The Sukhoi Su-27, nicknamed the “Flanker” by NATO, is a Soviet-made aircraft that has withstood the test of time and continues to perform in almost all aerial warfare operations. The Su-27 was designed in 1969 in direct response to the development of the McDonnell Douglas F-15 Eagle fighter jet, combining sophisticated avionics and high maneuverability.

With constant redesigning, adaptation and modifications, the Su-27 became one of the finest air-superiority platforms of the 20th century and is still in service today.

Early production of the Sukhoi Su-27

When chief designer Mikhail Simonov began work on the Sukhoi Su-27 in 1969, it failed to perform. By 1977, Simonov was close to having the entire project scrapped, with plans to start over. Due to these issues, the aircraft didn’t reach operation regiments until eight years later, and didn’t appear in strength until 1990.

Sukhoi Su-27. (Photo Credit: Patrick AVENTURIER / Gamma-Rapho / Getty Images)

By the time the aircraft was deployed, the Su-27 had become the large long-range interceptor it is today, powered by two turbofan engines. It was designed to be aerodynamically similar to the MiG-29 fighter, with a service ceiling of over 18,000 meters and flight range of more than 1,800 miles. It can also fly at more than twice the speed of sound.

High-Low Mix Air Combat Theory

During combat, the Soviet Union exercised the High-Low Mix Air Combat Theory, which allowed their numerically inferior aircraft to be capable against those that were numerically superior. By using a large number of lower performance aircraft alongside a smaller number of high-end jets, the USSR became a powerful force in the sky.

Variants of the Sukhoi Su-27 in flight at the Interational Aviation and Space Show (MAKS), 2013. (Photo Credit: Vitaly V. Kuzmin / Wikimedia Commons CC BY-SA 4.0)

The performance of the Sukhoi Su-27 allowed it to go beyond its intended use as a long-range superiority fighter and be employed as an escort fighter for the Tupolev Tu-160, Tupolev Tu-22M and Tupolev Tu-95. Its success in the Soviet Air Forces is reflected in its continued use by Russia today.

Pugachev’s Cobra

Considering the size of the Sukhoi Su-27, the aircraft was extremely agile, with super maneuverability. This was proven at the 1989 Paris Air Show, where pilot Viktor Pugachev completed an impressive and dramatic aerobatic maneuver named “Pugachev’s Cobra”

The maneuver is executed when an aircraft, flying at a low-to-moderate speed, raises its nose into a vertical position, acting as an airbrake, rapidly decelerates and drops back to its normal flight position. It remains at a relatively constant altitude throughout the move using potent engine thrust.

Continued upgrades to the Sukhoi Su-27

Stealth is king for military aircraft. The Sukhoi Su-27 is not particularly stealthy and definitely struggles against jets that are – or have – robust anti-aircraft capabilities. However, the Su-27 has received considerable upgrades that make it a worthy opponent against militaries that lack robust air defences.

Sukhoi Su-27 with the Ukrainian Air Force at the Radom Air Show. (Photo Credit: Jakub Hałun / Wikimedia Commons CC BY-SA 4.0)

Some of the more notable upgrades can be found in the Su-27M variant, which was delivered to the Russian Air Force in 2003. It boasts an improved fuselage for extra weapon payload, N001 radar, improved avionics and a glass cockpit with tricolor multi-function displays.

Actively flying within former Warsaw Pact countries, the Middle East, Latin America and Africa, it doesn’t look like the Su-27 will be retired from service anytime soon.

There were plenty of positions during World War II that put a serviceman’s life at risk. Arguably one of the worst was being the ball turret gunner. Small, tight, difficult to escape from and with minimal visibility, the ball turret was the definition of danger. Designed in the 1930s, it was equipped on many US aircraft during the conflict. Eventually, it was abandoned in future aircraft designs, leaving the immense dangers it posed behind.

Which aircraft equipped the ball turret?

Standard Briggs/Sperry ball turret. (Photo Credit: San Diego Air & Space Museum Archives / Wikimedia Commons / No Known Restrictions)

The ball turret was initially developed by two separate companies, Emerson Electric and the Sperry Corporation. Development of the latter’s design was soon halted, with Sperry’s design being preferred.

The ventral ball turret was a hydraulically-operated, altazimuth mount addition to the two main aircraft that housed it: the Boeing B-17 Flying Fortress and Consolidated B-24 Liberator. The implement was also equipped by the PB4Y-1 Liberators operated by the US Navy, as well as the B-24’s successor, the Consolidated B-32 Dominator.

Ball turret specs

Boeing B-17 Flying Fortress with 510 Bomber Squadron, 351st Bomber Group, equipped with a ball turret. (Photo Credit: USAAF / Pole Brook / Wikimedia Commons / Public Domain)

Despite being rather small at only four feet across, the ball turret still packed a punch. There was actually a reason for its compact design, as it reduced drag while in the air. They were surrounded by armored plates, which kept them protected during mid-air enemy action. On the flip side, their position underneath meant they were vulnerable, should the aircraft be shot down.

