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History

B-52 pays tribute to legacy with “Test Orange” paint scheme, like NB-52E

by Till Daisd November 19, 2024

B-52 Paint Scheme resembling NB-52E

On September 30, 2024, the 49th Test and Evaluation Squadron debuted a distinctive “test orange” paint scheme for the B-52 Stratofortress in honor of its legendary past. According to 1st Lt. Rebecca Abordo, US Air Force, in the article B-52 Honors Legacy with “Test Orange” Paint Scheme, this program pays tribute to the aircraft’s legacy while commemorating an important moment in its modernization.

In particular, this paint job is similar to that of the NB-52E. Redesignated as a B-52E aircraft (AF Serial No. 56-632) the NB-52E served as a testbed for various B-52 systems. Airframe fatigue from wind gusts during low-level flight was reduced by the aircraft’s canards and Load Alleviation and Mode Stabilization system.

B-52 Honors Legacy with “Test Orange” Paint Scheme resembling NB-52E — A US Air Force B-52H Stratofortress with a special orange paint scheme parks after landing at Barksdale Air Force Base, La., Sept. 30, 2024. A heritage orange test and evaluation paint scheme represents a rich history of substantial advancements and progress in the B-52’s lifecycle.

Due to the canards, which decreased 30% of vertical and 50% of horizontal vibrations caused by wind gusts, the aircraft was able to fly 10 knots (12 mph; 19 km/h) faster in one test than the never exceed speed without damage. It is currently housed at the 309th Aerospace Maintenance and Regeneration Group’s “Boneyard.”

“A heritage orange test and evaluation paint scheme represents a rich history of substantial advancements and progress within the U.S. Air Force, the test enterprise, and the B-52’s life cycle,” said Lt. Col. Sarah Silva, 49th TES commander.

“Flight test orange”

Silva underlined that the decision on color represents a critical period in the development of the B-52 and is based on testing procedures used in the 1950s and 1960s.

With origins dating back to the 1940s, Orange has long been linked to aviation testing and experimentation. The paint scheme was designed to reduce midair collisions and help recover downed aircraft. In order to increase visibility in the event that they had to eject, several pilots chose to wear orange jumpsuits.

When US Air Force Capt. Charles “Chuck” Yeager became the first person to break the sound barrier in the aircraft known as “Glamorous Glennis” in 1947, the iconic Bell XS-1—painted orange to improve visibility—set a precedent. This historic flight marked a turning point in aviation, paving the way for generations of test pilots and engineers.

In 1959, research that suggested orange as a bold color for test vehicle markings further formalized the use of orange for test aircraft. The significance of the color for aerospace testing was cemented in 1968 when the Society of Flight Test Engineers adopted “flight test orange” as part of its slogan.

The BUFF

Since its debut in the 1950s, the B-52, also referred to as the “BUFF” (Big Ugly Fat F****r), has been an essential element of the US Air Force. The B-52 has proven resilient and adaptable in numerous conflicts and missions around the world because to its long-range striking capabilities and versatility.

In 1954, the B-52A made its first flight, and in 1955, the B model went into service. The last B-52, a B-52H, was delivered in October 1962, out of a total of 744 B-52s constructed. Strategic Air Command received the first of 102 B-52Hs in May 1961. The H model can carry up to 20 air-launched cruise missiles. In addition, it can carry conventional cruise missiles that were launched in several contingencies starting in the 1990s with Operation Desert Storm and culminating with Operation Inherent Resolve in 2016.

The only remaining model in the Air Force inventory is the H model, which is used by the Air Force Global Strike Command’s 5th Bomb Wing at Minot AFB in North Dakota and the 2nd Bomb Wing at Barksdale AFB in Louisiana. In addition, the aircraft is assigned to Barksdale AFB’s 307th Bomb Wing of the Air Force Reserve Command.

Today, the 49th TES is committed to blending the aircraft’s rich heritage with 21st-century technology breakthroughs as it undergoes modernization efforts to improve its systems and armament capabilities.

