Sun through leaves and fog. Strange sounds and rustles. Soft steps of partisans on moss-strewn ground. And a thunderclap over the greenery of the jungle! Down the hillside, right above the treetops, 16 silvery lightning bolts flashed. The Thunderchief squadron followed its usual course towards Hanoi...

One of the most powerful and advanced aircraft of its time, the founder of a class of maneuverable tactical bombers capable of holding their own in air combat.

“Awl with nuclear filling”, equipped with a sighting and navigation system for high-speed low-altitude breakthroughs through the enemy’s air defense system.

The largest single-engine combat aircraft in aviation (only the F-35 surpassed it in weight, and no one surpassed it in overall dimensions).

The main striking force of the US Air Force in the Vietnam War.

The name of this miracle is Republic F-105 Thunderchief ("thunderer") or simply, "Thug" ("Tad").

The unique machine was built by our former compatriot, aircraft designer Alexander Kartveli (Kartvelishvili). Together with another Russian emigrant, Alexander Seversky, he founded the company Republic Aviation and created such masterpieces as the heavy escort fighter P-47 Thunderbolt, the main “destroyer” of the Korean War, the F-84 Thunderjet, its swept-wing version F-84F Thunderstreak, RF-84F Thunderflash reconnaissance aircraft and F-105 Thunderchief fighter-bomber. The latest creation of the Kartveli company was the A-10 Thunderbolt II anti-tank attack aircraft.

Kartveli built his monsters according to a single principle: he chose the most powerful and high-torque existing engine, attached a wing and “stuffed” the resulting platform with the most high-tech (at that time) equipment. The result was very large, unusual vehicles, well suited for strike missions and raids deep into enemy territory.

Research on project No. 63 (the future Thunderchief) was carried out by Republic on its own initiative, without any competitions or applications from the Air Force. Even 10 years before the high-profile incident with Mr. Powers (the destruction of the U-2 over Sverdlovsk), Kartveli realized that flying at high altitudes was a certain and inevitable death. The rapid evolution of air defense systems and the development of radar left no other choice. Rescue is at low and extremely low altitudes, where radar beams could not reach. The concept of the new bomber involved abandoning the idea of ​​slow "flying fortresses". The new striker had to have all the habits of a fighter and, if necessary, be ready to independently enter into a maneuverable air battle.

Predatory oblong silhouette. The “teeth” of the air intakes protrude forward. Max. take-off weight 23.8 tons. Max. speed 2.08 M. 1 engine. 1 pilot.

The NASARR R-14A sighting and navigation system as part of the AN/AGC-19 centimeter radar for detecting radar-contrast ground targets (roads, river meanders, buildings, bridges) and correcting the Doppler navigation system. In addition, the station could determine the slant range to the target, signal about obstacles along the course when flying at low altitude, and carry out aiming in air combat. Also included in the Tada avionics was the AN/ASG-19 Thunderstick bomber sight-calculator, connected to a navigation machine, providing automatic blind bombing from level flight, from pitching up and “over the shoulder.”

Armament: six-barreled Vulcan cannon with 1028 rounds of ammunition. Internal bomb bay 4.5 meters long and 5 external hardpoints. Combat load 6.7 tons. The combat radius with the Mk.28 thermonuclear bomb and three PTBs is 1252 km. In the conventional version: with 16 750-lb. bombs general purpose and a fuel tank in the bomb bay, the combat radius of the Tada reached 500 km. There was an in-flight refueling system.

Alexander Kartveli had something to be proud of.

The first YF-105A prototype flew in 1955. Serial production began in 1958 and lasted 6 years, until the Thunderchief was replaced by the more versatile Phantom. 833 fighter-bombers built in three main modifications (F-105B, F-105D and F-105F) and two modernization programs (EF-105F and F-105G).

By the beginning of the 60s. fighter-bombers (nuclear weapons carriers) were deployed at air bases in the West. Europe, North Africa and the Far East, ready at any moment to become the main force for an attack on the USSR. But the real “hour of truth” for the “Tads” was the war in Vietnam. It was the humble heroes of the F-105, and not the overly popular Phantoms and B-52s, that were the main strike force in the early years of the war (75% of all strike missions). They distinguished themselves later, when they were already being replaced by their successors - the Phantoms and the new generation F-111 bombers.

