Flying Tigers https://www.flying-tigers.co.uk Diecast Model Specialists - Model Aeroplanes Thu, 06 Jan 2022 14:34:28 +0000 en-US hourly 1 https://wordpress.org/?v=5.2.17 Convair B-58 Hustler, Hobbymaster New Arrivals and Photo updates, Century Wings, JC Wings Military, Herpa Military and Air Force One New Announcements https://www.flying-tigers.co.uk/2019/convair-b-58-hustler-hobbymaster-new-arrivals-and-photo-updates-century-wings-announcement/ https://www.flying-tigers.co.uk/2019/convair-b-58-hustler-hobbymaster-new-arrivals-and-photo-updates-century-wings-announcement/#respond Thu, 18 Apr 2019 10:21:09 +0000 https://www.flying-tigers.co.uk/?p=52019 The Convair B-58 Hustler was the first operational jet bomber capable of Mach 2 flight. The aircraft was designed by Convair and developed for the United States Air Force (USAF) for service in the Strategic Air Command (SAC) during the 1960s. It used a delta wing, which was also employed by Convair fighters such as […]

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Convair XB-58 55-0660 touches down on the runway following a test flight.

The Convair B-58 Hustler was the first operational jet bomber capable of Mach 2 flight. The aircraft was designed by Convair and developed for the United States Air Force (USAF) for service in the Strategic Air Command (SAC) during the 1960s. It used a delta wing, which was also employed by Convair fighters such as the F-102, with four General Electric J79 engines in underwing pods. It carried five nuclear weapons; four on pylons under the wings, and one nuclear weapon and fuel in a combination bomb/fuel pod under the fuselage, rather than in an internal bomb bay.

Replacing the Boeing B-47 Stratojet medium bomber, it was originally intended to fly at high altitudes and supersonic speeds to avoid Soviet fighters. The B-58 was notorious for its sonic boom, which was often heard by the public as it passed overhead in supersonic flight.
The introduction of highly-accurate Soviet surface-to-air missiles forced the B-58 into a low-level-penetration role that severely limited its range and strategic value, and it was never employed to deliver conventional bombs. This resulted in only a brief operational career between 1960 and 1970 when the B-58 was succeeded by the smaller, swing-wing FB-111A.

Convair YB-58A-1-CF Hustler, (AF Ser. No. 55-0661), the second aircraft built

The genesis of the B-58 program was the Generalized Bomber Study (GEBO II) issued in February 1949 by the Air Research and Development Command (ARDC) at Wright-Patterson AFB, Ohio, for the development of a supersonic, long-range, bombardment aviation platform. The proposed bomber’s design and development was to begin less than two years after sustained supersonic flight had been achieved.[6] Contractors who bid to perform the generalized study (that hopefully would lead to a development contract) included Boeing, Convair, Curtiss, Douglas, Martin and North American Aviation.

Convair, which had built the XF-92A and other delta-wing fighters, initially looked at swept and semi-delta configurations, then settled on the delta wing planform, which offered good internal volume for support systems and fuel. It also had low wing loading (for airframe size), permitting supersonic flight in the mid-stratosphere at 50,000 to 70,000 ft (15,000 to 21,000 m). The final Convair proposal, coded FZP-110, was a radical two-place, delta wing bomber design powered by General Electric J53 engines. The performance estimates included a 1,000 mph (1,600 km/h) speed and a 3,000-mile (4,800 km) range.

Ejection pod undergoing testing

The Air Force chose Boeing (MX-1712) and Convair MX-1626 to proceed to a Phase 1 study. The Convair design, refined and redesignated the MX-1964, was chosen in December 1952 to meet the newly proposed SAB-51 (Supersonic Aircraft Bomber) and SAR-51 (Supersonic Aircraft Reconnaissance), the first General Operational Requirement (GOR) worldwide for supersonic bombers. In February 1953, the Air Force issued a contract to develop Convair’s design.

The resulting B-58 design was the first “true” USAF supersonic bomber program. The Convair design was based on a delta wing with a leading-edge sweep of 60° with four General Electric J79-GE-1 turbojet engines, capable of flying at Mach 2. Although its large wing made for relatively low wing loading, it proved to be surprisingly well suited for low-altitude, high-speed flight. It seated three (pilot, bombardier/navigator, and defensive systems operator) in separated tandem cockpits. Later versions gave each crew member a novel ejection capsule that could eject at an altitude of 70,000 ft (21,000 m) at speeds up to Mach 2. Unlike standard ejection seats of the period, a protective clamshell would enclose the seat and the control stick with an attached oxygen cylinder, allowing the pilot to continue to fly even “turtled up” and ready for immediate egress. The capsule was buoyant; the crewmember could open the clamshell, and use it as a life raft. Unusually, the ejection systems was tested with live bears and chimpanzees. The XB-70 would use a similar system with capsules of a different design.

RB-58A with two component pod (TCP)

To protect against the heat generated while cruising at Mach 2, the crew compartment, the wheel wells and electronics bay were pressurized and air conditioned. The B-58 was one of the first extensive applications of aluminum honeycomb panels, which bonded outer and inner aluminum skins to a honeycomb of aluminum or fiberglass.

The pilot’s cockpit was rather conventional for a large multi-engine aircraft. The electronic controls were ambitious and advanced for the day. The navigator and DSO’s cockpits featured wraparound dashboards with warning lights and buttons, and automatic voice messages and warnings from a tape system were audible through the helmet sets. Research during the era of all-male combat aircraft assignments revealed that a woman’s voice was more likely to gain the attention of young men in distracting situations. Nortronics Division of Northrop Corporation selected actress and singer Joan Elms to record the automated voice warnings. To those flying the B-58, the voice was known as “Sexy Sally.”

B-58 crewmember escape capsule

The Sperry AN/ASQ-42 bombing/navigation system combined a sophisticated inertial navigation system with the KS-39 Star tracker (astro-inertial navigation system) to provide heading reference, the AN/APN-113 Doppler radar to provide ground speed and windspeed data, a search radar to provide range data for bomb release and trajectory, and a radar altimeter. The AN/ASQ-42 was estimated to be 10 times more accurate than any previous bombing/navigation system.

Defensive armament consisted of a single 20 mm (0.79 in) T-171E-3 rotary cannon with 1,200 rounds of ammunition in a radar-aimed tail barbette. It was remotely controlled through the Emerson MD-7 automated radar fire-control system only requiring the DSO to lock-on a selected target blip on his scope and then fire the gun. The system computed aiming, velocity or heading differential, and range compensation. Offensive armament typically consisted of a single nuclear weapon, along with fuel tanks, in a streamlined MB-1C pod under the fuselage. Incurable difficulties with fuel leakage resulted in the replacement of the MB-1C with the TCP (Two Component Pod), which placed the nuclear weapon in an upper section while the lower fuel component could be independently jettisoned. This had the added benefit of allowing the pilot to “clean up” the aircraft for fuel efficiency or in case of emergency, while still retaining the (somewhat) slimmer weapon.

XB-58 prototype during takeoff

The first prototype, serial number 55-660, was completed in late August 1956. The first flight took place in November 1956. A difficult and protracted flight test program involving 30 aircraft continued until April 1959. The final B-58 was delivered in October 1962.

