Historical Fighter Planes of India.

[Kunal Biswas]

Air intakes..

Wonder from where the air intake took place in this aircraft ,, does the air intake takes place from the holes in the wing???? what about an expert comments,,, plzzz I need the answer,,,,, anyone there,,,,,,

 

[mikhail]

1st jet propelled fighter air craft of Indian Air Force,,,, one word for it ,,,,,, SEXY

seriously speaking i find the design of the Vampires a bit bulgy secondly it was not fighter in a true sense due to its limited maneuverability rahter it was a bomber

 

[shom]

seriously speaking i find the design of the Vampires a bit bulgy secondly it was not fighter in a true sense due to its limited maneuverability rahter it was a bomber

Mate the time when it was built it was the best fighter,,, one of the foremost jet propelled engine ,,, many nations had no power to even catch the bird and take it to firing range dude,,,First-generation jet fighter - Wikipedia, the free encyclopedia look at this,,,,,,

 

[shom]

seriously speaking i find the design of the Vampires a bit bulgy secondly it was not fighter in a true sense due to its limited maneuverability rahter it was a bomber

Undoubtedly the outstanding feature of the Vampire's handling characteristics was its incredible

J28B Vampire of V.5 in natural metal finish. Numerals were painted black and panels were of orange-red dayglow. The Wings equipped with Vampires were F.8, F.9, F.15 and F.18.
lightness and sensitivity of control. Ailerons were finely balanced and high rates of roll were possible though reversal was startling in its onset. The elevator was also highly effective and large accelerations resulted from relatively slight movements of the control column. On the other hand the rudders, on account of their small area, demanded coarse movement to be of much consequence.

Take-off. So simple were the Vampire's systems that only six take-off Vital Actions were necessary: trim neutral, high and low pressure fuel cocks "on", booster pump "on", flaps selected as required and air brakes "in". When flown clean, acceleration on take�off was sprightly and the aircraft could be lifted from the runway at about 110 knots. When carrying drop tanks or bombs it was necessary to retract the wheels quickly otherwise the airflow between the stores and wheel fairings would build up and cause the doors to stay open. As no nosewheel brake was included, the still-rotating nosewheel entering its recess immediately below the pilot often caused so much noise and vibration that the uninitiated momentarily anticipated instant catastrophe.

In the air. Engine handling took some getting used to. Pilots experienced in piston

Swedish Vampires allocated to F.5 of the Swedish Air Force (full unit markings not yet completed)
engine handling had to learn to anticipate speed demands earlier as the power response from the Goblin was considerably slower, and any rapid throttle movement might cause engine surge, flame out or, at worst, a burst compressor.

Due to the relatively good power/weight ratio of the single-seat Vampire, the aeroplane was tremendously manoeuvrable within the 600-800km/h speed range. At lower speeds, however, steep turns required coarse use of rudder to maintain height, and it was uncomfortably simple to stall in relatively shallow turns. The stall was likely to be accompanied by quite sharp wing-drop, but a surprising amount of aileron control existed right down to the stall, albeit with marked control buffet. One was advised to recover quickly while use of the most effective elevator could be maintained. Though by no means dangerous, the spin could be embarrassing owing to blanking of the diminutive rudders and the necessity to use coarse elevator control resulted in the aircraft pointing at terra firma for an uncomfortable length of time while speed built up!

Aerobatics in the Vampire were sheer joy and were strangely akin to those of light sporting aircraft, apart, of course, from the airspeed

Later production Vampire 5 of No. 614 Squadron, Royal Auxiliary Air Force.
and amount of sky used. With judicious engine handling, the Vampire was the last British jet fighter to be capable of accurately precipitated hammer stalls, stall turns and wingovers.

At the upper end of the speed range, the Vampire behaved in singular fashion with the onset of compressibility, and from M=0.71 up to 0.76 the aircraft displayed increasing porpoising and wing buffet until at M0.79 the aircraft would suddenly "break" up or down with the likelihood of a wing drop, giving the sensation of an "incipient" flick roll. Recovery from high Mach runs was simple with use of the air brakes, though below 450km/h these were of little real value. Should a flame-out occur in flight, a forced landing was unavoidable as no re-light system was provided. Ditching was not recommended and, if over water, the pilot was advised to vacate his cockpit.

