And that is why normally before the F-14s launched there was a refueler in the air, normally an Intruder with the refueling propes under the wings to refuel them once they got up.
The Best LONG RANGE All weather intercepor.
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syscom3
Pacific Historian
And if you dont have the luxury of time for that?
There were allways 2 F-14s ready to launch at all times that were not fully loaded and were there just as a quick reaction and could be launched at moments notice, then the rest of squadrons would launch, plus you had the F-18 squadrons.
I will have to have my friend write some stuff here to post about it. He was a F-14 guy stationed Carriers for most of his carreer in the Navy. He left the Navy and joined the Army to fly Blackhawks.
I will have to have my friend write some stuff here to post about it. He was a F-14 guy stationed Carriers for most of his carreer in the Navy. He left the Navy and joined the Army to fly Blackhawks.
syscom3
Pacific Historian
Better to be able to scramble a squadron of F106's, fully loaded and armed than to have a pair of F14's either partially armed/fully fueled or fully armed/partially fuelled.
For contiental defense, the F106 is the superior of the two.
For fleet defense, the F14 is the best.
For contiental defense, the F106 is the superior of the two.
For fleet defense, the F14 is the best.
I agree with everything that you said right there.
Even the F-106 however would not have been able to take off fully loaded from an Aircraft Carrier (assuming that it could anyhow, which I am sure it could be modified to do so).
Even the F-106 however would not have been able to take off fully loaded from an Aircraft Carrier (assuming that it could anyhow, which I am sure it could be modified to do so).
syscom3
Pacific Historian
While the F14 is indeed an interceptor, it primarily a fleet defense fighter, and its optimized for carrier ops for that role.
It has the benefit of dual engines and a top notch fire control and weapons sytem.
But it also loses out on short endurance and thats not a good thing when you have to patrol thousands of square miles out over the arctic.
It has the benefit of dual engines and a top notch fire control and weapons sytem.
But it also loses out on short endurance and thats not a good thing when you have to patrol thousands of square miles out over the arctic.
lesofprimus
Brigadier General
I also agree with u sys, and very valid points u make....
Yeap I do agree. It really is hard to group them together because both are capable of things the others are not and both are suited more for there respective areas of operations.
nosredna
Recruit
I picked other. Its a plane that never saw battle or even past the tests. Its the A.V.Roe Arrow. It is possible that this plane from the 50's could still be among the best in the world today according to several experts.
Glider
Captain
If your talking about Long Range All Weather Interceptor then the Tornado F3 deserves to be on the list.
It has a very long range, an excellent radar, heavy armament, high speed. It lacks agility but then its not the only plane on the list that doesn't shine in that area.
It has a very long range, an excellent radar, heavy armament, high speed. It lacks agility but then its not the only plane on the list that doesn't shine in that area.
Never became operational so therefore it cant be judged. How would we know how well it was unless it was operational? Think about it.
FLYBOYJ
"THE GREAT GAZOO"
The Arrow, while being an impressive performer was being eclipsed by the F-106 in performance and weapons capacity - many of the systems in the first prototypes didn't function properly and some of the avionics had many bugs in them. I'm sorry, you're holding on to a Canadian myth that the Arrow was this super duper fighter aircraft - again in it's day it had a lot of potential but in reality all it was able to do was hunt and shoot down Russian bombers. If it got into a dogfight an F-5 would have filled it full of holes....
Besides with a range of 360 nm that is not really long range is it.
I agree with FlyBoyJ The Worlds Best Intercepter ever made was The Convair F-106 ~ It was so Good it never Fired It`s Gun`s inn anger so far that i know of and i don`t really know too much, Like FlyBoyJ said before the Mig-21 One Fills it Up Takes Off Goes around the Pee-Patch Then the Red Light Comes On and The Mig-21 Lands Now Planes Like the F-106 Has The same kind of Red Light it`s just that The F-106 Driver Not Only gets too go around the Pee-Patch But Get`s too Go hunting as well For a Lot Longer Before his Red Light Comes ON P.S. in flight refueling ring a BeLL............
Glider
Captain
Can I ask why if the F106 was such a performer, it wasn't used to escort B52's in Vietnam?
FLYBOYJ
"THE GREAT GAZOO"
Because it was designed as a bomber killer and nothing else. It did have good air-to-air capabilities but during the Vietnam War era its main purpose was to be part of NORAD.
pbfoot
1st Lieutenant
If the Arrow got into a furball with an F 5 it would have accelerated away. I personally believe it would have been a better aircraft then the 106 as it would 've been faster carried far more weapons 8x falcons and after saying this the thing never went into production so all is moot. Now as for the 106 good aircraft but the 101 held its own with it in William tell
FLYBOYJ
"THE GREAT GAZOO"
And that's about all it could to - it was not a maneuverable aircraft and if it did get into a turning conflict all it could do is run - it had no visibility from the rear.
Perhaps, but the Arrow had a lot of production problems that might of been solved duirng its development. One of the minor reasons cited for its cancellation was it was behind schedule.
That it did - the 101 served Canada well.
pbfoot
1st Lieutenant
What production problems were there it was into production when cancelled already into the MKll as for systems problems but the main reason for our obsession is what could have been . It was an aviation icon in Canada for its firsts and in case your not aware 25% of the engineers that put the first man on the moon were Canadian mostly Arrow guys . here are the 1sts
First a/c designed with digital computers being used for both aerodynamic analysis and designing the structural matrix (and a whole lot more).