From 1961 to 1963, the B-58 was retrofitted with two tandem stub pylons under each wing root, adjacent to the centreline pod, for B43 or B61 nuclear weapons for a total of five nuclear weapons per aircraft. Although the USAF looked at using the B-58 for conventional strikes, it was never equipped for carrying or dropping conventional bombs. A photo reconnaissance pod, the LA-331, was also fielded. Several other specialized pods for ECM or an early cruise missile were considered, but not adopted. The late-1950s High Virgo air-launched ballistic missile was designed to be launched from the B-58; a Hustler carried out four test launches to determine ballistic missile and anti-satellite weapon system capability.

A front view of the B-58A in the “clean” configuration

The B-58 crews were chosen from other strategic bomber squadrons. Due to some characteristics of delta-winged aircraft, new pilots used the Convair F-102 Delta Dagger as a conversion trainer, before moving to the TB-58A trainer. The B-58 was difficult to fly and its three-man crews were constantly busy, but its performance was exceptional. A lightly loaded Hustler would climb at nearly 46,000 ft/min (235 m/s). In addition to its much smaller weapons load and more limited range than the Boeing B-52 Stratofortress, the B-58 had been extremely expensive to acquire.

MB-1C original combined expendable underbelly fuel and weapon pod

Through FY 1961, the total cost of the B-58 program was $3 billion ($20 billion in 2018 dollars). A highly complex aircraft, it also required considerable maintenance, much of which required specialized equipment and ground personnel. For comparison, the average maintenance cost per flying hour for the B-47 was $361, for the B-52 it was $1,025 and for the B-58 it was $1,440. The B-58 cost three times as much to operate as the B-52. The cost of maintaining and operating the two operational B-58 wings equaled that of six wings of B-52s. This included special detailed maintenance for the nose landing gear, which retracted in a complex fashion to avoid the center payload. Compounding this, the B-58 had a high accident rate: 26 B-58 aircraft were lost in accidents, 22.4% of total production. The SAC senior leadership had been doubtful about the aircraft type from the beginning, although its crews eventually became enthusiastic about the aircraft. General Curtis LeMay was never satisfied with the bomber, and after a flight in one declared that it was too small, far too expensive to maintain in combat readiness and required an excessive number of aerial refuelings to complete a mission. Although the high altitude ferry range of the B-58 was better than the B-47, the lack of forward basing resulted in a requirement for more KC-135 tanker support.

B-58A in flight

While its performance and design were exceptional and appreciated, it was not easy to fly. This was caused by the 60° leading edge sweepback of its wing and was inherent in these types of delta wing platforms. It required a much higher angle of attack than a conventional aircraft, up to 9.4° at Mach 0.5 at low altitudes. If the angle of attack was too high, in excess of 17°, the bomber could pitch up and enter a spin. Several factors could prevent a successful recovery: if the pilot applied elevon, if the center of gravity was not correctly positioned, or if the spin occurred below 15,000 feet (4,600 metres), recovery might not be possible. The B-58 also had stall characteristics that were unconventional. If the nose was elevated, the bomber maintained forward motion without pitching down. Unless large amounts of power were applied, the descent rate increased rapidly. Another problem pilots faced was called “fuel stacking” and took place when the B-58 accelerated or decelerated. It was due to fuel moving in the tanks and causing sudden changes in the center of gravity. This could cause the aircraft to pitch or bank and subsequently lose control. The B-58 was very difficult to safely recover from the loss of an engine at supersonic cruise due to differential thrust.

The aircraft had unusual takeoff requirements, with a 14° angle of attack needed for the rotation at about 203.5 knots (376.9 km/h; 234.2 mph) for a 150,000-pound (68,000 kg) combat weight. This poor takeoff performance was evident with the high landing speed, necessitating a drogue parachute for braking.

B-58A Hustler (AF Serial No. 59-2458), the “Cowtown Hustler,” in front of the National Museum of the United States Air Force’s restoration facility at Wright-Patterson AFB, Ohio

Two SAC bomb wings operated the B-58 during its operational service: the 43d Bombardment Wing, based at Carswell AFB, Texas from 1960 to 1964, and Little Rock AFB, Arkansas from 1964 to 1970; and the 305th Bombardment Wing, based at Bunker Hill AFB (later Grissom AFB), Indiana from 1961 to 1970. The 305th also operated the B-58 combat crew training school (CCTS), the predecessor of the USAF’s current formal training units (FTUs).

By the time the early problems had largely been resolved and SAC interest in the bomber had solidified, Secretary of Defense Robert McNamara decided that the B-58 was not a viable weapon system. It was during the B-58’s introduction that high-altitude Soviet surface-to-air missiles (SAM) became a threat, especially the SA-2 Guideline, a SAM system the Soviet Union extensively deployed. The “solution” to this problem was to fly at low altitudes, minimizing the radar line-of-sight and reducing exposure time.

B-58A, AF Ser. No. 61-2080, at the Pima Air & Space Museum in Tucson, Arizona

Because of dense air at low altitudes, the B-58 could not fly at supersonic speeds and its moderate range was reduced further, negating the costly high-speed performance of the design. In late 1965, Secretary McNamara ordered retirement of the B-58 by 1970. Despite efforts of the Air Force to earn a reprieve, the phaseout proceeded on schedule. The last B-58s were retired in January 1970 and placed in storage with the Military Aircraft Storage and Disposition Center (MASDC) at Davis-Monthan Air Force Base. The fleet survived until 1977, when nearly all remaining aircraft were sold to Southwestern Alloys for disposal. The B-58 as a weapons system was replaced by the FB-111A. This was designed for low-altitude attack, to be more flexible with the carriage of conventional weapons, and less expensive to produce and maintain.

A total of 116 B-58s were produced: 30 trial aircraft and 86 production B-58A models. Most of the trial aircraft were later upgraded to operational standard. Eight were equipped as TB-58A training aircraft.

Convair XB-58 Hustler 3/4 front view (S/N 55-0660), the first aircraft built. (U.S. Air Force photo)

Since B-58 pilots were the only USAF pilots experienced in long-duration supersonic flight, several former Hustler crew members were selected by Colonel Douglas Nelson to fly the Lockheed SR-71 Blackbird at the start of that program

A number of B-58s were used for special trials. One was specially modified to test the Hughes radar system intended for the Lockheed YF-12 interceptor and the North American F-108 Rapier, which had an extended nose to accommodate the radar and was nicknamed “Snoopy” (see Aircraft on Display). Several improved (and usually enlarged) variants, named B-58B and B-58C by the manufacturer, were proposed but never built.

61-2059 (Greased Lightning) at the Strategic Air Command & Aerospace Museum near Ashland, Nebraska. It averaged 938 kn flying 8,028 nmi. from Tokyo to London in 8 hours and 35 minutes in October 1963. This photo shows the three crew hatches open

The B-58 set 19 world speed records, including coast-to-coast records, and the longest supersonic flight in history. In 1963, it flew from Tokyo to London (via Alaska), a distance of 8,028 miles (12,920 km) in 8 hours, 35 minutes, 20.4 seconds, averaging 938 miles per hour (1,510 kilometres per hour). As of 2016, this record still stands. The aircraft was serving in an operational unit, and had not been modified in any way besides being washed and waxed. One of the goals of the flight was to push the limit of its new honeycomb construction technique. The speed of the flight was limited only by the speed at which they believed the honeycomb panels would delaminate, although one of the afterburners malfunctioned and the last hour of the flight was continued at subsonic speed. This reduced the average speed to roughly Mach 1.5, despite most of the flight being at Mach 2. This B-58 was called “Greased Lightning” – the codename for the record attempt.

