In the Talons of Eagles by Stan Stokes.
The McDonnel
Douglas F-15 Eagle has been the USAFs primary air superiority fighter
for more than two decades. McDonnell Douglas won the competition to
develop this aircraft in 1969 over competing proposals from North
American Rockwell and Fairchild Hiller. The Eagle was designed to
counter the threat of new Soviet fighters like the Mig-25. The first
development versions of the Eagle flew in 1972. Designed as a single
pilot, twin-turbofan, all weather fighter, the Eagle had far superior
acceleration and maneuverability compared to the aircraft it would
replace. The F-15A was capable of speeds in excess of 1600-MPH and had
an operational ceiling of nearly 70,000 feet. Although the attack role
was a secondary design consideration, the Eagle can carry an impressive
bomb load of more than eight tons (externally mounted.)
The F-15 is a large, very sophisticated aircraft, whereas the
General Dynamics F-16, a much simpler, smaller, and less complicated
design, was planned to compliment the F-15.
On the morning of January 17, 1991 a USAF strike force comprised
of F-16s, F-15s, F-4G Wild Weasels, and EF-111s left its airbase at
Tabuk and headed for their target area the Al Taqaddum Airfield. Leading
a group of eight F-15 Eagles on this mission was USMC Capt. Charles
Magill, who was on exchange with the Air Force. On their way to the
target area the F-15s from the 58th Tactical Fighter Squadron
of the 33rd Tactical Fighter Wing received information from
an E-3 AWACS aircraft than a pair of Iraqi Mig-29s were just south of
the intended target area. When the Migs turned and became a threat to
the task force, Captain Magill split his flight into two four aircraft
formations. As he took his flight towards the Migs, the other four F-15s
continued to sweep the area for other bogies. As the two Migs turned
back into them at a low altitude, Magill fired two AIM-7M Sparrows from
a higher altitude at his target. Magill bagged one of the Migs while the
second was downed by Captain Rhory Dreger. As a result of their
successes during Operation Desert Storm the 58th TFS received
the 1990 Hughes Achievement award as the Air Forces most outstanding
air-to-air combat squadron. In the hands of some of Americas best
pilots, the F-15 Eagle has proven its capabilities against the finest.
Second Wave to Baghdad by Stan Stokes.
The F-117A was developed by the Lockheed Advanced
Development Projects team, better known as the Skunk Works. This was a
top secret program, and the aircraft flew for several years before its
existence was known to the public. Early work on the project began in
1977 with the development of two 60% scale aircraft. Under the code name
Have Blue the two prototype scale
aircraft were built in a matter of months at Lockheeds Burbank facility.
The first test flight was made in early 1978 by Bill Park. The Have Blue
aircraft proved undetectable by any airborne radar in existence other
than that on an E-3 AWACS. The F-117A was authorized into production in
1978. It is one of the most unique looking aircraft in the world because
it was designed as a stealth aircraft. It is made of geometrically flat
panes with sharply swept wings. The facing of the aircrafts fuselage
results in the disbursement of much of the radar energy which strikes
the F-117A. Radar absorbing materials are used throughout and the
propulsion system was ingeniously designed to dramatically reduce the
aircrafts infrared footprint. The F-117A is a fairly large bird for a
single seat aircraft with its 65 ft length and 43 ft wingspan. It
reportedly handles well with flight characteristics similar to other
delta wing aircraft like the F-106. The F-117A is capable of high
subsonic flight (646 MPH) and has a range of approximately 1000 miles.
The aircraft is equipped for aerial refueling. The F-117A is powered by
two GE F404-F1D2 engines which are non-after burning versions of the
engines used in the F/A-18. The bomb capacity is a total of 4,000
pounds. Designed to operate as a covert aircraft providing surgical
first strikes against heavily defended radar and communications centers
the F-117A was put to the test during Operation Desert Storm. The 37th
Tactical Fighter Wing, under the command of USAF Col. Alton C. Whitley,
Jr., flew the first strike
missions against Baghdad, hitting important communications and control
centers, radar sites, and antiaircraft batteries. Utilizing laser guided
2,000 LB bombs, about thirty F-117As participated in the first nights
attacks. Despite an enormous amount of anti-aircraft fire, the F-117As
under Whitleys command carried out their missions flawlessly, and not a
single aircraft was lost to enemy fire. The Stealth fighters blinded the
eyes and crushed the nerve centers of the Iraqi Air Forces during these
missions, making it possible for other aircraft to carry out their
missions with less likelihood of Iraqi opposition. A total of 1,271
sorties were flown by F-117As with a success rate of 80% during the war.
One of the more impressive attacks was captured on film and showed a
deep penetration laser guided bomb being guided through the top of an
elevator shaft on the roof of the ten-story building which housed the
Iraqi Air Forces headquarters. The bomb penetrated deep into the
structure before detonating and blowing out all four walls of the
structure. While the F-117A is no longer a secret weapon, its
effectiveness may hopefully serve as a deterrent to future possible
conflicts.
Thirsty Falcons by Stan Stokes.
Aerial
refueling revolutionized aerial warfare. The first such documented
refueling took place in June of 1923 when a specially modified DH-4B
piloted by Lts. Virgil Hine and Frank Seifert took off from Rockwell
Field in San Diego and managed to refuel another DH-4 piloted by Capt.
Lowell Smith. The success of this aerial refueling permitted an attempt
at a world record of flight duration. Taking off again from Rockwell
Field Smith kept his aircraft airborne for more than 33 hours. Aerial
refueling remained a novelty until many decades later when the jet age
arrived. Modern jet-powered fighters are awesome machines, but they can
consume enormous amounts of fuel, especially when flying at maximum
speeds or climbing under maximum power. A jet taking off with a full
weapons load that climbs to 60,000 feet under full power may consume
more than half its fuel capacity. Aerial refueling was necessary to make
jet powered fighters and bombers a practical weapon. In the 1950s the
Air Force developed a flying boom method of refueling whereas the Navy
utilized a probe and drogue system. The former required a specially
trained boom operator but can pass fuel very quickly. The Navy system
could handle multiple aircraft at the same time, but required a higher
standard of flying. Both in Vietnam and later during the Gulf War,
aerial refueling proved invaluable to the success of the air campaigns.
In Stan Stokes painting, F-16 Falcons approach their tanker for
refueling. The F-16 Fighting Falcon, designed by Harry Hillaker, first
rolled out of the General Dynamics assembly line in Ft. Worth Texas in
October of 1976. The aircraft was originally built as a technology
demonstration exercise to show how much weight and cost could be
eliminated from the F-15 Strike Eagle. In 1975, at the Paris Air Show,
the F-16 prototype with test pilot Neal Anderson at the controls
competed in the Great Fighter Competition. To the winner; billions of
potential sales to countries like Belgium, Denmark, the Netherlands, and
Norway. The F-16 duked it out against the French-built Mirage F1-E and
the Swedish Saab 37 Viggen. The F-16 was the winner.
