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aircraft

Why Japan didn’t know their radio codes had been violated when Admiral Yamamoto was killed

by Till Daisd May 18, 2023

Admiral Chester W. Nimitz was aware that the Japanese might change their code if they believed Admiral Yamamoto had been ambushed. The risk, in his opinion, was worthwhile

Admiral Yamamoto was the brains behind Japan’s attack on Pearl Harbor, and the war that followed made him a priority target. American codebreakers deciphered Yamamoto’s flight plan for an upcoming trip to Rabaul in 1943. Yet, Japan didn’t believe its radio codes had been breached after Admiral Yamamoto was shot down.

Why?

‘The US used a cover story that Yamamoto’s plane had been spotted by Australian coast watchers. They also after the assassination sent P-38s in the same area to give the impression that it was a regular route for the USAAF,’ says Brent Cooper, an aviation expert, on Quora.

‘Yamamoto, then 59, was one of the most hated men in America. Not only had he planned the attack on Pearl Harbor; almost as galling, he had reportedly bragged that he was “looking forward to dictating peace to the United States in the White House.” In reality, he had never made this boast. It was a product of Japanese propaganda, but Americans took it as the gospel truth.

‘The Japanese navy, widely deployed throughout the Pacific, heavily relied on coded radio transmissions to send many of its most secret messages—and the U.S. Navy was listening. American cryptanalysts had broken the latest version of the JN-25 code just in time for the Battle of Midway in June 1942. With advanced knowledge of Japanese plans, the outgunned U.S. Navy inflicted a stunning defeat on a superior enemy force.

‘The cryptanalysts were about to score again.

We Killed Yamamoto: a detailed description of the P-38 assassination of the man behind Pearl Harbor — Admiral Isoruku Yamamoto

‘In early April 1943, Yamamoto planned a one-day inspection trip from Rabaul to bases around the southern tip of Bougainville. In preparation, his staff sent the itinerary to local commanders. Although the staff wanted Yamamoto’s schedule hand-delivered to Bougainville, Japan’s Eighth Fleet naval headquarters was so confident in the security of the JN-25 code that it sent the message by radio.’

Cooper continues;

‘The Japanese had modified parts of their JN-25 code on April 1, as they periodically did, but for U.S. Navy code-breakers it was only a temporary setback—the basic code system remained unchanged. Therefore, American cryptanalysts could soon read large parts of new messages. On April 14, they intercepted and decoded Yamamoto’s travel schedule. It was a code-breakers dream. As he read it, Marine Lieutenant Colonel Alva Lasswell, one of the top cryptanalysts, exclaimed, “We’ve hit the jackpot.”

‘The decoded itinerary not only included the date and precise times for Yamamoto’s upcoming visits to the bases on Bougainville but also revealed that he would be flying in a twin-engine bomber escorted by only six fighter planes. Ironically, his inspection tour was set for April 18, 1943, exactly one year after the Doolittle Raid on Tokyo.

‘Admiral Chester W. Nimitz, commander of the U.S. Pacific Fleet, conferred with Commander Edwin T. Layton, his chief intelligence officer. They understood that this could be their only chance to get Yamamoto because it might be the closest he would ever venture to the front. They calculated that American P-38 Lightning fighters based on Guadalcanal could fly more than the 800-mile round trip distance to Balalae airfield and back.

‘Nimitz knew that if the Japanese thought Yamamoto had been ambushed, they could suspect their code had been broken and change it. He decided the risk was worth it because the Japanese had no one of comparable stature to replace Yamamoto. To be safe, he and Layton concocted a cover story: that Australian coastwatchers hiding in the jungles of Rabaul had tipped them off.

‘Nimitz ordered Admiral William F. Halsey, commanding the area of operations that included Guadalcanal, to get Yamamoto. Like Nimitz, Halsey was concerned the mission would endanger their code-breaking secrets. Nimitz said he would assume responsibility for the risk and suggested that every effort “be made to make the operation appear fortuitous. Best of luck and good hunting.” Halsey’s headquarters transmitted the order: “Tally Ho. Let’s get the bastard.”

‘Meanwhile, U.S. officials were trying to make it appear as if the attack on Yamamoto had been sheer happenstance. Over the next few weeks, they repeatedly sent P-38s to Balalae to give the impression that the long journey was a regular mission for American fighter patrols. Additionally, American officials made no public statements to suggest they knew that Yamamoto had been killed.’

Cooper concludes;

‘FDR’s response:

‘Behind the scenes, President Franklin D. Roosevelt reacted with glee, writing a mock letter of condolence to Yamamoto’s widow that circulated around the White House but was never sent:

‘Dear Widow Yamamoto: ‘Time is a great leveler and somehow I never expected to see the old boy at the White House anyway. Sorry, I can’t attend the funeral because I approve of it.