Landing. Landing vital actions, like those for take-off, were minimal: wheel brakes checked off, landing gear indicated down (three green lights), flaps fully down on final approach, and air brakes in. After turning on to the final approach at about 195km/h, speed was reduced so as to cross the runway threshold

Vampire 5 aerobatic team from the Merryfield Advanced Flying School.
at about 175. Stall with gear down and power on would occur at little above 140km/h, so that touchdown would be aimed at at about 15-25km/h above this when landing without stores. Owing to the sluggish engine response, power-on approaches were recommended in order to obtain quicker acceleration in the event of a go-round. The low landing weight meant that wheel locking could easily occur when using the brakes, and careful braking was necessary if constant tyre replacement was to be avoided! Anti-skid devices were not fitted.

The cockpit. By later standards, the cockpit was distinctly untidy. The fuel gauges were virtually invisible without moving the control column back! And then some mental arithmetic was required to tot up the fuel remaining in the various tanks. Although not required in flight (except in the event of a forced landing), movement of the low pressure fuel cock demanded double-jointed fingers as the lever was carefully concealed behind the throttle! Despite these shortcomings, view from the cockpit was superlative, and this together with the small size of the Vampire contributed to a feeling of being an integral part of a delightfully sensitive flying machine.

(C) Francis K. Mason, 1965
Courtesy:- Aircraft Profile #48. De Havilland Vampire

 

[shom]

Air intakes..

Thanxx @Kunal Biswas dadaa,,, i was expecting this but had doubts as I know very less regarding Aircrafts,,,,,

 

[W.G.Ewald]

Wonder from where the air intake took place in this aircraft ,, does the air intake takes place from the holes in the wing???? what about an expert comments,,, plzzz I need the answer,,,,, anyone there,,,,,,

Your post #34 shows the right side air intake.

Good thread.

 

[shom]

Your post #34 shows the right side air intake.

Good thread.

Thanxxx ,,,,mate,,, and yeah I was expecting that,,, but to be sure I asked,,,,

 

[shom]

Now here I go for 3rd one,,,,
3) Dassault Ouragan (Toofani):-
Introduced in 1953.Initially India ordered 71 Ouragans in 1953 and ordered 33 more second hand Ouragans in 1957 bringing the total to 104. Withdrawn from front line service in 1965, although it continued in use for some years as a target tug.
The Dassault M.D.450 Ouragan (French: Hurricane) was the first French-designed jet fighter-bomber to enter production, playing a key role in resurgence of the French aviation industry after World War II. The Ouragan was operated by France, Israel, India and El Salvador. While in Israeli service it participated in both the Suez Crisis, Six-Day War.On 25 June 1953, India ordered 71 Ouragans with the slightly uprated Nene 105 engine, with deliveries starting that year and completed in March 1954. An additional order for 33 second-hand Ouragans in March 1957 brought the total to 104. Selection of the Dassault Ouragan fighter from France at this time reflected the decision to initiate diversification of supply sources.[4] The Indians named the aircraft Toofani (Hindi: Hurricane).
The Indian Toofanis faced combat in 1961, when they performed air strikes against the Portuguese territory of Diu on the western coast of the Indian sub-continent. They were also used in ground attack missions against anti-government rebels in Assam and Nagaland, and in 1962 for reconnaissance missions in the Sino-Indian War. One Toofani strayed over the border with Pakistan on 24 April 1965, and was forced to land by a Pakistan Air Force's F-104 Star Fighter. While the pilot was returned to India, the aircraft was retained and ended up being displayed at the Pakistan Air Force Museum at Peshawar.
As was the case in France, the Ouragan started to be replaced in front-line service by the Mystère IVA in 1957, being withdrawn fully from front line service in 1965, although it continued in use for some years as advanced trainer and Target Tug.
General characteristics:-
Crew: One
Length: 10.73 m (35 ft 2 in)
Wingspan: 13.16 m (43 ft 2 in)
Height: 4.14 m (13 ft 7 in)
Wing area: 23.8 m² (256.2 ft²)
Aspect ratio: 7.3:1
Empty weight: 4 142 kg (9,132 lb)
Loaded weight: 7 404 kg (16,323 lb)
Max. takeoff weight: 7 900 kg (17,416 lb)
Powerplant: 1 × Rolls-Royce Nene 104B turbojet, 22.2 kN (4,990 lbf)
Performance
Never exceed speed: Mach 0.83
Maximum speed: 940 km/h (508 knots, 584 mph) (Mach 0.76) at sea level
Cruise speed: 750 km/h (405 knots, 465 mph)
Combat radius: 450 km (245 nm, 280 mi)
Ferry range: 920 km (500 nm, 570 mi)
Service ceiling: 13 000 m (42,650 ft)
Rate of climb: 38 m/s (7,480 ft/min)
Takeoff distance: 783 m (2,570 ft)
Landing distance: 910 m (2,985 ft)
Armament
Guns: 4× 20 mm Hispano-Suiza HS.404 cannon with 125 rounds per gun
Rockets: 16× 105 mm (4.1 in) Brandt T-10 air-to-ground unguided rockets; or, 2× Matra rocket pods with 18× SNEB 68 mm rockets each
Bombs: 2,270 kg (5,000 lb) of payload on four external hardpoints, including a variety of unguided iron bombs such as 2× 454 kg (1,000 lb) bombs or 2× 458 liter (121 US gallon) napalm bombs or Drop tanks for extended range.

