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aviation

The first USAF pilot to fly U.S. Navy EA-18G Growler in combat

by Till Daisd July 20, 2022

While stationed at Al Udeid Air Base in Qatar, U.S. Air Force 1st Lt. Jonathan Wright became the first Airman to fly a U.S. Navy EA-18G Growler during a combat mission

On November 19, 2018, U.S. Air Force 1st Lt. Jonathan Wright, who was stationed at Al Udeid Air Base in Qatar, became the first Airman to fly a U.S. Navy EA-18G Growler during a combat mission.

Wright was assigned to the 390th Electronic Combat Squadron (ECS), Mountain Home Air Force Base (AFB), Idaho, and attached to the U.S. Navy’s Electronic Attack Squadron 135 “Black Ravens,” (VAQ-135) as stated by Tech. Sgt. Christopher Hubenthal, 379th Air Expeditionary Wing Public Affairs, in the article First USAF Airman pilots Navy Growler in combat. The majority of the sailors who make up the “Black Ravens” are from the Naval Air Station (NAS) Whidbey Island, Washington.

Wright was flying when the U.S. The VAQ-135’s commander, Navy Cmdr. Steve Shauberger, served as the plane’s electronic warfare officer from the back seat.

This Airman has been the First USAF Pilot to Fly U.S. Navy EA-18G Growler in Combat — U.S. Navy Cmdr. Steve Shauberger (left), Electronic Attack Squadron 135 (VAQ-135) “Black Ravens” commander, and U.S. Air Force 1st Lt. Jonathan Wright, 390th Electronic Combat Squadron and VAQ-135 EA-18G Growler pilot, make their way across the flightline after Wright’s first combat flight Nov. 19, 2018, at Al Udeid Air Base, Qatar.

“It’s a milestone, the fact that he’s the first Air Force pilot to fly a combat sortie in a Growler,” said Shauberger. “He’snthe first pilot we’ve had straight out of undergraduate flight training to do it as well. Hopefully, because of these successes, we can build up resident knowledge to enhance the Air Force while making the U.S. Navy more diversified.”

Wright made another flight when he was stationed at Al Udeid.

“It was a mix of excitement and a little anxiety, said Wright. “It was the first time for me to go into the country. I was getting to do what I’ve always wanted to do, flying in combat in a fighter jet.nIt’s what I’ve wanted to do since I was 10 years old. Years of training had led to this moment of doing the real thing.”

Wright, the sole Airman in the squadron that flies an EA-18G, was one of three Air Force officers assigned to VAQ-135 at the time. Wright acknowledged that it was challenging at first to operate in a combined setting, but he has relished the chance to study the electronic assault mission with his U.S. Navy counterparts.

“It was a challenge adapting to how the Navy does things versus the way it was ingrained to me at Shepard Air ForcenBase [during training],” said Wright. “It isn’t a challenge anymore and I fit right in. Having an Air Force pilot and a Navy electronic warfare officer in the same jet is a great picture of what a joint is. Same team, the same fight, and different assets. When we put them together, it’s effective.”

Though being the first Air Force Airman to operate a Growler in a combat situation is an accomplishment, Shauberger said that what Wright gets out of his experience in a joint environment will prove most rewarding.

“We integrate with the Air Force by going to Red Flag and other exercises,” said Shauberger. “It will be easier for that integration to happen in the future once 1st Lt. Wright returns to a regularnAir Force squadron and can educate them on Growler capabilities. He can lay the groundwork in advance and provide the, ‘hey these guys can give us this … we can leverage that,’ instead of trying to start from scratch. It’s getting that experience and expertise to take back to the Air Force.”

In 2015, it was decided to add fighter pilots to the joint airborne electronic attack program by Air Combat Command and the Command of Naval Air Forces. U.S. Wright and other 390th ECS members were sent to VAQ-135 in order to provide an airman’s viewpoint on expeditionary operations, according to Air Force Maj. Allen Ferkovich of the 390th ECS.

“This joint collaboration increases mission effectiveness and facilitates 390th ECS Airmen to learn offensive airborne electronic attack and SEAD,” said Ferkovich. “We then bring that expertise back to the Air Force on follow-on assignments.”