Interest in a new lightweight, cost-effective,
fighter-interceptor evolved in the mid-1970s as a replacement for the
aging F-104. The F-16s outward appearance has remained the same for
twenty-five years while remarkable advances in technology have been
incorporated into the aircrafts internals. Improved engines, enhanced
radar and avionics, and superior missiles have kept the F-16 effective.
The F-16 can carry nearly ten tons of armament on its external stores
stations. This range of armament includes air-to-air missiles,
air-to-ground missiles, intelligent and traditional bombs, 6000 round
per minute Vulcan guns, and external fuel tanks.
Way Ahead of its Time by Stan Stokes.
Aviation
artist Stan Stokes has appropriately entitled his outstanding painting
of an SR-71 Blackbird as, Way Ahead of its Time. The Blackbirds origins,
amazingly, date back to the 1950s. At that time the U.S. government was
very concerned about nuclear developments in the Soviet Union, and a
high altitude reconnaissance aircraft was needed to overfly the Soviet
Union. The Lockheed Corporation responded by developing the U-2, which
was akin to a high powered glider. The U-2 was based on cost effective
adaptations of currently available technologies, and was very effective
initially, but as surface-to-air missile capability improved, the U-2
became vulnerable. What was needed was a long-range, very fast, very
high altitude aircraft, capable of outrunning Soviet surface-to-air
missiles. Mr. Kelly Johnson, Lockheeds project engineer who oversaw the
famous skunkworks, presented a proposal to the U.S. government in 1959
regarding the development of a state-of-the-art ultra high speed and
ultra high altitude aircraft. The plane, initially designated the A-12,
first appeared as the YF-12 interceptor, but the government decided not
to fund the YF-12. The design, however, became the SR-71, and the first
production Blackbird took to the skies in 1964. The aircraft
incorporated many design features never utilized on any aircraft up to
that time. For example, at cruising speed the Blackbirds skin would
reach nearly 1000 degrees, so the aircraft had to be constructed
primarily from a titanium alloy. The SR-71 gets so hot, in fact, that
the plane is one foot longer at cruising speed than it is on the ground.
For twenty-six years this secretive aircraft held many of the worlds
records for both speed and altitude. It is believed that about thirty
two Blackbirds were produced, and about twenty of these were still in
service with the Air Force in 1990. With the development of more capable
satellites, and the high cost of maintaining the Blackbird fleet, the
Air Force suspended Blackbird operations in 1990. On the final Air Force
flight of a Blackbird, from California to Washington, D.C., this
incredible aircraft once again set a speed record in making the trip in
only sixty-eight minutes. Mr. Stokes has depicted in his painting a
SR-71 Blackbird flying at 80,000 feet and at Mach 3.1 over the west
coast of the United States. The plane as depicted is piloted by Col.
Robert Powell, who is believed to have logged over 1.0 million miles in
his 1,020 hours of flight time. Becoming a Blackbird pilot was about as
difficult as becoming an astronaut, and Col. Powell personifies the
talented and dedicated pioneers, who much like the Blackbird, were way
ahead of their time.
Killer Bs by Stan Stokes.
High altitude
strategic bombing played a major role during WW II, and in the Cold War
era which followed long-range, high altitude, bombers would continue to
be a focus area. The Convair B-36 represented a transitional aircraft
between the WW II era aircraft and the supersonic jets that would
follow. Convairs B-58 Hustler was extremely fast, but the downing of
Gary Powers U-2 in 1960 pointed out the possible vulnerability of all
high flying bombers despite their speed. The B-58 was phased out as cost
ineffective, and the backbone of Americas manned strategic bomber force
became the Boeing B-52. The B-52 has had an unprecedented life span.
With improved avionics and the ability to launch cruise missiles
hundreds of miles away from the ultimate target, the B-52 remained
viable for decades longer than expected. The Rockwell B-1 bomber, the
aircraft planned to replace the aging B-52, had a very long and
controversial gestation period. The B-1 was planned to thwart Soviet air
defenses by carrying a nuclear payload to its target at treetop levels
and at speeds in excess of 900-MPH. Originally conceived in 1965 the
initial procurement contract was awarded in 1970 with the first flight
occurring in 1974. At one point 244 B-1 Lancers were planned, but the
B-1 program was cancelled during the Carter Administration with only
five aircraft completed. In 1982, the B-1 was resurrected during
President Reagans term. One hundred aircraft, at a cost of $28 billion
(or $280 million each) were ordered.
The first operational B-1 reached the Strategic Air Command in
1985. One hundred of these large aircraft have been produced. With an
extended wingspan of 137 feet the B-1B is capable of operating from
shorter airfields than normal, and with its wings in their fully swept
position the aircraft can reach speeds approaching Mach 1.5. The B-1 can
carry a whopping weapons load of more than 60 tons. It can fly at very
low altitude and launch multiple cruise missiles at targets hundreds of
miles away. The B-1 was the worlds most expensive aircraft at the time
of its production, but that title now belongs to the B-2 stealth bomber,
which costs almost 9 times that of a B-1, or upwards of $2.5 billion a
copy. Compared to the B-1 , the smaller Northrop B-2 uses technology to
hide itself from opposing air defenses. The B-2 has many similarities to
the line of flying wings pioneered by Jack Northrop in the 1940s.
The B-1 Lancer was first utilized in combat during bombing raids
against Iraq. Reconfigured to carry convention weapons the B-1s
typically carries up to 84 Mk-82 nonprecision bombs plus 30 anti-tank
cluster bombs. This allowed the B-1 to attack Iraqi tank battalions with
devastating results. B-1s were utilized in Yugoslavia, as is the B-2,
which was first used in combat in March of 1999 – flying, non-stop
from Missouri to Yugoslavia to bomb key Serbian military command and
control targets.
Angels and Knights by Stan Stokes.
In
1946 Navy brass selected Lt. Cdr. Roy Butch Voris, a fighter pilot with
WW II experience, to organize a flight exhibition team. The
twenty-six-year-old Voris wasted no time in forming his team, and
developed an exciting low altitude acrobatic demonstration utilizing the
F6F Hellcat fighter. Recognizing the need for a minimum of distractions,
Voris selected only bachelors for his embryonic flight team. When the
group put on their first demonstration, Voris commanding officer called
them a bunch of crazy S.O.B.s who were going to kill themselves.
