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The Northrop F-20 Tigershark (initially F-5G) is a prototype light fighter, designed and built by Northrop. Its development began in 1975 as a further evolution of Northrop's F-5E Tiger II , featuring a new engine that greatly improved overall performance, and a modern avionics suite including a powerful and flexible radar .
The F-5 also served as a starting point for a series of design studies which resulted in the Northrop YF-17 and the F/A-18 naval fighter aircraft. The Northrop F-20 Tigershark was an advanced variant to succeed the F-5E which was ultimately canceled when export customers did not emerge.
TREMEC engineers have recommended Texaco-Havoline Dexron III/Mercon Non-Synthetic ATF. There has been a significant amount of confusion regarding the proper capacity and proper type of ATF for the TR-3650 which may have a correlation with a rather large number of complaints about notchy shifting, shift "nibbling", noisy synchros, and grinding gears.
After the F/A-18 Hornet, the next announced aircraft was the F-20 Tigershark. The USAF proposed the F-19 designation for the fighter, but Northrop requested the "F-20" instead. The USAF finally approved the F-20 designation in 1982. [1] The truth behind this jump in numbers is that Northrop pressed the designation "F-20" as they wanted an even ...
It was basically an F-7 with two more inboard under-wing hardpoints to carry AIM-9L, new side-mounted air intakes and a solid nose similar to F-20 Tigershark which was to house the F-20's radar. It was abandoned after a 40% cost increase according to some sources. Can anybody give their thoughts on this? Hj108 10:07, 21 February 2009 (UTC)
Cornell was also the lead test pilot for Northrop's RF-5E Tigereye, a reconnaissance version of the low-cost F-5E fighter aircraft. He was featured in the April 1984 issue of LIFE magazine [ 2 ] in an article entitled " Edwards Air Force Base Pilots", together with Doug Benefieds , Chuck Sewell , Tony LeVier , and Russell O'Quinn .
Initially the Allison 1000 was a 5 speed transmission, rated to handle up to 620 lb⋅ft (840 N⋅m) of torque. This rating has increased as the transmission was updated several times, to stand at 765 lb⋅ft (1,037 N⋅m) by 2011 in GM truck applications.
The T-5 was originally designed by BorgWarner based on the T-4 and earlier SR4, and was sold as the BorgWarner T-5 until the design was sold to TTC (aka Tremec) in the late 1990s. [1] The SR4 was a light-duty 4-speed manual that used ball and needle bearings on the countershaft with bronze synchronizer rings .