History is filled with examples of pieces of military equipment that performed miracles on the battlefield--and others that cost many military professionals their lives. 

Indeed, wars can be shaped by the 'kit' that you bring to the fight. In fact, not only having better arms but men and women properly trained to win the battle of the day with such weapons is critical--as you may even be able to deter your opponent from wanting to take the field against you. 

When we consider the 20th and 21st century and modern military technology, submarines, bombers and fighter aircraft are the critical platforms any modern nation needs to win a conflict. Having decencies in any of these three areas could be a big problem--especially in today's fast-paced threat environment. 

So what were the best submarines? The best bombers? Or the worst fighters? And what lessons can be drawn from them? To answer such questions, we have combined some of the past work of Robert Farley into one post for your reading pleasure. Let the debate begin.

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There have been three great submarine campaigns in history, and one prolonged duel. The First and Second Battles of the Atlantic pitted German U-boats against the escorts and aircraft of the United Kingdom and the United States. The Germans very nearly won World War I with the first campaign, and badly drained Allied resources in the second. In the third great campaign, the submarines of the US Navy destroyed virtually the entire commercial fleet of Japan, bringing the Japanese economy to its knees. US subs also devastated the Imperial Japanese Navy, sinking several of Tokyo’s most important capital ships.

But the period most evocative of our modern sense of submarine warfare was surely the forty year duel between the submarines of the USSR and the boats of the various NATO navies. Over the course of the Cold War, the strategic nature of the submarine changed; it moved from being a cheap, effective killer of capital ships to a capital ship in its own right. This was especially the case with the boomers, submarines that carried enough nuclear weapons to kill millions in a few minutes.

As with previous “5 Greatest” lists, the answers depend on the parameters; different sets of metrics will generate different lists. Our metrics concentrate on the strategic utility of specific submarine classes, rather than solely on their technical capabilities.

· Was the submarine a cost-effective solution to a national strategic problem?

· Did the submarine compare favorably with its contemporaries?

· Was the submarine’s design innovative?

And with that, the five best submarines of all time:

U-31:

The eleven boats of the U-31 class were constructed between 1912 and 1915. They operated in both of the periods of heavy action for German U-boats, early in the war before the suspension of unrestricted warfare, and again in 1917 when Germany decided to go for broke and cut the British Empire off at the knees. Four of these eleven boats (U-35, U-39, U-38, and U-34) were the four top killers of World War I; indeed, they were four of the five top submarines of all time in terms of tonnage sunk (the Type VII boat U-48 sneaks in at number 3). U-35, the top killer, sank 224 ships amounting to over half a million tons.

The U-31 boats were evolutionary, rather than revolutionary; they represented the latest in German submarine technology for the time, but did not differ dramatically from their immediate predecessors or successors. These boats had good range, a deck gun for destroying small shipping, and faster speeds surfaced than submerged. These characteristics allowed the U-31 class and their peers to wreak havoc while avoiding faster, more powerful surface units. They did offer a secure, stealthy platform for carrying out a campaign that nearly forced Great Britain from the war. Only the entry of the United States, combined with the development of innovative convoy tactics by the Royal Navy, would stifle the submarine offensive. Three of the eleven boats survived the war, and were eventually surrendered to the Allies.

Balao:

The potential for a submarine campaign against the Japanese Empire was clear from early in the war. Japanese industry depended for survival on access to the natural resources of Southeast Asia. Separating Japan from those resources could win the war. However, the pre-war USN submarine arm was relatively small, and operated with poor doctrine and bad torpedoes. Boats built during the war, including primarily the Gato and Balao class, would eventually destroy virtually the entire Japanese merchant marine.

