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aircraft

The observation mission to monitor V2 impacts flown by Luftwaffe Arado Ar 234 reconnaissance aircraft

by Till Daisd January 9, 2023

Even though they weren’t as well-known as the Messerschmitt Me 262 jet fighters, the Ar 234s that made it to Luftwaffe units were outstanding aircraft, especially for reconnaissance

The world’s first operational jet bomber and reconnaissance aircraft were the Arado Ar 234 B Blitz (Lightning). On August 2, 1944, the Ar 234 conducted its first combat mission, a reconnaissance flight over the Allied beachhead in Normandy. The Blitz quickly avoided Allied fighters with piston engines thanks to its top speed of 735 kilometers per hour (459 miles per hour).

Even though they weren’t as well-known as the Messerschmitt Me 262 jet fighters, the Ar 234s that made it to Luftwaffe units were outstanding aircraft, especially for reconnaissance.

It was decided on Christmas Day of 1944, as recounted by Robert Forsyth and Nick Beale in their book Arado Ar 234 Bomber and Reconnaissance Units, that all Ar 234 reconnaissance flights should begin from Rheine for the time being. Once reinforcements had arrived, Kommando Sperling (Detachment Sparrow) should hold a pilot at readiness for V2 spotting over Antwerp “in accordance with oral instructions to detachment pilot Hauptmann Horst

Oberleutnant Werner Muffey and Leutnant Wolfgang Ziese took off in quick succession to cover the combat area, Nijmegen, and Tilburg on the 25th, which for once had clear skies. Meanwhile, Oberleutnant Erich Sommer was driving to the photographic division of Lw.Kdo. West (Luftwaffenkommando West – Air Command West).

Muffey completed a duty given to him a week prior on the 26th by taking photos of the English coast from Southwold to Dover, followed by Boulogne, Calais, Dunkirk, Ostend, Zeebrugge, the Scheldt, and Antwerp. Later, he remembered such a flight; ‘Crossing the coastline near Lowestoft at around 10,000 m and in a clear blue sky, trailing long white condensed streams for everyone to see. I can’t remember just how many airfields we counted on the film I had brought back, full of Fortresses and Liberators, but that had been the order – to start early enough [so as] to still have them on the film before they had left their base, heading for Germany.’

On the morning of the 25th, Ziese was also up and flying an observation mission to monitor V2 impacts on Antwerp in Ar 234B2 WkNr 140153 T9+HH. Since October, V2 aircraft had been continuously attacking Antwerp, the main supply port for the Allies; the assault would persist until March 28, 1945.

At an altitude of between 7000 and 9000 meters, he was flying over the city when three rockets were reported: the first at 1307 hours, 7.5 km south-southwest of the city center, west of the Willebroek road; the second four minutes later, in the angle of “the Turnhout-Meuse canal,” probably the intersection of the Kempisch and Albert Canals; and the third rocket at 1314 hours, at Rijkevorsel, 30 km east. Photographs were taken of the impact points and of the Scheldt as far as Vlissingen, as well as of Antwerp itself, Breda, Tilburg, ’s‑Hertogenbosch, and Nijmegen.

The specially commissioned cover artwork by Mark Postlethwaite included in this post shows Ziese’s Ar 234 flying over the Belgian port city immediately after the second impact on the Turnhout-Maas canal with smoke billowing into the sky.

Arado Ar 234 Bomber and Reconnaissance Units is published by Osprey Publishing and is available to order here.

January 9, 2023 0 comment

History

Loose deuce Vs fluid four: US Naval Aviators were better than the USAF pilots

by Till Daisd January 8, 2023

written by Till Daisd

The flexible “fluid four” formation flown by USAF pilots was very different from the famed “thatch weave,” or loose “deuce,” formation during World War 2.

During the Vietnam War, US Navy F-4 Phantom II fighters used a two-aircraft basic combat unit known as a section and an air-to-air formation known as a “loose deuce,” which involved two aircraft flying about a mile apart from one another. From here, both crews could support one another by covering each other’s “six o’clock” rear quarter.

The loose deuce, as described by Brad Elward & Peter E. Davies in the book US Navy F-4 Phantom II MiG Killers 1965-70, called for one aircraft to attack while the wingman (referred to as the “free” fighter) maneuvered with the engaged fighter but at a distance sufficient to keep an eye out for other bandits or threats in the area. The free fighter would make the decision as the engaged fighter forced the bandit into a recognizable flight pattern.

As either aircraft could take on the engaged or free role in this formation, Navy crews had more freedom. Additionally, neither plane needed to worry about colliding with the other when operating at full power.

Loose deuce Vs fluid four: during the Vietnam War the fighting tactics used by US Naval Aviators were better than those of the USAF pilots – here’s why — U.S. Navy F-4Bs

The two Phantom II aircraft flew a radar trail formation in the traditional intercept pattern, but loose deuce constituted a change from that. As the “eyeball,” the leading aircraft would essentially operate as a spotter, calling the contact to the following Phantom II, which would subsequently take a shot with a Sparrow. This separation maintained the necessary minimum distances for a successful AIM-7 launch, but it proved ineffective within the Sparrow’s confines in a close-in dogfight scenario.

The loose deuce configuration was built on the idea that teammates may support one another both offensively and defensively. From a tactical perspective, mutual support is attained when each aircraft can quickly clear the rear aspect of its counterpart of aerial threats. The aircraft with the best tactical position to see, assess, and guide the flight holds the tactical lead, but the military lead of the section (often the senior aviator) never changes.

The person who makes the initial radar or visual contact is in the lead (whether he is the wingman or RIO), and he calls a “turn” on UHF before giving a description of the position and make-up of the bogie. The tactical lead must always keep an eye on his wingman.

The famed “Thatch Weave” variation used in the loose deuce formation during World War 2 was very different from the rigid “fluid four” configuration used by USAF pilots. A four-aircraft flight divided into two components of two aircraft served as the basis for Fluid Four. With the exception that the two wingmen, numbers 2 and 4, only served to protect their element leaders, numbers 1 and 3, the two-element leads, numbers 1 and 3, would engage the bandit in a dogfight similarly to the loose deuce.

The wingmen followed their leader at a distance of 1500 to 2000 feet and were offset by roughly 45 degrees. They flew as a “welded wing” or “fighting wing.” When the planes were slower and powered by propellers, like they were during World War 2, this configuration worked perfectly. However, it was impossible to use with the 1960s’ fast jets. Welded wing pilots discovered that because they were focused on maintaining formation and avoiding collisions with their element leaders, they had no time to search the area for bandits.

Fluid Four Flights also had a “single shooter” policy, which limited who could fire; only the flight leader could do it; the other fighters followed to defend the commander as he pursued the MiGs. Since only one of the four airplanes could shoot, this policy inevitably significantly restricted the offensive capabilities of the formation.

