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May 29, 2017

Sijan: The Vietnam War Hero Who Gave His All

The story of Lance Peter Sijan (pronounced sigh-john) began on April 13^th 1942 when he was born in Milwaukee Wisconsin. His early years were spent as a city championship high school football player and being the older brother to his brother Marc and sister Janine. He was also president of the Student Government at his Bay View High School and winner of the Gold Medal Award for outstanding leadership, achievement, and service. Lance Sijan was the kind of fierce competitor and principled leader the United States Air Force is sometimes fortunate enough to discover and develop.

Although Lieutenant Sijan was a rated F-4C Phantom II pilot, he was flying as the Weapons Systems Officer (WSO) or “back-seater” in his 480th Tactical Fighter Squadron (TFS) commander’s jet on November 9^th 1967 when the fuses on its payload of bombs detonated prematurely just after release near the Mu Gia Pass and destroyed the aircraft. Sijan was able to eject from the stricken jet, although he suffered severe injuries during the ejection sequence and subsequent landing. Despite their best efforts rescue personnel were unable to locate Sijan on the ground. But Sijan was alive and evading his pursuers down below the jungle canopy.

090424 F 1234P 012 — Official Air Force Photograph

Sijan’s compound leg fracture made it extremely difficult for him to move around. The initial rescue effort involved more than a hundred sorties by rescue helicopters and escorts. But Sijan spent the next 45 days in the jungle evading enemy troops looking for him. When Sijan was finally worn down to a hollow shell of his former 220 pound Air Force Academy football player self by his ordeal, he allowed himself to be captured during early January 1968 hoping that he might receive some desperately needed medical attention and water. Unfortunately capture was no better for Sijan than evasion.

Sijan was a defiant prisoner who attempted escape several times even though he still could not walk. He never asked anything of his fellow captives and did not complain about his pain or personal situation during his time as a prisoner. It was probably a move from his initial prisoner compound to a different prison in Hanoi that finally did Sijan in. Slipping in and out of lucidity for long before the hellish move and seldom gaining it thereafter, Lance Peter Sijan passed away on or about January 22^nd 1968- about eight days after arriving in Hanoi.

Sajin’s dedication, courage, and selflessness were recognized by every prisoner who shared a compound with him. It was a fellow prisoner who recommended Sajin for his Congressional Medal of Honor, which his mother and father received along with his posthumous promotion to Captain on March 4^th 1976.

Here are ten things you might not know about Captain Lance Peter Sijan:

When Lance’s high school football team won the Milwaukee City Football Championship in 1959 it was the first time the Redcats had won it since 1936- when his father Sylvester played on the team.
After high school graduation Sijan actually attended the Naval Academy Preparatory School in Maryland before he gained his appointment to the Air Force Academy.
Sijan was the first Air Force Academy graduate awarded the Congressional Medal of Honor.
Lance played the role of The King in the play “The King and I” during his sophomore year at Bay View High School.
Lance’s younger sister Janine played the role of the child princess in the play.
Sijan was shot down during his first mission after returning from R&R in Thailand- previously Siam- the setting of the play.

c180f4ed eb06 46f3 9ef1 87d458178daf image WISN — Photo Credit: WISN

As a Wisconsin native, when Sijan was asked to name the world’s greatest football team as part of the rescue communications protocols, his predictable response was “The Green Bay Packers.”
During the initial rescue attempts Sijan refused to allow the Jolly Green Giant rescue helicopter to lower a para-jumper (rescue-trained aircrewman) to assist him with extraction because he did not want to put anyone else’s life in danger.
The City of Milwaukee has dedicated a retired Air Force F-4C Phantom II painted to represent the jet last flown by Sijan as part of the new Captain Lance Sijan Memorial Plaza at the city’s General Mitchell International Airport.
Lance’s sister Janine Sijan Rozina was one of the driving forces behind the move of the F-4C from its former limited public access location at the airport to the new more accessible memorial site.

Into the Mouth of the Cat may be the best book available about Lance Sijan.

The Most Hated Regional Jet Is One Amazing R/C Model

Airline News

Avgeekery

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May 29, 2017

The Most Hated Regional Jet Is One Amazing R/C Model

This thing is huge!

No one books a trip and hopes that they end up flying on a Bombardier CRJ-200. With little headroom, tiny slimline seats, and a bathroom could double as a torture chamber, the 50-seat regional jet is on many avgeek’s ‘do not fly’ list.

Yet when we saw this remote control CRJ, we couldn’t believe it. First of all, the model is huge! It’s almost big enough to fly a couple children in the cabin. The model is a 1/6th scale replica!

In the video you’ll see that the jet cruises through the air at a high speed and looks very realistic. About the only time we could tell that the jet was not real was on approach. Because of no leading edge slats, the real CRJ-200 has a characteristic nose-low approach. The R/C CRJ-200 approach looks much more conventional. Still though, the pilot lands better than some CRJs that we’ve been on before.

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This Video Is An All-Star Showcase of Nearly Every Tactical Air Command Jet

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May 28, 2017

This Video Is An All-Star Showcase of Nearly Every Tactical Air Command Jet

Tactical Air Command Was Most Definitely On Target in This Publicity Film

“TAC on Target” is a 1962 look at the United States Air Force (USAF) Tactical Air Command (TAC) aircraft and their capabilities. The film was shot by the Air Force and features TAC aircraft filmed during the prime of their operational careers. It’s an interesting look at how the Air Force employed their fighters, bombers, airlifters, and support aircraft. Delivery of bombs, rockets, napalm, lots of 20 millimeter rounds, guided missiles, and other ordnance are all depicted. As the narrator says, the three primary missions of TAC are (and really still are) to gain and maintain air superiority over the battlefield, destroy enemy targets between rear areas and the front lines, and to provide close air support.

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Starring (Just About) the Entire TAC Team

Featured in the film are the North American F-100 Super Sabre, the Lockheed F-104 Starfighter, and the Republic F-105 Thunderchief. It’s easy to pin down the period of the film because the McDonnell F-110A Spectre is featured- a designation that only lasted a few months during 1962. Of course you know that aircraft today as the F-4C Phantom II. The McDonnell RF-101 Voodoo, Douglas RB-66 and WB-66 Destroyers, Lockheed C-130A, C-130B, and C-130E Hercules airlifters, and the Fairchild C-123 Provider assault airlifter are also featured. The video was uploaded to YouTube by AIRBOYD.

