The servo will then drive to the commanded position and re-engage the handle to the spider detent, resuming normal operation. The oversweep is only used while on the ground to reduce the wing span to make it easier to spot the aircraft on the carrier deck. As the wing will sweep over the stabilizers on the tail the horizontal tail authority system is enabled to prevent the wings and stabilizers from damaging each other by restricting movement of the stabilizer. When the wings have physically exited the oversweep the caution light and the OVER flag will turn off. See the Throttle and the Throttle Quadrant. The emergency wing-sweep handle on the throttle quadrant is used to control the mechanical emergency mode, see emergency mode above.

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In total, over aircraft of five main derivative types were built over a span of approximately 30 years, ending in Today, more than of these aircraft remain in active service in 27 Air Forces around the world, including Ts in the USAF inventory.

Many of these aircraft especially the dual-seat versions are being upgraded and refurbished and are planned to remain in active service until at least The longevity of this aircraft family results directly from the high quality of the basic design. These aircraft are widely praised for their superior flying qualities, lightweight but durable structure, highly reliable systems and ease of maintenance.

Importantly, the safety record of these aircraft has proven to be very good. In fact, the T has the best safety record of any supersonic aircraft that has ever been in the USAF inventory. A total of were built. Due to the inherent quality of its design, the T will be modernized and upgraded, and will not be replaced with a new design trainer for many years.

In direct contrast to most fighter aircraft of its day, design emphasis in the F-5A was given to simplicity. The aircraft was sold to 21 different foreign countries. A total of single-seat F-5As were built. A dual-seat version the F-5B was built in limited numbers , principally to serve as a transition trainer for pilots scheduled for the single-seater. The F-5E incorporated higher thrust engines, a larger wing, and greater internal fuel capacity. The F-5E also was given a more advanced weapon delivery system than the F-5A, incorporating, for the first time, a search radar.

The prototype F-5E made its first flight in A dual-seat version was also developed the F-5F and made its first flight in A total of single-seat F-5Es and dual-seat F-5F aircraft were built. RF-5E Both the F-5A and the F-5E were designed with the capability to perform reconnaissance missions by replacing the nose section or radome with a small camera package. The reconnaissance capability of these aircraft was very limited due to the size of the cameras that could be installed.

Northrop built only 12 of these aircraft. Subsequent to the closure of the F-5 production line, 13 additional F-5E aircraft were converted in the field to the RF-5E configuration, bringing the total fleet size to The first flight of the prototype was in August Initially, the F-5G used the same avionics that were installed in the F-5E.

Later in the project, a modern avionics system was developed for the aircraft and its designation was changed to F Later, the Reagan and Bush administrations decided to export the more capable F widely, killing the market potential for the F The project was canceled in October All Logos and trademarks on this website are the property of their respective owners.


T-38 / F-5 History

Text Size The Supercritical Airfoil An airfoil considered unconventional when tested in the early s by NASA at the Dryden Flight Research Center is now universally recognized by the aviation industry as a wing design that increases flying efficiency and helps lower fuel costs. NASA Photo E Called the supercritical airfoil, the design has led to development of the supercritical wings SCW now used worldwide on business jets, airliners and transports, and numerous military aircraft. Conventional wings are rounded on top and flat on the bottom. The SCW is flatter on the top, rounded on the bottom, and the upper trailing edge is accented with a downward curve to restore lift lost by flattening the upper surface. At speeds in the transonic range -- just below and just above the speed of sound -- the SCW delays the formation of the supersonic shock wave on the upper wing surface and reduces its strength, allowing the aircraft to fly faster with less effort. Before the program ended, the U.


Course Finder

Japan considered both aircraft carefully, and attempted to negotiate licensed production of the Jaguar, [2] but these plans failed, possibly due to nationalism and an issue with the Imperial family, [3] or more prosaically, due to the high royalty payments demanded by SEPECAT. In , Japanese aviation firms Fuji , Kawasaki , and Mitsubishi , each submitted proposals, and in September , under lead designer Dr. The official contract was issued for the development of the XT-2 was placed on 30 March , with Mitsubishi as prime contractor and Fuji as Prime sub-contractor. Several other subcontracts with aerospace firms and other minor aviation manufacturers were also established. The XT-2 was followed by three more prototypes, and became the first aircraft of Japanese design to break the sound barrier in level flight.

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