The Kaman K-17is powered by a Blackburn Turmo 600 turbine engine. This engine drives a Boeing compressor which supplies air to pressure jets at the rotor tips. The K-17 first flew in the Spring of 1958.
Kaman K-17
Jet
Junkers Jumo 109-004 / Avia M-04
Avia built the CS-99 (Messerschmitt 262) with engines from the repair works in Malesice (the Junkers Jumo 004 now called the M-04).
Junkers Ju.287
In 1943 the German Junkers com¬pany was given the task of designing a heavy bomber that would be faster than any contemporary Allied fighter. A swept wing planform was essential to reach the speed required, and to overcome the disadvantages of a backward swept wing, the Junkers design team proposed a wing swept forward. In theory such a wing should have the same effect as one swept back in reducing the effective thickness to chord ratio, but would have the highest lift coefficient at the root, decreasing outboard. The wing tips would thus be the last to stall, with aileron control available up to this point. An additional advantage of a forward swept wing was that by freeing the centre portion of the fuselage of wing spars, it facilitated the provision of the large weapons bay called for in the bomber specification, around the centre of gravity.
To test such a wing full scale Ju 287 Vl was produced, under supervision of Hans Wocke. To save time and money this aircraft utilised the fuselage of a Heinkel He 177A, the tail of a Ju 388 and nose wheels salvaged from a crashed Consolidated B 24 Libera¬tor. The forward swept wing, however, was representative of that of the intended bomber.
Power was provided by four Junkers Jurno 004B turbojets, two being attached to the sides of the fuselage nose and two being mounted under the wing. Two Walter 501 rocket units provided boost for take off.
A forward swept wing is structurally unstable; it reacts to increase the loads. As speed increased the forces eventually exceed the strength of the wing. To compensate for this divergence problem, as it is called, forward swept wings have to be very strong in torsion to prevent any twisting that would lead to catastrophic loads.
An indication of the severity of this problem is that on the Ju 287 V1, to preserve the structural integrity of the wing, the main landing gear did not retract into the wing, but was fixed, the wheels being enclosed in fairings.
Seventeen test flights were made by the Ju 287 V1, the first one at Brandis, near Leipzig, on 16th August 1944, in the hands of Flugkapitan Siegfried Holzbaur. The flights proved the aerodynamic advantages of the wing planform; wing tufts confirmed the progressive wing stall from the root to the tip. Lateral control at low speeds was good. However, the trials also proved some of the problems predicted. Two of the most serious were a tendency for the aircraft to Dutch roll in reverse, and for the aircraft to increase g inadvertently during a turn, when the pilot was attempting a steady turn.
Despite the problems, work started on the definitive bomber, the Ju 287¬V2, and final assembly was under way when the factory was seized by advancing Russian troops. The incomplete bomber was transferred to the Soviet Union, together with Hans Wocke and other key members of the Junkers design team, where it was completed and test flown in 1947.
EF.131
Wing span: 78 ft 8.75 in
Height: 26 ft 3 in
Empty wt: 34,838 lb
Loaded wt: 51,341 lb
Max speed: 534 mph
Service ceiling: 43,950 ft
Range 4410 bomb load: 1045 mi
V-1
Wing span: 65 ft 11.75 in
Length: 61 ft 0.5 in
Height: 15 ft 5 in
Wing area: 656 sq.ft
Empty wt: 25,557 lb
Loaded wt: 44,092 lb
Max speed: 404 mph
Max speed at 19,685 ft: 347 mph
Cruise speed: 320 mph
Landing speed: 118 mph
Stall speed: 105 mph
Rate of climb: 1910 fpm
Climb to 19,700 ft: 10 min 30 sec
Service ceiling: 35,425 ft
Range: 932 mi
V3
Engines: 6 x 800kg BMW 003A-1 turbojets
Wingspan: 20.11 m / 66 ft 0 in
Length: 18.6 m / 61 ft 0 in
Wing area: 58.3 sq.m / 627.54 sq ft
Max take-off weight: 21520 kg / 47444 lb
Empty weight: 11920 kg / 26279 lb
Max speed at 16,400 ft: 856 km/h / 532 mph
Cruise speed: 493 mph
Rate of climb: 2885 fpm
Climb to 19,700 ft: 10 min 30 sec
Ceiling: 12000 m / 39350 ft
Range full load: 980 mi
Range half bomb load: 1320 mi
Crew: 4
Jetpack Aviation JB-9
It’s a jet and a backpack; that can take off vertically. There’s a large suitcase that our whole JB-9 will fit into. It’ll fit in the back of a car. The JB-9 uses a carbon-fiber corset that straps to the pilot’s back, with the majority of the “backpack” section carrying fuel. The device can carry a total of 10 gallons of fuel, which it burns at around a gallon a minute. And the fuel itself is kerosene.
