U-2 in Panama, 1966
Thunderjets and Streaks
The Ohio Air National Guard’s 166th Fighter Bomber Squadron at Lockbourne AFB. Many of these planes enjoyed a long career with both the 166th and later, the 112th Tactical Fighter Squadron.
F-84F 51-1346 was the fourth “F” model produced and is now on display at Rickenbacker ANGB in Ohio. (Photo was taken later in its life: not the A-7 in the background)
Sad end for this F-84: 51-9344 was dumped in a field for some sort of testing or target work.
“ZELMAL” (Zero-Length Launch and Mat Landing) was supposed to solve the problem of having one’s runway cratered and thus reducing the status of one’s squadron to “all dressed up with no place to go”.
A pilot of the 166th FIS is seen, no doubt pondering the eventful takeoff that comes with being shot into the blue from a missile launcher grafted to a truck trailer.
Connecticut National Guard O-47
The local folks partake in observing the observation planes of their state’s National Guard Aviation Section. These aircraft, seen here in 1939, were assigned to Connecticut’s 118th Observation Squadron.
18th Fighter Bomber Wing Weapons Team, 1958
F-100 pilots of the 18th FBW stand ready to uphold their unit’s honor. The Super Sabre in the background, 55-3631, was later shot down over Vietnam (1965).
The same men now wear the patch “PACAF Fighter Weapons Team” signifying they have beaten all other PACAF units and will represent that command in the Air Force-wide meet.
“Miss Bombshell of the 65th”
The lucky dogs of the 65th Bomb Squadron pose with the individual they have ascertained to best represent the unit’s interests, Miss Myrna Dell. The date is July 21, 1950, the place, Davis-Monthan AFB, Arizona, the aircraft, a Boeing B-50. When not fulfilling her role as “Miss Bombshell”, Myrna Dell was a regular in Hollywood films of the era (she once co-starred with Ronald Reagan).
This week in aviation history: “Operation Power Flite” in 1957 – 45 hours and 19 minutes around the world
B-52B, 53-394, “Lucky Lady III”, was the lead ship for the first jet-powered flight around the world. Sections of this aircraft are still in storage.
“Hurry up and wait” is a time-honored saying in the Air Force.
Lead navigator, Major Albert F. Wooten.
One of several navigators aboard for the historic flight was Captain Rene M. Woog.
Taking a break is crew chief Tsgt. Donovan W. Higginbotham
Navigator Major Anthony P Dzierski cleans up for the arrival at March AFB.
Tail gunner Msgt. Carl H. Ballew gets his work done the old fashioned way.
Major Wooten tidies up.
Tail gunner Ballew prepares his dinner. Coming forward from the tail gunner’s compartment was no easy feat: it took about 15 minutes, and involved toting an oxygen bottle while crawling over the horizontal stabilizer in the unpressurized portion of the B-52.
Major General Archie Olds (the mission commander) is greeted by SAC boss, Curtiss LeMay.
Welcome home.
Then came fame. Air Force Chief of Staff General Thomas White presents the Mackay Trophy.
The lead crew met with celebrities such as Arthur Godfrey.
TV personality Gary Moore greets the crew of Lucky Lady III.
Actor and aviation enthusiast Robert Cummings hands out autographs. These personalities that met with the around the world fliers are not well-known by many today, but back then they were huge stars.
1st Pursuit Group, 1937
Here we have one of those fantastic panoramic photos that was widely popular back in the day. Taking such a shot was not in the realm of most photographers and so one had to call on the experts: the National Photo & News Service of San Antonio, Texas. It was one of their photographers (E. L. Rothwell) that made the journey to Selfridge Field, Michigan in the summer of ’37. His tool of choice was a “Cirkut” camera, a truly ingenious device that, while pivoting on a level axis, exposed a roll of film which advanced in synchronised movement to the horizontal action of the camera. Capturing for posterity the 1st Pursuit Group required five feet of film (the photo measures 5 feet x 10 inches).