They flew the most, they were trusted with the most dangerous missions and the attack of the most protected objects. The main oil depot in the suburbs of Hanoi, the metallurgical plant in Taing Guen, the railway bridge over the Red River on the border with China, the Cat Bi airfield, where helicopters delivered from the USSR were assembled, the main “MiG lair” - the Phu Quyen airbase... Powerful bomb attacks and failed to break North Vietnam. The Yankees ran into fierce resistance: in the Hanoi area, an air defense system unprecedented in density in the history of world wars was built: over 7,000 anti-aircraft guns with a caliber of over 37 mm, anti-aircraft missile systems (during the war years, North Vietnam received 60 divisions of S-75 air defense systems and they include 7,500 anti-aircraft missiles), MiG fighters.

"Thunderchief" caught an anti-aircraft missile

The Yankee losses turned out to be monstrous - according to official data, the Yankees lost 382 Thunderchiefs in Vietnam (according to other sources, 395) - almost half of the fighter-bombers of this type built. Of these, 17 were shot down by anti-aircraft missiles, 11 by MiG fighters, and the remaining losses were from cannon anti-aircraft artillery fire. In turn, the Thads flew about 20,000 combat missions over Vietnam; According to the US Air Force, they were credited with 27.5 aerial victories.

A MiG-17 came under fire from a six-barreled Tada cannon, air battle on June 3, 1967.

The heaviest losses were not the result of any miscalculations in the design of the Thunderchief. Quite the contrary, the F-105 had amazing survivability for a single-engine aircraft. There is a known case of the Tada returning with 87 holes in the planes and fuselage - despite being wounded in the arm and leg, the pilot managed to refuel the damaged vehicle from the KS-135 air tanker and fly to the base in Thailand. Another time, a vehicle with a broken tail section returned to base - the result of erroneous targeting of the Sparrow missile launched by its own Phantom fighter. There is a known episode with an 85 mm anti-aircraft shell bursting inside the wing plane - despite extensive damage to the power set, "Tad" managed to fly another 500 miles.

Pilots and technicians air base personnel noted such problems as unusually high noise levels, high landing speeds, difficulties with servicing numerous and still “crude” radio electronics (labor costs at first - up to 150 hours for one hour of flight!), as well as possible engine surge caused by shooting from a rapid-fire cannon.

Thunderchief's avionics

The second problem was related to the lack of a backup mechanical control system. Republic engineers considered it sufficient to duplicate the aircraft's hydraulics, but the real war proved the opposite: in certain cases, a stray shell could disable both hydraulic systems - the control gears would go all the way to the pilot and the uncontrollable bomber would recover in its final dive. Based on numerous complaints from the Air Force, it was found compromise solution: an emergency mechanical system that made it possible to lock the rudders in the neutral position and control the aircraft only with the help of trim tabs.

"Super Saber" aims at a target pair of F-105s

With the escalation of conflict in Southeast Asia, the Thunderchiefs were forced to take on an even more difficult and dangerous job - the Wild Weasels! Special teams whose main task was to suppress air defense systems, primarily the positions of anti-aircraft missile systems.

At first they acted extremely brazenly and simply. Having no means of early detection of air defense missile systems, the Tadas flew to the area where the enemy was supposed to be located, ready at any moment to dodge missiles fired at them. While the diversionary unit carried out energetic maneuvers, the strike unit counterattacked the air defense missile system position with fire from airborne cannons (4000-6000 rounds per minute), conventional cluster bombs and radio-guided missiles.

The next logical step was to combine the functions of both aircraft in one - a special two-seat modification of the F-105F "Combat Martin", a radar hunter based on a combat training aircraft. The onboard equipment included equipment for direction finding of radio emission sources and active interference in communication channels between the command post and the pilots of Vietnamese MiGs. The main weapons were anti-radar missiles AGM-45 "Shrike" and heavy AGM-78 Standard ARM (a modification of the ship's Standard anti-aircraft missile with a new seeker that targets radar signals).

Since 1970, even more advanced vehicles have entered the war in Indochina - the F-105G (Wild Weasels III). Alas, despite all its power and those. perfection, the new Thunderchiefs were unable to solve the problem of neutralizing Vietnamese air defense. Hunters increasingly became victims. There is a known combat episode (summer of 1973) when one of the “Tads” was shot down by an S-75 anti-aircraft missile 150 km south of Hanoi. The operation to rescue the Yankee pilots had to involve 75 planes and helicopters.

The F-105G's last combat missions took place in October 1974. Aircraft of this type did not take part in any further combat operations. Not exported. The aging Thunderchiefs were gradually withdrawn into reserve or transferred to Air National Guard squadrons.

The last time the Thunderer took to the skies was in January 1984.

To date, not a single flying example of the F-105 has survived, but at the same time, these stylish aircraft from the 60s are included in the exhibitions of many aviation museums.