Former F-4 pilot and Topgun commanding officer Capt. Jim Ruliffson recalls a scenario in which a USAF flight lead had used up all of his missiles pursuing a MiG. The flight leader told the flight to return to base when one of his wingmen called out that he had the MiG in his sights and requested authorization to fire!

US Navy F-4 Phantom II MiG Killers 1965-70 is published by Osprey Publishing and is available to order here.

Photo by U.S. Navy and U.S. Air Force

January 8, 2023 0 comment

History

Mike Estocin, the first US Navy jet pilot to ever get the Medal of Honor for a combat mission

by Till Daisd January 6, 2023

written by Till Daisd

Despite the fact that Estocin’s A-4E caught fire on its final approach, he managed to land safely into the barrier, and the fire crew extinguished the flames as he descended from the cockpit unharmed

The A-4 Skyhawk was created by Douglas Aircraft Company designer Ed Heinemann in response to his worries about the weight and cost of combat aircraft rising in the 1950s. The A-4 broke with this trend by omitting a large wing-folding mechanism in favor of a compact delta wing for better storage on aircraft carriers. To further cut weight, engineers changed the pilot ejection mechanism and minimized the number of cockpit components.

Other measures included replacing a heavy-duty battery with a wind-powered generator that was stored in the fuselage, using gravity-dropped landing gear instead of a backup hydraulic system, and installing an air conditioning system that was one-third lighter than those that were previously available. The A-4, or “Tinker Toy,” as pilots called it, exceeded the Navy’s maximum weight limit by more than half in its final configuration.

The National Naval Aviation Museum claims that Skyhawks flew more combat missions over Vietnam than any other naval aircraft, including notable missions for the Iron Hand, strikes against bridges and power plants in North Vietnam, and close air support of troops engaged in ground combat in South Vietnam.

Iron Hand was a strictly SA-2 “Guideline” kill-and-suppression operation, typically carried out in support of an Alpha strike against a significant target by a single A-4 equipped with two or more AGM-45 Shrikes.

As told by Peter E. Davies in his book A-4 Skyhawk Vs North Vietnamese AAA North Vietnam 1964-1972, an outstanding example of Iron Hand skill was displayed on Apr. 20, 1967, by VA-192’s Operations Officer, Lt Cdr Mike Estocin, flying from Ticonderoga as part of CVW-19. He conducted a three-aircraft Iron Hand flight against three 285th Missile Regiment SA-2 sites near Haiphong with the goal of taking out as many SAM batteries as he could. His strategy was flying as close as he could to a target before launching his missiles. Although Estocin’s A-4E sustained significant AAA damage to its wings, all three sites were destroyed.

He went back to the target to use the last remaining Shrike despite the fuel depletion accelerating quickly. After getting his “feet wet,” Estocin connected with an A-3 “Whale” tanker that towed him back to Ticonderoga while pumping fuel into his aircraft a little bit more quickly than it was leaking out. Knowing that he only had enough fuel for one attempt at a landing, he detached from the tanker two miles from CVA-14 and headed for the deck. Despite the fact that Estocin’s A-4E caught fire on his final approach, he managed to land the aircraft safely into the barrier, and the fire crew put out the flames as he descended from the cockpit unharmed.

When his squadronmate Lt(jg) J. W. Cain was shot down by AAA in an A-4E BuNo 152076 during VA-192’s Alpha strike attack on a fuel dump in Haiphong on April 26, 1967, Lt Cdr Estocin was once more SAM hunting. As he was returning to 12,000 feet, shortly after Estocin’s Iron Hand section had lofted a Shrike in front of the strike force, he noticed an SA-2 approaching him. Just as the missile burst close to his aircraft, he started an evasive diving turn after likely positioning himself to target the missile’s launch location. He rolled and dove toward the earth while his A-4 (BuNo 151073) was on fire before pulling out at 2,000 feet.

By this time, Estocin’s aircraft was burning intensely as the pilot raced for the coast. As the Skyhawk slowly lost speed, another SAM that was passing nearby came dangerously close to striking it. Lt Cdr John Nichols of VF-191 followed the downed A-4E in his F-8E, observing substantial damage to its forward fuselage and observing Estocin seemingly slumped forward in his cockpit, apparently oblivious to radio messages. Estocin was later identified as the future MiG killer. The plane lost all of its stores when their wiring burned out as it went inverted at 1,000 feet just short of the coast before crashing. Shortly after, Estocin received the Medal of Honor posthumously, becoming him the first and only US Navy jet pilot to receive it for a combat mission.

The story of Lt Cdr Mike Estocin the only US Navy jet pilot to ever receive the Medal of Honor for a combat mission — Lt Cdr Mike Estocin

A-4 Skyhawk Vs North Vietnamese AAA North Vietnam 1964-1972 is published by Osprey Publishing and is available to order here.

Photo by U.S. Navy; Artwork: Osprey

January 6, 2023 0 comment

History

Why the Focke-Wulf Fw 190 German fighter aircraft caused stir in the RAF in 1941

by Till Daisd January 4, 2023

written by Till Daisd

In September 1941, the Fw 190 entered combat over northwest France and quickly established its dominance over the Mark V Spitfire, Britain’s greatest fighter at the time

One of Germany’s top fighter aircraft during World War II, the Focke-Wulf Fw 190, flew for the first time on June 1, 1939. It first saw action in September 1941 over northwest France and quickly established its dominance over the Mark V Spitfire, Britain’s greatest fighter at the time.

‘The Fw 190 was a much more modern aircraft than the Bf-109, and had superior agility at low level than the Bf-109 E and F models,’ Arthur Major an aviation expert explains on Quora. ‘The fact it was powered by an air-cooled radial engine also made it more resistant to battle damage than contemporary fighters powered by liquid-cooled engines (this is the same reasoning that the US Navy used in selecting their aircraft).’

In addition to being superior to the Spitfire Mk V at the time of its release, the Fw 190 was also highly-liked by Luftwaffe pilots for its sturdiness and capable ground handling as well as its performance (the wide track undercarriage contributed to this).

Major goes on:

‘As to the rest of the design philosophy, Kurt Tank wanted something more than an aircraft built only for speed. Tank outlined the reasoning:

‘The Messerschmitt 109 and the British Spitfire, the two fastest fighters in the world at the time we began work on the Fw 190, could both be summed up as a very large engine on the front of the smallest possible airframe; in each case, armament had been added almost as an afterthought. These designs, both of which admittedly proved successful, could be likened to racehorses: given the right amount of pampering and easy course, they could outrun anything. But the moment the going became tough they were liable to falter. During World War I, I served in the cavalry and in the infantry. I had seen the harsh conditions under which military equipment had to work in wartime. I felt sure that a quite different breed of fighter would also have a place in any future conflict: one that could operate from ill-prepared front-line airfields; one that could be flown and maintained by men who had received only short training; and one that could absorb a reasonable amount of battle damage and still get back. This was the background thinking behind the Focke-Wulf 190; it was not to be a racehorse but a Dienstpferd, a cavalry horse.