It was equipped with two Browning AN/M2 .50-caliber machine guns, a Sperry optical gunsight and two ammunition cans with 250 rounds each. The turret also rotated 360-degrees, allowing the gunner to locate targets and stay on them, regardless of their position. Given the cramped nature of the ball turret, the Brownings’ handles were difficult to maneuver, so a pulley system was developed to allow for easier operation.

Ball turret designs varied, depending on the aircraft. The B-17’s conventional landing gear meant the implement featured a non-retractable mount, while the B-24’s tricycle landing gear required the installation of a vertically retractable mount. This kept the ball turret from hitting the ground during unstable takeoffs and landings.

Best airmen for the job

Illustration of a ball turret, 1943. (Photo Credit: Alfred D. Crimi / Wikimedia Commons / Public Domain)

Aerial gunners were trained in US Army Air Corps schools that popped up across the United States in 1941. At their height, the schools were pumping out 3,500 graduates a week, producing approximately 300,000 by the end of the Second World War.

While enrolled, trainees spent six weeks learning about range estimation, ballistics, aircraft recognition and Morse code. It was an intense position, meaning they had to be prepared to make quick and often life-saving decisions. To ensure they could shoot targets in the air, recruits first underwent shooting practice on the ground, before advancing to tester aircraft.

Taking on the enemy in a cramped ball turret

Sperry ball turret installed under a Boeing B-17 Flying Fortress. (Photo Credit: Tomás Del Coro / Wikimedia Commons CC BY-SA 2.0)

To climb inside the ball turret, gunners had to enter through a door located in the floor of the aircraft, positioning the ball so its guns were pointed toward the ground. They then placed their feet on the heel rests inside and lowered themselves. To fit, they assumed a fetal-like position, with their knees bent close to their body and their backs and heads up against the rear wall. Some had to maintain this position on missions of up to 10 hours, a rather uncomfortable prospect.

The gunner held two joysticks in either hand, one to pivot the turret ball and the other to trigger the firing mechanism for the Browning machine guns. Foot pedals on the floor controlled the gunsight between their legs and operated an intercom, which served as the only form of communication between them and the rest of the crew.

Problem with parachutes

Boeing B-17 Flying Fortress equipped with the ball turret. (Photo Credit: United States Army Air Forces / Wikimedia Commons / Public Domain)

The small size of the ball turret didn’t allow for additional equipment to be housed within. As a result, the parachute needed in the event the aircraft was gunned down was placed just outside of the turret door.

Unfortunately, this wasn’t a very good place for it, as the gunner needed to open the turret door, enter the fuselage and strap themselves in – all before the aircraft crashed. To negate the danger, some gunners wore a chest parachute, but this typically wasn’t the norm.

Dangers of landing

American Pvt. Rudolf Portong showing a Royal Air Force (RAF) crewman the mechanism for a ball turret’s machine gun, 1942. (Photo by H.F. Davis / Topical Press Agency / Getty Images)

Another problem with ball turrets was they never fully retracted into the aircraft. This meant that, not only where they easy to spot and a potential target for enemy aircraft, they also exposed gunners to potentially fatal situations.

When not in full operation, the turrets still stuck out of the bottom. This made it difficult for the aircraft to land safely. It was critical the ball turret gunner assume a particular position for belly landings – otherwise, the sphere would hit the ground far before the landing gear and pose a threat to their safety. As well, when landing on water, the turret was the first part to become completely submerged; while the implement was meant to be waterproof, this wasn’t the case.

ERCO developed a second-generation ball turret

ERCO Ball Turret. (Photo Credit: USN / Wikimedia Commons / Public Domain)

Toward the end of the Second World War, ERCO’s ball turret became the preferred implement for two bombers operated by the US Navy, the Consolidated PB4Y-1 Liberator and PB4Y-2 Privateer. Unlike previous iterations, this ball turret served two purposes during low-level attacks on Japanese targets: fire suppression and strafing for anti-submarine warfare, as well as defense against bow attacks.

Similar to earlier ball turrets, the ERCO version’s machine guns were operated by handles. They used the standard Navy Mk 9 reflector sight, allowing for adequate aiming capabilities.

The Germans during the Second World War hoped to take over the world, and they didn’t just plan to do so by using military force. They also aimed to accomplish their goal by striking terror into their opponents. A prime example of this is the Junkers Ju 87B dive bomber and its wailing death siren.

Construction of the Junkers Ju 87

The development of the Junkers Ju 87 began in the early 1930s under the watch of aerospace engineer Hermann Pohlmann, who hoped to simplify the aircraft. One of the most important elements of its design was the replacement of a retractable undercarriage with a fixed, spatted one. This helped make the plane more streamlined.

Luftwaffe General Ernst Udet was an important backer of the Junkers Ju 87. (Photo Credit: Bildagentur-online / Universal Images Group / Getty Images)

Ernst Udet, an air ace from World War I and general in the German Luftwaffe, was a big proponent of the Ju 87 and regularly pushed the practice of dive-bombing. He participated in test flights of the aircraft, and by 1936 it was ready to see action.