The attitude towards any piece of technology is best characterized by nicknames. The F-105 aircraft had great amount nicknames reflecting the very ambiguous attitude of pilots towards this aircraft: from the frankly unprintable, through the unimportant “Hog” (“Hog” - pig, hog) to the neutral affectionate “Tad”. The nickname "Lead Sled" reflected the aircraft's "impressive" takeoff and landing performance. Reputable pilots assumed that if a runway was built along the equator, then its length might not be enough for the takeoff and landing of the F-105 aircraft. But ten years after it was put into service, in 1969, the aircraft had one nickname left - “Tad”, the personnel appreciated the car, and pilots had a new saying: “Once you try the “Tad”, you will not want to fly than a friend."

F-105D cockpit

Based on materials from the magazine "Aviation and Cosmonautics", No. 7,8 for 2005.

1981

History of creation

Research on the future F-105 project was started in 1951 by Republic Aviation ( Republic Aviation), specializing in the creation of heavy fighter-bombers (P-47 Thunderbolt, F-84 Thunderjet, F-84F Thunderstreak). The aircraft was intended for a low-altitude breakthrough of the USSR air defense with a nuclear strike and was supposed to replace the F-84F in this role. In fact, the design was carried out around the internal bomb bay and engine. Design work was led by the famous American aircraft designer Alexander Kartveli.

After the bombing of North Vietnam ceased in 1968, Thunderchiefs began to be rapidly withdrawn from combat squadrons, replaced by F-4s.

Today there are no flying F-105s in the world, but many aircraft of this type are exhibits in US aviation museums, and as monuments are located at American air bases abroad.

Speed ​​record

"Thunderchiefs" were used to attack the most important military and economic targets of North Vietnam. F-105s carried out all of the most famous US Air Force operations over North Vietnam from 1965-1968, including raids on the main North Vietnamese oil depot in the suburbs of Hanoi (June 1966), the Tay Nguyen steel plant (March) and the Dumera Bridge in Hanoi (August 1967). ). The hilly terrain north of Hanoi, used by the F-105 to stealthily approach targets, was nicknamed "Thud Ridge" by pilots.

Over the course of 10 years, the F-105D fighter-bomber carried out nearly 75% of all US Air Force bombing missions in Southeast Asia (SEA).

It was on its basis that the concept of “Wild Weasel” was developed - breaking through or suppressing enemy air defense systems. So, double Since mid-1966, the F-105F modification was used to destroy positions of enemy anti-aircraft missile systems as part of the “Wild Weasel” program ( Wild Weasel). In this role, the F-105 was replaced by the F-100, which did not meet the requirements of the program. Since the fall of 1966, F-105D pilots have been equipped with AGM-45 Shrike anti-radar missiles and CBU-24 cluster munitions - they have become the standard means of destroying S-75 launchers. As “radar hunters,” the Thunderchiefs participated in the war almost until its end.

The single-seat F-105Ds were withdrawn from Southeast Asia in 1970-1971, and the two-seat F-105G "Wild Weasel" IIIs were still in service in Operation Linebacker I in 1972.

Since the F-105s almost always operated against targets with the strongest air defense systems in all of North Vietnam, they suffered heavy losses. Of all F-105Ds produced, more than half were lost in Southeast Asia. Over the years of fighting in Southeast Asia, the US Department of Defense officially recognized the loss of 395 F-105 aircraft, including from enemy fire - 296 F-105D and 38 F-105F/G were shot down by MiG pilots, 32 from air defense missile systems, and the rest [ How many?] – from anti-aircraft artillery fire. Another 51 aircraft were lost due to technical reasons (for a total of approximately 45% of the total number produced). The F-105 had the highest percentage loss rate of any aircraft used in Southeast Asia.

Project evaluation

An F-105 pilot (like any other combat aircraft) during his service in Southeast Asia was required to complete 100 combat missions over North Vietnam, which usually took about 7 months. During a combat mission from Thailand, the F-105 was required to make two mid-air refuelings - one on the way to the target, the other upon returning to base; insufficient fuel supply affected. F-105 pilots never had enough fuel for serious air combat, and to destroy air targets they had only an air cannon and, at best, one AIM-9 missile. The inconvenience of switching weapons also caused complaints from pilots.

