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aircraft

The Northrop YF-23 Black Widow II, the super fighter rejected by USAF for the YF-22

by Till Daisd July 22, 2021

There are still rumors that a clandestine strike version of the YF-23 was created to perform a function comparable to the F-111

The U.S. Air Force (USAF) was prompted to look for a replacement for the F-15 Eagle air dominance fighter in the late 1970s as a result of a new generation of Soviet fighters and Surface-to-Air Missiles (SAMs).

Due to this, the USAF awarded demonstration contracts to two rival industry teams in 1986: Lockheed-Boeing-General Dynamics (whose proposal was the YF-22A) and Northrop-McDonnell Douglas (whose proposal was the YF-23A), who would have competed for one against the other in the Advanced Tactical Fighter (ATF) program.

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The Northrop YF-23A was created to satisfy the USAF’s requirements for supercruise, survivability, and ease of maintenance. The Pratt & Whitney YF119-PW-100L and the General Electric YF120 engines were vying against one another to meet the latter criterion. These new engines, known as Augmented Turbofans, would have allowed the YF-22 and YF-23 to fly supersonic without utilizing the afterburner, conserving fuel and enhancing their combat effectiveness and range.

The first YF-23 (series number 87-0800), Prototype Air Vehicle 1 (PAV-1), was unveiled on June 22, 1990, and Alfred “Paul” Metz piloted it for its 50-minute maiden flight on August 27. The second YF-23 (serial number 87-0801, PAV-2) had its first flight on October 26, piloted by Jim Sandberg. The first plane had a charcoal gray paint job and the unofficial names “Spider” and “Black Widow II,” the latter after the Northrop P-61 Black Widow from World War II because it had a red hourglass marking similar to the one on the underside of the black widow spider before Northrop management ordered it removed. The second prototype, known as “Gray Ghost,” had General Electric YF120 engines and was painted in two different tones of gray.

The YF-23 placed a strong emphasis on stealth features; Northrop decided against adopting thrust vectoring for aerodynamic control, as was done on the Lockheed YF-22A, in order to save weight and boost stealth.

On September 18, 1990, the Pratt & Whitney-powered first YF-23 supercruised at Mach 1.43, and on November 29, 1990, the General Electric-powered second YF-23 reached Mach 1.6. In contrast, the YF-22’s supercruise speed was Mach 1.58. With afterburners, the YF-23 was tested to a top speed of Mach 1.8 and a maximum angle of attack of 25°. Although reports claim a top speed greater than Mach 2 at altitude and a supercruise speed greater than Mach 1.6, the top speed is classified.

The weapons bay of the aircraft was set up for weapon launch and used to test the acoustics of the weapons bay, but no missiles were actually launched; instead, Lockheed successfully launched AIM-9 Sidewinder and AIM-120 AMRAAM missiles from its YF-22 demonstration aircraft.

On November 30, 1990, PAV-1 carried out a quick-fire combat exercise with six flights spread over ten hours. The two YF-23s flew 50 times for a total of 65.2 hours of flight testing as of December. The tests confirmed Northrop’s predictions for the YF-23’s performance values: the YF-23 was faster and more stealthy, but the YF-22 was more agile.

The two contractor teams presented evaluation findings along with their proposals in December 1990, and Secretary of the Air Force Donald Rice declared on April 23, 1991, that the YF-22 was the victor and that the YF119 would be used as the F-22’s engine instead of the YF120. The designs from Lockheed and Pratt & Whitney received higher marks for their technical merits, were judged to have fewer risks, and had better program management.

After the competition, both YF-23s were sent to NASA’s Dryden Flying Research Center at Edwards AFB in California without their engines. NASA had intended to utilize one of the aircraft to explore methods for calibrating expected loads to evaluate flight results, but this did not happen.

Up until mid-1996, both YF-23 airframes were in storage before being moved to museums.

