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military

The American Fighter Aces Association modifies its “Ace” category policy to allow backseaters

by Till Daisd November 17, 2023

The change was led by Randy “Duke” Cunningham, a retired US Navy commander and former F-4 Phantom pilot, who, along with his Radar Intercept Officer (RIO) Willy “Irish” Driscoll, was the first US ace of the Vietnam War

The American Fighter Aces Association (AFAA) was established in 1960 to recognize combat pilots who, during air-to-air combat from World War I to the present, destroyed five or more enemy aircraft, earning them the title of American Fighter Ace. The association has modified its membership criteria to include backseaters in its “Ace” category, which is the highest membership category.

AFAA-cunningham_driscoll — Cunningham and Driscoll (US Navy photo)

Randy “Duke” Cunningham, a retired US Navy commander and retired F-4 Phantom pilot, led the change. He and his Radar Intercept Officer (RIO), Willy “Irish” Driscoll, were the first US ace in the Vietnam War. After Cunningham was elected president of the AFAA in 2020, he suggested adding backseaters to the definition of the Ace membership category.

Capt. Charles B. DeBellevue, Vietnam Ace F-4D Phantom at Udorn AB, Thailand As a captain, DeBellevue became the first non-pilot ace and the leading ace in the US Air Force during the Vietnam War. He was an F-4 weapon system officer with the 555th Tactical Fighter Squadron. (U.S. Air Force photo)

The AFAA has three categories of membership:

Ace: A fighter pilot or backseater who has shot down five or more enemy aircraft in the air while a member of the United States service during a time of war.
Associate: A fighter pilot or backseater who has shot down from one to four enemy aircraft in the air while a member of United States services during a time of war.
Friend: An individual who is committed to preserving the legacy of American Fighter Aces may join as a Friend of the Aces, an auxiliary of the American Fighter Aces Association.

AFAA-Feinstein-scaled-1 — Feinstein (US Air Force photo)

Cunningham’s actions mirrored those of 1972, when he was recommended for the Medal of Honor, the highest honor bestowed by the US armed forces, by a number of senior officials following his fifth kill. “Whatever I get, I want Willy to get, or I will not accept it,” retorted the new ace. Ultimately, Cunningham and Driscoll received the Navy Cross, the second-highest decoration bestowed by the US Navy and Marine Corps.

Three of the five American Aces from the Vietnam War are backseaters, and two are pilots. Cunningham and former USAF brigadier general Steve Ritchie are the pilots. Along with Driscoll, the backseaters are retired USAF colonel Charles DeBellevue, who is credited with six kills, and retired USAF lieutenant colonel Jeffrey Feinstein. It’s interesting to note that both DeBellevue and Feinstein attended aviation training after the war and obtained their pilot wings. When the five pilots became aces, they were in the rank of O2 or O3, having scored their kills in 1972 while flying F-4 Phantoms.

AFAA-Ritchie — Ritchie (US Air Force photo)

The AFAA logo’s colors and design are full of symbolism. The ace of spades, commonly referred to as the death card, symbolizes the high risks of aerial battle and is represented by the curved black shape in the center. There is the sword of freedom superimposed upon it. The color gold is used frequently to symbolize the wingmen we’ve lost, and the five-star array at the top indicates five kills, the minimum to be an ace.

The American Fighter Aces Association logo, which is full of symbolism

A list of American Fighter Aces, merchandise and lithographs for sale, details on scholarships the organization sponsors, and more information about aces and the AFAA itself may all be found on the organization’s website, www.americanfighteraces.org. Regardless of prior experience in aerial combat, anybody interested in maintaining and promoting the heritage of American Fighter Aces is welcome to become a Friend of the Aces member for a current annual fee of $50. A quarterly newsletter and a one-time 50% discount on a print from the lithograph collection are two benefits of membership.

AFAA-mosaic — This mosaic of images represents some of the aces depicted on the AFAA website.

Every year, the AFAA hosts a reunion. The dates and location for 2022 are October 27–30 in San Antonio, Texas.

Bio is the author of two books, Topgun Days and Before Topgun Days. His latest book, Tomcat RIO, was published in 2020.

