Devastators

Bearing no squadron markings, BuNo 0360 is seen between “owners”.
Another view of 0360.
This aircraft (0335) was lost while on patrol in 1942. Pilot Harold Dixon, bombardier Anthony Pastula, and radioman Gene Aldrich survived 34 days lost at sea in a saga later immortalized in the book “The Raft”. The story was also made into a movie, “Against the Sun” (2014)).
Seen in the markings of Torpedo Six, this aircraft (0324) was transferred to Torpedo Eight where it met its end during the Battle of Midway.
Unknown TBD of VT-3.
Torpedo Two of USS Lexington. I believe this is BuNo 0298. Aircraft was lost in the Marshall Islands in 1942.

Flagship Corsairs

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Perched on their catapult atop the No. 3 turret of the USS Pennsylvania, a pair of Vought O3U-3s of Observation Squadron Two (VO-2) stand by to carry out another assignment. The O2U/O3U Corsair was the standard observation aircraft for the USN for about ten years (1927-1937) – a most notable achievement in an era when the life expectancy of almost every design type was measured in only a few years. Pennsylvania was the flagship of the U.S. Fleet during the interwar years, reflected in the immaculate condition of the ship and its aircraft.

Lockheed TV-2, And Seattle’s Neighborhood Naval Air Station

Seattle paperboys get a good look at a real jet plane.
NAS Seattle and jets did not mix. Noise complaints abounded, and the runway was way too short.

What young man of the 1950s didn’t want to climb all over a real jet airplane? These boys are getting the grand tour of a TV-2 because they are top performers in sales and in excellence of service in their chosen profession. They are paperboys, and as a reward for their efforts, their employer, The Seattle Times, took them to both Naval Air Station Seattle and the nearby stadium for the University of Washington, where they were treated to a football game (Photo dated September 21, 1957: Washington v. Colorado ended in a 6-6 tie).

Smaller, straight-wing jets like the Lockheed TV were about all the 5,000-foot runway at NAS Seattle could handle. The base was on the shores of Lake Washington, and the runways had no overrun. If you landed long or short, you went swimming. Encroachment was also a serious issue: The city of Seattle had no problems permitting home construction right next to a military air base. And, as is always the case, those freshly arrived homeowners acted dumbstruck and indignant that a military runway could be rather noisy. Therefore, the local’s motto became NAS Seattle delenda est.

A Few Skyhawks From The 1960s

Sporting symbols denoting 211 missions, a snazzy-looking A-4C of VA-144 is seen from the summer of 1967. This aircraft (147822) crashed a few years later in 1972.
Another A-4C of the 60s, 147749 of VA-112, shares the ramp with an F-8 Crusader of VF-111.
Next 3 photos: Some detail shots of this A4D-2N of VA-153.
This aircraft (147680) crashed in 1974.
Another A4D-2N from the early 60’s is 147720 of VA-93.

Skywarrior Airlines

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This A-3 (142672) was converted into a VA-3B soon after its delivery to the USN. The “V” in VA, of course, designates this aircraft for VIP usage, and that is what the bird did for many a year, including when this photo was taken in the 1960s. The plane is visiting Boeing Field, wings are folded, and the drag chute is tugging along behind just out of the picture. This airframe was retired for a while, then brought back into service for a more conventional electronic warfare role. In that role, the aircraft met its fate in 1985 when it crashed, killing all crewmen.

Nice Paint Job

The first photo shows a sporty-looking JD-1 Invader (89073) basking in the Hawaiian sunshine at NAS Barbers Point in the early 1950s. The aircraft belonged to VU-1, a utility squadron that flew a variety of props, jets, and helicopters. With that mixed bag of aircraft, the squadron pulled targets, took photos, performed rescue missions, and did pretty much anything else the Navy could think of.  The bird seen here was primarily a target tug. Its white wall tires nicely complemented an overall paint scheme that included blue, red, and yellow. The photo’s caption reads, “This is the crate I work on.” The JD-1(s) in the second photo belong to VU-7.

Loening OA-1A

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“Grace and speed” are not adjectives that come to mind when one glances at a Loening OA-1. On the other hand, the aircraft was incredibly tough and reliable and saw far more years of service than your average airplane of the era. Seen here bobbing on the waters of Lake Gatun in Panama, this bird (26-436) is from the 7th Observation Squadron based at France Field in the Canal Zone. Judging by the smoke stains angling from the exhaust stacks toward the cockpit area, flying could be an aromatic and messy experience. (Like many aircraft of the 1920s, Loening’s OA-1 was not unique in that regard)

And The Name Of The Mystery Airfield Is…

Outlying Field, Mount Vernon, Washington. Today, it serves as Skagit Regional Airport, but when it was constructed during WWII, it was an auxiliary field for NAS Whidbey Island just a short hop away. It continued intermittently as a naval training field but was declared surplus in the late 1950s. 

No one had the correct guess, but a couple of frequent visitors to this website knew the name because I had previously shown them the photo. Gentlemen that they are, they kept their knowledge to themselves, refraining from trying to be the most brilliant guy in the room.