The Balao class represented very nearly the zenith of the pre-streamline submarine type. War in the Pacific demanded longer ranges and more habitability than the relatively snug Atlantic. Like their predecessors the Gato, the Balaos were less maneuverable than the German Type VII subs, but they made up for this in strength of hull and quality of construction. Compared with the Type VII, the Balaos had longer range, a larger gun, more torpedo tubes, and a higher speed. Of course, the Balaos operated in a much different environment, and against an opponent less skilled in anti-submarine warfare. The greatest victory of a Balao was the sinking of the 58000 ton HIJMS Shinano by Archerfish.

Eleven of 120 boats were lost, two in post-war accidents. After the war Balao class subs were transferred to several friendly navies, and continued to serve for decades. One, the former USS Tusk, remains in partial commission in Taiwan as Hai Pao.

Type XXI

In some ways akin to the Me 262, the Type XXI was a potentially war-winning weapon that arrived too late to have serious effect. The Type XXI was the first mass produced, ocean-going streamlined or “true” submarine, capable of better performance submerged than on the surface. It gave up its deck gun in return for speed and stealth, and set the terms of design for generations of submarines.

Allied anti-submarine efforts focused on identifying boats on the surface (usually in transit to their patrol areas) then vectoring killers (including ships and aircraft) to those areas. In 1944 the Allies began developing techniques for fighting “schnorkel” U-boats that did not need to surface, but remained unprepared for combat against a submarine that could move at 20 knots submerged.

In effect, the Type XXI had the stealth to avoid detection prior to an attack, and the speed to escape afterward. Germany completed 118 of these boats, but because of a variety of industrial problems could only put four into service, none of which sank an enemy ship. All of the Allies seized surviving examples of the Type XXI, using them both as models for their own designs and in order to develop more advanced anti-submarine technologies and techniques. For example, the Type XXI was the model for the Soviet “Whiskey” class, and eventually for a large flotilla of Chinese submarines.

George Washington:

We take for granted the most common form of today’s nuclear deterrent; a nuclear submarine, bristling with missiles, capable of destroying a dozen cities a continent away. These submarines provide the most secure leg of the deterrent triad, as no foe could reasonably expect to destroy the entire submarine fleet before the missiles fly.

The secure submarine deterrent began in 1960, with the USS George Washington. An enlarged version of the Skipjack class nuclear attack sub, George Washington’s design incorporated space for sixteen Polaris ballistic missiles. When the Polaris became operational, USS George Washington had the capability from striking targets up to 1000 miles distant with 600 KT warheads. The boats would eventually upgrade to the Polaris A3, with three warheads and a 2500 mile range. Slow relative to attack subs but extremely quiet, the George Washington class pioneered the “go away and hide” form of nuclear deterrence that is still practiced by five of the world’s nine nuclear powers.

And until 1967, the George Washington and her sisters were the only modern boomers. Their clunky Soviet counterparts carried only three missiles each, and usually had to surface in order to fire. This made them of limited deterrent value. But soon, virtually every nuclear power copied the George Washington class. The first “Yankee” class SSBN entered service in 1967, the first Resolution boat in 1968, and the first of the French Redoutables in 1971. China would eventually follow suit, although the PLAN’s first genuinely modern SSBNs have only entered service recently. The Indian Navy’s INS Arihant will likely enter service in the next year or so.

The five boats of the George Washington class conducted deterrent patrols until 1982, when the SALT II Treaty forced their retirement. Three of the five (including George Washington) continued in service as nuclear attack submarines for several more years.

Los Angeles:

Immortalized in the Tom Clancy novels Hunt for Red October and Red Storm Rising, the U.S. Los Angeles class is the longest production line of nuclear submarines in history, constituting sixty-two boats and first entering service in 1976. Forty-one subs remain in commission today, continuing to form the backbone of the USN’s submarine fleet.

The Los Angeles (or 688) class are outstanding examples of Cold War submarines, equally capable of conducting anti-surface or anti-submarine warfare. In wartime, they would have been used to penetrate Soviet base areas, where Russian boomers were protected by rings of subs, surface ships, and aircraft, and to protect American carrier battle groups.

