It was a warm, Sunday afternoon in Kisumu back in 2006. I was relaxing on the shores of Lake Victoria after a busy week. My wife was at home and, quite frankly, I just wanted to be by myself this afternoon. No, we weren't having problems but I think, every once in a while, everybody needs some space.

I went down to the kiosks at the end of Oginga Odinga street, bought a soda, and strolled down to the lake where local boys wash cars. It was a great experience, the cool breeze blowing from the lake made the place much cooler than the rest of Kisumu. As the rays of the evening sun shimmered on the waves, I wished I had a camera to capture the moment. Everybody was busy minding their business and I became lost in my own thoughts.

He came and stood next to me, a slightly built, not very old man. Maybe in his 60s. He looked like he lived in the vicinity for he was casually dressed and in slippers. At once, I resented him for intruding on my space, but then this was a public ground and he had as much right to be there as I was. I hoped he wouldn't start conversation but I was soon to be disappointed.

The old man started talking about lake monsters, those that could swallow fishing boats. I didn't understand what he was talking about. He told me how these monsters could travel on both land and water, how they moved from the lake and into nearby mountains. Actually, I began to feel sorry for the old man because I thought he was desperate for an audience. Perhaps, where he lives, nobody pays attention to him.

The old man told me about a plane that crashed into the lake at Kisumu. After listening to stories about monsters and dragons, I didn't believe a word he said. The old man said that many years earlier, a plane crash had killed many white people, or "Waingereza." Well, in all my years in Kisumu, I had never heard of such an incident. Having been an avid fan of Kenyan newspapers for close to 30 years, there had never been mention of the disaster. I was convinced that, had it happened, I would have read about it by then.

As I went home at dusk, I admitted to myself that perhaps a plane crash had indeed occurred. After all, the Kisumu airport is just a short distance from the lake itself. However, I beleived that only a handful of people could have died. Word of mouth may have exaggerated the figures with time. Where aircraft are concerned, what could the local people possibly know?

Here we are today: 2008. A lot of things have changed. I am in a bigger job, we moved to a bigger house and Kisumu is yet to recover from the destruction of post-elections violence.

My boss asked me, a few weeks ago, to do some research on tourism for the Western Kenya circuit. The government is trying to promote tourist attractions in Nyanza and Western provinces. So, I was to create a report and marketing material to that effect. Naturally, I went to the internet to research on the topic.

As it turned out, there wasn't as much information on Kisumu as I expected. I had to scroll through endless search pages while coming up with none of the information I was seeking. I came across church websites, NGO websites, blogs and news websites but it was of little use. I found a website talking about an aircraft accident in Kisumu and since there hadn't been any news to that effect, I clicked on the link to see more. What I found just blew me away considering the information that was handed to me two years ago.

There really had been a plane crash in Kisumu. And the old man had not exaggerated on the number of dead in that incident.

According to the Aviation Safety Network (http://aviation-safety.net), a South African Airforce aircraft crashed into Lake Victoria on 11th July 1945. The military transport aircraft - registration number 6812 - was taking off from Kisumu Airport. All 28 people in the plane died, four of whom were the crew.

The Aviation Safety Network says that the C-47 transport plane was, "written off" after the disaster. The destination is listed as, "unknown." However, further research on the internet shows that in the 1940s, Kisumu was a stopover and refuelling point for flights between Southern Africa and Egypt. It is therefore possible that the South African military plane was either heading home, or flying northwards.

On the aircraft model, Wikipedia says the following: The Douglas C-47 Skytrain or Dakota is a military transport that was developed from the Douglas DC-3 airliner. It was used extensively by the Allies during World War 2 and remained in front line operations through the 1950s with a few operating to this day. The C-47 was driven by two propellers attached to powerful piston engines. The aircraft had a capacity of about 28 people, meaning the ill-fated Kisumu plane was almost full.

World War 2 was coming to a close by 1945. It is possible that the South African C-47 may have been flying to Europe or Asia where the Allies were victorious. Such a mission would purely have been staff transport or logistical due to the nature of the aircraft.