Nonetheless, the show was impressive and the Navy moved ahead. Lacking a
name for this new group a contest was held, but no names were submitted
which the pilots all liked. One day Voris #2 - Wick Wickendall - saw an
ad for a night club called the Blue Angel in a magazine. From that day
forward the name Blue Angels was official. The team quickly transitioned
to the faster F8 Bearcat, but when the Korean War began, the group was
temporarily disbanded, and its pilots formed the nucleus of VF-191
Satans Kittens. Following the war Voris was asked again to reactivate
the team, this time utilizing the Panther jet. In 1955 the Angels
transitioned to their first supersonic aircraft the F-8 Cougar. In 1957
they switched to the F-11, and in 1969 they began flying the F-4 Phantom
II. Plagued with maintenance difficulties the group dropped the F-4 in
1974 in favor of the diminutive A-4 Skyhawk. In 1985 the Blue Angels
began utilizing the McDonnel Douglas F/A-18 Hornet, one of the most
capable fighter and attack aircraft in the world. Flying at speeds in
the 400-500 MPH range with only 36 inches of separation during most of
their shows, the pilot are subject to G forces equal to eight times the
weight of gravity. However, the Blue Angels perform without the use of
G-suits. The Blues are made up of an all volunteer group. Pilots
typically have 8-10 years of fighter experience (1500 or more hours),
are carrier qualified, and have had time as instructors. The Blue Angels
follow an intensive training program. They fly six days a week, with
only a 2-3 week break in November of each year. The Blue Angel pilots
and their ground support crew spend about 300 days a year away from
home. The support team, which flies from show to show in a specially
modified C-130 nicknamed Fat
Albert, is of vital importance. A Blue Angels show has never been
canceled due to a maintenance or equipment problem, and no spectators
have ever been injured during a demonstration. In 1992 the Blue Angels
were given the opportunity of visiting the former Soviet Union to become
the first American flight demonstration team to perform over Moscow.
This was a significant event as it truly signified the change taking
place in the former Soviet Union, and the new post Cold War relationship
which was evolving. Lead by Cdr. Greg Wooldridge, the Blue Angels took
Moscow by storm. A series of exchange flights took place with the
Russian pilots having their first exposure to American-built aircraft,
and the Blue Angels having opportunity to fly in SU-27s and Mig-31s, two
of the hottest Russian aircraft.
As depicted in Stan Stokes highly-detailed painting entitled Angels
and Knights, a Blue Angel F/A-18 and a Russian Knight SU-27 make a
low altitude pass over Red Square, in a symbolic gesture signifying the
end of the Cold War
First Flight of the Blackbird by Stan Stokes.
Construction
of the first SR-71 Blackbird (61-7950) was completed by Lockheed at its
Burbank California Skunk Works in October of 1964. The aircraft was then
broken down for shipment to Palmdale, California where it was
reassembled. Kelly Johnson, the famous aircraft designer for Lockheed,
had oversight responsibility for this project, and Kelly gave specific
instructions to Robert Gilliland, the pilot chosen for the first flight
of the Blackbird. The first flight was originally scheduled for December
21, 1964. Bad weather had caused a one-day postponement. During the
first flight only Gilliland would be on board, and a trio of F-104
fighters would fly chase. Following take off Gilliland performed a
number of stability and handling checks. He then took the Blackbird up
to 30,000 feet and easily went supersonic (hitting Mach 1.2) before some
caution lights came on. Determining that he faced no serious problems
Gilliland accelerated to Mach 1.5 and climbed to 50,000 feet. Returning
to Palmdale he made a subsonic flyby before lining up for his landing.
Gillilands first flight is commemorated in Stan Stokes painting. The
first six SR-71s produced were assigned to flight-testing at Edwards
AFB. The first successful aerial refueling of a Blackbird occurred on
April 25, 1965, and two pilot training aircraft (designated SR-71B) were
delivered in 1965. A set back to the program occurred in January 1966
when an SR-71 was lost over New Mexico and a year later the original
Blackbird (61-7950) was destroyed when the craft caught fire during
braking tests at Edwards.
Overall ten Blackbirds were lost during the first six years of
the program. A total of thirty-two SR-71A aircraft were produced. In
March of 1990 an SR-71 was flown from California to Washington before
being retired to the Smithsonians Air and Space Museum. This flight was
interesting because it set a coast-to-coast speed record of 68 minutes.
The aircraft took off from Southern California and flew north to
rendezvous with a tanker near San Francisco. The craft then flew south
while refueling. It passed over its official starting point for the trip
near Ventura. Accelerating to Mach 2.5 the Blackbird reached Kansas City
in 39 minutes. Climbing to 85,000 feet the aircraft reached a top speed
of Mach 3.2 as it passed the official finish line near Baltimore. After
slowing to subsonic speeds the bird needed another shot of fuel prior to
making its final approach into Dulles Airport. This truly amazing
aircraft had once again demonstrated its capabilities more than two
decades after its first flight.
Jacks Unusual Design by Stan Stokes.
John
K. Jack Northrop was one of the pioneers in American aircraft design and
production. He was the chief designer for Lockheed, developing that
companys first aircraft, the Vega.
In 1939 he formed his own aircraft company. Jacks passion was the
tail-less aircraft, or flying wing, a concept he supported passionately.
The B-2 bomber of today exhibits many of the design attributes which
were pioneered by Jack Northrop in many of his ill-fated, but
highly-charged forays in the world of the flying wing. The N1-M was a
small flying wing prototype which Northrop demonstrated in 1940-41. The
N-9M
was built in several different versions to test out some design
concepts for Jacks ultimate goal, development of the long-range B-35
flying wing bomber. Northrop eventually succeeded in winning an initial
government contract to develop the very large B-35 Flying Wing. This 172
foot
wingspan aircraft with a takeoff weight in excess of eighty tons,
was conceived by Northrop as the ultimate long range strategic bomber.
With a design objective of having a 10,000 mile range with a 10,000
pound bomb load, the B-35 would be a true intercontinental bomber. Under
the command of Northrops test pilot Max R. Stanley, the prototype
aircraft exhibited a range of
7,500 miles at a cruising speed of 240-MPH.
One of the most unusual-looking aircraft ever developed, the
XB-35 was powered by four large piston engines powering counter rotating
propellers mounted in the pusher position on the aft portion of the
wing. The program was plagued with more than its fair share of problems,
and it became clear that the design needed to be modified to a jet
powered aircraft. Only fifteen of the piston powered aircraft were
built, although at one point during the project 200 were on order. The
YB-49 was the jet-powered evolution of the B-35 program, and B-35
airframes were modified to take the jet engines. Three prototypes were
ultimately produced utilizing the modified B-35 airframes. The YB-49 was
powered by eight Allison jet engines, and was capable of a top speed of
more than 490-MPH. With a cruising speed of roughly 420-MPH, the
jet-powered flying wing had a range of more than 3,000 miles. Northrops
Chief Test Pilot Max Stanley piloted the YB-49 on its maiden flight on
September 29, 1947, and worked with the B-49 until it was turned over to
the Air Force in October of 1947. The slim silhouette of the B-49
provided a small radar target, and during tests off the California coat,
the B-49 was able to penetrate air space without being picked up by
radar. As depicted in Stan Stokes painting, which is dedicated to the
memory of Jack Northrop and his passion for the tail-less aircraft, the
B-49 is put through its paces over the mountains surrounding Edwards Air
Force Base in California by USAF Chief Test Pilot Major Robert Cardenas.
