being ordered into production in October that year. It was named under the 1962 United States Tri-Service aircraft designation system which included a re-set of the fighter number series (the General Dynamics F-111 was the highest sequentially numbered P/F-aircraft to enter service under the old number sequence).

F-5As of Islamic Republic of Iran Air Force.

Northrop built 636 F-5As (including the YF-5A prototype) before production ended in 1972. These were accompanied by 200 two-seat F-5B aircraft. These were operational trainers, lacking the nose-mounted cannon but otherwise combat-capable, while 86 RF-5A reconnaissance variants of the F-5A, fitted with a four camera nose were also built. In addition Canadair built 240 first generation F-5s under license, with CASA in Spain adding a further 70 aircraft.

In 1970 Northrop won a competition for an improved International Fighter Aircraft (IFA) to replace the F-5A, with better air-to-air performance against aircraft like the Soviet MiG 21. The resultant aircraft, initially known as F-5A-21, subsequently became the F-5E. It had more powerful (5,000 lbf) General Electric J85-21 engines, and had a lengthened and enlarged fuselage, accommodating more fuel. Its wings were fitted with enlarged leading edge extensions, giving an increased wing area and improved maneuverability. The aircraft's avionics were more sophisticated, crucially including a radar (initially the Emerson Electric AN/APQ-153) (the F-5A and B had no radar). It retained the gun armament of two M39 cannon, one on either side of the nose) of the F-5A. Various specific avionics fits could be accommodated at customer request, including an inertial navigation system, TACAN and ECM equipment. The first F-5E flew on 11 August 1972.

A 602d TFS F-5B at Bien Hoa, 1966.

A two-seat combat-capable trainer, the F-5F, was offered, first flying on 25 September 1974, with a new, longer nose, which, unlike the F-5B which did not mount a gun, allowed it to retain a single M39 cannon, albeit with a reduced ammunition capacity. The two-seater was equipped with the Emerson AN/APQ-157 radar, which is a derivative of the AN/APQ-153 radar, with dual control and display systems to accommodate the two-men crew, and the radar has the same range of AN/APQ-153, around 10 nmi. A reconnaissance version, the RF-5E Tigereye, with a sensor package in the nose displacing the radar and one cannon, was also offered. The latest radar upgrade included the Emerson AN/APG-69, which was the successor of AN/APQ-159, incorporating mapping capability, however, most nations chose not to upgrade due to financial reasons, and the radar only saw very limited service in USAF aggressor squadrons and Swiss air force.


VNAF F-5C Bien Hoa Air Base, 1971.


The F-5E eventually received the official name Tiger II. The F-5E experienced numerous upgrades in its service life, with the most significant one being adopting a new planar array radar, Emerson AN/APQ-159 with a range of 20 nmi to replace the original AN/APQ-153. Similar radar upgrades were also proposed for F-5F, with the derivative of AN/APQ-159, the AN/APQ-167, to replace the AN/APQ-157, but was never carried out.

 A former Swiss F-5N in service with US Navy aggressor squadron VFC-111.

USAF F-5F with AIM-9J Sidewinder, AGM-65 Maverick missiles and auxiliary fuel tanks over Edwards Air Force Base, in September 1976.

RTAF F-5 and USAF F-15 in the background.

Northrop built 792 F-5Es, 140 F-5Fs and 12 RF-5Es. More were built under license overseas: 91 F-5Es and -Fs in Switzerland; 68 by Korean Air in South Korea, and 308 in Taiwan.

A Canadian Forces Air Command's CF-116.

The F-5 proved to be a successful combat aircraft for US allies, but had only limited combat service with the US Air Force in Vietnam. The F-5E evolved into the single-engine F-5G, which was rebranded the F-20 Tigershark. It lost out on export sales to the F-16 in the 1980s.

Kenya Air Force F-5E Tiger II and an USAF C-5 Galaxy in the background.