The possibility of sabotage is ruled out, for there were no hostile activities in Kenya that year. The Italians had long been defeated in Ethiopia, while agitation for independence from colonial rule had not assumed violent proportions. If anything, most of the pro-independence violence took place a decade later hundreds of kilometres to the east of Kisumu. It can be reasonably assumed that the C-47 crash was caused by engine failure during take off. Statistically, a huge percentage of aircraft accidents happen at the take off and landing stages of flight.

I have not been able to find out the names of the people on that aircraft. Where were they going? Were they military or civilian personnel? What happened afterwards: were the bodies flown to wherever they came from or were they buried in Kisumu?

More importantly, I would like to know why the incident disappeared into history. Why doesn't any newspaper or book make reference to it? How come so few people know about it? If it wasn't for that lonely old man on the beach, I would never have found out about the disaster.

If any of you have answers to this question, please share the information with the rest of us. I am very sure that whatever comes out will be quite interesting.

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If you have information on the 1945 Kisumu plane crash, please write to us on <nairobichronicle@live.com>. We guarantee confidentiality if requested.

Read the report on Aviation Safety Network >>
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இலங்கையின் வடக்கே விடுதலைப் புலிகளுக்கு எதிராகத் தொடர்ந்து மேற்கொள்ளப்படும் இராணுவ நடவடிக்கைகளில், வன்னிக் களமுனைகளிலும், யாழ்ப்பாணத்தில் கிளாலி களமுனைகளிலும் சனியன்று இராணுவத்தினருக்கும் விடுதலைப் புலிகளுக்கும் இடையில் இடம்பெற்ற மோதல்களில் குறைந்தது 28 விடுதலைப் புலிகள் கொல்லப்பட்டிருப்பதாகத் தேசிய பாதுகாப்புக்கான ஊடகத் தகவல் மையம் தெரிவித்திருக்கின்றது.

வவுனியா பாலமோட்டை முன்னரங்க பகுதிகளிலும், வெலிஓயா பகுதியிலும் இராணுவத்தினர் விடுதலைப் புலிகள் மீது நேற்று நடத்திய தாக்குதல்களில் 12 விடுதலைப் புலிகள் கொல்லப்பட்டுள்ளதாக இராணுவம் விபரம் வெளியிட்டுள்ளது. பாலமோட்டை பகுதியில் இடம்பெற்ற சண்டைகளின் பின்னர் இராணுவத்தினர் மேற்கொண்ட தேடுதலில் 2 விடுதலைப் புலிகளின் சடலங்களும் ஆயுதத் தளபாடங்களும் கைப்பற்றப்பட்டுள்ளதாகத் தேசிய பாதுகாப்புக்கான ஊடகத் தகவல் மையம் கூறியிருக்கின்றது.

யாழ்ப்பாணம் கிளாலி பகுதியில் சனிக்கிழமை அதிகாலை 4 மணியளவில் விடுதலைப் புலிகளின் நிலைகள் மீது இராணுவத்தினர் நடத்திய திடீர் தாக்குதல் ஒன்றில் 15 விடுதலைப் புலிகள் கொல்லப்பட்டுள்ளதாகப் பாதுகாப்பு அமைச்சகம் தெரிவித்திருக்கின்றது.

முகமாலை பகுதியில் இடம்பெற்ற மற்றுமொரு தாக்குதல் சம்பவத்தில் விடுதலைப்புலி உறுப்பினர் ஒருவர் கொல்லப்பட்டுள்ளதாகவும் இராணுவம் தெரிவித்திருக்கின்றது.

ஆனால் விடுதலைப் புலிகள் தரப்பு தகவல்களோ, வவுனியா பாலமோட்டை, குஞ்சுக்குளம், நவ்வி ஆகிய பகுதிகளில் இருந்து மும்முனைகளில் முன்னேறுவதற்கு முயன்ற இராணுவத்தினரின் முயற்சி முறியடிக்கப்பட்டுள்ளதாகத் தெரிவிக்கின்றன. இந்த மோதல்களில் 11 இராணுவத்தினர் கொல்லப்பட்டுள்ளதாகவும், கடந்த வெள்ளிக்கிழமை இந்தப் பகுதியில் இடம்பெற்ற மோதலில் 4 இராணுவத்தினர் கொல்லப்பட்டுள்ளதாகவும் விடுதலைப் புலிகள் தெரிவித்திருக்கின்றனர்.

