An F/A-18 inverted above an F-14

The F/A-18C and D models are the result of a block upgrade in 1987^[18] incorporating upgraded radar, avionics, and the capacity to carry new missiles such as the AIM-120 AMRAAM air-to-air missile and AGM-65 Maverick^[8] and AGM-84 Harpoon air-to-surface missiles. Other upgrades include the Martin-Baker NACES (Navy Aircrew Common Ejection Seat), and a self-protection jammer. A synthetic aperture ground mapping radar enables the pilot to locate targets in poor visibility conditions. C and D models delivered since 1989 also have improved night attack abilities, consisting of the Hughes AN/AAR-50 thermal navigation pod, the Loral AN/AAS-38 NITE Hawk FLIR (forward looking infrared array) targeting pod, night vision goggles, and two full-color (formerly monochrome) multi-function display (MFDs) and a color moving map.^[8]

In addition, 60 D-model Hornets are configured as the night attack F/A-18D (RC) with ability for reconnaissance.^[106] These could be outfitted with the ATARS electro-optical sensor package that includes a sensor pod and equipment mounted in the place of the M61 cannon.

Beginning in 1992, the F404-GE-402 enhanced performance engine, providing approximately 10% more maximum static thrust became the standard Hornet engine. Since 1993, the AAS-38A NITE Hawk added a designator/ranger laser, allowing it to self-mark targets. The later AAS-38B added the ability to strike targets designated by lasers from other aircraft.

Production of the C- and D- models ended in 2000. The last F/A-18C was assembled in Finland and delivered to the Finnish Air Force in August 2000. The last F/A-18D was delivered to the U.S. Marine Corps in August 2000.

F-14A[edit]

The F-14A was the initial two-seat, twin-engine, all-weather interceptor fighter variant for the U.S. Navy. It first flew on 21 December 1970. The first 12 F-14As were prototype versions^[83] (sometimes called YF-14As). Modifications late in its service life added precision strike munitions to its armament. The U.S. Navy received 478 F-14A aircraft and 79 were received by Iran.^[80] The final 102 F-14As were delivered with improved Pratt & Whitney TF30-P-414A engines.^[84] Additionally, an 80th F-14A was manufactured for Iran, but was delivered to the U.S. Navy.^[80]

Throughout its life, the platform's software has been upgraded several times and although these upgrades were due to be stopped as part of plans to retire the A-10 in February 2014, Secretary of the Air Force Deborah Lee James ordered that the latest upgrade, designated Suite 8, continue in response to Congressional pressure. Suite 8 software includes IFF Mode 5, which modernizes the ability to identify the A-10 to friendly units.^[47] Additionally, the Pave Penny pods and pylons are being removed as their receive-only capability has been replaced by the AN/AAQ-28(V)4 LITENING AT targeting pods or Sniper XR targeting pod, which both have laser designators and laser rangefinders.^[48]

In 2012, Air Combat Command requested the testing of a 600-gallon external fuel tank which would extend the A-10's loitering time by 45–60 minutes; flight testing of such a tank had been conducted in 1997, but did not involve combat evaluation. Over 30 flight tests were conducted by the 40th Flight Test Squadron to gather data on the aircraft's handling characteristics and performance across different load configurations. It was reported that the tank slightly reduced stability in the yaw axis, but there was no decrease in aircraft tracking performance.^[49]

The TF30 had been plagued from the start with susceptibility to compressor stalls at high AoA and during rapid throttle transients or above 30,000 ft (9,100 m). The F110-GE-400 engine provided a significant increase in thrust, producing 23,400 lbf (104 kN) with afterburner at sea level, which rose to 30,200 lbf (134 kN) at Mach 0.9.^[85] The increased thrust gave the Tomcat a better than 1:1 thrust-to-weight ratio at low fuel quantities. The basic engine thrust without afterburner was powerful enough for carrier launches, further increasing safety. Another benefit was allowing the Tomcat to cruise comfortably above 30,000 ft (9,100 m), which increased its range and survivability. The F-14B arrived in time to participate in Desert Storm.