Photo by Tech. Sgt. Christopher Hubenthal / U.S. Air Force

July 20, 2022 0 comment

History

An exhibit to commemorate the 1986 F-4 flight by the North Dakota Air National Guard for a heart transplant

by Till Daisd June 28, 2022

written by Till Daisd

The heart was kept in an ice-filled plastic picnic cooler. General Bob Becklund of the North Dakota Air National Guard was operating the F-4, and the cooler was fastened to the backseat. The 33-year-old heart recipient resides in San Francisco

The pics in this post show Brigadier General Robert Becklund’s retirement, which was captured on September 7, 2019, at a formal ceremony held at the North Dakota Air National Guard Base in Fargo, North Dakota. Becklund, the Chief of Staff for Air at the Joint Force Headquarters of the North Dakota National Guard, has 37 years of outstanding service with the Happy Hooligans, including five years as the Wing commander.

More than 30 years ago, Becklund was the F-4 Phantom pilot who flew a highly-publicized North Dakota Air National Guard mission to deliver a baby’s heart to a transplant patient in California.

Later this month, the Fargo Air Museum will debut a notable exhibit to honor the North Dakota Air National Guard’s renowned “Heart Flight.”

The flight of the F-4 Phantom, a supersonic fighter, took place in December 1986 after a Learjet flying from California to Fargo to pick up a heart broke down in cold weather.

“It’s something that North Dakota is very proud of. We’ve never had a lasting exhibit for people to see” according to Fargo Air Museum Executive Director Jackie Williams. “A lot of the kids today don’t even know it happened.”

Exhibit to Honor 1986 North Dakota Air National Guard F-4 Flight that Allowed Heart Transplant

KFGO radio reported that the heart was kept in an ice-filled plastic picnic cooler. The General Bob Becklund-driven F-4 had the cooler fastened to the backseat. The military flight was authorized by the late governor George Sinner.

“That heart had been out of the donor body for quite some time, maybe 8 hours or so, which in those days was way longer than had ever been done before and well beyond medical technology at the time,” Becklund said.

The 33-year-old heart recipient, according to Williams, resides in the San Francisco region. The golf-ball-sized organ was flown to Stanford Medical Center by Gen. Bob Becklund. Along with news stories, pictures, and paintings, the exhibit told the tale of the Heart Flight. On September 18, 2019, there was a public dedication ceremony at the Fargo Air Museum.

Photo Credit: North Dakota Air National Guard

June 28, 2022 0 comment

History

Leslie Shook, the voice behind F/A-18 Super Hornet’s Bitchin’ Betty

by Till Daisd June 28, 2022

written by Till Daisd

Leslie’s stern commands have been heard by every mechanic and every pilot who has practiced on or flown an F-18. In the field of fighter jets, her voice is jokingly referred to as Bitchin’ Betty

Leslie Shook, a Boeing employee, remarked, “I have loved these planes for a lot of years,” as she looked up at the F/A-18 Super Hornet’s cockpit. Leslie’s unusual bond with the jet lasted 20 years, according to a company news release. She is the cockpit warning system’s voice. Leslie’s stern commands have been heard by every mechanic and every pilot who has practiced on or flown an F-18. In the field of fighter jets, her voice is jokingly referred to as Bitchin’ Betty.

“You hear this voice every day telling you things are okay or that you need to take action,” said Dana Perkins, Boeing Flight Operations, Weapons Systems Operator. “You start trusting this person’s voice. If she said ‘stand up straight,’ everyone would stand up straight!”

Leslie’s tenure as the F-18’s voice began by coincidence. The original Bitchin’ Betty’s voice may be heard on the F-15. Crews brought that voice onto the F-18, but more calls were required. During the recording sessions, Leslie, a media producer, filled in as the sound engineer.

However, the talent was unable to fully convey the sense of urgency required for the task. Leslie remarked, “Betty’s got a cadence and a sharpness to it”. The program manager took note of her instructions and determined that she was qualified for the position—a function that had existed for 20 years.

All good things, as the saying goes, must come to an end. To meet the woman behind the voice on her final day, Boeing staff members and Navy pilots met in St. Louis, Missouri, in March 2016.

“As soon as she started talking, we all grinned and said ‘oh yeah, that’s her!’” said Lt. Cmdr. Doug Crane, a DCMA Weapons Systems Officer on EA-18G and F/A-18F aircraft.

As she bid goodbye to “her plane,” Leslie’s distinctive voice slightly cracked. Watch the video to hear Leslie’s account of how one pilot’s life was spared by her quick decision at the ideal time.

June 28, 2022 0 comment

History

The first man to fly the B-1A, Charles “Charlie” Bock, died

by Till Daisd June 21, 2022

written by Till Daisd

On December 23, 1974, Charles “Charlie” Bock and his team completed the B-1’s initial flight. Before leaving Rockwell in 1981, he logged 600 hours of flight time in that aircraft

On August 21, 2019, retired colonel Charles “Charlie” Bock, who piloted the B-1A on its initial flight, passed away. Bock also piloted the first B-58 Hustler from Fort Worth to Edwards Air Force Base when he was testing aircraft. Bock was born in Council Bluffs, Iowa, on November 24, 1925.