1200px F 100C 4mation 060905 F 1234S 064

What It Took To Be A Marine Aviator In The Mad Men Era

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May 25, 2017

What It Took To Be A Marine Aviator In The Mad Men Era

Wings of a Marine Traces the Path of a Future Skyhawk Pilot to the Fleet

Wings of a Marine was produced by the Navy Department in 1964. It tells the story of Second Lieutenant William T. Smith, a typical Marine aviator in those days, and his path after completion of his basic flight training at Naval Air Station (NAS) Pensacola. This particular Marine aviator enters the A-4 pipeline and eventually flies A-4C Skyhawks with Marine Attack Squadron VMA-225 Vagabonds. The film was shot primarily at Marine Corps Air Station (MCAS) Cherry Point in North Carolina. Smith’s initial A-4C carrier qualifications (CarQual) were shot aboard the Essex-class aircraft carrier USS Lexington (at the time CVS-16, later CVT-16). The quality of both the visuals and the audio is quite good- better than most films transferred to video from this period.

The film is typical for its era in that it’s a little bit hokey, but that doesn’t take away from the excellent air-to-air photography or the time-capsule quality of the jets, the personnel, or their appearance. Naturally there are numerous shots of the Vagabonds flying their A-4Cs. Also making screen appearances are VMFA-115 Silver Eagles flying their McDonnell-Douglas F-4B Phantom IIs and VMA-332 Polka Dots / Moonlighters flying their A-4Cs. As Smith drives down the MCAS Cherry Point ramp he sees Lockheed KC-130 Hercules tankers of VMGR-252 Otis, and Vought RF-8 Crusaders and Douglas EF-10B Skyknights of VMCJ-2 Playboys. The video was uploaded to YouTube by AIRBOYD.

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Cover photo credit: AMC

The Neptune’s Trident: The Navy’s Versatile and Adaptable Maritime Patrol Aircraft

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May 24, 2017

The Neptune’s Trident: The Navy’s Versatile and Adaptable Maritime Patrol Aircraft

Lockheed’s P2V Set Records, Served With Distinction, and Passed the Torch to the Orion

On 17 May 1945, the Lockheed XP2V-1 Neptune flew for the first time. The Neptune, like many other naval aircraft of the time, was adapted to many different missions and roles. The 1,105 P-2s were built in seven primary variants and 30 sub-variants. Kawasaki of Japan built another 83 P-2s. When Naval Reserve Patrol Squadron VP-94 Crawfishers retired their P-2Hs in April of 1978, 31 years of distinguished service with the US Navy came to a close.

One of a Kind Born During War

The Neptune is unique in that it was and still is the only American naval land-based patrol plane ever purpose-designed and built. Lockheed actually began design work on a new land-based patrol bomber during early December of 1941. Lockheed was building the PV-2 Harpoon patrol bomber early in the war so it took until April of 1944 for the Navy Bureau of Aeronautics (BuAer) to contract with Lockheed to build the first two prototypes. After the prototype flew in 1945 production began in 1946 and the first operational P2V-1s went into service in 1947.

Lockheed P2V 4 Neptune prototype in flight c1949

Replacing Aging Legends

The design of the P-2 was predicated on the theory that a pair of the new Wright R-3350 Cyclone 18 cylinder radial engines would enable the Neptune to carry more payload farther than even the four engine heavy bombers in use at the time. The Boeing B-17 Flying Fortess was used by the Navy in small numbers as the PB-1 and PB-1W. The Consolidated B-24 Liberator was utilized by the Navy in much larger numbers as the PB4Y-1 and was the basis for the more specialized PB4Y-2 Privateer patrol bomber. But because the R-3350 engines were being used in Boeing B-29 Superfortresses at the time, Lockheed’s new maritime patrol platform was ready when called upon after the war ended.

The Trek of The Turtle

The Navy, with an eye toward post-war public relations, decided to show the new design off. The third production P2V-1 was chosen for a record-setting mission. The crew named the Neptune “The Turtle” but somehow the Navy tweaked the moniker to “The Truculent Turtle.” On 29 September 1946 The Turtle took off from Perth in Australia using rocket-assisted takeoff (RATO) on a non-stop flight planned to end in Washington, DC. Carrying a crew of four, a baby kangaroo, and all the avgas that could be Indian-wrestled aboard, The Turtle instead landed 55 hours and 18 minutes later at Naval Air Station (NAS) Columbus, Ohio- a journey of 11,236 miles. It took 16 years and Air Force B-52s to best the flight of The Turtle. She now resides at the National Naval Aviation Museum at NAS Pensacola in Florida.

Lockheed P2V 3C Neptune takes off from USS Franklin D. Roosevelt CVB 42 on 2 July 1951 80 G 629296

The Navy’s Nuclear Bomber?

One role for which Lockheed didn’t design the Neptune was thrust upon it by political considerations. The Navy feared it would lose clout in Washington if it did not possess a nuclear strike capability. More sophisticated and practical weapons were on drawing boards, but those were years away from being operational. 12 P2V Neptunes became that stop-gap nuclear strike capability. The atomic weapons of the day were large and heavy and required large aircraft to carry them. Luckily the solution was never tested in actual combat. However, the sight and sound of a navy blue P2V being rocketed off a carrier flight deck by RATO bottles is one few who witnessed it will ever forget.

Tools of the ASW Trade

After becoming operational the Neptune quickly took up its duties tracking submarines and shipping all over the world. The P2V was the first Navy maritime patrol aircraft to combine radar, sonar (via sonobuoys), and Magnetic Anomaly Detection (MAD) sensors in the same airframe. These same three primary sensors have equipped every maritime patrol aircraft built since the P2V. The early variants of the Neptune carried none of these sensors. They were equipped with offensive and defensive 20 millimeter gun turrets and were capable of employing all manner of anti-shipping and anti-submarine weaponry.

Lockheed P2V 6 Neptune flying on jets only in 1952

Bolting On More Power

As the P2V developed it gained more powerful versions of the same R-3350 engines, different propellers, changes to and omission or inclusion of the offensive and defensive armament, modified landing gear enabling the aircraft to support arctic operations, avionics and mission-dedicated electronic equipment, airframe modifications including changes to the nose and tail, fuselage extensions, wingtip fuel tanks of various capacities, aerial searchlights, canopy configurations, and more. The P2V-5F variant added a pair of Westinghouse J34 jet engines, providing increased thrust for takeoffs and extra dash speed used when prosecuting or attacking targets. Future Neptunes would all be equipped to fly with “two turning and two burning.”