‘Hoping he is where we know he ain’t.

‘Very sincerely yours,

‘/s/ Franklin D. Roosevelt’

Photo by Photo by Adam Tooby via Osprey, U.S. Navy

May 18, 2023 0 comment

History Military

5 of the worst designed planes of WWII

by Till Daisd May 17, 2023

written by Till Daisd

It’s simple to forget that airplanes had only been there for around 30 years before the beginning of the Second World War. Since the science of airplane design was still in its infancy, no one was certain how future aircraft would look. There were countless failures for every Supermarine Spitfire, B-29 Superfortress, and Messerschmidt 262 victory. These are the worst aircraft of the Second World War—completely unmanageable, incredibly slow, and prone to explosion.

Blackburn Botha

The British government issued a request for proposals in 1935 for a three-man, twin-engined aircraft that would serve as both a recon and torpedo bomber. The Bristol Beaufort and the Blackburn Botha were the two designs that were approved. Nevertheless, the government changed the specifications before everything could be put into place. They now desired a four-man airplane. This required stronger engines, but they weren’t readily accessible. The designers attempted to cancel the project but were rejected.

The Blackburn Botha had to be content with its resources. Its two 930-horsepower Perseus engines and incredibly massive airframe were all it had. It had no rear windows, little side visibility, and lumbered around the sky at slightly over 180 knots. The Botha was as far away from a swift recon plane as it was possibly possible to be. However, in 1936, 442 were ordered. The Botha had earned a reputation as a deathtrap by the time the air war over Britain had started in 1940.

Even seasoned pilots had trouble controlling it, and a string of catastrophic crashes solidified its bad reputation. Despite being returned to training squadrons, Bothas caused much more harm there. 145 of the 478 dispatched to training squadrons crashed on land, and 24 were lost at sea due to engine failure. Many novice pilots and crew members perished while attempting to land the lumbering beast. The design was abandoned by 1944.

Messerschmitt Me-210

The Luftwaffe was facing its own design issues across the Channel. They were developing a new aircraft to take the place of the obsolete Messerschmitt Bf-110. The Me-210, the pinnacle of German engineering, was the outcome. On paper, it had all the right components: two powerful engines, a bomb bay to lessen drag, and cutting-edge remote-control weaponry. Yet as soon as the Me-210 took flight, the issues started. The experimental plane trembled violently in the air. It had a bad propensity of stalling out in turns and then entering a fatal spin. It was completely unsteady. This is how the second prototype was lost; the test pilot bailed off after concluding that the spin couldn’t be recovered.

Pilots eventually despised flying the Me-210 as more prototypes and design changes made no difference. Fritz Wendel, the chief test pilot at Messerschmitt, went so far as to say that it possessed all the least desirable characteristics an airplane could have. The project was hurriedly completed, and by April 1942, brand-new Me-210s were being delivered to Luftwaffe troops. The airmen detested the aircraft and usually thought that boarding one was about as safe as using a Panzerfaust to play Russian roulette. Production was stopped and a redesign was in motion within a month. In an effort to deceive the Luftwaffe crews, the Me-410 designation was given to the rebuilt aircraft.

Blackburn Roc

It appears that the Royal Air Force’s problems with the aircraft maker Blackburn during World War Two were endless. One of their fighters on the carriers, the Roc, proved to be so ineffective that it only brought down one enemy aircraft. In 1936, while British interest in so-called “turret fighters” was surging, the Blackburn Roc was created. These were fighter aircraft with a fixed mobile turret facing the rear that was located behind the pilot’s seat. Squadrons of turret fighters intercepting bombers and shooting them down with interlocking machinegun fire were how the air marshals pictured it happening.

For soldiers who had learned to fight in the static trenches of World War One, it made sense, but by the 1930s, the theory had become antiquated. Roc’s development nevertheless continued. It made its first flight in 1938, but it soon became too heavy, slow, and sluggish in maneuvers.

Alexander Ramsay, the Chief of Naval Air Services, attempted to halt the project right away, but he was overridden. As work went on, the Blackburn Roc was completed and prepared for battle in time for the Allied Campaign in Norway. German bombers were being intercepted by Rocs, which was flying out of the aircraft carrier HMS Ark Royal. But it was here that a fatal design defect was found. The Blackburn Roc was substantially slower than German aircraft and lacked forward-facing guns, allowing it to only fire sideways or backward.

Combined, both factors made it impossible to engage in combat effectively. It was useless. A Roc was never successful in shooting down an enemy aircraft on its own. By the end of 1940, the Roc had been taken out of active use and dedicated to target towing and training. Some had their turrets removed, and when they were secured into the ground, they were very effective at defending against aircraft.