In 2004, Northrop Grumman made a noteworthy proposal for a bomber based on the YF-23 to satisfy a USAF requirement for an interim bomber, for which the FB-22 and B-1R were also in the running. When the Quadrennial Defense Review preferred a long-range bomber with a far larger range, which developed into the Next-Generation Bomber program and then became the Long Range Strike Bomber (LRS-B) heavy bomber program, the opportunity for the YF-23 to serve in this role was lost in 2006. Northrop-Grumman ultimately prevailed in the LRS-B competition with its B-21 Raider.

While the YF-23A PAV-2, AF ser. no. 87-0801, is on display at the Western Museum of Flight at Torrance Airport in Torrance, California, the YF-23A PAV-1, Air Force serial number 87-0800, is currently on display in the Research and Development hangar of the National Museum of the United States Air Force close to Dayton, Ohio.

However, as stated by Air Forces Monthly Publication Stealth Operation Declassified, there are still suspicions that a classified strike variant of the YF-23 was created to perform a duty comparable to that of the F-111 despite the fact that the two prototypes were decommissioned.

Source: U.S. Air Force

Photo by U.S. Air Force

July 22, 2021 0 comment

History

A-10C Warthogs at Moody AFB honor the original Flying Tiger

by Till Daisd July 21, 2021

written by Till Daisd

23d FG A-10C Warthogs are tasked with maintaining the legacy of the Flying Tigers

Four U.S. Air Force (USAF) A-10C Warthog aircraft and crew members visited Shepherd Field Air National Guard Base in Martinsburg, West Virginia, on April 5–20 to pay tribute to the late Peter Atkinson, a pilot for the illustrious American Volunteer Group (AVG), popularly known as the Flying Tigers.

Atkinson’s re-interment ceremony took place on April 8 at noon, and the A-10s from the 23d Fighter Group (FG) flew a missing man formation over Rosedale Cemetery in Martinsburg.

Atkinson, the oldest of seven children, passed away on October 25, 1941, while flight testing a Curtiss P-40 aircraft for the AVG, according to Senior Master Sgt. Emily Beightol-Deyerle of the 167th Airlift Wing, whose account was included in the article A-10s memorializes the original Flying Tiger. He was 25 at the time.

The 23d FG stationed at Moody AFB in Georgia was chosen to preserve the legacy of the Flying Tigers.

For several weeks prior to the ceremony, Maj. Lindsay Fletcher, Executive Staff Officer for the 167th Airlift Wing, collaborated with the 23d FG and the Atkinson family. The day before the burial, she planned a trip for Atkinson’s family members to see the A-10s and get to know the crew.

Fletcher added that the family had a special bond with the 23d FG because Peter Atkinson’s younger brother Edward served as a Flying Tigers pilot. He also passed away during World War II.

Peter Atkinson served in the Army Air Corps from 1939 to 1941 before accepting a job offer from the Central Aircraft Manufacturing Corporation, a Chinese defense contractor. The AVG, then the Flying Tigers, were the name given to him and the other airmen with whom he worked.

The Flying Tigers were tasked with protecting China from the Japanese and are credited for maintaining the Burma Road and the port of Rangoon, Burma, during a crucial period prior to the war.

Because of the shark face on the front of the fuselage and the winged tiger on the side of their P-40s (P for pursuit), the squad earned the moniker “Flying Tigers.”

The AVG’s aircraft were transported in crates on freightliners to Burma, they were assembled and test flown at Rangoon and then delivered to the AVG’s training unit at Toungoo.

Just before reaching the airfield, the aircraft Atkinson was testing broke apart in flight. Atkinson was laid to rest in the Airmen’s Cemetery at Toungoo’s St. Luke’s Anglican Church.

A Curtiss P-40E Warhawk painted to represent the aircraft flown by then-Col. Bruce Holloway, a pilot in both the Flying Tigers and its successor Army Air Forces unit, the 23rd Fighter Group.

Given that the cemetery headstones were destroyed by the Japanese during WWII, Atkinson and the bodies of two other AVG pilots were moved to a cemetery in India following the war. When that cemetery closed the remains were moved to the National Memorial Cemetery of the Pacific, also known as Punchbowl Cemetery, in Honolulu, Hawaii.

