Cold War Aviation Porn

[not-bono-ever]

Yes I am exploring again

 

[not-bono-ever]

15 and 21 I think

 

[spitfire]

Phwoooar.

Thrusting.

 

[not-bono-ever]

I found another but don’t know what it is yet. Will search for the pic

 

[not-bono-ever]

 

[not-bono-ever]

I am finding these all over the place

 

[Chz]

View attachment 179013


15 and 21 I think

21 and 19, I'm pretty sure.

 

[not-bono-ever]

21 and 19, I'm pretty sure.

Yer likely correct - the 15 had a truncated arse ?

 

[kebabking]

View attachment 179015

It's a FITTER - SU-17/20/22 of some description. DownwardDog will know the exact variant.

 

[T & P]

I’ve always found the MIG 15 & 17 aesthetically stunning. Even today they still manage to look both ancient and futuristic (Metropolis style at least) at the same time.

 

[JuanTwoThree]

1930s so not Cold War, but just look at the motherfucker. Kalinin K7.

Kalinin K-7 - Wikipedia

 

[JuanTwoThree]

Mentioned here

Now *that's* what I call a bomber plane (big images ahoy)

 

[DownwardDog]

It's a FITTER - SU-17/20/22 of some description. DownwardDog will know the exact variant.

Su-22M4. Export version of the Su-17M4. It actually had decent (by Soviet standards) nav kit in the form of the 'Chaika' system.

 

[Chz]

Su-22M4. Export version of the Su-17M4. It actually had decent (by Soviet standards) nav kit in the form of the 'Chaika' system.

Edit: Those were weird things. Do we want swept wings? Don't we? Who knows?

 

[DownwardDog]

Edit: Those were weird things. Do we want swept wings? Don't we? Who knows?

I once sat next to a Polish Su-22 pilot at a dinner and he had plenty of good things to say about it. Although he did say you had to be "very stronk" to fly it and it was inherently unstable at every part of the flight regime.

 

[kebabking]

Edit: Those were weird things. Do we want swept wings? Don't we? Who knows?

The large proportion of 'non-swingy' wing (stop me if I'm getting too technical..) seems to be thing with Sov VG designs - the TU-22M Backfire has a very similar look, particularly when contrasted with western VG designs like the Tornado, F-111 or F-14.

I presume it's a design philosophy...

 

[bluescreen]

Not that rare really and this video doesn't capture the sheer earblasting noise, but gone forever now.

 

[pogofish]

Not my photos - these are way better but I saw this at this display at the weekend:



Looks very nice indeed with the black paintjob.

 

[DownwardDog]

The large proportion of 'non-swingy' wing (stop me if I'm getting too technical..) seems to be thing with Sov VG designs - the TU-22M Backfire has a very similar look, particularly when contrasted with western VG designs like the Tornado, F-111 or F-14.

I presume it's a design philosophy...

Some of the Soviet VG designs were adaptations of existing non-VG wings. Eg the Su-17/20/22 was a development of the conventionally winged Su-7. This approach restricts placement of the wing glove and pivot leading to relatively shorter variable sections.

 

[A380]

 

[DownwardDog]

I can actually remember seeing this advert in one of the newspapers on my paper round aged 12...

 

[DownwardDog]

 

[Idris2002]

This looks like a copy of a V2, Down to the steering vanes. Dates from the 60s. I have no idea and don’t really want to start googling ‘Chinese Ballistic missile’ just now.


View attachment 168128

The career of the V2 in the post-war USSR and PRC (scroll down for the Chinese stuff, if that's all you're interested in):

the V-2 in the USSR after WWII

 

[gosub]

 

[DownwardDog]

The large proportion of 'non-swingy' wing (stop me if I'm getting too technical..) seems to be thing with Sov VG designs - the TU-22M Backfire has a very similar look, particularly when contrasted with western VG designs like the Tornado, F-111 or F-14.

I forgot to mention... The designers of the F-14 learned a great deal from the F-111 and moved the wing pivots further out along the span to reduce the relative size of the variable section. This was because the F-111 suffered from the lift centre moving aft when the wings were fully swept causing trim drag. The F-14 was an absolutely amazing piece of engineering and certain aspects of its performance are still be to bettered. It could pull 7.5g at M2.0!

 

[HAL9000]

Microsoft cofounder Paul Allen's personal MiG-29 fighter jet goes under the hammer

 

[Idris2002]

1988, the Battle of Cuito Cuanavales.