Involvement in the Spanish Civil War

The Junkers Ju 87, nicknamed the Stuka (short for Sturzkampfflugzeug), first saw action during the Spanish Civil War. The Germans wanted to aid the Nationalists by supplying them with Ju 87s, but desired to do so in secret, as they hoped to keep the development of their newest aircraft under wraps.

Germany secretly provided Junkers Ju 87s to the Nationalists during the Spanish Civil War, 1936-39. (Photo Credit: FPG / Hulton Archive / Getty Images)

The involvement of Germany in the war was beneficial to those working on the Ju 87. While carrying out missions, they realized the initial bomb load was too high and the number was subsequently decreased. The spats from the undercarriage would also sink into muddy airfield surfaces and, as a result, were temporarily removed.

Most important for the Germans, however, was that the conflict acted as a sort of dress rehearsal for World War II. The air and ground crews were able to get real-world experience during the fighting. After the war, the Ju 87s were returned to Germany.

The Junkers Ju 87B’s featured Jericho Trumpets

Like any aircraft, the Junkers Ju 87 was constantly being updated, and the best-remembered model is the “B” variant. This was the first mass-produced version of the aircraft. It featured a much larger engine and was able to fly at a higher speed.

After a number of successful tests, the Ju 87B went into mass production, with Germany producing 60 each month. To put this into perspective, at the onset of WWII the Luftwaffe had 336 Ju 87B-1s in its fleet.

Two Junkers Ju 87Bs fly over Sofia, Bulgaria, March 1941. (Photo Credit: Keystone / Getty Images)

In addition to the larger engine, the 87B was given another feature: propeller-driven sirens the Germans referred to as “Jericho Trumpets.” They were attached to one of two different areas, either the front edge of the fixed main gear fairing or the wing’s leading edge, forward of the landing gear.

While they didn’t serve a combat purpose, they were use to conduct psychological warfare. The idea was that soldiers on the ground would hear the sirens go off and know that death was imminent. How the Jericho Trumpet worked was that when the Ju 87 went into a dive, a rush of air would move through the siren, producing a high-pitched wail.

While initially attributed to General Udet, other sources suggest the idea came from the German Führer. Regardless of their origin, the sirens had the desired effect. French General Edouard Ruby is reported as saying that artillerymen would stop firing and dive to the ground, and that infantrymen “cowered in the trenches, dazed by the crash of bombs and the shriek of the dive bombers.”

While effective as psychological weapons, the Jericho Trumpets reduced the speed of the Ju 87Bs by between 10-20 MPH and, as such, weren’t installed on later units. Instead, some of the bombs dropped from the aircraft were equipped with whistles that produced a similar sound.

Issues during World War II and the Junkers Ju 87’s legacy

WWII started out well for the Junkers Ju 87, as it achieved the first aerial kill of the conflict over Poland in 1939. Air battles were uncommon for the aircraft, however, as pilots were tasked with bombing Allied ships. They played important roles during the battles of France and Dunkirk, among other high-profile engagements.

Junkers Ju 87. (Photo Credit: ullstein bild / Getty Images)

The tide began to turn against the Ju 87 during the Battle of Britain. The skirmish proved the aircraft could be taken out by well-organized opposition. They again had trouble during the Battle of Kursk, where the Allies managed to achieve air superiority. This advantage continued for the Allies until the end of the war.

After doing a study on the effectiveness of the Ju 87, Germany decided to severely cut production of the aircraft. They were eventually determined to be obsolete and replaced by the Focke-Wulf Fw 190.

Top Gun: Maverick has only just been released in movie theaters, but that doesn’t mean reviews haven’t begun to role in. The sequel to the 1986 film has been met with primarily positive reviews, with many, including US Navy aviators, applauding the production’s dedication to the authenticity of life as a pilot in the service.

To accomplish this degree of authenticity, filmmakers enlisted the help of real-life naval pilots to fly aircraft in the movie. Tom Cruise, who reprises his role of Capt. Pete “Maverick” Mitchell, also had his co-stars take an intensive flight training program, which saw them get in the cockpit of the Navy’s fastest planes.

Czech-made L-39 Albatros jet fighters on the Libyan runway in Ouadi Doum, northern Chan, during the Chadian-Libyan conflict, April 1987. (Photo Credit: DOMINIQUE FAGET / AFP / Getty Images)

Before starting work on Top Gun: Maverick, Cruise and producer Jerry Bruckheimer (Black Hawk Down, Con Air) agreed that they wanted to deliver quality aerial footage of TOPGUN aircraft in action. To do this, Cruise teamed up with aerial coordinator Kevin LaRosa Jr. to develop a program that would have the film’s actors not only get to know the aircraft being featured, but allow them to get used to the G-forces.