H/T Earl Belz

Photo by Airman 1st Class Aaron Hill / U.S. Air Force

November 19, 2024 0 comment

History

Bf 109 Vs Spitfire: the handling tests

by Till Daisd November 13, 2024

written by Till Daisd

One of the most advanced aerodynamic designs of the 1930s

The Messerschmitt Bf 109 began as an entry by the Bayerische Flugzeugwerke in a Luftwaffe (German Air Force) fighter competition in the early 1930s. With retractable landing gear, an enclosed cockpit, automatic slats, cantilever wings, and stressed skin construction, Willy Messerschmitt’s design featured some of the most advanced aerodynamic designs at the time. The Bf 109 performed noticeably better during the trials than the heavier and larger favorite, Heinkel’s He 112. In 1936, the Bf 109B, the first production model, started to leave the assembly line. The redesignation of the Bayerische Flugzeugwerke AG (Aktiengesellschaft or Corporation) to the Messerschmitt AG in 1938 led many to call it the Me 109. However, the official Luftwaffe designation of the aircraft remained the Bf 109 throughout the war.

The Bf 109B first entered combat with German-manned Condor Legion units during the Spanish Civil War, and they were a welcome replacement for the obsolete Heinkel He 51 biplane fighter. The Bf 109C, introduced in 1938, retained the twin 7.9mm MG 17 machine guns mounted above the engine but replaced the single MG 17 firing through the propeller spinner with two MG 17s in the wings.

Bf 109 Vs Spitfire: the handling tests and why the former turned more readily to the right than to the left — Messerschmitt Bf 109E-3

The Bf 109E went into production with the Daimler Benz DB 601 in early 1939, following the construction of less than 200 Bf 109Ds. The Bf 109E completely outclassed the Polish PZL fighters in the early stages of World War II. The Bf 109E outfought British Hawker Hurricanes and French Morane-Saulnier MS 406s in the May 1940 invasion of France.

In the air battles over the English Channel and later during the Battle of Britain, the Bf 109E exposed its Achilles heel—its short range—and met its equal, the Supermarine Spitfire.

Bf 109 Vs Spitfire

According to Neil Page’s explanation in Luftwaffe Fighters: Combat on all Fronts Volume 1, aileron heaviness significantly reduced the Messerschmitt Bf 109’s and the Spitfire’s ability to roll at high speeds.

The following information on the Bf 109 E is taken from the Ministry of Supply’s Messerschmitt Bf 109 Handling and Manoeuvrability Tests, a British test document. September 1940: “More detailed aileron tests (measurement of stick forces and time to bank) were made. These tests showed that although the Bf 109 ailerons felt much heavier than those of the Spitfire at speeds between 300mph (483km/h) and 400mph (644km/h), the a/c could be made to bank at about the same rate as the Spitfire at these high speeds.

“The more ‘solid’ feel of the Bf 109 ailerons at high airspeeds is attributed to the smaller stick travel (+/- 4in compared to +/- 8in on the Spitfire), fairly rigid control circuit, and partly to the awkward seating position of the pilot… at 400mph (644km/h) the Bf 109 pilot, pushing sideways with all his strength, can only apply about 1/5 aileron, thereby banking 45 deg. in about 4 secs.; on the Spitfire also, only 1/5 aileron can be applied at 400mph, and again the time to 45 deg. bank is about 4 secs…”

Turning more readily to the right than to the left

The Spitfire’s ailerons did not feel as ‘solid” at 400mph as those of the Bf 109; this was because there was rather more ‘stretch’ in the aileron control circuit of the Spitfire. The maximum sideways force a pilot could exert on the stick worked out at around 60lb on the Spitfire, but only about 40lb on the Bf 109. The reason for this difference was that the cockpit of the Bf 109 was so cramped that a pilot could not bring his arm round into the position most favorable for applying a large side force to the stick. And it was not only the ailerons that caused problems for the 109 pilot.

The following is again from the Ministry of Supply September 1940 test report: ‘It is at high speeds that lack of a rudder trimmer most seriously inconveniences the pilot. At 215mph (346km/h), the a/c is trimmed directionally, no rudder being required. At higher speeds left rudder must be applied, and at 300 mph (483 km/h), about 2 deg. of left rudder are needed. The rudder is very heavy at high speeds, and a large force is required to apply even such a small amount. This becomes very tiring and affects the pilot’s ability to put on more left rudder to assist a turn to the left. Consequently, at high speeds, the Bf 109 turns more readily to the right than to the left.”

Luftwaffe Fighters: Combat on all Fronts Volume 1 is published by Mortons Books and is available to order here.

November 13, 2024 0 comment

History

When Empress of Britain was crippled by an Fw 200 and sunk by U-32 becoming the largest British ship lost during WWII

by Till Daisd November 10, 2024

written by Till Daisd

Focke Wulf Fw 200

In April 1940, the Focke Wulf Fw 200 Condor made its maiden appearance over Norway while flying with Kampfgeschwader 40 (I/KG40), the unit that would later be associated with that aircraft.