Lockheed P2V Neptune in flight in October 1950

First Combat

The first use of the Neptune in combat came during the Korean War. P2V-3s attacked ground targets day and night using bombs and rockets, laid naval mines in North and South Korean waters, flew electronic surveillance missions, and even flew transport missions when called upon to do so. Some Neptunes were modified with a special armored aft passenger compartment capable of seating six. After the Korean War ended the Navy changed the color schemes of most of its aircraft. In September of 1962, they changed their names too. The P2V became the P-2. The P2V-1 became the P-2A. The P2V-2 became the P-2B. The P2V-3 became the P-2C…and so on.

Crisis and Calamity

During the Cuban Missile Crisis in 1962, P-2s were instrumental in tracking Soviet shipping and submarines plying the shipping lanes (and sometimes avoiding them) back and forth between the Soviet Union and Cuba. But the P-2 flew most of its combat missions in Vietnam. Navy P-2s were used primarily for support and enforcement of Operation Market Time, the hundred month-long interdiction effort and blockade intended to halt the flow of arms from North Vietnam to South Vietnam predominantly by coastal shipping and small indigenous vessels.

Sensitive Missions

In addition to maritime patrol duties, Navy Neptunes executed some other more specialized missions over Southeast Asia. Observation Squadron 67 (VO-67) Ghost Squadron earned the only Presidential Unit Citation awarded to a P-2 squadron while flying secret missions out of Nakhon Phanom Royal Thai Air Force Base in Thailand over the Ho Chi Minh Trail dropping Igloo White acoustic and seismic sensors during 1967 and 1968. VO-67 lost three of their 12 OP-2E aircraft and 20 crew members while flying these sensitive but dangerous missions.

Putting the Heavy in Heavy Attack

Heavy Attack Squadron 21 (VAH-21) Roadrunners operated four night and all-weather AP-2H attack variants from Cam Ranh Air Base over South Vietnam during 1968 and 1969. The AP-2Hs were the ultimate attack Neptunes, equipped with the same electro-optical sensor suite as the Grumman A-6C Intruder and were capable of attacking targets with grenade launchers, 7.62 millimeter Gatling guns, as well as bombs and napalm.

For the Rest of the Neptune Story Bang NEXT PAGE below.

This Is One of Only Two Flyable B-29s- And They’ll BOTH Be At Oshkosh!

Vintage Aircraft

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May 22, 2017

This Is One of Only Two Flyable B-29s- And They’ll BOTH Be At Oshkosh!

The recently restored Boeing B-29 Superfortress “Doc” SN 44-69972 will join The Commemorative Air Force B-29 “Fifi” SN 44-62070 at the 65^th Experimental Aviation Association AirVenture in Oshkosh. This will be the first time this momentous event has ever hosted two airworthy B-29s. “Doc” served briefly during World War II and was retained after the war ended for specialized missions such as radar calibration flights. These flights were flown along air defense identification zones (ADIZs) with high-precision in order to ensure American air defense radars were accurately reporting the altitude, course, and speed of contacts they acquired. “Doc” was one of a group of seven radar calibration-tasked B-29s named after the Dwarves from the Disney movie Snow White and the Seven Dwarves.

160711 F OV732 0068 — Official Air Force Photo

“Doc” towed aerial targets for a time during 1955. But during the 1950s the Air Force was modernizing. Jet bombers were her to stay. As a result, “Doc” was deemed expendable. She was flown to the Naval Air Weapons Station at China Lake in California during March of 1956 and, along with about 100 other veteran B-29s, was deposited on one of the complex’s many bombing and gunnery range for use as a target. There she sat for the next 42 years. But “Doc” would finally be rescued in 1998 and restored in a hangar once used to build B-29s, including “Doc”, in Wichita Kansas. Doc returned to flight on July 17^th 2016. The video is a segment from CBS News about the restoration of “Doc.”

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Watch a Giant C-5 Create Massive Wake Turbulence

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May 20, 2017

Watch a Giant C-5 Create Massive Wake Turbulence

Research Conducted by the FAA and NASA Determined Safe Separation Between Flights.

Caution: Wake Turbulence was produced and released by the Federal Aviation Administration (FAA) after their comprehensive wake turbulence research program conducted during the 1960s and early 1970s. Wake turbulence was a phenomenon known to pilots but few others. When larger aircraft like the Boeing 747 airliner, the Lockheed C-141 Starlifter and C-5A Galaxy airlifters, and other new large and heavy aircraft began sharing the skies with the civil light aircraft and other smaller airliners of the day, their persistent wake turbulence opened many eyes but was not really understood at first.

The research helped the FAA establish following distance and separation parameters for airliners and other large aircraft. The research and findings highlighted in the film are still very much pertinent today. There is plenty of 747 and C-5A footage in the film and it contains graphic explanations of the mechanics of wingtip vortices and wake turbulence. Boeing, McDonnell Douglas, NASA, and the National Aviation Facilities Experimental Center (NAFEC) participated in the making of the film. This writer actually watched some of the vortex testing conducted at the NAFEC facility near Atlantic City in New Jersey when he was a youngster. Oh, and by the way…that guy flying that Piper Tri-Pacer is a pretty fair stunt pilot!

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Here’s a short but eye-opening bonus video of a C-5A and the vortex caused by its wake turbulence.

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WATCH: Documentary Captured Heroic F-100 Squadrons Headed To Fight In Vietnam

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May 19, 2017

WATCH: Documentary Captured Heroic F-100 Squadrons Headed To Fight In Vietnam

“People We Know” Chronicled ANG F-100 Units Going to War.

Friends and Neighbors and People We Know is a look at United States Air Force Air National Guard (ANG) squadrons deploying to Vietnam during the 1960s. Produced by the Air Force and narrated by the late Bob Crane of the television show Hogan’s Heroes, the film chronicles the mobilization of four F-100 C-equipped ANG squadrons in response to the Pueblo Crisis during 1968. One particular two-ship mission is covered from pre-flight briefing to post-flight celebration. Spoiler alert: There is some bomb camera footage spliced in that was shot from F-4s. Can you spot it?

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The ANG Units in the Film

The ANG squadrons mobilized and highlighted in the film are the 120^th Tactical Fighter Squadron (TFS) Bobcats of the Colorado ANG (tail code VS), the 174^th TFS Bats of the Iowa ANG (tail code HA), the 188^th TFS Tacos of the New Mexico ANG (tail code SK), and the 136^th TFS Rocky’s Raiders of the New York ANG (tail code SG). These four ANG squadrons collectively logged more than 30,000 sorties during their deployments to Southeast Asia during 1968 and 1969. The film documents most aspects of the deployment, from operational concerns and logistics challenges to the personal lives of the pilots and airmen. The film will provide a few laughs along with lots of great North American F-100 Super Sabre action. Enjoy!

