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aviation

The Hollywood icon who rose to the rank of Air Force 2-Star general flying B-52s

by Till Daisd November 8, 2022

Jimmy Stewart, a skilled pilot, and a devoted patriot insisted on taking part in an airstrike against VC sites in 1966 by piloting B-52F 57-0149 on a mission

The B-52 provided crucial Cold War support by standing ready to fly atomic strikes against the USSR with a succession of increasingly more deadly weapons. It was built to form the core of Strategic Air Command’s nuclear deterrence.

Stratofortress aircraft were sent to Southeast Asia in 1965 and served as the mainstay of the USAF’s bombing campaign in Vietnam, Cambodia, and Laos. During Operation Arc Light in June 1965, the aircraft engaged in its first aerial combat over the Vietnam jungles.

Although the region’s first B-52s deployed were B-models, the B-52F, a superior variant, was the first to see combat service.

Even in 1966, the Vietnam War was divisive and not something a Hollywood actor focused on advancing his career could be considered to endorse too strongly. The B-52F deployment was therefore doubly pleased when a USAF Reserve brigadier general arrived at Andersen AFB as part of a two-week inspection tour, as described by Jon Lake in his book B-52 Stratofortress Units in Combat 1955-73. That officer was none other than Jimmy Stewart. In 1959, as his time in the USAF was concluding, he was promoted to brigadier general in the USAF Reserve.

When Jimmy Stewart flew B-52's in Vietnam: the Story of the Hollywood Star who became an Air Force 2-Star General

Stewart asked for a combat deployment during his two weeks of active duty in 1966, and he was accordingly despatched on an inspection tour of Vietnam, where his stepson, 1Lt Ronald McLean, had only recently died at the age of 24. Stewart, a skilled pilot, and a devoted patriot insisted on taking part in a bombing strike against VC sites while piloting B-52F 57-0149.

Stewart had a spectacular and illustrious military career, despite being best known to the general public as a Hollywood actor. He volunteered for service in 1940 after recognizing the approaching war clouds and joined the USAAC in March 1941, which was more than nine months before the Japanese attack on Pearl Harbor and the US’s entry into the conflict. Stewart, who was 33 years old and too old to be an aviation cadet, used his own aircraft—a Stinson 105—to accrue flight time until he was old enough to be admitted as an experienced pilot. According to the Army Air Corps doctors, the gangly Stewart was also underweight. He binged until he gained the ten pounds required to meet the Army’s minimal weight requirement.

Stewart, who had previously flown BT-13s as an instructor and later twin-Beeches and Boeing B-17s, was compelled to serve in overseas warfare and took great efforts to overcome government reluctance to put him in danger and avoid the propaganda responsibilities that were assigned to him.

Capt. Stewart, a B-24 pilot from Tibenham, Norfolk, who had been assigned to the 445th BG as the operations officer, led the unit during a 1,000-bomber attack against Berlin on March 22, 1944, before rising to the commander of the 703rd BS. After the 453rd BG sustained significant losses, Stewart was assigned to it. With him as operations officer and a new CO in charge, the 453rd’s proficiency rate on raids improved, moving it up the list of Eighth Air Force units from near the bottom to near the top.

In July 1944, Stewart was appointed full colonel and assigned as the 2nd BW’s chief of staff. In the spring of 1945, Stewart was promoted as the wing CO. Against targets such as Brunswick, Bremen, Frankfurt, Schweinfurt, and Berlin, he performed 20 bombing missions over Germany. His awards include the Croix de Guerre (with palm), two Distinguished Flying Crosses, a string of oak leaf clusters, seven battle stars, and an Air Medal. To maintain his reputation as an officer who was incredibly diligent, conscientious, and dedicated, Stewart took care to avoid being remembered for who he was before the war rather than for what he was doing in the military.

Stewart continued to take his duties as a member of the Air Force Reserve very seriously even after picking up his acting career again, making sure that he flew the B-36, B-47, B-52, and B-58. He had been a diligent study of bomber tactics and doctrine during the war and had become quite knowledgeable about and enthusiastic about daylight precision bombing. The respected brigadier general’s exposure to the carpet bombing of nearby targets in Vietnam must have surprised him somewhat.

B-52 Stratofortress Units in Combat 1955-73 is published by Osprey Publishing and is available to order here.

Photo by U.S. Air Force via This Day in Aviation and San Diego Air & Space Museum

November 8, 2022 0 comment

History

The F-111: A versatile aircraft that can handle any mission

by Till Daisd November 8, 2022

written by Till Daisd

One of the first things pilots always point out is that no matter how bad the weather, the F-111 will get you there. The reason for this is a variety of systems designed to ensure safety and success in all conditions.

The F-111’s radar system can scan through clouds, rain, fog, and snow to find threats. Ground-mapping radar helps pilots land safely on short strips or in difficult terrain conditions like mountains or jungles while terrain-following radar (TFR) keeps them safely above the ground at night or in low visibility conditions by keeping them at a fixed distance above the earth’s surface. A TFR also means that even if you’re flying at night and looking out your window all you’ll see is blackness so it can be disconcerting for some pilots who don’t have experience with this type of navigation tool since they rely on visual cues from outside their aircraft instead of relying on instruments inside their aircraft.

Being an aircraft whose performance is measured in terms of its purpose, it has been exceptionally well received by its users.
The F-111 is a versatile aircraft that can handle any mission. It is easy to fly, reliable, and easy to maintain. The F-111 was used for air-to-air combat during the Vietnam War, but it was also used for air-to-ground combat.

The F-111 has a crew of two and is one of the first aircraft to use terrain-following radar. It was designed as a supersonic bomber, but can also be used as a fighter bomber and even as a supersonic fighter bomber.