As the war in the west progressed, and German forces advanced, French airfields opened up, allowing the Condor to fly around the UK and out into the Atlantic, rapidly establishing itself as one of the key menaces to Allied shipping. Able to attack shipping directly, or able to guide U-Boats to their prey the Condor scored its first major success when it crippled the liner Empress of Britain.

Crippling the liner Empress of Britain

German Fw 200 Condor long-range reconnaissance bombers from I/KG40 began operating over the waters west of Britain in 1940, according to Mark Stille’s account in his book Battle of the Atlantic (1), The U-Boat Campaign against Britain, 1939–41.

On Oct. 26, a Condor flown by Bernhard Jope encountered the passenger liner Empress of Britain 70 m northwest of Ireland. At 42,348 GRT, the Empress of Britain was Britain’s second-largest ship and the tenth-largest merchant ship in the world.

Jope spotted a very large ship through the clouds and changed course to make a low-level attack from astern. In the first attack run from about 650ft, he dropped a single 551lb bomb, which hit the ship’s port side and started a fire. Jope made a wide turn to make another stern attack. Flying through what he described as stronger defensive fire than the first pass, he dropped another bomb, which missed.

The next two passes were made from ahead of the target to avoid the heavy defensive fire from astern. Altogether, four 551lb bombs were dropped, and two were hit. When the Condor left the area, the Empress of Britain was aflame and showed a slight list.

The largest British ship lost during WWII

Following the attack, the ship’s captain ordered it to be abandoned, leaving only a skeleton crew aboard. This was accomplished, but Jope’s message that the ship was still afloat prompted orders to U-32 to proceed to the scene and finish off the huge liner. Under the command of Hans Jenisch, U‑32 arrived to find the liner under tow and air and naval protection.

After stalking the target for nearly 24 hours, Jenisch got into position to launch a total of three torpedoes, of which two hit. In the early hours of Oct. 28, the Empress of Britain slipped under the waves, becoming the largest British ship lost during the war.

Battle of the Atlantic (1), The U-Boat Campaign against Britain, 1939–41, is published by Osprey Publishing and is available to order here.

When Empress of Britain was crippled by an Fw 200 and sunk by U-32 becoming the largest British ship lost during WWII — Empress of Britain ocean liner

Photo by Crown Copyright, Bale, Stewart, New Zealand Maritime Museum and Jim Laurier via Osprey

November 10, 2024 0 comment

History

The B-26 with the left wing and horizontal stabilizer blown away by flak

by Till Daisd November 9, 2024

written by Till Daisd

B-26 Marauder 42-107566

The horrific image in this post, which was taken on July 10, 1944, shows a B-26 Marauder 42-107566 after it was struck over Italy.

The website of the American War Memorials Overseas, which uses Missing Aircraft Report {MACR} 6454 as a reference, gives the complete story behind this picture:

‘B-26 (42-107566) and crew were part of the 441st Bomber Squadron, 320th Bomber Group, based at Decimomannu (Sardegna), Italy.

Left-wing and horizontal stabilizer blown away by flak

‘On that day, the 320th was directed to bomb the north side of the railroad bridge near Marzabotto, Italy, just south of Sasso Marconi. 20 B-26s of the 320th Bomber Group departed the airbase at 14:50 along with B-26 (42-107566) with its crew with one substitute. While en route to the bombing target, (42-107566) was hit by antiaircraft fire. The direct hit blew the left wing and horizontal stabilizer off, sending the plane into an uncontrollable spin and trapping the crew inside. A photographer in a plane above, captured the moment just before the plane’s impending doom; an iconic photo depicting the great sacrifice of the United States Army Air Forces during the war. The B-26, with bombs still aboard crashed into a hill just outside Lama di Reno.

‘The crew was declared missing in action. The unidentified remains were buried on site. In 1947, the remains were moved to the U.S. military cemetery at Castelfiorentino, Italy. On December 7, 1949, the remains of the six crew members, still unidentified, were buried in the U.S. at Jefferson Barracks. On Sept. 20, 1991, the six crewmen, now identified, received a full military burial; they are buried together in Section 79, Site 382A-B.’