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

November 17, 2023 0 comment

History

At the 2022 Aerospace Valley Open House, Air Show & STEM Expo, Edwards AFB presented the “Bell X-1 Supersonic Corridor,” a new supersonic corridor

by Till Daisd November 16, 2023

written by Till Daisd

The first pilot to breach the sound barrier in the recently dubbed “Bell X-1 Supersonic Corridor” was Maj. Alex “Brick” Shuler, an F-22 test pilot

A ceremony honoring the contributions of the team behind the incredible Bell X-1 was held at the 412th Test Wing on this day, 75 years after the aircraft’s success demonstrated that the Sound Barrier was merely an engineering problem. In 1947, a small group of engineers, pilots, and maintenance workers arrived in the Mojave Desert with the goal of breaking through the so-called Sound Barrier. The Bell X-1 exceeded the speed of sound (Mach 1) in level, controlled flight on its ninth powered flight. In addition to celebrating the achievement, the event signaled the start of the STEM (science, technology, engineering, and mathematics) Expo, Open House, and Air Show at Edwards Air Force Base, which took place over the course of the weekend.

According to James A. Tucker, Air Force Test Center History Office, in the article Edwards Air Force Base celebrates 75 years of Supersonic Flight, with the families of several team members in the audience, Brigadier General Matthew Higer, Commander of the 412th Test Wing, renamed the High Altitude Supersonic Corridor to the Bell X-1 Supersonic Corridor.

At the 2022 Aerospace Valley Open House, Air Show & STEM Expo, the new supersonic corridor was unveiled at Edwards Air Force Base (AFB) as part of the 75th Anniversary of Supersonic Flight Ceremony.

The 412th Test Wing Public Affairs’ Adam Bowles stated in the article “Breaking Tomorrow’s Barriers Today: A new corridor to Supersonic Flight” that the supersonic corridor was dubbed in honor of the brave crew who worked together to achieve new human feats. The first pilot to breach the sound barrier in the recently dubbed “Bell X-1 Supersonic Corridor” was Maj. Alex “Brick” Shuler, an F-22 test pilot.

“What I wanted to do was work on airplanes for basically my whole life,” Maj. Shuler explained. “I remember a NASA who was a Super Hornet pilot came to our school and basically talked about his career. That was sort of the day that I realized that I needed to change paths on my life and no kidding, signed up for the Air Force the next week. My dream the whole time going through Test Pilot School was to fly an F-22.”

Maj.-Alex-Shuler — F-22 Test Pilot Maj. Alex “Brick” Shuler

Maj. Shuler, who is currently an F-22 Test Pilot at Edwards AFB, would have the unique honor of being the first person to break the sound barrier in a new age of supersonic flying.

“This is the only base where I have been stationed where you can go out and do a supersonic test and then come home and have your wife complain that you sonic boomed the house,” Maj. Shuler jokingly explained. “When I request instead of the High Altitude Supersonic Corridor, I will request the Bell X-1 Supersonic Corridor. I think it will be cool to say on the radio.”

Bell-X-1-Supersonic-Corridor-1 — Bell X-1 Supersonic Corridor

“The High-Altitude Supersonic Corridor is officially dead,” Higer said. “We rename that chunk of airspace, that critical piece of our infrastructure in the test and training environment, in honor of the team of Big A Airmen, whose collective individual contributions join into something much more powerful than they could have ever imagined.”

He added;

“We are going to use the supersonic corridor every week to go out and do envelope expansion missions. We got new hardware we are putting on the F-22. This jet is our air-dominance fighter that we will be using for the next decade. There is a lot of work left to do. Hopefully, we can inspire the next generation to study hard and build the next thing.”

A group of Airmen demonstrated that the sound barrier was not impenetrable less than one month after the Air Force became an independent service. Their triumph signaled the start of a new era in aviation, one that would break Machs 2 through 6 above Edwards AFB over the next fifteen years thanks to continuing collaboration between the Air Force, NASA, and other contractors.