The terrain-following radar is a system that can be used by pilots to fly at extremely low altitudes. It works by keeping the aircraft at a constant distance from the ground, thus allowing pilots to fly under clouds and avoid enemy radar detection or missiles. A pilot would use this feature when flying over enemy territory at night, where visibility is limited by cloud cover or darkness.

The F-111 was designed by General Dynamics (now Lockheed Martin). The original plan called for four different versions of this plane: F-111A Tactical Bomber, F-111B Smaller tactical bomber with less range and payload, F-111C Intermediate-range fighter designed for air defense roles, and lastly an Advanced Tactical Fighter that would replace all other versions in service.

This plane had several design flaws which made it difficult to operate including a lack of room inside the cockpit where pilots had limited visibility due to lack of space between seat backs!
Terrain Following Radar or TFR is an onboard system that allows a pilot to fly at extremely low altitudes by measuring the terrain below and displaying it on a screen for him.

The radar feeds information on the height, shape, and slope of the ground directly under the aircraft. This enables the pilot to fly the plane at very low levels without having to look out of his cockpit window, thereby greatly reducing his exposure to enemy fire. In addition, as he flies in this manner, he can keep himself well below cloud cover so that he cannot be detected by enemy radar or missiles.
This allows him to fly under cloud cover and avoid enemy radar detection and missiles.

You may have heard of low-level flights before. It’s a type of flight where aircraft fly at very low altitudes, usually less than 200 feet above ground level.

Low-level flights are used when enemy radar and surface-to-air missiles are expected to be present, as these threats can be avoided by flying at such low speeds and altitudes. The F-111 is able to fly at these altitudes with no difficulty because of its powerful turbofan engines—which give it an advantage over slower aircraft that might not have been able to achieve the same speeds without stalling or running out of fuel.

It is also equipped with electromagnetic interception gear which locates enemy anti-aircraft and missile guidance radars and gives a warning to the pilot so that he can take avoiding action. This is an important feature in a combat aircraft. The F-111 has a computer that detects the source of electromagnetic radiation and calculates the bearing and distance to it. The pilot can then avoid action by turning away from this source of electromagnetic radiation.

The F-111 carries a sophisticated navigational system that will enable it to find its way back home even when there are cloud banks over large areas or when airfields have been bombed out of operation by enemy aircraft or missiles. This navigational system enables the F-111 to attack targets without any visual reference points such as cities, towns, lakes, or rivers as landmarks for navigation purposes. Besides all this, it has two engines and an internal bomb bay which allows it to refuel mid-flight without needing an external source.
In addition to being able to fly at supersonic speeds and carry weapons, the F-111 can also serve as a reconnaissance aircraft or even as a tanker for other planes during combat missions!

The F-111 is a versatile aircraft that can handle any mission. It’s capable of flying in any weather conditions and at low altitudes, which means it has a wide range of capabilities. The aircraft can fly fast and far, making it ideal for both close air support missions and long-range bombing runs. No matter how far or how high you need to travel from your base of operations, the F-111 has got your back!

From North Vietnam to Serbia, the F-111 was fruitful in its lifetime. Furthermore, its capabilities cannot be matched by newer designs in the US’s arsenal. While its ability as a bomber is still unrivaled, other UAVs perform better when taking on the reconnaissance aspects of the mission. All this proves that it is still a viable weapon today, with many supporters from both supporting and line forces in the USAF. With its impressive capabilities and history at just 27 years old, it is unlikely the F-111 will ever be decommissioned by the USAF or RAAF anytime soon, even with newer drones coming into service.

The F-111 aircraft experienced various technical and operational problems but managed to serve with distinction until the A variant was retired in 1998. It formed an essential part of the US Air Force’s power projection capabilities for three decades, and it continues to form an important part of the Brazilian Air Force’s fleet to this day. Despite its age and numerous design flaws, the F-111 is still used efficiently and effectively in a variety of roles. With support from NASA, its capabilities are set to increase even further in the near future.

November 8, 2022 0 comment

History

CVW-17 crewmembers aboard USS Nimitz reproducing a Grumman Avenger photo

by Till Daisd November 7, 2022

written by Till Daisd

The original 1943 image, which is shown here, illustrates that it took roughly 90 persons to launch one Grumman TBF-1 Avenger

The interesting photo in this post is a reproduction of a CVW-17 photograph taken on board the USS Nimitz and features a F/A-18C Hornet from VMFA-323. The original image (bottom) shows CVE-11 displaying a Grumman TBF-1 Avenger and was taken in 1943 while the USS Card was an aircraft carrier.

The original 1943 image, which is shown here, illustrates that it took roughly 90 persons to launch one Grumman TBF-1 Avenger. Can you estimate the number of people required to launch a single F/A-18C Hornet into the air?

Check out this image of CVW-17 Sailors aboard USS Nimitz recreating a 1943 photo featuring Grumman Avenger aboard USS Card

Photo by U.S. Navy via U.S. Naval Air Forces Facebook Page

November 7, 2022 0 comment

History

The B-36: Why this aircraft is still important today

by Till Daisd November 7, 2022

written by Till Daisd

The B-36 was a strategic bomber and the first to be able to deliver nuclear weapons. It was designed during World War II and played a major role in the Cold War, even though it only saw limited service before being replaced by the more capable B-52 Stratofortress.

The B-36’s design began as early as 1940 when engineers at Consolidated Aircraft Company began developing what they called a “super bomber.” The new plane would be capable of flying long distances without refueling, carrying heavy loads while flying high enough to avoid enemy fire, and dropping bombs on heavily defended targets with precision accuracy.