As stated, the photo was taken in 1937. Summer time, if one takes in to account the many open windows and the fully-leafed trees (and, according to the clock on the operations building, it was 9:10 AM). The squadrons are the 17th, 27th, and 94th Pursuit, the aircraft, of course, is the P-26.
Most of these buildings seen 84 years ago are still in use today.
Imperial Airways de Havilland Hercules
A well-dressed chappie and his family pose after a long flight from some far-flung corner of the Empire with the machine that brought them home.
P2Y of VP-19, circa 1939
Some eighty years ago, the Consolidated P2Ys of Patrol Squadron 19 were a familar sight skimming across the waters of Lake Washington along whose banks was located Naval Air Station Seattle. The P2Y was an ungainly looking contraption, but looks belie the fact is was a very sturdy and reliable performer.
Postscript…
Many of the officers and men in this photo were local reservists. On the men’s cap is a ribbon which states they are part of “Patrol Squadrons, USN” (one man is from the USS Teal, a seaplane tender assigned to the base).
A visit to Selfridge Field, c. 1932
Pilots of Selfridge’s 1st Pursuit Group and their P-12s. As seen by the variety of aircraft in these photos, the 1st flew a mixed-bag of pursuit ships in the early 1930s.
P-6E hawk of the 17th Pursuit Squadron. The background aircraft is a rare P-6A. That airplane, 29-262, crashed on 19 Feb 1933.
Same P-6E as in previous photo. The markings are, of course, well-known and spectacular.
Berliner – Joyce P-16s of the 1st Pursuit Group.
KC-135A, circa 1957
This is one of the early bird KC-135s – the 15th one built, to be exact – and the paint scheme reflects this (the almost obligatory 1950s day-glo orange). This particular tanker, 55-3132, had a long life but not one that involved much aerial refueling. Like many of the early 135s, it was converted into a test bed and spent the majority of its career as an airborne electronic warfare labatory. Last I checked, the aircraft is on display at Davis-Monthan AFB, AZ. Note: I purposely did not crop this slide. Sometimes its nice to remind folks that not everything was created as a digital image. The word “Kodachrome” should always remain part of an aviation buff’s lexicon.
EC-121 at NAS Barbers Point, 1963
Photo taken just after the 1962 big switch which saw US Navy and Marine Corps aircraft adapting (pretty much as a rule ) to Air Force standard nomenclature. You flew the WV-2 one day, the EC-121 the next. Different name, same mission: flying the Pacific Barrier on long and tedious missions that ranged from Hawaii to Alaska (and back).
28th Bombardment Squadron, Nichols Field, P.I.
Airshow time, circa 1979
Note: This T-33 from Tyndall AFB wears the number “70490” but in actuality is 58-0490. These things happen.
Vulcan XM597 would become famous for its role in the upcoming Falklands War in 1982 when it became one of only two Vulcans to drop weapons in actual combat.
F-4E 67-0301 from George AFB was credited with downing a MiG-21 in 1972, yet wears no markings to indicate such. This was not uncommon in the late 70s. We had several “MiG Killer” Phantoms in my squadron at the time, and they bore no markings either.
There was something for everybody at this open house back around 1979: Phantoms, Voodoo, Thunderchief, Vulcan, and the USAF Thunderbirds in their T-38s. Not 100 percent certain of the location, but I believe it is Whiteman AFB, MO. The photographer was not using the best of equipment, but I’m glad he took the pictures.
Jets (and props) of the 1940s
RAF pilots and their USAF counterpart exchanging pleasantries alongside an F-80 (54-8717) of the 36th Fighter Bomber Group. This aircraft crashed in 1952.
Same pilots, different aircraft. This Vampire and its pilots were assigned (I believe) to No. 16 Squadron.
Swarm of Vampires zooming by.
This is the same F-80 as seen in the first photo, but in the spirit of NATO cooperation, it flies with a Mustang of the French Air Force’s Groupe de Reconnaissance GR II/33 “Savoie”.