In the late 1990s, 67 F-14Bs were upgraded to extend airframe life and improve offensive and defensive avionics systems. The modified aircraft became known as F-14B Upgrade.^[84]

When A-10 full-rate production was first authorized the planned service life was 6,000 hours. A small reinforcement to the design was quickly adopted when the A-10 failed initial fatigue testing at 80% of testing; with the fix, the A-10 passed the fatigue tests, and 8,000 flight-hour service lives were becoming common at the time, so fatigue testing of the A-10 continued with a new 8,000 hour target. Fatigue testing for the new target quickly discovered serious cracks at Wing Station 23 (WS23) where the outboard portions of the wings are joined to the fuselage. The first production change was to add cold working at WS23 to address this problem. Soon after that, the Air Force determined that the real-world A-10 fleet fatigue was more harsh than estimated, forcing them to change their fatigue testing, introducing "spectrum 3" equivalent flight-hour testing.^[7]

Spectrum 3 fatigue testing started in 1979. This round of testing quickly determined that more drastic reinforcement would be needed. The second change in production, starting with aircraft #442, was to increase the thickness of the lower skin on the outer wing panels. A tech order was issued to retrofit the "thick skin" to the whole fleet, but the tech order was rescinded after roughly 242 planes, leaving about 200 planes with the original "thin skin". Starting with aircraft #530, cold working at WS0 was performed, and this retrofit was performed on earlier aircraft. A fourth, even more drastic change was initiated with aircraft #582, again to address the problems discovered with spectrum 3 testing. This change increased the thickness on the lower skin on the center wing panel, but it required modifications to the lower spar caps to accommodate the thicker skin. The Air Force determined that it was not economically feasible to retrofit earlier planes with this modification.^[7]

While other variants entered production during the 1960s, Saab continued the development of the more capable all-weather interceptor version of the aircraft, the JA 37. In 1970, Sweden's air defenses had been closely inspected and it was determined that the prospective JA 37 Viggen was highly suited to the role.^[27] In 1972, the Swedish government authorized the development of the fighter-interceptor variant to proceed, which was followed by several major contracts for the JA 37's further development.^[29] A total of five prototypes would be produced, four of which being modified AJ 37s and one being a sole pre-production JA 37 model, to test the control systems, engine, avionics, and armaments respectively.^[27] In June 1974, the first of these prototypes conducted its maiden flight; later that year, an initial order for 30 JA 37s was issued by the Swedish government.^[27]

The JA 37 Viggen featured various changes from its predecessor, including revisions to the design of the airframe, the use of the more powerful RM8B powerplant, a new generation of electronics being adopted, and a revised armament configuration employed; the principle externally visible changes from most earlier variants were a taller tailfin and the underfuselage gunpack arrangement.^[4][9][35] The JA 37, in addition to its principal aerial combat mission, also retained a secondary ground-attack capability, and was better suited to low-level operations.^[27][36] In November 1977, the first production JA 37 Viggen conducted its maiden flight.^[37] Operational trials for the new variant were conducted between January and December 1979, which resulted in the type being introduced to operational service that year.^[37][38] According to Flight International, at the time of the JA 37's introduction, it was the most advanced European fighter then in service.^[9]

In December 1973, a joint American and British team completed a project document defining an Advanced Harrier powered by the Pegasus 15 engine. The Advanced Harrier was intended to replace the original RAF and USMC Harriers, as well as the USMC's A-4.^[11][12] The aim of the Advanced Harrier was to double the AV-8's payload and range, and was therefore unofficially named AV-16. The British government pulled out of the project in March 1975 owing to decreased defense funding, rising costs, and the RAF's insufficient 60-aircraft requirement.^[10][12][13] With development costs estimated to be around £180–200 million (1974 British pounds),^[14] the United States was unwilling to fund development by itself, and ended the project later that year.^[15]