It wasn’t until after World War II ended that the U.S. Air Force began building these planes in earnest (the first three prototypes were built at Boeing’s Wichita plant). When they entered service in 1948, they were some of the largest aircraft ever built—four times heavier than any previous bomber—and could carry 15 tons of bombs over distances that exceeded 3,000 miles (4609 kilometers).

In addition to its military application as an offensive weapon against Soviet Union territory or Japanese cities after World War II had ended (nuclear weapons weren’t ready yet), designers also hoped that these planes would allow America’s allies around the world to defend themselves against Soviet aggression after World War II ended but before America could send troops over there to help them out directly from bases within those countries’ borders themselves.

The B-36 was created to bomb cities from the air at unprecedented ranges. It was designed during World War II, and it remained in service for over 30 years after that. In fact, the last B-36 was retired in 1959—a full decade before the first commercial flight of the Boeing 747, which is often touted as having been “the largest passenger plane ever built.”

The B-36 had a wingspan greater than 230 feet (70 meters)—longer than any other heavy bomber until the advent of the Airbus A380! The plane could carry a payload of approximately 40 tons (88,000 pounds) or up to 10 nuclear weapons—depending on which version you were considering.

As you might imagine, the B-36 had a wingspan of 185 feet (56 meters). That’s not particularly large compared to today’s aircraft. The Airbus A380, with its 208-foot wingspan (63 meters), is longer than the B-36, but it wasn’t until 1991 that anyone built a plane with only a slightly greater size: The military variant of the Boeing 747-400 has a 228-foot wingspan (69 meters).

The sheer scale and power of this aircraft were also unprecedented for its time—it made history as America’s first jet bomber and first jet transport plane. But these were far from its only accomplishments or attributes.

The B-36 was also:

The first airplane to exceed 100 tons in weight
The first airplane able to carry over 20 tons of bombs

The B-36 was designed to launch in the United States and strike anywhere in the world, though it did not have a refueling system. It was the largest heavy bomber ever built at 400 feet long and with a wingspan of 230 feet. This made it more than twice as large as any previous bomber. The B-36’s predecessor, the B-29 Superfortress had been a key component of World War II and continued service afterward, but this aircraft could not fly as far or carry as much weight over long distances due to its smaller size.

When sufficient nuclear weapons were produced, the plane fell out of favor as a missile system became possible.

The B-36 was replaced by the B-52 because it had a refueling system that allowed it to refuel over water rather than the land where it would have been vulnerable during an attack or crash landing attempt. This allowed for greater range while carrying out strategic missions such as bombing raids on Soviet cities like Moscow or Leningrad (present-day St Petersburg), which were within range of these cities from bases in Alaska and Greenland respectively but outside of range from bases further south due to mainly due logistical constraints stemming from how long planes could fly without needing fuel refills before returning home safely back home again!

The B-36 was the first plane to have a pressurized cabin, radar system, turboprop engine, and nose wheel. These innovations set the stage for future planes like the Boeing 707 that would revolutionize global travel by introducing commercial jet service in 1958.

The B-36 aircraft was a formidable weapon in its time. It was the first truly intercontinental bomber to be used by the United States and it helped give America the edge in the recently concluded Cold War. Many other planes have been developed since but none of them have stuck to the original design philosophy of carrying massive payloads while still offering an unprecedented range of over 10,000 kilometers. This makes it ideal for patrolling large swathes of territory or just conducting surveillance on a larger scale than ever before. And although there are no active B-36 units currently operating in the United States Air Force, there is one that is still capable of carrying out reconnaissance missions today. It is known as Cactus 15 and is currently located at Schriever Air Force Base in Colorado.

November 7, 2022 0 comment

History

The XF-84H: A plane that never saw combat

by Till Daisd November 6, 2022

written by Till Daisd

The XF-84H was a turboprop fighter plane developed in the early 50s that caused such bad headaches among pilots they never went into combat, despite being the first airplane with a vertical take-off ability.

The headache had to do with the plane’s twin engines, each of which produced about 8,000 pounds of thrust. In other words, when one of them failed during takeoff or landing (and they did), you were in big trouble.

In fact, pilots were so worried about their headaches that only test flights were flown by Air Force test pilots and Lockheed test pilots. Lockheed Martin is responsible for designing and building many military aircraft including fighters like the F-16 Fighting Falcon and bombers like B2 Spirit Stealth Bomber.

The XF-84H was a twin-engine propeller plane with twin contra-rotating propellers, which were located at the end of both wings. The propeller is a rotating wing that pushes air, creating lift. The XF-84H had two propellers: one on each wing. Each of these was connected to its own engine, so they turned in opposite directions from each other. This meant that the aircraft could use both engines at the same time but only have one propeller spinning—this helped balance out its weight distribution and made it easier for the pilot to fly.

The turboprop engine also contributed greatly to this balancing act by creating thrust using a turbine engine instead of pistons like most internal combustion engines have done since cars were first invented over 100 years ago! In short, these turboprops allowed both engines to work together when flying at high altitudes (like how airplanes do today), while also allowing them complete independence once they landed on earth again.

The XF-84H had an astounding rate of climb, being able to ascend over 20,000 feet per minute. This was far more than any other fighter plane at the time. It was also faster than any other plane with a similar weight and engine power.
Due to its powerful engines and propellers, flying the XF-84H was challenging as well as dangerous.

In addition to being loud, the XF-84H was difficult to control. The plane vibrated a lot and it required constant attention from the pilot. Flying on this plane was very dangerous, which is why it never saw combat. During takeoff, you had to make sure that you didn’t get too close to another aircraft or any other object before taking off, or else there would be major issues with control of the aircraft. If something did happen while taking off, such as losing an engine or spinning out due to turbulence in the air (or even just because of human error), then it could cause serious problems for your landing approach and even lead up until touchdown since everything would be moving so fast then!