Taking into account combat experience, the Thunderchief was modified, in particular, it received a new ejection seat and an emergency mechanical control system. Despite these shortcomings, the F-105 had very high survivability for a single-engine aircraft. Added to this was a large bomb load (equivalent to the bomb load of the B-17 strategic bomber during World War II) and high speed flight, especially near the ground, making the aircraft less vulnerable. Pilots liked the six-barrel M61 aircraft cannon, which was effective against ground targets. The single-seat F-105Ds left the theater in 1970, replaced by the F-4E Phantoms, but the unique air defense penetration fighters remained in Southeast Asia until the end of the war in 1973. During the Vietnam War, the F-105 completely changed its reputation and won the love of all the pilots who flew it; nickname "Tad" What?] has lost its original negative meaning.

The F-105 is immortalized in songs written by Soviet military instructors who served in Vietnam:
“At 6 o’clock in the evening after the war, you come on a date with me, I will be waiting for you at the Marx monument, holding a piece of the F-105 under your arm” (source - KnigoNosha.net›readbook/1182/11/);
“Whoever was in Cuba, who was in Egypt, bought himself a Moskvich a long time ago. We’re bringing home only a helmet made from cork, and a piece of an F-105 wing.”

Performance characteristics

The given characteristics correspond to the modification F-105D. Data source: Standard Aircraft Characteristics; Loftin L. K., Jr., 1985.

Specifications

• Crew: 1 (pilot)
• Length: 19.63 m
• Wingspan: 10.64 m
• Wing area: 35.77 m²
• Sweep along 1/4 chord line: 45°
• Wing aspect ratio: 3,18
• Average aerodynamic chord: 3.5 m
• Wing profile: NACA 65A-005.5 wing root, NACA 65A-003.7 tips
• Chassis track: 5.27 m
• Empty weight: 12,181 kg
• Curb weight: 13,123 kg
• Normal take-off weight: 22,215 kg (with 1×B28IN in bomb bay)
• Maximum take-off weight: 23,967 kg
• Maximum landing weight: 23,150 kg
• Weight in battle: 16,165 kg
• Fuel mass in internal tanks: 3420 kg (+ 5720 kg in PTB)
• Fuel tank capacity: 4391 l (+ 7344 l in PTB)
• Powerplant: 1 ×

The Republic F-105 Thunderchief is a US Air Force fighter-bomber designed to deliver nuclear weapons and played a significant role in the American war in Vietnam. A total of 833 aircraft of various modifications were built.
The F-105D is the most popular modification, differing from the F-105B with a more powerful engine and new system fire control, which made it possible to operate in any weather conditions. First flight - June 9, 1959. 610 vehicles were built.

As always, I use information from sites
http://www.airwar.ru
http://ru.wikipedia.org/wiki
and other sources I found on the Internet and literature.

Our aircraft is a 1961 Republic F-105D Thunderchief, serial number 61-0086 (cn D281). Proper name Big Sal.

Now a little history:
built as the F-105D-15-RE by Republic in Farmindale, New York, USA.
During 1961 he entered service with the United States Air Force with s/n 61-0086.
assigned to 149th Tactical Fighter Squadron, VA ANG, Byrd IAP, VA.
Carried on board the markings: Keep em Flying, VIRGINIA, AF 61 086
later joined the Virginia Air National Guard, where F-105D/Fs served from 1971 to 1981.
September 24, 1981 transferred to the Military Aircraft Storage and Disposal Center (MASDC) with accession number FK0062 for storage.
further to the National Museum of the United States Air Force Loan Program, Wright Field, Dayton, OH.
Stored at Pima Air and Space Museum, Tucson, AZ.
in 1991 placed on display at the Pima Air and Space Museum, Davis-Monthan AFB (South Side), Tucson, AZ.
Bears the marking: Big Sal, AF 61 086, DE

Research on the future F-105 project was started without an order, at your own risk, in 1951 by Republic Aviation, which specialized in creating heavy fighter-bombers (P-47, F-84, F-84F). The aircraft was intended for a low-altitude breakthrough of the USSR air defense with a nuclear strike and was supposed to replace the F-84F in this role. In fact, the design was carried out around the internal bomb bay and engine.

It was assigned the factory designation AR-63 and initially, as conceived by the authors of the project, the new aircraft was tasked with delivering local tactical nuclear strikes, in which it was similar to another aircraft of the same company - the F-84.

The project manager was the creator of many quite successful and well-proven military aircraft designs, Alexander Mikhailovich Kartveli (Kartvelishvili), an aircraft designer who had Georgian roots and emigrated to Europe, and then to the USA, in the years civil war in Russia.

The preliminary design was created quite quickly and after installing an Allison jet engine on it in March 1952, it was submitted for evaluation to the US Department of Defense. Its qualities and capabilities were assessed as meeting the Air Force's highest priority requirements and the company was awarded a contract for two prototypes of the Republic YF-105A.

