Back when orange flight suits were the thing…

Here are 1960s flight suits from two of the USAF’s F-106 units: The 95th and 5th Fighter Interceptor Squadrons. Based, respectively, at Dover and Minot AFB, these squadrons were both long-time operators of the “Six”.

Oddball Aircraft

The Westland-Hill Pterodactyl was one of a number of tailless aircraft designed by that firm in the 1920s. A revolutionary idea, but I have to say that in looking at this photo one would be excused for thinking it was the result of some dire mishap.

Due to its flying characteristics (to say nothing of its appearance), the Vickers Vulcan carried the nickname “Flying Pig”.

The YC-123 was fitted with skis, wing floats, and a host of other devices with the idea of having an aircraft that could fly (and land) just about anywhere.

VB-17G (44-83259) was a VIP transport for General Carl Spaatz during the time he was the Air Force’s first Chief of Staff. The aircraft was nicknamed “Boops” after his daughter.

Boeing’s XAT-15 was a promising trainer but was elbowed aside in favor of other designs. Somewhat of a throwback in construction (it used a lot of wood), the aircraft is seen here at Boeing’s Wichita plant (note the Stearmans in the background).

The XB-24N (44-48753) was another one-off Liberator, but not too bad an idea. It did illustrate that a B-24 was doable with only a single horizontal stabilizer.

The Vultee Vulture in its original configuration. With the snug-fitting engine cowl and nacelle, one could easily mistake the aircraft for having a liquid-cooled engine. It did not, but the engine didn’t like it so Vultee eventually opted for a more conventional open cowl.

The XB-24J (42-73130) was a one of a kind aircraft that incorporated the nose of a B-17G. (Translation: Okay, maybe that wasn’t such a hot idea after all.) Due to the numerous “Frankenstein” versions of highly modified B-24s, there must have been something about its design that caused engineers to have fantasies about modifying the aircraft into something it was never intended to be.

Hahn Air Base, 1956

T-33 16817 of the 50th Fighter Bomber Wing and F-86H 53-1429 of the 417th Fighter Bomber Squadron. The photo was taken April 28, 1956. Both aircraft would crash in the coming weeks.

417th FBS pilot explains the workings of the F-86 (53-1472) to an interested German civilian.

T-33A 51-6834 attracts a crowd of locals at the Hahn open house. When I was stationed in Germany, the annual “Flugtag” brought in huge crowds. Some came for the aircraft, others for the ice cream.

Air Policeman makes sure no one walks out the gate with a brand-new F-86.

T-33A 51-4502 assigned to Hahn’s 69th Tactical Missile Squadron. This aircraft was later sold to the Singapore Air Force and is now on display in that country.

T-33A hurries past the Hahn tower.

F-86H 53-1430 of the 417th FBS. This aircraft was the personal mount of Chuck Yeager when he commanded the 417th during this time.

417th FBS boss Chuck Yeager and pals with Yeager’s bird, 1430.

Early KC-97A at Boeing Field

Born a cargo aircraft, C-97A 49-2591 was soon converted to a tanker configuration as seen here. Her air refueling days were short-lived as she was then reconfigured to once again become a trash hauler. Not the very obvious rear cargo doors where the boom operator’s pod has been attached.

124th Fighter Squadron, Iowa Air National Guard, 1951

“To minimize risk, only the fewest number of men required should refuel an aircraft” ~ Air Force Technical Order on the Refueling of Aircraft

Men of the 124th Fighter Squadron

Air Policemen defy anyone to touch the squadron’s C-47.

Iowa Air Guard F-51s and a lone AT-6

Working hard for the Guard.

The year 1951 was busy for the Iowa Air National Guard at Des Moines Airport. At the beginning of that year the boys had been flying F-84 Thunderjets, but with the Korean War now in full-swing those F-84s went to active duty units while Iowa reverted to the F-51. Having flown them from 1946-1949, the 124th and the Mustang were old friends. This state of affairs continued until the war ended thus making jets available once again.

The original “Skyblazers”

From 1949-1962, the Skyblazers of US Air Forces Europe (USAFE) thrilled European audiences with feats of aerial precision and showmanship. Here they are in the early days atop one of their F-84 Thunderjets: team founder Major Harry Evans, pilots Lawrence “Dagwood” Damewood, and twin brothers Charles “Bill” & Cuthbert “Buck” Pattillo.

Young pups: K/C-135’s in the early 60’s.

KC-135A 59-1504 “City of Tacoma” on the ramp at McChord AFB in 1961.

Another shot of “City of Tacoma”. Now 60 years old and still flying.

1504 flew with the 22nd Air Refueling Squadron, 1960-1962 – McChord’s brief time as host to tankers.

60-0357 started life as a C-135A but was quickly converted to a tanker configuration. Still flying today.

C-135A 60-0369 never underwent the tanker conversion. This, no doubt, is one reason it had a comparative short life: eventually used as a ground trainer, then scrapped.

C-135B 61-2264 was also not “tankerized” but was converted into an RC-135, “Cobra Ball”, assigned to Eielson AFB, AK.

2664 role as a “Cobra Ball” spy plane ended tragically on March 15, 1981, when it crashed on Shemya Island killing 6 of the crew. Stationed in Alaska at the time, I remember the tragic incident well.

61-2664, 665, 666, and 667 on the Renton ramp in the early 60’s. All were converted to some form of intelligence gathering configuration.

61-0278 was the 500th KC-135. Delivered in 1962, she was dubbed “Miss Ak-Sar-Ben” – “Nebraska” spelled (for whatever reason) backwards. She was converted to an EC-135 and ended her life in the bone yard.