Behind the scenes shot of Tom Cruise and Monica Barbaro on the set of Top Gun: Maverick. (Photo Credit: michaella92 / MovieStillsDB)

Speaking with Variety, LaRosa shared that the training began with the Cessna 172 and continued from there. “We started with the Cessna 172 and we took them through basic flying,” he said. “This allowed them to see what it was like to take off, land and know where to look and put their hands.” The aircraft also allowed the actors to get a feel for how a small G-force feels like.

Once they were comfortable in the Cessna 172, the training moved to the Extra 300. Once they had built up a tolerance to the G-force, the actors were moved to the L-39, which “allowed them to experience a fighter trainer jet.” After this, the production “had aviators,” according to LaRosa.

F/A-18 Hornet landing on the USS Nimitz (CVN-68), January 2003. (Photo Credit: Sandy Huffaker / Getty Images)

According to reports, actors Monica Barbaro, Miles Teller, Glen Powell and Lewis Pullman, who portray aviators Lt. Natasha “Phoenix” Trace, Lt. Bradley “Rooster” Bradshaw, Lt. Jake “Hangman” Seresin and Lt. Robert “Bob” Floyd, respectively, were among those who underwent the training program.

Speaking with The New York Daily News, Powell spoke about Cruise’s dedication to authenticity:

Miles Teller portrays Lt. Bradley “Rooster” Bradshaw in Top Gun: Maverick, 2022. (Photo Credit: yassi / MovieStillsDB)

Top Gun: Maverick was released in theaters over the Memorial Day long weekend and fast became Tom Cruise’s first $100 million opening. In North America, the film earned an estimated $124 million over its first three days, with that total expected to increase to around $248 million when international box office earnings are added.

The McDonnell Douglas F-15 Eagle is a twin-engine fighter aircraft that has served the US Air Force for decades. Entering service in 1976, the F-15 has maintained its role as the Air Force’s primary tactical fighter due to its unmatched capabilities and success. Variants allow for different functions to excel in any battle situation, keeping the aircraft both versatile and effective.

The F-15 has a pretty impressive history. Its record in combat is 104 to 0, meaning no enemy combatants have claimed a kill. As well, the Air Force developed an anti-satellite missile – the ASM-135 ASAT – that was successfully deployed by an F-15 piloted Maj. Wilbert D. “Doug” Pearson Jr., destroying the Solwind (P78-1) satellite.

Vietnam proved a need for this type of aircraft

After the Vietnam War, it was obvious the Air Force needed to develop a maneuverable airframe that could engage with enemy fighters while also evading surface-to-air missiles (SAMs). Work quickly began on the F-15 Eagle, and the aircraft was developed with improved radar and missiles, and even equipped with a gun.

With its afterburners glowing, an F-15E Strike Eagle lifts off from the runway. (Photo Credit: USAF / Getty Images)

The F-15 was also made to be super fast. Unlike its successor, the F-22 Raptor, which can reach a maximum speed of just over 1,400 MPH, the F-15 is capable of reaching a speed of more than 1,800 MPH. The aircraft can also shoot off at almost a 90-degree angle and maneuver without losing speed, thanks to its thrust-to-weight ratio, meaning it is not only fast, but incredibly agile.

The improved specs of the F-15 Eagle

The F-15 Eagle boasts a great deal of improved equipment and capabilities when compared to its predecessors. The aircraft can carry more missiles, ground bombs and fuel, and is more technologically advanced, giving it an overall edge in the sky.

US Air Force F-15C Eagle conducts a routine patrol over Northern Iraq, in support of Operation Northern Watch. (Photo Credit: Vincent A. Parker / USAF / Getty Images)

One of the most impressive improvements is the F-15’s head-up display, which projects on the windscreen all of the essential flight information and allows the pilot to track and attack targets without having to look down into the cockpit. It also has an adaptable light function that provides perfect clarity and visibility in any light condition, making day or night missions a breeze.

Other improved technologies include advanced radar, inertial and tactical navigation systems, an electronic-warfare system, an electronic countermeasures set and ultra-high frequency communications, just to name a few.

Example of head-up display in an aircraft. (Photo Credit: In Pictures Ltd. / CORBIS / Getty Images)

Accompanied with an M61 Vulcan 20 mm Gatling-style rotary cannon and an array of short- and medium-range air-to-air missiles and ground munitions, the F-15 is a force to be reckoned with. In fact, Maj. Rhory “Hoser” Draeger, following the Gulf War, said, “Realistically, compared to any other aircraft in the world, it would be real hard to improve on the F-15.”

Versatility of the F-15E Strike Eagle

The F-15E Strike Eagle is the two-seat, dual-role variant of the F-15. It’s an all-weather fighter for air-to-air combat and deep interdiction missions. Onboard are the pilot and weapon systems officer, and the improved avionics of the F-15E allow the pilot to detect, target and engage with air-to-air targets while the weapon systems officer simultaneously designates the ground target.

F-15E Strike Eagle cockpit. (Photo Credit: USAF / Wikimedia Commons / Public Domain)

Additionally, the F-15E is capable of accelerating from idle power to maximum afterburner in less than four seconds. That is a 40 percent increase over the previous engine control system, thanks to the two Pratt & Whitney F100-PW-220 or -229 engines that power the aircraft. As well, these engines produce between 50,000 and 58,000 pounds of thrust.