The XF-84H flew first on July 22, 1955. The plane was a twin-engine propeller plane that used a unique system of contra-rotating propellers that were located at the end of both wings. This allowed the XF-84H to have more usable space on top of the wings for fuel and armaments.

One of the top concerns about the XF-84H was its noise level and intense vibration. It was so loud that it was almost unbearable. The XF-84H could be heard from miles away, and the noise level made it hard to even think straight. It was so bad that pilots had to wear earplugs at all times in order not to damage their hearing. The vibration was so intense that it could cause permanent damage if the plane flew high enough for too long, which meant that training flights were limited and pilots weren’t allowed near-supersonic speeds while flying this beast of a fighter jet.

Despite its impressive capabilities, the XF-84H was never considered for combat use by any branch of military service due to safety concerns. In addition, one of the main problems with this aircraft was that while it could fly at speeds up to Mach 1.1 (1,100 mph) and at altitudes up to 50,000 feet (15 kilometers), it could not land safely at these speeds or heights. This meant that if an emergency landing became necessary during flight testing or in combat situations—which often occurred when planes were shot down—the pilot would have needed both an experienced ground crew and equipment such as fire trucks ready on the runway in order to be able to safely touch down their plane without crashing into other aircraft or buildings on the ground.

Despite its problems, however, McDonnell Aircraft continued to tinker with the design for several years after 1955 because it had demonstrated some interesting technology that might have military value.
The XF-84H was a radical design that featured a delta wing and swept-back horizontal stabilizers. The engines were mounted on the fuselage, rather than under the wings, which allowed for a more streamlined design with less drag.

Pilots often had problems with spinning out during takeoff or landing because they couldn’t see directly ahead themselves. They also had trouble seeing other planes coming up behind them because their view was blocked by the nose cone of their own plane!
Not only did this make flying difficult; but it also made maintenance difficult too! While other planes feature removable engine cowlings (the part covering around an engine), these were riveted into place on F-84Hs so that technicians would have no choice but take entire chunks out of them when performing maintenance work—a cumbersome task that could take hours if not days depending on how much damage there was!

Additionally, while flying in formation with other aircraft, pilots had difficulty keeping their aircraft within arm’s reach of one another because of their short wingspan; this meant that if you wanted to fly alongside a friend or colleague in an XF-84H, you would need either a very long arm or a really good camera phone!

The XF-84H was a unique aircraft, with several design features that made it one of the most dangerous planes ever built. It was also one of the fastest and had the highest rate of climb. Built by Northrop in 1954, it was tested out by the U.S. Air Force in 1955. Although these tests seemed to have been successful, they were actually very dangerous and difficult to maneuver because of inherent instability in its design—a design flaw that led to several crashes during testing flights over Edwards Air Force Base. The plane never saw combat and had a short career as a test aircraft before being retired after only four years on active duty for flying purposes.

It seems that the XF-84H is doomed to the same fate as many experimental aircraft: sitting in storage for years, only to be briefly taken out and put on display before being stored away for good. It has been on display for much of its life, appearing at airshows and museums across the United States. But when will it be retired? The Wright-Patterson Air Force Base’s website hasn’t had any recent information on it. As a relatively minor footnote in history, it seems unlikely that we’ll ever see this plane back in action again.

With that in mind, many would jump at the chance for a second look at the design, and the XF-84H would never be more relevant than it is today. The XF-84H may never set the skies ablaze with its production model, but I hope that it can still serve as inspiration for any future aircraft designer.

November 6, 2022 0 comment

An 124 RA 82028 in formation with Su 27 09 May 2010

History

The AN-124: from Russia with love

by Till Daisd November 5, 2022

written by Till Daisd

The Antonov AN-124 Ruslan (Ukrainian: Антонов АN-124 Руслан) (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed by the Antonov design bureau in the Ukrainian SSR within the Soviet Union during the 1980s. It is powered by four turbofan engines and is the largest military transport aircraft in the world. The first prototype, designated Skhval (Russian: Схвал), flew on 22 December 1982.

The AN-124 is the largest military transport aircraft in the world, capable of carrying a payload of up to 250 tons. It’s also the world’s largest commercial aircraft.
It was designed for airlifting heavy cargo and troops along with paratroopers and equipment. In fact, during its first flight in 1984, it even carried an entire Soviet Army battalion!

It has a range of over 6,000 miles and can carry every conceivable type of cargo—from motor vehicles to passenger modules to prefabricated structures and even entire trains.
The AN-124 was designed as an airlifter for military use, but it was never used in this role because there were no orders from anyone who could afford to purchase these large airplanes. So Antonov decided to make them available for civilian use instead.

Today there are more than 70 AN-124s in operation worldwide; most are operated by Russian airline Volga-Dnepr Airlines (VDN). VDN operates 13 An-124s on charter flights around the globe transporting everything from cars to satellites — its largest aircraft ever transported weighs 400 tons and measured almost 50 feet long!

Antonov Airlines is a Ukrainian airline, with a fleet of AN-124s and AN-148s. It is the leading heavy lift and charter carrier in the world and has flown everything from oil drilling equipment to fighter jets.

A great deal of cargo is delivered long distances. The AN-124 can carry up to 25 standard shipping containers and has a range of 5,000 kilometers (3,100 miles). It was designed to deliver freight to remote locations that are difficult to reach by road or rail. Because it is so large and heavy, the AN-124 can land on runways as short as 3 kilometers (2 miles), which makes it ideal for airports with limited space.

The AN-124 was first manufactured in 1991 and was originally designed for military purposes. The aircraft has been modified several times over the years and there are two different models: AN-124-100 & AN-124-100M-150.