Despite the project's termination, the two companies continued to take different paths toward an enhanced Harrier. Hawker Siddeley focused on a new larger wing that could be retrofitted to existing operational aircraft, while McDonnell Douglas independently pursued a less ambitious, though still expensive, project catering to the needs of the US military. Using knowledge gleaned from the AV-16 effort, though dropping some items—such as the larger Pegasus engine—McDonnell Douglas kept the basic structure and engine for an aircraft tailored for the USMC.^[10][16]

The first F-5E flew on 11 August 1972.^[40] A two-seat combat-capable trainer, the F-5F, was offered, first flying on 25 September 1974, at Edwards Air Force Base, with a new nose, that was 3 feet longer, which, unlike the F-5B that did not mount a gun, allowed it to retain a single M39 cannon, albeit with a reduced ammunition capacity.^[41] 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. On 6 April 1973, the 425th TFS at Williams Air Force Base, Ariz. received the first F-5E Tiger II.^[42]

The fighter-bomber version (F-86H) could carry up to 2,000 lb (907 kg) of bombs, including an external fuel-type tank that could carry napalm.^[23] Unguided 2.75 in (70 mm) rockets were used on some fighters on training missions, but 5-inch (127 mm) rockets were later carried on combat operations. The F-86 could also be fitted with a pair of external jettisonable jet fuel tanks (four on the F-86F beginning in 1953) that extended the range of the aircraft. Both the interceptor and fighter-bomber versions carried six 0.50 in (12.7 mm) M3 Browning machine guns with electrically boosted feed in the nose (later versions of the F-86H carried four 20 mm (0.79 in) cannon instead of machine guns). Firing at a rate of 1,200 rounds per minute,^[24] the 0.50 in guns were harmonized to converge at 1,000 ft (305 m) in front of the aircraft, using armor-piercing (AP) and armor-piercing incendiary (API) rounds, with one armor-piercing incendiary tracer (APIT) for every five AP or API rounds. The API rounds used during the Korean War contained magnesium, which were designed to ignite upon impact but burned poorly above 35,000 ft (11,000 m) as oxygen levels were insufficient to sustain combustion at that height. Initial planes were fitted with the Mark 18 manual-ranging computing gun sight. The last 24 F-86A-5-Nas and F-86E were equipped with the A-1CM gunsight-AN/APG-30 radar, which used radar to automatically compute a target's range, which later proved to be advantageous against MiG opponents over Korea.^{[citation needed]}

From late 1943, P-51Bs and Cs (supplemented by P-51Ds from mid-1944) were used by the USAAF's Eighth Air Force to escort bombers in raids over Germany, while the RAF's Second Tactical Air Force and the USAAF's Ninth Air Force used the Merlin-powered Mustangs as fighter-bombers, roles in which the Mustang helped ensure Allied air superiorityin 1944.^[10] The P-51 was also used by Allied air forces in the North African, Mediterranean, Italian and Pacific theaters. During World War II, Mustang pilots claimed to have destroyed 4,950 enemy aircraft.^{[nb 2]}

At the start of the Korean War, the Mustang, by then redesignated F-51, was the main fighter of the United Nations until jet fighters, including North American's F-86, took over this role; the Mustang then became a specialized fighter-bomber. Despite the advent of jet fighters, the Mustang remained in service with some air forces until the early 1980s. After the Korean War, Mustangs became popular civilian warbird and air racing aircraft.

During the Battle of Britain, from July to October 1940, the public perceived the Spitfire to be the main RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against Nazi Germany's air force, the Luftwaffe. However, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes because of the fighter's higher performance. During the Battle, Spitfires were generally tasked with engaging Luftwaffe fighters—mainly Messerschmitt Bf 109E series aircraft—which were a close match for them.

After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific, and South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlins and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW). As a result, the Spitfire's performance and capabilities improved over the course of its service life.