In 1949, Iowa Aviation Museum graduated with a Bachelor of Science in Aeronautical Engineering from Purdue University. Bock served in the U.S. Air Force (USAF) for a very long time and had a remarkable career as a bomber pilot, fighter pilot, test pilot, and military astronaut nominee. Col. Bock flew 52 combat missions with the 35th Tactical Fighter Wing in Vietnam and 51 combat missions with the 90th Bomb Squadron in Korea. Two tours at Flight Test Operations at the Air Force Fight Test Center, Edwards Air Force Base, California, were among the other assignments.

He took involved in a number of the Center’s flight test initiatives and brought the first B-58 to leave the factory for a year of testing. Col. Bock flew the B-50 for the X-2 launch and the B-52 for all of the X-15’s initial captive and launch flights. A YF-12/SR-71 Test Force was established when the YF-12 landed at the Center, with Charlie serving as the Operations Officer. The objective was to help Lockheed increase the SR-71’s operating range.

Bock left the USAF in 1973 and accepted a job as the chief test pilot for the B-1 program at Rockwell International. On December 23, 1974, he and his crew completed the B-1’s maiden flight. Before quitting flying in that aircraft in 1981, he logged 600 hours of flight time.

Col. Bock was in charge of all aircrew training and significantly influenced the design of the priorities and objectives for the B-1 flight test program. He left Rockwell in 1981 and worked as a consultant for Northrop Corporation on the B-2 Stealth Bomber from 1982 to 1984.

Charles “Charlie” Bock logged more than 10,000 hours in more than 100 different types of aircraft throughout his flying career. He also won a number of numerous awards, including the Legion of Merit, two Distinguished Flying Crosses, six Air Medals, the Society of Experimental Test Pilots Tenhoff Award, and the Iven C. Kincheloe Award, in addition to the Legion of Merit. In 1994, he was inducted into the Aerospace Walk of Honor.

Charles “Charlie” Bock, the First Man to Fly the B-1A, Passed Away — B-1A takes off for its first flight

Photo by U.S. Air Force and Iowa Aviation Museum

June 21, 2022 0 comment

History

The first operational loss of a B-2 Stealth Bomber

by Till Daisd June 21, 2022

written by Till Daisd

According to the ACC accident report, “classified material” had been loaded the morning the B-2 Spirit crashed

The video in this post shows the first-ever crash of a U.S. Air Force (USAF) B-2 Spirit Stealth strategic bomber. It was recorded on February 23, 2008, at Andersen Air Force Base (AFB), Guam.

On board the B-2 Spirit of Kansas, 89-0127, two pilots from the Whiteman AFB, Missouri-based 509th Bomb Wing ejected.

According to an Air Combat Command (ACC), accident investigation report published on June 5, 2008, distorted data introduced by a B-2 Spirit’s air data system skewed information entering the bomber’s flight control computers ultimately causing the crash of the aircraft on takeoff.

The information in the bomber’s air data system was corrupted during air data calibration due to moisture in the Port Transducer Units (PTUs), which led the flight control computers to calculate an incorrect airspeed and a negative angle of attack (AOA) upon takeoff. This resulted in a “uncommanded 30-degree nose-high pitch-up on takeoff, causing the aircraft to stall and its subsequent crash,” according to the report.

This accident was significantly influenced by moisture in the PTUs, erroneous airspeed, a negative AOA calculation, and low altitude/low airspeed. Another substantial contributing factor was the ineffective communication of critical information regarding a suggested technique of turning on pitot heat in order to remove moisture from the PTUs prior to performing an air data calibration.

The co-pilot sustained a spinal compression fracture during ejection whereas the pilot suffered only minor wounds. He received care at Tripler Army Medical Center in Hawaii before being released. The lost aircraft was estimated to be worth $1.4 billion.

The bomber had “classified material” placed onboard it the morning it was returning to Whiteman AFB “after a four-month deployment in support of Pacific Air Force’s continuous bomber presence,” according to the ACC accident report.

After the disaster, a B-2 that was already in the air was called back to Andersen, where it and the other B-2s were grounded while the crash’s preliminary investigation was being conducted. Six B-52s from Barksdale Air Force Base in Louisiana’s 2d Bomb Wing’s 96th Bomb Squadron were sent to replace the B-2s.

