F5 Jet Fighter - The Canadair CF-5 (officially designated the CF-116 Freedom Fighter) is a Canadian licensed version of the American Northrop F-5 Freedom Fighter, mainly for the Canadian Forces (CF-5) and the Royal Netherlands Air Force (NF-). 5).). The CF-5 was regularly upgraded during its service career in Canada. The Canadian Forces retired the type in 1995, although the CF-5 continues to be used by other countries.
The CF-5 was ordered by the Royal Canadian Air Force, which became part of the Canadian Air Force on 1 February 1968. The new unified force took delivery of the first CF-5s (these were almost universally referred to as CF-5s except in official documentation
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) until d 1968. Canadair production for the Canadian Forces was 89 single-seat, 46 two-seat and 75 single-seat with 30 two-seat for the Royal Netherlands Air Force, total production 240. Twenty surplus Canadian aircraft were sold to Vezuela.
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Originally designed by Northrop as a low-cost, low-maintenance fighter, the F-5 was intended for use by air forces that had limited resources and technical expertise to operate advanced aircraft. For Canada, which had a large aviation industry, the choice of the F-5 was seen as a step backwards. CF-5 squadrons, originally selected for a tactical support role based in Canada, were also deployed to NATO's northern flank to act as rapid deployment forces. However, the role of the CF-5 changed frequently during its RCAF service and eventually the small fighter was intended to serve as a light attack fighter, reconnaissance platform and trainer.
Compared to the Northrop F-5, the Canadian CF-5 had several modifications to make it more suitable for operation in the premises of the Canadian Armed Forces. To address complaints about long takeoffs, the Canadair version had a two-position front landing gear; compressed it worked like the original, but extended (before launch) raised the nose and thus increased the angle of attack and lift. The system shortened the take-off distance by almost 20%. An aerial refueling probe was installed, 4,300 lbf (19 kN) Geral Electric J85-15 Orda gins were used, and a more sophisticated navigation system was added. The nose of the CF-5 was also interchangeable with a specially designed four-camera reconnaissance kit. It received many avionics upgrades and capabilities during its lifetime.
In early 1967, an order was signed for 105 aircraft for the Royal Netherlands Air Force, 75 single-seat aircraft to replace the Republic F-84 and 30 two-seat aircraft to replace the Lockheed T-33. A plan to use a single-seat photoreconnaissance aircraft as a replacement for the Lockheed F-104G Starfighter never came to fruition. Production of the F-5 in Europe was originally planned by Fokker and SABCA for the Dutch and Belgian air forces, but Belgian hesitation led to an order by the Dutch government under a production-sharing agreement with Canada.
As part of a production sharing agreement between the Canadian and Dutch governments, Fokker built the fuselages of all but the first 31 aircraft in the Netherlands.
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The first CF-5 was officially unveiled at a ceremony at the Cartierville plant on February 6, 1968.
Initially, the 433rd and 434th were the only two squadrons operating the CF-5. Three squadrons were planned to fly the aircraft, but due to budget constraints, excess aircraft were stored at CFB North Bay and CFB Trton, with some later sold to other countries. The 434th Squadron was assigned to conduct initial tactical fighter training for the Canadair CF-104 Starfighter, but was reassigned to the role of a quick reaction squadron ready for immediate deployment to Europe in the event of hostilities. The squadron moved to CFB Bagotville for a short time with the 433rd and then to CFB Chatham.
The 419th Squadron at CFB Cold Lake assumed the training role; will continue to provide jet training, not unlike dogfighting training (painted in Soviet "Aggressor" schemes, similar to the USAF, USN and USMC F-5E) and until retirement in 1995. All other airframes were stored at CFD Mountain View.