Since Atkinson’s and the other pilot’s identities had been lost through the movement, their plot at Punchbowl was marked “unknown.”

In 2013, an employee at Punchbowl Cemetery, began to identify missing AVG pilots: after significant research and DNA analysis, Atkinson’s remains were identified and plans were made to bring him back to Martinsburg to be re-interred.

Atkinson’s body was flown from Hawaii to Dulles International Airport, on Apr. 3.

“Capt Atkinson wasn’t married and didn’t have any children, but his legacy has been carried down from generation to generation,” said Fletcher, who attended the plane-side transfer at the airport and the re-interment ceremony. “Watching all the family members from little kids to his adult nieces and nephews come together to celebrate his return home was a bittersweet moment.”

First Lt Andrew Paterson, an A-10 pilot assigned to the 23dFG, speaks with relatives of the late Peter Atkinson the day prior to Atkinson’s re-interment ceremony in Martinsburg, W.Va. The 23d FG is charged with carrying on the heritage of the Flying Tigers, the unit Atkinson was assigned to when he died while flight testing a P-40 aircraft. Atkinson had been in an unmarked grave in Hawaii for more than 70 years and was laid to rest at his family plot on April 8. Four A-10s from the 23d FG flew a missing man formation over the ceremony to honor Atkinson.

Photo by U.S. Air Force and Senior Master Sgt. Emily Beightol-Deyerle / U.S. Air National Guard

July 21, 2021 0 comment

History

The KC-135 crew chief who logged 10,000 flying hours in the Stratotanker

by Till Daisd July 21, 2021

written by Till Daisd

Retired Former KC-135 crew chief Sgt. Bobby McCasland was impressed by how simple the Stratotanker was to maintain in comparison to the B-52 Stratofortress

The first KC-135 Stratotanker was delivered to the American Air Force (USAF) on June 28, 1957.

A former crew chief and retired Chief Master Sgt. Bobby McCasland was a member of the team that flew the first aircraft, tail number 55-3127, from Larson Air Force Base (AFB), Washington, to Castle Air Force Base AFB, California, where it was given to the 93rd Air Refueling Squadron.

In the article Retired crew chief reminisces about 60 years of KC-135 airpower written by Airman Erin McClellan, 22nd Air Refueling Wing Public Affairs, McCasland, who served in the Air Force for 30 years, shared his memories of the first KC-135 being delivered and his time working with the aircraft.

“Three airplanes came in that day, [tail numbers] 55-3127, 55-3128, and 55-3129,” said McCasland. “We were the first ones to land at Castle, and it was just a great time.”

When the first Stratotanker arrived, McCasland, who had received training on a variety of various aircraft, said he was struck by how simple the KC-135 was to repair in comparison to the B-52 Stratofortress.

When the USAF needed soldiers to fulfill the recently improved air refueling task, McCasland volunteered and thus began his life’s journey.

“I just stayed with the [KC-135],” said McCasland. I probably had close to 10,000 [flying] hours my whole career.”

McCasland accrued the majority of those flight hours while serving on the crew of the KC-135 that Gen. Curtis E. LeMay, then the vice chief of staff of the air force, had dispatched to what is now Joint Base Andrews, Maryland. The aircraft was primarily employed for testing, as well as for transporting notable civilian and military leaders.

The City of Moses Lake Stratotanker, tail number 55-3126, carried out the first flight of Project Speckled Trout, the chief of staff of the Air Force’s major transport program ever since. It was the final KC-135 test, and it delivered exactly like the first one.

As part of Operation Long Legs, this aircraft flew under LeMay and set two records. The first record was achieved on November 11–12, 1957, for a nonstop, unrefueled flight from Westover AFB in Massachusetts to Buenos Aires, Argentina, while the second record was set the following day for a trip from Buenos Aires to Washington, D.C.

“Gen. LeMay wanted us to try it out and see if we did better than the [Air Research and Development Command] did,” said McCasland. “We were on a 90-day test program, and he was happy with what we did, so we just stayed with him until he retired in 1965.”