The crew of B-26 (42-107566) included:

- 1st Lt. Murry B. Wiginton ,Jr. – Pilot (KIA)
- 2nd Lt. William E. Wigginton – CoPilot (KIA)
- PFC Norford G. Meador – Bombadier (KIA)
- Sgt. Ernest D. Casey – Engineer/Gunner (KIA)
- S/Sgt. Wesley B. Hoffman – Radio Operator/Gunner (KIA)
- S/Sgt. Philip A. Iannotta – Tail Gunner (KIA) (Substitute crew member)

A plaque to remember the sacrifice of the crew

Note: T/SGT Harvey Lias was a regular crewmember (Tail Gunner) of this aircraft. On this mission day, Lias was sick and was replaced by Philip Iannotta.

According to the American War Memorials Overseas website, T/SGT Harvey Lias returned several times to look for the site of the B-26 crash. In the early 1990s, with the help of local Italians, the crash site was found, and Lias left a plaque remembering his friends and fellow crewmates.

In the 2000s, the Group Collezione Storica Quardri-Venturi conducted a more extensive search of the area and found numerous aircraft parts that are now on display. One particular item was found as an 1882 silver dollar made into a necklace; this find and the story of this B-26 was front page news in Italy.

In 2015 Collezione Storica Quardri-Venturi and the Romagna Airfinders rededicated the plaque to remember the sacrifice of the crew.

Photo: U.S. Air Force

November 9, 2024 0 comment

History

The Soviet Union was charged $40,000 for the return of the MiG-25 Foxbat stolen by Viktor Belenko

by Till Daisd November 8, 2024

written by Till Daisd

The backdrop

Pilot Lt. Viktor Belenko of a PVO unit stationed at Chuguyevka air base, north of Vladivostok (other sources say Sakharovka air base), failed to return from a sortie on September 6, 1976. If Belenko had fallen into the Sea of Japan, his superiors would hardly have been displeased; in fact, it was a huge shock to learn that he had landed at Hakodate International Airport.

Subhadeep Paul, an aviation expert, explains on Quora;

‘It was 1976, the time of ongoing Cold War between the USSR and US. Each party was developing their own secret weapons & the other one always wanted to know what their enemy was cooking. US was making all possible efforts to get hold of MiGs to study them to know their weaknesses so that those can be exploited by NATO aircraft to defeat them.

The MiG-25 Foxbat

‘Thus, there were efforts from Western countries to encourage defections (prompting enemy pilots to fly enemy aircraft to one’s own airfield).

‘One emerging nightmare for the US was a mysterious Soviet supersonic aircraft, the MiG-25 Foxbat. This was a Mach 3 Interceptor aircraft which, the US thought, posed a great threat to SR-71 Blackbird. Western spy satellites stalking Soviet military installations caught brief glimpses of this warplane and feared this could overwhelm the West’s air defenses, thus posed a dire security risk for NATO countries.

‘Naturally US saw the MiG-25 as a grave danger & thus was dying to know about the ghost plane.

Lt Viktor Belenko steals a MiG-25 Foxbat

‘Enter Lt. Viktor Belenko, a 29-year-old unhappy USSR pilot of the Foxbat, struggling with his about-to-be divorced life. He was dejected by the way of life in the communist USSR.

‘Out of despair, he did something that changed his life. He was about to steal the MiG-25, offering the West what was top-notch classified technology.

‘On Sep 6, 1976, Belenko and several other pilots from his squadron took off from Chuguyevka Air Base (740 km from Japan) on a training flight. He had requested a full tank of fuel in his aircraft before take-off.

‘Belenko followed the flight plan at first, then broke formation, climbed before descending rapidly, and headed out to sea, flying just 100 feet over the sea to avoid detection.

‘A series of events followed where he flew the aircraft without maps & communication, got picked up intentionally by Japanese radar, got chased by Japanese F-4 Phantoms II, and somehow made landing at Hakodate (civilian) airport with just 30 seconds of fuel remaining.’

As the photos in this post show, the low flying of the MiG-25 caught the attention of all the inhabitants of that city, who photographed Belenko’s Foxbat just before landing.

Arrested by police

He continues;

‘The Japs were stunned to see something they had never seen before. A huge aircraft of the enemy amidst the Cold War on their Tarmac.

‘He fired two warning shots from his service pistol sitting from the canopy to discourage any civilian from approaching the aircraft and to make sure that only the Japanese Military could get their hands on the fighter first.

‘He was arrested by police, to whom he offered no resistance. Instead, he asked the aircraft to be covered in canvas because it contained military secrets. US military personnel were there at the scene, guarding the aircraft throughout the night.

Viktor Belenko asks for political asylum in the US

‘Belenko asked the Japs to consult the CIA as he wanted political asylum in the US.

‘Soviet Union was shocked & demanded immediate return of both plane & pilot. They said Belenko had lost his way during the flight & claimed that he was under the influence of drugs administered to him by the Japanese.