Mounted to each side is a small jet turbine engine that provides upward thrust. These engines mix ambient air with their exhaust gases to bring temperatures down to a comfortably warm airstream. The exhaust temperature actually declines really quickly.
On the left hand is a twistgrip controlling yaw. If I turn the hand to the left, it will spin to the left. There are some little yaw vanes at the bottom of each engine, a little cup that tilts backward and forward. They’re on push/pull cables. They’re always going in the opposite direction to each other, so if you vector the right engine forward, the left one goes backward and you get that yaw rotation.
On the right is a fly by wire throttle driving the engines. That actually works back to front compared to a motorcycle throttle. Going back into the 1960s, the way Bell had it set up, you turn your hand inwards to develop thrust. The JB-9 works the same way.
The twistgrips sit on the end of levers, which can be pushed up and down to tilt the jet engines, either individually or together. Rather than just vectoring the thrust, they vectoring the entire engine on a sort of gimbal arrangement, not only moving the line of the thrust, but moving the centre of thrust.
To go forward or backwards, which requires pitch, effectively its pushing both handles down, that’ll make it go forward. Pulling them up, or actually allowing them to come up, because that’s what they want to do under thrust, will make it go backwards. Or more likely, just slow down from speed. The whole thing is completely manual at the moment, it’s literally a pair of levers tilting the engines.
You don’t need much roll as it’s similar to that. Once you start a roll it will basically follow that. It’s kind of kinesthetic, once you start a roll by shifting your body one way and pushing your arms down a little to the left, it’ll continue that rolling motion to the left.
The JB-9 is limited to the required standards, which is 55 knots, or just over 100 kilometers per hour.
Vertical speed depends more on the fuel payload. There is an initial climb rate of 500-1000 feet a minute and as fuel burns off, you get extraordinary vertical rates. Being turbine engines, they don’t run out of performance as the air thins. They’ll just keep going, they’re compressing the air like a turbocharger.
The total endurance of the JB-9 is 10 minutes plus, depending on pilot weight. It also depends a little bit on temperature, altitude and that kind of thing, but that’s by no means as significant as the total pilot weight.
Jetcraft Executive Mark I
A twin-boom executive jet aircraft based on newly built components of de Havilland Vampire T Mk 11 fighter type. Initial Jetcraft Executive Mark I prototype built.
JetCat P200
Jetcat produces a family of jet engines composed of several models whose powers between 2 and 23 pounds of thrust.
The JetCat P200 was put on the market in 2010.
Applications:
ACLA Sirocket
Colomban Cri-Cri
P200-SX
Thrust: 23 kg at 112 000 rpm
Weight: 2.370 kg
Diameter: 130 mm
Length: 350 mm
Engine speed: 33000-113000 rpm
EGT: 670° C
Specific consumption Full Throttle: 750 ml / min
Fuel: Kerosene, Jet A1
Jervis Baby J
Built as a flying test bed for the Jervis tip-powered rotor system, the Baby J was flown in Nassau, Bahamas, in 1952.
Power: 2 x Jervis pulse-jets
Rotors: 2-blade, tip-powered main rotor
Seats: 1
JAG 235
Of composite construction and sold as a self-assembly kit in 2002.
Engine: 1 x 317 shp RR/Allison 250-C18 turboshaft.