Founded by Doolittle, The 15th Air Force Was Fierce. It Still Answers The Call Today

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May 19, 2017

Founded by Doolittle, The 15th Air Force Was Fierce. It Still Answers The Call Today

The 15^th Air Force Heritage- High Strategy Bombers and Tankers traces the history of the United States Air Force (USAF) 15^th Air Force from its origins under Major General James H Doolittle in North Africa during World War II to the Strategic Air Command (SAC) of the 1980s. The film features combat footage of various World War II bomber missions, cold war bombers, and KB-29, KB-50, KC-97, KC-135, and KC-10 aerial refueling tankers. The film also mentions the record-breaking flight of the B-50 Lucky Lady II and B-52 Lucky Lady III as part of Operation Power Flite in 1957.

Deactivated in September of 1945 after the conclusion of World War II, the 15^th was reactivated as a SAC Bombardment outfit in March of 1946 flying war-weary Boeing B-29 Superfortresses at first. These Pacific War veteran bombers were replaced by B-50 Superfortresses, then by Consolidated B-36 Peacemakers, followed by B-47 Stratojets, and ultimately by B-52 Stratofortresses. The 15^th also had McDonnell F-101 Voodoo and Republic F-84 Thunderstreak-equipped fighter wings, Lockheed U-2 and SR-71 Blackbird strategic reconnaissance aircraft, and strategic missile wings assigned to it at various times during the Cold War. When September 11^th 2001 changed everything, the 15^th became the Fifteenth Expeditionary Mobility Task Force. Comprised of Air Refueling, Airlift, and Air Mobility Wings today, the 15^th has been answering the call to defend the nation for 74 years. The video was uploaded to YouTube by AIRBOYD.

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The T-45 Goshawk: It’s What You Fly When You Want to Fly Navy

Military Trainers

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May 17, 2017

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The T-45 Goshawk: It’s What You Fly When You Want to Fly Navy

You Never Forget Your First Trap on a T-45 Goshawk- Especially If It’s an OK Three Wire

Today’s feature is Goshawk Ball, featuring the T-45 Goshawk of United States Navy (USN) Training Squadron 7 (VT-7) Eagles and VT-9 Tigers of Training Air Wing One (Tail code A– TW-1). TW-1 is based at Naval Air Station (NAS) Meridian north northeast of the town of Meridian in Mississippi.

The video is a high-def look at the student naval aviators and their training in the air. A few laughs, a pounding soundtrack, great videography, some carrier qualification footage- this one has it all.

US Navy 070204 N 8923M 174 Four T 45 Goshawks assigned to Training Airwing Two TRAWING 2 perform a high speed fly by off the port side of the Nimitz class aircraft carrier USS Harry S. Truman CVN 75 — image via us navy

Replacing a Couple of Legends

When the USN started looking for a replacement for its aging North American T-2 Buckeye intermediate trainers and Douglas TA-4 Skyhawk advanced trainers during the mid-1970s, McDonnell Douglas and British Aerospace teamed up to propose what amounted to a navalized version of the very successful BAe Hawk Mark 60 trainer.

T-45 Goshawk. Image US Navy. — image via us navy

A Few Tweaks Required

In order to make the T-45 Goshawk suitable for operations around an aircraft carrier, the British aircraft received a beefier airframe, wing leading edge slats, after fuselage strakes, landing gear modifications to make them stronger and wider, a ventral fin to enhance directional stability, and modifications to the outer wing and tail shapes to enhance low-speed controllability. Somebody bolted on a nose gear launch bar and a tail hook too. Presto- meet the Goshawk. The T-45A went into service in 1991.

1280px US Navy 111104 N KF029 095 A T 45C Goshawk training aircraft lands aboard the aircraft carrier USS Ronald Reagan CVN 76 — image via us navy

Keeping The Goshawk in the Groove

Today’s T-45C differs from the original variant primarily in the cockpit. The original analog gauges used in the initial T-45A variant have been replaced by multi-function displays (MFDs) and a head up display (HUD) has been added. When the last of the 221 T-45s built came out of the factory in November of 2009 like every other Goshawk it already had some miles on it.

The rear fuselage (everything behind the cockpit), engine air inlets, vertical stabilizer, and wings of the jet were built in England and shipped to McDonnell Douglas (Boeing) for mating with the remainder of the airframe (built by McDonnell Douglas) and final assembly here in the States. Early-model Goshawks have all been reworked to bring them up to the T-45C specification.

1280px US Navy 091108 N 8913A 260 Training aircraft line the flight deck of the aircraft carrier USS Harry S. Truman CVN 75 — image via us navy

Gulf Coast Goshawks

In addition to TW-1, TW-2 (Tail code B– VT-21 Red Hawks and VT-22 Golden Eagles) at NAS Kingsville in South Texas also employs the T-45C for the Intermediate and Advanced portions of the Navy / Marine Corps Strike Pilot Training Program.

When the T-45 finally began to replace the T-2C and TA-4 in service, there was an entire integrated training system package that came along with the jet, including high-fidelity operational and instrument flight simulators, computer-assisted training curriculum and academics, and McDonnell Douglas (Boeing) support for the entire training system.

For the Rest of the T-45 Goshawk Story (and a Sweet Video) Bang NEXT PAGE Below

Blue Angels, Air Force to dominate Wings Over Wayne Airshow this weekend

Airshow News

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May 16, 2017

Blue Angels, Air Force to dominate Wings Over Wayne Airshow this weekend

GOLDSBORO, NC — Top military and civilian aerobatic performers including the U.S. Navy Blue Angels will arrive this week for the Carolina’s largest airshow event this year as the 4th Fighter Wing at Seymore Johnson AFB celebrate the Air Force’s 75th year of service.

The Seymore Johnson AFB Open House and Airshow will open to the public this weekend as they present today’s top air dominance aircraft both in the air and on static display for an even up close view. Admission and parking are free.

“The air show is an opportunity for SJAFB to thank local and regional communities for their continuous support, in addition to educating the public on our combat capabilities and the F-15E mission of “Dominant Strike Eagle Airpower — Anytime, Anywhere,” Air Show Director Major Matthew R. Olde said on Tuesday as he toured the flight line.