Cardenas flew the B-49 from December of 1947 until May of 1948. He was
then scheduled to go back to school, but after one B-49 crashed in June
of 1948, he was called back to continue flight tests. Cardenas, who
retired from the Air Force as a Brigadier General, flew the B-49 from
California to Washington, D.C. in February of 1949. While in Washington,
President Truman toured the aircraft, and then requested a tree-top
fly-by of the B-49 down Pennsylvania Avenue. Several weeks later
Cardenas received a 35mm photo taken by a tourist of the B-49 passing
just over the Capitol Building. The annonymous sender could not
stand the pressure of having a picture of the Air Forces latest top
secret space plane.
Mach 3 Paint Stripper by Stan Stokes.
Originally
conceived in the early 1950s as a replacement for the B-52 (which
incorrectly was forecast by Gen. Curtis LeMay to have a limited
lifespan) the B-70 Valkyrie began life as Weapon System 110A. It was
designed to have the same range as the B-52, but with as high a maximum
speed as possible to avoid enemy defensive fighters or missiles.
However, with the advent of intercontinental ballistic missiles, and the
resulting debate over the cost effectiveness and efficacy of manned
bombers, the funding for the B-70 program began to be cut. These cuts
seemed academic at the time because engineers had not been able to
overcome the many technical problems associated with the bombers design
objectives. In 1956 a report from the NACA (National Advisory Committee
for Aeronautics – which would later become NASA) revealed that Mach
speeds of between 3 and 5 should be obtainable by an aircraft riding its
own shock wave. North American Aviation engineers discovered this report
and immediately began serious wind tunnel tests on various models. Their
findings resulted in a complete redesign of the aircraft to its final
configuration of a 65-degree high winged configuration with six enormous
jet engines. There was considerable political debate during the
engineering phase of the program, and the Congress finally cancelled the
B-70 program except for the completion of a pair of XB-70A prototypes.
The B-70 was like no other aircraft before it. More than 70% of its skin
was stainless steel, finished to a mirror-like surface. The B-70 was
also a huge gas tank with every available area not utilized devoted to
holding fuel. The B-70 made its maiden flight on September 21, 1964.
During the next 4 and one-half years the two aircraft flew numerous
research missions out of the Palmdale test facility. On one such flight
the B-70 attained more than Mach 3 for a period of 33 minutes –
covering 2700 miles during the flight. On June 8, 1966 one of the B-70s
was flying formation with four other GE-powered aircraft when one of the
aircraft, an F-104 Starfighter got too close and was caught in the
powerful vortex from the Valkyries wingtip. The resulting accident
downed both the B-70 and the F-104 and cost the lives of two pilots. In
Stan Stokes painting an XB-70 begins its gradual descent over the
California desert with its B-58 chase plane close behind. The Valkyrie
had reached more than Mach 3 on this flight, and it sports an
involuntary new paint scheme as dark patches of stainless steel skin
show through areas where the white paint was literally burned off the
aircraft.
New Breed Bombers by Stan Stokes.
The
Boeing B-47 Stratojet was the first swept-winged, jet bomber that was
built in any meaningful quantity. It became the backbone of the
Strategic Air Commands bomber fleet for much of the 1950s. More than
2000 B-47s were produced. The origin of the B-47 can be traced back to a
request in mid-1943 by the USAAF asking several aircraft manufacturers
to commence studies of the feasibility of producing a multi-engined jet
aircraft for photographic reconnaissance and or medium bombing missions.
By November of 1944 formal requirements were issued for a jet-powered
aircraft capable of 550-MPH, a ceiling of 45,000-feet, and a range of
3,500 miles. Boeing aircraft had been experimenting with jet engines for
its B-29, but had encountered problems during wind tunnel tests. In 1944
Boeing was awarded a study contract designated XB-47 for a Model 432.
The 432 was a highly modified B-29 with a cluster of 4 jet engined
mounted inside the fuselage. Martin, Convair, and North American all
received contracts for studies on other competing aircraft. In 1945
George Schairer, Boeingss chief aerodynamicist visited German research
facilities. The Germans had done research proving the advantages of
swept wing design for high-speed aircraft. Boeing modified its design to
a swept-wing version, and at the urging of the USAAF eventually removed
the in-fuselage jet engines in favor of externally mounted engines. Work
on the B-47 protoypes began in 1946. The aircraft would have a crew of
only three. Pilot, co-pilot/gunner, and bombadier/navigator. The pilot
and co-pilot would sit tandem in a fighter style plexiglass bubble
cockpit whereas the navigator/bombadier would sit in the nose behind a
transparent nose cone. The B-47 had a thin wing, and all its fuel was
carried inside the fuselage. Managing fuel during flights was important
to prevent the aircraft from becoming unstable. Because of its high
speed it was expected that the B-47 would only be attacked from the
rear. Hence the only defensive armament incorporated in the design was a
pair of remotely-controlled, radar-managed, machine guns in a rear
turret. The first prototype flew on December 17, 1947, only two months
after Chuck Yeager broke the sound barrier. In September of 1948 the Air
Force placed its first order for production B-47s. In early 1949 one of
the prototypes set an unofficial continental speed record of 602-MPH.
The first production B-47A flew on June 25, 1950. In Stan Stokes
painting a pair of the new breed of bombers pass over some interesting
scenery in the western portion of the United States.
Vietnam War Veteran by Stan Stokes.
The McDonnel Douglas F-4 Phantom II was produced from
1958 Thorough 1981. In excess of 5,000 aircraft were produced in twenty
variants. The F-4 evolved from McDonnels earlier work on the F3H Demon
and the F-101A Voodoo, an aircraft substantially heavier and larger than
first generation jet fighters. The Phantom was initially intended as a
fleet interceptor, but the aircraft was asked to take on additional
tasks for which it was not totally optimized for. It is a testament to
the basic quality of the design of the aircraft, and the skill and
determination of the pilots which flew it, that the Phantom was a
success in most of the varied roles it was asked to undertake. The F-4
was designed to be a platform for high-tech weaponry, with highly
supersonic qualities, excellent range, and the ability to lift a large
external payload. Initially only ordered by the U.S. Navy, the aircraft
was carrier qualified in February 1961. In 1962 under intense pressure
from the Department of Defense the Air Force relented and announced that
four wings of F-105s would be replaced with Phantoms. By the mid-sixties
over 1,000 Phantoms had been delivered, and it was generally anticipated
that the aircraft would be in production for only four or five more
years. However, forecasters failed to fully comprehend the eventual
scope of the United States involvement in Vietnam, and the serious
problems with the development of the F-111 (also known as the TFX). As a
result the Phantom got a second lease on life, and production of
improved versions of the aircraft were accelerated. The ultimate Air
Force version of the Phantom was designated the F-4E, and 1,242 were
manufactured from 1967 to 1978. The Vietnam War gave the Phantom an
assured place in aviation history. One version of the Phantom was
equipped with additional electronics and given the mission of detecting
and destroying enemy Surface-to-Air missile sites. Aircraft so-equipped
were accurately nicknamed Wild Weasels. During the Vietnam War the F-4s
aerial adversaries included the Mig-17, Mig-19, and the Mig-21. A
shark-mouthed Air Force F-4 in a near miss situation with a Mig-19 over
the cloudy skies of North Vietnam. The Phantoms two-man crew is looking
to the port side of the aircraft, as they anticipate a close encounter
of the wrong kind.