Following the incident, Brig. Gen. Garrett Harencak, the commander of the 509th Bomb Wing, briefly suspended flying operations for all 20 of the remaining B-2s in order to evaluate procedures. According to Harencak, the suspension was a “safety pause,” and the B-2s will resume flying if necessary for urgent operations. On April 15, 2008, the B-2 fleet resumed its flight operations.

Photo by Federal Aviation Administration

June 21, 2022 0 comment

History

Infamous F-105 Thunderchief as an Incredible Morale Booster

by Till Daisd June 13, 2022

written by Till Daisd

There were shouts of “SHE’S HERE!” as soon as Ms. Galore arrived, and Vic can see crew members crowding the boom operator window for a peek as camera flashes also go off

The F-105D was one of the most famous—or infamous, depending on your perspective—planes and was also called P***y Galore. Captain Victor “Vic” Vizcarra piloted this aircraft.

The first Py Galore I marking was painted in July 1965, according to an intriguing Reddit thread. Py Galore was painted directly on the nose so that her, uh, “Strategic Part” was just above the receptacle as an inside joke for the KC-135 tanker crews, especially the boom operators who had difficulties placing the boom into the receptacle! She was given the same name as the executive pilot who flew the evil Goldfinger in the eponymous James Bond movie.

Ms. Galore and the tankers had a difficult first encounter. The tanker crew was informed by the pilot—not Vizcarra—that “she” was a virgin and that this was “her” first experience. To the amusement of all the involved Thud pilots, the boom operator mistook the phrase as the pilot’s first in-flight refuel and talked him all the way in. To their disappointment, Galore was not mentioned.

Later flights turned out to be considerably more enjoyable. There were shouts of “SHE’S HERE!” as soon as Ms. Galore arrived, and Vic can see crew members crowding the boom operator window for a peek as camera flashes also go off. There were snickers when the boom operator inserted the boom into Galore’s “Strategically Positioned” receptacle, completing the equivalent of an umm… oh yeah! After coming off the boom, there were cries of “Was that good for you?” “Ok, just how much did it cost me this time?” “Take good care of her now!” and “God damn it! There go another 100 bucks down the drain!” can be heard. Both sides reacted to those with a good deal of laughter, snickering, and smiles. Sadly, everything eventually came to an end.

During a dreaded journey “downtown,” the original Py Galore was shot down in 1967, leaving the pilot missing (not Vic). By that point, she had changed from a silver-painted finish to the typical South-East Asian three-tone finish, sadly with Ms. Galore painted over. Vic had already completed a Py Galore II by that point, in October 1966. The typical three-toned SE camouflage was used on this F-105D. Vic had to go through three hoops to obtain authorization to do Py Galore II. The tankers found it to be equally as popular as Py Galore I.

Sadly, this aircraft likewise failed to land. P***y Galore II was dispatched to Taiwan for a crucial significant maintenance and overhaul operation during the bombing lull LBJ authorized in 1968. She, unfortunately, sustained severe damage in a ground collision accident and was written off completely.

The marking itself though didn’t last that long. It was found out by the new Wing commander three weeks after application. Robert Scott, a legendary pilot from World War II, served as the commander. He suddenly grew apoplectic and demanded Galore be removed right away! So the P***y Galore tale comes to a close.

How well-known was P***y Galore? On a necessary R&R trip to Guam, Vic and his fellow Thud pilots broke into the local watering hole. They were immediately met by several KC-135 tanker crews. Their Thud patches allowed them to identify them. The tanker crew immediately inquired about a unique and really impressive Thud since it had a huge naked chick sprawled on the nose, with her special part strategically covering the receptacle.

They claimed that in addition to giving everyone involved an “eyeful,” Thud also significantly improved morale during an otherwise dull tanker sortie and made the life of the boom operator much simpler. They prayed every day that this Thud would appear and make the tanker crew’s day a little bit better. This is why her eventual, permanent disappearance was so disappointing.

They enquired as to who had thought up the idea and who was driving the Thud. They also said this wasn’t their first time asking this question. Well, someone on Vic’s team ratted him out as the guy who came up with THE P***y Galore concept! The tanker crew actually cheered when they realized not only did they find out the pilot, but got a name to go with the plane also! For the rest of that night, Vic couldn’t buy a drink without someone from the tanker crew picking up his tab!

No matter where it came from, never EVER undervalue the power of a good morale boost!

Photo by U.S. Air Force and Kits World

June 13, 2022 0 comment

History

Roland Garros’s life story: the playboy inventor of air combat and the first fighter pilot

by Till Daisd June 13, 2022

written by Till Daisd

Thanks to his machine gun system, by Apr. 18, 1915, Garros had three kills under his belt. At this time, the entire French Air Force had managed to down five German planes. Roland Garros accounted for three of these. Never before had a lone pilot hunted other men in the air.