மடு தேவாலயம் திரும்பியது மாதா திருச்சொரூபம்

மாதா திருச்சொரூபம்

இலங்கையின் வடக்கே மன்னார் மாவட்டத்தில் இராணுவத்தின் வசமாகியுள்ள மடுக்கோவிலுக்கு, மன்னார் ஆயர் இல்லத்தில் இதுவரை வைக்கப்பட்டிருந்த மடு மாதாவின் திருச்சொரூபம், சனிக்கிழமை மீண்டும் எடுத்துச் செல்லப்பட்டு கொலுவேற்றப்பட்டுள்ளதாக மன்னார் ஆயர் இராயப்பு ஜோசப் பிபிசி தமிழோசைக்குத் தெரிவித்தார்.

கடந்த நான்கு மாதங்களாக உரிய பராமரிப்பின்றி இருந்த மடுக்கோவிலின் திருத்த வேலைகள் முடிக்கப்பட்டு உட்கட்டமைப்பு வேலைகள் மேற்கொள்ளப்பட்டு வரும் அதேவேளை, மடுக்கோவிலை பூஜை வழிபாட்டுக்குரிய புனிதமாக்கும் சமய வைபவங்களை மேற்கொள்வதற்காக கத்தோலிக்க மதகுருமார்கள் திங்கட்கிழமை அங்கு செல்லவிருப்பதாகவும் மன்னார் ஆயர் இராயப்பு ஜோசப் அவர்கள் தெரிவித்தார்.

வட இலங்கையில் அறுபதினாயிரம் மக்கள் இடம்பெயர்ந்துள்ளதை இலங்கை அமைச்சர் உறுதி செய்துள்ளார்

	அமைச்சர் ரிசாத் பதியுதீன்

இலங்கைப் படையினருக்கும், விடுதலைப்புலிகள் அமைப்பினருக்கும் இடையில் இலங்கையின் வட பகுதியில் தொடரும் மோதல்கள் காரணமாக அப்பகுதியில் அறுபதினாயிரம் மக்கள் இடம்பெயர்ந்திருப்பதாக அகதிகளுக்கான ஐக்கியநாடுகள் சபையின் முகவராண்மை கூறியதை இலங்கையின் மீள் குடியேற்ற அமைச்சர் ரிசாத் பதியுதீன் ஒப்புக்கொண்டுள்ளார்.

இருந்த போதிலும், அங்குள்ள மக்களுக்கான நிவாரண உதவிகள் ஆகஸ்டு மாதம் 15 திகதி வரைக்குமான அளவுக்கு ஏற்கனவே அனுப்பி வைக்கப்பட்டிருப்பதாகவும் அவர் கூறினார்.

ஆனாலும், அங்குள்ள அரசாங்க அதிகாரிகளை தற்போதைய சூழ்நிலையில் தொடர்புகொண்டு மேலதிக நடவடிக்கைகளை எடுப்பதில் சில சிரமங்கள் இருப்பதாகவும் அவர் குறிப்பிட்டார்.

இவை குறித்து அமைச்சர் ரிசாத் பதியுதீனின் செவ்வியை நேயர்கள் இன்றைய நிகழ்ச்சியில் கேட்கலாம்.

விமானக் குண்டுவீச்சில் விடுதலைப்புலிகளின் தளங்கள் அழிக்கப்பட்டதாக இராணுவம் கூறுகிறது- பொதுமக்கள் கொல்லப்பட்டதாக விடுதலைப்புலிகள் அறிவிப்பு

	விமானக் குண்டு வீச்சு( ஆவணப்படம்)

இலங்கையின் வடக்கே விடுதலைப் புலிகளின் பிரதேசமாகிய வன்னிப்பகுதியில் அடையாளம் காணப்பட்ட இலக்குகள் மீது வெள்ளிக்கிழமை நள்ளிரவிலும், சனிக்கிழமை காலையிலும் விமானப்படையினர் வான்வழி தாக்குதல்களை நடத்தி விடுதலைப் புலிகளுக்கு சேதம் ஏற்படுத்தியிருப்பதாகப் பாதுகாப்பு அமைச்சகம் தெரிவித்திருக்கின்றது.