In 1991, two Los Angeles class attack boats launched the first ever salvo of cruise missiles against land targets, ushering in an entirely new vision of how submarines could impact warfare. While cruise missile armed submarines had long been part of the Cold War duel between the United States and the Soviet Union, most attention focused either on nuclear delivery or anti-ship attacks. Submarine launched Tomahawks gave the United States a new means for kicking in the doors of anti-access/area denial systems. The concept has proven so successful that four Ohio class boomers were refitted as cruise missile submarines, with the USS Florida delivering the initial strikes of the Libya intervention.

The last Los Angeles class submarine is expected to leave service in at some point in the 2020s, although outside factors may delay that date. By that time, new designs will undoubtedly have exceeded the 688 in terms of striking land targets, and in capacity for conducting anti-submarine warfare. Nevertheless, the Los Angeles class will have carved out a space as the sub-surface mainstay of the world’s most powerful Navy for five decades.

Conclusion:

Fortunately, the United States and the Soviet Union avoided direct conflict during the Cold War, meaning that many of the technologies and practices of advanced submarine warfare were never employed in anger. However, every country in the world that pretends to serious maritime power is building or acquiring advanced submarines. The next submarine war will look very different from the last, and it’s difficult to predict how it will play out. We can be certain, however, that the fight will be conducted in silence.

Honorable Mention: Ohio, 260O-21, Akula, Alfa, Seawolf, Swiftsure, I-201, Kilo, S class, Type VII

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Bombers are the essence of strategic airpower. While fighters have often been important to air forces, it was the promise of the heavy bomber than won and kept independence for the United States Air Force and the Royal Air Force. At different points in time, air forces in the United States, United Kingdom, Soviet Union, and Italy have treated bomber design and construction as a virtually all-consuming obsession, setting fighter and attack aviation aside.

However, even the best bombers are effective over only limited timespans. The unlucky state-of-the-art bombers of the early 1930s met disaster when put into service against the pursuit aircraft of the late 1930s. The B-29s that ruled the skies over Japan in 1945 were cut to pieces above North Korea in 1950. The B-36 Peacemaker, obsolete before it was even built, left service in a decade. Most of the early Cold War bombers were expensive failures, eventually to be superseded by ICBMs and submarine-launched ballistic missiles.

States procure bombers, like all weapons, to serve strategic purposes. This list employs the following metrics of evaluation:

· Did the bomber serve the strategic purpose envisioned by its developers?

· Was the bomber a sufficiently flexible platform to perform other missions, and to persist in service?

· How did the bomber compare with its contemporaries in terms of price, capability, and effectiveness?

And with that, the five best bombers of all time:

Handley Page Type O 400: 

The first strategic bombing raids of World War I were carried out by German zeppelins, enormous lighter than aircraft that could travel at higher altitudes than the interceptors of the day, and deliver payloads against London and other targets. Over time, the capabilities of interceptors and anti-aircraft artillery grew, driving the Zeppelins to other missions. Germany, Italy, the United Kingdom, and others began working on bombers capable of delivering heavy loads over long distance, a trail blazed (oddly enough) by the Russian Sikorsky Ilya Muromets.

Even the modest capabilities of the early bombers excited the airpower theorists of the day, who imagined the idea of fleets of bombers striking enemy cities and enemy industry. The Italians developed the Caproni family of bombers, which operated in the service of most Allied countries at one time or another. German Gotha bombers would eventually terrorize London again, catalyzing the Smuts Report and the creation of the world’s first air force.

Faster and capable of carrying more bombs than either the Gotha IVs or the Caproni Ca.3, the Type O 400 had a wingspan nearly as large as the Avro Lancaster. With a maximum speed of 97 miles per hour with a payload of up to 2000 lbs, O 400s were the mainstay of Hugh Trenchard’s Independent Air Force near the end of the war, a unit which struck German airfields and logistics concentration well behind German lines. These raids helped lay the foundation of interwar airpower theory, which (at least in the US and the UK) envisioned self-protecting bombers striking enemy targets en masse.