McCasland had previously served at Castle AFB for a brief period of time before moving on to Andrews AFB and finally the 2762nd Materiel Squadron at Detachment 2 at Majors Army Airfield in Greenville, Texas, where he retired. KC-135 aircraft were modified and tested there.

However, even after leaving the USAF, McCasland continued to play a significant role in the KC-135 industry. He really held two different civilian jobs at Det. 2 from 1987 to 1996, one in quality assurance and the other in the U.S. Customs Service.

He was chosen in 2003 to work as a project engineer to construct a KC-135 modification. When it was finished in 2007, this aircraft took over Project Speckled Trout’s utilization of the C-135 with tail number 61-2669.

“I worked on the KC-135 and flew in it from the time it was built until I got out in 1980,” said McCasland. “My service time was very enjoyable. The KC-135 was and still is an awesome airplane.”

THE STORY OF THE KC-135 CREW CHIEF WHO LOGGED 10,000 FLYING HOURS IN THE STRATOTANKER — Retired Chief Master Sgt. Bobby McCasland, bottom right, a former crew chief, talks with crewmembers of the C-135 Stratolifter, tail number 55-3126, that was used to transport dignitaries under the command of then-Vice Chief of Staff of the Air Force Gen. Curtis E. LeMay from 1957-1965. McCasland was part of the crew that delivered the Air Force’s first KC-135 Stratotanker in June 1957

Photo by Airman 1st Class Christopher Thornbury / U.S. Air Force

July 21, 2021 0 comment

History

An ordinary dogfight over Hanoi

by Till Daisd July 20, 2021

written by Till Daisd

Latham found that two further MiG-21s were redirected while en route to the dogfight after the mission

On November 5, 1966, two F-4 Phantom IIs (Opal flight) were escorting a Douglas EB-66 Destroyer in a slow-moving light bomber on a mission to jam radar. They were flying in a triangle formation behind the destroyer.

The F-4 pilots anxiously surveyed the skies ahead of them a mile apart, even though throughout the operation the skies were clear with only a few scattered clouds 35 miles north of Hanoi, Vietnam, and they were equipped with Sidewinder missiles and were aware that MiG-21s were in the region.

Two MiG-21s were first spotted on radar at a distance of 18 miles, according to Donald J. McCarthy, Jr. in his book MiG Killers: A Chronology of U.S. Air Victories in Vietnam, 1965-1973. The EB-66 was hit by an air-to-air missile fired by one of the advancing Fishbeds just as the aircraft began to spiral downward.

“We got attacked from 6 o’clock, and instead of trying to take us out first, they went right for the B-66,” said, then 1st Lt., Joe Latham, an F-4 Phantom pilot from the 366th Wing, deployed from Holloman Air Force Base (AFB), N.M. to Master Sgt. Matthew McGovern, 49th Wing Public Affairs in his article MiG-21 Destroyer visits Holloman, tells the story. “They launched a missile, which missed, and the B-66 broke off and spiraled down from 30,000 feet to 10,000, and ducked into a little cloud.”

Latham was at the back of the two-seater while Klaus Klause, who was then a 1st Lt., was in the front row. The flight leader and the other F-4 were being flown by Capt. Jim Tuck and 1st Lt. John Rabeni, both of the 366th Wing.

“As the MiGs tried to re-attack, we became daisy-chained; it was the B-66 with the MiG-21 behind it,” explained Latham.

It’s significant that the MiG pilots would have scored a great victory if they had shot down the EB-66.

“Jim Tuck was chasing that MiG, on his tail was the second MiG, and right behind him was me,” pointed out Latham.

A MiG-21 was too near and out of missile range behind Tuck. The adversary pilot had to move in order to gain some gap.

Flying the F-4C 63-7535 (Opal 02), Latham and Klause maneuvered into position to fire. When Latham used an AIM-9 to lock on to the MiG and got a good tone, he fired the missile, which burst close to the MiG’s tailpipe and forced the pilot to eject, as he explains “As the MiG started rolling into getting some space, I was able to get a lock on him and fire a Sidewinder that blew off part of his tail, and he immediately ejected.”