The US side

‘Fast forward a couple of months, this incident resulted in these events in the US:

• The USAF & CIA studied the MiG-25 extensively. It was like getting the enemy’s crown jewel.
• However, the USAF concluded that the MiG-25 was nowhere as fearsome as they thought it be. They had overestimated the capabilities of the Foxbat, judging it by its appearance because it had large wings. Conclusion: It wasn’t particularly useful in combat.
• Eventually it was packed up into around 40 boxes and was returned to the Soviet Union. The Soviets complained that around 20 pieces were missing.

Soviet Union was charged $ 40,000 for shipping cost of the MiG-25

‘Irony: Soviet Union was charged $ 40,000 for shipping cost of the MiG-25. The bill was never paid.

• Belenko was given asylum in the US & even granted US citizenship.
• He later became a consultant to the US military and aerospace industry, a public speaker and businessman. He also married an American woman and had two children. They later divorced.

The Soviet Union side

Paul concludes;

‘On the Soviet Union side, things went in a bit different way:

• USSR decided to improve conditions of pilots to avoid such future incidences. From the airport Belenko flew, a five-story government building was built along with school, kindergarten, and other facilities. Treatment of pilots vastly improved.
• Prior to Belenko’s defection the outside world had very little knowledge about the MiG-25. The breaching of secrecy resulted in a new business idea. The USSR thought since the entire world anyways knows about their “secretive” aircraft, why not export it & earn money.
• Hence it was sold to Algeria, Bulgaria, India, Iraq, Libya, and Syria in significant numbers.
• The loss of secrecy led to the fast-track development of the MiG-31 Foxhound, which was already in development at the time of Belenko’s defection.
• The MiG-31 replaced the MiG-25 and is still in active service as of 2023.

Photo by CIA and unknown

November 8, 2024 0 comment

History

The disastrous beginning of B-29 operations against Japan

by Till Daisd November 4, 2024

written by Till Daisd

The C-87 Liberator Express

In response to a request from the Army Air Forces for a heavy bomber with a longer range than the Boeing B-17, Consolidated started designing the B-24 in January 1939. On December 29, 1939, the prototype made its first flight. The Liberators were the most produced American aircraft of World War II, with 18,482 made overall. Every branch of the American military as well as several Allied nations used them. The B-24 Liberator was deployed to every theater of World War II to provide aerial bombing support.

During World War II, one of the largest human or cargo loads of any aircraft currently in production was transported by the C-87 Liberator Express, an airlifter variant of the B-24.

Arthur La Vove piloted a C-87 during the conflict as a “Hump Driver,” transporting people, supplies, and weapons over the Himalayan Mountains between China, India, and Assam. He saw the first B-29 arrive in the CBI (China Burma India) theater while deployed at Chengtu Airfield in China.

C-87 Liberator Express pilot recalls the disastrous beginning of B-29 operations against Japan — Newly delivered USAAF Consolidated C-87-CF *Liberator Express* transport planes at the Consolidated Aircraft Corporation, Fort Worth, Texas (USA), in October 1942.

An awful lot of airplane

La Vove recalls in his book Hump Drivers;

‘The B-29s were an awful lot of airplane. There had been scads of rumors about them. Long before they appeared in the CBI, the average Hump Driver imagined them in terms of hugeness that resembled fifteenth-century mariners’ descriptions of sea monsters.

‘The project for bringing the Twentieth Air Force’s big babies had been whispered, hush-hush, and top-secret from the very beginning. It had been known variously as the “Matterhorn” and “Twilight” projects. No one, except possibly Tokyo Rose, the Japs, thousands and thousands of runway-building Chinese and Indian coolies, newspaper correspondents, and Air Force brass, knew exactly what was involved.

‘Hump Drivers, based in Jorhat and Tezpur in Lower Assam Valley began to fly their C-87s, loaded with cement mixers, rock crushers, bombs, and gas to the new, 2-mile-long runways that had come into being at the bases that surrounded the ancient capitol of Chengtu.

‘Weather reports were spotty; there were no adequate radio range facilities, traffic was heavy, and the fields were poorly lighted for night operations. But the Drivers put their ships in and then the 29s came along.

‘When they finally did show up, they looked surprisingly small after all the wild talk. Their crews acted like prima donnas at first. They were positive that they were going to win the war all by themselves.

‘Weren’t they going to bomb Japan from bases ‘way back in the guts of China?’