Roughly 600 Type O bombers were produced during World War I, with the last retiring in 1922. Small numbers served in the Chinese, Australian, and American armed forces.

Junkers Ju 88: 

The Junkers Ju-88 was one of the most versatile aircraft of World War II. Although it spent most of its career as a medium bomber, it moonlighted as a close attack aircraft, a naval attack aircraft, a reconnaissance plane, and a night fighter. Effective and relatively cheap, the Luftwaffe used the Ju 88 to good effect in most theaters of war, but especially on the Eastern Front and in the Mediterranean.

Designed with dive bomber capability, the Ju 88 served in relatively small numbers in the invasion of Poland, the invasion of Norway, and the Battle of France. The Ju-88 was not well suited to the strategic bombing role into which it was forced during the Battle of Britain, especially in its early variants. It lacked the armament to sufficiently defend itself, and the payload to cause much destruction to British industry and infrastructure. The measure of an excellent bomber, however, goes well beyond its effectiveness at any particular mission. Ju 88s were devastating in Operation Barbarossa, tearing apart Soviet tank formations and destroying much of the Soviet Air Forces on the ground. Later variants were built as or converted into night fighters, attacking Royal Air Force bomber formations on the way to their targets.

In spite of heavy Allied bombing of the German aviation industry, Germany built over 15,000 Ju 88s between 1939 and 1945. They operated in several Axis air forces.

De Havilland Mosquito: 

The de Havilland Mosquito was a remarkable little aircraft, capable of a wide variety of different missions. Not unlike the Ju 88, the Mosquito operated in bomber, fighter, night fighter, attack, and reconnaissance roles. The RAF was better positioned than the Luftwaffe to utilized the specific qualities of the Mosquito, and avoid forcing it into missions in could not perform.

Relatively lightly armed and constructed entirely of wood, the Mosquito was quite unlike the rest of the RAF bomber fleet. Barely escaping design committee, the Mosquito was regarded as easy to fly, and featured a pressurized cockpit with a high service ceiling. Most of all, however, the Mosquito was fast. With advanced Merlin engines, a Mosquito could outpace the German Bf109 and most other Axis fighters.

Although the bomb load of the Mosquito was limited, its great speed, combined with sophisticated instrumentation, allowed it to deliver ordnance with more precision than most other bombers. During the war, the RAF used Mosquitoes for various precision attacks against high value targets, including German government installations and V weapon launching sites. As pathfinders, Mosquitoes flew point on bomber formations, leading night time bombing raids that might otherwise have missed their targets. Mosquitos also served in a diversionary role, distracting German night fighters from the streams of Halifaxes and Lancasters striking urban areas.

De Havilland produced over 7000 Mosquitoes for the RAF and other allied air forces. Examples persisted in post-war service with countries as varied as Israel, the Republic of China, Yugoslavia, and the Dominican Republic

Avro Lancaster: 

The workhorse of the RAF in World War II, the Lancaster carried out the greater part of the British portion of the Combined Bomber Offensive (CBO). Led by Arthur Harris, Bomber Command believed that area bombing raids, targeted against German civilians, conducted at night, would destroy German morale and economic capacity and bring the war to a close. Accordingly, the Lancaster was less heavily armed than its American contemporaries, as it depended less on self-defense in order to carry out its mission.

The first Lancasters entered service in 1942. The Lancaster could carry a much heavier bomb load than the B-17 or the B-24, while operating at similar speeds and at a slightly longer range. The Lancaster also enjoyed a payload advantage over the Handley Page Halifax. From 1942 until 1945, the Lancaster would anchor the British half of the CBO, eventually resulting in the destruction of most of urban Germany and the death of several hundred thousand German civilians.