Thousands of young students had the opportunity to witness firsthand the inventive spirit of pioneers such as Charles Yeager, Jack Ridley, Robert Cardenas, and Jack Russell, who left their mark on history in a remote corner of the Mojave Desert, not long after the first sonic boom in the now-renamed Bell X-1 Supersonic Corridor sounded above Edwards.

Photo by U.S. Air Force, NASA and Lt. Robert A. Hoover, user:Juloml via Wikipedia

November 16, 2023 0 comment

History

US Naval Aviator discusses why the Viper is the most successful fighter ever produced

by Till Daisd November 15, 2023

written by Till Daisd

‘F-16 vs. F-4 max performance turn. I once saw this performed live. Stunning,’ said David Tussey, former US Navy A-7E Corsair II pilot

The F-16 Fighting Falcon is a compact, multi-role fighter aircraft. It has demonstrated its superior maneuverability in both air-to-air and air-to-surface attacks. It gives the US and its allies a high-performing, cheap weapon system. In January 1979, the 388th Tactical Fighter Wing at Hill Air Force Base in Utah received the first operational F-16A.

An unusual agreement that established a consortium between the United States and four NATO members—Belgium, Denmark, the Netherlands, and Norway—led to the construction of the F-16. Together with the US, these nations built the first 348 F-16s for their air forces.

The F-16 is one of the most widely used fighter aircraft in the world, having been deployed to more than 25 countries in a total of 4,600 units. Currently, there are over 3,000 F-16 fighters in service around the world.

Bahrain, Greece, Iraq, Israel, Egypt, Morocco, New Zealand, the United Arab Emirates, Singapore, South Korea, Oman, Chile, and Poland were among the nations that got F-16 fighter jets.

For all of these reasons, the F-16 is the most successful fighter aircraft ever produced, as retired US Navy A-7E Corsair II pilot David Tussey discusses on Quora.

‘“Successful” can mean many things to different people. My vote is for the General Dynamics F-16 (now Lockheed).

‘Successful because:

1) it set a new bar for aerodynamic performance, an order of magnitude beyond other jet aircraft at the time, and

2) it enjoyed broad popularity, continual upgrades, and remains the gold standard by which all modern aircraft are judged (“Is it as good as the F-16?”)

‘It’s hard to capture how dramatic the aerodynamic improvements were for the YF-16 (and YF-17). [As the famed photo below shows] The USAF would demonstrate the F-16 alongside an F-4, which was a beast in its own right. The F-16 made it look like the F-4 was a woolly mammoth. And then, not only did the USAF buy thousands, but so did dozens of other countries. Huge success. And continual upgrades have kept the F-16 competitive. So yeah…successful.

‘F-16 vs. F-4 max performance turn. I once saw this performed live. Stunning.’

Photo by U.S. Air Force

F-16-Vs-F-4-Minimum-Turn-Radius — Minimum turn radius: F-4 Phantom II (outer) vs F-16 Fighting Falcon (inner)

November 15, 2023 0 comment

Helicopters

The A-10 pilot said the Warthog would win against an AH-64 Apache in a combat encounter with equal factors.

by Till Daisd November 14, 2023

written by Till Daisd

‘All other things being equal (pilot skill, full weapons load, clear weather, etc.), the A-10 has the clear advantage and will win for the exact same reasons that it loses against air superiority fighters,’ Lynn Taylor, former A-10 Warthog pilot

The first aircraft in the US Air Force to be specifically built for close air support of ground forces is the A-10. It bears the name of the well-known P-47 Thunderbolt, a fighter that was frequently used in close air support missions in the final stages of World War II. The A-10 carries the systems and armor required to survive in this environment, and it is extremely maneuverable at low speeds and low altitudes for precise weapon delivery.

Although it is designed to be used against all ground targets, its primary target is armored vehicles such as tanks. Due to its high endurance, the Thunderbolt II can stay in a combat zone for extended periods and cover a wide combat radius. Because of its short takeoff and landing distance, it can be used from airstrips near the front lines. Maintenance at forward bases with limited facilities is possible because of the A-10’s simple design.

