Aeroplanes World: May 2011

Saturday, 28 May 2011

STRIKE, ATTACK AND CLOSE SUPPORT AEROPLANES

These are military aircraft designed to attack targets on the ground. They are often deployed as close air support for, and in proximity to, their own ground forces, requiring precision strikes from these aircraft.

The SEPECAT Jaguar known as Shamsher and the Mikoyan MiG-27 known as Bahadur (Hindi for Valiant) serve as the IAF's primary ground attack force.

FIGHTER AND MULTI-ROLE COMBAT AIRCRAFT

The fighter aircraft of IAF are the primary means to achieve and maintain air supremacy over the battle field. These aircraft are designed for air-to-air combat in order to achieve their goals.

The Sukhoi Su-30MKI is the IAF's primary air superiority fighter with the capability to conduct strike missions. The IAF have placed an order for a total of 272 Su-30MKIs of which 142 are in service as of January 2011.

The Mikoyan MiG-29 known as Baaz (Hindi for Hawk) is the IAF's dedicated air superiority fighter and forms the second line of defence for the IAF after the Sukhoi Su-30MKI. The IAF operates 69 MiG-29s, all of which are currently being upgraded to the MiG-29UPG standard.

The Dassault Mirage 2000, known as Vajra (Sanskrit for Thunderbolt) in Indian service, is the IAF's primary multirole fighter. The IAF currently operates 51 Mirage 2000Hs.

The Mikoyan-Gurevich MiG-21 serves as an Interceptor aircraft in the IAF. The IAF currently operates about 200 MiG-21s, 121 of which have been upgraded to MiG-21 Bison standard. While the MiG-21 Bison is likely to be in service till 2017, the remaining aircraft are expected to be phased out by 2013.

INTRODUCTION OF INDIAN AIR FORCE

The Indian Air Force, (abbreviated as the IAF) with over 1,600 aircraft is the world's fourth largest air force after the United States Air Force, Russian Air Force and China's People's Liberation Army Air Force. The Indian Air Force has aircraft of British, French and Russian origins. Israel, Russia and the United States are India's top three military suppliers, with Russian aircraft dominating its inventory. HAL produces some of the Russian and British aircraft in India under license. The exact number of aircraft in service with the Indian Air Force cannot be determined with precision from open sources. Various reliable sources provide notably divergent estimates for a variety of high-visibility aircraft. Since independence, the IAF has been involved in four wars with neighbouring Pakistan and one with the People's Republic of China. Other major operations undertaken by the IAF include Operation Vijay - the invasion of Goa, Operation Meghdoot, Operation Cactus and Operation Poomalai. Apart from conflicts, the IAF has been an active participant in United Nations peacekeeping missions.

Wednesday, 25 May 2011

SECOND GENERATION JET FIGHTERS (MID-1950S TO EARLY 1960S)

The development of second-generation fighters was shaped by technological breakthroughs, lessons learned from the aerial battles of the Korean War, and a focus on conducting operations in a nuclear warfare environment. Technological advances in aerodynamics, propulsion and aerospace building materials (primarily aluminium alloys) permitted designers to experiment with aeronautical innovations, such as swept wings, delta wings, and area-ruled fuselages. Widespread use of afterburning turbojet engines made these the first production aircraft to break the sound barrier, and the ability to sustain supersonic speeds in level flight became a common capability amongst fighters of this generation.

Fighter designs also took advantage of new electronics technologies that made effective radars small enough to be carried aboard smaller aircraft. Onboard radars permitted detection of enemy aircraft beyond visual range, thereby improving the handoff of targets by longer-ranged ground-based warning and tracking radars. Similarly, advances in guided missile development allowed air-to-air missiles to begin supplementing the gun as the primary offensive weapon for the first time in fighter history. During this period, passive-homing infrared-guided (IR) missiles became commonplace, but early IR missile sensors had poor sensitivity and a very narrow field of view (typically no more than 30°), which limited their effective use to only close-range, tail-chase engagements. Radar-guided (RF) missiles were introduced as well, but early examples proved unreliable. These semi-active radar homing (SARH) missiles could track and intercept an enemy aircraft "painted" by the launching aircraft's onboard radar. Medium- and long-range RF air-to-air missiles promised to open up a new dimension of "beyond-visual-range" (BVR) combat, and much effort was placed in further development of this technology.