However, the existing engine for the military was not powerful enough, so it was decided to equip the first two F-105 prototypes with a Pratt & Whitney J57-P-25 engine, which had a thrust of 68 kN.

The first of them took off on October 22, 1955, equipped with a Pratt-Whitney J57-P-25 turbojet engine with a thrust of 6804 kgf. His flight, in which he exceeded the speed of sound, lasted 45 minutes. There are still several months to create the second copy of the YF-105A.

The aircraft was capable of carrying up to 5,443 kg (12,000 lb) of various weapons, including up to 3,629 kg (8,000 lb) of nuclear or other weapons in the internal bomb bay.

Serial production of the F-105A was not mastered, as a more powerful turbojet engine with an afterburner Pratt-Whitney J75 appeared, resulting in four YF-105B prototypes of a similar design.

The fuselage was designed taking into account the area rule, using negatively swept air intakes and a YJ75-P-3 engine with a thrust of 7484 kgf.

In March 1956, the US Air Force awarded Republic Aviation a contract to supply the first production F-105Bs. In the same year, the aircraft received its official name Thunderchief. At that time, this machine was the largest single-seat combat aircraft in the world.

Production F-105B aircraft (71 aircraft produced), essentially similar to the experimental ones, began entering service in August 1958. The first F-105Bs began arriving at the 355th Tactical Fighter Squadron in May 1958. The first F-105 squadron reached combat readiness by mid-1959. The early F-105B aircraft were in service with only two squadrons and were completely replaced by the more advanced F-105D by 1964.

The main production model of the Thunderchief aircraft was the F-105D Thunderchief fighter-bomber, known to a whole generation of pilots under the nickname "Thud". During the Vietnam War, the F-105 completely changed its reputation and won the love of all the pilots who flew it; the nickname Thud has lost its original negative meaning.

This aircraft is an upgraded version of the F-105B, equipped with a more powerful engine and modern avionics, including NASARR pulse radar and a Doppler navigation system, which ensured operations in all weather conditions.

The aircraft began to be delivered to the US Air Force's 4th Tactical Fighter Wing in May 1960, and the aircraft performed well a few years later during the Vietnam War. Since the F-105s almost always operated against targets with the strongest air defense systems in all of North Vietnam, they suffered heavy losses. Of all F-105Ds produced, more than half were lost in Southeast Asia.

350 of the 600 F-105Ds during the Vietnam War were modernized and equipped with an all-weather blind bombing system.

A total of 833 Thunderchiefs were built, with production ending in 1964. The US Air Force intended to order at least one and a half thousand aircraft, but these plans were revised in connection with the adoption of the unified fighter-bomber of the US Air Force and US Navy F-4. During its service, the F-105 was not exported to other countries.

After the outbreak of the Vietnam War, the issue of resuming production of the F-105D was considered, but no decision was made.

The main weapons were considered tactical nuclear bombs B28 and B43 - one bomb was placed in the internal bomb bay. In the early 1960s, the US Air Force's attitude towards the role of tactical combat aircraft changed somewhat, and the F-105 was adapted to carry conventional bombs.

With the end of the Vietnam War, very few F-105s remained in service, mostly in National Guard squadrons. However, the official withdrawal of the aircraft from service with the US Air Force occurred only in July 1980, and from service with the flying units of the Air Force Reserve - in 1984.

Today there are no flying F-105s in the world, but several dozen aircraft of this type are exhibits in US aviation museums, and are located as monuments at American air bases abroad.

Over the course of 10 years, the F-105D fighter-bomber carried out nearly 75% of all US Air Force bombing missions in Southeast Asia (SEA). It was on its basis that the concept of “Wild Weasel” was developed - breaking through or suppressing enemy air defense systems. Thunderchiefs were used to strike the most important military and economic targets in North Vietnam.

An F-105 pilot (like any other combat aircraft) during his service in Southeast Asia was required to complete 100 combat missions over North Vietnam, which usually took about 7 months. During a combat flight from Thailand, the F-105 had to make two refuelings in the air - one on the way to the target, the other when returning to base, due to insufficient fuel reserves. F-105 pilots never had enough fuel for serious air combat, and to destroy air targets they had only an air cannon and, at best, one AIM-9 missile. The inconvenience of switching weapons also caused complaints from pilots.