முல்லைத்தீவு மாவட்டம் புதுக்குடியிருப்புக்கு மேற்கே 15 கிலோ மீட்டர் தொலைவில் அமைந்தள்ள விஸ்வமடுக்குளம் பகுதியில் உள்ள விடுதலைப் புலிகளின் முக்கிய தளம் ஒன்றின் மீது சனிக்கிழமை காலை 10 மணிக்கும், புதுக்குடியிருப்புக்கு வடக்கே உள்ள இரணைப்பாலையில் அமைந்திருந்த விடுதலைப் புலிகளின் புலனாய்வு பிரிவு தளம் ஒன்றின் மீது இன்று காலை 9.55 மணிக்கும் விமானப்படையினர் விமானக்குண்டுத் தாக்குதல்களை நடத்தி அந்தத் தளங்களை அழித்திருப்பதாகவும் பாதுகாப்பு அமைச்சு கூறியிருக்கின்றது.

பூநகரி பகுதியில் உள்ள நாகதேவன்துறைக்கு அருகில் அமைந்திருந்த விடுதலைப் புலிகளின் கண்காணிப்பு நிலையத்தையும், அதனோடு இருந்த படகுகள் நிறுத்துமிடத்தையும் விமானப்படையின் எம்.ஐ.24 ரக தாக்குதல் உலங்கு வானூர்திகள் குண்டு வீசி தாக்கி அழித்துள்ளதாகவும் பாதுகாப்பு அமைச்சு குறிப்பிட்டிருக்கின்றது.

எனினும் இரணைப்பாலை பகுதியில் இன்று காலை விமானப்படைக்குச் சொந்தமான தாக்குதல் விமானங்கள் மக்கள் குடியிருப்புக்கள் மீதே குண்டுத் தாக்குதல்களை நடத்தியதாகவும், அதில் ஆசிரியர் ஒருவர் உட்பட 2 பொதுமக்கள் கொல்லப்பட்டிருப்பதாகவும், மேலும் 3 பேர் காயமடைந்துள்ளதாகவும், 12 வீடுகள் சேதமடைந்திருப்பதாகவும் விடுதலைப் புலிகள் தெரிவித்திருக்கின்றார்கள்.

ஆனால், அக்கூற்றினை விமானப்படையினர் மறுத்துள்ளனர். இவை குறித்த மேலதிக தகவல்களை நேயர்கள் இன்றைய நிகழ்ச்சியில் கேட்கலாம்.

I reported work at Seragoon Central today.
I love it there, and i wish i didn't have to leave.
I'd really like a transfer.
I like the peace i NEVER will get back at home branch.
I was the selected one that's suppose to be
transferred there 6 months ago.
Oh well. Everything's fated.

I miss boyfriend soooooo much.
4 more days.

That 4 more days never came.

Baby, look at how happy we were,
the photos says in all. . .
we shared so much memories,
we were so in love,
why did you have to leave . . .
why did you have to leave me behind,
you said the last thing you'll do is leaving me,
we have plans, so many of them . . .
we're going to get our degree together,
we're going to have a family,
you working outside while i'll be home
looking after our children, our yearly oversea trip . .
you bringing us around the world. . .
We're going to spend our life together,
till lines tattoo our forehead, till we're old and frail,
till we have our grandchildren, till we hold our hands and
bid the world goodbye with smile together.
That was our plan . . . why didn't you stick to it?
How am i going to have them all fulfilled when you're
not here with me?

The lost of a loved one, the pain which cannot be explained.

Baby i miss you,
i miss you so so so much,
did you know?

Only when you have lost it will you know how to cherish.

Moving on is easier said then done.
but i know - life goes on.