There are reasons to be skeptical of the inclusion of the Lancaster. The Combined Bomber Offensive was a strategic dead-end, serving up expensive four-engine bombers as a feast for smaller, cheaper German fighters. Battles were fought under conditions deeply advantageous to the Germans, as damaged German planes could land, and shot down German pilots rescued and returned to service. Overall, the enormous Western investment in strategic bombing was probably one of the greatest grand strategic miscalculations of the Second World War. Nevertheless, this list needs a bomber from the most identifiable bomber offensive in history, and the Lancaster was the best of the bunch.

Over 7000 Lancasters were built, with the last retiring in the early 1960s after Canadian service as recon and maritime patrol aircraft.

Boeing B-52 Stratofortress: 

The disastrous experience of B-29 Superfortresses over North Korea in 1950 demonstrated that the United States would require a new strategic bomber, and soon. Unfortunately, the first two generations of bombers chosen by the USAF were almost uniformly duds; the hopeless B-36, the short-legged B-47, the dangerous-to-its-own-pilots B-58, and the obsolete-before-it-flew XB-70. The vast bulk of these bombers quickly went from wastes of taxpayer money to wastes of space at the Boneyard. None of the over 2500 early Cold War bombers ever dropped a bomb in anger.

The exception was the B-52.The BUFF was originally intended for high altitude penetration bombing into the Soviet Union. It replaced the B-36 and the B-47, the former too slow and vulnerable to continue in the nuclear strike mission, and the latter too short-legged to reach the USSR from U.S. bases. Slated for replacement by the B-58 and the B-70, the B-52 survived because it was versatile enough to shift to low altitude penetration after the increasing sophistication of Soviet SAMs made the high altitude mission suicidal.

And this versatility has been the real story of the B-52. The BUFF was first committed to conventional strike missions in service of Operation Arc Light during the Vietnam War. In Operation Linebacker II, the vulnerability of the B-52 to air defenses was made manifest when nine Stratofortresses were lost in the first days of the campaign. But the B-52 persisted. In the Gulf War, B-52s carried out saturation bombing campaigns against the forward positions of the Iraqi Army, softening and demoralizing the Iraqis for the eventual ground campaign. In the War on Terror, the B-52 has acted in a close air support role, delivering precision-guided ordnance against small concentrations of Iraqi and Taliban insurgents.

Most recently, the B-52 showed its diplomatic chops when two BUFFs were dispatched to violate China’s newly declared Air Defense Zone. The BUFF was perfect for this mission; the Chinese could not pretend not to notice two enormous bombers travelling at slow speed through the ADIZ.

742 B-52s were delivered between 1954 and 1963. Seventy-eight remain in service, having undergone multiple upgrades over the decades that promise to extend their lives into the 2030s, or potentially beyond. In a family of short-lived airframes, the B-52 has demonstrated remarkable endurance and longevity.

Conclusion: 

Over the last century, nations have invested tremendous resources in bomber aircraft. More often than not, this investment has failed to bear strategic fruit. The very best aircraft have been those that could not only conduct their primary mission effectively, but that were also sufficiently flexible to perform other tasks that might be asked of them. Current air forces have, with some exceptions, effectively done away with the distinctions between fighters and bombers, instead relying on multi-role fighter-bombers for both missions. The last big, manned bomber may be the American LRS-B, assuming that project ever gets off the ground.

Honorable Mention: 

Grumman A-6 Intruder, MQ-1 Predator, Caproni Ca.3, Tupolev Tu-95 “Bear,” Avro Vulcan, Tupolev Tu-22M “Backfire.”

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Over the last century of military aviation, several fighters have earned the nickname “flying coffin.” Military aviation inherently pushes up against the limits of technology and human endurance, particularly where fighter and pursuit aviation is concerned. Flying a fighter is remarkably dangerous, even when no one is trying to shoot you down.

Engineering a capable fighter plane is also a struggle. Relatively small changes in engine, armament, and airframe design can transform a clunker into an elite fighting machine; many of the best fighters in history were initially viewed askance by their pilots. But elite status rarely lasts for long, especially in World War I and World War II. Fighters that dominated the sky in one year become “flying coffins” as technology and tactics move forward.