The life of Roland Garros was thrilling. He was an early aviation pioneer who, despite wrecking his bamboo aircraft at Versailles, learned himself to fly it. He was a world-class athlete, an airshow pilot, a lawyer who refused to learn Latin, a sports car dealer on the Champs-Elysées, and a racer. He performed flight demonstrations for large crowds across the Americas.

In the end, Roland Garros became the first fighter pilot in history. He left his comfortable life in Paris and took to the skies during the First World War to fight and fly.

The story of Roland Garros: the Playboy who Invented Air Combat and became the First Fighter Pilot — Early French aviator Roland Garros

In fact, throughout the fighting, Roland Garros, Jules Hue, and Raymond Saulnier thought the use of a single-seat fighter plane outfitted with a machine gun ring would transform the war, as described by Ed Cobleigh in his book The First Fighter Pilot-Roland Garros. They were unable to present a functional synchro device, though. Plan B, which involved firing through the propeller, was the team’s backup strategy. While it wasn’t an elegant engineering solution, it did function in part. Garros hoped to prove the combat utility of a fixed gun with the jury-rigged mechanism.

Success would encourage greater investment and development. Garros reported to MS 26 squadron with his dependable mechanic and was the sole pilot given clearance to test his theory in battle.

When not in flight, Garros and Jules Hue worked in a hangar used to store spare components to find a solution to the propeller/gun issue. Two triangular steel plates were created and attached to a propeller’s back surface. Each plate would deflect bullet impact away from the thin wood beneath. Metal grooves were carved into the surfaces of the plates so that a bullet would be caught and thrown forth as opposed to ricocheting back at the pilot.

Steel straps held the miniature shields to the hub of the propeller. To avoid strong rotating forces, the entire assembly is required to be delicately balanced. Only 5-10% of the hot lead output from the gun, according to Raymond Saulnier’s calculations, would hit the propeller. The plates did not need to deflect constant impacts. Deflector plates were a brute-force way to fire through a prop arc by diverting a few bullets, but would they be effective in combat? Surprisingly, Garros and Hue’s original invention made it through the war intact and is now on exhibit in Germany.

The first gun-equipped aircraft of Garros and Hue was parked outdoors when a storm folded it up into a crumpled ball. They saved the modified propeller and put it on the first real fighter aircraft’s other airframe. The first of April 1915 dawned clear and cool. It was time to try the deflector plates, which had only been around-tested. Garros and Hue were aware that their piece of ironwork was not the final answer. Its objective was to show generals and businessmen the tactical use of the real fighter plane.

Though not for the side they fought for, they would be enormously successful.

Garros had three kills under his belt by April 18, 1915, all thanks to his machine gun system. Five German aircraft had been shot down by the French Air Force as a whole at this point. Three of these were at Roland Garros. Never before had a lone pilot hunted other men in the air.

On April 18, 1915, Garros’ engine failed while he was flying a second sortie behind enemy lines at low altitude in search of his fourth victory. According to some stories, the cause of this was a plugged fuel line, but other reports—mostly those from Germany—claim that ground soldiers shot him down and that a bullet severed a delicate copper tube. In either scenario, he was compelled to glide to a landing in occupied Belgium behind the lines. In order to prepare for this scenario, Great War aviators carried matches. To prevent the bird from coming into enemy hands, they were instructed to set their aircraft on fire.

Dry timber buildings coated with extremely flammable doped cloth were purportedly simple to destroy. Garros set his Type L alight, but it did not spread quickly enough. German foot soldiers quickly arrived, held Garros at gunpoint, and put out the fires. The fabric of the craft was presumably soaked by the cold, wet spring weather, preventing a quick bonfire. Importantly, the gun and armored propeller survived. Both were passed up the chain of command; the ground troops had no idea what these odd devices meant for the war effort, but they recognized the value of the ironmongery. They were true.

The downing of three observation planes at Roland Garros in less than three weeks caught the attention of French command authorities. General Foch, the Deputy Commander of the French army, commanded him. However, for some reason, his exploits were treated as an outlier, the actions of a random hero, not the start of a new phase in warfare.

On the other hand, the Germans carefully considered the tactical implications of Garros’ victories. Their men and planes were the ones that were shot down. An intense young man with a reputation as a smart engineer, a skilled pilot, and a slick socializer, but a man with questionable business ethics, meticulously studied Garros’ propeller with its deflector plates following removal from his aircraft. His name is Anthony Fokker. Tony Fokker acted immediately after being aware of Garros’ skein of killings and seeing the armored propeller. His accomplishments brought to a catastrophe for the Allies and a victory for the Central Powers. A renegade Dutchman named Fokker soon unleashed the dreaded Fokker Scourge.