The disastrous beginning of B-29 operations against Japan

La Vove continues;

‘The ’29 crews were cocky—at first. But as time wore on and accidents began to take their toll, the boys quieted down. And the Drivers soon learned that a B-29 operation was a spectacle that could turn marrow into ice water.

‘There were the takeoffs. The Drivers would gather and watch, sweating palms, as the overloaded bombers slowly rose into the dismal overcast that always gave Chengtu a melancholy, tearful aspect.

‘Too often, bombers did not make it. Engine “bugs” hitherto und-tected showed up—and bombers and crews went up in smoke and flame.

‘And when the big boys came back from a mission, it was just as bad. The B-29 landings were a spectacle that perhaps the Romans could have appreciated. The Drivers did not.

‘Afterward—when the bombers were on the ground—the Japanese showed up and Drivers huddled in slit trenches while the maddened Nips tried to pulverize the ships that were damaging their homeland.’

La Vove concludes:

‘But these raids—Jing Bows, they were called—weren’t as bad as the accidents. It was tough, sweating out the B-29’s return; tough to watch one, with one or more feathered props make a wavering turn and suddenly stall and spin in …’

Hump Drivers is published by Schiffer Publishing and is available to order here.

Photo by U.S. Air Force via Cool Old Photos, 7th Fighter.com, C-87s_delivered_Fort_Worth_(colour)_1942.jpg: Hollem, Howard R., photographer and derivative work: Jan Arkesteijn via Wikipedia

November 4, 2024 0 comment

History

This Hurricane had the most impact on the Battle of Britain

by Till Daisd November 3, 2024

written by Till Daisd

One of the most famous British fighters of World War II

The Hawker Hurricane was one of World War II’s most famous British fighters. November 1935 saw the first flight of the prototype, while October 1937 saw the maiden flight of the first production aircraft. Hurricanes were being delivered to their operational squadrons in a few weeks. About 500 Hurricanes had been delivered to the Royal Air Force by the time the war started in September 1939, and production went on.

It saw exemplary service in World War II, accounting for over 60% of the air victories in the Battle of Britain.

During the Battle of Britain, Fighter Command flew 1,715 Hurricanes, which is much more than all other British fighters combined. An estimated four-fifths of all enemy aircraft destroyed between July and October 1940 were attributed to Hurricane pilots.

The Hurricane that had the most impact on the Battle of Britain

Of all the aircraft involved in the Battle of Britain, Hurricane OK-1 was the one that made the most impact. ‘One single aircraft. It didn’t shoot down anything during the battle, despite being piloted by an Ace with twenty victories to his name (all during WWI),’ says Jim Schofield, an aviation expert on Quora.

‘OK-1’s impact came as a result of being the trusted personal aircraft of Air Vice Marshal Sir Keith Park.

‘“If any one man won the Battle of Britain, he did” – Air Chief Marshal Lord Tedder (1947)

‘Sir Keith saved the entire world, becoming the first General to defeat the Nazis in a large battle, in what may be the most pivotal and most important battle in world history. His Hurricane, OK-1, was the plane he flew while doing it. It’s important to note that Air Chief Marshal Lord Dowding is as crucial as Sir Keith and was Fighter Command’s overall commander. Plus, massive contributions from so many others. I believe Lord Dowding didn’t fly around as of the Battle of Britain; if he did, his plane would be here too!’

He continues;

‘This photograph shows Sir Keith and OK-1. The handwritten inscription indicates it was taken on the 15th of September, presumably of 1940; a date now celebrated as Battle of Britain Day. That day was the climax of the battle when some 1,500 aircraft fought above London and Southern England. The RAF and Sir Keith (and OK-1!) emerged victorious.

OK-1 precious cargo

‘Sir Keith’s beloved ‘dear old Hurricane’ seems to have served him and the RAF extremely well throughout the battle.

‘So, what’s so special about OK-1? Physically, not much; it’s like all the other Hurricanes. She was a Block 3 Mk.1 Hurricane with a Merlin III engine, with the serial number P3854. It’s her precious cargo, Sir Keith, who OK-1 kept safe and sound is what makes her so important… Although she does have appropriate, badass nose art; Cerberus, the three-headed dog of Hades, who guards the underworld to prevent the dead from escaping!’

Schofield concludes:

‘Sir Keith is an incredible, sadly under-recognised hero.

‘And that’s why Hurricane, OK-1 is the aircraft that had the most impact on the Battle of Britain!’

This Hurricane is the aircraft that had the most impact on the Battle of Britain. Here’s why.