Use of the F-15 Eagle in the Gulf War and beyond

When the US launched Operation Desert Storm in 1991, the Air Force made excellent use of the F-15 Eagle, deploying the C, D and E variants. Throughout the duration of the Gulf War, the fighter aircraft is credited with winning 36 of the reported 39 US air-to-air victories against the Iraqi forces (some sources say the total is 34, with the overall number of US victories capped at 37).

US Air Force aircraft of the 4th Fighter Wing (F-16 Fighting Falcon, F-15C Eagle and F-15E Strike Eagle) fly over Kuwaiti oil fires, set by the retreating Iraqi Army during Operation Desert Storm. (Photo Credit: US Air Force / Wikimedia Commons / Public Domain)

Since the Gulf War, the F-15 has been used in numerous other missions, including in support of Operation Southern Watch in Iraq and Operation Provide Comfort in Turkey. The aircraft also aided in NATO operations in Bosnia.

Outside of the US, the aircraft has been operated by the Israeli, Japan and Saudi Arabian air forces, with the latter making use of the F-15 throughout the ongoing Yemeni Civil War.

Over the course of history, world powers have worked relentlessly to build the best fighter aircraft. American manufacturers, such as McDonnell Douglas, Lockheed Martin and Boeing, regularly redesign, develop and upgrade their planes to keep up with the latest advancements in technology.

There are a number of fighter aircraft out there, but these are five of the best used by the US military, in the past and today.

McDonnell Douglas F-4 Phantom II

For much of the 1950s and ’60s, the US was focused on keeping up with the Soviet Union. In 1940, the Soviets debuted the Mikoyan-Gurevich MiG-1, and steadily improved the design of their fighter aircraft in the years that followed. While the US never directly went to war with the USSR, its forces did fight against Soviet equipment in Korea and Vietnam.

In response to the USSR’s air strength, McDonnell Douglas began work on the F-4 Phantom II in the 1950s. The designers of the fighter bomber added additional space for a second crewman, and focused on ensuring it was fast. Subsequent variants of the aircraft worked on improving any issues that hindered its performance in battle, with the F-4E later showing less of a focus on speed and thrust and more on maneuverability.

McDonnell Douglas F-4 Phantom II. (Photo Credit: HUM Images / Universal Images Group / Getty Images)

The US Navy adopted the F-4 in 1961, followed by the Marine Corps and Air Force, and it set a number of speed records upon entering service. It also saw heavy action in Vietnam and during the Gulf War‘s Operation Desert Storm – in particular, the F-4G Wild Weasels.

While the US military retired the aircraft from combat duty in 1996, it remains in use by a number of other countries, including South Korea and Iran.

Boeing F/A-18E/F Super Hornet

The Boeing F/A-18E/F Super Hornet is an upgrade on the McDonnell Douglas F/A-18 Hornet. In the mid-1990s, the US Navy requested a larger multi-role fighter that would complement the Grumman F-14 Tomcat. Boeing stepped in with the Super Hornet, which is 20 percent larger than the original and can carry 33 percent more fuel, increasing its mission range by 41 percent.

Boeing F/A-18F Super Hornet. (Photo Credit: aviation-images.com / Universal Images Group / Getty Images)

The Navy adopted the Super Hornet into its fleet in 1999, joining Strike Fighter Squadron 115 (VFA-115) at Naval Air Station Lemoore, California two years later. Being one of the newer fighters on this list, most of the missions carried out by the Super Hornet have occurred in the Middle East, most notably in support of Operation Iraqi Freedom.

Models of the aircraft are currently also flown by the Kuwaiti Air Force and the Royal Australian Air Force.

North American F-86 Sabre

In the early days of the Korean War, American pilots were having issues keeping up with the MiG-15s flown by the Soviet-supported Chinese and North Koreans. While the Lockheed P-80 Shooting Star put up a good fight, the North American F-86 Sabre soon emerged as the superior option.

Once the efficiency of the jet fighter was realized, it was put into mass production, with North American Aviation producing 7,800 between 1949-56.

North American F-86 Sabre. (Photo Credit: Education Images / Universal Images Group / Getty Images)

The F-86 was used extensively during the Korean War, participating in some of the earliest jet-to-jet air battles in history. In fact, it was so effective that many view it as one of the most important aircraft to fly during the conflict. Outside of Korea, the F-86 also saw action during the Cold War and the 1965 Indo-Pakistani War.

While the fighter was slowly phased out by the US Air Force, it and its variants continued to see service with a number of other countries.

Lockheed Martin F-22 Raptor

The Lockheed Martin F-22 Raptor was originally designed to replace the legendary McDonnell Douglas F-15 Eagle – and it’s capable of doing things pilots of the past could only dream of. The aircraft had its first flight in 1997 and was officially introduced into service with the US Air Force eight years later.