Breda 88

Yet, not every aircraft that performed poorly during the conflict had a poor design from the outset. In fact, the Italian Breda 88 held the world record for speed. What went wrong, then? In order to meet what many at the time saw to be completely irrational expectations from Fascist Italy’s Regia Aeronautica, the Breda 88 Lince was created in 1936. The men working for Mussolini desired a fighter bomber with a 530 kph top speed and a 2,000-kilometer range. This was quicker than any existing aircraft. The Italians were successful, and their prototype, which averaged 554 kilometers per hour over a 100-kilometer stage, broke the world speed record in 1937.

Later on in the same year, it set a new record by traveling over a 1000-kilometer stage at an average speed of 530 kilometers per hour. The Breda 88 was slated to be the next development in aerial warfare, according to fascist propaganda, which praised the accomplishments of Italian designers and engineers. And then it horribly failed. The plane needed to be laden with more than a ton of auxiliary gear in order to meet military specifications. The weight of the aircraft was significantly boosted with radios, weaponry, and ammo. This weight gain was catastrophic for a fast racing machine.

To make matters worse, when the aircraft landed in North Africa, Italian technicians added sand filters to the air intakes. This reduced the planes’ power by more than half, and some of them were so heavy that they were unable to take off. Italian ground crews disassembled their aircraft since they were practically unable to fly, then dispersed the parts throughout decoy airfields. An unfortunate finish for the engineering brilliance of fascism.

Me-163 Komet

The Germans were having trouble landing, especially with the Messerschmidt Me-163, also known as the Komet, while the Italians were having trouble getting their wonder plane airborne. It’s interesting to note that Hermann Goring’s 1944 Emergency Fighter Program, a desperate attempt to reclaim their skies from the menace of Allied bombers, did not produce this pocket rocket. Actually under development since 1937, the Komet made its first flight in 1941. It accomplished 1,004 kilometers per hour in October of that year, setting a record that wouldn’t be broken until long after the war.

A liquid-fueled rocket engine and the Komet’s lightweight design were responsible for its amazing speed. The “T-stoff” rocket fuel, invented by engineer Hellmuth Walter, was so reactive that it exploded when it came into touch with organic material. The Komet’s fuel alone caused numerous pilots and ground crew members to suffer severe injuries or lose their lives. Yet, Goring was prepared to pay this price in the closing stages of the conflict. Due to the Komet’s speed, Allied fighters were unable to stop it, making bombers vulnerable.

The Komet had just approximately seven seconds of fuel left before it turned into a glider. The pilot had only this amount of time to shoot down an enemy. As the fuel was used up, the Komet became a much simpler target. For the whole conflict, Komet pilots only claimed nine victories. Walter designed the Komet to glide exceptionally well. Maybe even too well, as a slight breeze might easily carry it out of its landing approach and into trees, a hill, or a structure. Around 80% of Komet pilots died while attempting to land their snub-nosed rocket aircraft.

May 17, 2023 0 comment

Cold War

Gil Bertelson, the SR-71 pilot who saw three sunrises during a single mission

by Till Daisd May 17, 2023

written by Till Daisd

“You know the part in the ‘High Flight’ poem where it talks about putting out your hand to touch the face of God? Well, when we were ‘at speed and altitude’ in the SR we had to slow down and descend in order to do that,” Gil Bertelson, former SR-71 Blackbird driver

The following story appears in John Altson’s book The Black Line.

Before the United States entered World War II, young American John Magee, Jr., who was flying with the RAF, wrote a famous aviation poem titled “High Flight.”

The poem reads as follows:

Oh! I have slipped the surly bonds of Earth

And danced the skies on laughter-silvered wings;

Sunward I’ve climbed and joined the tumbling mirth

Of sun-split clouds, — and done a hundred things

You have not dreamed of — wheeled and soared and swung

High in the sunlit silence. Hov’ring there,

I’ve chased the shouting wind along and flung

My eager craft through footless halls of air….

Remembering Gil Bertelson, the SR-71 driver that saw three sunrises on one particular Blackbird mission — Gil Bertelson and Frank Stampf

Up, up the long, delirious burning blue

I’ve topped the wind-swept heights with easy grace

Where never lark, or ever eagle flew —

And, while with the silent, lifting mind I’ve trod

The high untrespassed sanctity of space,

Put out my hand, and touched the face of God.

Gil Bertelson, a former SR-71 Blackbird pilot, responded to the queries saying, “I can’t give you exact numbers, but I can give you something to relate to… you know the part in “High Flight” where it talks about putting out your hand to touch the face of God? Well, when we were “at speed and altitude” in the SR we had to slow down and descend in order to do that.”