And thus the difference between a great fighter and a terrible fighter can be remarkably small. As with the previous list, the critical work is in determining the criteria. Fighters are national strategic assets, and must be evaluated as such:

· Did this aircraft fail at the tactical tasks that it was given? Did it perform poorly against its direct contemporaries?

· Did the fighter show up, or was it in the hangar when it was needed? Was it more of a danger to its pilots than to enemy fighters?

· Did it represent a misappropriation of national assets?

So what are the worst fighter aircraft of all time? For these purposes, we’ll be concentrating on fighters that enjoyed production runs of 500 or more aircraft (listed in parentheses); curiosities such as the XF-84H “Thunderscreech” need not apply.

Royal B.E.2: 

Preparing aircraft before anyone had fought an air war was undoubtedly a struggle for pilots and engineers. The Royal B.E.2 was one of the first military aircraft put into serious industrial production, with a run of around 3500 aircraft. First flown in 1912, it remained in service until 1919, with its responsibilities steadily declining as better aircraft became available.

In a sense, the B.E.2 inspired the first generation of fighters by displaying all of the qualities that no one wanted in a fighter aircraft, including poor visibility, poor reliability, difficulty of control, slow speed, and weak armament. The advent of the Fokker Eindecker made the B.E.2 positively hazardous to fly. Refinements often hurt more than they helped, with the plane becoming steadily more dangerous and accident prone as grew heavier.

It’s tough to give a failing grade to a first effort. But the B.E.2’s difficulty and poor reliability, combined with the British decision to keep it in service well beyond its freshness date, earn it a spot on this list. Incidentally, the failure of the Royal Flying Corps to effectively substitute for the B.E.2 in a timely fashion provided much grist for early advocates of the Royal Air Force, the world’s first independent air force.

Brewster Buffalo: 

A short, squat, and unattractive aircraft, the Buffalo entered service in the same year as the Mitsubishi A6M Zero and the Bf-109, two overwhelmingly superior aircraft. Intended to serve as both a land and carrier-borne fighter, the Buffalo saw its first combat in Finnish service, as several were transferred from the United States after the Winter War. Weight increases during the design process included provisions for heavier armament, extra fuel, and armor plating. Unfortunately, these left the airframe dreadfully underpowered, unable to keep up or maneuver with its best contemporaries. Although the Buffalos operated by the Finnish Air Force did well against the Soviets in the early days of the “continuation war,” Buffalo pilots serving in Commonwealth and Dutch air forces in Southeast Asia were massacred by Japanese fliers in Zeros and Oscars. To add to its least desirable characteristics, the Buffalo performed poorly in the high temperatures common in the tropics.

Marine Corps pilots referred to the Buffalo as—you guessed it—a “flying coffin” in the wake of the Battle of Midway, where the aircraft performed disastrously against the Japanese. It was quickly replaced in U.S. service by its far more effective counterpart, the Grumman F4F Wildcat.

Lavochkin-Gorbunov-Gudkov LaGG-3: 

Military modernization is often about timing, and the Soviet Union of the 1930s rebuilt its military industries slightly too quickly, optimizing production around technologies that would fall a step behind foreign contemporaries. The LaGG-3, first flow in 1940 but developed from the LaGG-1, was the Soviet Air Forces premier fighter during the German invasion of 1941, and was such a disaster that, playing on the fighter’s acronym, pilots referred to it as “the varnished guaranteed coffin.”

Although it entered service five years after the Bf-109, the LaGG-3 was essentially hopeless in combat against its contemporary. It unfortunately combined lightweight wood construction with an underpowered engine, which meant that it struggled to gain tactical advantage against heavier German fighters, yet went to pieces when hit. Combined with desperate Soviet pilot training practices of the war, there’s little surprise as to how German and Finnish aviators gained such remarkably high totals against their Soviet opponents. Production of the LaGG-3 should have ended in 1942, but the agility of the Soviet military industrial complex being what it was, continued until 1944.