Some of the record winning aerospace trophies the B-58 won were the Bleriot trophy, the Thompson trophy, the Mackay trophy, the Bendix trophy and the Harmon trophy.

Singer John Denver’s father, Lieutenant Colonel Henry J. Deutschendorf, Sr., USAF, held several speed records as a B-58 pilot.

Convair XB-58 55-0660 in its original paint scheme.

 

Convair B-58 Hustler available to buy from Flying Tigers.

Over 60 years after its maiden flight, the B-58 has not lost any of its elegance. The main goal was to develop a strategic bomber that could reach twice the speed of sound. The result was a sleek delta-winged aircraft with a “wasp waist” or “coke bottle” fuselage. The main weapons load, a strategic bomb was combined into a fuel tank pod. In addition, four tactical nuclear bombs could be carried on the fuselage sides. Please click on the image to go straight to the model page to order.

 

Century Wings, JC Wings Military, Herpa Military and Air Force One New Announcements.

A very busy week for new announcements from the brands ! Check out all the latest announcements now available to pre-order at Flying Tigers.

Don’t forget NO DEPOSIT necessary with Flying Tigers and if you order with your debit or credit card your payment is not taken until your model is available to dispatch.

Flying Tigers will also consolidate your orders to save on postage costs across all brands !

Please click on the images / links above and below to go to the model of your choice, or CLICK HERE to see them all in the Future Models section.

 

 

 

Hobbymaster Photo Updates

Check out the latest updated model photo gallery on pre-order Hobbymaster models. Please click on the images / links below to go to the model of your choice, or CLICK HERE to see them all in the Future Releases section.

 

Hobbymaster New Arrivals !

New Hobbymaster Models have arrived at Flying Tigers today. As usual the majority of the model allocation has already sold as Pre-Ordered models and will be dispatched ASAP after arrival. Please bear in mind that our carriers do not work over the Easter Holidays so dispatches will continue on Tuesday 23rd of April.

There are very limited quantities left on the shelf to buy, so if you need any of these to add to your collection please be quick to place your order.

Please click on the images / links below to go to the model of your choice, or CLICK HERE to see them all in the New Models in stock section.

 

Hobbymaster re-stocks

Flying Tigers has received a small re-stock on the following models which have been available for just a few days. There are only a few left now, so if you missed out the first time now is the time to get one ! Please click on the photo or link below to go straight to the model page.

 

That’s all for this week.

Happy Easter to all !

Richard

Flying Tigers.

The post Convair B-58 Hustler, Hobbymaster New Arrivals and Photo updates, Century Wings, JC Wings Military, Herpa Military and Air Force One New Announcements appeared first on Flying Tigers.

]]> https://www.flying-tigers.co.uk/2019/convair-b-58-hustler-hobbymaster-new-arrivals-and-photo-updates-century-wings-announcement/feed/ 0 Royal Danish Air Force, Aviation 72 and Corgi Aviation Archive Arrivals ,Latest Hobbymaster Annoucements and Updated Photo Galleries. https://www.flying-tigers.co.uk/2018/royal-danish-air-force-aviation-72-and-corgi-aviation-archive-arrivals-latest-hobbymaster-annoucements-and-updated-photo-galleries/ https://www.flying-tigers.co.uk/2018/royal-danish-air-force-aviation-72-and-corgi-aviation-archive-arrivals-latest-hobbymaster-annoucements-and-updated-photo-galleries/#respond Thu, 20 Sep 2018 13:33:47 +0000 https://www.flying-tigers.co.uk/?p=46255 The Royal Danish Air Force (RDAF) is the aerial warfare force of Denmark and one of the four branches of the Danish Defence.Initially being components of the Army and the Navy, it was made a separate service in 1950. It main purpose is to serve as enforcer of Danish airspace and to provide air support […]

The post Royal Danish Air Force, Aviation 72 and Corgi Aviation Archive Arrivals ,Latest Hobbymaster Annoucements and Updated Photo Galleries. appeared first on Flying Tigers.

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F-16 Royal Danish Air Force Diamond Formation at Danish Air Show 2014

The Royal Danish Air Force (RDAF) is the aerial warfare force of Denmark and one of the four branches of the Danish Defence.Initially being components of the Army and the Navy, it was made a separate service in 1950. It main purpose is to serve as enforcer of Danish airspace and to provide air support to Danish group troops on the battlefield.

The Royal Danish Air Force (RDAF) was formed as a military service independent from the army and navy in 1950 from the merger of the Danish Army Air Corps founded on 2nd July 1912 and the Danish Naval Air Service which had been founded on 14th December 1911. All military aviation had been prohibited during the Nazi occupation from 1940 to 1945 and so as of V-E Day the Danish armed forces had no aircraft, but the Luftwaffe had built or expanded air bases in Denmark.

Saab B-17 aircraft displayed at Denmark’s Technical & Aviation museum. This aircraft was a part of the Danish Brigade in Sweden during World War II.

The air force was led by Lieutenant General C.C.J. Førslev, who had previously served as a colonel in the army and as first commander of the Danish Army Air Corps. The national command was located at Værløse Air Base which also served as Command East, while Command West was located at Karup in central Jutland. Royal Air Force volunteer and former member of the Free Norwegian Forces in England, Kaj Birksted, was appointed chief of the flying staff. The rivalries and mutual disrespect between the established officer Førslev, who had never been in air combat himself, and the experienced fighter ace Birksted led to a series of misunderstandings which delayed the operationalization of the air force. Further, the East and West commands lacked experience and knowledge of the newly delivered Gloster Meteor and F-84 Thunderjet aircraft.

The Danish armed forces received 38 surplus Supermarine Spitfire H. F. Mk. IXE and 3 P.R.Mk. XI in 1947-48 plus four additional airframes for ground instruction, which were operated by units of the Hærens Flyvertropper and Marinens Flyvevæsen prior to their merger, and by the Royal Danish Air Force until 1956, when the last examples were retired and all but two scrapped.

RDAF Supermarine Spitfire – Stauning Aircraft Museum

One survived for a number of years in a children’s playground. The one surviving instructional airframe was later restored to depict the number ‘401’ Spitfire Mk. IX. This airplane is now preserved at Dansk Veteranflysamling at Stauning Airfield in Jylland.

Pilot training was initially based at Avnø from May 1946 until 1951, when the school were transferred to the U.S. under the “Military Assistance Programme”. The school at Avnø continued to conduct tests to choose the candidates for the American training programme. In 1947 the RDAF established a school for aircraft mechanics, based at Værløse Air Base. In 1951, the RDAF officers school was inaugurated at Rungstedlund north of Copenhagen, while airmen were educated at Værløse.

KR-A F-84 Thunderjet used by the Danish Air Force

The air force received six F-84E Thunderjet and 238 F-84G Thunderjet as military aid from the US, and formed five new squadrons (726 to 730) at Karup Air Base from 1952 to 1954. The rapid expansion caused problems as neither two-seaters nor flight simulators were available, causing 89 crashed F-84’s and 40 pilot casualties. Some casualties were due to the lack of experience in the newly formed air force while others stemmed from the tactics introduced by American WWII and Korean War-veterans based on fast and low flying attacks to avoid anti-aircraft fire.