‘Kurt Tank’s design philosophy was well warranted, and the Fw-190 turned out to be one of the best fighters in the war, serving continuously throughout and being adapted for a multitude of missions, including fighter, fighter/bomber, night fighter and as the basis for multiple experimental weapons, including rockets, guided missiles and even 30mm recoilless cannon arranged to fire upwards when triggered by the shadow of an American bomber overhead.

‘The aircraft also underwent continuing improvements, including upgrades from machine guns to automatic cannons, improved engines, and eventually replacing the radial engine with the Junkers Jumo engine (Fw 190D) and massive aerodynamic improvements to create the Ta 152, which had the potential to become one of the “ultimate” piston engine fighters, although too little, too late.

‘With regard to 1941, the RAF was indeed concerned, as the Fw 190 was wresting air superiority from the RAF over the English Channel and impeding the ability to “lean forward” into occupied Europe.’

Here’s why the Focke-Wulf Fw 190 German fighter aircraft created panic in the RAF when it appeared in late 1941 — A captured German Focke-Wulf Fw 190A-8 (W.Nr. 681497, “White 11”) of 5./JG 4 at St. Trond airfield, Belgium, circa 1 January 1945.

Major compares the Fw 190A and Spitfire V:

‘The British were keen to test captured Fw 190As during the war. The performance of the German fighter series had caused concern to RAF Fighter Command. Against the Spitfire V, the Fw 190 was found to be better in all respects with the exception of turning radius. At 2,000 ft, the Fw 190 was 25 to 30 mph faster; at 3,000 ft it was 30 to 35 mph faster. Its lowest speed advantage was 20 mph faster at 15,000 ft. At all altitudes, it remained the faster fighter. The Fw 190 was also faster in the climb. If a Fw 190 was engaged by a Spitfire V, it could use its superior roll rate to enter a dive in the opposite direction. Its dive speed would enable it to clear the Spitfire. In defensive mode, the Spitfire could evade an attack if caught at low speed only by using its advantage in turning circles. If traveling at maximum speed when engaged, the Spitfire could gain speed in the dive, forcing a longer chase, and drawing the Fw 190 further away from its landing ground.

‘Air Marshal Sholto Douglas expressed concerns that the Merlin-engine Spitfires were coming to the end of their developmental life, whereas the Fw 190 was only just beginning its career. At the time, he feared the enemy held the technological edge. Douglas determined that the Fw 190 was superior to the Spitfire V and also concluded that the Spitfire IX was also inferior in the climb and acceleration owing to negative G carburation. Douglas’ fears would prove overly pessimistic. The Spitfire IX would prove a clear match for the Fw 190A and the Griffon-engined Spitfire XIV would hold the edge on the type. In 1942 several tests were conducted by RAF pilots at the Royal Aircraft Establishment.’

Major comes to the following conclusion:

‘So initially, the Fw-190 was a superior aircraft to the RAF’s fighter fleet, and concern was well warranted until the Spitfire was improved to meet the new threat. Like everything else, there was a constant dance between the Allies and Axis as each side strove to improve their capabilities and abilities. Focke Wulf was able to surprise the RAF in 1941, and had a good, solid platform to build upon for the rest of the war.’

Photo by U.S. Air Force

January 4, 2023 0 comment

History

These following factors describe different generations of jet fighters

by Till Daisd January 2, 2023

written by Till Daisd

Jet fighter generations are divisions made to distinguish significant technological advances in the past development of jet fighters

To distinguish between significant technological advances in the historical development of jet fighters, categories called “generations” were developed. According to the Royal Australian Air Force’s Air Power Development Centre Bulletin, the term “generation” first appeared in the 1990s “to make sense of the leap-frogging improvements in performance to jet fighter aircraft brought about through major advances in aircraft design, avionics, and weapon systems,” and it is suggested that a “generational shift in jet fighter aircraft occurs when a technological innovation cannot be incorporated into an existing aircraft through upgrades” and retrofits.

But how can you identify a generation as a fighter and give one or more examples of each generation?

First generation:

Here are the criteria that define jet fighters generations (along with several examples of every generation) — F-80

At the close of World War II, the first jet fighters were created. According to Matthew Bekaert, an aviation expert on Quora, they actually don’t differ all that much from prop planes, save from the type of engine. Main elements:

Jet engines
Straight wings
Subsonic speeds
no avionics/radar

Examples: Gloster Meteor, ME 262, P80 (later F-80), MiG-9

Second generation:

The Korean War’s dominant fighters.

Main factors:

Swept wings
Transonic speeds
Early radar/gun targeting systems
First heat-seeking missiles.

Examples: F-86, MiG-15, Mig-17, F9F8, Hawker Hunter

Third generation jets:

Main factors:

More advanced radar systems
First, radar-guided missiles and better heat-seeking missiles became the primary weapons, and cannons became secondary. Limited BVR
Afterburning engines for Mach 2 speeds

Examples: Mig-19 and 21, F-4 Phantom, F-8 Crusader, Mirage 3, Electric Lightning

Fourth Generation:

Main factors:

Better radar systems, including a look-down, shoot down
Better missiles, both radar-guided and heat-seeking. BVR
Computer-assisted flight, fly-by-wire, etc. for better agility.

Examples: Mirage 2000, F-14, F-15, F-16, F-18, Mig-29, SU-27

Examples of generation 4.5 aircraft that enhance generation 4 with EASA radars, technologies to reduce radar reflection, networking, etc. include the Eurofighter Typhoon, Dassault Rafale, MiG-35, SU-30, and F/A-18E/F Super Hornet.

Fifth Generation:

Main factors:

Stealth
Networking between different planes

Examples: F-35, F-22, SU-57, J-20, J-31.

Bekaert concludes;

The lines between the generations are naturally a little hazy; a Gen 3 jet that has been updated can easily be classified as Gen 4. The most recent Rafale is incomparable to an early gen 4 aircraft like an F-16.

Photo by U.S. Air Force, U.S. Navy, Dassault, Indian Air Force

January 2, 2023 0 comment

Military

The new F-22 Raptor is on the way

by Till Daisd January 2, 2023

written by Till Daisd

Exclusive to the United States Air Force, the Lockheed Martin F-22 Raptor is a cutting-edge stealth tactical fighter jet. The F-22 Raptor has demonstrated its ability to engage an enemy, but its speed also works in its favor. The Raptor can cruise at supersonic airspeeds greater than Mach 1.5 without using its afterburner thanks to its aerodynamic airframe and engines, which can provide more thrust than any other fighter currently in use. This ability is known as supercruise.

The F-22 Raptor is a fighter jet that can quickly and covertly assault opposing defenses, making it a widely feared combat weapon. The ability to avoid detection, whether by optical, acoustic, or radar waves, is a trait of stealth aircraft. In addition to being called stealth, this aircraft also received the nickname Silent aircraft. Its presence has the power to turn into a fortress and render the opposition helpless from the air.