The original version of this plane, known as the AN-124-100, carries 100 tons of goods and has a wingspan of 41 meters (135 feet). This model had its maiden flight in 1990 but production stopped after only 10 were built because they were not profitable enough due to high operating costs.

The upgraded version of this plane—known as the AN-124M1—was introduced into service in 2002 with many new features including updated engines that allowed it to carry heavier loads while reducing fuel consumption by 30%. The original design called for 150 tons but due to safety concerns about exceeding maximum takeoff weights and an inability to safely taxi on some runways at desired operational speeds, maximum payload capacity was reduced again by 20% (i.e., down from 150 tons). This model also changed how cargo could be stored inside so as not to block passengers from seeing out their windows during flights since all cargo holds are located beneath passenger cabins; therefore having any obstructions inside would prevent them from seeing outside!

AN-124 is part of the An-124 family, which also includes:

AN-124-100M – This is the basic long-range version of this aircraft.
AN-124-100M2 – This is a much larger version than the original with 5 engines instead of 4 and has a payload capacity of up to 150 tons (300,000 pounds).
AN-124-100M3 – This model has two additional engines and can carry up to 170 tons (350,000 pounds) payloads. It also has an increased wingspan that allows it to fly at higher altitudes without losing as much fuel efficiency as other planes from this class do when flying at altitude for extended periods due to lower air density at higher altitudes than lower ones.

In 1986 the Antonov AN-124 won the 1st Place “ATW Airline Industry Achievement Award” in the category of “Most Outstanding New Product”.
The Antonov An-124 Ruslan holds the absolute world record for an airlifted single item of 185 tons (407,844 lb).
The AN-124 is a Soviet and Ukrainian strategic airlift aircraft. It was originally designed by the Antonov Design Bureau in the late 1970s as a response to the American Lockheed C-5 Galaxy. The Ruslan is powered by four turbofan engines and has an operational range of 2,000 km (1,240 miles). The AN-124 holds the absolute world record for an airlifted single item of 185 tons (407,844 lb).

The first flight took place on December 29, 1982, at Kiev Filonovo Airport with Valery Vostrotin piloting its maiden flight. Production was suspended with only ten units built due to a lack of orders from customers; however, production resumed in 1999 after several modifications were made including new engines and updated avionics systems.

The AN-124 has been used to transport all sorts of large cargo, including locomotives and space shuttles. It was the only aircraft that could transport a space shuttle across the Atlantic Ocean.

The AN-124 is a great plane for transporting heavy cargo long distances at a low cost.
It’s best to think of the AN-124 as an airborne freight train, with one important distinction: it can carry more than twice as much as any other cargo plane in its class. It’s also faster, capable of cruising at 565 mph (910 km/h), which makes it ideal when you need to move something quickly and cheaply—say, if you’re delivering supplies after an earthquake or flood has devastated an area with damaged infrastructure and few resources available to aid those affected by such events.

While it may be big and heavy, it’s also one of the best at doing what it’s designed to do: carrying huge loads long distances. This plane has moved some of the largest things ever created by humans, including a space shuttle and one of the world’s largest cruise liners.

While the AN-124 has suffered during the collapse of the USSR and subsequent years as a result of infrequent usage and lack of development, today this is changing. With Russia’s renewed financial commitment to building their own aircraft, including the Beriyev A-60 (an advanced airframe built on the skeleton of the AN-124), the AN-124 will continue to soldier on. While it may not be produced anymore in its original form, the AN-124 will undoubtedly see continued production and usage within or on behalf of its Russian owners.

The AN-124 is still a popular aircraft and is used frequently by many airlines. While Western use of this aircraft has diminished, it is still in use by people looking for large loads at reasonable rates. It will be used for years to come if it can find the right customers. Russia had a plan to sell more of them as well, but those plans have been stalled due to sanctions that were placed on Russia after it annexed Crimea. The AN-124 may get a new lease on life or become an international plane if those sanctions are lifted.

November 5, 2022 0 comment

History

The XB-70: Its legacy in aviation today

by Till Daisd November 4, 2022

written by Till Daisd

The XB-70 Valkyrie was a planned supersonic bomber that became known as a “technology demonstrator”. Its main descendant is the B-1 Bomber, and its technology has been used for civilian aircraft.

The XB-70 is a supersonic bomber that was never used. It was built in the 1960s by North American Aviation and Boeing, and it is one of the most iconic planes in aviation history.
The story of this aircraft involves many other events, too, including the Vietnam War, which helped shape how it was designed and built; Project Have Doughnut, a secret operation to detect Soviet nuclear tests from high above Earth’s atmosphere; and Project Bullet, another secret operation to develop an unmanned hypersonic reconnaissance aircraft (which became known as D-21).

The Valkyrie was a prototype, which meant it was used to test new technologies. The Air Force wanted the plane to be a high-speed bomber, but they also wanted it to have the capabilities of a long-range bomber and high-altitude bomber.
The XB-70 is significant because of its role as an experimental aircraft—it helped test innovations in airframe design, flight control systems, and engines that would later be used on future military planes and civilian jets.

The XB-70 Valkyrie was never used in combat. It was a prototype, and the Air Force only used it to test the plane. The plane’s engines were not powerful enough to carry bombs or missiles, so they could not be used for any military purposes like carrying weapons of mass destruction (WMDs) or dropping them on an enemy.

The XB-70 was retired in 1969 with a career spanning only five years. It was retired because it was too expensive to operate and maintain. The Air Force could not justify the operational costs of having the bomber flying all over the world, so they decided to retire this unique aircraft instead.