North American F-100D Super Sabre, Danish Air Force

To avoid further casualties the air force established a training squadron of two-seated T-33As in 1956 to train US-educated pilots to navigate under local weather conditions. Furthermore, squadron 722 was changed to function as rescue squadron in 1956 and was strengthened by seven Sikorsky S-55 helicopters in 1957. Finally, Air Chief Marshal Hugh Saunders from Royal Air Force was employed in 1954 to reorganize the air force which led to the merger of Command East and West, forming Flyvertaktisk Kommando (Air Tactical Command) with the initial mission to lower the number of crashes during training.

A RDAF T-33 Shooting Star displayed at Denmark’s “Flying” Museum & Air Force Museum in Stauning

In 1962 the Royal Danish Army’s four SAM batteries based on Nike missiles were transferred to the air force. They were to defend Copenhagen against Soviet ballistic missiles and high altitude bombers and based as squadron 531 in Gunderød, squadron 532 at Kongelunden on Amager, squadron 533 in Sigerslev and squadron 534 in Tune. In 1965 four batteries of Hawk missiles were deployed close to the Nike batteries to protect them from low altitude aircraft.

Lockheed F-104G Starfighter of 726 ESK in 1971.

In the 1960s and 1970s the RDAF operated a number of US financed Lockheed F-104G Starfighters, North American F-100D and F-100F Super Sabres, and several other types. In 1971 the Danish army created the Royal Danish Army Flying Service as the first air-unit outside the air force, since its creation in 1950. It had observation helicopters and piston-engined artillery spotting aeroplanes. In 1977 the Danish Naval Air Squadron was extracted from squadron 722 to the Danish navy, and it had ship-based helicopters. In a joint arms purchase four NATO countries: Denmark, Norway, Netherlands, and Belgium introduced the General Dynamics F-16 Fighting Falcon as their common strike fighter in January 1980. The F-16 was later bought by additional NATO countries, Greece and Turkey, and the United States of America, also a NATO member operates the F-16.

An F-16 fighter plane of the Royal Danish Air Force

In 1982 the number of fighter aircraft was reduced by 12 units. General Dynamics F-16 is introduced to replace initially the F-100 and later the F-104G. The Royal Danish Naval Air Service is strengthened by eight Westland Lynx Mk. 80 from 1980, replacing the Alouette III helicopters. As a supplement to the Greenland-based C-130’s the air force purchases three Gulfstream G-III.

In 1990 the Danish Army Air Corps purchases 12 Eurocopter Fennec lightweight attack helicopters to strengthen capabilities to perform expeditionary mission. The helicopters were transferred to RDAF in 2003.

T-17 Supporter at RIAT 2010

In 1992 during the Yugoslavian civil wars, the RDAF C-130 Hercules aircraft were used for transport of the 900 Danish troops participating in the UN-led mission to the Balkans. In 1996, a C-130 joined the NATO On-Call International Airlift Pool along with a Gulfstream aircraft. The Gulfstreams were replaced by Challenger planes the following year, when the Danish government ordered the three Challengers in current use.

All Drakens are interceptors with limited air-to-ground capability, with the sole exception of the Danish Drakens, which are strike aircraft capable of carrying AGM-12 Bullpup missiles, electronic countermeasures, and increased internal and external fuel storage.
The Danish Drakens are so far the heaviest of the series to have flown. Danish J 35 aircraft were retired in 1993

In 1999, following the end of the Cold War, the Danish air force was re-organised to be an “expeditionary” air force, capable of supporting international operations worldwide – but at the same time still being able to uphold its domestic air and seaward defence commitments. The same year, an expeditionary force of 9 F-16s to join the Operation Allied Force is approved in parliament.

Lockheed C-130J-30 Hercules, Denmark – Air Force

In 2002, Denmark joined the F-35 Joint Strike Fighter Team, and eventually up to 48 F-35s could be bought to replace the F-16s.
In October 2002, a tri-national detachment of 18 Danish, Dutch, and Norwegian F-16 fighter-bombers, with one Dutch KC-10 tanker, flew to the Manas Air Base in Kyrgyzstan, in support of the NATO ground forces in Afghanistan as part of the Operation Enduring Freedom.
In 2004, the older C-130H Hercules fleet of three transport aircraft (bought by the government in 1973) was replaced by three of the more-advanced and stretched C-130J transport aircraft. A fourth C-130J joined in 2007.

Royal Danish Air Force Sikorsky SH-60 Seahawk helicopter

In 2005, a modification program (Mid Life Update) was completed on the remaining F-16 aircraft. The modification programme, started in 1995, introduced a new mission computer, colour multifunction displays, and other avionic improvements. Despite the modifications and improvements, the Danish air force is considering the replacement of 30 F-16s with a more advanced fighter. Contenders include the two-seated Boeing F/A-18F Super Hornet, the Lockheed Martin F-35A Joint Strike Fighter and the Eurofighter Typhoon. The decision of the selected type will be announced before the end of June 2015*. Update: the RADF have selected the F-35 and 27 units are to be procured.

Aerospatiale AS550C2 Fennec · Royal Danish Air Force

In 2003, 16 H-500 Cayuse and 13 Eurocopter AS550C2 Fennec from the Army Air Corps and eight Westland Lynx Mk. 90B from the Naval Air Squadron were supposed to be transferred to the air force. The 16 Cayuse and 13 Fennec helicopters were transferred to the newly re-formed Danish Squadron 724. The eight Lynx helicopters were supposed to enter another re-formed squadron, Squadron 728, but for political reasons those helicopters remained with the Navy. This change of “ownership” of the naval helicopters became effective on 1st January 2011 when the naval helicopters joined the newly formed Squadron 723.

In 2005, the 16 Cayuses were decommissioned, and also one of the Fennecs. The remaining 12 Fennecs took over many of the tasks from the Cayuses, including support-functions of the Danish police.

Bombardier Challenger CL-604 at RIAT 2010

In 2006, the air force signed a letter of intent to purchase several of the Boeing Integrated Defense C-17 Globemaster III. That order needs to be confirmed, but it is to be made on the basis of the formation of a shared NATO C-17 air fleet to support international deployments. Denmark has later withdrawn from this arrangement but it is in existence today. See NATO Strategic Airlift Capability. The United States and the United Kingdom have already bought numerous C-17s, and several other NATO countries are considering doing so, too. In June 2007, Denmark’s six EH101 transport helicopters were transferred to the British Royal Air Force to meet an urgent British requirement for additional transport helicopters. In 2009 six replacement AW101 were delivered to the RDAF from AgustaWestland Yeovil and paid for by the UK.

An AW101 heading down the taxi way at Groningen Airport

In June 2010 the Sikorsky S-61 SAR helicopter was withdrawn. The Danish Defence Acquisition and Logistics Organization (DALO), short listed five helicopters as potential replacements for the Lynx with around 12 new naval helicopters needed. The Sikorsky/Lockheed MH-60R, the NH90/NFH, H-92, AW159 and AW101 were on the short list and a Request For Proposal was issued on 30th September 2010. Ultimately the air force decided to buy nine Sikorsky SH-60 Seahawk helicopters.

In 2014, RDAF flew F-16 fighter jets in Greenland for the first time, testing the operational capabilities of maintaining sovereignty of the vast arctic airspace.