More than 15 years after its debut, the F-22 Raptor still rules the skies, despite the fact that it is not impervious to attack. Contrary to the F-35, which was deliberately designed to be a versatile platform to fulfill numerous missions, the F-22 Raptor is largely recognized as the best air-to-air fighter jet in the world. According to all accounts, the F-22 Raptor was only intended to be an air superiority fighter, and by all accounts, it has excelled in this capacity but it is also equipped to carry out ground attacks, electronic warfare, and signals intelligence missions.

When defense secretary Robert Gates announced that the pentagon would end the Lockheed-run F-22 Raptor program and increase production of the F-35 joint strike fighters in April 2009, the aircraft was slated to replace the air force’s F-15 fighter jets with a greater emphasis on stealth agility and range.

The last F-22 was delivered to the US Air Force in 2012. The service currently has 183 F-22 Raptors available. Despite the plane’s notoriety, less than 200 of them were actually produced; in contrast, more than 700 F-35s have already been produced, despite the fact that it was introduced ten years after the F-22 after numerous delays. Over the next few decades, more than 2000 F-35s will be built.

Cost is the main factor for having so few F-22 Raptors. Even by the standards of the Air Force, the cost of the F-22 Raptor is astounding. In a 2017 report to congress, the U.S. Air Force—which was against resuming the F-22 production line—listed these costs. According to the research, buying 194 F-22s, or approximately doubling the size of the present F-22 fleet, would cost between $40 billion and $42 billion. The cost of each aircraft would be about $200 million, which is much higher than an F-35A.

The U.S. Air Force suggested that other initiatives would be more valuable to fund than the purchase of additional F-22 Raptors. Additionally, it noted that even if cost were not a deciding issue, the turnaround time needed to restart the F-22 production line would delay the release of the first aircraft until the mid to late 2020s. The date of roughly 2030 looks more accurate. The F-22 and F-35’s future efficacy would be constrained by the sixth-generation fighter development that would be well underway in the United States, Russia, and China.

As we get closer to 2030, the research stated that it is crucial to understand how quickly threat capabilities have evolved and will continue to do so, producing conditions that are fiercely disputed. Analysis of what capability and capacity are required to establish air superiority in upcoming highly contested scenarios should be part of any discussion about restarting the F-22 production line. By November 2021, Lockheed Martin Corporation had been awarded a contract by the US Air Force for the F-22 Raptor stealth fighter jet upgrade, which was expected to cost more than $10.8 billion.

The contract would include services like upgrades, additions, and corrections for the Raptor, the defense department announced. Along with procurement of the modernisation hardware kit, Lockheed will offer logistical support. The Pentagon anticipates that the 10.9 billion USD deal will be completed by October 31, 2031. Texas’s Fort Worth will be the site of the contract’s work. The F-22 Raptor was made by Lockheed Martin, who received the contract as a sole source award.

The F-22 may have reached the end of its useful life by the time modernization under advanced raptor upgrade and sustainment is completed. The F-22 raptor will eventually be retired, according to U.S. Air Force Chief of Staff General Charles Q. Brown, as part of an effort to reduce its fighter inventory.

The U.S. Air Force intends to reduce the number of fighter aircraft it now uses from seven to just four. The F-22 Raptor will be retired very early as part of the effort, but the good news is that it will be replaced by the air force’s top-secret new fighter jets. The F-22 Raptor, F-15C and D Eagle, F-15E Strike Eagle, F-15EX Super Eagle, F-35 Joint Strike Aircraft, F-16 Fighting Falcon, and A-10 Thunderbolt are the seven fighter types that make up the modern Air Force. It’s a wide collection of aircraft, some of which serve many purposes, ranging from advanced air superiority fighters to close air support aircraft. The F-15C and D, F-15E, A-10, and F-22 would make one-way flights to the scrapyard under the plan.

The Next Generation Air Dominance fighter, the NGAD, would join the F-15EX, F-35, and F-16 in continued service. When the air force suddenly revealed that NGAD, the F-22 Raptor replacement, designed, built, and flew a prototype in just one year, the news caused a stir in 2020. The types of aircraft in the piloted aircraft fleet will be consolidated into a stable of just four fighters, but Brown made no mention of flying fewer aircraft, despite the fact that the air force has intimated that the F-15EX may replace not just the F-15C and D but also the F-15E.

Going from seven fighters to four fighters is not a step back, but it could help open the door for the air force to do something new. It is important to keep in mind that the four fighters will almost certainly be supplemented by numerous cheaper drones that could address some crucial but extremely dangerous roles like close air support.

January 2, 2023 0 comment

History

The most important RAF WWII airfields in Britain

by Till Daisd January 1, 2023

written by Till Daisd

This article highlights a few of the more comprehensive sites

One of the most prominent and ubiquitous memorials of this tragic struggle is the Second World War airfields scattered throughout Britain. Some have been modified and are still in use today, while others have been transformed into parks, industrial estates, or museums. Some are now all but forgotten or have been built over.

In his stunning book British Airfields of the Second World War, aviation historian Stuart Hadaway describes how the UK is home to hundreds of airfield remnants, ranging from nearly finished installations to lone structures or runway segments. This article covers a handful of the more extensive locations with groups of well-maintained buildings. The majority also have different interpretations or support from aircraft museums.

Imperial War Museum Duxford, Duxford, Cambridgeshire CB22 4QR. Telephone: 0207 4165000. Website www. iwm.org.uk/visits/iwm-duxford —This is unquestionably one of the most impressive aircraft museums in the UK, and it also happens to be a well-preserved airfield that is still in use. Although some of the hangars and other structures were erected after World War II or specifically for the museum, the majority of the flight line and the Technical Site behind it are original structures from the 1920s to the 1940s. Along with the squadron offices, different workshops, and hangars, the A505 staff entrance also has the Station Headquarters and Guard Room on either side.

The unique gun butts are likewise in good repair, and the Motor Transport Sheds are still standing and in operation. The Domestic Site, which has messes and barracks, lies on the A505’s northern side. Many of these formerly residential structures are now used as museum offices or shops, and they are not usually open to the public. However, there is free public parking here and you can get a close-up view of the buildings on days when there is an air show, which is well worth going to just for that.

Spitfire replica and Hurricane replica at the RAF Museum at Hendon

Royal Air Force Museum at Hendon, Grahame Park Way, Hendon, London NW9 5LL. Telephone: 020 82052266. Website: www.rafmuseum.org.uk/london — This is another site of national importance, and there are a lot of noteworthy buildings, despite being much smaller than IWM Duxford. The Grahame White Factory and Watch Office (Hangar 2) are First World War relics, but nearby are a collection of Expansion Period workshops (now the museum’s own workshops and “Claude’s Café”) and a parachute packing shed (Building 69), which is recognizable by its distinctive raised center section in the roof, which allowed parachutes to be hung up for inspection.