The XB-70 was first used as an experimental prototype for high-speed flight technology and military concepts. These included vertical take-off and landing; supersonic cruise at high altitudes, low speeds, and subsonic speeds; air refueling capability at supersonic speeds; a large payload capacity; high survivability; crew comfort during prolonged flights (including ejection seats); low noise signatures from inside and outside of the aircraft’s fuselage when carrying weapons loads or fuel tanks (for longer range missions).

The XB-70 Valkyrie was not the only plane to be built off of its legacy. Two other aircraft were also built based on this research: the B-1 Lancer and the F-111 Aardvark. The B-1 is still in service today, as are many other planes that were built off of its design.

As a testament to how much of an impact the XB-70 Valkyrie had on aviation, many technologies used in the XB-70 are still used today. This includes its use of titanium, which is 30% stronger than steel and lighter than aluminum. Titanium is also useful for its heat resistance, allowing it to be used in aircraft applications.

The XB-70’s legacy in aviation can also be seen in how it influenced other aircraft designs. The B-1A Lancer bomber (which entered service in 1986) was heavily inspired by the Valkyrie, with its wide fuselage using many similar design elements and proportions as the XB-70s did. And while the space shuttle orbiter required modifications so that it could land vertically at Edwards Air Force Base after its maiden flight (it lacked vertical thrust), this wouldn’t have been necessary if not for test flights with similar planes like the Bell X-5 – a predecessor of sorts for both projects!

The XB-70 was the first supersonic bomber, the first all-jet bomber, and the first bomber to use afterburners. It also used variable-sweep wings for high-speed performance and low drag at low speeds. These features were later adopted by many other aircraft including U.S., Russian, British, and Chinese military planes as well as commercial airliners like Concorde and Boeing’s 787 Dreamliner (the latter using a variant called “swing-wing”).

The XB-70 Valkyrie program may have been short-lived, but its impact is still felt today. Several planes have been built off of it, including the B-1B Lancer and the Rockwell B-1. The XB-70 was the first plane of its kind to reach Mach 3 speeds, and it paved the way for other planes to break that barrier as well. Its ability to inspire a generation of engineers has led us into a future where speed is no longer out of reach.

Reviewing the history of the XB-70, and more importantly, the people involved provides insight into the forces that moved both aviation and science forward. The XB-70 is evidence of the passion and dedication one can have to push the bounds of possibility, regardless of what anyone else says, but while being cognizant of all that technology and past achievements can provide. It is difficult to imagine a time when aviation technology was so fragile that it could be brought down by a single accidental spark. Wherever scientists go in the future, they will remember this lesson.

From the mere existence and design of the XB-70, a complex and interesting story emerges, one which we can learn from today. The boldness of its conception, the exorbitance of its procurement, the problems and intricacies of its design, and its ultimate triumph—are all things that have much to teach us about aircraft development in the Cold War United States.

November 4, 2022 0 comment

Carriers

The worst aircraft carriers

by Till Daisd November 4, 2022

written by Till Daisd

The most complex navy vessels at sea, possibly except for submarines, are aircraft carriers. Carriers must operate a fleet of planes securely in addition to the usual issues of warships, which are frequently challenging in and of themselves.

Carriers are among the most effective and lethal of warships, despite these difficulties. Major naval countries are still building these ships today, 100 years after the first carrier designed specifically for the purpose was laid down, HMS Hermes. There have been a few CV designation blunders, as not everyone does aircraft carriers right.

The majority of these ships date back to the early days of naval aviation, before duties and missions were well defined, and when the building technology was still in its formative years. Some were perfectly good ships that were rendered awful by inadequate training, maintenance, or aircraft, while others were badly planned by late entrants into the aircraft carrier game.

Hyuga and Ise

Japan launched two new Ise class battleships during the First World War. Ise and her sister ship Hyuga each had a length of 640 feet and a weight of 29,990 tons. The two ships were each armed with twenty 5.5-inch guns, four 3-inch guns, and twelve 14-inch guns set in six turrets of two guns each.

The primary belt of steel armor on each battleship was twelve inches in height, tapering to three inches at the extremities. Up to 2.5 inches of deck armor covered the main guns, which were shielded by eight inches of armor.

Imperial Japan suffered a catastrophe in the Battle of Midway, losing four top-tier aircraft carriers that helped guide American aviation strikes. The two battleships’ transformation into battleship carriers was decided. Large battleships have been turned into aircraft carriers by both Japan and the United States, although this usually happened early in the building phase, far before the ships were finished.

Japanese officials hastily added as many aviation capabilities as they could to the two outdated battleships. The two stern main gun turrets were removed during the alteration, leaving the ships with just four turrets housing two guns apiece. A short flight deck was then built in their stead.

Each ship was built to accommodate up to 24 airplanes. The anti-aircraft armament of the ships was considerably improved, especially with anti-aircraft rockets. By the fall of 1943, the conversions were finished. The resulting “battle carriers” were disappointingly composed of a battleship and a carrier. Battleships and aircraft carriers clearly served quite distinct purposes by 1943.

Both Hyuga and Ise could contribute a small number of planes if assigned to a carrier force. They were given a battleship force, but they lacked sufficient guns to be of much use. The two ships’ meager air wings were never able to perform to their full potential because, by the time the conversions were finished, Japanese naval aviation was in a fatal spiral due to a shortage of experienced pilots, aircraft, and fuel.

Shinano

The American Lexington class was one of many early battleships and battle cruisers that were successfully converted to aircraft carriers. The transformation of Shinano, one of the biggest battleships ever, into a vessel that was somewhat similar to an aircraft carrier but not quite one, was not.

As the third ship in the renowned Yamato-class battleships, Shinano first appeared. Construction on Shinano slowed down in 1941 and into 1942 after it was put down at Yokosuka Naval Yard in May 1940. The Imperial Japanese Navy revised its strategy during the Battle of Midway and started converting Shinano into an aircraft carrier.