Who Would Win?

A. the Pride of the South African Air Force:

B. ONE MIGGY BOI:

MiG-23 Vs Mirage F.1: when Cuban-flown Angolan Floggers clashed with South African Mirages - The Aviation Geek Club

"With the SAAF unable to gain air superiority and its fighter-bombers operating without any radar coverage and at the limits of their endurance, the FAPA-DAA was free to strike SADF and UNITA units on the battlefield. The SADF was limited to manoeuvres by night, while spending the days hidden in the bush. For the first time in the war, the Angolan Air Force enjoyed unlimited control of the skies."

The Cuban MiGs

"Cuba advertised its ability to continue its advance into Namibia, but it was too much for South Africa which on 27 June signaled hastily to US mediator Chester Crocker and requested a ceasefire and negotiations, which ended with a peace treaty under which South Africa abandoned Angola and Namibia, stopped supporting UNITA, and began to democratize. Cubans encountered a wall written on in Afrikaans by the South Africans with an elegant phrase: “MIK23 sak van die kart.” They translated it as “The MiG-23 broke our heart.”"

 

[gosub]

 

[kebabking]

Anyone going to the RAF Museum at Cosford (DSAE: Training Tomorrow's Taliban Today!) will be richly rewarded in the 'christ, how did that not kill everyone who touched it? British prototype aircraft stakes...'.

I recommend it. The cakes are excellent as well.

 

[mauvais]

I enjoyed this:
http://www.collectair.co.uk/pdf/interview-hr.pdf

"Squadron exchanges were a regular occurrence at Coltishall, and while on 41 Mike participated in a particularly interesting one with F6 wing of the Swedish Air Force at Karlsborg, flying the AJ37 Viggen. Right from the start, he and his colleagues realised that much was exceptional about the way the Swedes trained and operated, not least considering that the majority of the pilots were effectively doing national service. ‘When you looked at the people who were flying the aeroplanes, I thought that we could learn from this, definitely. The guy who flew me was a Honda 500cc works motorcycle rider; they had rally drivers, go-kart racers, all kinds of things. These weren’t people with good degrees in underwater basket-weaving, these were people who were recruited to fly the Viggen.

‘The first to go up in the Viggen was our boss, Hilton Moses. I remember going out with him to the aeroplane and seeing him laughing and smiling, and then seeing him getting out and coming back to the crewroom looking like he’d just been put through some kind of crazy combination between a fairground ride and a washing machine. Then I went flying in the afternoon, and it changed my life.

‘They would fly around at Mach 0.95, 650kt give or take a bit, and they trained at 10m. We flew through firebreaks in trees, we flew all over northern Sweden at 30ft, and we never went below 600kt. All of this, I should add, was done under about a 150 to 200ft overcast with no breaks. In the RAF, anybody who wanted to get old would not have flown in that weather. After about 40 minutes, we pulled up into cloud, and the pilot then flew a 4-degree hands-off approach with his hands on his head into a remote airstrip, landed, reversed into a parking bay, did an engine-running refuel without any communication with the people on the ground except hand signals, taxied out and took off in the direction that we’d landed in. Wind direction just wasn’t factored. Then we did some approaches onto roadways, flying at 15 or 20ft to clear the cars and warn them that there were going to be some aeroplane movements before doing practice approaches. And the aerobatics beggared belief.

‘The next day, it was time to take the Swedish pilots flying in the Jaguar. I was at a bit of a loss as to how I was going to explain to this guy that we flew at 420kt when they flew at 620kt. So I decided that the way ahead was to leave the part-throttle reheat in, accelerate to 620kt and then give him the aeroplane. That’s what I did — I took off, and gave him control at 620kt and about 150ft. He pushed the nose down, took the Jaguar down to 30ft and proceeded to fly it at about 30 to 40ft and 600kt-plus quite happily. It knocked all the myths about who’s got the best aeroplanes, who’s got the best-trained pilots and so on. The Swedish Air Force had aeroplanes that were light years ahead of anything the RAF had, or was going to get, or has got now, and their pilots were in a totally different league to us. This was not just an individual — I flew with three of them, and all three were like that. Each of them was able to fly the Jaguar faster and lower from the back seat than I could from the front seat.

‘After that experience, I didn’t think that I would be able to cope with continuing in the Jaguar if I went and flew other aeroplanes. It would have been very depressing."