For more reads: http://memyselfmine.blogspot.com/

Got the link of 2LT Clifton Lam's girlfriend through searching.

It must have been a heart wrenching experience, a horrible ordeal to go through. Someone you love, someone you rely on is now gone. I read through some of her past entries before the passing away of 2LT Clifton Lam and it can be seen that they are really close. She must have felt very sad with his death. This news has been hogging the headlines of the newspapers which I feel has no purpose. It just constantly reminds his family and friends of the painful past and just how many readers really care? Or do they just brush it aside after reading them.

Cherish while one is still around, not regret when one is gone.

Words above and video below posted by AlJazeeraEnglish

Part 1

People & Power - Two Tier Island - 15 Jul 08

People & Power looks at the impact the US military build-up on the western Pacific island of Guam is having on the indigenous Chamorro population.

Part 2

According to the Standard newspaper, Kenya will replace its own aging F-5 fighter jets with 15 F-5s being disposed by the Jordanian Airforce. The government will pay Kshs1.5 billion ($23 million at current rates) for acquisition and transportation of the craft from Jordan. The money will also cater for spare parts and the training of Kenyan crews.

The $23 million price tag for used, obsolete fighter craft may raise more than a little eyebrows. Kenya's economy was badly affected by violence early this year following disputed elections in December 2007. Though the government has pledged to rebuild vandalized properties and to compensate those affected by the clashes, funds are difficult to come by. Government estimates put the reconstruction budget at Shs31 billion ($500 million).

Corruption allegations in government circles may hinder the flow of funds from traditional donor nations. At the same time, uncertainty caused by political wrangling is expected to slow down investment, further undermining economic performance. Rising food and oil prices are hitting the population especially hard, further worsening the effects of poverty and 60% unemployment.

The F-5 fighter jet was developed by Northrop Corporation in the 1950s as a light combat aircraft. During the Cold War, the F-5 proved popular with allies of the United States especially in the developing world. Kenya acquired its F-5 fleet in the 1970s and 80s and probably wants to replace its aging aircraft by acquiring the same model elsewhere.

However, the last F-5 was built in 1989, indicating that the Jordanian jets are at least 20 years old. Airforce top brass are yet to explain why they could not buy new fighter jets that are readily available in the international arms market.

This would not be the first time that a purchase of military hardware in Kenya is causing scandal. An ally of President Mwai Kibaki was forced to resign several years ago, after it emerged that a ship the Navy had ordered was a converted civilian vessel. Kenya's Police force has also come under heavy criticism for buying oversized, second hand helicopters from Russia, and whose maintenance is becoming very expensive.

Within East Africa, Uganda, has experienced a "junk helicopters" scandal. The government of President Yoweri Museveni bought obsolete helicopters from Russia at above-average prices. One of the helicopters crashed in 2006, killing among other people the new President of Southern Sudan, Dr John Garang.

Man könnte sich aber auch schon vorher Gedanken darüber machen, ob es überhaupt lohnt den Rechner hochzufahren. ;-) (Nun muss ich noch mal erwähnen... wir sprechen hier über VFR!!!)

... und wo die benötigten Informationen erhältlich sind, darüber sprechen wir JETZT.

Fangen wir in Europa an und begeben uns zum virtuellen Heim der 21st Operational Weather Squadron in Sembach.

Hier erfährt man alles über Flight Winds und Flight Hazards über Europa

Interessant sind aber auch die kleinen Tools, die man unter dem Menüpunkt Weather Calculators findet.

Möchte man sich jedoch das Wetter in Alaska, zum Beispiel in Ketchikan anschauen, wählt man einfach den Eintrag OB/ TAF an und gibt den ICAO-Code ein (Mehrfacheinträge sind möglich), entscheidet sich gleich noch für die Rohdateien (für Hardliner), oder lässt sich alles übersetzen. Ziemlich easy!

Die Angaben zum Wetter in Ketchikan kommen dann jedoch nicht von der 21st Operational Weather Squadron, sondern man wird weitergeleitet zur Website des NOAA's National Weather Service.