The main rotor system was originally based upon the rigid rotor technology developed by Messerschmitt-Bölkow-Blohm for the MBB Bo 105; however, due to control problems experienced while at high speeds upon prototype aircraft, the rigid rotor was replaced with a semi-articulated one on production aircraft. The difficulties experienced with the early design of the main rotor was one of the factors contributing to the lengthy development time of the Gazelle.^[13] The individual rotor blades were crafted out of composite materials, primarily composed of fiberglass, and had been designed for an extremely long operational lifespan; composite rotor blades would become a common feature of later helicopters.^[11][14] The main rotor maintains a constant speed in normal flight, and is described as having a "wide range of tolerance" for autorotation.^[15]

The Gazelle is capable of transporting up to five passengers and up to 1,320 pounds of cargo on the underside cargo hook, or alternatively up to 1,100 pounds of freight in 80 cubic feet of internal space in the rear of the cabin. Armed variants would carry up to four HOT (Haut subsonique Optiquement Téléguidé Tiré d'un Tube) wire-guided anti-tank missiles, or a forward firing 20mm cannon mounted to the fuselage sides with its ammunition supply placed in the cabin.^[16] Various optional equipment can be installed upon the Gazelle, such as fittings for engine noise suppression, 53 gallon ferry tanks, a rescue winch capable of lifting up to 390 pounds, emergency flotation gear, particle filter, high landing skids, cabin heater, adjustable landing lights, and engine anti-icing systems.^[17] While the Gazelle had been developed under a military-orientated design programme, following the type's entry to service increasing attention to the commercial market was paid as well.^[18] The type was marketed to civil customers; notably, civilian operator Vought Helicopters at one point had a fleet of at least 70 Gazelles.^[6][19] Civil-orientated Gazelles often included an external baggage access door mounted beneath the main cabin.^[20]

Civil SA 341G Gazelle

The Gazelle was the first helicopter to be adapted for single-pilot operations under instrument flight rules. An advanced duplex autopilot system was developed by Honeywell in order to allow the pilot to not be overworked during solo flights; the Gazelle was chosen as the platform to develop this capability as it was one of the faster and more stable helicopters in service at that point and had a reputation for being easy to fly.^[21] The docile flying abilities of the Gazelle are such that it has been reported as being capable of comfortably flying without its main hydraulic system operation at speeds of up to 100 knots.^[22] The flight controls are highly responsive; unusually, the Gazelle lacks a throttle or a trimming system. Hydraulic servo boosters are present on all flight control circuits to mitigate control difficulties in the event of equipment failure.^[19][22]

The Gazelle was designed to be easy to maintain, all bearings were life-rated without need for continuous application of lubrication and most fluid reservoirs to be rapidly inspected.^[22] The emphasis in the design stage of achieving minimal maintenance requirements contributed towards the helicopter's low running costs; many of the components were designed to have a service life in excess of 700 flying hours, and in some cases 1,200 flight hours, before requiring replacement.^[23] Due to the performance of many of the Gazelle's subsystems, features pioneered upon the Gazelle such as the fenestron would appear upon later Aerospatiale designs.^[13][24]

As the Gazelle continued to serve into the 21st century, several major modernisation and upgrade programs were undertaken, commonly adding new avionics to increase the aircraft's capabilities. Aerotec group offered an overhaul package to existing operators, which comprised upgraded ballistic protection, night vision goggles, new munitions including rockets and machine guns, and 3D navigational displays; as of 2013, Egypt is said to be interested in upgrading their domestically built Gazelles.^[25] QinetiQ developed a Direct Voice Input (DVI) system for the Gazelle, the DVI system enables voice control over many aspects of the aircraft, lowering the demands placed upon the crew.^[26] In September 2011, QinetiQ and Northrop Grumman proposed outfitting former British Gazelles with autonomous flight management systems derived from the Northrop Grumman MQ-8 Fire Scout, converting them into unmanned aerial vehicles (UAV)s to meet a Royal Navy requirement for an unmanned maritime aerial platform.^[27]