Navy’s Blue Angels Headline Airshow

This air show’s star-studded lineup includes the six F/A-18 jets of the Navy’s flight demonstration team, the Blue Angels, who is expected to draw in an estimated 70,000 attendees on each day of the show. The Blues will provide 40-minutes of darting climbs and low passes at near the speed of sound as the jets wow the crowds over the airspace.Second year Commander and Boss Ryan J. Bernacchi in Angel 1 leads the Diamond Team, and includes LT Damon Kroes, LT Nate Scott, LT Lance Benson. The two solo pilots who push the envelope of what the Hornet can do are lead solo CDR Frank Weisser and opposing solo LT Tyler Davies.”We’re extremely excited to attend Wings Over Wayne,” Blue Angels 7 pilot and airshow narrator LT Brandon Hempler said during an interview with this aerospace journalist. “We’re gonna put on a great show. Not just the flying, but the maintainers who are out there as we perform the walk down of the jets. They’re an important part of the team as well.”

The voice of America’s Pride this season, LT Hempler, and Angel 8 LT Dave Steepe also serve as the advance pilot and events coordinator, respectfully. The Blues will fire up their aircraft and taxi out to perform each day at about 3:00 p.m.

Air Force Demonstrations to Highlight #WOW17

The Air Force F-22 Raptor is scheduled to perform each day as the 21st century stealth jet demonstrates many of its military maneuvers at low altitudes. Raptor pilot Major Dan “Rock” Dickinson will put the F-22 through many gravity defying air strike maneuvers, and will later soar wingtip to wingtip with the P-51D Mustang during the hugely popular Heritage Flight.

“Wings Over Wayne is the top air show on the East Coast,” Major Olde added as a lone F-15E jet taxied nearby. “We’re looking forward to opening our doors and showcasing our air power and base with everyone.”

The 4th Fighter Wing is home to the F-15E Strike Eagle, a dual-role fighter capable of performing air-to-air and air-to-ground missions. The 64-foot long F-15E can achieve a top speed of Mach 2.6 via two Pratt & Whitney F100-PW-229 turbofan engines with afterburners. The Boeing-built sleek military aircraft will perform twice on Saturday and Sunday, including a late morning formation flyover by four F-15E’s.

The airshow will also showcase the KC-135 Stratotankers; Tora, Tora, Tora Pearl Harbor reenactment demonstration; the Royal Canadian Air Force CF-18 Demonstration Team; the six-plane T-34 Beechcraft formation of Lima, Lima, Lima; and Smoke-n-Thunder Jet Truck — a twin jet engine 1957 Chevy Pickup capable of speeds of over 350 m.p.h.

The Canadian CF-18 will be piloted by Captain Matthew Kutryk, his first year with the demo team. His aircraft will don the colors of Canada, red and white with stylistic maple leafs, in honor of Canada’s 150th Anniversary of Confederation.

“Being selected as the pilot for the CF-18 Demonstration Team is an incredible honor, especially on such a significant year for Canada,” said Captain Kutryk dressed in his flight suit and poised next to his aircraft. “I am excited to travel all across Canada and the United States to show the skill and professionalism of the Royal Canadian Air Force.”

The family-friendly weekend includes a 20,000 square feet Kids’ Zone, occupying one of the largest aircraft hangars on the base. Over 15 attractions will be available all day on both days for $5.00 per wristband. Among them will be the Blue Angel Aircraft Carrier Slide, a 36 ft. Turbo Shuttle Slide, Space Camp Combo, Extreme Air Power Jump, a 52-ft Obstacle Course, and Adventures in Aviation.

(Charles Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)

Retirement In Sight For Virgin America–And That Is Ok

Joe Vaeth

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May 15, 2017

Retirement In Sight For Virgin America–And That Is Ok

An Avgeek recounts Virgin America’s professionalism on the day Alaska announced that the brand will be retired.

On 21 March I had the pleasure of flying on the red tail of a Virgin America Airbus 320. It was this avgeeks dream come true. With their mood lit cabins, leather seats with large screens that boast a vast array of entertainment options and in-seat ordering options for inflight meals and beverages Virgin America’s birds are unlike any other rides in the sky.

I was commuting from LAX to SEA and this was the first available flight, so I made my way over to Terminal 3, up the escalator through the KCM portal to the Virgin America gate agent’s counter. I inquired politely if there would be room for me on the flight. “Yes, there would be” came the response, “and make sure to introduce yourself to the flight crew.”

I was surprised although it is common courtesy for a jumpseating crew member to introduce one’s self to the crew it was not typical of a standard non-rev, most Captains expect me to take my seat in the back with minimal fuss and disruption to the flow of the operation. However, in this case we had time and I was encouraged to reach out. When I did the Flight Attendants, First Officer and Captain all took a moment to give me a personal heartfelt welcome. I was impressed and took the opportunity to learn more about what they appreciated most about flying for Virgin.

I learned from the crew that they were excited to see their airline growing. They expressed high expectations for the future and a drive to build the West Coast’s premiere airline. Earlier that day Alaska Air Group the parent company announced the decision to retire the Virgin brand in 2019.
The flight and cabin crew expressed pride in their aircraft/amenities and all the perks they appreciated being able to provide for their customers, which for this avgeek included a ginger-ale, protein plate, and the “Hail-Merry” brownies – all ordered from my seat back display.
There was a lot for them to be proud of and I enjoyed every minute of my “mood-lit ride” to Seattle.

A bright future

Now that two airlines have been combined to make one. Alaska and Virgin America are award winning carriers at the top of their class.

The Alaska team has been one of the most beloved airlines in America for decades now. They continue to top the ranks of all the U.S. major airlines for customer satisfaction. This week it was just announced that Alaska won the JD Power Award for the 10th year in a streak that has now lasted a decade and they are still the #1 airline in the Wall Street Journal rankings. Virgin has been winning awards in the luxury travel class for years as most namely the Conde Nast Traveler – Business and Reader’s Choice awards – Best Domestic airline for eight consecutive years and the Travel + Leisure Best Domestic Airline for nine consecutive years.

“Our colleagues at Virgin America built something truly amazing over the past decade, and it’s our goal to honor what they achieved while taking it one step further.”

Alaska sees this merger as a growth opportunity. Unlike other airline mergers were the value was increased through hub closures and service reductions, Alaska is touting more flights, more rewards, and more to love. The airline sees future growing in California and they have announced that they will not be closing any hubs. Alaska also has plans to build brand new lounges in San Francisco and at New York’s JFK airport.

