German Tornado Fighter - The Panavia Tornado is a family of variable sweep wing multirole fighter jets jointly developed and produced by Italy, Britain and West Germany. There are three main Tornado variants: the Tornado IDS (interdictor/strike) fighter-bomber, the Tornado ECR (electronic warfare/reconnaissance) interceptor, and the Tornado ADV (air defense variant).
The Tornado was developed and built by a three-nation consortium consisting of Panavia Aircraft GmbH, British Aerospace (formerly British Air Corporation), West Germany's MBB and Italy's Aeritalia. It first flew on 14 August 1974 and entered service from 1979–1980. Due to its versatile design, it is able to replace several different aircraft fleets in the host air force. The Royal Saudi Air Force (RSAF) is the sole export operator of the Tornado, apart from the initial three partner nations. The establishment of Tri-National Tornado Training, a tri-national training and evaluation unit based at RAF Cottesmore, has maintained a level of international cooperation beyond the production level.
German Tornado Fighter
The Tornado was operated by the Royal Air Force (RAF), Italian Air Force and RSAF during the 1991 Gulf War. Various services Tornado was used in the Bosnian War, Kosovo War, Iraq War, Libya during the 2011 Libyan Civil War, as well as in minor roles in Afghanistan, Yemen, and Syria. 990 including all options
Panavia Tornado Ids Jet Fighter Operated By The German Air Force Departing From Raf Fairford Stock Photo
In the 1960s, aeronautical designers turned to variable geometry wing designs to achieve efficient straight-wing maneuverability and glide at variable wing design speeds. The UK has canceled its TSR-2 and F-111K purchases and is still looking for replacements for the Avro Vulcan and Blackburn Buccaneer.
Britain and France had started the BAC/Dassault AFVG (Anglo Frch Variable Geometry) project in 1965, but this was followed by Frch's withdrawal in 1967.
The UK is continuing to develop a variable geometry aircraft similar to the proposed AFVG and is seeking new partners to achieve this goal.
West German EWR, Boeing th, Fairchild-Hiller and Republican Aviation were developing design studies for the EWR-Fairchild-Hiller A400 AVS Advanced Vertical Strike (Tornado-like configuration) swing wing from 1964 to 1968.
German Air Force Panavia Tornado Fighter Bomber Jet Plane
In 1968, West Germany, the Netherlands, Belgium, Italy and Canada formed a task force to inspect a replacement for the Lockheed F-104 Starfighter.
Due to the different requirements of the partner countries, it was decided to develop a single aircraft capable of performing different missions previously carried out by different aircraft fleets.
The United Kingdom joined the MRCA in 1968, was reappointed by Deputy Air Marshal Michael Giddings, and in May 1969 a Memorandum of Understanding was concluded with the United Kingdom, West Germany and Italy.
Canada found the project politically inconvenient; There is a perception in political circles that most of the production and specifications are concentrated in Western Europe. France has made a lucrative bid to Belgium in the Dassault Mirage 5.
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On March 26, 1969, four partner countries—United Kingdom, Germany, Italy and the Netherlands—agreed to form the multinational Panavia Aircraft GmbH to develop and produce MRCA.
The aim of the project is to produce an aircraft capable of performing missions in tactical attack, reconnaissance, air defense, and maritime roles.
The Netherlands withdrew from the project in 1970, citing the aircraft as too complex and technical for the needs of the RNLAF.
German requirements received a further blow in 1972 when they were reduced from 600 aircraft to 324.
Panavia Tornado: The Final Operators
It is suspected that Germany deliberately placed a high-profile initial order to secure the company's headquarters and first test flight in Germany, not in England, so that Germany could influence the larger design.
At the end of the deal, England and West Germany each received 42.5% of the workload, with the remaining 15% going to Italy; This division of labor has a major impact on international political agreements.