While their ends have been cut off and they are enclosed in an exterior shell, the Historic Hangars (Hangars 3 and 4) were constructed during the First World War and were employed throughout the interwar and Second World Wars. If you look above, you can still see the original Belfast roof trusses. Wartime hangars can be found at the RAF Museum’s other location in Cosford (Shiinal, Shropshire TF11 8UP; phone: 01902 376 200).

The Lincolnshire Aviation Heritage Centre, East Kirkby, Spilsby, Lincolnshire PE,23 4DE. Telephone: 01790 763207. Website: www.lincsaviation.co.uk —At the time of writing, the Avro Lancaster “Just Jane” at this Lincolnshire airfield is still regularly taxied around the airfield, although there are plans in action to restore her to flying condition. Just Jane is merely one of the local attractions. There are other buildings on the airfield that house an impressive museum collection in addition to the historic control tower, which has been repaired.

Kenley Airfield, Kenley, Surrey CR3 5LZ. Website: www. kenleyrevival.org — According to Kenley, it is the most complete RAF fighter station that is still operational. The location currently serves as a glider airport and still preserves the original wartime layout of the runways and taxiways. There are still many buildings, dispersal areas, and a rifle range. Numerous interpretation boards may be seen at the location, and visitors can download self-guided walks from their website.

Airworlel Aviation Museum, Caernarfon Airport, Dinas Dinlle, Caernarfon LL54 5TP. Telephone: 01286 832154. Website: www.airworldmuseum.com — Here’s another museum located on a working airfield. In addition to having a good example of a 1941 control tower that is still in service, the location of the former RAF Llandwrog is now known as Caernarfon Airport. A nearby museum houses a variety of airplanes and has a display devoted to the RAF Mountain Rescue Service. The ruins of the flying boat base at Llanfaes are located outside of Beaumaris on the other side of the Menai Straits. Some of the slipways and buildings still survive.

From IWM Duxford to RAF Museum at Hendon: a guide to the most important RAF WWII Airfields you can visit in Britain — Avro Lancaster bomber NX611 “Just Jane” taxiing

RAF Drem, Arts and Crafts Gallery, Fenton Barns, Drem, East Lothian EH39 5BW. Website: www.rafdrem.co.uk — A minor museum is also located at RAF Drem, and the nearby Fenton Barns Retail Village is home to several remaining buildings, including two hangars.

This is merely a partial list. Buildings and infrastructure can be discovered all around the nation for the intrepid airfield spotter. At Kemble (now Cotwolds Airport), Hullavington, Manby, West Raynham, Bicester, Church Fenton, North Weald, and Kirton-in-Lindsay, to name a few, there are concentrations of them (without supporting museums). There are several great internet resources available to help you locate some in your area or for specific building types.

The Airfield Research Group is a mine of information, including a forum accessible to non-members (www. airfieldresearchgroup.org.uk), and the Airfields of Britain Conservation Trust has a searchable list of over 3,338 sites (www.abct.org.uk). At www.ukairfields.org.uk, the Owner has attempted to list all UK airfields, aviation memorials, and other associated sites. The site www.controltowers.co.uk is, as the name suggests, a list of control towers and their basic histories, and again can be searched by airfield name. A large number of old airfield buildings now enjoy listed status and can be found on the Historic England database at www.historicengland.org.uk. Some areas also have their own, more specific websites, such as the Bomber County Aviation Resource (www.bcar.org.uk), which has a wealth of information on sites in Lincolnshire.

British Airfields of the Second World War is published by Shire Publications and is available to order here.

Photo by Paul Lakin, Panhard and IdreamofJeanie via Wikipedia

January 1, 2023 0 comment

History

The final aerial victory of the European Air War on May 8, 1945

by Till Daisd December 30, 2022

written by Till Daisd

There are multiple reports of the aerial combats between American and Soviet aircraft on May 8 and thereafter.

After Adolf Hitler died by suicide on April 30, 1945, the Third Reich stumbled along for another week under the leadership of Reichsprasident Karl Donitz, a former grand admiral of the Naval High Command.

From May 1, his first day in office, until the end of the war, according to Dan Sharp’s book Spitfires Over Berlin, Donitz did everything in his power to ensure that as many German servicemen as possible could surrender to the British and Americans while concurrently pursuing the war against the Soviet Union using whatever means were still at his disposal.

On May 4, he first gave Field Marshal Bernard Law Montgomery control of his forces in the Netherlands, Denmark, and northwestern Germany; the conditions included a total restriction on Luftwaffe flights. With Luftwaffe’s opposition ending, this effectively brought hostilities to a close for the RAF.

The only known exception was at around 6.30 am on May 5 when a patrol of three 130 Squadron Spitfire XIVs came across a Siebel Si 204 twin-engined transport/ trainer flying over the sea west of Hamburg. After it began evasive maneuvers, it was shot down and jointly claimed by Flight Lieutenant Dudley Guy Gibbins and Warrant Officer Vic J Seymour — the last British victory of the air war.

The only known exception occurred on May 5 at approximately 6.30 am, when a patrol consisting of three 130 Squadron Spitfire XIVs came across a Siebel Si 204 twin-engined transport/trainer over the sea west of Hamburg. After it began evasive maneuvers, it was shot down and jointly claimed by Flight Lieutenant Dudley Guy Gibbins and Warrant Officer Vic J Seymour. This was the final British victory of the air war.

Final Dogfight – May 8, 1945: Who scored the last aerial victory of the air war in Europe? — P-51 Mustang

However, the fighting carried on elsewhere. On May 5, Admiral Hans-Georg von Friedeburg and US General Dwight D. Eisenhower met in Reims, France, to begin negotiations. On May 6, German Chief of Staff Generaloberst Alfred Jodl arrived. For as long as feasible, Donitz had advised him to defer submitting to a full surrender so that additional German forces could flee the Soviets.

With Donitz’s approval, he completed the task in less than 24 hours, signing the instrument of unconditional surrender at 2.30 am on May 7. “All forces under German control to cease offensive operations at 23.01 hours, Central European time, on May 8, 1945” was a critical phase in the instrument.

American airmen stationed in England began to prepare for two very distinct missions on May 8 in the west. The 306th Bomb Group’s 12 B-17s carried out Mission 986, the Eighth Air Force’s final operational mission over Europe during the war, which comprised dropping leaflets over significant targets.

At 7:45 am, 369th Bomb Squadron aircraft took off to fly over Dunkirk. After being surrounded and subsequently bypassed by the British during the drive into occupied Europe, the fortified town was still under German control. The leaflets informed the garrison that they had been told to surrender, and the following day, they did.

However, combat continued to take place on the other side of Europe. The highest-scoring fighter ace in history, Major Erich Hartmann, 23, of I./JG 52, took out with his wingman at eight in the morning in his Bf 109s to intercept Soviet aircraft over Brno. Later in age, on reflecting on the circumstances, he recalled: “My wingman and I saw eight Yaks below us. I shot one down and that was my last victory.