Lockheed Martin F-22 Raptors. (Photo Credit: TSgt Ben Bloker / U.S. Air Force / Wikimedia Commons / Public Domain)

The single-seat fighter is also devastating in battle, thanks to its ability to disguise itself. It was designed to be difficult to detect on radar, meaning it can sneak up behind an enemy aircraft and stay undetected for a number of minutes. It’s also is capable of shooting down a combatant while outside of their range of detection.

Despite leaving production in 2011, the F-22 is still active today and is exclusively used by the US Air Force.

McDonnell Douglas F-15 Eagle

In 1969, McDonnell Douglas was tasked with creating an all-weather fighter that could keep up with the USSR’s MiG-25 interceptor and reconnaissance aircraft. The result was the F-15 Eagle, which was officially introduced into service with the US Air Force in 1976.

McDonnell Douglas F-15 Eagle. (Photo Credit: USAF / Getty Images)

The F-15 has seen heavy use by the US, with the C, D and E variants deployed during Operation Desert Storm, the latter of which was used to conduct nighttime air-to-ground strikes. Some 46 years after it was introduced, the fighter is still in service today, but not for long, as the Air Force recently announced it will begin phasing out the aircraft.

The Antonov An-225 was developed as part of the space race

The Antonov An-225 was a strategic airlift cargo aircraft with a maximum payload of 250 tons that could be carried either within or on its back. It was powered by six Progress D-18T turbofan engines and held multiple records, including the heaviest aircraft ever built and having the largest wingspan of any aircraft in operational service.

Antonov An-225 Mriya with Soviet space shuttle Buran on its back after a demonstration flight at the Paris Airshow, June 1989. (Photo Credit: GILLES LEIMDORFER / AFP / Getty Images)

The motivation behind designing such a large aircraft was to support the Soviet space program. It was intended to transport the Buran space shuttle, as well as components of the Energia carrier rocket. It replaced the Myasishchev VM-T Atlant, and served the same function as the Boeing 747 airliner NASA had deployed.

The collapse of the Soviet Union

Construction on the Antonov An-225 began in the 1980s, with the first aircraft taking to the skies in December 1988. Work on the second began, but the collapse of the Soviet Union brought an end to the Buran space program and halted construction of the second An-225.

Antonov An-225 Myria. (Photo Credit: Unknown / Wikimedia Commons CC BY-SA 3.0)

Following the Soviet collapse, the need for the An-225 dwindled. The fully built aircraft was no longer required and was placed in storage. The partially built one was also put into storage, as Antonov turned its attention toward building other aircraft.

A second Antonov An-225 – Yes? No? Maybe so?

The partially built Antonov An-225 remained in storage for a long time. In September 2006, Antonov intended to restart construction and fully finish the aircraft by 2008. This was delayed and, in August 2009, abandoned, this time at around 60-70 percent completion.

Antonov An-225 Myria. (Photo Credit: Larske / Wikimedia Commons CC BY-SA 3.0)

In 2011, murmurs about whether construction would restart were quieted when the Ukrainian Journal reported it would cost $300 million to complete. The CEO of Antonov insisted that starting up production on the second An-225 was not financially viable, as the existing one already had limited operational functions.

2022 Russian invasion of Ukraine

The first and only completed An-225 continued providing transportation for different operations, including the collection of COVID-19 testing kits from China, to be dropped off in Denmark. However, in February 2022, the aircraft was destroyed by the Russian forces invading Ukraine. The An-225 was parked at its home base at Antonov Airport, where it was prepared for evacuation.

During the Battle of Antonov Airport, the nearby runway was rendered unusable, and while it was reported the aircraft was intact, that turned out to not be the case.

The remains of the Antonov An-225 Myria after the Antonov hangar was destroyed during the Russian invasion of Ukraine, 2022. (Photo Credit: Kyivcity.gov.ua / Wikimedia Commons CC BY 4.0)

Following an investigation, it was found the hangar had been significantly damaged by multiple fires. Confirmation of the An-225’s destruction was quickly released, and new footage showed the aircraft damaged, split into nearly two parts. Antonov intends to rebuild the An-225 at Russia’s expense, at a projected cost of around $3 billion USD.

There have been few sequels quite like Top Gun: Maverick. Despite the enormous success of the 1986 film, it took 36 years for a sequel to be made. Top Gun: Maverick has been an enormous success just like its predecessor. A large factor in that success is all of the incredible jets seen on screen. Below are all the amazing aircraft shown in the 2022 blockbuster.

P-51 Mustang

The iconic P-51 Mustang is the oldest plane in Maverick’s collection (Photo via Getty Images)

The P-51 Mustang was one of the first great American fighter planes of World War II. The aircraft was heavily used during the war and shot down more than 5,000 German fighters. The P-51 was also utilized during the Korean War, though as new planes were developed it was used more as a bomber during the conflict.

The plane is the oldest in Maverick’s collection. The P-51 was officially retired from the US military in 1957. The last time the aircraft flew in a mission was in the Dominican Republic in 1984.