The SR-71’s limiting factor

Unbelievably, Compressor Inlet Temperature was, according to Bertelson (who passed away on December 7, 2017), what limited the SR-71’s speed. The highest CIT that could be used was 427 degrees Celsius. The engines would start to burn up at that point. The outer air temperature at the SR-71’s operating altitudes would be minus 56 ° Centigrade on a “standard lay” (temperature-wise). On one of those “standard temperature” days, as the aircraft was driven to Mach 3.2, the CIT would reach the limiting 427 degrees.

The CIT would hit 427 degrees before reaching Mach 3.2 if the outside air temperature was warmer than usual (let’s say minus 52 degrees). On the other hand, the 427-degree CIT would be attained at a higher Mach number if the outside air temperature were lower than usual (let’s say minus 60 degrees). There were times when the outside air temperature was noticeably warmer than usual, particularly when flying out of Okinawa. Missions might need to be canceled if it was too warm because of fuel considerations. The plane’s fuel efficiency was lower in the warm air than it was in the cold air.

Gil recalls a mission over the Barents and Arctic Seas that was flown when the outside air temperature was minus 90 centigrade or 34 degrees below normal. The aircraft climbed to a height of 90,000 feet due to that incredibly cold air, and the slowest speed he could hold was 3.15 Mach. To avoid coming too close to the landmass of the Soviet Union, turn starting points and bank angles must be manually changed. He and Frank Stampf, his Reconnaissance Systems Officer or RSO, had 12,000 pounds (almost 2,000 gallons) more fuel on board than the flight plan intended for when they reconnected with the tankers for their subsequent in-flight refueling. The J-58 engines loved the cold.

Gil also recalls a mission that was carried out in the late afternoon and early evening. There were numerous climbs to altitudes of roughly 85,000 feet and in-flight refuelings. Owing to the mission’s trajectory, they were able to climb out of the darkness on two occasions and go toward the West, where they caught up with the sun and saw sunrises. As a result, he saw three sunrises on that specific day: one in the east as the day began and two in the west as he was surpassing the sun.

The Black Line is available to order here.

Photo by Lockheed Martin, U.S. Air Force

May 17, 2023 0 comment

History

Operation El Dorado Canyon, a long-range F-111 strike mission that destroyed Libyan terrorist training camps

by Till Daisd May 17, 2023

written by Till Daisd

Operation El Dorado Canyon, the Air Force’s longest combat mission flown by a tactical aircraft at the time, was hailed as a triumph

On April 14, 1986, at 5:13 p.m., President Ronald Reagan gave the order for U.S. Air Force (USAF) F-111F Aardvarks from the 48th Tactical Fighter Wing (TFW) to depart from Royal Air Force (RAF) Lakenheath.

As explained by Tech. Sgt. Matthew Plew, 48th Fighter Wing Public Affairs, in the article Remembering Operation El Dorado Canyon: 30th Anniversary, the airstrike was in response to the terrorist bombing of the La Belle Discotheque in West Berlin on Apr. 5 that claimed the lives of two U.S. soldiers and wounded more than 200 people.

The “El Dorado Canyon” operation marked the culmination of massive combined operations and international military cooperation aimed at ensuring the total destruction of terrorist training facilities connected to the attack in the Libyan nation of Africa.

As stated by Capt Gregory Ball, USAFR, Ph.D., in his article 1986 – Operation El Dorado Canyon, the relationship between the United States and Libya has been strained since the 1960s due to allegations of terrorism, arms smuggling, and espionage.

In 1986, tensions between the two countries reached a breaking point.

The United States severed diplomatic ties with Libya in January of that year. After Libyan forces fired surface-to-air missiles against Navy planes in March, the U.S. Navy replied. The U.S. authorities assigned Libya responsibility for the deaths of four passengers who perished on April 2, 1986, when a bomb detonated aboard TWA flight 840 over Argos, Greece. Terrorists finally bombed the La Belle Discotheque on April 5.

Operation El Dorado Canyon was started when the United States claimed to have “exact, precise, and irrefutable” evidence of Libyan involvement.

U.S. KC-135 and KC-10 tankers from the RAFs Mildenhall and Fairford, as well as five EF-111s from RAF Heyford, joined the strike force as they departed on their 7,000-mile roundtrip journey while flying in perfect radio silence. Due to flight constraints, the F-111s had a 3,500-mile mission that required four aerial refueling stops each way.

Two USS Coral Sea and USS America aircraft carriers launched A-6E Intruders, EA-6B Prowlers, F/A-18 Hornets, and A-7 Corsairs to give the Aardvarks more air-to-air defense and more air-to-ground support as they flew over Libya.