The AH-64 Apache attack helicopter was engineered to possess exceptional resilience during combat operations. In 1975, the YAH-64, the prototype Apache, made its first flight, and Hughes received a full-scale development contract in 1976. The AH-64A Apache program was approved for production in 1982 by the US Army. When Hughes Helicopters joined McDonnell Douglas in 1984, deliveries started out of the McDonnell Douglas facility in Mesa, Arizona. The base of the US Army’s all-weather ground-support capability is the combat-proven Apache helicopter, which is highly maneuverable and heavily armed.

If an AH-64 Apache and an A-10 Warthog faced off, who would prevail?

‘The Hawg,’ Lynn Taylor, former A-10 Warthog pilot, says on Quora.

‘All other things being equal (pilot skill, full weapons load, clear weather, etc.), the A-10 has the clear advantage and will win for the exact same reasons that it loses against air superiority fighters.

‘Yes, the Apache has better maneuverability and can drag its wheels through the sagebrush to make targeting it difficult. But the A-10 has the advantage in (dare I say) speed, climb rate, and relative performance at altitude. The Apache may dodge around and be tough to hit, but the A-10 has a long reach with a lot of bullets to spare. Plus, it is quite adept at maneuvering at low altitudes in case it needs to get really close to secure a kill. Even in mountain valleys, the Hawg can still get its nose on the Apache and deliver the mail.

‘Realistically, the Hawg will need to use the Gun to bring down the Apache. Those Sidewinders on the wing will probably have trouble locking onto an Apache down low. (This was demonstrated in Desert Storm.) No worries, though. The Gun is more fun, anyway.

‘Conversely, the Apache doesn’t really have much in the way of air-to-air weaponry. Its Hellfires are going to be nigh useless. With Stinger capability, the trick will be getting a good angle on the Hawg’s tailpipes and getting a shot off when the Hawg isn’t maneuvering hard and dumping out flares… which will be pretty close to never.’

Taylor continues;

‘The Apache’s 30mm is also not the same as the A-10’s.

‘An A-10 round is 30mm x 173mm. The AH-64 round is 30mm x 113mm.

‘You’re looking at this:

‘versus THIS:

Su-25 Vs A-10: here’s why the Frogfoot might be better suited than the Warthog for CAS

‘If the Apache tries to hold steady enough to get a good shot on the A-10, even with its gun pointed to one side, it’s going to be well within the effective range of the Hawg and present an even easier target.

‘Assuming that they both managed to hit each other, I expect the A-10 would hold up to battle damage a bit better than the AH-64. The Apache is well armored and sturdy, to be sure, but its Achilles heel is that big fan blade on top. Hit that, and it’s game over. The Hawg, on the other hand, has proven it can take a hit from a MANPAD (which is what the Stinger really is) and keep on truckin’.

‘Yes, a lucky shot from either side could determine the battle in an instant, and it’s not like the Apache is an easy target. Still, I expect that, on average, the Hawg would be the clear winner.’

Taylor concludes;

‘The best the Apache can hope for is a draw by jinking and jiving until the Hawg runs out of bullets, gets bored, and trundles off to root around somewhere else.’

Photo by U.S. Air Force, U.S. Army, Graeme Main/MOD, and SOBCHAK SECURITY – EST. 2005

November 14, 2023 0 comment

History

The F-16 fighter that was modified to test the F-35’s supersonic inlet diverterless

by Till Daisd November 13, 2023

written by Till Daisd

The F-16 Block 30 fighter was equipped with a diverterless supersonic inlet, which took the place of the aircraft’s original intake diverter

The F-16 Fighting Falcon, which has been the cornerstone of the US Air Force’s (USAF) fighter force for more than 30 years, has played a significant role in maintaining air superiority. The F-16, which originated from a competition in 1972 that demanded a lightweight, highly maneuverable fighter jet, emerged victorious and went into production in the same year. An agreement to form a consortium between the United States and the four NATO members—Belgium, Denmark, the Netherlands, and Norway—was a component of its original manufacture. From then on, the F-16 changed from being a day fighter with air superiority to an all-weather, multirole aircraft that is still in service today all over the world.