Col. (Ret.) Joe Latham, previously an F-4 Phantom pilot from Holloman Air Force Base, N.M., poses for a picture with an old photo as a first lieutenant in 1966, next to an F-4 adorned with his name Sept. 13, 2016, at Heritage Park, Holloman AFB.

Instead, the lead F-4C 63-7541 (Opal 01), piloted by Maj. Tuck and 1st Lt. John J. Rabeni, fired a total of three Sparrow missiles at the advancing MiG, as Latham describes “Tuck chased the lead MiG-21 and fired three Sparrow Missiles that didn’t hit him. But, at the very last moment, the lead MiG pilot ejected. It was later surmised that he had a compressor stall or something like that.”

After the operation, Latham learned that two additional MiG-21s had been misdirected while en route to the dogfight.

“The scary part for me was if the other two MiGs found us five minutes later, we would’ve been shot down, run out of fuel, and either captured or killed,” concludes Latham.

Photo by Master Sgt. Matthew McGovern / U.S. Air Force

July 20, 2021 0 comment

History

Photo showing the legendary Hughes XF-11’s second prototype shortly before its first flight

by Till Daisd July 19, 2021

written by Till Daisd

On July 7, 1946, on its initial flight, the prototype of the aircraft, tail number 44-70155, flown by Hughes, crashed

Howard Hughes piloted the second prototype of the Hughes XF-11 twin-boom aircraft on April 5, 1947, for its first successful flight, which included takeoff and a safe landing.

The Hughes XF-11 was a prototype military reconnaissance aircraft that Hughes Aircraft created for the U.S. Army Air Forces (USAAF).

It is noteworthy that on July 7, 1946, the prototype of the aircraft, tail number 44-70155, piloted by Hughes, crashed while taking off from the Hughes Aircraft Co. factory airfield in Culver City, California.

Because Hughes did not adhere to the testing plan and communication protocol, he stayed in the air for approximately two times as long as expected. The right-hand propeller controls started to fail an hour into the flight (after the onboard video recorders had run out of film), and as a result, the rear propeller’s pitch reversed, interfering with that engine’s thrust.

The airplane yawed sharply to the right as a result.

The USAAF account said that “It appeared that loss of hydraulic fluid caused the failure of the pitch change mechanism of the right rear propeller. Mr. Hughes maintained full power of the right engine and reduced that of the left engine instead of trying to fly with the right propeller windmilling without power. It was Wright Field’s understanding that the crash was attributed to pilot error.”

Hughes attempted improvised troubleshooting (including raising and lowering the gear) instead of feathering the propeller, flying away from his manufacturing runway in the process. He finally made an attempt to fly to the Los Angeles Country Club’s golf hole, but the aircraft abruptly lost altitude approximately 300 yards short of the fairway and clipped three homes. Hughes came dangerously close to losing his life when the third house caught fire.

In the 2004 film The Aviator, the crash is shown.

Photo by Edwards History Office file photo / U.S. Air Force

July 19, 2021 0 comment

History

Interesting footage about the gigantic B-36

by Till Daisd July 19, 2021

written by Till Daisd

The B-36 served as a significant deterrent to enemy aggressiveness despite never being employed in combat

You have the opportunity to discover more about the massive B-36 Peacemaker strategic bomber in the engaging video in this post.

The Consolidated Vultee (later Convair) B-36 was created in response to the U.S. Army Air Forces’ (USAAF) need for a strategic bomber with an intercontinental range. It was designed during World War II, made its maiden flight in August 1946, and in June 1948, the first operational B-36 was delivered to Strategic Air Command (SAC).

A number of B-36s were used as photographic reconnaissance aircraft, while yet more B-36s were modified to launch and recover specially modified RF-84F/K reconnaissance aircraft.