Data Courtesy:- Wikipidia
Image Courtesy:- Bharat Rakshak

 

[shom]

Some Tufanis in Box Formation,,,

Courtesy:- Bharat Rakshak

 

[shom]

Ouragan IC554 during its ferry flight to India. (Courtesy : Vayu Publications )

Courtesy:- Bharat Rakshak

 

[shom]

A line up of Toofanis assembled for inspection. There are atleast 17 Toofanis in this picture:-

Courtesy:- Bharat Rakshak

 

[shom]

Two Toofanis fly somewhere in North India against the backdrop of the Himalayas. This photograph appeared in the 1957 Air Force Day Brochure

Courtesy:- Bharat Rakshak

 

[shom]

image hosting sites
Image COurtesy:- http://www.abpic.co.uk/images/images/1286742M.jpg

 

[shom]

n the 1952-53 period, rumours had it
that Gloster Aircraft, manufacturers
of the Meteor twin-engined fighter
were pushing their aircraft for the Indian
Air Force which Service had wanted to
diversify its source of combat aircraft
and had preferred the Dassault Ouragan
from France. In any case, Gp. Capt. H
Moolgavkar, regarded as an authority on
that jet fighter, had flown the Meteor Mk
IV extensively during his Day Fighter
Leader's Course with the RAF at West
Raynham and had pronounced that type
as "not suitable for Indian conditions".
And so, the Dassault Ouragan was ordered
by the Government and the IAF chose to
ferry the French fighters themselves back
to India.
Displaying little disguised sceptism,
Air Marshal Sir Gerald Gibbs the then IAF
Chief, opined that the Ouragans "would
never reach" and would be "abandoned
enroute". Air Vice Marshal S Mukherjee,
then Deputy Chief and Air Commodore
AM Engineer were determined to prove
this otherwise.
As Director Operations, Group
Captain H Moolgavkar was chosen to
lead the team for the ferry, the others
Ouragans to India
A fragment of IAF History
The first batch of Dassault Ouragans (Toofanis) at Palam, November 1953 .
Leading the ferry flight of Ouragans from France to India was then Gp. Capt. Arvind Moolgavkar,
seen here at Almaza airport enroute to India.
The other ferry pilots included PVS Ram, Suranjan Das and Roshan Lal Suri,
seen here with Wg. Cdr. Arvind Moolgavkar at Almaza.147
V/2010
being Squadron Leaders Suranjan Das,
PVS Ram and Roshan Suri. He requested
that a Devon light transport from the IAF
Communication Squadron be provided to
fly them all along the route to France.
Thus, on 20 August 1953, Devon
(HW519) with the ferry pilots on board
took off from Palam leading west, via
Mauripur in Pakistan, to Sharjah in the
Persian Gulf, thence to Bahrain, Baghdad,
Nicosia, El Edem in Libya, Idris, El Mas
in Sardinia, thereafter to Nice in southern
France and then Villa Coublay to Mont
de Marson arriving on 27 August. Here,
the intrepid pilots began their conversion
course on the Ouragan fighter-bomber the
very next day, 28 August 1953, completed
within six weeks.
On 18 October 1953, Gp. Capt. H
Moolgavkar (in 1C 558) led the formation
of 4 Ouragans to India, transitting the
same stations earlier taken by the Devon
and arrived back at Palam exactly on
schedule without any unserviceability, on24 October 1953.
Courtesy:- http://www.vayuaerospace.in/images1/History_Ouragons.pdf

 

[shom]

Introduction:

India has faced a number of insurgent groups in the North Eastern states since the 1950s, each with their own agenda. Though the region is still plagued by several such groups, the number of terrorist incidents has significantly decreased compared to the initial years. Indian counter terrorism forces have stoutly stuck to the principle of minimum force - only small arms are employed to fight the terrrorists.

