Starfighters of the 83rd FIS, 1959

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Despite its sleekness and speed, the F-104 was not well-suited to the needs of the USAF. Lacking the range and weaponry of the other interceptors of the day, the 104 never formed the backbone for America’s air defense. Though it served the Air Force for about twenty years, it typically never served in one interceptor squadron for long. Hamilton AFB’s 83rd Fighter Interceptor Squadron as seen here is typical: they flew the F-104 from 1958-60. On average, a USAF Starfighter squadron operated the type for only four years. This is in sharp contrast to the service the F-104 provided to air forces abroad. This was especially so in the skies of Europe where it was flown by a host of nations and was a familiar sight for decades.

Aircraft seen here are 56-0788 and 56-0819. In keeping with the Starfighter serving abroad theme, 788 was soon transferred to the Republic of China Air Force.

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.