Various F-5 versions remain in service with many nations. Singapore has approximately 49 modernized and re-designated F-5S (single-seat) and F-5T (two-seat) aircraft. Upgrades include new FIAR Grifo-F X-band radar from Galileo Avionica (similar in performance to the AN/APG-69), updated cockpits with multi-function displays, and compatibility with the AIM-120 AMRAAM and Rafael Python air-to-air missiles.

Mexican Air Force F-5 jets.

Similar programs have been carried out in Chile and Brazil with the help of Elbit. The Chilean upgrade, called the F-5 Tiger III Plus, incorporated a new Elta EL/M-2032 radar and other improvements. The Brazilian program, whose product is called the F-5M (Modernized), is armed with Python V coupled to the DASH helmet-mounted cue system, and new GRIFO radar, cockpit displays and navigation electronics. The Brazilian F-5M is also equipped with the Israeli Derby missile and can operate in a BVR environment. In the Cruzex 2006 multinational war games, a Brazilian F-5 made simulated kills on two French Dassault Mirage 2000N aircraft, which were supported by an E-3 Sentry and escorted by other two Mirage 2000C. This result was achieved by using the Derby and the information relayed by datalink from an AEW&C plane, the Embraer R-99, fitted with the Erieye AESA radar.

NF-5B of the Turkish Stars aerobatic team at RIAT 2008, England.

Other upgrade programs have been carried out in Royal Thai Air Force by Israel being called the F-5T Tigris, armed with Python III and 4 (with the Dash helmet-mounted cueing system). Unlike other F-5s which have undergone updates, the RTAF aircraft cannot use BVR missiles.

An F-5S belonging to 144 Squadron, Republic of Singapore Air Force prepares for takeoff.

One NASA F-5E was given a modified fuselage shape for its employment in the Shaped Sonic Boom Demonstration program carried out by DARPA. It is preserved in the Valiant Air Command Museum at Titusville, Florida.

 A civilian F-5B (restored to include a U.S. Air Force paint scheme) flies a low pass down Runway 30 at the Mojave Spaceport.

Friday, March 18, 2011

The M3 Grease submachine gun

The M3 submachine gun, also known as Grease gun, was developed as a cheaper war-time alternative to famous Thompson M1 and M1928 submachine guns.The basic requirements were set by US Ordnance Corps in February, 1941. The George Hyde and Frederick Sampson, working together at Inland Division of general Motors Corp developed a prototype, which was designated as T20. This was a very simple weapon, made mostly from steel stampings. In November 1942 T20 was tested against several other prototypes, and was found superior to all other contestants. Late in 1942 the T20 was recommended for adoption, which followed in 1943. Combat use of a newly adopted M3 submachine gun showed some problematic points in design, most notably in cocking mechanism. The problems were solved by elimination of this unit, which was done in 1944. The further simplified weapon received designation M3A1, and served with US Armed forces through the later part of WW2, Korean and Vietnam wars. M3A1 was issued to US tank crews up until 1980s.

 M3 submachine gun, right side view.

M3 submachine gun is full-automatic only, blowback operated firearm that fired from open bolt. The receiver is made from steel stampings. M3 featured spring-loaded ejection port cover (which also also act as safety,locking the bolt when it is closed) and crank-type bolt retracting (cocking) handle at the right side of the receiver. In M3A1 the designers removed cocking handle assembly (which was source of malfunctions) and replaced it with simple finger hole in the bolt body, accessible through enlarged ejection window. Also, M3A1's could be converted for 9x19mm Luger ammunition by replacing the barrel, bolt, and installing the magazine adaptor to use British STEN magazines.

M3 submachine gun, left side view, shoulder stock fully retracted.

The retractable stock, made from steel wire, could be used as cleaning rod (when detached),and it also featured a magazine loading tool. The hollow grip of the gun contained a small oilier, which was necessary as the all-steel gun rusted easily in wet climate.

M3 submachine gun, partially disassembled. Note dual return springs and a separate cocking mechanism housing.

A special version of the M3A1 was produced for clandestine operations; it featured long, integral silencer.

M3A1 submachine gun. Note enlarged dust cover, absence of a cocking handle and optional flash hider.

Rare version of M3A1 submachine gun, fitted with integral silencer.
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