First a/c design to have major components machined by CNC (computer numeric control); i.e., from electronic data which controlled the machine.
First a/c to be developed using an early form of "computational fluid dynamics" with an integrated "lifting body" type of theory rather than the typical (and obsolete) "blade element" theory.
First a/c to have marginal stability designed into the pitch axis for better maneuverability, speed and altitude performance.
First a/c to have negative stability designed into the yaw axis to save weight and cut drag, also boosting performance.
First a/c to fly on an electronic signal from the stick and pedals. i.e., first fly-by-wire a/c.
First a/c to fly with fly by wire AND artificial feedback (feel). Not even the first F-16's had this.
First a/c designed to be data-link flyable from the ground.
First a/c designed with integrated navigation, weapons release, automatic search and track radar, datalink inputs, home-on-jamming, infrared detection, electronic countermeasures and counter-countermeasures operating through a DIGITAL brain.
First high wing jet fighter that made the entire upper surface a lifting body. The F-15, F-22, Su-27 etc., MiG-29, MiG 25 and others certainly used that idea.
First sophisticated bleed-bypass system for both intake AND engine/exhaust. Everybody uses that now.
First by-pass engine design. (all current fighters have by-pass engines).
First combination of the last two points with an "ejector" nozzle that used the bypass air to create thrust at the exhaust nozzle while also improving intake flow. The F-106 didn't even have a nozzle, just a pipe.
Use of Titanium for significant portions of the aircraft structure and engine.
Use of composites (not the first, but they made thoughtful use of them and were researching and engineering new ones).
Use of a drooped leading edge and aerodynamic "twist" on the wing.
Use of engines at the rear to allow both a lighter structure and significant payload at the centre of gravity. Everybody copied that.
Use of a LONG internal weapons bay to allow carriage of specialized, long-range standoff and cruise missiles. (not copied yet really)
Integration of ground-mapping radar and the radar altimeter plus flight control system to allow a seriousstrike/reconnaissance role. The first to propose an aircraft be equally adept at those roles while being THE air-superiority fighter at the same time. (Few have even tried to copy that, although the F-15E is an interesting exception.)
First missile armed a/c to have a combat weight thrust to weight ratio approaching 1 to 1. Few have been able to copy that.
First flying 4,000 psi hydraulic system to allow lighter and smaller components.
First oxygen-injection re-light system.
First engine to have only two main bearing assemblies on a two-shaft design.
First to use a variable stator on a two-shaft engine.
First use of a trans-sonic first compressor stage on a turbojet engine.
First "hot-streak" type of afterburner ignition.
First engine to use only 10 compressor sections in a two-shaft design. (The competition were using 17!!)
First a/c designed with digital computers being used for both aerodynamic analysis and designing the structural matrix (and a whole lot more).
First a/c design to have major components machined by CNC (computer numeric control); i.e., from electronic data which controlled the machine.
First a/c to be developed using an early form of "computational fluid dynamics" with an integrated "lifting body" type of theory rather than the typical (and obsolete) "blade element" theory.
First a/c to have marginal stability designed into the pitch axis for better maneuverability, speed and altitude performance.
First a/c to have negative stability designed into the yaw axis to save weight and cut drag, also boosting performance.
First a/c to fly on an electronic signal from the stick and pedals. i.e., first fly-by-wire a/c.
First a/c to fly with fly by wire AND artificial feedback (feel). Not even the first F-16's had this.
First a/c designed to be data-link flyable from the ground.
First a/c designed with integrated navigation, weapons release, automatic search and track radar, datalink inputs, home-on-jamming, infrared detection, electronic countermeasures and counter-countermeasures operating through a DIGITAL brain.
First high wing jet fighter that made the entire upper surface a lifting body. The F-15, F-22, Su-27 etc., MiG-29, MiG 25 and others certainly used that idea.
First sophisticated bleed-bypass system for both intake AND engine/exhaust. Everybody uses that now.
First by-pass engine design. (all current fighters have by-pass engines).
First combination of the last two points with an "ejector" nozzle that used the bypass air to create thrust at the exhaust nozzle while also improving intake flow. The F-106 didn't even have a nozzle, just a pipe.
Use of Titanium for significant portions of the aircraft structure and engine.
Use of composites (not the first, but they made thoughtful use of them and were researching and engineering new ones).
Use of a drooped leading edge and aerodynamic "twist" on the wing.
Use of engines at the rear to allow both a lighter structure and significant payload at the centre of gravity. Everybody copied that.
Use of a LONG internal weapons bay to allow carriage of specialized, long-range standoff and cruise missiles. (not copied yet really)
Integration of ground-mapping radar and the radar altimeter plus flight control system to allow a seriousstrike/reconnaissance role. The first to propose an aircraft be equally adept at those roles while being THE air-superiority fighter at the same time. (Few have even tried to copy that, although the F-15E is an interesting exception.)
First missile armed a/c to have a combat weight thrust to weight ratio approaching 1 to 1. Few have been able to copy that.
First flying 4,000 psi hydraulic system to allow lighter and smaller components.
First oxygen-injection re-light system.
First engine to have only two main bearing assemblies on a two-shaft design.
First to use a variable stator on a two-shaft engine.
First use of a trans-sonic first compressor stage on a turbojet engine.
First "hot-streak" type of afterburner ignition.
First engine to use only 10 compressor sections in a two-shaft design. (The competition were using 17!!)