Ball notes that at 6:54 p.m. eastern standard time, the Navy support aircraft supplied the surface-to-air missile (SAM) suppression while the EF-111 aircraft started electronic countermeasures against the Libyan air defenses.

While 13 F-111s attacked the Aziziyah barracks in Tripoli and the Sidi Bilal terrorist training center, Navy strike aircraft hit Benina Airfield and the military installations in Benghazi around 7:00 p.m.

Five Aardvarks carried out the mission’s final attack, which targeted the military airfield in Tripoli. Sadly, only four of the F-111s were able to effectively drop their bombs. Seven additional people missed their targets, while six had mechanical issues or were prevented from dropping due to strict rules of engagement (ROE).

Captains Fernando L. Ribas-Dominicci and Paul F. Lorence perished when one F-111 with the call sign “Karma 52” lost contact over the Gulf of Sidra after departing the target area.

By 7:53 p.m., all Navy aircraft had reached their carriers; however, one F-111 had to make a detour to Rota, Spain, due to an overheated engine while returning to England.

As the longest combat mission flown by a tactical aircraft for the Air Force at the time, the mission was regarded as a success.

Ball did note that there was some dispute, though. First, the U.S. Navy asserted that its resources might have been used to complete the entire operation.

Second, the commander of the 48th TFW thought that the original plan of a small group of F-111s had become too large, which made him think that there was little chance of surprising the Libyan defenses and that the quantity of aircraft would give air defenses time to focus on the second wave of attackers. However, supporters of the larger strike force thought the danger was worthwhile because it would cause the targets far more damage.

37 persons were killed and 93 were injured as a result of the incident. Furthermore, when Muammar Gaddafi of Libya appeared on television 24 hours later to denounce the strikes, he was clearly disturbed.

Today, an F-111 is prominently displayed in the RAF Lakenheath airpark as a reminder of the base’s illustrious past. A monument honoring the members of the 495th Tactical Fighter Squadron (TFS) is located across from the 48th Medical Group hospital, and a plaque honoring Ribas-Dominicci and Lorence bears their names.

The following video explains the organization and conduct of Operation El Dorado Canyon.

Source: U.S. Air Force and Air Force History Support Division

Artwork courtesy of AircraftProfilePrints.com

Photo by Tech. Sgt. Matthew Plew / U.S. Air Force

May 17, 2023 0 comment

Military

First aviation delivered ground refueling by the F-35 conducted by VMFA-121

by Till Daisd May 16, 2023

written by Till Daisd

When alternative resources aren’t available, the ADGR gives VMFA-121 F-35s the option to refuel by C-130 aircraft in remote areas

At Marine Corps Air Station (MCAS) Iwakuni, on April 11, 2017, American Marines from Marine Aerial Refueler Transport Squadron (VMGR) 152 and Marine Fighter Attack Squadron (VMFA) 121 performed aircraft delivered ground refueling (ADGR).

The ADGR marks the first evolution of this type of refueling for the F-35B Lightning II stealth jets operated by VMFA-121, as detailed by Lance Cpl. Joseph Abrego in his article VMGR-152, VMFA-121 fuel capabilities.

The purpose of the training was to determine the fuel flow rates in gallons per minute from the KC-130J Hercules to the F-35B Lightning II aircraft in order to gauge how quickly the procedure would go in a practical setting.

“It felt great to be a part of today’s refueling, it was surreal,” said U.S. Marine Corps (USMC) Lance Cpl. Keon Willingham, a powerline mechanic with VMFA-121. “Being able to participate in the first ADGR with the F-35 is something I can look back on and be eager to tell stories about.”

The accomplishment of the ADGR boosts the unit’s capabilities by enabling C-130 aircraft to refuel in remote regions when other resources are not available.

“I’m going to take away how multi-face this operation was,” explained USMC Cpl. Matthew Schoon, ordnance technician with VMFA-121. “We had to deal with different components from the pilot in a running F-35, to a running KC-130 and Marines from VMGR 152. There was a lot of communication, and I had to keep my head on a swivel the whole time. That’s something I’ll be able to apply in any situation.”

Even though the weather caused problems for the Marines in both squadrons, it didn’t prevent them from completing their responsibilities.

“The weather played a big factor in the training today with safety, visibility and communication,” pointed out Schoon. “Training with the engines on the aircraft still running made it very hard to hear so we had to use hand signals. The rain made visibility with eye protection difficult, so we had to ensure we were being thorough and making safety a priority.”