Henri Farman
Farman at the controls of the Henri Farman n°1. Notice the spring shock absorbers. (Also, if you see a photo of Farman, he almost always has a cigarette at the ready)
The Henri Farman n°1 was also known as the Voisin-Farman, or Farman I.
An autographed photo from Farman signed to aviation enthusiast, William J. Hammer.
Early aeroplanes and aeronauts
Captain Halstead Dorey, the Hon. James Beck, Wilbur Wright, and William Hammer at the Fulton-Hudson Celebration in 1909. Taking off from Governors Island, Wright flew his aircraft on a 33 minute flight up and down the Hudson River. A canoe was attached to the underside of the craft in case Wilbur found himself in the Hudson.
A detailed shot of Wilbur’s canoe. With an American flag fluttering in its bow, this vessel won the distinction as the “World’s first flying canoe”.
Another participant in the Hudson-Fulton extravaganza was the upstart Glenn Curtiss.
Curtiss’s machine at Governors Island, NY.
Curtiss and William Hammer discuss the goings on during the celebration. A “fly-off” between Curtiss and Wright was much anticipated, but Curtiss’s endeavors were lackluster and it was Wright who stole the show with flights up and down the Hudson, around the Statue of Liberty, etc.
Curtiss managed one brief flight before packing up for home. He had just returned from France and was flying a spare aircraft that was ill-suited for his purposes.
Curtiss was usually found at the controls of his more successful machines like the No. 2, seen here.
An early aviator whose name escapes me at the controls of a Curtiss D.
William J. Hammer poses with what the photo caption states is a Blériot No. 9. Hammer, from where these photos originated, was influential in early aviation matters. He was also a brilliant electrician who worked with Thomas Edison.
Note: These images may not be the ultimate in quality, but they are original photos that are over 110 years old.
337th Fighter Interceptor Squadron
The location of this photo is Taoyuan Air Base, Taiwan, where the 337th was deployed in response to the Quemoy Crisis in late 1958. Such deployments were unusual for an Air Defense Command unit but the F-104 Starfighters of the 337th were ready.
Arriving in October of ’58, the 337th relieved the 83rd FIS who departed sans F-104s so the 337th would have something to fly – The 83rd had disassembled their Starfighters in order to have them airlifted to Taiwan and the Air Force saw no sense in requiring the 337th to do the same thing to theirs. The 337th was at Taoyuan less than two months before they were ordered back to their home of Westover AFB, Mass. (It was now their turn to disassemble some Starfighters.)
Several noteworthy aspects to this photo: Sitting at center on his “throne”, and holding a big cigar (the smoking of which he was quite fond of), is squadron commander Major James Jabara, Korean War ace extraordinaire.
It is also of note that in this photo there are about half a dozen patches worn that are from squadrons other than the 337th. The 49th FIS, 56th, 331st, etc.; most likely new guys who did not get their 337th patches sewn on before the deployment.
PS. I wonder whose job it was to organize the water buffalos seen on each end of the picture?
PBY Catalina Day
A PBY-5A (33979) of NAS Seattle refuels from the seaplane tender USS Pine Island in Alaskan waters, July, 1949.
A bunch of newly hatched PBY drivers, NAS Corpus Christi, 1944.
NAS Seattle, 1939. Most of the aircraft are P2Ys, but a lone PBY can be seen on the ramp.
The only PBY sold to a civilian in the pre-war years was this example. Nicknamed “Guba”, it was used for research in the South Pacific.
Men of VPB 43 on duty in the Aleutian Islands.
VPB 43 had its share of arctic mishaps. What appears to be scratches on the photo is actually a blizzard of snow.
The bent wing leads one to conclude this PBY was taking off or landing in a crosswind and spun off the runway. This was repairable given that the outer wings on the PBY were removable. Note the depth bombs mounted under the inner wings.
Less repairable is this VPB 43 PBY that experienced engine trouble, landed in the sea, and while being towed back to the harbor had the towline break. Adak Island, May, 1945.
Same aircraft. As can be seen, this PBY’s flying days were done.
Men examine the wreckage to gather up classified material and personal belongings. Nature would soon take care of the rest.