F-14 Tomcat

Pete “Maverick” Mitchell flew F-14 Tomcats during 1986’s ‘Top Gun’ (Photo by Koichi Kamoshida/Getty Images)

Grumman’s F-14 Tomcat had a long and impressive history in the United States Navy. The aircraft made its first deployment in 1974 and saw action in many operations throughout the 1970s and ’80s. During the Gulf War, the Tomcat was used in strike escort and reconnaissance missions.

The F-14 Tomcat obviously is special to both Maverick and fans of the 1986 film. Cruise’s character spent much of his time piloting one of these aircraft. Twenty years after the original movie was released, the F-14 was retired and replaced by more advanced aircraft. Still, the plane can also be seen in Top Gun: Maverick.

Lockheed Martin F-35 Lightning II

An F-35 Lightning takes off at an Australian air show (Photo by Scott Barbour/Getty Images)

The F-35 Lightning II is one of the newest planes in the United States military. The Navy only began flying the aircraft in the year 2019. As a result, it has not seen much combat. The first aerial victory for the F-35 Lightning II came in 2021, for a pilot flying for the Israeli military. The aircraft will be around for a while as it is expected that American forces will use them until 2070.

Top Gun: Maverick does feature the F-35 Lightning, but they are not used extensively. Turns out there is a reason for that. The aircraft is only built to hold one pilot and much of the action in the Top Gun series features pilots flying as a team.

The Hypersonic ‘Darkstar’ Jet

The Darkstar jet in ‘Top Gun: Maverick’ is based on the Lockheed Martin SR-71 (Photo via Getty Images)

One of the reasons for Top Gun‘s enduring popularity is the film’s commitment to accuracy. As such, almost all of the planes used in the film are based on real aircraft. Top Gun: Maverick features the Darkstar jet, based on Lockheed Martin’s SR-71.

The aircraft is used to drive the narrative. Tom Cruise’s Pete “Maverick” Mitchell is a test pilot tasked with flying the secret and expensive new plane. His efforts show that while Maverick may be a fair bit older, he still has the same rebellious streak.

Boeing F/A-18E/F Super Hornet

The Boeing F/A 18F Super Hornet takes to the skies during a 2014 air show (CARL DE SOUZA/AFP via Getty Images)

The Super Hornet is one of the newer models featured in the 2022 film. The jet originally entered the service between 1999 and 2001. The still-active plane replace the F-14 Tomcat, which was the aircraft that Cruise’s Maverick piloted for much of the original film. While the F/A-18E/F is not as fast as the Tomcat, it is updated in a number of different ways.

Sukhoi SU-57 Felon

The enemy pilots in ‘Top Gun: Maverick’ fly Sukhoi SU-57s (Image via Anna Zvereva/Wikimedia Commons)

In the original Top Gun film, the Navy pilots flew against Russian-made MiG 28s. In the latest film, the enemies have upgraded to the Sukhoi SU-57 Felon. The fighter aircraft made its debut in 2020 and is used by the Russian Aerospace Forces.

Typically, an aircraft landing on a highway would indicate a serious problem, perhaps a mechanical issue or medical emergency with one of the pilots… That is, unless said highway was one of many built to act as a takeoff and landing strip. Many were, and still are, located in Europe and Asia, waiting to be needed in wartime.

These types of roadways are called “highways strips.” They are usually a long, straight section of the highway where there are either removable or no central reservation, so they can be converted into functional runways. The surface is made with a strong enough base to withstand the weight of an aircraft. Most of them don’t include lights or barriers, but those that do can have the features easily moved by a crew.

Reichsautobahn 

The Reichsautobahn is one of the earliest examples of a highway strip. It was a series of highways built to provide a large, connected transportation system throughout Germany. The project was started in 1933 and was one many put in place by the government to make travel accessible to everyone. Citizens could drive their new Volkswagens on the expansive highway system.

This major project was also promoted as a way to reduce large unemployment numbers throughout Germany.

Construction workers marching to work after the groundbreaking ceremony for the first Reichsautobahn, September 1933. (Photo Credit: Keystone View Company / FPG / Archive Photos / Getty Images)

Roads were build from 1933-41, when the Second World War escalated. With German airbases under constant attack, the highway strip sections of the Reichsautobahn were a useful backup. It was later in the conflict when Germany started using these roads as runways for warplanes. They were also used, in one instance, for test flights of Messerschmitt Me 262s after their factories were bombed.

Modifications during the Cold War

It wasn’t until the Cold War that German highways were more readily modified for air traffic. Highway strips were used on both sides of the Iron Curtain. The Germans modified a number of existing highways, such as a segment near Ahlhorn, Germany, where NATO conducted the Highway 84 exercise.

These highway strips were usually located near existing airstrips, which meant aircraft could still land if their initially destination was bombed.