The First Fighter Pilot-Roland Garros is available to order here.

June 13, 2022 0 comment

History

The First Man to fly “Have Blue” and “Tacit Blue” Experimental Stealth Aircraft died

by Till Daisd June 3, 2022

written by Till Daisd

When an engine fire produced a strong oscillation of the fly-by-wire aircraft in July 1979 while Norman “Ken” Dyson was piloting Have Blue No. 2, he was forced to eject. Dyson survived the crash and went on to pilot the Northrop “Tacit Blue,” even though the jet was destroyed

Norman “Ken” Dyson, a U.S. Air Force (USAF) test pilot and civilian who is most known for his work on the experimental stealth aircraft “HavenBlue” and “Tacit Blue,” passed away on August 15, 2019, at the age of 81.

Dyson, according to Air Force Magazine, was a fighter pilot who later transitioned to test flying. He flew the F-100 and F-4 during the Vietnam War before returning to the Air Force as a test pilot. During this time, he conducted weapons development tests in the F-100, F-101, and F-4 as well as early F-15 test flights. He was appointed director of the Air Force’s top-priority combat aircraft program at the time, the F-15 Joint Test Force.

He started working on top-secret projects, such as the Lockheed “Have Blue” stealth demonstrator that served as the basis for the 1976 F-117 Nighthawk, the first stealth attack jet. When an engine fire produced a dramatic oscillation of the fly-by-wire aircraft in July 1979 while Dyson was piloting Have Blue No. 2, he was forced to eject. Dyson survived the crash and went on to pilot the Northrop “Tacit Blue,” even though the jet was destroyed.

The ground-breaking Tacit Blue aircraft, which was constructed in the early 1980s in great secrecy, tested cutting-edge radar sensors and novel stealth technology.

Contrary to the faceted surfaces of the F-117 Nighthawk, Tacit Blue demonstrated that a stealthy aircraft could have curved surfaces, which had a significant impact on succeeding aircraft like the B-2. The design of Tacit Blue also reduced the heat signature given off by the engines, further masking their presence. Tacit Blue was aerodynamically unstable, but it had a digital fly-by-wire system to help control it.

Dyson flew the B-1 bomber through a large portion of its test program after retiring as a lieutenant colonel and starting working for Rockwell, which is now a part of Boeing. Additionally, Dyson piloted the X-31 demonstrator of enhanced fighter maneuverability. In order to collect data on the control in the post-stall flight domain, a multinational project with Germany to study the X-31’s post-stall flight was test-flown at NASA’s Dryden Flight Research Center in Edwards, California, in the early 1990s. With the aid of cutting-edge flight control technology and thrust vectoring, which directs engine exhaust flow, the X-31 program successfully demonstrated the value of controllable flight at extremely high angles of attack.

In 1993, Dyson left Rockwell after serving as the company’s chief test pilot and director of flight tests. Dyson got the Legion of Merit, two Distinguished Flying Cross medals, nine Air Medals, and other decorations for his combat and test flying in the Air Force.

Dyson, a past president of the Society of Experimental Test Pilots, was also recognized as a distinguished alumnus of the USAF TestnPilot School, an Engineering Fellow of the University of Alabama, and a Distinguished Aerospace Engineering Alumnus of Texas A&M University.

When Have Blue and Tacit Blue (retroactive to 1982) were both declassified, Dyson earned the SETP’s Iven C. Kincheloe award, the highest distinction given by peers, in 1989 for his work on Have Blue and again in 1996 for Tacit Blue. He was inducted into the Aerospace Walk of Honor in Lancaster, California, in 1997.

Norman “Ken” Dyson, the First Man to fly “Have Blue” and “Tacit Blue” Experimental Stealth Aircraft, Passed Away — The Tacit Blue aircraft was nicknamed “The Whale” for its unusual shape. Also, the single-engine intake on the top of the fuselage was reminiscent of a whale’s blowhole.

Photo by U.S. Air Force

June 3, 2022 0 comment

History

The C-141 aircraft: a history of service

by Till Daisd May 19, 2022

written by Till Daisd

The Lockheed C-141 Starlifter debuted in 1963. It was the first aircraft designed to carry troops and cargo on the same flight, which is accomplished by using a double-deck fuselage configuration. The maiden flight occurred on December 17, 1963; however, it wasn’t until October 1967 that active service began with the United States Air Force (USAF). The last aircraft delivered was retired from active service in May 2006 and was replaced by the Boeing C-17 Globemaster III.