For most part Indian Air Force and Indian Army Aviation Corps restrict themselves to helicopter or transport aircraft missions for material and troop movement, communciation, CASEVAC and reconnaissance. Whlile the larger debate of using fighter aircraft in COIN is beyond the scope of this article, it is pertinent to record the rare occasions when India has used offensive air power in COIN missions on Indian soil.

Operations

These rare missions saw use of sub sonic fighter aircraft of the time – Toofani (Ouragan), Vampire and Hunters fight the insurgents using guns and air to ground rockets.

In 1956 Nagaland witnessed the rise of insurgency in India launched by the NSCN. Even though the IAF was mostly involved in flying milutary supplies, air strikes were carried out at Purr. No. 4 Sqn (Oorials) was based at Tezpur since the 1962 war. Equipped with Toofanis, the squadron would escort Dakotas and attack militant positions to protect the transport aircraft as it landed or dropped supplies. No. 4 also discovered militant camps in Burma when a fighter accidently flew into Burmese airspace.

North Eastern Frontier Agency (NEFA). During the early 1960s, the No.24 Squadron (Hawks) took part in COIN missions in NEFA (now known as Arunachal Pradesh). Hawks was then based at Chabua for air defence and reconnissance missions and equipped with Vampires. While NEFA did not suffer from any insurgency; these missions were possibly against groups that had setup camp there.

Mizoram has seen the largest employment of fighter aircraft in COIN ever. On 28th Feb 1966 the Mizo National Front (MNF) captured the government treasury at Aizwal and beseiged the 1st Assam Rifles (AR) HQ at Aizwal and posts at Champai, Darngaon, Vaphai, Lungleh/Lungleigh and Demagiri. Mi-4 helicopters of 110 Helicopter Unit attempted to fly in 18 AR to Aizwal garrison but were fired upon by MNF fighters who had acquired good vantage points. A Caribou of the 33 Sqn on recce was also damaged by small arms fire.

It was decided to fly in troops into the HQ with fighter escorts. Accordingly, seven helicopters and four French built Ouragon fighters, nicknamed Toofanis in the IAF, were used for this operation. The RV was in the Turial valley East of Aizwal. As each helicopter turned onto the final approach to the makeshift helipad in the AR Post, one Toofani on each side of the chopper fired rockets at the MNF elements sitting on the North and South of the post. Suffering casualties, the MNF cadres fled the scene and the siege of the post was thus ended.

Toofanis operating from Kumbhirgram and Hunters operating from Jorhat, were subsequently used over Champai, Darangoan, Vaphai and Demagiri. These operations were not coordinated with any helicopter activity and were undertaken to keep the MNF at bay and to ease the pressure off the surrounded posts till they could be reinforced by flying in troops by helicopter.

On 4th March tragets were attacked in Aizwal by Hunter and Toofani formations.

Conclusion

Over the decades, the brunt of the insurgency has been bourne by the Indian Army and central para military forces on the ground. The IAF, and the Indian Army Aviation Corps have flown a variety of missions to support the troops including air maintenance, SHBO, CASEVAC, connaissance and armed roles with transport aircraft, helicopters and even UAVs - but the above instances remain in the only known cases of fighter air strikes against insurgents.
Courtesy:- COIN: Offensive fighter ops in North East - Vayu Sena

 

[shom]

Let me tell You people something I discovered today
* In the spring of 1945, a French aircraft designer and resistance fighter named Marcel Bloch, who had been imprisoned in the Buchenwald concentration camp in Germany, returned to France. There he changed his name to Marcel "Dassault", which had been his brother's "nom de guerre" in the French underground, and within a year established an aircraft manufacturing firm, the "Societe des Avions Marcel Dassault". From then on, the name "Dassault" would become a trademark of a series of French combat and civil aircraft. This document details the evolution of the first major series of aircraft produced by Dassault, the "Ouragan". "Mystere", and "Super Mystere".
Courtesy:- The Dassault Ouragan, Mystere, & Super Mystere

 

[shom]