Blades: up to 8.
Max speed: 178 mph.
Cruise: 145 mph.
Range: 399 sm
Ceiling: 14,500 ft.
IAI Lavi
The Lavi, a single-engined canard delta with a chin intake, is similar in appearance to the F-16 but is smaller. A 91.7kN Pratt & Whitney PW1120 turbojet is used, and the aircraft has a quadruplex digital fly-by-wire control system which allows relaxed stability. The cockpit is built around three multifunction colour CRT displays and a wide-angle headup display. The new Elta multimode pulse-Doppler radar, developed from the earlier EL/M-2021B, will include track-while-scan capability in air-to-air mode, and terrain avoidance/ground mapping in air-to-surface mode. Composite materials are used extensively in the airframe, and account for 22 per cent of the structure by weight. Grumman designed and developed the wings, and will also build the first eight sets before production transfers to Israel.
The Lavi carbon-fibre wing has mechanical fasteners to secure the skins to the ribs and spars. While composite skins can be bonded together it is necessary to make at least one skin removable for internal access.
A special rig using a cockpit mock-up was designed to test the fighters air conditioning system.
A second prototype flew on March 30, 1987. The first prototype, which flew on December 31, 1986, and the second aircraft are both two-seaters, while the remaining four development aircraft were to be single-seaters.
The Lavi’s delta wing spans 28 ft 7 in and its empty weight is 15,305 lb, but it can take-off for a long range mission at a weight of 42,000 lb, ie. 175% of its empty weight.
The first six full-scale development aircraft were built on production tooling even with the future not entirely certain.
The program was ultimately cancelled in August 1987, the constructed prototypes went on to see a serviceable life as technology demonstrators for various other flight programs to test avionics and applicable flight systems. It is believed that Israeli involvement in the Chinese program culminated in a similar-looking airframe with multirole capability in the J-10.
Lavi
Engine: 1 x P&W PW1120.
Installed thrust (dry / reheat): 60 / 92 kN.
Span: 8.8 m.
Length: 14.6 m.
Wing area: 33.05 sq.m.
MTOW: 19,300+ kg.
Warload: 7257+ kg.
Max speed: 1.8 Mach.
TO run: 305 m.
Combat radius lo-lo-lo: 1110 km.
Fuel internal: 3330 lt.
Air refuel: Yes.
Armament: 1 x 30 mm
Hard points: 11 + 2 wing tips.
IAI Lavi B
Engine: Pratt & Whitney PW1120, 89958 N / 9170 kp
Length: 47.9 ft / 14.6 m
Height: 15.748 ft / 4.8 m
Wingspan: 28.871 ft / 8.8 m
Wing area: 355.212 sq.ft / 33.0 sq.m
Max take off weight: 42512.4 lb / 19280.0 kg
Weight empty: 19845.0 lb / 9000.0 kg
Max. weight carried: 2205.0 lb / 1000.0 kg
Max. speed: 800 kts / 1482 km/h
Cruising speed: 538 kts / 997 km/h
Wing loading: 119.72 lb/sq.ft / 584.0 kg/sq.m
Range: 2300 nm / 4260 km
Fuel capacity: 880 gal / 3330 lt
Crew: 1
Armament: 1x MK 30mm, 2720 kg ext.
IAI Kfir
The next stage after the Nesher was to go into production with a substantially improved aircraft with a largely new propulsion system, modified air¬frame and totally replanned weapon aiming, navigation and other electronic systems. The selected engine was the General Electric J79, of modified GE 17 subtype, rated at 8120 kg (17900 lb) with maximum afterburning. This required larger inlet ducts, a modified engine bay with ram air inlet at the front of a new dorsal spine, and a wider but sharply cutback rear fuselage. Other changes visible externally include a completely new nose with enlarged and flattened underside, completely new cockpit, strengthened landing gear with increased oleo stroke, and rearranged external panels and hatches. Inside, the systems and equipment are considerably altered, the main changes being increased fuel capacity and totally dissimilar weapon control and aiming systems. Elta Electronics, an IAI subsidiary, has used a Singer-Kearfon licence, clearly indicative of an inertial system.
