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aircraft

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

Cold War

The UH-1 armed with Nord SS.11 guided missiles

by Till Daisd November 18, 2024

written by Till Daisd

The UH-1

The most popular light utility helicopter ever made is the Bell Iroquois, also known as the Huey. The military has used a variant of it in around 60 countries.

Bell manufactured the UH-1 in two main versions: the twin-engine Models 212 and 412 and the single-engine Models 204 and 205.

The H-1 series began as the Bell XH-60 to meet an Army requirement for a utility helicopter for front-line evacuation of casualties, general utility missions, and instrument training. The XH-40 flew in late 1956, and the first production model, the HU-1A Iroquois, went to the Army on Jun. 30, 1959.

Major variations of the Model 204 series

The first three major variations of the Iroquois belonged to the Model 204 series, which has a 44-foot-diameter rotor. Deliveries of the HU-1A with a T53-L-1A engine began June 30, 1959, for utility transport and casualty evacuation with six seats or two stretchers. Following that model was the HU-1B with the 960-horsepower T53-L-5 engine, which accommodated eight passengers on three stretchers. It became the UH-1B when the HU designation changed to UH. This model served in Vietnam in various roles, including armed support. Southeast Asia was the proving ground for the gunship and demonstrated its value and potential. The last in the Model 204 series was the UH-1C, which had a 1,000-horsepower T-53-L-11 engine.

The anti-tank Huey: the UH-1 armed with Nord SS.11 guided missiles — UH-1 helicopter fires an SS.11 missiles

Huey armed with the Nord SS.11 anti-tank missile

According to the Aviation Classics Issue 27 – Bell UH-1 Iroquois, there were a number of field modifications to arm the UH-1 for its escort role in Vietnam. These were followed by official developments, initially given X or experimental designations.

Experiments to fit guided missiles to the UH-1 began with the AGM-22A, a license-built version of the Nord SS.11 wire-guided anti-tank missile aimed via an XM-70 sight. The M22 system was developed from this, with six missiles being carried, three on each side of a UH-1 B or C on an extended M156 mount. The M22 system had a number of improvements over the early trials, including the upgraded AGM-22B missile and the XM58 stabilized sight. The first 12 UH-1 Bs with the M22 system were deployed to Vietnam in September 1965 but saw limited use due to the lack of suitable targets.

One other system was developed to use the AGM-22, built by Warrant Officer Robert Maxwell in theatre. The Maxwell system as it became known, adapted the M3 weapons system fitted to his unit’s helicopters by removing one or two banks of six rockets from the 24 tube packs on either side of the UH-1. A custom-built short pylon was then added to the outside of the M3 packs with a launch rail for a single AGM-22B.

Aviation Classics Issue 27 – Bell UH-1 Iroquois is published by Mortons Books and is available to order here.

Photo by U.S. Army Missile Command

November 18, 2024 0 comment

Cold War

Why the SR-71 could fly at Mach 3.55 so long as 427C weren’t exceeded

by Till Daisd November 17, 2024

written by Till Daisd

The Blackbird

Unofficially referred to as the “Blackbird,” the SR-71 was a long-range, Mach 3+ strategic reconnaissance aircraft that was developed from the Lockheed A-12 and YF-12A.

Dec. 22, 1964, saw the first SR-71 flight, and in January 1966, the 4200th (later 9th) Strategic Reconnaissance Wing at Beale Air Force Base, California, received the first SR-71 and entered in service.

The Blackbird was in a different category from anything that had come before. “Everything had to be invented. Everything.” Skunk Works’ legendary aircraft designer Kelly Johnson recalled an interesting article on the Lockheed Martin website.

The SR-71 could fly at Mach 3.55

Many rumors exist today regarding the SR-71’s potential speed. The maximum speed was limited by the J58 engine’s temperature. Ironically, the airplane’s speed restriction was determined by the engines rather than the airframe. A temperature probe located directly in front of the engine compressor provided the pilot with the temperature; they were only allowed to run as fast as the temperature reached about 427C, or 800 degrees Fahrenheit.