Navy authorities disagreed over Shinano’s final design; one side asked that she be equipped like a true aircraft carrier. With her overall length of 872 feet—50 feet longer than the Essex-class fleet carriers of the United States Navy—had she been so, she would have been the largest carrier in the entire globe.

Another group wanted Shinano to be outfitted as a support ship for other carriers, bringing fuel, ammunition, spare planes, and other supplies for Japan’s carrier fleet. Shinano wouldn’t take part in the battle and wouldn’t even have a place to keep her own aircraft.

A compromise was eventually reached in which the ship would support the rest of the carrier fleet while also transporting 47 fighters for her own defense. Design and the realities of battle doomed Shinano. She was essentially useless as a self-defense-only aircraft carrier, and her usage would have been restricted by a shortage of staff and aircraft.

She was a white elephant as an aircraft carrier support ship because there weren’t many carriers left to support her. She would have been little more than a target for American carrier-based aviation if she had traveled outside of Japan. Shinano was never given the chance to show how useless she is in battle. The USS Archerfish torpedoed her five hours after she departed Yokosuka Naval Base for sea testing. On November 29, 1944, at 10:17, she turned over and drowned.

Admiral Kuznetsov

Kuznetsov, the Soviet Union’s first and only real aircraft carrier completed during the Cold War, was a development of the Kiev-class carriers. At the Nikolayev Shipyard in what is now Ukraine, work on the ship started in 1981. In 1990, during the latter years of the Soviet Union, Kuznetsov was appointed, and Russia later acquired him.

Due to a lack of funding, the carrier was neglected in the early 1990s, and from 1996 to 1998 it underwent an extensive overhaul. Only six maritime patrols were undertaken by her between 1991 and 2015. As Russia’s sole carrier, Kuznetsov should be decommissioned because he is getting older, but that is unlikely to happen very soon.

The ship’s propulsion system was problematic until recently, and in 2009 an electrical system issue resulted in a fire that claimed the life of one sailor. The ship’s hangar was inadequate and in desperate need of new arresting equipment and electrical modifications. In the spring of 2018, the sole carrier of Russia entered drydock for a prolonged repair.

Most of these problems were supposed to be resolved during the three-year refit, however funding for the project was reduced in half, and numerous modifications were put on indefinite hold. When Kuznetsov was floating out in October 2018, Russia’s PD50 drydock sank, causing damage to the carrier. Russia continues to maintain that the refurbishment will be finished as planned in 2020.

Chakri Naruebet

Although it is becoming more and more crowded, Thailand previously owned the only aircraft carrier native to East Asia (apart from the 7th Fleet). The HTMS Chakri Naruebet is a typical light carrier and a versatile platform for duties ranging from maritime law enforcement to disaster assistance.

Budget cuts and a shortage of replacement components have made this once-powerful naval weapon into a mere shell of its former self. The Thai royal dynasty was honored in the name of Chakri Naruebet. The design was based on the carrier of the Spanish Navy and was built by Spain’s Bazan Shipyards.

Principe de Asturias

The Thai carrier, which is 597 feet long and can carry 11,400 tons, was put into service in 1997. Nine Harrier jets with vertical takeoff and landing capability were initially installed on her, however, they are no longer operational because of a lack of replacement parts. The surviving “wing” of Chakri Naruebet’s air force comprises four SH-60 Seahawk helicopters.

The fact that Chakri Naruebet was constructed with accommodations befitting a king—in this case, the Thai king—led to its moniker as “The World’s Largest Royal Yacht.” The Thai Navy seldom ever sends her out to sea due to budget shortages.

November 4, 2022 0 comment

History

The Me-163 was the first aircraft to use rocket propulsion

by Till Daisd November 3, 2022

written by Till Daisd

The Messerschmitt Me-163 Komet was the first rocket-propelled aircraft to enter operational service by any country in the world. Developed by Alexander Lippisch during World War II, it is one of the most innovative and radical fighter designs ever built. This is its story.

The design of the Me-163 was started in 1936 by famed designer Alexander Lippisch. Lippisch was a German aeronautical engineer and professor at the Technical University of Aachen. He had previously designed delta wing aircraft, and he would later go on to design the Messerschmitt Me 163 Komet rocket fighter plane. The Komet was powered by a pulse-jet engine which didn’t give it very good range or speed but made up for it with its maneuverability.

The Me-163 was built with a short-span wing to reduce drag and improve performance. It entered service with the Luftwaffe in July of 1944 and was designed to intercept the Allied heavy bomber formations raiding Germany. This aircraft was the first aircraft to use rocket propulsion, and it was one of the most advanced German aircraft ever built. Its unique appearance made it instantly recognizable on both sides of World War II’s Western Front.

The Me-163 was designed as an interceptor, to attack enemy aircraft at high speed. It had no onboard radar or radio equipment. This meant that it could not be used as a long-range fighter. The Me-163 was light and small, with a high power-to-weight ratio, which meant it could fly at very high speeds and was agile in the air.

The development of a successor, the Ta-183, began in October 1944 but was not completed by the end of the war. The Ta-183 was a derivative of the Me-163, with an emphasis on high-altitude performance for intercepting B-29 Superfortresses. It had a redesigned fuselage and wings and was powered by an improved Walter HWK 109-509 A2 rocket engine. The first flight took place on 23 December 1945, with further test flights until June 1947, when construction stopped due to problems with the engine.

Lippisch’s ideas for advanced delta-wing designs led him to be recruited by Curtiss Wright and he became an American citizen in 1956 to work for Curtiss Wright. He continued developing his delta-wing designs, which led to the F-102 Delta Dagger supersonic interceptor which would later be used as a basis for North America’s F-107 delta-wing fighter aircraft.

