DESCRIPTION

F-5 (A/B) Exhaust Nozzles For Kinetic Kit Model RESKIT 

RSU48-0135

1:48 Scale

Manufacturer: RESKIT

Material: Resin

Condition: New in original packaging

Historical reference

Light, simple and cheap, the F-5 clearly stands out among its fellows in the US Air Force. Since the Second World War, American "fighters" have been distinguished by their large mass, design complexity and, as a result, high cost. Deck aircraft stood apart.

So the design of the future F-5, the designers of the Northrop company, began in the hope of "landing" it on the decks of small escort aircraft carriers. However, these ships were partially scrapped, partially re-qualified as anti-submarine, and the carrier-based fighter became unnecessary. At the same time, the US Department of Defense became interested in the work of Northrop engineers. US military allies needed a fighter jet to replace the outdated Thunderjets and Sabers.

The heavy machines of the "hundredth" series, which began to enter the US Air Force, turned out to be too expensive for many US allies. They demanded large expenditures for operation, repair and training of flight personnel. In 1958, the Pentagon signed a contract with Northro-Pom to develop a relatively simple and inexpensive supersonic fighter, optimized for strikes against ground targets, and at the same time capable of maneuvering aerial combat. The fighter was intended primarily for export deliveries under various "mutual assistance" programs.

At the origins of the N-156F project, which turned into an F-5, was the creator of the famous Mustang - Edgar Schmud, who became vice president of Northrop in 1950. Under his leadership, the development of the N-102 Fang project began, which was an attempt at a compromise between cost, efficiency and dimension. The Fang mock-up was made in 1954, but further work had to be curtailed, since the designers could not keep the mass of the fighter.

Schmud was guided by the English light fighter "Folland" "Net", the development of which was a year and a half ahead of the N-102. The already built "Net" had an empty mass of about 2 tons, while the calculated mass of the "Fang" was already 3700 kg with a tendency to further increase. One of the reasons for the significant "correction" of the aircraft was the engine. The N-102 was tied to the heavy and large-sized General Electric J79 turbojet engines, and the rather massive Pratt-Whitney J57 and Wright were also considered as an alternative. The appearance of the compact turbojet engine "General Electric" J85 made it possible to cut the Gordian knot of contradictions between the concept of "fighter-ultralight" and the increased estimated mass of the projected aircraft. However, the design of the fighter began anew.

Development of the N-156 began in 1955. The location of the engine, the configuration of the tail unit, the composition of the crew were changed more than once, the possibility of installing an additional rocket engine was considered. By the end of the year, the N-156F single-seat fighter project and its N-156T two-seat training version were considered the most advanced.In November 1955, they decided to focus on the creation of a two-seat vehicle designed to replace the subsonic T-33. In June 1956, the Air Force ordered three experienced YT-38s from Northrop. At the same time, work on the N-156F did not stop, although it slowed down.

The N-156F features a low-lying trapezoidal wing sweep of 25 ° at a quarter chord. The fuselage is semi-monocoque, made taking into account the area rule and made mainly of aluminum alloys, in lightly loaded places the skin is made of magnesium alloys. The structural elements most susceptible to heating are made of steel and titanium.

The low-wing layout was chosen in order to simplify the connection of the wing and fuselage. High-lift devices include slats and flaps.

The N-156 was designed for two General Electric J85-GE-5 turbojet engines with a thrust of 1130 kgf each. However, the company experienced serious difficulties in the development of the J85 turbojet engine with an afterburner, therefore, the non-afterburner J85 -GE-1 was installed on the first experimental T-38 and F-5A.

The possibility of installing a Pratt-Whitney J60 or Rolls-Royce RB.153 turbojet engine was considered, but the customers never expressed such a wish. Air intakes are non-adjustable, semicircular. To increase the thrust of the engines at speeds corresponding to the numbers M> 1.5, water is injected into the air intakes, which cools the air in its channel. This made it possible to theoretically raise the speed to M = 2.2, however, the strength of the airframe was calculated only for flight at a speed corresponding to the M number of no more than 1.72.

Control system - booster with mechanical wiring. Flap and slat drives are electric.

With love from Ukraine