Taking into account combat experience, Thunderchief was modified, in particular, it received a new ejection seat and an emergency mechanical control system. Despite these shortcomings, the F-105 had very high survivability for a single-engine aircraft. Added to this was the large bomb load (equivalent to the bomb load of the B-17 strategic bomber during World War II) and high flight speed, especially near the ground, making the aircraft less vulnerable. Pilots liked the six-barrel M61 air cannon, which was effective against ground targets.

Over the years of fighting in Southeast Asia, the US Department of Defense officially recognized the loss of 395 F-105 aircraft, including from enemy fire - 296 F-105D and 38 F-105F/G were shot down by MiG pilots, 32 from air defense missile systems, and the rest from anti-aircraft fire artillery. Another 51 aircraft were lost due to technical reasons. In total, approximately 45% of the total issued.

Front view.

Photo 63.

Modifications:
YF-105A: experimental prototype. 2 cars built.
YF-105B: experimental aircraft. 4 cars built.
F-105B: first production modification. Entered service in 1958. 75 vehicles were built.
RF-105B: reconnaissance aircraft. 3 prototypes were built, but not mass-produced.
JF-105B: experimental aircraft. Three aircraft for testing various systems; built on the basis of airframes originally intended for prototypes of the RF-105B.
F-105C: two-seat trainer aircraft. Not mass-produced.
F-105D: the most widespread modification, which differed from the F-105B by a more powerful engine and a new fire control system that allowed it to operate in all weather conditions. First flight - June 9, 1959. 610 vehicles were built.
F-105E: two-seat trainer aircraft. Not mass-produced.
RF-105D: reconnaissance aircraft. Not mass-produced.
F-105F: two-seat combat trainer aircraft. First flight - June 11, 1963. 143 vehicles were built.
EF-105F: A two-seat Wild Weasel/SEAD "Wild Weasel" II aircraft, often referred to simply as the F-105F. 86 vehicles were built.
F-105G: two-seat "Wild Weasel" III. 61 aircraft from F-105F and EF-105F were converted.

F-105D flight characteristics
Crew: 1 (pilot)
Length: 19.63 m
Wingspan: 10.64 m
Height: 6.0 m
Wing area: 35.77 m²
1/4 chord sweep: 45°
Wing aspect ratio: 3.18
Average aerodynamic chord: 3.5 m
Wing profile: NACA 65A-005.5 wing root, NACA 65A-003.7 tip
Chassis track: 5.27 m
Empty weight: 12,181 kg
Curb weight: 13,123 kg
Normal take-off weight: 22,215 kg (with 1×MK-28 in bomb bay)
Maximum take-off weight: 23,967 kg
Maximum landing weight: 23,150 kg
Weight in combat: 16,165 kg
Fuel mass in internal tanks: 3420 kg (+ 5720 kg in PTB)
Fuel tank volume: 4391 l (+ 7344 l in PTB)
Powerplant: 1 × Pratt & Whitney J75-P-19W turbofan
Non-afterburning thrust: 1 × 71.6 kN (7303 kgf) (maximum)
normal: 1 × 63.6 kN (6486 kgf)
Afterburner thrust: 1 × 109 kN (11113 kgf)
with water injection: 1 × 117.9 kN (12020 kgf)
Motor length: 6.59 m
Motor diameter: 1.09 m
Dry engine weight: 2699 kg
Drag coefficient at zero lift force: 0,0173
Equivalent resistance area: 0.618 m²
Maximum speed: 2208 km/h (at an altitude of 11000 m)
at the ground: 1345 km/h
Cruising speed: 939 km/h
Stall speed: 334 km/h (at normal take-off weight)
Combat radius: 1252 km (with 1×MK-28 in the bomb bay, 2×1703 l and 1×2461 l PTB)
with 6×M117, 2×1703 l PTB and an additional tank in the bomb bay: 937 km
with 16×M117 and additional tank in bomb bay: 513 km
Ferry range: 3550 km (with maximum fuel capacity)
Service ceiling: 12,558 m (at 0.5 m/s)
Combat ceiling: 14,783 m (at 2.54 m/s)
Rate of climb: 172.7 m/s
Climb time:
6096 m in 5.9 minutes
9144 m in 10.15 m
Wing load: 621 kg/m² (at normal take-off weight)
Thrust-to-weight ratio: 0.33 / 0.5 (at maximum / with afterburner)
Take-off length: 1301 m (at normal take-off weight)
Run length: 1327 m / 724 m (without / with drogue parachute)
Aerodynamic quality: 10.4