The prospect of a potential third world war featuring large mechanized armies and nuclear weapon strikes led to a degree of specialization along two design approaches: interceptors, such as the English Electric Lightning and Mikoyan-Gurevich MiG-21F; and fighter-bombers, such as the Republic F-105 Thunderchief and the Sukhoi Su-7B. Dogfighting, per se, was de-emphasized in both cases. The interceptor was an outgrowth of the vision that guided missiles would completely replace guns and combat would take place at beyond visual ranges. As a result, interceptors were designed with a large missile payload and a powerful radar, sacrificing agility in favor of high speed, altitude ceiling and rate of climb. With a primary air defense role, emphasis was placed on the ability to intercept strategic bombers flying at high altitudes. Specialized point-defense interceptors often had limited range and little, if any, ground-attack capabilities. Fighter-bombers could swing, between air superiority and ground-attack roles, and were often designed for a high-speed, low-altitude dash to deliver their ordnance. Television- and IR-guided air-to-surface missiles were introduced to augment traditional gravity bombs, and some were also equipped to deliver a nuclear bomb

FIRST GENERATION SUBSONIC JET FIGHTERS

JET-POWERED FIGHTERS

It has become common in the aviation community to classify jet fighters by "generations" for historical purposes. There are no official definitions of these generations; rather, they represent the notion that there are stages in the development of fighter design approaches, performance capabilities, and technological evolution.

The timeframes associated with each generation are inexact and are only indicative of the period during which their design philosophies and technology employment enjoyed a prevailing influence on fighter design and development. These timeframes also encompass the peak period of service entry for such aircraft.

First generation subsonic jet fighters (mid-1940s to mid-1950s)

The first generation of jet fighters comprises the initial, subsonic jet fighter designs introduced late in World War II and in the early post-war period. They differed little from their piston-engined counterparts in appearance, and many employed unswept wings. Guns remained the principal armament. The impetus for the development of turbojet-powered aircraft was to obtain a decisive advantage in maximum speed. Top speeds for fighters rose steadily throughout World War II as more powerful piston engines were developed, and had begun approaching the transonic flight regime where the efficiency of piston-driven propellers drops off considerably.

FIRST GENERATION SUBSONIC JET FIGHTERS

The first jets were developed during World War II and saw combat in the last two years of the war. Messerschmitt developed the first operational jet fighter, the Me 262. It was considerably faster than contemporary piston-driven aircraft, and in the hands of a competent pilot, was quite difficult for Allied pilots to defeat. The design was never deployed in numbers sufficient to stop the Allied air campaign, and a combination of fuel shortages, pilot losses, and technical difficulties with the engines kept the number of sorties low. Nevertheless, the Me 262 indicated the obsolescence of piston-driven aircraft. Spurred by reports of the German jets, Britain's Gloster Meteor entered production soon after and the two entered service around the same time in 1944. Meteors were commonly used to intercept the V-1 "buzz bomb", as they were faster than available piston-engined fighters. By the end of the war almost all work on piston-powered fighters had ended. A few designs combining piston and jet engines for propulsion – such as the Ryan FR Fireball – saw brief use, but by the end of the 1940s virtually all new combat aircraft were jet-powered.

Despite their advantages, the early jet fighters were far from perfect, particularly in the opening years of the generation. Their operational lifespans, especially for their gas turbine powerplants, could be measured primarily in hours; the engines themselves were fragile and bulky, and power could be adjusted only slowly. Many squadrons of piston-engined fighters were retained until the early-to-mid 1950s, even in the air forces of the major powers (though the types retained were the best of the World War II designs). Innovations including ejector seats and all-moving tailplanes were introduced in this period. The Americans were one of the first to begin using jet fighters post-war. The Lockheed P-80 Shooting Star (soon re-designated F-80) was less elegant than the swept-wing Me 262, but had a cruise speed (660 km/h [410 mph]) as high as the combat maximum of many piston-engined fighters. The British designed several new jets, including the iconic de Havilland Vampire which was sold to the air forces of many nations.The British transferred the technology of the Rolls-Royce Nene jet engine to the Soviets, who soon put it to use in their advanced Mikoyan-Gurevich MiG-15 fighters which were the first to introduce swept wings in combat, an innovation first proposed by German research which allowed flying much closer to the speed of sound than straight-winged designs such as the F-80. Their top speed of 1,075 km/h (668 mph) proved quite a shock to the American F-80 pilots who encountered them over Korea, along with their armament of two 23 mm cannons and a single 37 mm cannon compared to machine guns. Nevertheless, in the first jet-versus-jet dogfight in history, which occurred during the Korean War on 8 November 1950, an F-80 (as the P-80 had been redesignated) intercepted two North Korean MiG-15s near the Yalu River and shot them down.