Auch hier gibt es natürlich wieder viele interessante Dinge rund um das aktuelle Flugwetter.

Last but not least wäre noch die Internetseite der University of Wyoming zu nennen. Hier kann sich der geneigte User auch verschiedenste Daten entweder per Liste, oder gleich in Google Earth (muss installiert sein) anzeigen lassen.

Viva technology!

Dies sind natürlich nur einige wenige Seiten, die sich mit dem Flugwetter beschäftigen... wer noch ein paar gute Adressen hat, möge dies hier niederschreiben.

Enjoy!

Multi-role aircraft developed and built in cooperation with Germany and Italy. It is a compact twin-engined variable-geometry aircraft. The Tornado was also the first production military aircraft with flight-by-wire controls. There are strike-attack (IDS), air defence (ADV) and electronic warfare (ECR) versions. The ADV has an elongated nose. The original contractors bought 933 aircraft, but production is still underway for Saudi-Arabia. The IDS version is considered a very effective attack aircraft, but the ADV has been critized because it is a long-range interceptor with little capacity for dogfights. British IDS Tornadoes will be upgraded to GR.4 configuration. The loss of six Tornadoes during the 1992 Gulf War resulted in a storm of criticisim, most of it unjustified.

Type: Tornado F Mk.3
Function: fighter
Year: 1986
Crew: 2
Engines: 2 * 8530kg Turbo-union RB199-34R Mk.104
Wing Span: 13.91m /8.60m
Length: 18.08 m
Height: 5.95 m
Wing Area: 30.00 m2/
Empty Weight: 14501 kg
Max.Weight: 27987 kg
Speed: 2333 km/h
Ceiling: 21335 m
Range: 3600 km
Armament: 1*g27 mm msl

Type: Tornado GR.1
Function: attack
Year: 1982
Crew: 2
Engines: 2 * 71.4 kN Turbo-union RB199-34R Mk.101
Wing Span: 13.90m / 8.60m
Length: 16.70 m
Height: 5.70 m
Wing Area: 30 m2
Empty Weight:
Max.Weight: 27210 kg
Speed: 1480 km/h
Ceiling: 15240 m
Range: 3890 km
Armament: 2 * g27mm 8980kg

History of Development.

The Tornado IDS is the baseline model that resulted from a 1968 feasibility study undertaken by the Belgian, British, Canadian, Dutch, Italian and West German governments for an advanced warplane to be designed, developed and built as collaborative venture with the object of providing the air forces of the partner nations with a STOL warplane able to undertake the close air support, battlefield interdiction, long-range interdiction, counter-air attack, air-superiority, interception and air defence, reconnaissance and naval strike roles.

Belgium and Canada withdrew at an early date, being followed by the Netherlands at a later date, and this left Italy, the UK and West Germany to persevere with project definition from May 1969 and development from July 1970. The resulting MRCA- 75 (Multi-Role Combat Aircraft for 1975) was designed as a high-performance type with a fly-by-wire control system and advanced avionics for extremely accurate navigation and safe flight at supersonic speeds and very low levels in all weathers, this being deemed the only way to ensure pinpoint day/night first-pass attacks with a heavy (and highly diverse) warload against a variety of well defended targets. Design and development of the MRCA-75 was entrusted to Panavia, which was created in 1969 as a joint venture by Aeritalia (now Alenia), BAC (now BAe) and MBB (now DASA), while the parallel engine consortium was created as Turbo-Union by Fiat, MTU and Rolls-Royce. The two main subcontractors were IWKA-Mauser for the cannon and Elliott for the electronics, and government control was provided by the NAMMA organization established in 1970 to supervise each country's contribution, which was fixed at 42.5% each by the UK and West Germany, and 15% by Italy.