A follow-on to the Me-163 Rocket interceptor, called the Messerschmitt P.1202 design featured a more conventional fuselage and twin turbojets mounted side by side behind a swept-back delta wing.
The P.1202 had a retractable tricycle landing gear, but it also carried two nose wheels that retracted into the fuselage at high speeds, like in other rocket aircraft of its era.

The development of rocket-powered fighter aircraft has allowed the exploration of a new way of aerial warfare. These rockets have been developed for use in many different applications including space exploration, weapons systems, and guided missiles. They have also made it possible to build the fastest airplane ever flown.

A museum dedicated to the Me-163 in memory of former pilots is located on the site of the former Neuburg Air Base on the outskirts of Hörsching in Austria. The museum is open Monday to Sunday from 10 a.m.to 6 p.m., April through October, and on weekends, 11 a.m. to 6 p.m., November through March. Between February and November, before 3 p.m., visitors may speak with one of the guides via phone or Skype for an additional fee of five euros per person.

Automatically, a red light came on when the plane was launched from its platform on the ground and a green rounded out when ready for takeoff. The plane needed only 27 feet to take off and could go 1300 mph. The British Buggs Bunny and American planes would run into this plane and explode on impact. The plane couldn’t keep up to Allied planes but was good for over 10,000 feet. The plane was put on display in 1943 in Germany.

You can see the Me-163 right on display in the Deutsches Museum in Munich, the place where it was created.

November 3, 2022 0 comment

de Havilland Mosquito British airplane World War

History

The History of the Mosquito aircraft

by Till Daisd November 2, 2022

written by Till Daisd

The Mosquito aircraft was one of the most innovative designs during World War II and even today it has a reputation as one of the finest combat and reconnaissance planes ever built. The plane’s nickname was “The Wooden Wonder,” a tribute to its all-wood design, which made it ideal for outrunning German fighters in dogfights. The plane was designed and built by the English firm De Havilland, but it was used by many countries throughout Europe and Asia, including the Soviet Union. Due to its versatility, there were ten major variants of the Mosquito produced between 1940 and 1950, with most manufactured after 1942.

The Mosquito was a British light bomber and reconnaissance aircraft of the Second World War. It was among the fastest combat aircraft of the era, reaching speeds of over 400 mph (644 km/h) in some variants, and commanded a high service ceiling. The Mosquito was also known for its role as a pathfinder for RAF Bomber Command’s heavy night-time raids on German targets.

It is widely considered to have been one of the most versatile combat aircraft ever produced. It also gained other nicknames too, including “Mossie”. Although there were several attempts at designing bombers with wood and fabric construction during World War I, they did not succeed due to the inherent problems with both materials; however, this knowledge had been kept alive since then.

Easily adaptable to different roles across all theatres in WWII, more than 20 variants were designed by de Havilland alone during wartime production. A few Mosquitos are still airworthy today in private hands; while others survive as displays at various museums around Britain.

In terms of the Mosquito’s performance, it had a range of 1,600 miles. The aircraft could also travel at an altitude of up to 39,000 ft (12,000 m).

The Mosquito became one of the most versatile planes in history because it was designed to perform as a fighter, bomber, and reconnaissance plane. It was used during World War II by Britain’s Royal Air Force (RAF) as an unarmed bomber that could carry 2,000 lbs (900 kg) worth of bombs or four 20 mm cannons on each wing. This allowed it to serve as both an offensive weapon against enemy targets and a defensive weapon against enemy fighters.

The aircraft was also used in several different roles such as submarine hunting; ground attack missions; photo-reconnaissance flights; night intruder patrols; air-sea rescue operations; anti-shipping strikes over water (with rockets); convoy protection duties over land; special operations missions such as glider tugging and supply dropping for airborne troops

The first prototype was a single-seat monoplane powered by a 635 hp (474 kW) de Havilland Gipsy Major engine. It made its maiden flight on 25 November 1940 from Hatfield Aerodrome, Hertfordshire, England, flown by Geoffrey de Havilland Jr. The prototype had the serial number P5280. During its test flights, it was found that the aircraft had an extremely high rate of the climb which led to further development work being undertaken for the Mosquito to be used as a fighter bomber.

The prototype had all-metal semi-monocoque construction, using sheet duralumin skinning over balsa wood frames.
A Soviet copy of the Mosquito, the Tu-2 was introduced in 1944. It was based on the British aircraft’s design and many parts were also taken from it. The Tu-2 had two engines, which meant that it could carry more bombs than other planes in its class.
The Soviets used this bomber during World War II as a night bomber and later in Korea (1950) where they were used to drop small bombs on enemy troops, who weren’t expecting them at night.

The aircraft made its debut in 1941 and continued to serve until 1947.
The Mosquito was designed to be fast and maneuverable while carrying a powerful payload. It was also intended that the plane would make it easy for pilots to fly; therefore, strict safety rules were put in place so that inexperienced pilots could use them without any problems or crashes due to poor handling skills.

The Mosquito’s exceptional design and its ability to be adapted for roles including maritime patrol, anti-submarine warfare, and night fighter made it invaluable. In 1972 the Royal Air Force retired the last of their Mosquitos, putting an end to a remarkable aircraft that would go on to serve in many roles and many parts of the globe for almost twenty years.
The Mosquito was one of the most extraordinary aircraft ever designed. It may be the only aircraft to have ever been built that looks great in every single stage of its life: from when it was still on the drawing board, to before it even left the factory floor, and to when it was sitting in a museum collecting dust. Truly, an incredible aircraft.

November 2, 2022 0 comment

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