Make flying fun

Virgin America became the place travelers flocked to in search of an air of fun and nostalgia while experiencing the cutting edge trends and technology that were reshaping air travel. They were the first airline to challenge Southwest’s dominance at with their #FreeLoveField campaign. They airlifted Chihuahuas from California to New York annually and they will be forever remembered for their splashy route launch campaigns as Richard Branson paraded through terminals across the U.S. with a train of Vegas showgirls, hula dancers, cowgirls, puppies, mascots, governors, mayors, musicians, stars and red clad inflight team members.

The rest of industry has been trying to keep pace with the innovations that Virgin America brought to the market place. This airline made improvements to the flying experience that every other major carrier is now emulating, fleet wide wifi, seatback displays, power charging outlets at every seat, entertainment offerings, chef-inspired menus, a new attitude toward guest comfort and amenities. They reminded us that flying is fun and that the airline company that deserves our business is one that celebrates its ability to serve its guests.

Virgin America has earned herself a special place in U.S. aviation history.

SpaceX Falcon 9 lifts-off from Kennedy Space Center with Inmarsat 5 F4

Spaceflight News

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May 15, 2017

SpaceX Falcon 9 lifts-off from Kennedy Space Center with Inmarsat 5 F4

CAPE CANAVERAL, Fla. — A high-speed broadband spacecraft designed to increase advanced data services to remote maritime and aviation locations lifted off on Monday from America’s Space Coast.

Inmarsat 5 F4 Global Xpress satellite will expand high-speed broadband connectivity across the planet with Ka-Band service. The $240 million spacecraft will soon join a fleet of three fifth-generation telecommunications satellites in geo-stationary orbit.

Built by Boeing in El Segundo, California, the global communications spacecraft has twin solar arrays for a combined 42 meters — longer than that of a Boeing 737 aircraft. Inmarsat is scheduled to operate on orbit for approximately 15 years.

“It’s been a great afternoon and evening out at Kennedy Space Center,” stated John Insprucker, SpaceX principal integration engineer, minutes following the craft release into space. “We counted down with excellent weather; launched right on time — the first stage did great, the second stage went through two burns just as planned. Now, we’ve topped it off with the separation of Inmarsat 5 F4 for our Inmarsat customer.”

A flawless countdown lead the Space Exploration Technologies Corp. (SpaceX) Falcon 9 to ignite it’s nine Merlin engines on time, launching from the Kennedy Space Center’s historic pad 39-A at 7:21 p.m. EDT. The white candlestick soared straight up and into the light blue clear skies before it began to veer toward the eastern horizon.

Ninety-seconds later, the two-stage rocket was rapidly gaining speed and altitude as it passed Mach 1 high above the Atlantic waters.

Spacecraft separation from the rocket’s second stage was met by a thunderous applause in the SpaceX mission control room located in Hawthorne, California, 32 minutes after the rocket leapt from the launch pad.

“We’ve had confirmation of spacecraft separation,” Insprucker relayed at 7:53 p.m. from the Hawthorne center. “We did hear the launch director out at the launch complex 39A.”

Minutes after the separation, Inmarsat confirmed that they could communicate with 5 F4, and that the craft was a good health. It will take the spacecraft nearly three months arrive at its precise location 22,300 miles above the earth.

“From here Inmarsat 5 F4 will be maneuvered to its geostationary orbit, 35,786 km above Earth, where it will deploy its solar arrays and reflectors and undergo intensive payload testing before beginning commercial service,” Inmarsat Corp. stated following the successful launch.

The next launch for SpaceX is planned for June 1 from America’s Spaceport with the 11th Dragon resupply cargo craft bound for the International Space Station. Launch time is schedule for about 6:00 p.m.

(Charles Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)

Operation Chastise: The Dambusters Made a Mess of German Dams

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May 15, 2017

Operation Chastise: The Dambusters Made a Mess of German Dams

It Turned Out the Backspin Was the Key to Busting Dams With Big Depth Charges.

On May 16^th 1943, Royal Air Force (RAF) Avro Lancaster B Mark III Special bombers of 617 Squadron began Operation Chastise as dambusters against the Germans. Over the course of the attacks the Mohne and Edersee dams were breached and the Sorpe dam was damaged. Two hydroelectric power stations were destroyed and several more were damaged. The resultant flooding heavily damaged or removed much of the residential and industrial infrastructure located in the Ruhr and Eder valleys.

Operation Chastise: The Dambusters Made a Mess of German Dams 36

Targeted Even Before the War

The RAF had determined that the Ruhr valley, or more specifically the steel and mining industries located therein, was a strategic target even before World War II commenced in Europe. In addition the fresh water provided by the dams was used for drinking water and for the canal system used to transport German war materials. An effective method for attacking the dams had to be engineered by the RAF. Enter one Barnes Wallis.

Royal Air Force Bomber Command 1942 1945. IWMFLM2341

It’s All In the Backspin

Wallis was the Assistant Chief Designer at Vickers Aircraft. In theory a relatively small explosive charge would cause a breach in a dam if it exploded underwater against the wall of the dam. The Germans had erected torpedo nets to protect the dams from conventional torpedoes and standard bombs could not be dropped with the necessary precision. Wallis and his team decided a bomb shaped like a depth-charge could be dropped from low altitude some distance from the dam. The bomber would induce backspin on the bomb, causing it to skip across the surface of the water- right over the German torpedo nets.

Low and Slow on the Bomb Run

When the bomb (code named Upkeep) reached the dam, it was theorized that because the device would likely still be spinning it would sink along the surface of the dam until its hydrostatic fuse detonated the device 30 under water. The bomber dropping the device would be forced to fly a low-altitude (60 feet), low-speed (240 mile per hour) approach to the drop point, making it vulnerable to all manner of German defenses. After tests during 1942 and early 1943, the concept was proven but the heavier bombs and the modified Lancaster bombers to deliver them were not yet ready.

Commonwealth Melting Pot

A new squadron was formed as part of Number 5 Group RAF. Initially the squadron was designated simply as X Squadron. Wing Commander Guy Gibson was chosen to command the RAF Scampton-based squadron. The men making up the 21 bomber crews in the squadron, eventually designated 617 Squadron, came from all over the RAF as well as from the Royal Australian Air Force (RAAF), the Royal New Zealand Air Force (RNZAF), and the Royal Canadian Air Force (RCAF). Operation Chastise was to be a Commonwealth show.

Wing Commander Guy Gibson Vc Dso and Bar Dfc and Bar Commander of 617 Squadron dambusters at Scampton Lincolnshire 22 July 1943 TR1127

Reworked for the Dambusters

Avro Lancaster B Mark III bombers were modified and designated as B Mark III Specials. Most of the Lancaster’s protective internal armor and the upper machine gun turret were removed to save weight. Because of the bomb’s five foot length and four foot diameter and 9,250 pound weight the bomb bay doors were also removed. In flight the bomb would be carried under the fuselage. The motor used to induce backspin on the bomb before release was also mounted below the fuselage of the aircraft.