I decided not to attack the others once I saw that there were 12 Mustangs on the scene above me.

“My wingman and I headed for the deck where the smoke of the bombing could hide us. We pulled through the smoke and saw once again the two allies fighting each other above us. Incredible! Well, we landed at the field and were told that the war was over.”

With 25 remaining planes destroyed and all of their remaining munitions fired into the woods, Hartmann and his men finished the war with 352 victories—started looking for British or American forces to surrender to. Despite discovering Americans, he was nonetheless handed over to the Soviets.

A ground attack unit with a Fw 190 equipped, III./SG 77, was also stationed in Czechoslovakia. Bernhard Ellwanger, a pilot underoffizier, recalled: “On May 8 all aircraft, with the exception of four, were drained of fuel. Why my crate was one of those four, I don’t know to this day.

“Led by Hauptmann Gunther Ludigkeit, Kapitan of 7. Staffel, we took off in the direction of Prague. Our mission was to destroy the Prague radio station which was in the hands of Czech partisans. When we were at 4000m Prague came in sight.

“Then I saw something I couldn’t take my eyes off: hundreds of American fighters filled the sky like some gigantic flypast at an air show. The whole mass flashed silver in the sun. The sight almost made me miss our attack. Our Schwarm dived away to port with me following.

“With the target centered in my Revi, I released my bomb at 1500m. A direct hit. Then we got out of there, eastward back to base. So ended my last sortie on the very day of the capitulation and with it my last chance of landing in the American zone.”

On May 8, at 7:54 a.m., Leutnant Gerhard Thyben of JG 54 and his wingman Fritze Hangebrauck shot down a Pe-2 while fleeing from the Courland pocket in Fw 190s. However, Oberleutnant Fritz Stehle, Staffelkapitan of 2./JG 7, is thought to have achieved the final Luftwaffe victory of the Second World War over Czechoslovakia at 4 At 3:20 pm, he took off in a Me 262 A-1a W.Nr. 111690 “White 5” to intercept Soviet Yak-9 fighters, and he was successful in shooting down one of them.

He then flew ‘White 5’ to Fassberg, where it was captured by the British.

Another Siebel Si 204 was the last American triumph and likely the last Luftwaffe aircraft to be shot down throughout the conflict. Three miles southeast of Bad Rodach, Bavaria, at 8 p.m., or three hours before the formal end of hostilities, 2nd Lieutenant Kenneth L. Swift of the 429th Fighter Squadron, 474th Fighter Group, USAAF Ninth Air Force encountered the German aircraft while flying his Lockheed P-38 Lightning “Beauty Juny.”

He fired warning shots, which were enough to prompt its pilot to crash land it. While most other USAAF units were stood down by this point, the 474th continued to provide tactical air support for the US First Army until May 9 from its air base, R-2 at Bad Langensalza. It was the only group in Northern Europe flying the P-38 by the end of the war.

His warning shots were enough to cause the plane’s pilot to crash land. The majority of other USAAF units had stood down by this point, but the 474th continued to support the US First Army with tactical air support from its air base, R-2 at Bad Langensalza, until May 9. By the conclusion of the war, it was the only group in Northern Europe flying the P-38.

Swift’s victory over the Siebel was his first and only one of the conflict, however he later added another “kill” when piloting North American F-86 Sabres in the Korean War. He was given the rank of major and afterwards joined the German Air Force as an instructor.

On May 8, 1945, nine German aircraft were estimated to have been shot down in total. Unknown numbers of Allied aircraft were shot down by Luftwaffe machines.

On May 8, the final RAF pilot to perish before the war’s formal end was killed. Flight Lieutenant Donald James Hunter, 22, of Upminster, Essex, was killed when his Spitfire, LF XVI, TB383 3W-A, experienced engine trouble during a victory flypast close to the unit’s base at Varrelbusch, Germany, and he attempted an unsuccessful emergency landing. Hunter was a member of the 322 (Dutch) Squadron.

And finally, there are multiple reports of aerial battle between American and Soviet planes on May 8 and thereafter. In one instance, Second Lieutenant Lazuta of the Soviet 106th Guards Fighter Air Regiment, based at what had been Focke-Wulf’s Cottbus factory airfield, attacked Captain Malcolm L. Nash of the 39th Photographic Reconnaissance Squadron, 10th Photographic Group, Ninth Air Force on May 8 while he was flying an unarmed F-5E Lightning on a PoW camp pinpointing mission near Dresden. Nash escaped the crash of the Lightning, which Lazuta mortally damaged, roughly 40 miles west of Dresden.

On the same day, two Soviet P-39s from the 100th Guards Fighter Air Regiment attacked two F-5s flown by First Lieutenant Thomas P. Petrus and Second Lieutenant Thomas Jackson near Prague. For his thirteenth and last “kill” of the war, Major Pschenitchnikov shot down Petrus, who managed to parachut to safety while suffering from serious burns. He identified the aircraft as a Focke-Wulf Fw 189.

Avro Anson Mk. XI PH539 of the Desert A Force Communication Flight was attacked by three Soviet Yaks on May 11 while flying off course close to Graz, Austria. It crashed into some trees after making a forced landing in a field.

Spitfires Over Berlin is published by Mortons Books and is available to order here along with many other beautiful aviation books.

Photo by U.S. Air Force Wikimedia Commons via Military History Now

December 30, 2022 0 comment

History

Downed fellow pilot saved through the bottom wing of a Slovak Air Force biplane

by Till Daisd December 29, 2022

written by Till Daisd

Frantiek Brezina slipped on the bottom wing, but he was fortunate enough to keep his hands on the struts while his legs were dangling from the wing.

The public is not familiar with the history of the Slovak Air Force during World War Two. The most well-known aircraft used by the service throughout the conflict were Avia B-534s, Letov 328s, and subsequently Bf-109 “Emils” and “Gustavs.”

Despite the fact that the Slovak Air Force’s 1939 missions of biplanes were primarily assigned to escort German reconnaissance or bomber aircraft over Poland, close to Slovak boundaries, the Slovak Air Force was the only Luftwaffe ally to participate in the Poland campaign. The Slovak Air Force operated in the USSR until 1943 when Slovakia eventually joined its Axis allies in the invasion. Even against US bombers performing operations over Slovakia, the tiny nation was able to send a small fighter unit on one occasion. Slovak aircraft completed their World War II operations against Germany during the Slovak National Uprising (August–October 1944).

The Avia B-534 fighter aircraft and the Letov -328 reconnaissance aircraft were the two primary warplanes of the Slovak Air Force during the invasion of the USSR. Both aircraft were obsolete, but Slovakia lacked the funds to purchase new ones, and Germany refused to give it any new planes since its pilots were not regarded as “trustworthy” in Germany’s eyes—largely because of the high rate of defections. Nevertheless, the 1st Observation Wing, composed of 30 -328s, and the 2nd Fighter Wing, composed of 33 B-534s, were established during Operation Barbarossa.