The "Hotel" model Huey was produced in larger numbers than any other model, with 4,850 delivered to the US Army alone.^[4] The "Hotel" model was widely exported and was also built under license in Germany, Italy, Japan and Taiwan.^[3]

Ten were sold to Canada for use under the designation CUH-1H with the first one was delivered on 6 March 1968. These were evaluated by the Canadian Forces and found unsuitable for Canadian tactical use, which resulted in the Canadian government sponsoring the development of the twin-engined version of the "Hotel", the UH-1N Twin Huey. The ten CUH-1Hs were re-equipped for search and rescue use, redesignated CH-118 and served until 1995.^[3][4]

Bell developed a certified version of the UH-1H for the civil market. The aircraft incorporated minor changes for safety, such as dual sliding door locks and a baggage compartment in the tailboom. It was marketed by Bell as the Model 205A and later the improved 205A-1.^[3]

The "Hotel" model Huey was also the basis for a number of sub-variants:

• HH-1H was a UH-1H equipped for base rescue duties. Thirty were delivered to the USAF between 1970-73.^[3][4]
• EH-1H was a UH-1H modified under Project Quick Fix in 1976 and used as communications jamming aircraft with the US Army. Twenty-two aircraft were modified to this configuration beginning in 1976. Initial aircraft were fielded to the 82nd Airborne Division and the 2nd Armored Division. The 82nd fielded the type during the invasion of Grenada (Operation Urgent Fury)in 1983.^[3][4]
• UH-1J an improved Japanese version of the UH-1H built under license in Japan by Fuji Heavy Industries. It was locally designated as the UH-1J.^[6]
• EH-1X was an improved EH-1H communications jammer and DF aircraft.^[3]
• JUH-1 was a UH-1H equipped with retractable skid gear and an AN/APS 94 radar boom mounted on the belly.^[3]
• UH-1V was a MEDEVAC version of the "Hotel", with upgraded avionics.^[3]
• TH-1H: Modified UH-1Hs for use as basic helicopter flight trainers by the USAF.

A UAV version of UH-1H is being developed by Aurora Flight Sciences using the Tactical Autonomous Aerial Logistics System platform for the Autonomous Aerial Cargo Utility System (AACUS) program.^[7]

The TF30 had been plagued from the start with susceptibility to compressor stalls at high AoA and during rapid throttle transients or above 30,000 ft (9,100 m). The F110-GE-400 engine provided a significant increase in thrust, producing 23,400 lbf (104 kN) with afterburner at sea level, which rose to 30,200 lbf (134 kN) at Mach 0.9.^[85] The increased thrust gave the Tomcat a better than 1:1 thrust-to-weight ratio at low fuel quantities. The basic engine thrust without afterburner was powerful enough for carrier launches, further increasing safety. Another benefit was allowing the Tomcat to cruise comfortably above 30,000 ft (9,100 m), which increased its range and survivability. The F-14B arrived in time to participate in Desert Storm.

In the late 1990s, 67 F-14Bs were upgraded to extend airframe life and improve offensive and defensive avionics systems. The modified aircraft became known as F-14B Upgrade.^[84]

Skyhawks played key roles in the Vietnam War, the Yom Kippur War, and the Falklands War. Sixty years after the aircraft's first flight in 1954, some of the 2,960 produced (through February 1979)^[1] remain in service with the Argentine Air Force.

https://www.youtube.com/watch?v=1mfdRvzUVtM

The Fighting Falcon's key features include a frameless bubble canopy for better visibility, side-mounted control stick to ease control while maneuvering, an ejection seat reclined 30 degrees from vertical to reduce the effect of g-forces on the pilot, and the first use of a relaxed static stability/fly-by-wire flight control system which helps to make it an agile aircraft. The F-16 has an internal M61 Vulcan cannon and 11 locations for mounting weapons and other mission equipment. The F-16's official name is "Fighting Falcon", but "Viper" is commonly used by its pilots and crews, due to a perceived resemblance to a viper snake as well as the Colonial Viper starfighter on Battlestar Galactica which aired at the time the F-16 entered service.