A RDAF F-16AM lands at RIAT 2014

In 2005 the RDAF requested information about the possible procurement of a replacement for the F-16 fighter aircraft from the producers of the Gripen, Rafale, Eurofighter and Joint Strike Fighter, to which the RDAF has been a partner since 1997. Due to this fact Rafale-producer, Dassault Aviation, decided not to participate in the information round as they considered it to be biased towards the JSF option. This also led to the withdrawal of the Eurofighter in 2007, reentering in 2012. Meanwhile, the Boeing F-18 Super Hornet entered the competition in 2008. After several delays, a request for binding information was sent to the four candidates in April 2014 expecting a final decision in mid-2015. On 9th June 2016, the Danish Defence Committee agreed to purchase 27 F-35As to succeed the F-16. The price tag is 3 billion USD.

AR-120 Royal Danish Air Force Saab S.35XD Draken

 

Aviation 72 , Corgi Aviation Archive, and Air Force One new model arrivals this week.

The following models arrived this week at Flying Tigers ! Please click on the images below to go straight to the model of your choice. Pre-ordered models have either been dispatched and are on their way to you or held at your request.

 

 

Hobbymaster 1/72nd New Model Announcements now available to order from Flying Tigers !

New Release Hobbymaster models have been announced and are available to pre-order at Flying Tigers today. If you want any of these models it is always safer to pre-order as quantities are limited .

Don’t forget NO DEPOSIT necessary with Flying Tigers and if you order with your debit or credit card your payment is not taken until your model is available to dispatch.

Please click on the images / links below to go to the model of your choice, or CLICK HERE to see them all in the Future Models section.

 

Updated Photos on Hobbymaster, Century Wings and JC Wings.

Check out the updated model photo gallery on pre-order Hobbymaster , Century Wings and JC Wings models. Please click on the images / links below to go to the model of your choice, or CLICK HERE to see them all in the Future Releases section.

 

That is all for this week.

Thank you for reading this week’s Newsletter.

Richard.
Flying Tigers.

The post Royal Danish Air Force, Aviation 72 and Corgi Aviation Archive Arrivals ,Latest Hobbymaster Annoucements and Updated Photo Galleries. appeared first on Flying Tigers.

]]> https://www.flying-tigers.co.uk/2018/royal-danish-air-force-aviation-72-and-corgi-aviation-archive-arrivals-latest-hobbymaster-annoucements-and-updated-photo-galleries/feed/ 0 Sikorsky UH-60 Black Hawk, Air Force 1 New Model Announcements and Updated Photo Gallery. https://www.flying-tigers.co.uk/2018/sikorsky-uh-60-black-hawk-air-force-1-new-model-announcements-and-updated-photo-gallery/ https://www.flying-tigers.co.uk/2018/sikorsky-uh-60-black-hawk-air-force-1-new-model-announcements-and-updated-photo-gallery/#respond Fri, 06 Jul 2018 10:46:04 +0000 https://www.flying-tigers.co.uk/?p=43693 The Sikorsky UH-60 Black Hawk is a four-bladed, twin-engine, medium-lift utility helicopter manufactured by Sikorsky Aircraft. Sikorsky submitted the S-70 design for the United States Army’s Utility Tactical Transport Aircraft System (UTTAS) competition in 1972. The Army designated the prototype as the YUH-60A and selected the Black Hawk as the winner of the program in […]

The post Sikorsky UH-60 Black Hawk, Air Force 1 New Model Announcements and Updated Photo Gallery. appeared first on Flying Tigers.

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UH-60s equipped with machine guns near An Najaf, Iraq in May 2005.

The Sikorsky UH-60 Black Hawk is a four-bladed, twin-engine, medium-lift utility helicopter manufactured by Sikorsky Aircraft. Sikorsky submitted the S-70 design for the United States Army’s Utility Tactical Transport Aircraft System (UTTAS) competition in 1972. The Army designated the prototype as the YUH-60A and selected the Black Hawk as the winner of the program in 1976, after a fly-off competition with the Boeing Vertol YUH-61.

Named after the Native American war leader Black Hawk, the UH-60A entered service with the U.S. Army in 1979, to replace the Bell UH-1 Iroquois as the Army’s tactical transport helicopter. This was followed by the fielding of electronic warfare and special operations variants of the Black Hawk. Improved UH-60L and UH-60M utility variants have also been developed. Modified versions have also been developed for the U.S. Navy, Air Force, and Coast Guard. In addition to U.S. Army use, the UH-60 family has been exported to several nations. Black Hawks have served in combat during conflicts in Grenada, Panama, Iraq, Somalia, the Balkans, Afghanistan, and other areas in the Middle East.

In the late 1960s, the United States Army began forming requirements for a helicopter to replace the UH-1 Iroquois, and designated the program as the Utility Tactical Transport Aircraft System (UTTAS). The Army also initiated the development of a new, common turbine engine for its helicopters that would become the General Electric T700. Based on experience in Vietnam, the Army required significant performance, survivability and reliability improvements from both UTTAS and the new powerplant. The Army released its UTTAS request for proposals (RFP) in January 1972. The RFP also included air transport requirements. Transport aboard the C-130 limited the UTTAS cabin height and length.

U.S. Army UH-60A MEDEVAC evacuating simulated casualties during a training exercise

The UTTAS requirements for improved reliability, survivability and lower life-cycle costs resulted in features such as dual-engines with improved hot and high altitude performance, and a modular design (reduced maintenance footprint); run-dry gearboxes; ballistically tolerant, redundant subsystems (hydraulic, electrical and flight controls); crashworthy crew (armored) and troop seats; dual-stage oleo main landing gear; ballistically tolerant, crashworthy main structure; quieter, more robust main and tail rotor systems; and a ballistically tolerant, crashworthy fuel system.

Four prototypes were constructed, with the first YUH-60A flying on 17th October 1974. Prior to delivery of the prototypes to the US Army, a preliminary evaluation was conducted in November 1975 to ensure the aircraft could be operated safely during all testing. Three of the prototypes were delivered to the Army in March 1976, for evaluation against the rival Boeing-Vertol design, the YUH-61A, and one was kept by Sikorsky for internal research. The Army selected the UH-60 for production in December 1976. Deliveries of the UH-60A to the Army began in October 1978 and the helicopter entered service in June 1979.

An Australian Army S-70A-9 Black Hawk

After entering service, the helicopter was modified for new missions and roles, including mine laying and medical evacuation. An EH-60 variant was developed to conduct electronic warfare and special operations aviation developed the MH-60 variant to support its missions.

Due to weight increases from the addition of mission equipment and other changes, the Army ordered the improved UH-60L in 1987. The new model incorporated all of the modifications made to the UH-60A fleet as standard design features. The UH-60L also featured more power and lifting capability with upgraded T700-GE-701C engines and a stronger gearbox, both developed for the SH-60B Seahawk. Its external lift capacity increased by 1,000 lb (450 kg) up to 9,000 lb (4,100 kg). The UH-60L also incorporated the automatic flight control system (AFCS) from the SH-60 for better flight control due to handling issues with the more powerful engines. Production of the L-model began in 1989.