Willingham claims that the ADGR has been essential to enhancing the VMFA-121’s deployment capability: “Completing this training is a huge confidence boost for us. Being the first to successfully complete this training and being able to do so safely, gives everyone involved the state of mind that they can accomplish anything. We will continue to train, and we will improve anywhere we can.”

As previously said, the first U.S. Lightning II to be transferred to Japan was VMFA-121 F-35Bs on January 18, 2017. At the Marine Corps Air Station (MCAS) Iwakuni, the unit has now deployed 10 F-35Bs, and six more are expected to arrive this year.

Photo by Lance Cpl. Joseph Abrego / U.S. Marine Corps

May 16, 2023 0 comment

Military

After 20 years of war, the withdrawal from Afghanistan is now officially over.

by Till Daisd May 16, 2023

written by Till Daisd

The last US service member to leave Afghanistan was Major General Chris Donahue, who is also the commander of the US Army’s 82nd Airborne Division

The photograph in this article was taken on August 30, 2021, at the Hamid Karzai International Airport in Kabul, Afghanistan, and depicts Major General Chris Donahue, commander of the US Army’s 82nd Airborne Division, XVIII Airborne Corps, boarding a C-17 Globemaster III cargo aircraft. The US mission to evacuate American citizens, Afghan Special Immigrant Visa applicants, and vulnerable Afghans came to an end with Maj. Gen. Donahue’s departure from Afghanistan. Ross L. Wilson, the US’s acting ambassador to Afghanistan, was present in addition to Donahue.

According to US Central Command boss Gen. Kenneth F. McKenzie Jr., the final US Air Force (USAF) C-17, with the call sign Moose 85, actually cleared Afghan airspace on August 30. This effectively ended the American military’s presence in Afghanistan and put an end to the nearly 20-year conflict.

The last American military flight out of Afghanistan reportedly departed at 3:29 p.m. Eastern time, or 11:59 p.m. locally, according to Air Force Magazine, McKenzie said.

“I’m here to announce the completion of our withdrawal from Afghanistan and the end of the military mission to evacuate American citizens, third-country nationals, and vulnerable Afghans,” he said in a press briefing.

The massive evacuation effort, which began following the shockingly quick collapse of the Afghan government, evacuated 123,000 people out of the country in the previous two months, including around 6,000 Americans, according to The New York Times. An early Monday morning statement from a White House official revealed that in the previous 24 hours, about 1,200 individuals had been flown from Kabul.

With last American Soldier boarding a C-17 Afghanistan Withdrawal is Officially Complete after 20 Years of War

According to McKenzie, there were no more evacuees in the airport when US troops boarded the final flight out of Kabul. Less than 200 Americans were still in Afghanistan as of Monday night, and Secretary of State Antony J. Blinken stated that the US would assist those who wished to depart. He claimed that it was challenging to provide an accurate estimate because some dual citizens are torn between staying in Afghanistan, where they have family and lived there for years, and leaving.

“If an American in Afghanistan tells us they want to stay for now, and in a week or month or year they reach out and say, ‘I’ve changed my mind,’ we will help them leave,” Mr. Blinken said.

The State Department has at various points advised Americans not to enter particular gates near the airport because of security threats (not from the Taliban but from the Islamic State-Khorasan branch).

ISIS-K, as the group is often referred to, carried out a horrific attack on August 26 that left 13 US service members and a large number of Afghans dead outside an airport gate. In response, the US conducted an airstrike that hit a truck carrying explosives in Kabul and killed two ISIS-K planners.

Equipment had to be destroyed as American troops left in order to prevent it from falling into Taliban hands. 73 aircraft were also destroyed in addition to several armored vehicles and Humvees by the military—“most of them were non-mission-capable, to begin with, but certainly they’ll never be able to be flown again,” McKenzie said.

Photo by Jack Hol US Central Command

May 16, 2023 0 comment

Airshows

Pics of the unique Aston Martin Vanquish S inspired by Red Arrows Hawk jet

by Till Daisd May 15, 2023

written by Till Daisd

To simulate the sensation of flying a Red Arrows Hawk jet, the Aston Martin Vanquish S was created

One of the 10 Aston Martin Vanquish S models inspired by the Red Arrows, which were unveiled on April 9, 2017, is the fantastic car you can see in the pictures of this post.

The Vanquish S Red Arrows car is a special homage to the Royal Air Force (RAF) Aerobatic Team and was commissioned to honor two of the most illustrious marques in British history and engineering.

The vehicle combines the legendary Red Arrows brand with the superb craftsmanship and unique driving experience of an Aston Martin.

The Vanquish S Red Arrows collaboration honors the country’s national treasure and internationally renowned aerobatic team, the Red Arrows, and the car has been designed to simulate the experience of piloting a Red Arrows Hawk jet. It has been approved by the Ministry of Defence and the Royal Air Force.