Armament
Small arms and cannon: 1 × 20 mm M61 cannon with 1028 rounds.
Hardpoints: 5 (4 under wing, 1 under fuselage) + bomb bay
Guided missiles:
air-to-ground missiles: 2-4 × AGM-12 and/or 2 × AGM-45
air-to-air missiles: 4 × AIM-9
Unguided rockets: 6 × 7 × 70 mm rockets in LAU-32/59 blocks or 19 × 70 mm rockets in LAU-3/18 blocks
Bombs: free falling:
nuclear:
in bomb bay: 1 × MK-28 or MK-43
on pendants:
3 × MK-28, MK-43 or MK-61
1 × MK-57
high explosive:
16 × 241 kg Mk 82 or 340 kg M117
9 × 460 kg Mk 83
3 × 925 kg Mk 84 or 1361 kg M118
5 × 340 kg M117R/D
incendiary with napalm:
9 × 340 kg BLU-1/B or M116
8 × 340 kg BLU-27
chemical:
16 × 340 kg MC-1 with sarin
8 × 340 kg BLU-52 with tear gas
cassette: 15 × SUU-30 (CBU-24/29/49/53/54)
propaganda: 16 × M129
Bomb containers: 2 × SUU-7 (CBU-1/2/46) or SUU-10 (CBU-3) or SUU-13 (CBU-7/28/37)
Mines: 9 × 340 kg BLU-31
Outboard fuel tanks:
1 × 1476 l additional tank in bomb bay
1 × 2461 l or 1703 l under fuselage
2 × 1703 l under wing

OKB Lavochkin

This fighter was developed under the leadership of a triumvirate of designers: S.A. Lavochkina. V.P.Gor6unova and M.I. Gudkova. Its prototype, called I-301, entered testing in March 1940, i.e. shortly after I-26 A.S. Yakovleva.

A distinctive feature of the I-301 design was the widespread use of such a new material as delta wood (plasticized wood with great strength). Metal was used only where it was simply impossible to do without it (steel monoframe, engine hoods made of duralumin alloys). This approach to design was forced. The bottom line was that the capabilities of non-ferrous metallurgy did not keep up with the sharply increased needs of aircraft manufacturing in the pre-war years; the only way that allowed, under these conditions, to organize mass production of new combat aircraft was to use wood. It was used to a greater or lesser extent in the design of other aircraft, in particular the Yak-1 and Mig-Z. and the I-301 most fully embodied the idea of ​​an all-wood car, which was considered its great advantage. Another distinctive feature of the I-301 was its unusually powerful armament - a 23 mm cannon and two synchronized BS heavy machine guns, in addition to which two more ShKAS could be installed.

The I-301 passed the tests generally successfully. However, before organizing serial production an additional requirement was put forward to increase the flight range to 1000 km. The designers had to install additional tanks, although it was already clear then that the plane would be too heavy with such a fuel supply.

The first production aircraft, branded LaGG-Z, began rolling off the assembly line in 1941. Like the Yak-1 and Mig-Z, this fighter became one of the main aircraft of the new generation of the Soviet Air Force in the first period of the war.

The composition of the LaGG-Z's weapons changed during serial construction. In the most typical version for 1941, it consisted of a 20 mm cannon and synchronized machine guns - one BS and two ShKAS. In addition, 6-8 rockets can be placed under the wing. Unfortunately, during the development of the LaGG-Z in production and in the process of its development, it was not possible to maintain its high flight characteristics. The speed has decreased especially significantly.

The LaGG-Z operated most successfully against enemy bombers, where its superior flight performance and the power of its weapons were decisive. This aircraft was also good for performing assault missions. But still, the pilots of the LaGG-Z more often had to conduct air battles with enemy fighters. Here the shortcomings of the LaGG, due to its too large weight, were clearly evident. In terms of basic indicators, it was inferior to the Messerschmitt Bf-109E and Bf-109F.

By decision of the State Defense Committee at one of the most powerful aircraft factories, which produced the majority of LaGG-Z. their production was discontinued. Instead of LaGG, production of Yak fighters was established there, and LaGG-Z continued to be built at plant No. 31 in Tbilisi. There, under the leadership of V.P. Gorbunov in 1942-1943. work was carried out to increase the combat effectiveness of LaGG-Z.

Attempts were made to install M-106 and M-107 engines on the fighter, but they ended in vain. Gorbunov made another attempt to improve the flight qualities of the LaGGa-3 by installing the M-105PT engine on the aircraft. The fighter, designated "object 105" in October 1943, passed state tests. The first thing that caught your eye was the teardrop shape of the cockpit canopy. The aircraft's armament consisted of a ShVAK cannon and a BS machine gun with 160 and 200 rounds of ammunition, respectively. Takeoff weight the aircraft's weight was 2818 kg, the maximum speed was 612 km/h.