Development of the next improved variant, the UH-60M, was approved in 2001, to extend the service life of the UH-60 design into the 2020s. The UH-60M incorporates upgraded T700-GE-701D engines, improved rotor blades, and state of the art electronic instrumentation, flight controls and aircraft navigation control. After the U.S. DoD approved low-rate initial production of the new variant, manufacturing began in 2006, with the first of 22 new UH-60Ms delivered in July 2006. After an initial operational evaluation, the Army approved full-rate production and a five-year contract for 1,227 helicopters in December 2007. By March 2009, 100 UH-60M helicopters had been delivered to the Army. In November 2014, US military ordered 102 aircraft of various H-60 types, worth $1.3 billion.

Following an operation in May 2011, it emerged that the 160th SOAR used a secret version of the UH-60 modified with low-observable technology which enabled it to evade Pakistani radar. Analysis of the tail section, the only remaining part of the aircraft which crashed during the operation, revealed extra blades on the tail rotor and other noise reduction measures, making the craft much quieter than conventional UH-60s. The aircraft appeared to include features like special high-tech materials, harsh angles, and flat surfaces found only in stealth jets. Low observable versions of the Black Hawk have been studied as far back as the mid-1970s.

A view of a UH-60L cockpit

In September 2012, Sikorsky was awarded a Combat Tempered Platform Demonstration (CTPD) contract to further improve the Black Hawk’s durability and survivability. The company is to develop new technologies such as a zero-vibration system, adaptive flight control laws, advanced fire management, a more durable main rotor, full-spectrum crashworthiness, and damage tolerant airframe; then they are to transition them to the helicopter. Improvements to the Black Hawk are to continue until the Future Vertical Lift program is ready to replace it.

In December 2014, the 101st Airborne Division began testing of new resupply equipment called the Enhanced Speed Bag System (ESBS). Soldiers pinned down in the field requiring quick resupply have depended on speed bags, bags filled with items airdropped from a UH-60. However, all systems were ad-hoc with bags not made to keep things secure from impacts, so up to half of the airdropped items would be damaged upon hitting the ground. Started in 2011, the ESBS sought to standardize the airdrop resupply method and keep up to 90 percent of supplies intact. The system includes a hands-free reusable linear brake and expendable speed line and multipurpose cargo bag; when the bag is deployed, the brake applies friction to the rope, slowing it down enough to keep the bag oriented down on the padded base, a honeycomb and foam kit inside to dissipate energy. The ESBS not only better protects helicopter-dropped supplies, it allows the Black Hawk to fly higher above the ground, 100 ft (30 m) up from 10 feet, while traveling 20 knots (23 mph; 37 km/h), limiting exposure to ground fire. Each bag can weigh 125–200 lb (57–91 kg) and up to six can be deployed at once, dropping 40–50 feet per second (12–15 m/s). Since supplies can be delivered more accurately and the system can be automatically released on its own, the ESBS can enable autonomous resupply from unmanned helicopters.

U.S. Soldiers assigned to the 2nd Squadron, 2nd Cavalry Regiment conduct air movement training in preparation for their upcoming deployment at the Joint Multinational Training Command’s Grafenwoehr Training Area, Bavaria, Germany, Aug. 13, 2013

The UH-60 features four-blade main and tail rotors, and is powered by two General Electric T700 turboshaft engines. The main rotor is fully articulated and has elastomeric bearings in the rotor head. The tail rotor is canted and features a rigid crossbeam. The helicopter has a long, low profile shape to meet the Army’s requirement for transporting aboard a C-130 Hercules, with some disassembly. It can carry 11 troops with equipment, lift 2,600 pounds (1,200 kg) of cargo internally or 9,000 pounds (4,100 kg) of cargo (for UH-60L/M) externally by sling.

The Black Hawk helicopter series can perform a wide array of missions, including the tactical transport of troops, electronic warfare, and aeromedical evacuation. A VIP version known as the VH-60N is used to transport important government officials (e.g., Congress, Executive departments) with the helicopter’s call sign of “Marine One” when transporting the President of the United States. In air assault operations, it can move a squad of 11 combat troops or reposition a 105 mm M119 howitzer with 30 rounds ammunition, and a four-man crew in a single lift. The Black Hawk is equipped with advanced avionics and electronics for increased survivability and capability, such as the Global Positioning System.

Black Hawk of the Colombian Air Force launching flares, 2011.

The UH-60 can be equipped with stub wings at the top of fuselage to carry fuel tanks or various armaments. The initial stub wing system is called External Stores Support System (ESSS). It has two pylons on each wing to carry two 230 US gal (870 L) and two 450 US gal (1,700 L) tanks in total. The four fuel tanks and associated lines and valves form the external extended range fuel system (ERFS). U.S. Army UH-60s have had their ESSS modified into the crashworthy external fuel system (CEFS) configuration, replacing the older tanks with up to four total 200 US gal (760 L) crashworthy tanks along with self-sealing fuel lines. The ESSS can also carry 10,000 lb (4,500 kg) of armament such as rockets, missiles and gun pods. The ESSS entered service in 1986. However, it was found that the four fuel tanks obstruct the field of fire for the door guns; thus, the external tank system (ETS), carrying two fuel tanks on the stub wings, was developed.

The unit cost of the H-60 models varies due to differences in specifications, equipment and quantities. For example, the unit cost of the Army’s UH-60L Black Hawk is $5.9 million while the unit cost of the Air Force HH-60G Pave Hawk is $10.2 million.

UH-60A Black Hawks over Port Salinas during the invasion of Grenada, 1983. The conflict saw the first use of the UH-60 in combat.

The UH-60 entered service with the U.S. Army’s 101st Combat Aviation Brigade of the 101st Airborne Division in June 1979. The U.S. military first used the UH-60 in combat during the invasion of Grenada in 1983, and again in the invasion of Panama in 1989. During the Gulf War in 1991, the UH-60 participated in the largest air assault mission in U.S. Army history with over 300 helicopters involved. Two UH-60s (89-26214 and 78-23015) were shot down, both on 27th February 1991, while performing Combat Search and Rescue of other downed aircrews, an F-16C pilot and the crew of a MEDEVAC UH-1H that were shot down earlier that day.

U.S. Army MH-60L during the Battle of Mogadishu in 1993

In 1993, Black Hawks featured prominently in the assault on Mogadishu in Somalia. Black Hawks also saw action in the Balkans and Haiti in the 1990s. U.S. Army UH-60s and other helicopters conducted many air assault and other support missions during the 2003 invasion of Iraq. The UH-60 has continued to serve in operations in Afghanistan and Iraq.

Customs and Border Protection Office of Air and Marine (OAM) uses the UH-60 in its operations specifically along the southwest border. The Black Hawk has been used by OAM to interdict illegal entry into the U.S. Additionally, OAM regularly uses the UH-60 in search and rescue operations.

Highly modified H-60s were employed during the U.S. Special Operations mission that resulted in the death of Osama bin Laden on 1st May 2011. One such MH-60 helicopter crash-landed during the operation, and was destroyed by the team before it departed in the other MH-60 and a backup MH-47 Chinook with bin Laden’s remains. Two MH-47s were used for the mission to refuel the two MH-60s and as backups. News media reported that the Pakistani government granted the Chinese military access to the wreckage of the crashed ‘stealth’ UH-60 variant in Abbotabad; Pakistan and China denied the reports, and the U.S. Government has not confirmed Chinese access.

Israel Air Force UH-60 Yanshuf

The Israeli Air Force (IAF) received 10 surplus UH-60A Black Hawks from the United States in August 1994. Named Yanshuf (English: Owl) by the IAF, the UH-60A began replacing Bell 212 utility helicopters. The IAF first used the UH-60s in combat during 1996 in southern Lebanon in Operation “Grapes of Wrath” against the Hezbollah.