Fore and tail sail assembly supplied to BAC (now BAE Systems) in the UK; ctre airframe to MBB (now part of Airbus) in West Germany; and Aeritalia (now Leonardo) Wings in Italy.
Likewise, the three national occupations for demons and tools were distributed. The separate multinational Turbo-Union, owned 40% by Rolls-Royce, 40% by MTU and 20% by FIAT, was created to develop and build the RB199 jet.
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After the design phase was completed in May 1970, the concept was narrowed down to two designs; West Germany's first single 100-seat Panavia and the RAF's two favorites the 200-seat Panavia.
In September 1971, the three governments signed an Intceed to Proceed (ITP) document, in which the aircraft was intended only for low-level strike missions, posing a threat to Soviet defenses.
It was at this point that the British Chief of Defense announced that "two-thirds of the battlefield will consist of one large aircraft type".
The first of fifteen aircraft (nine prototypes, P01 to P09 and six preliminary series, PS11 to PS 16) flew on 14 August 1974 at Manching, Germany; pilot Paul Millett described the experience: "It was so much fun to fly...the actual flight was so relaxing I started to wonder if it was just another simulation."
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Flight testing led to the need for minor modifications. Airflow disturbances were addressed by re-profiling the intakes and screens to reduce drag and boost at high speeds.
According to Jim Quinn, Tornado development simulation software programmer and Tornado engine and engine control engineer, the prototype was safe to achieve supercruise, but had high safety issues at high altitude trying to slow down. At high altitudes and low turbine speeds, the compressor does not apply enough pressure to maintain combustion pressure, and when the fuel pressure returns to the intake, it causes vibration. To avoid this effect, the control demon will automatically increase the minimum operating conditions as altitude increases, until unemployment at altitude is so high that it approaches maximum dry emission. As a result, one of the test aircraft stalled in supercruise at an altitude of 1.2 and had to turn the aircraft to reduce speed because the headspace at that altitude was so high that the aircraft could not accelerate.
To solve this problem, the UK Ministry of Supply reluctantly agreed to appoint chief designer Ted Talbot to the Tornado development team after they learned that the Concorde's acceptance data had been leaked. USSR. The German manufacturer that worked on the Tornado intake failed to produce Concorde-style performance, even though it was claimed by the Concorde team. To make matters worse, their management team misjudged the Concorde design and tried to sue the British manufacturers who had submitted the design to them. German lawyers were aware that the British had provided the German team with designs and requested additional information from their manufacturers to overcome difficulties associated with acceptance of the Tornado, but Talbot, the general contractor, refused. According to Talbot, the Concorde manufacturer worked in the wrong place for the Tornado's intake problems, i.e. it didn't respond to unexpected changes to the intake and therefore the devil's intake center ramps up. This was because the Concorde had a similar problem of not having the control pressure high enough to maintain the correct intake ramp angle. Aerodynamic forces can force the bore into the wrong position, so if this happens it must have the ability to deal with demons. The Tornado reception system does not allow this. Due to the behavior of the German management team, the British manufacturer refused to share this information and the Tornado was not equipped with the more advanced Concorde design.
Tests revealed that a nose wheel rudder augmentation system combined with wing dampers was necessary to counteract the destabilizing effect produced by using thrust reversers during landing.
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From 1967 to 1984, Soviet KGB agents were given details about the Tornado by Manfred Rotsch, head of planning at Messerschmitt-Bölkow-Blohm in West Germany.
Two prototypes were lost in action, mostly due to poor testing and a fault which resulted in two ground crashes;
During model development, aircraft designers at the time began to incorporate more advanced stability-enhancing systems and features such as autopilot. Aircraft such as the Tornado and the General Dynamics F-16 Fighting Falcon take advantage of this new technology.
The Tornado's three-way analog command and stability augmentation system (CSAS) was unsuccessfully tested on a group of flight control devices; The variable sweeper blades are variable and very heavy, making cleaning the load carrier difficult.
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The first planes were brought in
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