In February 1944, the “105-2” aircraft appeared with an M-105PF-2 engine with a starting power of 1290 hp. and operating power 1310 hp. at an altitude of 2000 m. The capacity of the fuel tanks was reduced from 405 to 377 liters, the ShVAK cannon was replaced with a VYA-23 cannon with 85 rounds of ammunition. The BS machine gun had 185 rounds of ammunition. The fighter underwent state tests from May 10 to June 12, 1944. They ended negatively. The aircraft was noted to have flaws in the design of its propeller-engine group, weak armament and low flight parameters. The 105-2 aircraft was significantly inferior in capabilities to the German Bf-109G-6 and Fw-190D-9 fighters. As a result, the Air Force Research Institute recognized further improvement of the LaGGa-3 as futile and raised the issue of stopping its serial production.

Total for 1941-1944 Aviation factories built 6,528 LaGG-Z fighters.

*At 90% of maximum speed.

And a front-line bomber is usually capable of using powerful air-to-ground weapons. The main difference from the attack aircraft is the ability to conduct maneuverable offensive air combat. As a rule, attacks on ground targets are carried out by bombers and attack aircraft under the cover of fighters. Fighter-bombers are capable of operating without cover, as they have both maneuverability characteristics and weapons sufficient to counter enemy fighters and evade fire from enemy air defense systems. On the other hand, bombers and attack aircraft perfectly perform the task of delivering massive air strikes against a ground (sea) enemy (including against stationary targets and large combat vessels), but for the free hunt for a mobile enemy, such as, for example, single tanks or cargo ships. cars, those same bombers and attack aircraft, are often simply inconvenient. In contrast, a fighter-bomber capable of operating without cover is optimal for such a mission. However, another disadvantage of a fighter-bomber compared to a conventional bomber is its more limited ammunition capacity for striking ground targets.

Piston fighter-bombers

The first fighter-bombers began to be built back in the era of piston propeller aircraft. The most famous piston fighter-bombers:

• Messerschmitt Bf.110 and Messerschmitt Me.210;
• Spitfire (fighter-bomber modification);

The Soviet Yak-9 is also a fighter-bomber. But (unlike the Bf.110, Me.210 and Bristol Blenheim) it was used mainly as a fighter - use as a fighter-bomber was practically an additional function of the Yak-9.

As conceived by the creators, piston fighter-bombers were intended to be used as universal aircraft - to destroy air and ground enemies. However, in practice, things were not always so smooth. Both the German Bf.110 and Me.210, and the British Bristol Blenheim were quite good at destroying enemy bombers and transport aircraft and mobile ground enemies (tanks, vehicles, torpedo boats and other small vessels, etc.), but were clearly outperformed by single-engine fighters.

They were also inferior to bombers and attack aircraft in their ability to destroy well-fortified ground targets (bridges, factories, large warships), but they complemented bomber formations well as escort fighters, as well as air defense suppression aircraft.

Jet fighter-bombers

The first supersonic aircraft capable of conducting air combat and attacking ground targets equally effectively were 3rd generation fighters: Soviet MiG-23B, MiG-23BN, MiG-27, Su-17M, American F-4, French Mirage F- 1 . However, the missions of fighter-bombers during combat operations are determined by the doctrine of their use in specific air forces. For example, during the Vietnam War, American F-105 fighter-bombers were involved exclusively in attacks on ground targets, although in some cases they won victories in clashes with enemy fighters.

That is, unlike piston fighter-bombers, jet fighter-bombers often have characteristics sufficient to be used as a universal combat aircraft - operating both against an air enemy and against a ground (surface) enemy. In particular, a fighter-bomber is suitable for free hunting of both air (planes, helicopters) and ground (surface) (especially mobile) enemies, as well as for delivering targeted strikes on ground targets in cases where the use of bombers is inappropriate.

Differences from multi-role fighter

Currently, a number of scientists recognize new class, called "multi-role fighters". Their difference from a fighter-bomber has always been very controversial, so usually both are classified the same way. However, there is a conditional difference between them:

• A fighter-bomber is a better alternative to a front-line bomber, which, if necessary, can take advantage of its secondary ability - to conduct air combat.
• A multi-role fighter is a versatile fighter designed primarily to "gain air superiority" and, if necessary, can strike ground and surface targets.

Often the term “multi-role fighters” refers to fifth-generation aircraft, which often causes confusion when classifying this or that aircraft.