Photo by Crown Copyright

November 3, 2024 0 comment

History

USAF says goodbye to the KC-10 Extender

by Till Daisd October 9, 2024

written by Till Daisd

USAF farewell to the KC-10 Extender

During the KC-10 farewell ceremony at Travis Air Force Base, California, on September 26, 2024, the last US Air Force (USAF) KC-10 Extender and two F-15 Eagles assigned to Fresno Air National Guard Base, California, flew in formation.

KC-10 serial number 79-1948 (call sign “Gucci10”) was the last of the 60th Air Mobility Wing and associated 349th Air Mobility Wing KC-10A, according to Scramble. On its way to the 309th Aerospace Maintenance and Regeneration Group, or Boneyard, near Tucson, Arizona, it passed the Travis tarmac.

Patch — An audience member wears the KC-10 Extender farewell ceremony patch during the farewell ceremony at Travis Air Force Base, California, on Sep. 26, 2024.

The 60th Air Mobility Wing (AMW) is the last host wing for the KC-10. Team Travis will be able to start a new era of air-to-air refueling when the KC-10 completes its mission and is replaced by the KC-46A Pegasus.

“As a KC-10 flyer myself, it has been amazing to watch the global impact this aircraft has had.” Said Col. Jay Johnson, 60th AMW commander, in a USAF News release. “As we take the time to appreciate the legacy and history of the KC-10, we also have an opportunity to look forward to the future of tanker operations. I am excited to watch the same sense of pride and community build as we transition to the next generation of tanker operations.”

Travis AFB had the honor of bidding farewell to an aircraft that has been an essential part of the US military’s global reach and power projection capabilities as the final base to operate the KC-10. This event closed a significant chapter in the history of military aviation.

A modified DC-10

USAF bids farewell to the KC-10 Extender — The last USAF KC-10 Extender takes off from the flight line during the KC-10 farewell ceremony at Travis Air Force Base, California, Sep. 26, 2024.

In 1981, the KC-10A, a modified DC-10, entered service. It has more systems and equipment required for its Air Force duty, even though it still shares 88% of its systems with the DC-10. Military avionics, an aerial refueling boom, hose, and drogue, a seated aerial refueling operator station, an aerial refueling receptacle, and satellite communications are some of these improvements.

To further improve their aerial refueling capabilities, twenty KC-10s were upgraded to include wing-mounted pods. In order to satisfy civil air traffic control requirements, communications, navigation, and surveillance equipment were included and service bulletins were incorporated to preserve Federal Aviation Administration certification.

Operations Desert Shield and Desert Storm

The KC-10A was operated by the 305th Air Mobility Wing at Joint Base McGuire-Dix-Lakehurst, N.J., and the 60th Air Mobility Wing, Travis Air Force Base, Calif. Air Force Reserve Associate units were assigned to the 349th Air Mobility Wing at Travis and the 514th Air Mobility Wing at JB McGuire-Dix-Lakehurst.

During operations Desert Shield and Desert Storm in 1991, the KC-10 fleet provided in-flight refueling to aircraft from the US armed forces as well as those of other coalition forces. In the early phases of Operation Desert Shield, in-flight refueling was key to the rapid airlift of materiel and forces. Along with refueling airlift aircraft, the KC-10 and smaller KC-135 transported thousands of troops and hundreds of tons of cargo to support the massive buildup in the Persian Gulf. The KC-10 and KC-135 supplied 125 million gallons (475 million liters) of fuel and performed approximately 51,700 separate refueling operations without missing any scheduled rendezvous

The role played by USAF KC-10 Extender tankers after 9/11

In March 1999, a NATO air campaign, Operation Allied Force, was launched against the government of Yugoslavia. The mobility portion of the operation began in February and was heavily tanker-dependent. By early May 1999, some 150 KC-10s and KC-135s deployed to Europe where they refueled bombers, fighters and support aircraft engaged in the conflict. Throughout the Allied Forces campaign and ongoing support operations in Kosovo, the KC-10 flew 409 flights.

Since September 11, 2001, KC-10s have been a major player. Over 350 missions have been flown by the KC-10 to protect American skies as part of Operation Noble Eagle. KC-10s flew over 1,390 missions, providing critical air refueling support to many joint and coalition receiver aircraft during operations Enduring Freedom and Iraqi Freedom.

Photo by Kenneth Abbate / U.S. Air Force

October 9, 2024 0 comment

History

Naval Aviator explains discomfort of T-2 Buckeye ejection seat

by Till Daisd August 11, 2024

written by Till Daisd

Which aircraft’s ejection seat is the most comfortable?