Nonetheless, a blast of cold from extremely cold weather could help lower the temperature. This would allow the aircraft to move more quickly without causing damage to the engines.

David Peters, former SR-71 Blackbird pilot, explained;

‘A little clarification on the speed thing. You are absolutely correct on the 427C. The issue is that I have been limited to less than Mach 3 on a few occasions because the outside air temperature was quite above standard and 427C came up at about 2.95. On other occasions like the Murmansk deal I got above 3.4 (3.49 on the one occasion) and wasn’t close to 427C. The actual limiting airspeed is around 3.55 that is where the spike being at full retraction loses the intercept on the shock wave and can no longer position it correctly in the inlet. ‘Also the overflow of the shock starts to go over the wing and interfere with the flight controls. So the limiting speed as configured would be about 3.55 so long as you don’t exceed 427C.’

Mike Relja, who worked on in with the SR-71‘s for over 30 years, added;

‘I don’t know of any warranty that P&W had or any other parts manufacturer for that matter.

Don’t exceed 427C

‘On the March 6th [Mar. 6, 1990] speed run Ed Yeilding stated that Don Emmons gave them permission to fly the max limit of 3.3 M, they asked Lockheed if they could exceed that number and Lockheed said no if the aircraft had an unstart above 3.3 it may go out of control and come apart hard to keep the pointy end forward. Also, no fuel flow limits established above 3.3 M were ever tested.

‘P&W did give them clearance to exceed 427 CIT for 30 minutes to a limit of 450 CIT but that wasn’t needed; they stayed at the book limit of 427 CIT.’*

The engine maker Pratt & Whitney would not warrant or guarantee anything beyond 427; after that, all bets are off; the engine could come unglued or you could shed turbine blades. The SR-71 crewmembers were too responsible to risk and exceeded the temperature limit. They wanted to keep the warranty on the engines, the J58’s.

*SR-71 pilot Ed Yeilding (who along with JT Vida as RSO flew the Blackbird during the speed run of Mar. 6, 1990) told me that another reason they didn’t exceed 3.2 is that they were afraid they’d run out of gas before they got to Dullas airport.

Check out Habubrats SR-71‘s Twitter profile, SR71Habubrats‘s Instagram profile and Born into the Wilde Blue Yonder Habubrats‘s Facebook page for further Blackbird photos and stories.

Photo by U.S. Air Force and Lockheed Martin

November 17, 2024 0 comment

Cold War

The Blackbird Mach 3+ spy plane hit by a SAM revealing the HABU’s vulnerability to Surface to Air Missiles

by Till Daisd November 16, 2024

written by Till Daisd

The SR-71 spy plane

The iconic SR-71 Blackbird spy plane, often known as Habu because it looked like the native Habu snake in Okinawa, Japan, holds the official record for the fastest jet-powered, piloted aircraft ever.

The A-12 Oxcart, another Mach 3 high-altitude reconnaissance aircraft, served as the model for the SR-71.

Developed from the A-12, the YF-12 high-altitude Mach 3 interceptor is another Blackbird designed to protect against supersonic bombers. The military never used the YF-12 as an operational aircraft. In addition, the YF-12 served as a forerunner to the SR-71 Blackbird reconnaissance aircraft.

The SR-71 Blackbird is the only reconnaissance aircraft in history to operate in more hostile airspace and with more impunity. It is the fastest air-breathing engine-powered aircraft. During the Cold War, the Blackbird was at the forefront of aviation technology advancements due to its performance and operational accomplishments.

The only Blackbird Mach 3+ spy plane hit by a SAM and why the HABU was not 100{638bebcdc8af9ec7d5b4db296693beefe1ac6d1f584aa29df62a0a1e6cb74679} invulnerability to Surface to Air Missiles — SA-2 in Vietnamese service

One of the most common concerns regarding the Blackbird family is whether the family has ever been attacked by the enemy while on spy operations. How close did it ever come to being shot down?