Next time you are in the area, stop by and visit the Heritage Flight Museum located at the airport.

LPs and Airplanes

If you were in a band back in the day, it seems that all you had to do was phone your local Air Force base or airport, and they would cheerfully supply an airplane for your photo shoot.

Lots of excellent album art here, as well as great music (for the most part, but to each his own). 

Update: Here is a most worthy addition to the topic supplied by fellow aviation enthusiast Carrie.  Nothing says, “holiday romance” like a vacation adventure in a nuclear bomber. Thanks, Carrie!

Post-War Life for Catalinas

NC74680 was the sole money maker for the short lived Totem Air Service of Alaska. Stripped of most of its Totem livery, the bird awaits new owners at Boeing Field.
The flagship of Totem Air in its earlier days.
Resting after long years of service with the RCAF, 11075 was sold and eventually was converted to a fire bomber.
Air France was also in the post-war Catalina business.
This PBY served with the Army Air Forces as an OA-10A, then later flew for various owners in Canada. Seen here in the markings of its former owner, Pacific Western Airlines, the bird was later purchased for use as a fire bomber. Sadly, it crashed, but the wreckage is stored at the Pima Air Museum.
Another bird that started life as an OA-10A. Seen here while operating with Alaska Coastal-Ellis Airlines, the plane later served owners in the US and Canada, but it has survived and is now on display at McChord AFB.
Nicknamed “Temptress”, N788C is seen at Boeing Field in the 1960s.
“Temptress” is now at the Liberty Aviation Museum in Ohio.

And Now it’s Time to Play “Name That Airfield”

Update: We have a Winner! The base in question is Pendleton Field, Oregon. We tip our chapeau to “Guillaume” for being the first to correctly identify this week’s mystery airfield. 

This mystery airfield (looking as if it fell out of the sky and landed in the middle of nowhere) is this week’s challenge. So, be the first to name this place and you will win the undying admiration of your aviation-minded colleagues.

The Alabama Air National Guard in Europe, 1952

The Alabama boys of the 160th Tactical Reconnaissance Squadron present a nice 4-ship of RF-80s.
Later during their service in Germany, the 160th TRS fancied up their aircraft with the addition of lightning bolts.
The indital destination of the 160th TRS was Toul Rosières Air Base in France. Owing to the base’s less than modern facilities (seen here), the 160th was sent to Neubiberg in Germany. The squadron’s parent group, the 117th, remained at Toul flying RB-26s.
RB-26 of the 1st TRS. The pierced steel planking is evidence of why the 160th and their RF-80 jets opted for a more suitable environment for jet aircraft.
Neubiberg was now home to a couple hundred Alabamians.
RF-80s, a T-33, and several F-84s of the 86th Fighter Bomber Wing.
Maintenance men of the 160th.
Pilots of the 160th.
Colonel Jackson, commander of the 10th Tactical Reconnaissance Group confers with Colonel Laven of the 86th Fighter Bomber Group.
I doubt this was a booster for anyone’s career.
There are three aircraft involved, but all were repaired and put back in service.
The 38th TRS was also at Neubiberg. They later acquired many of the 160th’s aircraft.
Another Neubiberg outfit was the 525th FBS.
F-84E’s of the 86th FBG.
A lone F-84E of the 526th FBS.
One of the nice things about flying a recce fighter is you get to take great pictures and then use them to prove the other guy is not as hot a pilot as the thinks.
Visiting B-29.
Another visitor was this RAF PR 10 (WB156) of No. 541 Squadron, RAF Bückeburg, Germany.
The C-119’s were kept busy during the Germany deployment.
Like many of the men at Neubigerg, this Stinson L-5 Sentinal was a World War II veteran.
The “Skyblazers”, the US Air Force’s in Europe aerial demonstration team.
The 160th could put on a good show as well.

When the 117th Tactical Reconnaissance Group(TRG) of the Alabama Air National Guard was activated during the Korean War, its squadrons spent about six months in Europe. Initially deployed to Toul Rosières Air Base in France, the unit found the steel matting and dirt flightline less-than optimal for the 160th TRS and its FOD-sucking RF-80s. (It was fine for the 1st TRS – they had RB-26s). It was decided to send the 160th to Neubiberg Air Base in Germany, where they would share the facilities with the base’s host unit, the 86th Fighter Bomber Group, and their F-84Es. The 160th remained at Neubiberg until de-activated in July 1952. Loaded with souvenir beer steins and lots of memories, they returned home to Alabama. 

Boom to Bust: The Alexander Aircraft Company

In the late 1920s, the future looked promising to J. Don Alexander and his aircraft business. In the years 1928-29, Alexander sold more planes than anyone else in the world, but unfortunately, the company became plagued with troubles. A 1928 fire destroyed their manufacturing plant killing eleven workers (J. Don Alexander and his brother were found liable), and even after constructing another facility,  new aircraft projects ran into problems as well. The Great Depression finished off Alexander in 1932. The company’s most successful product, the Eaglerock, is seen in these photos.