In addition to active duty in the U.S. Air Force, Air Force Reserve Command, and Air National Guard units, the aircraft is also used by the USAF aerial demonstration team, the U.S. Air Force Thunderbirds, and as an adversary/aggressor aircraft by the United States Navy. The F-16 has also been procured to serve in the air forces of 25 other nations. As of 2015, it is the world's most numerous fixed-wing aircraft in military service.

The latest model, the OH-58D Kiowa Warrior, is primarily operated in an armed reconnaissance role in support of ground troops. The OH-58 has been exported to Austria, Canada, Croatia, the Dominican Republic, Taiwan, Saudi Arabia, and Greece. It has also been produced under license in Australia.

https://en.wikipedia.org/wiki/Bell_OH-58_Kiowa

General characteristics

• Crew: 2 pilots
• Length: 42 ft 2 in (12.85 m)
• Height: 12 ft 10 in (3.93 m)
• Empty weight: 3,829 lb (1,737 kg)
• Gross weight: 5,500 lb (2,495 kg)
• Powerplant: 1 × Rolls-Royce T703-AD-700A turboshaft, 650 hp (485 kW)
• Main rotor diameter: 35 ft 0 in (10.67 m)
• Main rotor area: 962.11 sq ft (89.42 m²)

Performance

• Maximum speed: 149 mph (240 km/h, 129 kn)
• Cruise speed: 127 mph (204 km/h, 110 kn)
• Range: 161 mi (556 km, 140 nmi)
• Service ceiling: 15,000 ft (4,575 m)

Armament

• Hardpoints: 2 pylons with provisions to carry combinations of:
  • Rockets: 1x LAU-68 rocket launcher with seven 2.75" Hydra 70 rockets
  • Missiles: 2x AGM-114 Hellfire missiles
  • Other: 1x .50 cal (12.7 mm) M3P (or M296) heavy machine gun^[124]

The Pakistan Air Force plans, by 2017, to induct a twin-seater version known as the JF-17B for both enhanced operational capability and training.^[12][13] Preparations for a more advanced and technologically sophisticated block III version of the aircraft are underway and the AESA radar, KJ-7A, has been developed, which can track 15 targets and engage 4 targets simultaneously.^[14]

Since its induction in 2011, the JF-17 Thunder has accumulated 19,000 hours of operational flight.^[15] The JF-17 has seen active military service as it is used by the Pakistan Air Force to bomb militant positions in North Waziristan,^[16] using both unguided munitions and guided missiles for precision strike capability.^[8]

The A-10C is most noted for its powerful 30mm rotary cannon, durability and pilot protection, long endurance times, and a massive arsenal of weapons that includes guided and unguided bombs, rockets, guided-missiles, guided-rockets, and more. Be the bane of every hostile tank commander.

Get your Brrrrrrrrt on!

Key features:

• A-10C II adds new weapons that include the Advanced Precision Kill Weapons System (APKWS), AGM-65L laser-Maverick, and GBU-54 laser-guided JDAM.
• New cockpit with options for factory-fresh or wear-and-tear textures.
• "Scorpion" Helmet-Mounted Integrated Cueing System (HMCS).
• ARC-210 radio (coming soon).
• Updated external model with improved textures and materials.
• Fly the A-10C "Warthog" in either realistic or game modes.
• Fly missions in either the Black Sea region or one of the many DLC maps like the Persian Gulf, Syria, and more.
• Multiplayer cooperative and head-to-head.
• Feature-rich Mission and Campaign editors allow user created content.
• The most realistic flight dynamics ever done for a PC simulation.
• Huge array of land, air, and sea units to flight along and against.
• Fully interactive Forward Air Controller (FAC) that helps you find targets.