A Turkish Land Forces UH-60 inside of a Boeing C-17 Globemaster III while being transported to Afghanistan in order to support Operation Enduring Freedom.

Turkey has operated the UH-60 during NATO deployments to Afghanistan and the Balkans. The UH-60 has also been used in counter-terror/internal security operations.

The Black Hawk competed against the AgustaWestland AW149 in the Turkish General Use Helicopter Tender, to order up to 115 helicopters and produce many of them indigenously, with Turkish Aerospace Industries responsible for final integration and assembly. On 21st April 2011, Turkey announced the selection of Sikorsky’s T-70.

In the course of the coup d’état attempt in Turkey on 15th July 2016, eight Turkish military personnel of various ranks landed in Greece′s northeastern city of Alexandroupolis on board the Black Hawk helicopter and claimed political asylum in Greece. The helicopter was returned to Turkey shortly thereafter.

Taiwan S-70C

Taiwan operated S-70C-1/1A after the Republic of China Air Force received ten S-70C-1A and four S-70C-1 Bluehawk helicopters in June 1986, for Search And Rescue. Four further S-70C-6s were received in April 1998. The ROC Navy received the first of ten S-70C(M)-1s in July 1990. 11 S-70C(M)-2s were received beginning April 2000. In January 2010, the US announced a Foreign Military Sale of 60 UH-60Ms to Taiwan for the ROC Army.

In February 2015, the U.S. State Department approved a possible Foreign Military Sale of nine UH-60Ms with associated equipment and support to Slovakia and sent to Congress for its approval. In April 2015, Slovakia’s government approved the procurement of nine UH-60Ms along with training and support. In September 2015, Sikorsky was contracted for four UH-60Ms and equipment for Slovakia. In June 2017 the first 2 UH-60Ms were delivered. By late 2019 Slovakia is to have 9 UH-60Ms in total that will replace the old Soviet Mil Mi-17s.

 

Sikorsky UH-60 Black Hawk  models available from Flying Tigers.

Air Force 1 have produced the following examples of the Sikorsky UH-60 Black Hawk and these are now available to order from Flying Tigers. Please click on the model of your choice to go straight to the model page.

 

Air Force 1 New models available from Flying Tigers.

The following models are now available to buy from Flying Tigers . Please click on the model of your choice to go straight to the model page. Please CLICK HERE to view the full range of Air Force 1 models which include a number or RE-STOCK models now available again.

 

Updated Hobbymaster Photo Gallery

Check out the updated model photo gallery on Hobbymaster Pre-order models. Please click on the images / links below to go to the model of your choice, or CLICK HERE to see them all in the Future Releases section.

 

That’s all for this week.  Thank you for reading this week’s Newsletter.

Richard.
Flying Tigers.

The post Sikorsky UH-60 Black Hawk, Air Force 1 New Model Announcements and Updated Photo Gallery. appeared first on Flying Tigers.

]]> https://www.flying-tigers.co.uk/2018/sikorsky-uh-60-black-hawk-air-force-1-new-model-announcements-and-updated-photo-gallery/feed/ 0 Douglas A-26 (B-26) Invader and Air Force 1 New Models and Re-stocks ! https://www.flying-tigers.co.uk/2017/douglas-a-26-b-26-invader-and-air-force-1-new-models-and-re-stocks/ https://www.flying-tigers.co.uk/2017/douglas-a-26-b-26-invader-and-air-force-1-new-models-and-re-stocks/#respond Fri, 10 Feb 2017 13:34:01 +0000 http://www.flying-tigers.co.uk/?p=27274 The Douglas A-26 Invader (designated B-26 between 1948 and 1965) is a twin-engined light bomber and ground attack aircraft that was built by Douglas Aircraft Company during World War II which also saw service during several major Cold War conflicts. A limited number of highly modified United States Air Force aircraft served in Southeast Asia […]

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Douglas-A-26-Invader

The Douglas A-26 Invader (designated B-26 between 1948 and 1965) is a twin-engined light bomber and ground attack aircraft that was built by Douglas Aircraft Company during World War II which also saw service during several major Cold War conflicts. A limited number of highly modified United States Air Force aircraft served in Southeast Asia until 1969. It was a fast aircraft capable of carrying twice its specified bomb load. A range of guns could be fitted to produce a formidable ground-attack aircraft.

A re-designation of the type from A-26 to B-26 led to confusion with the Martin B-26 Marauder, which first flew in November 1940, about 16 months before the Douglas design’s maiden flight. Although both types were powered by the widely used Pratt & Whitney R-2800 Double Wasp eighteen-cylinder, double-row radial engine, they were completely different and separate designs — the Martin bomber originated in 1939, with roughly twice as many Marauders (nearly 5,300) produced in comparison to the Douglas design.

The A-26 was Douglas Aircraft’s successor to the A-20 (DB-7) Havoc, also known as Douglas Boston, one of the most successful and widely operated types flown by Allied air forces in World War II. Designed by Ed Heinemann, Robert Donovan, and Ted R. Smith, the innovative NACA 65-215 laminar flow airfoil wing of the A-26 was the work of project aerodynamicist A.M.O. Smith.

XA-26A prototype of proposed night fighter in July 1943, painted black with radar

The Douglas XA-26 prototype (AAC Ser. No. 41-19504) first flew on 10th July 1942 at Mines Field, El Segundo, with test pilot Benny Howard at the controls. Flight tests revealed excellent performance and handling, but problems with engine cooling led to cowling changes and elimination of the propeller spinners on production aircraft. Repeated collapses during testing led to strengthening of the nose landing gear.

The A-26 was originally built in two different configurations. The A-26B had a gun nose, which originally could be equipped with a combination of armament including .50 caliber machine guns, 20mm or 37mm auto cannon, or even a 75mm pack howitzer (which was never used operationally). Normally the gun nose version housed six (or later eight) .50 caliber machine guns, officially termed the “all-purpose nose”, later commonly known as the “six-gun nose” or “eight-gun nose”. The A-26C’s “glass” nose, officially termed the “Bombardier nose”, contained a Norden bombsight for medium altitude precision bombing. The A-26C nose section included two fixed M-2 guns, later replaced by underwing gun packs or internal guns in the wings.

Douglas A-26B Invader

After about 1,570 production aircraft, three guns were installed in each wing, coinciding with the introduction of the “eight-gun nose” for A-26Bs, giving some configurations as many as 14 .50 in (12.7 mm) machine guns in a fixed forward mount. An A-26C nose section could be exchanged for an A-26B nose section, or vice versa, in a few man-hours, thus physically (and officially) changing the designation and operational role. The “flat-topped” canopy was changed in late 1944 after about 820 production aircraft, to a clamshell style with greatly improved visibility.

Alongside the pilot in an A-26B, a crew member typically served as navigator and gun loader for the pilot-operated nose guns. In an A-26C, that crew member served as navigator and bombardier, and relocated to the nose section for the bombing phase of an operation. A small number of A-26Cs were fitted with dual flight controls, some parts of which could be disabled in flight to allow limited access to the nose section. A tractor-style “jump seat” was located behind the “navigator’s seat.” In most missions, a third crew member in the rear gunner’s compartment operated the remotely controlled dorsal and ventral gun turrets, with access to and from the cockpit possible via the bomb bay only when that was empty.