The only Blackbird hit by a SAM

Jim Goodall, former Master Sergeant at U.S. Air Force and author of the book Lockheed SR-71 Blackbird: The Illustrated History of America’s Legendary Mach 3 Spy Plane, explains:

‘To my knowledge, only one Blackbird, a CIA A-12 Blackbird was hit with shrapnel on Oct. 30, 1967, while on the CIA’s third pass over Hanoi in three days. The crews protested flying the same route three days in a row, but they were out-ranked.

‘Denny Sullivan [Dennis B. Sullivan retired as an Air Force Brigadier General and passed away in 2020. Sullivan was one of only 6 A-12 mission pilots, known as “Drivers”, his call-sign was Dutch 23] ran into some debris from part of the fusing components of a Soviet-built SA-2 as he was leaving the area [over Vietnam, during Operation Black Shield (as the A-12 deployment at Kadena Air Base was codenamed), where he survived multiple SAM missile attacks on his Oxcart while he was cruising at altitudes over 82,000 feet]. The damage was found on a post-flight inspection and the composite inboard leading edge had something wedged in it, and the CIA identified it as part of the fusing mechanism of the SA-2.’

He flew the SR-71 Sullivan on that mission, and the damaged section of the aircraft is now on display at the CIA museum in Langley, Virginia. Denny Sullivan later became an operations officer with the SR-71s.

Different SAM scenarios feared

Some intriguing information is added by Frank Huddleston, a former USAF ELINT analyst and SR-71 mission planner (1975–1978) in the 9SRW;

‘This is why we never assumed 100% invulnerability to SAMs, at least during my time. Known SAM sites and MiG-25 bases were always considered during mission planning and sensor targeting.

‘There is an opinion that the speed and altitude made the aircraft “bulletproof’ and missile threats were sloughed off with a “you can’t touch this” mindset. We feared different SAM scenarios like salvo launches while understanding the enemy missile defense systems had to be ready, coordinated, and authorized to launch.

‘My four years in [the SR-71 program], I drew in both SA-2 and SA-5 threat radars on or along the mission flight paths. And I pointed every camera on them as well as turned on the ELINT system. I surely can’t speak for the crews, but we surely took the threats to the aircraft deadly serious during planning.’

Check out Habubrats SR-71‘s Twitter profile, SR71Habubrats‘s Instagram profile and Born into the Wilde Blue Yonder Habubrats‘s Facebook page for further Blackbird photos and stories.

Photo by Dru Blair via www.drublair.com, U.S. Air Force, CIA and Hoangprs5 Own work via Wikipedia

November 16, 2024 0 comment

Cold War

A hop in the F-20 Tigershark

by Till Daisd November 15, 2024

written by Till Daisd

The F-20 Tigershark light-fighter

The F-20 Tigershark is a fighter plane that Northrop started developing in 1975. It was intended to be reliable, easy to fly, and inexpensive to maintain. The company did not need to engage the Air Force or any other government agency when making design decisions because Northrop did not accept any government funding to create the aircraft. Consequently, the development process proceeded really swiftly. Northrop built three planes to take around the world to fly in demonstrations for potential customers

Many pilots thought the Tigershark was a great aircraft. It could climb 53,800 feet per minute and be combat-ready within a minute of takeoff. Northrop intended to sell the plane to other countries so they could use it in their militaries.

The super light-fighter that never was

Super ace Chuck Yeager, the first pilot to break the sound barrier, once said, “Of all the airplanes in the world that I’ve flown, the F-5 is the most fun to fly.”

As Author Ehud Yonay explains in the sidebar of his article ‘Top Guns’, from the May 1983 issue of California magazine, which inspired the famed Paramount motion picture ‘Top Gun’ (and available to be read on www.topgunbio.com), “The F-5 is actually a family of planes, starting with the F-5A back in 1964 and culminating last year with the F-5G Tigershark (now called F-20). All are elegant, zippy beauties with body lines so trim they look like canoes with wings.