With the new warplane's roles finalized, the task of the design team was to create an airframe/powerplant/electronic combination able to fulfill the resulting requirement. This demanded five core capabilities: the ability to take-off and land in very short distances for continued operational capability even if the main runways were damaged, the ability to fly at high speed at very low level over long ranges without significant degradation of crew performance, the ability to undertake low-level penetrations of hostile air space by day and/or night under all weather conditions, the ability to hit any target with complete accuracy in a first-pass attack, and the ability to attain high supersonic speed at all altitudes. The aerodynamic core of the airframe demanded by these capabilities was a variable-geometry wing: in its minimum-sweep configuration of 25 degrees this would generate high lift at takeoff and landing (thereby reducing lift-off and touch-down speeds and consequently reducing runway requirements), and in its maximum-sweep configuration of 68 degrees it would produce low wave drag for high supersonic speed as well as low gust response for a smooth low-level ride. The wing was also planned with extensive high-lift devices for further enhancement of its take-off and landing performance: these devices included double-slotted flaperons across virtually the full span of the variable-sweep trailing edges, automatically controlled slats across virtually the full span of the variable-sweep leading edges, and Krueger flaps under the leading edges of the fixed inboard wing sections. The primary flight-control surfaces were all powered, and the primary surfaces were the rudder and all-flying tailerons. The latter operated collectively for longitudinal control and differentially for lateral control, being augmented in the latter task by spoilers on the wing upper surfaces: these were designed to become operational only at sweep angles of 45 degrees and less, and to operate collectively as lift dumpers after touch-down.

Flight control was exercised via a fly-by-wire system operating in conjunction with a command stability augmentation system. The airframe was, of course, schemed in association with the powerplant and electronics. The powerplant was to comprise a pair of reheated turbofans of very low specific fuel consumption for long range and high afterburning thrust for maximum acceleration at take-off, and fitted with thrust-reversers for maximum reduction of the landing run. The avionics were based on an extremely advanced nav/attack system with fully automatic terrain-following capability to ensure all-weather penetration capability. Structural design was completed in August 1972, and the first of nine prototypes flew in April 1974, the type being named Tornado later in the same year. The Tornado IDS baseline warplane was ordered into production during July 1976, the first pre-production Tornado IDS flew in February 1977 and the type entered service in July 1980.

The four nation Eurofighter Typhoon is a foreplane delta wing beyond-visual-range and close air fighter aircraft with surface attack capability. Eurofighter has high agility at supresonic speed and 'supercruise' capability, that is it can fly at sustained speeds of over Mach 1 without the use of afterburner.
The company carrying out the development of the aircraft is Eurofighter Jagdflugzeug GmbH based in Munich and wholly owned by Alenia of Italy, British Aerospace of the UK, CASA of Spain and DASA of Germany. The company responsible for the development of the EJ200 engine is Eurojet GmbH, in Munich which is owned by Rolls Royce, Motoren und Turbinen Union, Fiat Aviazione and ITP.
An overall production contract for 620 aircraft was signed in January 1998 with 232 for UK, 180 for Germany, 121 for Italy and 87 for Spain. Initial orders have been placed for 148 aircraft - Germany (44), Italy (29), Spain (20) and UK (55). Production is underway on the first of these aircraft which are planned to enter service with the four participating nations in 2002.
Greece has also chosen to join the Eurofighter programme and is to procure 60 to 90 aircraft, with deliveries beginning in 2005.
WEAPONS
As well as an internally mounted 27 mm Mauser gun, the EurofighterTyphoon has thirteen hard points for weapon carriage, four under each wing and five under the fuselage.
For air-to-air combat the standard weapon configuration is four BVRAAM (Beyond Visual Range) Air to Air Missiles, which are mounted in semi-recessed fuselage stations, and two Advanced Short Range Air-to-Air Missiles, ASRAAMs, on the outer pylons. A mix of up to ten medium range and short range missiles can be carried. The UK RAF are to choose between Matra BAe Dynamics Meteor and Raytheon ERAAM (an improved version of AMRAAM) for the BVRAAM requirement.
Eurofighter has the capability to carry a range of air-to-surface weapons,including the Brimstone and DWS 37 anti-armour weapons, three under each wing and one under the centre fuselage and laser-guided bombs. Avionics pods can be mounted under each wing, for example a laser designator pod.
An Armament Control System (ACS) manages weapons selection and firing and monitors weapon status.
ELECTRONIC WARFARE
The aircraft's electronic warfare suite, the Defensive Aids Sub-System or DASS, is accommodated within the aircraft structure and integrated with aircraft's avionics system. The avionics system is based on a NATO standard databus with fibre optic highways. The DASS includes an electronic countermeasures/electronic support measures system, front and rear threat warnings, decoy systems and chaff and flare dispensers.
The aircraft is equipped with a Forward Looking Infra-red, FLIR and an Infra-red Search and Track system, IRSTwhich provides passive target detection and tracking. The IRST sensor operates in both 3 - 5 and 8 - 11 micron spectral bands.