Spy in the Sky by Stan Stokes.
Ever
since the earliest days of flight, military reconnaissance has been a
major application for powered aircraft. In the WW I era scouts were
utilized in the beginning of the War to report the positions of opposing
armies. For most of the last century aircraft utilized in the
reconnaissance role were often those that had failed to perform
adequately in another role, and became relegated to the reconnaissance
mission. However, over time military planners began to see the necessity
of aircraft specially designed to excel at spying on opposing forces.
Generally this meant an aircraft capable of high altitude, fairly high
speed, sufficient range, and enough stability to be an excellent
photographic platform. For most of the 1950 and 1960s the US Navy was
utilizing Lockheed Neptunes (P2V) for its reconnaissance needs, with the
P-3 Orion coming onboard in the early 1960s. The USAF utilized the RB-66
Destroyer with its recon squadrons during the 1950s. One of the most
famous of all reconnaissance aircraft is the Lockheed U-2. The U-2 was a
special project developed by Lockheeds famous Skunk Works in Burbank,
California under the supervision of Mr. Clarence L. Kelly Johnson, one
of Americas most important aeronautical designers. The Skunk Works was
famous for generating innovative and cost-effective designs, and the U-2
was no exception. The Utility designation of this aircraft was provided
to hide its real purpose as a spy plane. The U-2 spy plane was an
enormous powered glider with a huge wingspan of 80 feet. It had a
sailplane-like high aspect ratio 14.3:1 wing and a very lightweight
construction. The first U-2s took to the air in 1956 but the government
kept the aircraft secret. The U-2 could fly very high (55,000 feet for
early models and more than 70,000 feet for later variants,) and had
sufficient range (more than 3000 miles for later variants) to take it
over many areas of the Soviet Union. It was not particularly fast, and
the vulnerability of the U-2 became apparent in May of 1960 when Francis
Gary Powers was shot down in a U-2 over the Soviet Union. This
embarrassing incident resulted in the public trial of Mr. Powers on
espionage charges. He would later be released but unfortunately was
killed in a civilian helicopter accident many years later. The U-2
proved its worth in 1962 when it brought back the first photos of Soviet
missile sites in Cuba. Maj. Richard S Yeser piloted the U-2 over Cuba
that brought back these first photos. He was killed on a similar mission
eight days later.
Lockheed would later develop the super-fast SR-71 Blackbird,
capable of out running most anti-aircraft missiles.
Arctic Hustler by Stan Stokes.
No
bomber made so definite a break with the past as the Convair B-58
Hustler. Reversing the trend towards ever-larger bombers, the worlds
first supersonic bomber, the B-58, was ordered by the Air Force in 1954.
This was also the final year of the production of the huge Convair B-36.
From the beginning of its operational career, the Hustler set a string
of performance records that may never be matched by another military
bomber. Alone in its class, the B-58 could fly faster than twice the
speed of sound, pinpoint targets from an altitude of 60,000 feet, and
avoid radar detection in low level supersonic flight. Powered by four
General Electric J79 engines delivering 15,600 pounds of thrust each,
the Hustler was faster than any other bomber, and had a range of 4,500
miles without aerial refueling. The B-58s electronic bombing and
navigational systems were ten times more precise than those on earlier
bombers. To reduce drag the aircrafts designers utilized the area rule
principle in the design, giving the Hustler its sleek shape. Very strong
honeycomb skin material was utilized to further reduce weight and allow
the bomber to withstand the high temperatures of supersonic flight.
Utilizing its very strong, but extremely light weight design, a fully
loaded B-58 (after in-flight refueling) would carry a gross weight equal
to seven times the aircrafts dry weight. It first entered service in
1960. In September of 1962 a B-58 piloted by Fitzhugh Fulton carried an
11,000 payload to the incredible altitude of 85,000 feet, breaking the
world record. With a length of 99 feet and a wing span of 57 feet, the
Hustler was a small aircraft compared to the B-36. Hustlers were
operated by three-man crews, including a pilot, navigator-bombardier,
and defense systems operator. Each crewmen had his own cramped cockpit
with its own ejection system. The B-58 was unique in that it lacked an
internal bomb bay. Instead all weapons were carried in an externally
mounted under-fuselage pod. The B-58 could carry a weapons load of up to
19,500 pounds. The pod could also be used to carry additional fuel. Some
B-58s were equipped to carry a stand-off rocket propelled weapon (a
precursor of todays modern cruise missiles) with a range of 160-miles.
The Hustler utilized the delta wing configuration of Convairs fighters
(F-102 & F-106.) Although the B-58 was conceived as a very high
altitude long-range bomber capable of penetrating Soviet air space, it
became apparent during the 1960s that Soviet ground-to-air missile
technology had improved to the point that high altitude, high speed
bombers would be very vulnerable to interception. This revelation led to
both a re-focusing of the B-58s role to a lower altitude, radar-beating,
mission, and a faster phase-out of this aircraft from service than was
originally planned. This was somewhat influenced by the aircrafts price
tag which was four times that of a B-52, and ten times that of a B-47.
As depicted in Stan Stokes painting entitled Arctic
Hustler, a B-58A flying out of Elmendorf AFB in Alaska is put
through its radar-beating paces in the mid-1960s.
Early Top Guns by Stan Stokes.
Prior to 1950
Chance-Vought had solidly established
itself, along with Grumman, as one of the two leading suppliers of
aircraft to the US Navy. Following WW II, however, the Texas-based
company was less successful with its XF6U Pirate and later with its F7U
Cutlass. In September of 1952 the Navy issued a requirement for its
first supersonic, carrier-based, air superiority aircraft. Russ Clark
and the design team at Vought submitted a proposal utilizing some
radical design concepts. Most unique was a high mounted wing which could
move 7 degrees in incidence. To make the craft more pilot friendly
during carrier landings droops were designed into the leading edges of
the wings. The cockpit was also located as far forward as possible
providing excellent visibility. A Pratt & Whitney J57 was the
proposed power plant. The Navy selected the Vought proposal from the
eight submitted. In March of 1955 the first of the more than 1,200
Crusaders which would be built, made its inaugural flight, and went
supersonic. The Crusader, often called the Gunfighter, was an
unqualified success. It restored some prestige to the Navy, which had
been criticized by Air Force supporters for not having any aircraft
capable of taking on Migs in Korea in aerial combat. The F-8 set many
speed records, including a cross country, carrier-to-carrier, trip in 3
hours and 28 minutes. At the time of the Vietnam War, the F-8 was a
proven aircraft. Despite being relegated to a secondary mig-killing
role, the F-8s downed 19 Migs in Vietnam. Their victory ratio was
6-to-1, which was superior to any other aircraft. F-8 pilots were well
trained in air combat maneuvering skills, whereas pilots on more modern
aircraft had been taught to rely on long range air-to-air missiles.