The Americans responded by rushing their own swept-wing F-86 squadrons to battle against the MiGs which had similar trans-sonic performance. The two aircraft had different strengths, but were similar enough that the superior technology such as a radar ranging gunsight and skills of the veteran United States Air Force pilots allowed them to prevail. The world's navies also transitioned to jets during this period, despite the need for catapult-launching of the new aircraft. Grumman's F9F Panther was adopted by the U.S. Navy as their primary jet fighter in the Korean War period, and it was one of the first jet fighters to employ an afterburner. The de Havilland Sea Vampire was the Royal Navy's first jet fighter. Radar was used on specialized night fighters such as the F3D Skyknight which also downed MiGs over Korea, and later fitted to the F2H Banshee and swept wing F7U Cutlass and F3H Demon as all-weather / night fighters. Early versions of Infra-red (IR) air-to-air missiles (AAMs) such as the AIM-9 Sidewinder and radar guided missiles such as the AIM-7 Sparrow which would be developed into the 21st century were first introduced on swept wing subsonic Demon and Cutlass naval fighters.

FIRST GENERATION SUBSONIC JET FIGHTERS

First generation subsonic jet fighters (mid-1940s to mid-1950s)

FIRST GENERATION SUBSONIC JET FIGHTERS

ROCKET-POWERED FIGHTERS

The first rocket-powered aircraft was the Lippisch Ente, which made a successful maiden flight in March 1928. The only pure rocket aircraft ever to be mass-produced was the Messerschmitt Me 163 in 1944, one of several German World War II projects aimed at developing rocket-powered aircraft. Later variants of the Me 262 (C-1a and C-2b) were also fitted with rocket powerplants, while earlier models were fitted with rocket boosters, but were not mass-produced with these modifications.

The USSR experimented with a rocket-powered interceptor in the years immediately following World War II, the Mikoyan-Gurevich I-270. Only two were built.

In the 1950s, the British developed mixed-power jet designs employing both rocket and jet engines to cover the performance gap that existed in turbojet designs. The rocket was the main engine for delivering the speed and height required for high-speed interception of high-level bombers and the turbojet gave increased fuel economy in other parts of flight, most notably to ensure the aircraft was able to make a powered landing rather than risking an unpredictable gliding return. The Saunders-Roe SR.53 was a successful design and was planned to be developed into production when economics forced curtailment of most British aircraft programs in the late 1950s. Furthermore, rapid advancements in jet engine technology had rendered mixed-power aircraft designs like Saunders-Roe's SR.53 (and its SR.177 maritime variant) obsolete. The American XF-91 Thunderceptor (which was the first U.S. fighter to exceed Mach 1 in level flight) met a similar fate for the same reason, and no hybrid rocket-and-jet-engine fighter design has ever been placed into service. The only operational implementation of mixed propulsion was Rocket-Assisted Take Off (RATO), a system rarely used in fighters.

POST WORLD WAR II

Several prototype fighter programs begun early in 1945 continued on after the war and led to advanced piston-engine fighters that entered production and operational service in 1946. A typical example is the Lavochkin La-9 'Fritz', which was an evolution of the successful wartime Lavochkin La-7 'Fin'. Working through a series of prototypes, the La-120, La-126 and La-130, the Lavochkin design bureau sought to replace the La-7's wooden airframe with a metal one, as well as fit a laminar-flow wing to improve maneuver performance, and increased armament. The La-9 entered service in August 1946 and was produced until 1948; it also served as the basis for the development of a long-range escort fighter, the La-11 'Fang', of which nearly 1200 were produced 1947–1951. Over the course of the Korean War, however, it became obvious that the day of the piston-engined fighter was coming to a close and that the future would lie with the jet fighter.

This period also witnessed experimentation with jet-assisted piston engine aircraft. La-9 derivatives included examples fitted with two underwing auxiliary pulsejet engines (the La-9RD) and a similarly mounted pair of auxiliary ramjet engines (the La-138); however, neither of these entered service. One which did enter service – with the U.S. Navy in March 1945 – was the Ryan FR-1 Fireball; production was halted with the war's end on VJ-Day, with only 66 having been delivered, and the type was withdrawn from service in 1947. The USAAF had ordered its first 13 mixed turboprop-turbojet-powered pre-production prototypes of the Consolidated Vultee XP-81 Silver Bullet fighter, but this program was also canceled by VJ Day, with 80% of the engineering work completed.