The total number of aircraft built was 285; however, only 284 were delivered because one crashed during training at McChord AFB in 1978 due to mechanical failure due to contaminated fuel supply from an engine fuel pump module (FPM) which had cracked on previous flights but went undetected until it caused catastrophic engine failure during takeoff roll for this final mission.

The C-141B was designed to be more powerful and have more range than the original version. It can carry up to 120,000 pounds of cargo, or 70 tons of cargo compared to the 60-ton capacity of its predecessor. It also has a maximum speed of over 500 miles per hour and a range of 3,900 miles—over 1,000 miles greater than the C-141A.

During its time in the Air Force, the C-141 made many advances in the travel industry. The C-141 has been part of the Air Force since 1964 and has played a major role in many areas of service. In its early days, the C-141 was used for medical evacuations between hospitals on American soil. This allowed injured soldiers to receive treatment without having to travel far from their homes or bases.

The next use for this aircraft was as an airlift plane when it was required to transport cargo across long distances with little personnel needed to operate it. The Department of Defense (DoD) started using this plane as transportation for troops who were being deployed overseas or moved around within bases within the US itself. It could also be used during humanitarian missions such as helping out with relief efforts after natural disasters struck various locations around the world, such as earthquakes in Haiti or tsunami warnings at Fukushima Daiichi Nuclear Power Plant (NPP). Its most recent use before retirement was by DoD officials who wanted equipment sent overseas quickly but didn’t want them shipped through commercial airlines because they thought this would take too long and could potentially cause delays due to flight cancellations due to bad weather conditions during the winter months which may hinder delivery times beyond expectation levels set forth by military commanders overseeing operations abroad.

The C-141 set many aviation records, including the most passengers carried over the longest distance in 100 hours.
In February of 1967, a C-141 made the first nonstop flight from Tokyo to London carrying 141 crew members and 112 passengers. The flight took 10 hours and 45 minutes without refueling. The aircraft flew at an average speed of 752 miles per hour (1,203 kph) during this time—which was faster than a Boeing 747 on its initial commercial flight! By carrying so many people at once, this record-breaking flight demonstrated that it would be possible for future military operations to transport large numbers of people quickly around the globe.

The C-141 also holds records for any twin-engine cargo aircraft and any four-engine cargo aircraft that has flown between New Orleans and Phoenix, Dallas and St. Louis, or Toronto and Los Angeles. These flights were completed on March 6th, 1972 by a crew of six including two pilots and four loadmasters in 1 hour and 50 minutes.

The fastest flight time between New Orleans to Phoenix was set by Air Force Reserve Colonel Paul Wittenberg who piloted the aircraft flying 2 hours 35 minutes at an average speed of 711 miles per hour; while the fastest flight speed between Dallas/Ft Worth International Airport (DFW) and Lambert-St Louis International Airport (STL) was set by Captain William Fogleman who piloted another C-141A on October 22nd, 1975 reaching 710 miles per hour over a distance of 921 nautical miles with an average cruise altitude of 43,000 feet. In 2002, the last flight of a C-141 Starlifter was made by Lt. Col. Bob Broome on May 6.

The C-141 has been retired from active duty, but the aircraft still flies in civilian hands as well as with the Air Force Reserve and Air National Guard.

The C-141 was an important part of military history serving our country for nearly 40 years. The aircraft served in numerous missions, including support for the Berlin Airlift, Vietnam War, and Operation Desert Storm.
The C-141 also played a vital role in President Dwight Eisenhower’s 1953 trip to Korea, where he met with South Korean president Syngman Rhee at Kimpo Air Base near Seoul. The plane carried Ike and his entourage from San Francisco to Hickam AFB in Hawaii then onwards to Tokyo where they boarded another plane for Korea.

The aircraft is no longer used for the majority of the transport flights that it was initially designed for. Many of these duties have been shifted to the C-17 aircraft, but the C-141 will continue to be used in some capacities through 2017. The length of time that this aircraft is flown around the world will ensure that it marries its history with future endeavors.

More than 700 men and women of the 7th Airlift Squadron of the 315th Air Mobility Wing delivered the final flight to Dover Air Force base by way of Dover, Bermuda, and Bangor, Maine. This was the finale for the military version of this aircraft; however, there are some commercial airlines that still use this plane.