Recognizing this need the Navy began transferring F-8 instructors to its
F-4 program as a way to teach F-4 pilots dog fighting skills. This was
the beginnings of the Navys Top Gun School. As depicted in Stan Stokes
painting, a USMC F-8 piloted by Gen. Drax Williams chases a pair of
Mig-21s during an A-6 escort mission during the Vietnam War.
Good Hunting by Stan
Stokes. Task Force 77
(including four Carriers) arrived off the coast of Chonjin, North Korea,
in the cover of night and bad weather in November of 1952. This was
farther north than usual and very close to Soviet air space. The purpose
of the mission was to launch air strikes against manufacturing centers
in the area of the Yalu River. Lt. Royce Williams was an F9F-5 Panther
pilot with VF-781 Pacemakers on board the USS
Oriskany. The pilots were carefully briefed regarding the proximity
to Soviet air space. Williams flew a dawn strike against an industrial
complex at Hoeryoung. Upon recovery to the Oriskany,
Williams learned that the morning attacks had stirred up Soviet air
activity in the Vladivostok area. All follow-on strikes were put on hold
until the Soviet activity could be assessed. Around noon Williams
suited-up for a combat air patrol flight consisting of four Panthers.
Taking off
in a light snow storm under a low overcast, the four Panthers
climbed to 12,000 feet. Combat Information Center (CIC) radioed the jets
to inform them of bogies in their area. As they broke through the cloud
cover they could see contrails from seven Migs about thirty miles north,
and at much higher altitude. The division lead reported a fuel pump
warning light and remained with his wingman at 15,000 feet, while
Williams and his wingman climber higher. As the Migs passed directly
over Williams he could see them clearly and counted a total of seven.
The Migs reversed course and headed north at about 50,000 feet. When
they were about thirty miles distant they split into two flights, turned
in opposite directions, as to bracket the Panthers, and began
descending. Williams lost contact with the bogies as they dropped below
contrail altitude. A few minutes later Williams spotted four Migs
closing fast from the 10 oclock position in a loose trail formation. All
four were firing. Williams manuevered a rising hard left turn and came
in right behind the last Mig in the formation. He fired a burst and the
Mig began smoking, dropped its left wing and started to descend.
Reporting the hit to CIC, the controller advised do not engage.
Williams reported back, I am engaged! The CIC reported back, Go
get em! Williams wingman had followed the first Mig down. Minutes later
Williams spotted a Mig coming in fast from the 5 oclock position. He
pulled a hard right and kicked a hard reverse, putting the Mig in his
sight as it overshot. Although the Mig was pulling away fast, Williams
put a burst into him which disintegrated the jet. The turning duel
continued for many more minutes, and another Mig began smoking. Williams
Panther was eventually hit and he lost his hydraulic system and many of
the aircraft controls. Diving for cloud cover, another Mig had settled
in behind to finish off the Panther. Fortunately for Williams, his
wingman had rejoined the fight despite having jammed guns. He
successfully bluffed the Mig on Williams tail to disengage. Williams was
able to nurse his badly damaged Panther back to the Oriskany
where he had to make a landing at excessive speed.
B-52s: They Keep on Ticking by Stan Stokes.
The
Boeing B-52 Stratofortress has played a major role in Americas defense
for nearly forty years. In his dramatic painting appropriately entitled B-52s:
They Keep On Ticking,
aviation artist Stan Stokes depicts an early big-tailed B-52B and a more
contemporary B-52G which saw service during Operation Desert Storm.
The
origins of the development of the B-52 begins way back in the early
1940s. All major aircraft companies were interested in developing the
first truly intercontinental bomber. Shortly after WW II the Convair
XB-36 and the Northrop XB-35 were developed, and both had
intercontinental range. However, neither of these aircraft were capable
of penetrating deep into Soviet airspace, and defense planners in the
early 1950s presumed that the Soviets would be our prime adversaries for
years to come. In 1946 the Air Force issued a requirement for its next
generation of strategic bombers. Required was a range of at least 5,000
miles with a minimum 10,000 pound bomb load, a top speed in excess of
450 MPH and an operational ceiling of at least 40,000 feet. Boeing
entered this competition with the XB-52 which incorporated six turboprop
engines.
Part way into prototype development, Boeings designers decided to
scrap this design in favor of a swept wing jet powered aircraft. The
first XB-52 was rolled out in November of 1951. One major change in the
prototype was a complete redesign of the forward fuselage to allow the
pilots to sit side-by-side. The B-52B was the first true production
model of the Stratofortress. It became operational in 1955 with the
Strategic Air Command. On January 16, 1957 SAC demonstrated the amazing
capabilities of the B-52 with a non-stop around the world flight
covering over 24,000 miles in 45 hours and 19 minutes. The B-52B was
phased out in the mid 1960s. The B-52C was the first of these aircraft
to be painted gloss white on its entire underside to reflect the heat
from nuclear blasts. The C remained in service until 1971. The B-52D saw
significant service in Vietnam. Many of these models were modified to
carry up to as many as 108 conventional bombs. During a major offensive
strike at Hanoi in December 1972 a total of 729 B-52 sorties were flown.
Only 15 aircraft were lost, despite the fact that Hanoi was heavily
protected with SAMs and anti-aircraft batteries. The B-52G was the first
of the short tail models. The manned rear gun turret was removed on
these models, and the fuel capacity was significantly increased. The G
model was the first of the B-52s to carry cruise missiles, a development
which significantly lengthened the useful service life of this aircraft.
The B-52G is, like its predecessors, a very large aircraft with a
wingspan in excess of 185 feet, and a maximum take off weight of 488,000
pounds. With a range in excess of 7,000 miles and a maximum speed of 634
MPH, the Gs were successfully utilized in the Gulf War, and no doubt
will continue to see service for many more years into the future. The
B-52 is clearly one of the most unique of all post-WW II military
aircraft, and it is interesting to note that it is one of only a very
few aircraft designs which is older than most of the pilots who fly it.
Cold War Encounter by Stan Stokes.
General Dynamics began development of the F-106 Delta
Dart in 1955, envisioning it as a modification to the F-102 Delta
Dagger. The F-102 had first flown in 1953, and with the aid of a few
modifications, that aircraft became capable of supersonic flight.
Although similar in overall appearance to the F-12, the 106 had a
redesigned fuselage allowing incorporation of the more powerful Pratt
& Whitney J75. The J75 put out a maximum thrust of 24,500 pounds
giving the F-106 a top speed of 1,525 MPH – almost double that of the
F-102. In December of 1957 a 106 set a world speed record. Deliveries
were made to the USAF in 1959 and 1960 with some 277 single seat
interceptors delivered. Many other two-seater versions were also
produced. This aircraft would form the nucleus of Americas all weather
defensive fighter force (The Air Defense Command) for many years. The
F-106 could climb to 30,000 feet in one minute, had an operational
ceiling of 57,000 feet, and a typical combat radius of about 600 miles.