The B-36J’s six Pratt & Whitney R-4360 engines gave it a cruising speed of 230 mph, while its four General Electric J47 engines allowed it to reach a top speed of 435 mph for short bursts of speed (hence the phrase “six turnings, four burning”)

Nuclear or conventional bombs weighing 86,000 pounds may be carried by the Peacemaker.

More than 380 B-36s had been produced for the U.S. Air Force (USAF) by the time manufacturing ceased in August 1954, and the service switched to the all-jet B-52 in 1958–1959 to replace the B-36. The B-36 served as a significant deterrent to enemy aggressiveness despite never being employed in combat.

Source U.S. Air Force

Photo by U.S. Air Force

July 19, 2021 0 comment

Carriers

The Doolittle Raiders and the first U.S. airstrike on the Japanese Home Islands

by Till Daisd July 19, 2021

written by Till Daisd

The Doolittle Raid forced the Japanese to recall combat forces for home defense even though it only caused small damage, and it made Japanese citizens nervous

U.S. morale dropped in the spring of 1942 as a result of the frequent Japanese victories. A triumph was absolutely necessary for the nation.

According to the National Museum of the U.S. Air Force article, America Hits Back: The Doolittle Tokyo Raiders, Capt. Francis S. Low, a U.S. Navy submarine, came up with the plan to use medium bombers from the U.S. Army Air Forces (USAAF) flying from a U.S. Navy aircraft carrier to launch an attack against the center of Japan.

Gen. Henry “Hap” Arnold gave Lt. Col. James Doolittle, an accomplished pilot, and charismatic leader, the challenging assignment of preparing for and leading the attack (known as Special Aviation Project No. 1).

Lt. Col. Jimmy Doolittle accepts a medal from the skipper of the USS Hornet, Capt. Marc A. Mitscher. The medal, once given to a U.S. Navy officer by the Japanese, was wired to a 500-pound bomb for return to Japan “with interest.”

Doolittle joined the Army in 1917, became a flying cadet, and got his commission in 1918, according to the National Museum of the U.S. Air Force article Doolittle Raid. He was the recipient of the coveted Schneider, Bendix, and Thompson aviation awards in the late 1920s and early 1930s. In 1929, Doolittle created aviation history when he completed the first blind flight, relying on the aircraft’s instruments for takeoff, flying, and landing.

In 1940, as war seemed inevitable, he returned to active duty after leaving the Army Air Corps in 1930.

Map showing Doolittle Raid targets and landing fields.

The USAAF selected the B-25 Mitchell medium bomber for the task because it was the only available aircraft with the necessary range, bomb capacity, and short takeoff capability. The 17th Bombardment Group, Pendleton Field, Oregon, provided the B-25B aircraft and 24 crews of qualified volunteers.

The B-25s had to depart Japan at a distance of roughly 450 miles, bomb chosen targets in cities like Yokohama and Tokyo, and then fly 1,600 miles to friendly airfields in mainland China. The mission was dangerous since medium bombers had never flown from a carrier and the American Navy task force was in danger by entering enemy territory so far.

The aircrew chosen for the operation underwent training at Eglin Field, Florida, under the direction of Lt. Henry L. Miller, a Navy pilot from Pensacola Naval Station, who assisted them in learning how to take off within 300 feet, the maximum distance allowed on the carrier USS Hornet. In addition, the aircrew worked on cross-country and night flying, radio-free navigation, low-level bombing, and aerial gunnery.

Noteworthy because the Norden bombsight was ineffective at low altitudes, the pilot and armament officer for Doolittle’s group Capt. C. Ross Greening developed a replacement device, which is connected to the cockpit through the pilot direction indicator, allowed the bombardier to give the pilot aircraft turn directions without relying on voice communication.

Actually, these bombsights were produced by Eglin Field’s metalworking shops with $20 worth of supplies!

USAAF personnel load .50-cal. ammunition into ammo trays prior to takeoff from the Hornet as Navy personnel watch.

The crews finished their training by the middle of March and took a flight to San Francisco to board their 16 B-25 bombers on the recently constructed aircraft carrier USS Hornet.