An exception in the high-budget defense business is the F-5, which is the only fighter plane manufactured in California. In addition to being compact, effective, and easy to repair, it is also relatively cheap. Top Gun instructors used F-5E Tiger IIs to resemble Russian MiGs, and they cost only $5 million each. Even the most expensive Tigershark is just $9 million, which is a quarter of what an F-14 Tomcat costs.

How to make a hop in an F-20

The Navy could court-martial anyone it caught showing off the classified cockpit of the F-14, but here’s how to make a hop in an F-20:

- The stick. Say you’re entering bogey country. To find out what’s ahead, push the air-to-air weapon select button with your right thumb. (This is basically an “on” switch-your head-up display and digital display indicators are now operating.)
- The throttle. With your left index finger, select “range while search.” A plot (which looks like a radarscope) of the range in question will appear on your right-hand digital display indicator.
- The right-hand digital display indicator. If there’s a bogey out there, it will appear on this screen as a small black square. To lock your radar onto its tail, press the throttle’s acquisition button until the screen’s acquisition symbol (two parallel vertical lines) brackets the target. Suddenly the acquisition symbol disappears, and a numbered aiming circle appears around the black square – this tells you at a glance how fast, how high, and in what direction the bogey is going.
- The head-up display. From this point on, you can look straight through your head-up display and see both the real target and the head-up steering circle (which looks like a bull’s-eye) simultaneously.
- The left-hand digital display indicator. On this screen is a list of your available missiles and gun ammunition. Once you have picked your weapon, maneuver the plane until the head-up display’s steering circle is directly over your target. When you reach the proper range the word SHOOT will flash onto your head-up display. Pull the stick’s missile release or gun trigger with your right index finger. Bingo.”

FX

The US Department of Defense (DoD) project known as “FX” was responsible for most of the F-20’s development. Except for sensitive front-line technologies employed by US Air Force (USAF) aircraft, FX aimed to create fighters that could compete with the latest Soviet aircraft. The Carter administration’s military export programs, which sought to supply other countries with high-quality weapons without running the risk of US front-line technology ending up in Soviet hands, gave rise to FX. Northrop had great expectations for the F-20 in the international market, but after Ronald Reagan was elected, policy changes forced the F-20 to compete for sales against the most latest versions of the F-16 rather than the downgraded F-16/79.

Following the construction of three prototypes (two of which crashed after their pilots blacked out from excessive g-forces) and the partial completion of a fourth, the F-20 Tigershark program was discontinued in 1986.

Photo by Tom Kasser, published in California magazine, May 1983 and U.S. Air Force

November 15, 2024 0 comment

Cold War

USMC Technician shares story of damaged UH-60 landing on USS Guam during Operation Urgent Fury

by Till Daisd November 14, 2024

written by Till Daisd

The UH-60 Black Hawk during Operation Urgent Fury

In October 1983, the US Army was ordered to launch an immediate military intervention in Grenada, a small Caribbean island nation 70 miles off the coast of Venezuela. This invasion, known as Operation Urgent Fury, was the first significant US military operation since the Vietnam War and the first time UH-60 Black Hawk helicopters were used to help an enemy in combat.

For a twin-engine replacement of the Bell UH-1 “Huey,” the Army’s Utility Tactical Transport Aircraft Systems (UTTAS) required excellent performance, maneuverability, maintainability, reliability, and survivability. These necessary skills were demonstrated during the Grenada campaign by the recently added Black Hawk model to the Army fleet, which helped to preserve innocent lives, prevent more chaos, and restore law and order and government institutions to the island of Grenada.