Following testing of J79 engines in an Israeli air force Mirage IIIB the first Kfir (Lion Cub) flew in 1974, and two were publicly shown at Lod airport in April 1975. Compared to the French Mirage III and Mirage 5 it has a more powerful engine, bigger engine air intakes, a longer nose, revised cockpit, Israeli avionics and systems and a fin air inlet located at the lower front end of the fin. The first production versions were designated Kfir-C1. Two Heyl Ha’Avir (Israeli air force) squadrons were equipped with this initial model, which retains the original armament of two 30 mm (1.18 in) DEFA cannon. Seven hardpoints can carry a wide range of external stores for interception, attack or reconnaissance missions, including Shafrir AAMs, Luz, Maverick or Hobos ASMs, Shrike antiradar missiles (ARMs), concrete dibber penetra¬tors, cluster bombs, ECM pods, multi sensor reconnaissance pods, or tanks.
A modestly successful fighter with ground-attack capability, 27 aircraft were built.
On July 20, 1976, at the Heyl Ha’Avir base at Hatzerim, Negev, IAI gave the first public display of the definitive production version, the Kfir-C2. Basically unchanged, this has three important aerodynamic improvements. A fixed canard surface, much larger than the ‘moustache’ retractable canards of the Mirage Milan, and slightly swept back, is fitted high on each inlet completely out of the pilot’s field of view. Along each side of the tip of the nose is a small strake, which induces a vortex at high angles of attack. At about 60% of the semispan is a dog tooth, the leading edge from there to the tip being extended in chord and drooped in a conical¬ camber arrangement. These changes are claimed to transform the flight capabilities to a new high level, with much tighter sustained turns, better handling (especially at overload weights), reduced low level gust response, flatter and slower approach, better takeoff, reduced field length and greater weapon ¬carrying capability. New avionics were introduced, including a new ranging radar, twin-computer flight control system, multi-mode navigation and weapons delivery system, central air data computer and HUD.
By mid 1978 about 150 Kfirs of all types had been built, with output still running at more than two per month. At least some of the early aircraft have been brought up to C2 standard. Ecuador’s attempt to buy 24 Kfirs was vetoed by the US Government, and IAI has since been seeking an alternative engine.
The two seat TC2 entered production in February 1981. Two-seat Kfir-TC2 trainers feature a lengthened and lowered nose for improved view. The longer nose houses the avionics displaced from the C2’s spine and is fitted with small vortex-generating strakes.
In 1985 the US Navy agreed a three-year lease of 12 Kfirs designated F-21As, for use as agressor aircraft pending the delivery of F-l6Ns. The USMC followed suit in 1986, with the lease of 13 Kfirs to fulfil a similar role. IAI is retrofit Kfirs from C2 to C7 standard. The C1s were modified adding narrow-span canard foreplanes above each air intake and a small rectangular strake either side of the nose behind the ranging radar. These additions greatly improved its combat manoeuvrability and slow speed handling.
Production of the latest Kfir-C7 advancd the two-seat TC7 began in 1983, and these are now the standard models. Externally similar to the earlier Kfir-C2, the C7 has an uprated J79-J1E engine giving a 4.4kN increase in augmented thrust, allowing a 1,540kg increase in maximum take-off weight. Thrust-to-weight ratio and combat radius are also improved. Avionics are upgraded with a new hands-on throttle-and-stick (Hotas) weapons delivery and navigation system, and a stores management/delivery system which is able to cope with smart weapons. The C7 has two additional hardpoints for the increased payload.
Kfir-C2/TC2 aircraft were upgraded to C7/TC7 standard. The C7 has a specially adapted version of the J79-GEJ1E with some 1,000 lb (454 kg) more afterburning thrust. The type has two extra hardpoints below the intake ducts and a number of advanced features including capability for the carriage and use of smart weapons, Elta EL/M-2021B pulse-Dopplar radar, a revised cockpit with more sophisticated electronics and HOTAS (Hands On Throttel And Stick) controls and provision for inflight-refueling. Maximum take-off weight is increased by 3,395 lb (1,540 kg), but combat radius and thrust-to-weight ratio are improved to a marked degree. The principal Electronic Countermeasures (ECM) system is the Elta EL/L-8202 advanced self-protection jammer.