In 1953, India ordered 71 Ouragans with the slightly uprated Nene 105 engine, with most of the order delivered that year. Additional orders from India brought the total to 104, though only the first 71 were new-build aircraft, with the remainder passed on from AA service. The Indians named the aircraft the "Toofani", the Hindi word for "Hurricane". As with the AA, the Ouragan was quickly phased out of first-line service by the Dassault Mystere IVA, beginning in 1958, but the older aircraft would continue to be used as advanced trainers. The Indian Air Force apparently used the Ouragan in domestic counter-insurgency operations, but records are sketchy.
Courtesy:-http://www.airvectors.net/avmyst.html

 

[shom]

OURAGANS IN INDIA

On 25th June 1953 the Indian government ordered 71 Ouragans, basically similar to the standard production model but powered by 2350kg Nene 105A engines. The first four aircraft, bearing serials IC553 to IC556, were flown to India from Istres by IAF pilots on 17th October 1953, arriving in Delhi eight days later; a further 35 left Toulon for Bombay on 30th October aboard the carrier Dixmude, and the remainder early in 1954. Subsequent orders for 20 and 13 Ouragans brought the overall total to 104. In service with Operational Command of the IAF, the Ouragan was given the Hindi equivalent of its French name - Toofani. Official IAF sources decline to say whether the Toofani has seen any combat service; but in view of the prevalence in IAF squadrons of the superior Mystere IVA (which began to replace it in 1957), and more recently the Gnat (now in large-scale production in India), this would seem unlikely - an opinion borne out by the Pakistan Air Force, who have no record of encountering it in the Kashmir or any other operations.
Courtesy:- Aircraft Profile #143. Dassault MD.450 Ouragan

 

[shom]

Can anyone give me the Squadrons which flew Dassault Ouragon?? datas are very sketchy in websites,,, couldnt find one reliable,,, also seen that India denies any sort of action with the help of Dassault Ouragon???? plzz help,,,,
Also I am not getting enough replies,, is this thread good??? plzz,, I need some feed backs ,,,,

 

[shom]

Sorry For being late,,,, next one on the run,,,
4) Dassault Mystère IV - A total of 104 of these were bought by India with deliveries starting in 1957 and the aircraft was phased out in 1973.The Dassault MD.454 Mystère IV was a 1950s French fighter-bomber aircraft, the first transonic aircraft to enter service in French Air Force.
Cobat History in India:- India procured 104 of aircraft in 1957 and it was used extensively in the Indo-Pakistani War of 1965.
On 16 Sept 65 a Mystere IVA shot down a Pakistani L-19. On 7 September 1965 an Indian Mystere shot down a Pakistani Lockheed F-104 Starfighter in a raid over Sargoda. The Mystere pilot Devayya was later awarded the Maha Vir Chakra posthumously 23 years after the battle.[3]
During the campaign Mystère IVs also destroyed Pakistani aircraft on the ground including four F-86F, three F-104 and 2 Lockheed C-130 Hercules transports.[4]
The phasing out of the aircraft started soon after the 1965 Indo-Pakistani War; though it saw further action in the Indo-Pakistani War of 1971, it was completely phased out of the Indian Air Force by 1973.
General characteristics
Crew: 1
Length: 12.89 m (42 ft 4 in)
Wingspan: 11.12 m (36 ft 6 in)
Height: 4.46 m (14 ft 8 in)
Wing area: 32 m² (340 ft²)
Empty weight: 5,870 kg (12,940 lb)
Loaded weight: 7,750 kg (17,090 lb)
Max. takeoff weight: 10,200 kg (22,490 lb)
Powerplant: 1 × Hispano-Suiza Verdon 350, 34.4 kN (7,725 lbf)
Performance
Maximum speed: 1,120 km/h (700 mph) at sea level
Range: 1,310 km (810 mi)
Service ceiling: 15,000 m (50,000 ft)
Rate of climb: 45 m/s (8,900 ft/min)
Wing loading: 240 lb/ft² (50 kg/m²)
Thrust/weight: 0.4543
Armament
Guns: 2× 30 mm (1.18 in) DEFA cannons with 150 rounds per gun
Rockets: 2× Matra rocket pods with 18× SNEB 68 mm rockets each
Bombs: 1,000 kg (2,200 lb) of payload on four external hardpoints, including a variety of bombs or Drop tanks
http://upload.wikimedia.org/wikiped..._Mystère_IV.jpg/800px-Dassault_Mystère_IV.jpg