Here are some photos of the F-16 used to test F-35's diverterless supersonic inlet

A diverterless supersonic inlet, or DSI, was even added to an F-16 as part of the Joint Strike Fighter (JSF) program, which is now the F-35 Lightning II. According to Code One Magazine, the inlet bump functions in conjunction with the forward-swept inlet cowl to reroute undesired boundary layer airflow away from the inlet at high aircraft speeds during supersonic flight. This effectively performs the function of heavier, more intricate, and more expensive diverters that are employed by a number of modern fighter aircraft. Twelve flights were conducted over nine days in December 1996 as part of the flight test program.

Lockheed Martin conducted the DSI’s first research in the early 1990s. On December 11, 1996, the first Lockheed DSI was flown as a part of a project called Technology Demonstration. It was mounted on an F-16 Block 30 fighter, taking the place of the original intake diverter on the aircraft. The modified F-16 had handling qualities akin to a regular F-16 and a top speed of Mach 2.0, which is the F-16’s clean approved maximum speed. It was also shown that subsonic specific excess power was slightly improved.

In mid-1994, the DSI idea was included as a trade study item to the Joint Advanced Strike Technology (JAST, subsequently renamed JSF) program. It was compared to a traditional “caret”-style intake. Subsequently, a DSI was integrated into the Lockheed Martin F-35 Lightning II’s design, as it demonstrated superior performance while being 30% lighter and requiring less production and maintenance than conventional inlets.

Conventional aircraft inlets have a large number of heavy-moving parts. As opposed to previous diverter-plate inlets, DSI removes all moving parts, making it significantly less complex and more dependable. The aircraft’s total weight is also decreased by the reduction of moving parts.

By removing radar reflections between the aircraft’s skin and diverter, DSIs also significantly enhance the very-low-observable characteristics of the aircraft. Furthermore, because the “bump” surface offers an extra layer of protection for the engine fans against radar waves, it lessens the engine’s exposure to radar, hence lowering a substantial source of radar reflection. According to analysts, the DSI lessens the requirement for using radar-absorbent materials (RAMs).

Photo by Lockheed Martin

November 13, 2023 0 comment

History

An ex-US Navy pilot discusses why flying the A-4 Skyhawk was the most enjoyable experience of his career

by Till Daisd November 12, 2023

written by Till Daisd

‘With the A-4, you don’t actually fly it as you wear it. It quickly and responsively becomes an extended part of you and will do most anything you desire it to do,’ John Chesire, former US Naval Aviator

Between 1954 and 1979, Douglas produced 2,960 A-4 Skyhawk attack aircraft.

Known by their nicknames “Heinemann’s Hot Rod” (after Douglas designer Ed Heinemann), the Bantam Bomber, Mighty Mite, and Scooter were built small to be cost-effective and to fit more of them on a carrier. Skyhawks were maneuverable, powerful attack bombers with exceptional altitude and range capabilities, as well as an unusual flexibility in armament capacity, that were made available to the US Navy, Marines, and allied nations.

Given its unique capabilities, what was it like to fly the A-4 Skyhawk?

‘Oh my, what a wonderfully fun aircraft to fly! It was always a thrill to fly, regardless of which of the many different and various A-4 models one was flying in,’ John Chesire, former US Naval Aviator, explains on Quora.

‘The Skyhawk was the most fun aircraft I ever flew. Simple yet extremely quick and agile, her roll rate was an incredible 720 degrees/second. She demanded attention. Never could I trim any A-4 up for hands-off flying for very long. She always wanted to “play.” Nimble and maneuverable, no wonder so many pilots loved the A-4. She acquired such endearing nicknames as Heinemann’s Hot Rod, Scooter, Bantam Bomber, Tinker Toy, and others. I always liked the scooter moniker because flying it reminded me of my two young children having fun pedaling their little three-wheel scooters in the street and screaming with joy. Flying the A-4 was like giving a kid a new and great toy.