Hickam Field, 1939-40
For fans of the B-25 Mitchell
A B-25J (43-27540) of the 340th Bomb Group, 487th Bomb Squadron floats in for a landing. Nicknamed “Watch Copier”, this aircraft bears the markings of 120 missions flown.
Another veteran of many missions is 43-27662 of the 340th Bomb Group’s 486th Bomb Squadron.
“Dog Daize” was name given to this B-25H (43-4381) of the 12th Bomb Group, 82nd Bomb Squadron.
“Candy” was another well-worn combat veteran. Note the soot from its forward .50 caliber guns.
B-25H (43-4978) shows its markings for 78 missions.
B-25J of the 345th Bomb Group, the famous “Air Apaches”.
“Chow Hound Junior” (41-30606) was a B-25D of the 345th Bomb Group, 500th Bomb Squadron.
A close up of “Chow Hound Junior” illustrates the artist’s skillful hand.
B-25H (43-4110) was the sixth “H” model built.
Tales the flightsuits tell
5th Fighter Interceptor Squadron, Minot AFB. The squadron patch is a rather poor rendition of a lynx, and was certainly not what they guys had in mind (the patch on the right is added to the scene for the purpose of comparison). Not only is the former an unappealing design, it has misspellings: the motto, and worst of all, “InterceRtor” rather than “Interceptor”. It would be easy for one to dismiss this as a poorly-designed and rejected patch, or even a fake. However, it is as real as they get. The lesson: just because a patch is not what it ought to be does not disqualify or diminish its authenticity. And, of course, being sewn to a period flightsuit with other proper patches for the period (the “F-106 Dart”) only helps in its provenance. This flightsuit was worn by a pilot assigned to the 5th FIS, 1961-63.
95th Fighter Interceptor Squadron, Andrews AFB. What sets this one apart is the F-106 patch; as we have already seen, the same patch was worn by the 5th FIS. This is no big deal except that said patch is attributed to that squadron, not the 95th. Why was the 95th pirating a patch from the 5th? Because they (or this pilot) felt like doing so. Lesson: anything goes when it comes to patches.
This patch design of the 2nd Fighter Interceptor Squadron is always attributed to its later years as a training squadron in the mid-1970s. Fine, but what is it doing on a flightsuit from the early 1950s? This is the first pattern of K-2B flightsuit: big collar, only one chest pocket. The nametape is certainly of the era, not the 70s. It and the patch were sewn on by the same man at the same time – a long time ago (the thread and stitching show that). Anything is possible, and one should be conservative in their judgement on such matters, but one also has a hard time believing that when the squadron reactivated in 1974 one of its pilots dusted off a 20 year old flightsuit and said “make sure you sew on my outdated nametape at the same time”.
I have often wondered why a patch from the 15th Fighter Interceptor Squadron, Davis-Monthan AFB, Arizona, (a land of cacti, scorpions, and gila monsters) is sewn to a winter-weight flightsuit. Yes, the pilots of Air Defense Command had to be ready for anything, but issuing arctic equipment at a base in the blazing desert seems a bit extreme. I know, I know; they do have winter there, but still…
A visit to the Glenn Curtiss aeroplane factory circa 1911
P2V Neptune, and the boss
Seen here with the bird that bears his name, Commander Bill Hodges, CO of VP-11, poses while on a deployment to Malta in the mid-1950s.
Note: Hodges had a long career that included surviving the sinking of his ship, USS West Virginia, at Pearl Harbor (a good swimmer, Hodges took a few deep breaths and dove down into the wreck to retrieve his wallet).
Mississippi National Guard, 1939
Your well-dressed aerial gunner of the 1930s.
One of the squadron’s pilots is preparing for some aerial gunnery himself. He will not hit a thing, but will have fun trying.
The squadron was new when these photos were taken in 1939, but the aircraft were hand-me-down O-38s. Here, they certainly show their age. This plane, 34-12, was wrecked in 1941.
Time to grease some lifters.
A more modern aircraft assigned to Key Field was this A-17.
The Jive Bomber 