Century Series: 

Picking a candidate from the Century series was a struggle. Most of the Century Series aircraft were developed while the Air Force was still dominated by the strategic bombing cadre, and interested primarily in the prospects of nuclear combat with the Soviet Union. Tactical Air Command tried to resolve this problem by making itself as “strategic” as possible, focusing on interceptors that could catch and kill Soviet bombers, and also on fighters heavy enough to deliver nuclear weapons. This left the fighters of the USAF poorly equipped to tangle with the tiny, maneuverable MiGs deployed by the PAVNAF.

The series was not a complete disaster; the F-100 was an adequate second generation fighter, the F-106 an entirely capable interceptor. The rest had the sort of troubles expected of a misaligned set of strategic and technological concepts. The McDonnell F-101 Voodoo was an interceptor converted into a fighter-bomber, a combination that made nearly no sense. It would mostly see service as a recon aircraft. The Convair F-102 Delta Dagger performed inadequately as both an interceptor and a fighter-bomber, briefly seeing combat in Vietnam before turning in its most notable service as a remote-control target drone.

The Lockheed F-104 Starfighter was fast, beautiful, and a death trap, earning the “flying coffin” nickname while suffering over thirty mishaps per 100000 flight hours (it was also known as the “Missile with a Man in It”). Over 50% of F-104s in Canadian service were lost in crashes, over 30% in German. The enormous Republic F-105 Thunderchief deserved better; designed as a nuclear bomber, it was ill-suited to the conventional bombing mission forced by the Vietnam War, and became easy prey to the Frescos, Fishbeds, and SA-2s.

The aircraft of the Century series had different builders, and were intended to perform different missions. However, they were procured in enormous quantities, and all suffered from problems associated with the same cause; the inability of the United States Air Force to conceptualize warfare outside of the strategic realm.

Mikoyan-Gurevich MiG-23: 

The MiG-23 was supposed to be the Soviet answer to the big American fighters such as the F-4 and F-111, a powerful swing-wing fighter that could also perform attack and interception roles. And the Flogger surely was powerful.

But the Flogger was a beast to fly and to maintain. American “Red Eagle” pilots, tasked with determining the capabilities of Soviet aircraft, considered the Flogger a disaster waiting to happen. In 1984, Lieutenant General Robert M. Bond died flying a USAF operated Flogger. A relatively large aircraft, the Flogger also lacked many of the best qualities of its predecessors, including a small visual profile.

The MiG-23 was initially intended to fill out the air forces of the Warsaw Pact, but the Soviet clients generally preferred to keep their Fishbeds. Indeed, in export terms the MiG-23 was essentially a cheap loss-leader for the Soviet engine and technical support industries, as it proved remarkably difficult to safely keep in service. By design, engines burned out quickly, meaning that export customers who had fallen out of Soviet graces quickly lost the use of their fighters. The Flogger’s combat record, generally in Syrian, Iraqi, and Libyan service, has not been positive. It’s hardly surprising that the MiG-23 will almost certainly leave service before its predecessor, the MiG-21.

Conclusion: 

In terms of future members of this list, attention naturally falls on the F-35 Joint Strike Fighter, which should exceed the 500 aircraft threshold. As I’ve argued before, it’s difficult to get a sense of the strategic value of the aircraft without a full perspective on its career. We won’t know whether the JSF is a deserving member of this list for quite some time. For one, it’s unlikely that the F-35 will suffer from anything approaching the accident rate of the fighters on this list. The JSF’s tremendous expense, however, undoubtedly makes it a long term candidate for inclusion.

Dishonorable Mention: General Dynamics F-111 Aardvark, McDonnell Douglas F-4 Phantom II, Messerschmidt Bf 110, Bolton-Paul Defiant, Fairey Fulmar, Sukhoi Su-7 Fitter.