‘The first A-4 I flew was an old A-4C. It had an older engine that was sluggish compared to the fighters I had been flying. It also did not have ground spoilers, which made for some tricky and scary crosswind landings. However, it was single-seat, something that every pilot likes by not having someone in the back looking over your shoulder. I flew it on some RDT&E* projects, but I was allowed to also fly it anytime I wanted to… and I often did. For a while, it was my little personal sports car of the air. Of course, later models with their improved engines were like little rocket ships or like Star Wars’ TIE fighters. I never got to fly those, that’s OK. I did not miss much.

‘Some years later, I would fly another A-4, the TA-4J two-seat trainer, as a flight instructor. I had been flying F-14 Tomcats at the time, but the TA-4J being so much fun to fly was not a letdown. Moreover, it was a challenging but honest aircraft for student naval aviators to hone their skills.’

Chesire concludes;

‘One more thing… with the A-4, you don’t actually fly it as you wear it. It quickly and responsively becomes an extended part of you and will do most anything you desire it to do.’

Photo by U.S. Navy

November 12, 2023 0 comment

History

The specially painted F-16 Viper celebrating 75 years of supersonic flight

by Till Daisd November 11, 2023

written by Till Daisd

The photos in this post features the 75th Anniversary of Supersonic Flight F-16 Viper

The pictures in this post celebrate the 75th anniversary of the Supersonic Flight F-16 Viper and were taken at Edwards Air Force Base (AFB). The 412th Maintenance Group has completed this special paint job. This weekend marks the first airshow held at Edwards AFB in thirteen years.

The 2022 Aerospace Valley Open House, Air Show & STEM Expo honor the first supersonic flight made by then-Capt. Chuck Yeager over Edwards AFB, as well as the 75th anniversary of the Air Force.

Using a sonic boom, Yeager used to kick off the Edwards AFB Airshow. He opened the performance with a really impressive pass while piloting a USAF fighter jet.

Yeager was selected to fly the Bell X-1, a classified experimental aircraft designed to evaluate a fixed-wing aircraft’s ability to withstand the extreme aerodynamic stresses of sonic flight as well as the human pilot’s capabilities. On October 14, 1947, he flew the X-1, attached to a B-29 mother ship, to a height of 25,000 feet (7,600 meters), over Rogers Dry Lake in southern California. Yeager became the first person to break the sound barrier when the X-1 rocketed to 40,000 feet (12,000 meters), which was roughly 662 miles per hour (1,066 km) at that altitude.

He died on December 8, 2020. The NASA Armstrong Flight Research Center participates in the airshow in addition to the US Air Force (USAF).

As previously reported, the Air Force and NASA jets will be “going full steam” to see which can break the sound barrier first as part of a unique air show held beneath a supersonic corridor to commemorate the first sonic boom.

“We want to heighten that and showcase that, because it’s a once-in-a-lifetime for air shows to be able to actually go past Mach .99 and actually hit that sonic boom,” Chase Kohler of the 412th Public Affairs office said in June to Bakersfield.com.

Because the aircraft will be at an altitude, the crowd won’t be able to see them, but “they’re definitely going to hear them and feel them,” he said. “We’re just really excited to showcase that unique part.”

Photo by U.S. Air Force

November 11, 2023 0 comment

History

Although would have been easier to adapt the YF-22 for aircraft carrier operations than the YF-23, neither candidate in the ATF program was suitable for Naval operations

by Till Daisd November 10, 2023

written by Till Daisd

If the US Navy had not terminated the NATF program, would it have been easier to adapt the YF-22 for aircraft carrier operations than the YF-23?

During the Advanced Tactical Fighter (ATF) program in the late 1980s and early 1990s, the Northrop YF-23A and Lockheed YF-22A competed with one another. The US Air Force (USAF) needed to replace its F-15 Eagle air superiority fighter due to the threat of new Soviet fighters and Surface-to-Air Missiles (SAMs) in the late 1970s, which is when the ATF program began.

In 1986, the Advanced Tactical Fighter went into the Demonstration and Validation phase. Late in 1990, the prototype aircraft (YF-22 and YF-23) completed their first flight. Extensive flight testing revealed that the YF-22 was more agile, while the YF-23 was faster and stealthier.