WORLD WAR II

Aerial combat formed an important part of World War II military doctrine. The ability of aircraft to locate, harass, and interdict ground forces was an instrumental part of the German combined-arms doctrine, and their inability to achieve air superiority over Britain made a German invasion unfeasible. German Field Marshal Erwin Rommel noted the effect of airpower: "Anyone who has to fight, even with the most modern weapons, against an enemy in complete command of the air, fights like a savage against modern European troops, under the same handicaps and with the same chances of success."

During the 1930s, two different streams of thought about air-to-air combat began to emerge, resulting in two different approaches to monoplane fighter development. In Japan and Italy especially, there continued to be a strong belief that lightly armed, highly maneuverable single-seat fighters would still play a primary role in air-to-air combat. Aircraft such as the Nakajima Ki-27, Nakajima Ki-43 and the Mitsubishi A6M Zero in Japan, and the Fiat G.50 and Macchi C.200 in Italy epitomized a generation of monoplanes designed to this concept.
The other stream of thought, which emerged primarily in Britain, Germany, the Soviet Union, and the United States was the belief that the high speeds of modern combat aircraft and the g-forces imposed by aerial combat meant that dogfighting in the classic World War I sense would be impossible. Fighters such as the Messerschmitt Bf 109, the Supermarine Spitfire, the Yakovlev Yak-1 and the Curtiss P-40 Warhawk were all designed for high level speeds and a good rate of climb. Good maneuverability was desirable, but it was not the primary objective.
The 1939 Soviet-Japanese Battle of Khalkhyn Gol (11 May-31 August 1939), and the subsequent initial German invasion of Poland the following day, were too brief to provide much feedback to the participants for further evolution of their respective fighter doctrines. During the Winter War, the greatly outnumbered Finnish Air Force, which had adopted the German finger-four formation, bloodied the noses of Russia's Red Air Force, which relied on the less effective tactic of a three-aircraft delta formation.

WORLD WAR I

The word "fighter" was first used to describe a two-seater aircraft with sufficient lift to carry a machine gun and its operator as well as the pilot. The first such "fighters" belonged to the "gunbus" series of experimental gun carriers of the British Vickers company which culminated in the Vickers F.B.5 Gunbus of 1914. The main drawback of this type of aircraft was its lack of speed. It was quickly realized that an aircraft intended to destroy its kind in the air needed at least to be fast enough to catch its quarry.
Fortunately another type of military aircraft already existed, which was to form the basis for an effective "fighter" in the modern sense of the word. It was based on the small fast aircraft developed before the war for such air races as the Gordon Bennett Cup and Schneider Trophy. The military scout airplane was not expected to be able to carry serious armament, but rather to rely on its speed to be able to reach the location it was required to "scout" or reconnoiter and then return quickly to report – while at the same time making itself a difficult target for anti-aircraft artillery or enemy gun-carrying aircraft. British scout aircraft in this sense included the Sopwith Tabloid and Bristol Scout; French equivalents included the light, fast Morane-Saulnier N.
In practice, soon after the actual commencement of the war, the pilots of small scout aircraft began to arm themselves with pistols, carbines, grenades, and an assortment of improvised weapons with which to attack enemy aircraft. It was inevitable that sooner or later means of effectively arming "scouts" would be devised. One method was to build a "pusher" scout such as the Airco DH.2, with the propeller mounted behind the pilot. The main drawback was that the high drag of a pusher type's tail structure meant that it was bound to be slower than an otherwise similar "tractor" aircraft. The other approach was to mount the machine gun armament on a tractor-type airplane in a manner that enabled the gun to fire outside the arc of the propeller.