The Courier Wing, the last wing, was flying a Praga E-39, E-241, and a Stinson Reliant. The majority of their early missions consisted of either striking ground columns of fleeing Soviet soldiers or escorting German reconnaissance aircraft across Soviet lines. Three squadrons made up the fighter wing (11; 12 and 13). Later, squadron 11 retreated to Slovakia in order to defend the country’s airspace as it had no aircraft there. As the front moved deeper into the Soviet Union, the rest squadrons frequently switched airfields.

During WWII a Slovak Air Force’s biplane pilot rescued a downed fellow pilot by carrying him on the bottom wing of his aircraft — Avia B-534-IV of squadron 13 during its deployment on the Eastern Front, summer of 1941.

Squadron 13 relocated to Tulczyn on July 25. A swarm of three Avia B-534s led by L. Hodra, F. Brezina, and. Martiš took off shortly after the squadron touched down with the mission to escort the Luftwaffe’s Henschel Hs-126 reconnaissance aircraft. The aircraft came under rapid fire from anti-aircraft cannons and machine guns after crossing the Soviet line. Brezina was forced to make an emergency landing on a road frequented by Soviet soldiers during the withdrawal 16 kilometers behind the Soviet line due to damage to his aircraft.

The Red Army opened fire on the aircraft as well as the pilot, who was forced to hide behind the damaged Avia. The Avia B-534 was in danger of having Soviet troops arrive shortly, putting the pilot in danger of capture or even execution.

Martiš observed Brezina’s emergency landing. He indicated to swarm commander Hodra and immediately tried to land next to the shot-down Brezina, but the Soviet anti-aircraft fire prevented him from landing. He repeatedly attacked Soviet forces with the four 7.92 mm vz.30 machine guns, the standard Avia B-534-IV armament, in order to buy time before landing and rolling up adjacent to Brezina.

Brezina leaped onto Martiš’s left bottom wing and grabbed the main struts. With Martiš in the pilot’s seat and Brezina holding the struts, the Avia took off under intense Soviet fire. The small biplane jolted due to the uneven ground, causing Brezina to slide on the bottom wing. Fortunately, he was still able to grip the struts with his arms even though his legs were swinging off the wing.

Brezina had a difficult time throughout the entire flight, despite its short duration. Brezina had to be carried on the wing of Martiš’s fighter as he attempted to fully escape the Soviet zone. Brezina was having trouble breathing because of the massive air rush, and he was in danger of going unconscious. Martiš slowed down the biplane once the aircraft cleared the Soviet lines, which enabled Brezina to once more stand up and hold the struts. The Avia B-534 safely landed back at Tulczyn after a brief delay, with Martiš at the controls and Brezina standing on the bottom wing.

The Minister of National Defense of Slovakia, general Ferdinand Čatloš, awarded the pilot Štefan Martiš with the medal ‘Za hrdinstvo 2. Stupňa’ (For Heroism – 2nd Class) and František Brezina with the medal ‘Za hrdinstvo 3. Stupňa’ (For Heroism – 3rd Class). Both men were also awarded Iron Cross, 2nd Class.

Later, both pilots became aces. Štefan Martiš was successful in downing five planes (1 Yakovlev Yak-1, 1 B-20 Boston, 3 Ilyushin Il-2, and 1 unconfirmed Spitfire), whereas Frantiek Brezina was successful in downing fourteen (5x Yakovlev Yak-1; 3x Ilyushin Il-2; 3x Polikarpov I-16; 1x I-153; 1x MiG-3; 1x B-20 Boston). They achieved their aerial victories while piloting “newer” Bf-109s from the Gustav and Emil series. Up until the arrival of “Emils,” B-534s remained the predominant Slovak fighters. Up to that point, Slovak Avias shot down six Soviet planes without having to deal with hostile aircraft shooting down their biplanes. Ján Režňák was the most successful of the top Slovak aces, shooting down 32 enemy aircraft while piloting new German aircraft.

Sources:

Kliment Ch. Slovenská armáda 1939-1945 [Slovak Army 1939-1945]. Mustang Ltd., 1996. ISBN 80-7191-132-1

Rajninec J. Slovenské letectvo 1 [Slovak Air Force 1]. Ministerstvo obrany Slovenskej republiky, 1997. ISBN 80-88842-09-3

Rajlich J.; Boshniakov S.; Mandjukov P. Slovakian and Bulgarian Aces of World War 2. Osprey Publishing, 2004. ISBN 978-1-84176-652-2

December 29, 2022 0 comment

Military

10 expensive and failing fighters

by Till Daisd December 26, 2022

written by Till Daisd

A fighter jet’s performance, sales, and combat effectiveness are only a few ways to gauge its success. But a jet must first be put into service in order to show success in those fields. The most unsuccessful fighter jets are therefore logically those that were never developed past the prototype stage or left the design board. But the jet must also take unusual action in order to fail, it must be the most promising thing out there but perform horribly.

So let’s take a look at some of the coolest, most intriguing, and most exciting fighter jet failures that have ever occurred. The development’s ambition and distinctiveness are the primary criteria.

FMA SAIA 90

The SAIA 90, created in partnership with Dornier, was intended to be Argentina’s fourth-generation fighter jet and a proud continuation of the nation’s aviation sector, which was among the best in the world after World War II. The project was started by FMA in the 1980s, and it was incredibly ambitious at the time. Fourth-generation aircraft required cutting-edge technology, and the jet had to compete with aircraft like the F-16 and the Mirage 2000, which was no easy challenge for a nation with an economy just bigger than the state of Colorado in the United States.

Additionally, the nation experienced a severe economic downturn at the time. In addition, the Falklands War began in 1983. Moreover, there was a significant amount of global isolation occurring. All of these factors had a part, but the fundamental cause of the SAIA ’90s failure was the jet’s extreme ambition; in order to achieve the requirements, it had to be extremely sophisticated, which was far too ambitious for the manufacturer. In the end, not even a prototype was created, and the project was abandoned after several decades and significant financial waste.

IAI Lavi

Whether Israel’s own fourth-generation fighter jet project, the Lavi, failed because of political factors or because of internal defects is up for debate. The point is that the development was quite expensive. The jet, which has been suckling Israeli taxpayer money since the middle of the 1970s, was extremely advanced for its time—possibly even more so than the SAIA 90. Its supporters have been accused of harboring an unworkable prestige project because it would have been much less expensive to have bought a fleet of F-16s, which is what ultimately transpired.

It’s also debatable whether the Lavi actually failed because when the Chinese Chengdu J-10 project was revealed years later, many people noticed a remarkable resemblance to the abandoned Israeli endeavor. The controversies surrounding this Israeli jet, which was never put into production, and its claimed second life, however, only serve to increase its appeal.