The RAF Benevolent Fund will auction off one of the special edition cars, Red 10, that Aston Martin Cambridge provided, with all proceeds going to the organization that supports RAF soldiers in the past, present, and their families.

Photo by Crown Copyright and Jardine Motors Group

Source: RAF Benevolent Fund and Jardine Motors Group

May 15, 2023 0 comment

History

The “Top Gun from Down Under,” Clive Robertson “Killer” Caldwell, is the most Australian thing ever

by Till Daisd May 15, 2023

written by Till Daisd

Clive Robertson “Killer” Caldwell, a flying ace, merciless killer, bootlegger, mutineer, prosperous businessman, and national hero, embodies all that is uniquely Australian

The most successful Australian air ace of World War II was Clive Robertson Caldwell, DSO, DFC & Bar. In the North African Campaign, Caldwell piloted Curtiss P-40 Tomahawks and Kittyhawks, and in the South West Pacific Theater, Supermarine Spitfires. He was the highest-scoring Allied pilot in North Africa and the highest-scoring P-40 pilot from any air force. In addition, Caldwell commanded two wings of the Royal Australian Air Force (RAAF) and a squadron of the Royal Air Force (RAF).

‘Clive Robertson Caldwell. Better known by his nickname, “Killer” Caldwell,’ says Andrew T. Post, an aviation expert, on Quora.

‘He was Australia’s highest-scoring ace of World War II. The “Top Gun from Down Under.” Credited with 28.5 kills (throughout 300 sorties). Became an ace in a day. Fought in the Middle East, North Africa, and the South Pacific. Shot down Germans, Italians, and Japanese. Earned his nickname “Killer” in 1941, because he had no compunction about machine-gunning German pilots who’d bailed out of their stricken aircraft and were parachuting down to the ground. As he said:

“There was no bloodlust or anything about it like that. It was just a matter of not wanting them back to have another go at us. I never shot any who landed where they could be taken, prisoner.”

‘(For what it’s worth, shooting parachuting enemy pilots were fairly common among both German and Allied forces during WWII. Caldwell witnessed a close friend of his get shot by a German pilot in North Africa while descending to the ground on a parachute, and this may have hardened him to the grim realities of total war.)’

Post continues;

‘After serving with distinction in several different theaters of the Second World War, Caldwell was court-martialed in January of 1946 for allegedly smuggling liquor to US troops in the Dutch East Indies. He was demoted and left the service in February of 1946. He was also apparently involved in a mutiny shortly before the war’s end after he and several other officers resigned in protest at RAAF squadrons being assigned to strategically worthless missions. (He was cleared of all charges.)

‘After the war, he joined a cloth import/export firm in Sydney and later became a managing director. He died in 1994, being mourned by many Australians as a national hero.

‘I don’t think you could get much more Australian than that. Flying ace, ruthless killer, bootlegger, mutineer, successful businessman, a national hero.’

Post concludes;

‘He’s certainly always been one of the World War II aviators I admired the most.

‘Godspeed, Killer Caldwell.’

Photo: Marked with his initials, Wing Commander Clive ‘Killer’ Caldwell, poses beside his Spitfire at Strauss Airstrip in Australia’s Northern Territory. (AWM NWA0309) via HistoryNet

May 15, 2023 0 comment

Helicopters

The AH-64 blade folding kit allows transporting the Apache in cargo aircraft more quickly

by Till Daisd May 14, 2023

written by Till Daisd

With an emphasis on outfitting the units with E models first, the Apache Project Manager Office introduced equipment to units with the D and E model helicopters

At McEntire Joint National Guard Base (JNGB) on April 4-5, 2017, South Carolina National Guard personnel received instruction on a new blade folding kit for the AH-64 Apache.

According to Bill Siegman, Apache Project Manager (PM) Office transportability manager, the new kit decreases the time, manpower, and resources required to fold the helicopter’s blades in order to facilitate transport in a cargo aircraft, as stated in the article Soldiers conduct new Apache blade folding kit training written by Capt. Jessica Donnelly, 59th Aviation Troop Command. In contrast to the present kit, which takes 10–11 soldiers and a hoist to operate, the new kit only needs 4-5 soldiers and no other equipment.

“We’re trying to improve on a system and make it easier on the Soldiers,” pointed out Siegman. “Once the Soldiers are fully trained on the new kit, it will reduce the time to fold the blades even more.”

The kit had its fourth and final test at McEntire JNGB before going into production and being distributed to Apache units across the United States. It was the first time that soldiers from the Army underwent training outside of the Hunstville, Alabama, testing site. Siegman said that the 1-151st Attack Reconnaissance Battalion (ARB), which tested the current kit’s blade folding initially for the South Carolina National Guard, had to return to test the updated kit.