Marc A. Mitscher, the commander of the Hornet, sailed for the covert mission on April 2, 1942, in broad daylight rather than at night because of an inexperienced crew.

The task force, under the leadership of Admiral William “Bull” Halsey, was about 650 miles from Japan when it came upon an enemy patrol boat at dawn on April 18, 1942.

Nobody was aware of whether it had radioed Japan a warning before being sunk.

Col. Doolittle and Admiral Halsey were faced with a difficult decision: postpone the raid or launch as scheduled and run the danger of running out of fuel. All 16 of Doolittle’s aircraft took off after he decided to launch an attack. When the Raiders arrived in Japan, they dropped their bombs on industrial centers, military bases, and storage areas for oil before departing over the East China Sea.

The Raiders were unable to reach their planned airfields as their fuel gauges began to decline. They all eventually crashed into China, bailed out, or dumped themselves in the water (one crew diverted to the Soviet Union). The Chinese people’s assistance allowed the majority of the Doolittle Raiders to successfully reach friendly forces (Japanese forces later executed as many as a quarter-million Chinese citizens in retaliation for this assistance).

After Japan’s numerous early wins, American morale plummeted, but when news of the attack emerged, it quickly recovered. Furthermore, even if the Doolittle Raid only did minimal damage, it made the Japanese call up their combat troops for home defense and instilled dread in the hearts and minds of the populace.

Admiral Yamamoto also gave the order for the disastrous attack on Midway Island, which was the tipping point in the Pacific War, in order to stop any further American airstrikes on the homeland.

North American B-25B Mitchell and Doolittle Raiders diorama in the World War II Gallery at the National Museum of the United States Air Force.

How this illustrious operation was carried out is explained in the video that follows.

Photo by U.S. Air Force

Source: National Museum of the U.S. Air Force

July 19, 2021 0 comment

Carriers

A video of the legendary F-14 Tomcat in action on the flight deck

by Till Daisd July 19, 2021

written by Till Daisd

The F-14 Tomcat was equipped with a powerful weapons system known as the AWG-9, which could support the AIM-54 Phoenix long-range air-to-air missile, to carry out the fleet’s air defense task

The awesome video in this post, titled “F-14: Defenders Of The Fleet,” will make any fan of the Tomcat cry.

The footage was shot during the era when the storied F-14A Tomcat controlled the flight decks of American Navy aircraft carriers as the main fighter for maritime air superiority and fleet defense interceptor.

The American teen-series fighters, which were created to combine air combat expertise against MiG fighters during the Vietnam War, were introduced with the Grumman F-14A Tomcat, as we have already explained.

Nevertheless, even though the F-14 was a capable dogfighter, the Tomcat stood out for its use in fleet air defense. The AWG-9, a potent weapons system that could support the AIM-54 Phoenix, which had an unheard-of 100-mile range and a small onboard radar to direct the missile to the target during the last phase of flight, was installed on the aircraft to carry out this operation.

So take some time and watch this clip with the most fierce fighter ever built, into action.

Anytime Baby…!

Photo by U.S. Navy

July 19, 2021 0 comment

Military

The first Japanese MV-22 OSPREY crew chief is Sgt. 1st Class Midsru Miyazaki

by Till Daisd July 19, 2021

written by Till Daisd

Miyazaki studied the ground service and knowledge portion of the Osprey in order to learn about the mindset necessary to become a crew commander

Currently conducting training with Marine Medium Tiltrotor Squadron (VMMT) 204 at Marine Corps Air Station (MCAS) New River, Sgt. 1st Class Midsru Miyazaki is poised to become the first person from Japan to command an MV-22.

“It feels great to be out here on his first flight, it’s a momentous occasion,” said Marine Staff Sgt. Andrew Davison, a crew chief assigned to VMMT-204. “I’ve heard great things about what Miyazaki [has] done during the classroom portion. I think he is going to have a lot to offer the MV-22 community.”