Badly damaged US Army UH-60A Black Hawk aboard USS Guam (LPH-9)

On October 25, 1983, during “Operation Urgent Fury,” US Navy flight deck crewmen were photographed hosing down a US Army Sikorsky UH-60A Black Hawk helicopter as it landed on the amphibious assault ship USS Guam (LPH-9). On the island of Grenada, anti-aircraft fire struck the helicopter’s engine.

Steve Green, former MOS-6342 Avionics Technician with HMM-261, US Marine Corps (USMC), recalls on Quora;

Very shot up

‘I was there, on the flight deck, in Grenada when this happened. This Army Black Hawk was very shot up, as was the crew. They couldn’t shut off the engines because the controls were shot up so with quick thinking the Navy deck firefighters hosed the engines out. The biggest problem with Black Hawks on ships is they don’t have a blade-folding system so they take up too much space. The 46’s [CH-46 Sea Knight] and 53’s [CH-53 Sea Stallion] can fold their rotor blades and can be parked tightly in the ‘bone’ keeping the deck free. The ‘skids’, Cobra’s and Huey’s have two blades that get secured fore and aft for storage.

‘In this photo, just to the right of the Black Hawk is the port side elevator, once the crew was out, this plane was rolled over to the elevator and taken below to the hangar deck where the rotor blades were removed. Now it was basically out of the way, later one of our 53’s hauling it off the USS Guam LHP-9 (sans rotor head) back to the island.

Like swiss cheese

Green concludes;

‘The Black Hawk can fold its blades; however, it is a manual mechanical process, whereas the 46s and 53s have blade fold motors that fold the blades by holding a switch and can be done in about a minute.

‘Regardless we needed this Army aircraft off the deck and out of the way so the Marine mechanics on the hangar deck took the blades off. It was amazing how many 12.7mm and small arms rounds it took. The drive shaft to the tail rotor was like Swiss cheese and it was still able to get to the Guam, lots of holes in her.’

Photo by JO1 Sundberg

November 14, 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

Cold War

Naval aviator found aircraft carrier at night without electronic transmission, low on fuel

by Till Daisd November 12, 2024

written by Till Daisd

Cyclic operations

To land an aircraft on a carrier’s flight deck, which is basically a miniature airfield that is pitching, rolling, and yawing in the rough seas in which these ships operate, requires a US Navy pilot to possess exceptional abilities and nerves.

Cyclical operations are typical for US aircraft carriers, and it is ideal to launch and recover aircraft onboard aircraft carriers nonconcurrently. Although cycles as short as an hour or as long as an hour and forty-five minutes are not unusual, they typically last around one and a half hours. The shorter the cycle, the fewer aircraft can be launched/recovered; the longer the cycle, the more critical fuel becomes for airborne aircraft.

Since the landing area aft must remain clear until the last aircraft lands, all of the aircraft are typically parked on the bow following the last recovery of the day.

Finding the Aircraft Carrier at Night

How do US Navy pilots find the carrier after a mission to recover their aircraft?

‘This question comes up from time to time and the answer given always discusses the dead reckoning method of navigation,’ Vernon Wright, former Naval Aviator, explains on Quora. ‘Not to belittle dead reckoning because it is primary, I have not heard anyone mention the need for good eyesight. As an anti-submarine warfare helicopter pilot during the “Cold War” I depended on dead reckoning to return me to the carrier on many missions, and it was always able to bring me back to a position reasonably close to the destination. At the end, though, it is up to the aircrew to use their eyes to locate and identify the ship. This can be quite challenging at night or with fog or rain in the vicinity of the ship.

‘On one (and only one) mission, however, I and my crew were fearful of running out of fuel and having to ditch. Before launch, we had been told that the ship would not transmit any electronic signals from the ship, and the aircraft were not allowed to transmit any electronics when their position was inside a 25 mile radius of the ship.

‘After navigating about 300 miles by dead reckoning back to the ship’s position of intended movement, returning about 2:00 a.m., we could not see any sign of the ship. We set up a search pattern to look for the ship but had seen nothing before encountering a “Low Fuel” state. Recalling we had been briefed that a very brief radio call was permitted if a plane returned to the ship with an emergency, we prepared to get a radio direction finder cut on the ship IF a plane were to make such a call.’