Being able to fold the helicopter’s blades is noteworthy since it makes cargo aircraft transportation quicker and easier because the blades don’t have to be completely removed and transported separately from the aircraft. Extending the blades and being prepared to fly, speeds up the process of having a functioning helicopter after the transfer, according to the U.S. Army Sgt. Robert Church, the Apache crew chief for Bravo Company of the 1-151st ARB.

The training involved repeatedly folding and unfolding the blades to get accustomed to the new equipment before loading the helicopter into a C-17 Globemaster III from the United States. Joint Base Charleston, South Carolina, is home to the Air Force Reserve’s 437th Airlift Wing. At North Auxiliary Airfield in Orangeburg, South Carolina, the C-17 carried out a number of touch-and-go maneuvers before returning to McEntire JNGB to unload the helicopter.

With a focus on outfitting the units with E model helicopters first, the Apache PM Office introduced the new equipment to units with D and E model helicopters.

“The new kit facilitates the ease of folding capabilities,” said U.S. Army Command Sgt. Maj. Roy Sullivan, Jr., 59th Aviation Troop Command command sergeant major. “These Soldiers are seeing this kit for the first time and they are doing a great job.”

Photo by Staff Sgt. Roberto Di Giovine / U.S. Army National Guard

May 14, 2023 0 comment

History

The Schweinfurt-Regensburg Mission, USAAF’s worst-ever air fight.

by Till Daisd May 14, 2023

written by Till Daisd

Despite the attack causing significant damage to both factories, 60 of the 376 bombers—or roughly 1 in 6—were shot down, and more than 600 Airmen perished, went missing, or were captured

The US accelerated the development of its heavy bomber forces in Europe in the summer of 1943, and more B-17s and B-24s were sent against Germany targets. Nonetheless, they ran the risk of being shot down by Luftwaffe fighters if they went past the range of their P-47 escort.

Deep inside of Germany, on August 17, the targets were the Messerschmitt fighter factory in Regensburg and the ball bearing plants in Schweinfurt.

Both raids were intended to take place concurrently, with the Regensburg force landing at airfields in North Africa, in order to weaken the German resistance. Regrettably, fog prevented the Schweinfurt force from taking off on schedule, but the Regensburg force did.

Remembering the Schweinfurt-Regensburg Mission, USAAF's most disastrous air battle to date. — B-17 going down after severe flak damage.

Due to this, enemy fighters attacked the first force, touched down, rearmed, and refueled, and then fought the second group that had been delayed. For a large portion of the operation, the bombers were on their own against wave after wave of German fighters. Despite the attack causing significant damage to both factories, 60 of the 376 bombers—or roughly 1 in 6—were shot down, and more than 600 Airmen perished, went missing, or were captured. The worst air fight ever for the USAAF.

B-17 Formation — Boeing B-17F formation over Schweinfurt, Germany, on Aug. 17, 1943.

On September 6, Stuttgart was the intended objective; 45 of the 262 attacking aircraft perished. Even though P-47s had jettisonable belly fuel tanks, which slightly increased their range, they were still unable to provide escort protection well beyond Germany’s western border.

On October 14, 1943, the second Schweinfurt attack, commonly known as Black Thursday, only increased the devastation. Initial predictions were incorrect—unescorted heavy bombers could not defend themselves against hostile fighters on their own. Sadly, USAAF fighters at the time lacked the range to fly alongside bombers during deep enemy territory operations.

B-17s — B-17 Flying Fortress bombers flying through dense flak.

The North American P-51B Mustang was the actual answer to this problem. The long-range P-51B not only reduced bomber losses but also soon established air superiority over Europe, which helped pave the way for D-Day in numerous ways.

Just roughly 25% of the Eighth Air Force bomber crewmen completed their 25-mission tours in 1943, according to the National Museum of the United States Air Force; the remaining 75% were killed, badly wounded, or captured. Bomber crews bravely continued their strikes mission after mission despite knowing how unlikely it was that they would complete their deployments.

In order to achieve the air superiority necessary for the success of Operation Overlord, the American campaign goal for the 1943 daylight bombing sorties deep into Germany was to cripple the Luftwaffe fighter force. Due to the Germans’ success in achieving their own goal of destroying enough Eight Air Force bombers, the Americans were forced to halt their bombing campaign in the middle of October 1943, preventing the Eighth Air Force from completing this campaign objective.

Photo by U.S. Air Force, U.S. Army Air Force, and Rama via Wikipedia

May 14, 2023 0 comment

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