The upgrade to Kfir-C10 standardwas developed for export. It features a new Elta EL/M-2032 multimode radar, capability to use a HMD (Helmet Mounted Display) and Python IV air-to-air missiles and two 127x177mm Multi-Function Displays produced by Astronautics.
IAI built 212 Kfirs, with 40 early Kfir-1s (many updated to Kfir-C1 spec), about 12 Kifr-TC2 trainers, and the rest Kfir-C2s.
The principal users were Israel, Colombia, Ecuador, and USA.
As the F-21A, two types of Kfir served with USMC VMFT-401 “Agressor” Sqn, Yuma, Arizona, for dissimilar air combat maneuver training.
The Young Lion was deployed with a squadron of the Israeli Air Force in 1974 and 1975. Then, more aerial units were added to the Kfir. The jet shot down a Syrian MiG-21 in 1979 with an Israeli Shafrir 2 missile. That was the first Israeli home-built missile.
Meanwhile, the Israelis acquired the F-15 and F-16 fighters for aerial combat roles, and the Kfir was more aligned with the ground attack role.
The Kfir was also exported to Ecuador, where the warbirds shot down three Peruvian airplanes in the 1990s.
Sri Lanka also used the Young Lion during its counterinsurgency against the Tamil Tigers. Five Kfirs are still in service with the Sri Lankan Air Force in 2025.
In Israel, the Young Lions were finally replaced by the F-16s and F-15s.
The Israelis have almost phased out all foreign support for Kfirs in Colombia. Final work with the Colombians will be completed in 2025. Israel had helped Sri Lanka update the Kfir in 2017 with new radars and Python air-to-air missiles.
Variants:
C1
C2
TC2
C7
TC7
C10
F-21A
Kfir C-2
Engine: 1 x General Electric J79-GE-J1E, 17,900 lb / 8119 kg thrust
Span: 8.22 m (27 ft)
Canard span: 12 ftt 3 in / 3.73 m
Length: 15.55 m (51 ft)
Height: 14 ft 11.25 in / 4.55 m
Wing area: 374.6 sq.ft / 34.80 sq.m
Canard area: 17.87 sq.ft / 1.66 sq.m
Empty weight: 16,060 lb / 7285 kg
Gross weight: 35,714 lb / 16,200 kg
Maximum speed: over 2335 km/h (1450 mph, Mach 2.2).
Range: 428 mi / 690 km
Ceiling: 58,000+ ft / 17,580+ m
T/O run: 1450 m.
Ldg run: 1280 m.
Armament: 2 x 30mm DEFA 552/553 cannon
Bombload: 12,731 lb / 5775 kg
Seats: 1
Kfir C-7
Engine: 1 x General Electric J79-J1E afterburning turbojet 83.40 kN (18,750 lb st)
Installed thrust (dry / reheat): 52.9 / 83.3 kN.
Span: 8.22m (26 ft 11½ in)
Length: 15.65m (51 ft 4.25¼ in)
Height: 4.55m (14 ft 11.25in)
Wing area: 34.46 sq.m / 392.47 sq.ft
Empty, equipped weight: 7285 kg (16,060 lb)
MTOW: 16,500 kg (36,376 lb)
Warload: 6085 kg / 13,415 lb
Max level speed at 10975m (36,000 ft): Mach 2.3 / 2440 km/h (1516 mph)
Time to height: 5min 10 sec to 15,000 m.
Service ceiling: 17680m (58,000 ft)
Combat radius hi-lo-hi: 1185 km.
Fuel internal: 3240 lt.
Air refuel: Yes.
Armament: 2 x 30 mm DEFA 553 / 140 rounds per gun, 6085 kg (13,415 lb) ordnance
Hard points: 9.
All Aero 