Although originally intended for transport to Europe, due to budget constraints, the CF-5 became a fast food to be transported to Central Europe during the war and later to Norway. CF-5s were repeatedly deployed to Europe for several reasons during the Cold War: in 1970, six CF-5As were sent to CFB Bad–Soelling, Germany, later airlifted to Norway in early 1971; eight CF-5As and CF-5Rs flew to Norway in 1973; in 1974, four CF-5As and CF-5Rs participated in a NATO reconnaissance exercise in Leck, Germany; two Canadair CF-5Rs visited Leeuward, Netherlands in 1974; sixteen CF-5As arrived in Europe in 1977; in 1978, eight CF-5As were sent to Norway to participate in NATO's Arctic Express exercise; in 1980, eight CF-5As participated in Exercise Anorak Express in Norway; in 1985 and 1986 CF-5As were deployed to NATO exercises (Brave Lion) in Norway and the last European deployment was in 1987 when four CF-5As arrived at CFB Bad–Soelling; in June 1988, the CF-5A was replaced in the rapid deployment force by the McDonnell Douglas CF-18 Hornet.
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In addition, the CF-5R reconnaissance aircraft participated in the Best Focus exercises in Europe in 1978, 1980 and 1985, and a Canadian pilot won the 1985 NATO "Photo Derby".
The Royal Netherlands Air Force took delivery of its first aircraft (a two-seater NF-5B) in October 1969 and the first squadron formed was No. 313 at Twt. 313 Squadron's initial mission was as a conversion unit to train pilots for the new type. The NF-5 would serve with four operational squadrons, 313 and 315 Squadron at Twthe, 316 Squadron at Gilze-Rij and 314 Squadron at Eindhove. The last NF-5 was delivered in March 1972.
From 1986, squadrons began transitioning to license-produced Geral Dynamics F-16s, with the last NF-5 withdrawn in March 1991.
Most of the surplus aircraft were sold to Turkey (most to Turkish Stars) and Vezuela (mix of CF-5A and CF-5D - 18 in 1972, 2 new CF-5D in 1974 and 7 ex-RNAF NF-5A/B in 1990; all served from Grupo de Caza 12) or were retained as spare parts support.
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Note: Northrop's markings cover a wide range of technologies. Only planes, planes and rockets connect here. The American-designed Northrop F-5 was first developed in the late 1950s or early 1960s. Originally conceived as a highly aerodynamic fighter with good handling characteristics including high thrust and supersonic flight and easy maintenance.
Before the Iranian Revolution, Iran received extensive US military aid - the Imperial Iranian Air Force was no exception, receiving hundreds of F-5s in several variants. Iran also received several more advanced fighters from the United States and other countries, leading to the sale of their F-5 frames, although it retained a few for training purposes or as attack aircraft to train pilots.
In the United States, the F-5 platform serves primarily as an attack aircraft for the United States Marine Corps and the United States Navy.
The F-5 was a pair of engines and wings. . . It was so easy and perfect for reservists. A Tiger [F-5 variant] equipped like this could pose a legitimate threat to Super Hornets and F-35s, especially in a training environment."
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Around 1997, the Iran Aircraft Manufacturing Industrial Company (abbreviated as HESA) unveiled the Azarakh fighter "Lightning". HESA claimed that the fighter was produced exclusively for the domestic market and their manufacturing sector was ready to mass produce the fighter. Five or six airframes are said to have been produced since then.
Although HESA claimed that the Azarakh design was completely original, it was clearly based on the F-5 design, when in fact it may have had improved thrusters and a stronger fuselage to handle the additional weight.
In the mid-2000s, Iran claimed to have produced another airframe, again allegedly an entirely original aircraft, the HESA Saeqeh.
In an interview with CNBC, Joseph Dempsey, a defense and military analysis scientist at the International Institute for Strategic Studies (IISS), commented on Iran's claims of a purely domestic aircraft, saying, "The Iranians probably have the industrial capacity to make fuselage assemblies for this plane. Apparently they were able to make pieces of this thing," acknowledging at least some degree of Iranian design.
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As previously mentioned, Iran likely has the capability to domestically manufacture some parts of the Saeqeh, going so far as to release a video of the airframe assembly line. That the Saeqeh is completely homegrown is probably false - more likely they are refurbished and upgraded F-5s that were unflyable.
A two-seat version followed in 2015, although the basic airframe is believed to be a two-seat training version obtained from the United States.
To be honest, Saeqeh has one very noticeable difference, it's tail. It has two V-tail stabilizers instead of the single F-5 tail stabilizer. In addition, he had a modified jet plane
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