The YF-23A, also known as the Black Widow II, was designed with stealth in mind. Northrop chose not to use thrust vectoring for aerodynamic control, as they did on the Lockheed YF-22A, in order to save weight and improve stealth. Northrop built two YF-23A prototypes.

After deciding that the YF-22 was the best design, Lockheed/Boeing was given the development contract in 1991, and work on its engineering and manufacture started.

Although the US Navy had abandoned the Navalized Advanced Tactical Fighter (NATF) by fiscal year (FY) 1992, the press speculated that the Lockheed team’s design was also adaptable for the NATF.

But if the Navy had not terminated the NATF, would it have been easier to adapt the YF-22 for aircraft carrier operations than the YF-23?

‘I can answer that because I was involved in an analysis to determine the answer to exactly this question,’ David Tussey, former US Navy A-7E Corsair II, says on Quora.

‘The F-22 is the only design of the ATF program that could have been made carrier-capable. Even then, it would have involved a major, expensive, and risky re-design. It would have, for example, swing wings such that it was compatible with carrier approach speeds, and lots and lots of other changes. It could happen, but it would have been a real stretch and expensive.

‘The F-23 was simply too long for carrier operations; it would not fit on any of today’s carriers. The length of the aircraft was such that it would not fit into the space between the catapult and the JBDs (Jet Blast Deflectors). The JBDs protect the other aircraft and flight deck personnel from the exhaust of a jet in full afterburner before catapult launch and takeoff. Putting the F-23 on a carrier would have required a redesign of the catapults and JBDs on every carrier… a total non-starter.’

Tussey concludes;

‘Neither candidate in the ATF program was really suitable for Navaoperations, ns and no such requirement existed in the ATF program. I do think, however, that a contributing factor to the losing YF-23 was the fact that it was non-compatible with carrier operations. Just a hunch…

‘Here’s a picture of the JBD at work, just prior to a catapult launch.’

Photo by Lockheed Martin and U.S. Air Force

November 10, 2023 0 comment

History

The Mach 3 rivalry between the YF-12 and the XB-70

by Till Daisd November 9, 2023

written by Till Daisd

The XB-70 Valkyrie had an extremely large airframe; the YF-12 was not small, being 107 feet long. But if you compared the two, the Blackbird looked small

The Mach 3 competition between the XB-70 and YF-12. Although the six-engine Valkyrie could only reach Mach 3 due to aero heating and was not able to cruise at that speed, North American Rockwell produced the first Mach 3 bomber.

Everywhere they could, their public relations company was pushing the idea that their aircraft could fly faster and higher than any other.

On the other side of Edwards Air Force Base (AFB), the YF-12 Blackbird kept its secrets near and dear. The YF-12 was a variant of the A-12 with a backseat for the missile launch controller.

The YF-12s, also known as YF-12A high-altitude Mach 3 interceptors, occupied the seventh through ninth slots on the A-12 assembly line.

The two primary modifications were the addition of a second cockpit for a crew member to operate the fire control radar for the air-to-air missile system and the modification of the A-12’s nose by cutting back the chines to accommodate the huge Hughes AN/ASG-18 fire-control radar, which was originally developed for the XF-108 and has two infrared search and track sensors embedded in the chine leading edge. This airframe could easily fly Mach 3.

Donn A. Byrnes and Kenneth D. Hurley tell in Blackbird Rising: Birth of an Aviation Legend that since they were both undergoing testing at Edwards AFB at the same time, they naturally spent their after-work together at the same bar. Hernandez Hideaway was the name of one of the local hangouts.

Test pilots of the YF-12 frequently accomplished more Mach 3 flights in a lifetime than the XB-70 would. Jim Eastham could take no more of the daily boasts about the XB-70. Eastham was a test pilot for Lockheed, having flown the A-12 and now the YF-12.

When Eastham couldn’t take it anymore, Al White from the XB-70 program was raving about his high Mach numbers one evening at the bar. He turned to White and said, “Al, we do more Mach 3 time in a single YF-12 mission than you guys have flown in your entire program.” Al looked at Jim, and without missing a beat, he said, “Yes, that’s true, Jim, but we lose pieces that are bigger than what you fly!