May 19, 2022 0 comment

History

The aircraft used in Operation Red Wings – what made them ideal for the task at hand?

by Till Daisd May 19, 2022

written by Till Daisd

Operation Red Wings was a military operation launched in 2005 by the United States Armed Forces. The goal of the mission was to capture or kill Ahmad Shah, a Taliban leader responsible for several attacks against U.S. and coalition forces in Afghanistan. The operation ended with four SEAL team members being killed: Marcus Luttrell, Michael P. Murphy, Matthew Axelson, and Danny Dietz. They became known as the “Lone Survivor” survivors because Luttrell was the only one who survived this operation (a fifth man named Thomas Keefe also survived but left before its conclusion).

To help secure their objective while keeping it under secretive conditions, they used three modified MH-47D Chinook helicopters with four pilots each flying overhead at around 5:30 AM local time on June 28th, 2005; this meant that there were two backups available should any problems arise during flight operations – which they did! One pilot experienced engine failure shortly after takeoff which forced him back down onto base while another suffered from mechanical issues causing him to abort his mission before reaching its target area altogether (he later made repairs).

After the Taliban fighters fled and Gulab returned, he told the local village elders about what he had seen. They then sent word to other villages, who in turn spread the news to neighboring towns. By midday on June 28th, reports of a U.S. military operation in Shah-e-Kot were broadcast across local radio stations and television channels. The official version was that two helicopters had been shot down while attempting to evacuate two soldiers injured during an earlier raid on a Taliban stronghold.

The publicity surrounding this incident led to rumors that members of SEAL Team 10 had been captured and executed by their captors after they refused to convert from Christianity back into Islam (although there is no evidence supporting this claim). This sparked outrage among some members of Congress who wanted answers as well as a swift action against those responsible for violating international law by killing unarmed prisoners without any legal process whatsoever; however, others argued that these actions were justified given how much danger American forces face when fighting overseas—and besides which revenge killings have always been part of warfare since time immemorial anyway!

The MH-47s that were used in the operation were modified Chinook helicopters. These choppers are known for their durability, speed, and cargo capacity. They’re also armed with M-240 machine guns, which allow them to fire on enemy targets without having to land first.

The terrain of Afghanistan is mountainous, rough, and hilly in places, making it ideal for sneaking up on an enemy target from above or below ground level. The MH-47s could use this advantage to sneak up on their prey during Operation Red Wings.

The Apaches sent in to rescue the survivors had a variety of features that made them ideal for the task. They have laser-guided rocket and missile systems, as well as a 25mm automatic gun. However, the most important feature of these aircraft is their LANTIRN system. The LANTIRN system allows pilots to pinpoint targets during low visibility conditions through infrared targeting systems. This can be extremely helpful in night operations when it would otherwise be difficult to see what you’re shooting at or where your shot will land (since you can’t see it).

While these aircraft were able to help save some of the SEALs’ lives during Operation Red Wings through air support, they were ultimately unable to prevent all casualties from taking place—which is why this mission has been so controversial since its inception.

The CH-47 Chinook is a robust aircraft, designed to withstand heavy loads and extreme conditions. The fuselage is constructed from titanium, which can withstand significant damage from small arms fire or shrapnel. In addition to its ability to resist puncture by bullets, the fuel tanks have a self-sealing capability that prevents them from leaking when damaged by gunfire or shrapnel. Even if the plane were shot down, it is so well-built that there would be very few casualties among the crew and passengers. The engines are also quite strong: they are powerful enough for rapid climbs at higher altitudes (which means less time spent in enemy territory) but also don’t overheat easily under normal flight conditions. Finally, thanks to its sophisticated flight management system and easy-to-use cockpit controls, virtually anyone could fly this craft with minimal training – even someone who had never flown before!

All things considered, the aircraft used in Operation Red Wings were ideal for their respective missions. However, the helicopters often came as secondary transportation to both personnel and much-needed supplies. While it was likely not an easy decision by any means, it is important to consider that even if the pilots on board had managed to avoid those three RPG rounds hitting them, they would have most likely been one of many aircraft shot down during the battle. Each life is priceless, but must not be considered above the success of a mission by any means. And for at least one of the — Marcus Luttrell — he will tell you that this mission was worth its weight in gold.

In the end, it all boils down to the fact that the MH-47 was the ideal aircraft for a mission like Operation Red Wings. We don’t know exactly what went wrong or who was to blame. And given that there is an ongoing investigation into the event, it’s not our place to point fingers. But looking just at the parameters of this operation, you can quickly see why this aircraft worked so well for the job at hand. It remains one of the fastest helicopters in existence, and it has routinely proven its usefulness and durability time and time again.

May 19, 2022 0 comment

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