An ejection seat is a mechanism installed in an aircraft that is intended to save the pilot or other crew members in the event of an emergency. The majority of designs include the canopy coming off and the seat being propelled out of the aircraft by a rocket motor or explosive charge, carrying the pilot with it. The ejection seat releases a parachute once it is outside of the aircraft. To prevent a collision, the seats of two-seat aircraft are ejected at different angles.

Pilots had to manually remove the aircraft canopy to climb out before the invention of ejection seats. Lives can be saved with ejection seats. Which airplane, nevertheless, has the most comfortable ejector seat?

‘None of them are great. Some are terrible,’ David Tussey, a former US Navy A-7 Corsair II pilot, says on Quora.

The T-2C Buckeye had the worst ejection seat

‘The worst ejection seat I ever flew was in the T-2C “Buckeye” training aircraft, which I both trained in and was an instructor pilot in. I have about 1500 hrs in that puppy…err “guppy”.

‘The ejection seat [the Buckeye’s ejection seat was the North American LS-1] in the T-2C used an explosive device instead of a rocket to eject the seat. So, the instantaneous “G” force during an ejection occurred right at the start, instead of accelerating through the sequence as happens during a rocket-powered seat.

‘As a result, the seat could not accommodate a cushion as that would allow the seat to accelerate, even if it’s just a 1″ of vertical travel (by compressing the cushion), before the seat bottom impacts the body of the pilot. And that would likely cause injury.

‘So, no cushion, just a hard-plastic seat. As an IP, flying 2–3 times per day, riding that seat caused me a lot of back problems. And then there were the carrier landings and FCLPs. It was a bit rough.’

The T-2C Buckeye was a great basic jet trainer

Tussey concludes;

‘But I have to say, the T-2C was, in retrospective, a damn good basic jet trainer, highly maneuverable, forgiving, fully acrobatic, pretty fast, and carrier capable. What’s not to like?

‘No pain, no gain.’

US Naval Aviator explains why landing on an aircraft carrier for first time is one of the most incredible things you can experience, yet it’s also one of the most terrifying

Photo by U.S. Navy

August 11, 2024 0 comment

History

When two Concorde supersonic airliners landed simultaneously

by Till Daisd August 8, 2024

written by Till Daisd

When two Concorde supersonic airliners landed simultaneously at Orlando International Airport

The video and photo in this post, taken on October 18, 1982, show two Concorde supersonic airliners landing side by side on parallel runways at Orlando International Airport almost simultaneously for the first time. Following the first X-1 rocket plane test flights in 1946, Orlando International Airport (MCO) conducted a unique aviation event relating to supersonic flight on that day.

The Orlando Sentinel claims that Walt Disney organized the event, which was mainly a publicity gimmick to announce the arrival of the sponsors of the exhibits at the recently opened British and French pavilions at Epcot Center. In addition, the two European airlines that flew the Concorde—British Airways and Air France—had attempted a simultaneous landing at Washington in 1976. However, due to heavy air traffic over Dulles International Airport, which hindered the two planes from correctly lining up on their approach, they landed 70 seconds apart.

Orlando provided an excellent location for the 1982 landing because of its two parallel 12,000-foot runways and less air traffic congestion. Approaching from the south, the droop-nosed British and French planes landed close to each other, less than two seconds apart, in front of an estimated 35,000 spectators.

A little-known detail of this stunt, according to AviationHumor.net, is that the airport was not designed to withstand the heat produced by the Concorde’s engines. They cooked the runway to the tune of hundreds of thousands of dollars when they took off. Due to urgent repairs, the airport was closed for more than a week.

Rolls-Royce/Snecma Olympus 593 turbojets

The Concorde was powered by four Rolls-Royce/Snecma Olympus 593 turbojets. It was initially a joint project between Bristol Siddeley Engines Limited (BSEL) and Snecma, derived from the Bristol Siddeley Olympus 22R engine. Rolls-Royce Limited acquired BSEL in 1966 during the development of the engine, making BSEL the Bristol Engine Division of Rolls-Royce.

As the only turbojet with an afterburner powering a commercial aircraft, the Olympus turbojet was unique in aviation until regular Concorde flights ended in October 2003. During supersonic cruising flight or supercruise, the engine’s overall thermal efficiency reached approximately 43%, the highest value ever recorded for a typical thermodynamic machine.

Photo by Orlando International Airport (MCO)

August 8, 2024 0 comment

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