Equipped with drop tanks, the 106 had a maximum range of about 1,700
miles. Typical armament consisted of a 20-mm M-61 multi-barrel cannon,
and an internal weapon bay capable of carrying a mixture of air-to-air,
or air-to-ground missiles. The life of the F-106 was extended by major
rebuild programs, which added advanced avionics, improved digital
systems, and advanced in-flight refueling capabilities. The F-106 was
often referred to as the Cadillac of the Century Series, in reference to
the series of F-100 USAF fighters dating back to the F-100. In Stan
Stokes painting, appropriately entitled Cold
War Encounter, a Russian Tupolev Bear Bomber tests US air defenses
over Alaska. An F-106 from the Air Defense Command scrambles to
intercept the unwelcome intruder. The Bear is no match for the Delta
Dart, and takes a heading to leave US airspace. Designed in the early
1950s the Tupolev Tu-20 Bear bomber may have earned the distinction of
being one of the loudest aircraft ever produced. With twin
counter-rotating propellers on each of its four turboprop engines, the
Bear could make some noise. About 300 of these large Soviet aircraft
were produced and many were laden with electronics for probing Americas
defensive perimeter during the peak of the Cold War years.
Jaws of the Dragon by Stan Stokes.
The
Republic F-105 Thunderchief, or Thud, as it was nicknamed by many of the
pilots who flew it, was conceived as a supersonic, low altitude
fighter-bomber capable of carrying a nuclear weapon in its internal bomb
bay and two more on its wing stations. The F-105 evolved from a proposal
made by Republic to the USAF in 1952. A series of delays, cancellations,
spec changes, and other problems resulted in a very long gestation
period for this aircraft, with initial production models not reaching
operational units until 1958. The Thud was a big, powerful aircraft.
With a length of 65 feet and a height of 20 feet, the F-105 would
typically fly combat missions with a gross weight at takeoff in excess
of 50,000 pounds. Although the F-105 was fortunately never utilized for
the nuclear mission it was designed for, it did become the primary
tactical bomber utilized by the USAF during the Vietnam War. In fact,
the Thud flew more than 75% of all the bombing sorties directed at North
Vietnam during the War. The Ham Rong Bridge in North Vietnam was a
frequent target for F-105s. Ham Rong translates into English as Dragons
Jaws, and this very important north-south rail and highway line was a
vital supply link in allowing the North Vietnamese to send streams of
men and materials south. The Ham Rong Bridge was 546 feet long and was
56 feet wide. It took eight years to build this incredibly sturdy bridge
and Ho Chi Minh himself dedicated the bridge in 1964. SAMs and
antiaircraft batteries heavily defended it. Living up to its name, the
bridge was one of the most punishing targets to attack, and many
American aircraft and pilots were lost during the numerous attacks on
the Dragons Jaws. From 1965 to 1968 almost seven hundred aircraft had
attacked the bridge, hitting it with more than 10,000 tons of high
explosives. Despite these attacks, repair crews worked around the clock,
and the bridge remained usable. Rockets proved ineffective and only
direct hits with large bombs were likely to do any serious damage.
Recognizing this, the North Vietnamese knew that American
fighter-bombers would have to pass directly over the Dragons Jaws to
release their bombs. A wall of antiaircraft fire would be directed
directly over the bridge during such attacks, and a horrific toll was
exacted on attacking American aircraft. In Stan Stokes painting an F-105
piloted by Fred V. Cherry is depicted during an attack on the Ham Rong
Bridge. Col. Cherry was shot down in October of 1965 and remained a POW
until 1973. He retired from the Air Force in 1981. The Dragons Jaw stood
as a symbol of North Vietnamese resistance until it was finally
destroyed by a laser-guided, smart bomb in 1972.
Last of the Starfighters by Stan Stokes.
The
introduction of the Mig-15 by Communist forces during the Korean War,
came as a shock to military planners in the United States. The Mig-15
showed some superior attributes even when compared to the F-86. This
rude awakening increased the Air Forces interest in a new generation of
fighters which would be faster and more maneuverable than any enemy
aircraft which would be encountered; a true air superiority machine.
Clarence Kelly Johnson, Lockheeds innovative designer who would be
involved in many of the most innovative aircraft designs of the century,
had been thinking along these same lines, and in late 1952 the company
submitted an unsolicited proposal for a new fighter, the XF-104. An
initial contract was placed for prototypes, and the first flight took
place in 1954. The F-104 was unlike anything the Air Force had
previously flown. A long thin needle nose, a bullet-like fuselage, a
small, thin mid-fuselage mounted wing, and an unusual high mounted
horizontal stabilizer characterized this revolutionary design. The
XF-104 attained a speed of Mach 1.7 during its flight tests, and the Air
Force gave a go-ahead for production once meaningful quantities of the
J-79 engines became available. The first production Starfighters reached
the Air Force in February of 1956. The fuselage was lengthened by nearly
six feet to accommodate the J-79. The first large production order was
for 146 F-104As. These aircraft could carry wing mounted missiles, and
had provision for an internal cannon. Troubles with the gun system were
never really solved and most of these first F-104s were never equipped
with the cannons. The simplicity of operation of this aircraft and its
phenomenal speed made it an ideal interceptor, and this capability was
appreciated during the Cuban Missile Crisis in 1962. Lockheed had
meaningful success marketing export versions of the Starfighter shipping
significant quantities to Pakistan, Italy, Germany, Greece, Japan,
Taiwan, and Jordan. American military planners were disappointed with
the range of the F-104. Recognizing this, Lockheed continued to refine
and improve the aircraft. The F-104C was the second major variant and
first flew in 1958. The C was capable of 1,450-MPH, and had an improved
range of nearly 1,400 miles with drop tanks. The C was primarily used by
the 479th Tactical Fighter Wing. The 479th deployed a squadron of
F-104Cs to Vietnam in 1965, where the aircraft flew more than 2,000
combat sorties before being withdrawn. The F-104s were phased out of
active Air Force service beginning in the mid-60s, but many aircraft
remained with Air National Guard units. The last American unit to be
equipped with the F-104 was the 198th Tactical Fighter Squadron of the
Puerto Rico Air National Guard. The Royal Canadian Air Force also flew
the 104. Its variant lacked the cannon, which was replaced by an
additional fuel tank. The RCAF flew 104s until 1986. As depicted in Stan
Stokes painting, an F-104 of the 439 Squadron of the RCAF, sports a
dramatic black and yellow tiger striped paint scheme during NATO
exercises in Germany in 1977.
Slashed by a Sabre by Stan Stokes.