The YF-12, at 107 feet long, was not small, but the XB-70’s airframe was huge. However, the Blackbird appeared smaller in comparison to the other.

Check out Habubrats Facebook page for further Blackbird photos and stories.

Photo by U.S. Air Force and Peter Chilelli

November 9, 2023 0 comment

History

The B-52 bombers carrying the D-21 Mach 3 ramjet-powered reconnaissance drones

by Till Daisd November 8, 2023

written by Till Daisd

Originally intended for launch from the Lockheed A-12, the D-21 was forced to find a replacement carrier due to technical issues that resulted in a deadly accident

The Lockheed D-21 was a highly advanced, remotely piloted aircraft (RPA) designed to carry out high-speed, high-altitude strategic reconnaissance missions over hostile territory. It was powered by a ramjet. The D-21 had originally been designed for launch from the trisonic Lockheed A-12 (developed alongside the SR-71), but difficulties (culminating in a fatal accident) forced Lockheed to find a new carrier.

The Lockheed D-21 was a cutting-edge remotely piloted aircraft (RPA) intended for strategic reconnaissance over hostile territory at high speeds and altitudes. It had a ramjet for power. Originally intended to be launched from the trisonic Lockheed A-12 (built concurrently with the SR-71), problems ultimately resulted in a deadly accident, forcing Lockheed to locate a replacement carrier.

Under Operation Senior Bowl, which was financed by the CIA, two H-model “Buffs” (B-52H-140-BW 60-0021 and B-52H-150-BW 60-0036) were modified to carry the D-21B reconnaissance drone. The D-21 drone was upgraded to D-21B standards and fitted with a 90-second solid fuel rocket booster, allowing it to reach its operating altitude of 80,000 feet and its top speed of Mach 3.

The first of the two launch aircraft, B-52H-140-BW 60-0021, was dispatched to Palmdale on December 12, 1966, where it was outfitted with enormous inboard underwing pylons from which the D-21s could be suspended, as described by Jon Lake in his book B-52 Stratofortress Units in Combat 1965–73. The gunner and EWO positions in the cockpit were also replaced by new Launch Control Officer stations. In order to record the launch, the aircraft were equipped with camera ports in the fuselage sides and in the launch pylons; however, in contrast to some claims, the standard tail armament was kept in place.

The two D-21 carriers were operated by the 4200th Support Squadron (SS) at Beale Air Force Base (AFB) in late 1968 after training at Groom Lake (also known as “The Ranch”) with a unit simply known as A Flight. They were maintained in a state of virtual alertness with two “birds” on each B-52H. The B-52Hs took off from Beale and went to Andersen, Hickam, or Kadena AFBs, where they conducted operational missions. Sorties were flown on Nov. 9, 1969, Dec. 16, 1970, Mar. 4, 1971, and Mar. 20, 1971.

The second and third flights were unsuccessful because the mission video was not retrieved from the palletized camera hatches that were ejected from the drones, while the first and last drones were lost over enemy territory. Launched by 4200th SS B-52Hs, all D-21Bs were dropped from the starboard pylon, while the backup D-21B, carried by the port station, was never used operationally. The program was discontinued on July 23, 1971.

Standard early-style SIOP camouflage with painted radomes was worn by the aircraft, although 60-0036 had an unusual white-painted cockpit roof to reflect the bright sun at high altitudes. Both “Buffs” are still in use today, and in honor of the D-21 supersonic reconnaissance drone’s 50th anniversary, 60-0036 was given a unique “Tagboard Flyer” nose art in 2017 by renowned aviation artist Mike Machat. The previous nose art was redone, and it was painted over after regular maintenance. This is the current nose art.

B-52 Stratofortress Units in Combat 1965-73 is published by Osprey Publishing and is available to order here.

Nose art celebrates Lokcheed D-21 drone 50th anniversary — Aviation artist Mike Machat completed nose art on the 419th Flight Test Squadron’s B-52 #60-0036 in 2017. The bomber was used in the top secret test program named Tagboard.

Photo by U.S. Air Force

November 8, 2023 0 comment

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