Miyazaki entered the military in 2002 to serve his country, as stated by Lance Cpl. Justin Roux in his article, “First Japanese MV-22 Osprey Crew Chief.“

Sgt. 1st CLASS MIDSRU MIYAZAKI WILL BE FIRST JAPANESE MV-22 OSPREY CREW CHIEF

“I’m so excited; I’m very honored to be here on the flight as the first Japanese crew chief,” pointed out Miyazaki.

Miyazaki studied the ground service and knowledge portion of the Osprey in order to learn about the mindset required to become a crew commander.

Miyazaki was the crew chief for the CH-47 Chinook in the Japanese Ground Self-Defense Force prior to this assignment.

“From what I understand with his history and his background, he is a prior crew member on another platform for the Japanese military,” pointed out Davison. “Having that experience and bringing it over to what he is learning to the MV-22 is going to be a great help for him as he moves on with the rest of his career and moving on to possibly be an instructor for the MV-22 on the Japanese military.”

To enable more training possibilities, Miyazaki emphasized the need of cooperation between the United States and Japan.

A statement was confirmed also by Davison who claims “I think it’s highly important to have a good relationship with other military branches. I think this is going to show the Japanese government what the MV-22 has to offer and I think this is going to work out really well.”

According to Miyazaki, there are not many differences between Japanese education and that of the Marine Corps.

“I want to bring back the experience, the spirit, and the knowledge for my education program,” he said.

Photo by Cpl. Jason Jimenez, Lance Cpl. Justin Roux Lance and Cpl. Miranda Faughn / U.S. Marine Corps

July 19, 2021 0 comment

Military

USAF will extend the F-16’s operational life to 2048

by Till Daisd July 19, 2021

written by Till Daisd

The F-16 Block 42-52 aircraft’s planned service life has been extended by the USAF to 12,000 equivalent flight hours

The U.S. Air Force (USAF) allowed Lockheed Martin to extend the F-16 Block 42-52 aircraft’s planned service life to 12,000 equivalent flight hours on April 12, 2017.

The aircraft’s initial design service life was 8,000 hours, therefore this adds another 4,000 hours to it.

The F-16 Service Life Extension Program (SLEP) structural upgrades, according to the company press release, will enable each aircraft to continue flying until 2048 and beyond.

The Block 40-52 fleet’s estimated service life costs were also decreased by the Air Force and Lockheed Martin, setting the way for decades of safe and economical F-16 flight operations.

“This accomplishment is the result of more than seven years of test, development, design, analysis, and partnership between the U.S. Air Force and Lockheed Martin,” explained Susan Ouzts, vice president of Lockheed Martin’s F-16 program. “Combined with F-16 avionics modernization programs like the F-16V, SLEP modifications demonstrate that the Fighting Falcon remains a highly capable and affordable 4th Generation option for the U.S. Air Force and international F-16 customers.”

The SLEP goal of extending the service life of up to 300 F-16C/D Block 40-52 aircraft is directly aided by the validation of the increased flying hour restriction. In fact, when U.S. and ally combat air fleets recapitalize with F-35 Lightning IIs through SLEP and related avionics improvements, USAF F-16C/D fleet may safely and efficiently reinforce the current fighter force structure.

In the upcoming months, a Military Type Certificate (MTC) will be submitted to the Air Force’s Technical Airworthiness Authority and sought as part of the F-16 SLEP’s Part II airworthiness process. This extra stage aims to confirm that the operating life of the F-16 can be further extended based on the results of the extended durability testing.

With 28 customers worldwide, the F-16 continues to establish itself as the most effective, combat-tested multi-role fighter aircraft in the world, according to Lockheed Martin. Actually, the F-16 Block 70/72, the newest and most advanced F-16 production configuration, combines capability and structural upgrades to create the most advanced F-16 production aircraft ever offered. The F-16V, the latest F-16 avionics upgrade configuration, includes numerous enhancements designed to keep the F-16 at the forefront of international security.

Photo by Senior Master Sgt. John P. Rohrer / U.S. Air National Guard and Senior Airman Chris Drzazgowski / U.S. Air Force

July 19, 2021 0 comment

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