RADAR
The aircraft is equipped with an ECR 90 multi-mode X-band pulse Doppler radar being developed by the Euroradar industrial consortium. The multi-mode radar has three processing channels. The third channel is used for jammer classification, interference blanking and sidelobe nulling. Euroradar is led by the UK company Marconi Electronic Systems with ENOSA of Spain, FIAR of Italy and DaimlerChrysler Aerospace (DASA) of Germany.
COCKPIT
The pilot's control system is a VTAS Voice-Throttle-and-Stick system. Two dozen finger tip controls are housed on the stick and throttle tops for sensor and weapon control, defence aids management and in-flight handling. The Direct Voice Input allows the pilot to carry out mode selection and data entry procedures using voice command as an alternative to manual systems for tasks such as HUD/MHUDD moding (head up display and multi-function head down display), selection of radio and navigation aids and target selection.
The Helmet Mounted Symbology System (HMS) and the Head Up Display show the flight reference data, weapon aiming and cueing, and the Forward Looking Infra-red imagery. The helmet is being developed by Marconi Electronic Systems and includes a night vision capability and flash and electro-optical threat protection.
The cockpit has three multi-function colour head down displays, MHDDs, which show data relating to the tactical situation, aircraft systems status and map displays. Any of the required data can be shown on the head down displays using the soft-key selection around each display.
PILOT EQUIPMENT
The pilot's equipment specific to Eurofighter includes the helmet, a liquid conditioning suit, a pressure breathing anti-g-force vest, a full body nuclear, biological and chemical warfare protection suit and outer garments for various environmental conditions.
FLIGHT CONTROL
The aircraft design is aerodynamically unstable to provide a high level of agility, low drag and enhanced lift. The pilot controls the aircraft through a computerised digital fly-by-wire system which provides artificial stabilisation and gust elevation to give good control characteristics throughout the flight envelope.
The all-moving foreplanes and the inboard and outboard full span flaperons provide the pitch and role control. The yaw control is achieved with the rudder. The automatic leading edge slats on the wing provide the optimum wing camber for all angles of attack.
Secondary flight control systems include the airbrake, intake cowls, and the nosewheel steering.

General characteristics

Powerplant: Two Eurojet EJ200 engine
Total combat thrust: 40,000 lb 18,144 kg
Wingspan: 36 ft 10.95 m
Length: 52.36 ft 15.96 m
Height: 17.3 ft 5.28 m
Wingarea: 538 sq ft 50.0 sq m
Weight empty: 22.045 lb 10,000 kg
max. 46,320 lb 21,009 kg
Max. level speed: 1,483 mph (Mach 2.0) 2,387 km/h
'g' limits: +9'g' / -3'g'
Runway length: 2,300 ft 700 m
Armament: BVRAAM, ASRAAM (4 points for weapon carriage under each wing and 5 under the fuselage), 27mm Mauser cannon
Crew: One (2 for training)

This film came about because Eurofighter decided it needed to create an impression at air shows. The eight minute film provides an adrenaline rush, rather than the usual corporate stream of facts and figures, however the narrative is designed to support the central message that Eurofighter is a multi-role aircraft capable of dealing with different tasks in the same mission such as air-to-air combat, defence, air support and air-ground combat.

the newest and most advanced stealth fighter from lockheed martin. designed to replace most fighters, including the F-15 Eagle and F-16 Falcon, this aircraft is pure precision and beauty.

Awesome video of helicopters in action!