Northrop XP-79

This one succeeds simply due to the project’s chutzpah. The XP-79, one of John Northrop’s fabled flying wings and one of the first American jet fighters, debuted in the early 1940s when it was unclear what to do with these new, swift jet fighters. So instead of being armed with guns, the XP-79, which was originally intended to be a rocket-powered aircraft, was to have leading edges of its wings covered in 19 mm (0.75 in) thick magnesium alloy skin that, in theory, could slice through any foe like butter.

The appearance of such aircraft in dogfights is only imaginable. It turned out to be quite challenging to manage, which is a well-known trait of all flying wings. The concept was abandoned in favor of more traditional designs after the first prototype crashed in 1944 and killed the test pilot.

Heinkel He-162

There were many unsuccessful fighter jet concepts in late Nazi Germany, some of which were more ambitious than others. Be it the Focke-Wulf Ta 183, which essentially established the design of the first generation of fighter jets, or the Focke-Wulf Triebflügel, a project to construct VTOL bomber hunters. But none of them suffered such a severe failure as the He-162. It would be tough to label it a failure based just on production figures; fewer than any modern fighter jets could claim to have produced over 300 of them. However, only about 120 of them have been sent to the military, and even among those, only a small number have been destroyed. In addition, it is unclear whether any combat flights actually took place.

Since the bulk of He-162s were too busy disintegrating in the air, the claim that it took down one British aircraft is strongly disputed. The He-162 merits some respect since it was an attempt to create a low-cost, easily-producible fighter jet at a period when fighter jets were still mainly considered futuristic. However, such ambition was compensated by the airplane’s comically low power, difficult handling characteristics, lack of dependability, and all-around poor performance.

Lockheed L-133

Even so, the He-163 outperformed the LockheedL-133 as the first American fighter aircraft. The L-133, however, was mighty ambitious. It was proposed in 1939 with the goal of showing off operational performance comparable to jets used during the Korean War. It was truly something from the future with its canards, blended wing body, slotted flaps, and two engines. It was rejected because it was too radical and the P-80 Shooting Star was chosen instead because there was no way the US military would spend such an enormous sum of money on something that was so cutting-edge and unproven.

McDonnell XF-85 Goblin

The Goblin is well-known among aviation enthusiasts. A fighter jet intended to be transported within the bomb bay of a heavy bomber, it is infamous for both its appearance and the tale of its demise. Even piston-engine planes from World War II could have outperformed this jet, making it difficult to handle, impossible to dock with the mothership, and completely useless in combat. Given all the previous air-launched drone tests, it was either another fork in the road for fighter jet advancement or perhaps a concept that was much ahead of its time. Nevertheless, it utterly failed.

EWR VJ 101

The aircraft were becoming heavier and quicker as the 1960s arrived, requiring larger runways. But what if it had been feasible to perform vertical takeoff and landing with all of that jet power? Such an aircraft might operate surprise strikes and interceptions, remain undetected in unprepared areas and be independent of any long-term infrastructure. Many advantages to something that appeared wholly possible given modern technology. European aircraft makers were very interested in VTOL aircraft because they had seen firsthand the damage that carpet bombing an air force’s airfields can cause.

There were several attempts at supersonic VTOL fighter jets, including the British Hawker Siddeley P.1154 and the French Dassault Mirage IIIV. However, none of them showed as much promise or progressed as far as the West German EWRVJ 101. It was intended to be a VTOL fighter with six jet engines and fly-by-wire controls that was capable of Mach 2. One of its prototypes actually displayed supercruise capability by reaching Mach 1.2 without an afterburner.

Like many others, it was abnormally expensive and complex, difficult to manage, and the development was only ever limited to the two prototypes. It took another supersonic VTOL jet, the YAK-41, three decades to become operational, and another two before the F-35B was mass-produced.

Sukhoi Su-47 Berkut

The Grumman X-29 and Sukhoi Su-47 are frequently believed to be the only forward-swept wing aircraft ever produced. At least a few smaller, less ambitious civilian aircraft, like the Saab Safari, have done a good job of implementing this idea. This demonstrates that the forward-swept wing itself is not a crazy notion that is totally unworkable. It can be used to significantly improve low-speed performance and maneuverability even on supersonic jets like the X-29 and Su-47.

The X-29 was never planned for widespread production; it was only a technological demonstrator. The Su-47 was not, though. The lone Berkut that flew in 1997 was a prototype, not a technology demonstrator, despite the fact that there were several rumors in the late 1990s that it would replace the American F-22 as the primary Russian fighter jet.

It performed admirably, but it also had a number of issues: the composite wings that could sustain supersonic flights and high-G maneuvers were extremely expensive, difficult to produce, fragile, and unreliable. Due to the impossibility of mass-producing the jet, the nation returned to conventional designs, relegating the Su-47 to the roles of a technology testbed and a show-stopping airshow attraction.

Leduc 022

If some of the airplanes on this list had been successful, the aviation industry as a whole might have gone in completely other ways. Some French experiments from the 1940s and 1950s suggested directions that were so dissimilar from our current reality that they still appear to be from another dimension. The Leduc 022 and its predecessors, the 0.1 and the 0.21 attempted to reimagine how a fighter jet operates with a prone-position cockpit, a gigantic ramjet engine surrounding the air intake, and some test pilots with gonads most likely constructed of weapons-grade uranium.

René Leduc first conceived the idea for these jets in 1938. Similar to the Northrop XP-79, it was not entirely obvious at the time what to do with the newly developed jet engines or how jet fighters would actually function. Leduc’s designs, in contrast to the XP-79, really worked. The French military was very interested in the supersonic, missile-armed 022 and developed seven prototypes, all of which flew. The ramjet engine was fairly prone to catching fire, and the design was far too innovative and expensive. We wonder what might have happened if the project hadn’t been abandoned in favor of the Mirage.

Lockheed YF-12

Everyone is familiar with the SR-72 Blackbird, however, few are aware that it was in fact built on a fighter plane. The SR-71, which was later developed into the airframe, completely eclipsed both the YF-12 and an older A-12 from which it was derived. Three interceptor prototypes were produced, and each was capable of continuous flight at or above Mach 3—the speed at which the Mig-25, the second-fastest fighter jet, would start consuming its own engines. The YF-12 was merely a fighter jet on a higher level. With the exception of perhaps a ballistic missile, it would have been the perfect interceptor, able to catch up to any target and flee from any threat.

The Soviet Union’s decision to use those missiles as their preferred method of bringing about Armageddon, the Vietnam War’s drain on the US military budget, and the fact that the jet would have been significantly more expensive than any other option all contributed to the cancellation of the program. While the US would continue to develop and use supersonic interceptors, nothing would match the YF-12’s capability and ambition. It accomplished what it was intended to do and has never been surpassed in that regard. Thus, the YF-12 is the fighter jet that ultimately fails.

December 26, 2022 0 comment

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