Only two configuration options were practical initially for tractor aircraft. One involved having a second crew member added behind the pilot to aim and fire a swivel-mounted machine gun at enemy airplanes. However, this limited the area of coverage chiefly to the rear hemisphere, and the inability to effectively coordinate the pilot's maneuvering with the gunner's aiming, which reduced the accuracy and efficacy of the gunnery. This option was chiefly employed as a defensive measure on two seater reconnaissance aircraft from 1915 on. The alternative configuration mounted a gun on the upper wing to fire over the propeller arc. While more effective for offensive combat, since the pilot could move and aim the guns as a unit, this placement made determining the proper aim point more difficult. Furthermore, this location made it nearly impossible for a pilot to maneuver his aircraft and have access to the gun's breech – a very important consideration, given the tendency of early machine guns to jam – hence this was a stopgap solution. Nevertheless, a machine gun firing over the propeller arc did have some advantages, and was to remain in service from 1915 (Nieuport 11) until 1918 (Royal Aircraft Factory S.E.5). The British Foster mounting was specifically designed for this kind of application.

The need to arm a tractor scout with a forward-firing gun whose bullets passed through the propeller arc was evident even before the outbreak of war, and its approach motivated inventors in both France and Germany to devise a practical synchronization gear that could time the firing of the individual rounds to when the propeller was not in the way. Franz Schneider, a Swiss engineer, had patented such a device in Germany in 1913, but his original work was not followed up. French aircraft designer Raymond Saulnier patented a practical device in April 1914, but trials were unsuccessful because of the propensity of the machine gun employed to hang fire due to unreliable ammunition.
In December 1914, French aviator Roland Garros asked Saulnier to install his synchronization gear on Garros' Morane-Saulnier Type L. Unfortunately the gas-operated Hotchkiss machine gun had a firing cycle which caused the bullet to leave the weapon too late to effectively and consistently synchronize the gunfire with a spinning propeller. Because of this, the propeller blades were armored, and Garros' mechanic, Jules Hue, fitted metal wedges to the blades to protect the pilot from ricochets. Garros' modified monoplane was first flown in March 1915 and he began combat operations soon thereafter. Firing 8 mm (.323 in) solid copper bullets, Garros scored three victories in three weeks before he himself was shot down on 18 April and his airplane – along with its synchronization gear and propeller – was captured by the Germans.

The actual aircraft used by Wintgens in his pioneering aerial engagement, his Fokker M.5K/MG with IdFlieg military serial number "E.5/15", as it appeared at the time of the engagement.

However, the synchronization gear (called the Stangensteuerung in German, for "pushrod control system") devised by the engineers of Anthony Fokker's firm was the first gear to attract official sponsorship, and this would make the pioneering Fokker Eindecker monoplane a feared name over the Western Front, despite its being an adaptation of an obsolete pre-war French Morane-Saulnier racing airplane, with a mediocre performance and poor flight characteristics. The first victory for the Eindecker came on 1 July 1915, when Leutnant Kurt Wintgens, flying with the Feldflieger Abteilung 6 unit on the Western Front, forced down a Morane-Saulnier Type L two-seat "parasol" monoplane just east of Luneville. Wintgens' aircraft, one of the five Fokker M.5K/MG production prototype examples of the Eindecker, was armed with a synchronized, air-cooled aviation version of the Parabellum MG14 machine gun, which did not require armored propellers. In some respects, this was the first "true" fighter victory of military aviation history.

The success of the Eindecker kicked off a competitive cycle of improvement among the combatants, building ever more capable single-seat fighters. The Albatros D.I of late 1916, designed by Robert Thelen, set the classic pattern followed by almost all such aircraft for about twenty years. Like the D.I, they were biplanes (only very occasionally monoplanes or triplanes). The strong box structure of the biplane wing allowed for a rigid wing that afforded accurate lateral control, which was essential for fighter-type maneuvers. They had a single crew member, who flew the aircraft and also operated its armament. They were armed with two Maxim-type machine guns – which had proven much easier to synchronize than other types – firing through the propeller arc. The gun breeches were typically right in front of the pilot's face. This had obvious implications in case of accidents, but enabled jams (to which Maxim-type machine guns always remained liable) to be cleared in flight and made aiming much easier.

The use of metal in fighter aircraft was pioneered in World War I by Germany, as Anthony Fokker used chrome-molybdenum steel tubing (a close chemical cousin to stainless steel) for the fuselage structure of all his fighter designs, and the innovative German engineer Hugo Junkers developed two all-metal, single-seat fighter monoplane designs with cantilever wings: the strictly experimental Junkers J 2 private-venture aircraft, made with steel, and some forty examples of the Junkers D.I, made with corrugated duralumin, all based on his experience in creating the pioneering Junkers J 1 all-metal airframe technology demonstration aircraft of late 1915.