The A-10C is most noted for its powerful 30mm rotary cannon, durability and pilot protection, long endurance times, and a massive arsenal of weapons that includes guided and unguided bombs, rockets, guided-missiles, guided-rockets, and more. Be the bane of every hostile tank commander.

Get your Brrrrrrrrt on!

Key features:

• A-10C II adds new weapons that include the Advanced Precision Kill Weapons System (APKWS), AGM-65L laser-Maverick, and GBU-54 laser-guided JDAM.
• New cockpit with options for factory-fresh or wear-and-tear textures.
• "Scorpion" Helmet-Mounted Integrated Cueing System (HMCS).
• ARC-210 radio (coming soon).
• Updated external model with improved textures and materials.
• Fly the A-10C "Warthog" in either realistic or game modes.
• Fly missions in either the Black Sea region or one of the many DLC maps like the Persian Gulf, Syria, and more.
• Multiplayer cooperative and head-to-head.
• Feature-rich Mission and Campaign editors allow user created content.
• The most realistic flight dynamics ever done for a PC simulation.
• Huge array of land, air, and sea units to flight along and against.
• Fully interactive Forward Air Controller (FAC) that helps you find targets.

The P-47 was one of the main United States Army Air Forces (USAAF) fighters of World War II, and also served with other Allied air forces, including those of France, the United Kingdom, and the Soviet Union. Mexican and Brazilian squadrons fighting alongside the USAAF also flew the P-47.

The armored cockpit was relatively roomy and comfortable and the bubble canopy introduced on the P-47D offered good visibility. Nicknamed the "Jug" owing to its appearance if stood on its nose, the P-47 was noted for its firepower, as well as its ability to resist battle damage and remain airworthy. A present-day U.S. ground-attack aircraft, the Fairchild Republic A-10 Thunderbolt II, takes its name from the P-47.

The U.S. Army is the primary operator of the AH-64. It has also become the primary attack helicopter of multiple nations, including Greece, Japan, Israel, the Netherlands, Singapore, and the United Arab Emirates. It has been built under license in the United Kingdom as the AgustaWestland Apache. American AH-64s have served in conflicts in Panama, the Persian Gulf, Kosovo, Afghanistan, and Iraq. Israel used the Apache in its military conflicts in Lebanon and the Gaza Strip. British and Dutch Apaches have seen deployments in wars in Afghanistan and Iraq.

Unlike the F Mk II, the ventral bay doors were split into two pairs, with the forward pair being used to access the cannon, while the rear pair acted as bomb bay doors. The maximum fuel load was 719.5 imp gal (3,271 l) distributed between 453 imp gal (2,060 l) internal fuel tanks, plus two overload tanks, each of 66.5 imp gal (302 l) capacity, which could be fitted in the bomb bay, and two 100 imp gal (450 l) drop tanks. All-out level speed is often given as 368 mph (592 km/h), although this speed applies to aircraft fitted with saxophone exhausts. The test aircraft (HJ679) fitted with stub exhausts was found to be performing below expectations. It was returned to de Havilland at Hatfield where it was serviced. Its top speed was then tested and found to be 384 mph (618 km/h), in line with expectations. 2,298 FB Mk VIs were built, nearly one-third of Mosquito production. Two were converted to TR.33 carrier-borne, maritime strike prototypes.

The FB Mk VI proved capable of holding its own against fighter aircraft, in addition to strike/bombing roles. For example, on 15 January 1945 Mosquito FB Mk VIs of 143 Squadron were engaged by 30 Focke-Wulf Fw 190s from Jagdgeschwader 5: the Mosquitos sank an armed trawler and two merchant ships, but five Mosquitos were lost (two reportedly to flak), while shooting down five Fw 190s.

The Strike Eagle has been deployed for military operations in Iraq, Afghanistan, Syria, and Libya, among others. During these operations, the strike fighter has carried out deep strikes against high-value targets and combat air patrols, and provided close air support for coalition troops. It has also been exported to several countries.