God takes care of pilots

Wright concludes;

‘Some people say that God takes care of pilots and that may have been true that night because a twin-engine plane came back and reported that he was on single engine. His radio transmission lasted only about one second, but we were able to get a bearing to the ship. As we turned and followed that bearing we almost immediately entered a squall line about a mile thick and on the other side the ship was plainly visible. We were extremely happy to sleep on the ship that night.’

Naval Aviator recalls the mission where he was able to find the Aircraft Carrier at Night, with no Electronic Transmission, with his Helicopter Low on Fuel

Photo by Navy Petty Officer 3rd Class Jeff D. Kempton and Photographer’s Mate 3rd Class Mark J. Rebilas / U.S. Navy

November 12, 2024 0 comment

Cold War

The only SAM that had a chance to hit the SR-71 was a nuclear S-300 fired ahead of the Habu

by Till Daisd November 11, 2024

written by Till Daisd

The Blackbird

The Lockheed A-12 and YF-12A aircraft served as the foundation for the development of the SR-71, also referred to as the “Blackbird” or long-range, advanced strategic reconnaissance aircraft. The 4200th (later 9th) Strategic Reconnaissance Wing at Beale Air Force Base, California, received the first SR-71 aircraft to enter into service in January 1966, but the first SR-71 flight occurred on December 22, 1964.

During its operational lifetime, the SR-71 provided intelligence about the Yom Kippur War in 1973, the Israeli invasion of Lebanon in 1982, the US raid on Libya in 1986, and the revelation of Iranian Silkworm missile batteries in 1987. The USAF ceased SR-71 operations in January 1990.

The Blackbird could survey 100,000 square miles of the Earth’s surface per hour from 80,000 feet, demonstrating its ability to operate at extremely high altitudes and speeds. It was extremely difficult for any surface-to-air (SAM) missile or fighter jet in service at the time to get a radar lock on it.

45 degrees of bank for a designated high bank turn

Thus, the rumors that the SR-71 stopped flying because it could be intercepted by jet fighters then in service with neutral countries in the Baltic or by Soviet MiGs are untrue. There were so many factors in place to protect the Blackbird from being fired upon, some of which cannot be discussed in detail as they are still classified.

Former SR-71 pilot David Peters confirms this statement;

‘We were allowed 45 degrees of the bank for a designated high bank turn. Radius is about 60 miles at 3.2. But your change of heading is pretty rapid; you are just covering a lot of ground and air doing it. Most people don’t understand the dynamics. We were not going to outmaneuver much of anything. What matters is the proximity to start with. The speed and range of the protagonist.

‘One of the real highlights of flying above Mach 3 and above 80,000 feet is nobody is up there with you. They have to see you (radar) first. How far away is significant because we are not just larking along.

‘If you are talking surface-to-air missiles, how long does it take to launch get to 80,000 feet? How long does it take, and how close does it have to get to be able to maneuver if we are not going straight ahead?

‘Very few missiles could go far enough to make up 36 or more miles per minute.

‘All this is not taking any consideration of our ECM capability.’

A Nuclear S-300 fired ahead of the SR-71

Peters concludes;

‘The bottom line is the only surface-to-air missile that had any chance at all was the SA-10 [SA-10 Grumble, the NATO reporting name of the S-300 Soviet SAM system] if it was nuclear. That would allow them to fire it out ahead of us with an air burst at altitude, which we could possibly not circumvent. Airborne I.e. interceptors none had any chance what so ever.’

Check out Habubrats SR-71‘s Twitter profile, SR71Habubrats‘s Instagram profile, and Born into the Wilde Blue Yonder Habubrats‘s Facebook page for further Blackbird photos and stories.

Photo by Russian Ministry of Defence and Lockheed Martin

November 11, 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

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