Royal Air Force Bomber Command 1942 1945. IWMFLM2365

For the Rest of the Dambusters Story Bang NEXT PAGE Below

The NASA M2-F2 Lifting Body Crash Became Iconic Thanks to the Six Million Dollar Man

Spaceflight News

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May 9, 2017

The Mishap is One of the Most Often Ever Seen by the Public

As America raced towards the goal of landing a man on the moon before 1970, NASA’s attention was also focused on the construction and testing of a wingless craft capable of routinely returning from space piloted by an astronaut.

For 12 years beginning in 1963, engineers at NASA Dryden Flight Research Center at Edwards AFB in California worked to demonstrate that a pilot could successfully maneuver in flight and later land a specially designed wingless craft known as a lifting body. However, that vision was nearly lost fifty years ago this week in the tragic crash of one lifting body known as M2-F2.

It is the NASA video of that crash which set the stage for an iconic TV series which aired for five years during the 1970’s.

On May 10, 1967, lifting body project pilot Bruce A. Peterson took-off on his fourth glide flight aboard the M2-F2 — it’s 16th glide test flight — over the desert of Edwards. Great weather accompanied the last of a series of glide flights. The next series of flights scheduled would use the the XLR-11 rocket engine for powered flight.

Peterson was a veteran lifting body pilot having flown the earlier M2-F1 craft, and the heavy weight lift version, HL-10. A graduate of Naval Aviation school and an officer in the U.S. Marines, he later graduated from Air Force Test Pilot school at Edwards in 1962.

Built by Northrop Corp., the silver 22-fot long, 4,620 pound M2-F2 aircraft was designed to be airborne dropped from its attachment under the starboard wing of a an Air Force B-52 aircraft. The suited pilot would board the craft prior to take-off.

Once at the desired altitude, NASA 803 was dropped successfully and the craft began its planned steep decent into Edwards. Peterson guided the craft like a pro while performing a few test maneuvers on the way down.

“As Peterson neared the lakebed, the M2-F2 suffered a pilot-induced oscillation,” NASA spokesperson Yvonne Gibbs explained. “The vehicle rolled from side to side in flight as he tried to bring it under control. Peterson recovered, but then observed a rescue helicopter that seemed to pose a collision threat.”

Gibbs adds that Peterson radioed to get the helicopter moved as he feared the two would collide.

“Distracted, Peterson drifted in a cross-wind to an unmarked area of the lakebed where it was very difficult to judge the height over the lakebed because of a lack of the guidance the markers provided on the lakebed runway,” Gibbs added. “(He) fired the landing rockets to provide additional lift, but he hit the lakebed before the landing gear was fully down and locked. The M2-F2 rolled over six times, coming to rest upside down.”

He had no time to eject. The naval aviator was pulled from the craft and immediately taken to the base hospital. He was later transferred to March Air Force Base followed by a stay at UCLA Hospital. His injuries were not life threatening. Gibbs mentioned he lost vision in his right eye due to a hospital staph infection.

The story was a small blip on the evening news that night, however a generation of Americans, both young and old, would later watch the dramatic crash video each week for seven years on ABC-TV. From 1973 through 1978, the iconic opening credits for The Six Million Dollar Man incorporated Peterson’s crash with the images of fictional main character Col. Steve Austin. The crash explained what lead to Austin becoming “the world’s first bionic man”.

Peterson would often say in interviews that he did not enjoy that his crash was shown so frequently on television.

NASA researchers discovered following the crash that the M2-F2 had issues with the lateral control, even with its own stability augmentation control system. The lifting body program continued with a redesignated craft known as M2-F3. The new craft was modified with a third vertical fin placed in the center between the tip fins. This helped improve its control characteristics.

“The lifting body designs influenced the design of the space shuttle and were also reincarnated in the design of the X-38 in the 1990s,” Gibbs said.

The North Dakota native stayed on with NASA until retiring in 1981, the same year the space shuttle first flew into space. Bruce Peterson died in May 2006 following a long illness at his home in Ocean Springs, California.

(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)

BREAKING: Air Force X-37B space shuttle lands at Kennedy Space Center

Spaceflight News

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May 7, 2017

BREAKING: Air Force X-37B space shuttle lands at Kennedy Space Center

CAPE CANAVERAL, Fla. — The U.S. Air Force unmanned scientific and military research space shuttle safely returned to earth on Sunday completing 718 days in orbit.

The fourth flight of the fully automated orbiter test vehicle began it’s deorbit early Sunday, and reentered the earth’s atmosphere about 25 minutes prior to it’s 8:00 a.m. EDT landing at the Kennedy Space Center’s Shuttle Landing Facility.

“The landing of OTV-4 marks another success for the X-37B program and the nation,” Lt. Col. Ron Fehlen, X-37B program manager, said. “This mission once again set an on-orbit endurance record and marks the vehicle’s first landing in the state of Florida. We are incredibly pleased with the performance of the space vehicle and are excited about the data gathered to support the scientific and space communities.”Sunday’s landing marked the X-37B’s first return from space to land at the Florida Spaceport, and it will not be the last. The X-37B manufacturer Boeing is renting the space center’s Orbiter Processing Facility bay 1 to off-load experiments, refurbish the craft, and prepare it for relaunch from the Cape. Bay 1 was used for over three decades to service NASA’s fleet of space shuttle’s.

Once the command to return to Earth is given by the Air Force, the X-37B automatically descends from low earth orbit, reenters, and flies through the atmosphere to land on a planned runway. There is no one in a control room with a joystick flying it.

The program’s fourth test flight into future robotic space planes began with its launch a top a United Launch Alliance Atlas V rocket in May 2015 from Cape Canaveral AFS. The 29-foot long shuttle resembles NASA’s space shuttle orbiters at first glance, however the X-37B is 80% smaller fitted with small wings, twin vertical stableizers, and a windowless avionics cockpit.

“Today marks an incredibly exciting day for the 45th Space Wing as we continue to break barriers,” Brig. Gen. Wayne Monteith, commander of 45th Space Wing said. “Our team has been preparing for this event for several years, and I am extremely proud to see our hard work and dedication culminate in today’s safe and successful landing of the X-37B.”

Including the three previous missions, the total time of the four OTV missions on orbit is now 2,085 days.