The
time is early 1951, the place is Korea. The chequered-tailed Sabre,
piloted by Francis Gabreski of the 51st Fighter Interceptor Wing, has
just scored a hit on a North Korean Mig-15. Gabreski attained 6.5
victories in Mig Alley, bcoming the 8th jet ace. Gabreski had over 25
aerial victories in WW II flying the P-47 before becoming a prisoner of
war. At the onset of the Korean conflict the bulk of the U.S. Air Force
consisted of technically obsolete WW II vintage aircraft. Early in the
Korean conflict the U.S. military successfully utilized these piston
driven aircraft, against the small and ineffective North Korean Air
Force. However, in November of 1950, things changed dramatically with
the first appearance of Mig-15 fighters flown by both North Korean and
Chinese pilots. The F-86 was the most important air combat fighter flown
by the American Air Force during the Korean Conflict, and the first
swept-wing military jet produced in the United States. The first
prototype flew in 1947 and its design was influenced by German research
data captured near the end of World War II. The Sabre was powered by a
General Electric J47-GE-27 turbojet engine and was capable of speeds of
690 MPH at sea level. The F-86 had an operational ceiling of 50,000
feet, and was armed with six machine guns. The Sabre could carry 2000
pounds of bombs or externally mounted fuel tanks to increase its range
beyond the 785 miles obtained without external tanks. The Mig-15 was
produced by Mikoyan-Gurevich and became the F-86s main adversary in
Korea. The Mig-15, known as the Fagot, carried superior armament
consisting of one 37mm and two 20mm cannons. It was also slightly faster
at altitude and more maneuverable than its American adversary, despite
its tendency to snap-roll into an uncontrollable spin during high-speed
turns. A later variant, the Mig-17 utilized a 45 degree swept wing to
eliminate this nasty tendency. Sabre Jets and Mig-15s tangled over Korea
on countless occasions with dogfights reminiscent of high speed versions
of the battles waged a decade earlier between British Spitfires and
German Bf-109s in the skies of Britain. With pilots of superior skill
and experience the Sabre Jets performed well in these encounters, and
during the conflict 792 Mig-15s were destroyed, with a kill ratio of
over ten-to-one in favor of the USAF and USN.
T-Birds by Stan Stokes. In
his very nostalgic mid-fifties painting appropriately entitled T-Birds,
highly-acclaimed aviation artist Stan Stokes portrays a 1955 Ford
Thunderbird on the tarmac next to a T-33 T-Bird jet trainer, while four
USAF Thunderbirds roar by over head flying their F-100Cs. The 1955 Ford
Thunderbird was Fords response to the introduction in 1953 of the
Corvette by General Motors. The Thunderbird incorporated a powerful V-8
engine compared to the Corvettes 6 cylinder power plant, and with its
contemporary styling the Thunderbird outsold the Corvette in 1955. Late
in 1955 Ford made the distinctive porthole removable hardtop available,
solving the poor visibility problem encountered with the original
hardtop. The 1955 Ford Thunderbird is generally acknowledged to be one
of the ten most significant American automobiles introduced in the 20th
century. The T-33 was the USAFs first jet trainer designed from the
start as a training aircraft. Nearly 6,000 T-33 T-Birds were produced
and this reliable aircraft remained in service for more than forty
years. The T-33 first flew in 1949 and production by Lockheed continued
until 1959. The T-33 was derived from the F-80 Shooting Star, and became
Lockheeds second biggest selling aircraft, second only to the P-38
Lightning. The T-33 was approximately 38 feet in both length and
wingspan and was capable of speeds of around 550 MPH. There were very
few military pilots in the U.S. between 1955 and 1980 which did not have
some time in a T-33. The two seat T-33s, as depicted in Mr. Stokes
painting, were often utilized for VIP flights for journalists prior to
USAF Thunderbird performances. The F-100, also nicknamed the Hun,
debuted in 1953. The F-100 was designed from the onset as a supersonic
fighter. Initial flight testing revealed instability at supersonic
speeds, and modifications were made to the initial production models
which included larger wingspan, and larger fin and rudder areas. The
F-100Cs shown in the painting were flown by the USAF Thunderbird
precision flying team for several years. The C model was the fastest of
all Super Sabres, although the D model was produced in the largest
numbers with nearly 1,300 being produced. The Super Sabre was equipped
for aerial refueling, a novelty at the time, but something which became
mandatory for future generations of jet combat aircraft.
A Pair of Famous Nines by Stan Stokes.
Ted
Williams, the famous Hall of Fame baseball great was also an
accomplished fighter pilot in WW II and Korea. Ted missed out flying
combat missions during WW II, because his flying and gunnery skills were
so good that he was kept as an instructor for much of the War. During
advanced training at Pensacola, Florida Ted would accurately shoot the
sleeve targets to shreds while shooting out of wing-overs, zooms, and
barrel rolls. He broke the all time record for hits at the school.
Following Pensacola, Ted was sent to Jacksonville for advanced gunnery
training. This is the payoff test for potential combat pilots. Ted set
all the records for reflexes, coordination, and visual reaction time. As
a result of his stunning success he was made an instructor at Bronson
field to put Marine aviation cadets through their final paces. By 1945
Ted got his wish and was finally transferred to a combat wing, but weeks
later the War was over. He was discharged from the military in December
of 1945. Seven years later, in December of 1952, Ted was recalled to
active duty as a Marine Corps fighter pilot. The Boston Red Sox slugger
who wore No. 9 as a major leaguer,
would now be assigned to an F-9 Panther jet as a pilot. Ted flew
a total of 39 combat missions in Korea. He was selected by his commander
John Glenn (later the astronaut, senator, and septuagenonaut) to fly as
Glenns wingman. While flying an air strike on a troop encampment near
Kyomipo, Williams F-9 was hit by hostile ground fire. Ted commented
later… the funny thing was I didnt feel anything… I knew I was hit
when the stick started shaking like mad in my hands. Then everything
went out, my radio, my landing gear, everything. The red warning lights
were on all over the plane.
The F-9 Panther had a centrifugal flow engine and normally caught
fire when hit. The tail would literally blow off most stricken aircraft.
The standard orders were to eject from any Panther with a fire in the
rear of the plane. Teds aircraft was indeed on fire, and was trailing
smoke and flames. Glen and the other pilots on the mission were yelling
over their radios for Williams to get out. However, with his radio out
Williams could not hear their warnings, and he could not see the
condition of the rear of his aircraft. Glenn and another Panther flown
by Larry Hawkins came up alongside Williams and lead him to the nearest
friendly airfield. Fighting to hold the plane together, Ted brought his
Panther in at more than 200-MPH for a crash landing on the Marsden-matted
strip. With no landing gear, dive brakes, or functioning flaps the
flaming Panther jet skidded down the runway for more than 3000 feet.
Williams got out of the aircraft only moments before it was totally
engulfed in flames. Ted Williams survived his tour of duty in Korea and
returned to major league baseball. He is one of the greatest hitters of
all time.