As collective combat experience grew, the more successful pilots such as Oswald Boelcke, Max Immelmann, and Edward Mannock developed innovative tactical formations and maneuvers to enhance their air units' combat effectiveness and accelerate the learning – and increase the expected lifespan – of newer pilots reaching the front lines.
Allied and – until 1918 – German pilots of World War I were not equipped with parachutes, so most cases of an aircraft catching fire, or structurally breaking up in flight were fatal. Parachutes were well-developed by 1918, and were adopted by the German flying services during the course of that year (the famous "Red Baron" was wearing one when he was killed), but the allied command continued to oppose their use, on various grounds.

Tuesday, 24 May 2011

TYPES OF AIRCRAFTS

Here is a description of the various types of aircrafts and their purposes.

Helicopters: Helicopters offer one of the easiest mediums to travel short distances. They comprise of a carrier, a propeller on top and a tail that has a small propeller fixed to it for proper navigation. They can be used to travel within a city. Helicopters provide an efficient medium since they fly at low height and do not need too much fuel.

Twin piston aircrafts: These types of aircrafts comprise of two engines that power propellers attached on its wings. Twin piston aircrafts can seat up to eight passengers and are suitable for flights going to short to medium distances.

Turboprop aircrafts: Turboprop aircrafts have external propellers driven by a turbojet engine attached to the wings on the opposite sides. They are most suited for medium-distance travel lasting up to four hours. They are frequently employed by chartered flights going to remote island destinations. The military also uses this type of aircraft for moving their soldiers across geographies.

Executive jets: Executive jets are aircrafts utilized for special purposes. These types of aircrafts can fly for several hours and can seat up to 16 passengers. They are typically used by executives and leaders who have to travel very frequently to various worldwide locations. They are generally equipped with customized features to fulfill the work requirements of high profile travelers.

Airliners: These are the common types of passenger aircrafts that you can find in the airports. Airliners can carry anywhere between 50 to 400 passengers depending upon their size. They can travel long distances and are suitable for all kinds of flights. However, since they need to reach a certain height to sustain flight, their operation can be quite expensive due to a large amount of fuel consumption.

Cargo aircrafts: These types of aircrafts are huge and can hold and transport large and heavy goods to various locations across the globe. They can also be used to transport military vehicles and airplane parts.

Military combat aircrafts: Military combat aircrafts can be divided broadly into two categories- fighters and bombers. Fighters are small, fast and maneuverable aircrafts and are designed primarily for air-to-air combat operations with other aircrafts. Bombers are designed to attack ground and sea targets, mainly by dropping bombs on them.

With the progress of science and technology, new types or aircraft are being developed. The aircraft are getting bigger in size and equipped with advanced features, enabling more advanced travel, cargo movement and military combat capabilities.

HISTORY OF AVIATION

Following a step by step method, discovering aerodynamic forces then controlling the flight, the Wrights brothers (Orville Wright and Wilbur Wright) built and tested a series of kite and glider designs from 1900 to 1902 before attempting to build a powered design. The gliders worked, but not as well as the Wrights had expected based on the experiments and writings of their 19th century predecessors. Their first glider, launched in 1900, had only about half the lift they anticipated. Their second glider, built the following year, performed even more poorly. Rather than giving up, the Wrights constructed their own wind tunnel and created a number of sophisticated devices to measure lift and drag on the 200 wing designs they tested. As a result, the Wrights corrected earlier mistakes in calculations regarding drag and lift. Their testing and calculating produced a third glider with a larger aspect ratio and true three-axis control. They flew it successfully hundreds of times in 1902, and it performed far better than the previous models. In the end, by establishing their rigorous system of designing, wind-tunnel testing of airfoils and flight testing of full-size prototypes, the Wrights not only built a working aircraft but also helped advance the science of aeronautical engineering.

AEROPLANE INTRODUCTION

Aeroplanes are vehicles which are able to fly by being supported by the air, or in general, the atmosphere of a planet. An aeroplane counters the force of gravity by using either static lift or by using the dynamic lift of an airfoil, or in a few cases the downward thrust from jet engines

Although rockets and missiles also travel through the atmosphere, most are not considered aeroplane because they use rocket thrust instead of aerodynamics as the primary means of lift. However, rocket planes and cruise missiles are considered aeroplane because they rely on lift from the air. Another type of aeroplane is the spaceplane which is an aeroplane designed to fly up to extreme altitudes into space and land as a conventional aeroplane.