In 1999, NASA began the X37 project, however the space agency handed it over to DARPA (the Defense Advanced Research Projects Agency) in September 2004. DARPA is headquartered in Arlington, Virginia.

DARPA, originally formed in 1958 as the Advanced Research Projects Agency, is an office designed to prevent technological surprises against the United States, such as the Soviets launch of Sputnik in 1957. The OTV project partnership between the military, DARPA and NASA was announced in October 2006.

This flight was performed by the second mini shuttle of the Air Force’s two shuttle fleet. The Air Force office also announced on Sunday the next X-37B will launch in late-2017. That launch will see the reflight of Boeing’s first flown shuttle on it’s third mission.

(Charles Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)

This F-105 Documentary Will Deliver Your Recommended Daily Allowance of Thuds

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May 5, 2017

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This F-105 Documentary Will Deliver Your Recommended Daily Allowance of Thuds

“There is a Way” Shows You How Thunderchief Pilots Made Heroic Memories.

Got a high boredom quotient working? You should check out the video There is a Way: The 421st Tactical Fighter Squadron “Fighting Cavaliers” and their F-105 Thunderchiefs. This film was made over several months of combat operations during 1966 by the Air Force, but it doesn’t look or seem like a regular USAF training film or documentary. It is a rare look inside the operational details of F-105 crews at war.

[youtube id=”Hun_uUuufOs” width=”800″ height=”454″ position=”left”]

Featuring the Fighting Cavaliers

The film features the 421^st Tactical Fighter Squadron (TFS), part of the 388^th Tactical Fighter Wing (TFW), operating out of Korat Royal Thai Air Force Base (RTAFB) during shooting of the film. The Fighting Cavaliers were flying regular missions up North at the time. The footage includes much more than just the aerial combat in which the Thuds were embroiled. Also included is footage of the ground crews and armorers turning the big F-105s around for their next mission and the various activities that we part and parcel of a Thunderchief squadron at war.

Not Your Usual Hum-Drum Production

The film really captured the human side of the war. Interviews with everyone from the mechanics and armorers, the pilots, all the way up to the base commander are used to tell the story along with actual mission footage. Much of the mission footage includes the radio calls made during the engagements- always a better experience than plain old film alone. Also included are celebrations for pilots completing their hundredth missions, briefings and debriefings, and plane-side remarks by pilots preparing for battle and those who have just returned from it.

Opinions and Observations From The Guys Flying the Missions

The pilots themselves give rare glimpses into their thoughts about the war and how it is being fought. They discuss tactics and the different missions they are tasked to fly. If you’re a Thud veteran, a fan, or just want to see what it was like to be part of a Tactical Fighter Squadron at war in Vietnam you can’t do any better than There is a Way. Enjoy!

Thanks to Zeno’s Warbird Video Drive-In for uploading the film and cleaning it up enough to be enjoyable to watch. Bravo Zulu.

They Beefed Up a Tweet to Make a Great Little COIN Aircraft

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May 2, 2017

They Beefed Up a Tweet to Make a Great Little COIN Aircraft

The Mattel Marauder proved that a beefed up T-37 could become a superb COIN aircraft.

On May 2^nd 1967 the first A-37 Dragonfly or Super Tweet went into service with the United States Air Force (USAF). A development of Cessna’s T-37 primary jet trainer, the A-37 was a counter-insurgency (COIN) specialist of the first order. Cessna took a stock T-37 Tweet two side-by-side seated trainer, added stronger wings and wingtip fuel tanks, strengthened the landing gear, added mission-specific avionics and a 7.62 millimeter rotary cannon and a refueling probe in the nose and presto- instant Dragonfly. It was a little bit more complicated than that…

Where Ideas Go to Formulate

Things started in 1962 at the USAF Special Air Warfare Center at Eglin Air Force Base (AFB) in Florida. Vietnam was already sucking America in. Hurlburt Field was and still is the epicenter for development of Air Force spec ops aircraft, so when two all-white T-37C Tweets showed up among all the camouflaged aircraft in late 1962 something had to be percolating. While the Air Force liked what they saw it was immediately apparent that some changes would need to be made in order to adapt a T-37 airframe to the COIN mission.

Where’s the Beef?

Those changes started with more powerful engines. General Electric J85 turbojets replaced the Tweet’s standard Continental J-69 engines, more than doubling the thrust available, although this didn’t quite translate that way due to added weight in the A-37 airframe. Still, it was a considerable improvement. The other changes to the basic Tweet outlined above were also incorporated into the two YAT-37D prototypes contracted by the Air Force in 1963.

Back-Burnered But Back In Business

During October of 1964 the first YAT-37D flew and a little less than a year later the second prototype, with hard points for a total of eight underwing pylons made its maiden flight as well. But about that time the project was back-burnered by the Air Force. Ironically a significant factor in the resurgence of interest in the A-37 was the losses suffered by the Douglas A-1 Skyraiders in Vietnam. The Air Force didn’t jump in with both feet though. Not right away.

Starting Out Slow

They issued a contract for 39 airframes modified from existing T-37s so they could conduct an evaluation. The original AT-37D designation was changed to A-37A. The evaluation would be conducted by what would become the 604^th Special Operations Squadron (SOS) under the most trying of conditions- combat.

Passing the Test

The Combat Dragon evaluation was conducted in Vietnam beginning in August of 1967 using 25 of the A-37A “Mattel Marauders.” The aircraft flew thousands of sorties out of Bien Hoa air base over III and IV Corps without a single loss due to enemy fire. The Super Tweets didn’t fly milk runs either; typical missions were helicopter escort, close air support, night interdiction, and Forward Air Controller (FAC) sorties- but they were primarily in-country sorties. The 2 to 1 maintenance hours to flying hours ratio was the stuff of which FAC dreams were made. It helped that the Super Tweet retained the ease of maintenance and simplicity of the Tweet.

Back to the Drawing Board For a Better Jet

Once Combat Dragon concluded the Air Force had identified a few things that required attention. Range was one. Unboosted controls were another. Cessna was soon the recipient of a contract to build 127 A-37B Dragonflies, many of which would be used by the South Vietnamese Air Force to replace their A-1 Skyraiders lost in combat and operational accidents. When the first A-37B emerged from the Cessna factory in September of 1967 it was a new-build aircraft that weighed nearly twice what the T-37C weighed but incorporated scores of improvements and refinements to the Dragonfly.

Bang NEXT PAGE below for more of the Dragonfly story.

Hawaiian Airlines Introduces Livery Update, But Diecast Modelmaker Ruined The Surprise

Airline News

Avgeekery

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May 2, 2017