Autobahn A29, near Ahlhorn, being used to land aircraft during a NATO military exercise, 1984. (Photo Credit: TSGT ROD PROUTY / Wikimedia Commons / Public Domain)

In West Germany in 1984, NATO commandeered a section of the Autobahn to practice landing skills. In the typical highway strip design, a moveable air traffic control tower was brought in. The drills were conducted to prepare pilots in case the Soviets bombed existing NATO airstrips.

NATO tested Fairchild Republic A-10 Thunderbolt IIs, Lockheed C-130 Hercules, McDonnell Douglas F-15 Eagles and General Dynamics F-16 Fighting Falcons over the course of roughly three weeks.

Other highway strips

Although most German highway strips were dismantled at the end of the Cold War, there are a shockingly high number that still exist in other countries. Poland, Singapore, Switzerland, Finland, Taiwan and Australia, among many others, all have highways that can be turned into landing strips at a moment’s notice.

Saab JAS 39 Gripen of the Swedish Air Force taking off from a runway located on a public road. (Photo Credit: San Diego Air and Space Museum Archive / Wikimedia Commons/ CC BY 2.0)

Australian highways, located in the Outback, are used as emergency runways for the Royal Flying Doctor Service. Having these emergency runways allows those living remotely to access medical care much quicker than they were able to before. Not only are these roads used for aircraft when needed, they are also fully utilized by cars.

If time allows, local police will drive to the highway strip to block off traffic – and animals – while the plane lands, but that is not always possible. If an aircraft has to land at night, locals will light toilet paper rolls on fire and lay them out like runway lights to guide it.

Tanks are invaluable military assets, as are heavy bombers. Combining the two should be a winning combination… Right? As the US Air Force learned, the answer is no.

During the Cold War, the service tried replacing the landing gears on some aircraft with tank treads to better disperse the weight of the planes upon landing. The hope was that, if it worked, there wouldn’t be a need to build reinforced runways to accommodate these heavy bombers. Tests began on smaller aircraft, before attempts were made with some of the biggest in the US fleet: the Boeing B-50B Superfortress and the Convair B-36 Peacemaker.

Development of the track landing gear

In 1944, Military Requirement A-1-1 called for “a new type of airplane landing gear effecting maximum practicable weight distribution.” The aim was to eliminate the need for long, reinforced runways and to ensure operations could be conducted on rough terrain.

The development of track landing gear was actually first proposed in the late 1930s by J. Walter Christie, inventor of the Christie M1931, and the Dowty Equipment Corporation. After work on the proposed design was completed, the landing gear for the test aircraft were created by two companies. Firestone created the nose gear, while Goodyear created the main one.

US Air Force Boeing B-29 Superfortress using a “flying boom” to refuel a B-50 mid-air. (Photo Credit: Hulton Archive / Getty Images)

Neither of the designs were very successful and problems arose almost immediately after the tank treads were installed on the B-50B. The bomber was a variant of the Boeing B-29 Superfortress, which was used during the Second World War. The B-50A was the first version contracted by the Air Force at the end of the conflict, and the B-50B, the next iteration, was the bomber chosen to test with track landing gear. It was much heavier than the B-50A, and primarily used for reconnaissance.

Performance of the B-50B Superfortress

The main gear not only interfered with the B-50B’s gunnery pattern, but could only be used up to a speed of 70 MPH. Even if the bomber could get off the ground, the nose gear was deemed unusable for flight testing. This meant the B-50B initially only tested the landing gears by taxiing behind a tow truck.

The aircraft was eventually cleared for a test flight in 1949, which was “satisfactory.” However, there were no further tests done on the bomber, due to the level of maintenance required and issues with bearing failures. This led the Air Force to focus its attention on adding the system to a different aircraft.

Track landing gear and the B-36 Peacemaker

Despite all of the issues with the B-50B Superfortress, the Air Force decided to test the track landing gear on the B-36 Peacemaker, as it was the largest aircraft flown by the service at the time. The initial goal of the strategic bomber was to travel long distances while conducting air raids over Japan during the Second World War, but it wasn’t completed in time.

Convair XB-36 Peacemaker nose landing gear detail. (Photo Credit: US Government / Wikimedia Commons / Public Domain)

The B-36 was seen as an ideal option for nuclear strikes during the Cold War, but its weight was an issue. It had a maximum takeoff weight of 409,996 pounds. Fully armed, the bomber was so heavy that it could sink into the concrete of an airstrip if left for too long. There also weren’t many fortified airstrips in the US that could handle the takeoff run of such a heavy aircraft.

Ending the program

The only test flight conducted with the bomber, the XB-36 variant, was on March 26, 1950. The aircraft took off, did a small lap around the airfield and landed. The landing gear caused the takeoff to be very rough and loud, and left a trail of parts down the runway upon landing.

Convair XB-36 Peacemaker main track landing gear. (Photo Credit: US Air Force / Wikimedia Commons / Public Domain)

After the test flight with the XB-36, the project was abandoned and the tread system deemed unfit for use on such a heavy aircraft. The treads were heavy and complex, which meant they didn’t perform well at high-speeds, exactly what the Air Force needed landing gears to do.