Douglas A-26 Invader 3rd Attack Group

The Douglas company began delivering the production model A-26B to the United States Army Air Forces (USAAF) in August 1943 with the new bomber first seeing action with the Fifth Air Force in the Southwest Pacific theater on 23rd June 1944, when Japanese-held islands near Manokwari were attacked. The pilots in the 3rd Bomb Group’s 13th Squadron, “The Grim Reapers”, who received the first four A-26s for evaluation, found the view from the cockpit to be restricted by the engines and thus inadequate for low-level attack. General George Kenney, commander of the Far East Air Forces stated that, “We do not want the A-26 under any circumstances as a replacement for anything.”

9th Air Force Douglas A-20G or A-20H over France. (U.S. Air Force photo)

Until changes could be made, the 3d Bomb Group requested additional Douglas A-20 Havocs, although both types were used in composite flights. The 319th Bomb Group worked up on the A-26 in March 1945, joining the initial 3rd BG, with the 319th flying until 12 August 1945. The A-26 operations wound down in mid-August 1945 with only a few dozen missions flown. Several of the A-20 and B-25 AAF units in the Pacific received the A-26 for trials, in limited quantities.

Douglas needed better results from the Invader’s second combat test, so A-26s began arriving in Europe in late September 1944 for assignment to the Ninth Air Force. The initial deployment involved 18 aircraft and crews assigned to the 553d Squadron of the 386th Bomb Group. This unit flew its first mission on 6th September 1944. No aircraft were lost on the eight test missions, and the Ninth Air Force announced that it was happy to replace all of its A-20s and B-26s with the A-26 Invader.

A-26B Invader 552nd BS, 386th BG, Beaumont, France 1944 “Stinky” See Below for model.

The first group to fully convert to the A-26B was 416th Bombardment Group with which it entered combat on 17th November, and the 409th Bombardment Group, whose A-26s became operational in late November. Due to a shortage of A-26C variants, the groups flew a combined A-20/A-26 unit until deliveries of the glass-nose version caught up. Besides bombing and strafing, tactical reconnaissance and night interdiction missions were undertaken successfully. In contrast to the Pacific-based units, the A-26 was well received by pilots and crew alike, and by 1945, the 9th AF had flown 11,567 missions, dropping 18,054 tons of bombs, recording seven confirmed kills while losing 67 aircraft.

In Italy the Twelfth Air Force’s 47th Bomb Group also received the A-26, starting in January 1945. They were used against German transport links, but also for direct support and interdiction against tanks and troop concentrations in the Po valley in the final campaigns in Italy.

With the establishment of the United States Air Force as an independent service in 1947, the Strategic Air Command operated the now-redesignated B-26 as an RB-26 reconnaissance aircraft in service from 1949 through 1950. U.S. Air Forces in Europe continued operating the redesignated B-26 until 1957 and the Tactical Air Command operated the aircraft as both a B-26 and later redesignated back to A-26, the final variant designated as B-26K until 1966, when it again became the A-26A. This final version continued in service through the late 1960s with active duty special operations TAC units, and through 1972 with TAC-gained special operations units of the Air National Guard.

RB-26 Reconnaisance Version

The U.S. Navy also obtained a number of Invaders from the Air Force and employed these aircraft in their utility squadrons (VU) for target towing and general utility use until superseded by the DC-130A variant of the C-130 Hercules. The Navy designation was JD-1 and JD-1D until 1962, when the JD-1 was redesignated UB-26J and the JD-1D was redesignated DB-26J. The CIA also used the type for covert operations.

The last A-26 in active U.S. service was assigned to the Air National Guard; that aircraft being retired from military service in 1972 by the U.S. Air Force and the National Guard Bureau and donated to the National Air and Space Museum.

B-26 Invaders of the 3rd Bombardment Group, operating from bases in southern Japan, were some of the first USAF aircraft engaged in the Korean War, carrying out missions over South Korea on 27th and 28th June, before carrying out the first USAF bombing mission on North Korea on 29th June 1950, when they bombed an airfield outside of Pyongyang.

In 1950, Invaders were called in for duty for the Korean War and participated in the first attack on a North Korean airfield at Pyongyang on June 29th, 1950.

On 10th August 1950, the Air Force Reserve’s 452d Bombardment Wing was activated for Korean service. It flew its first missions in November 1950 from Itazuke, Japan, providing daylight support, with the 3rd Bomb Wing, consisting of the 8th, 13th and 90th Bomb Squadrons, flying night missions. Because of the Chinese intervention, it was forced to find another base and moved to Miho Air Base on the west coast of Honshū. In early 1951 it moved to Pusan East (K-9) Air Base and continued its daylight as well as night intruder missions. In June 1951, it joined the 3rd Bomb Wing (Kunsan (K-8)) in night activity only, dividing the target areas, with the 452nd taking the eastern half and the 3rd the western. For its efforts in the Korean War, it was awarded two unit citations and the Korean Presidential Citation. It also received credit for eight campaign operations. In May 1952 it was inactivated and all of its aircraft and equipment along with its regular air force personnel were absorbed by the 17th Bomb Wing. During its time as an active unit, the 452nd flew 15,000 sorties (7000 at night) with a loss of 85 crewmen.

B-26s were credited with the destruction of 38,500 vehicles, 406 locomotives, 3,700 railway trucks, and seven enemy aircraft on the ground. On 14th September 1951, Captain John S. Walmsley, Jr. attacked a supply train. When his guns jammed, he illuminated the target with his searchlight to enable his wingmen to destroy the train. Walmsley was shot down and posthumously awarded the Medal of Honor. Invaders carried out the last USAF bombing mission of the war 24 minutes before the Armistice Agreement was signed on 27 June 1953.

U.S. Air Force Invader light bombers release quarter ton demolition bombs in a strike in North Korea.jpg

In addition to the standard attack versions of the B-26 which flew night interdiction missions, a small number of modified WB-26s and RB-26s of the 67th Tactical Reconnaissance Wing flew critical weather observation and reconnaissance missions in supporting roles.

The first B-26s to arrive in Southeast Asia were deployed to Takhli RTAFB, Thailand in December 1960. These unmarked aircraft, operated under the auspices of the U.S. CIA (Central Intelligence Agency), were soon augmented by an additional 16 aircraft, 12 B-26Bs and B-26Cs plus four RB-26Cs under Operation Millpond. The mission of all of these aircraft was to assist the Royal Lao Government in fighting the Pathet Lao. The repercussions from the Bay of Pigs invasion meant that no combat missions are known to have been flown, although RB-26Cs operated over Laos until the end of 1961. The aircraft were subsequently operated in South Vietnam under Project “Farm Gate”. The only other deployment of B-26 aircraft to Laos prior to the introduction of the B-26K/A-26A, was the deployment of two RB-26C aircraft, specifically modified for night reconnaissance, deployed to Laos between May and July 1962 under Project Black Watch. These aircraft, initially drawn from Farm Gate stocks, were returned upon the end of these missions.

Douglas B-26K Counter Invader at the National Museum of the United States Air Force. (U.S. Air Force photo)

The aircraft from Laos participated in the early phase of the Vietnam War with the USAF, but with Vietnamese markings as part of Project Farm Gate. Though Farm Gate operated B-26Bs, B-26Cs, and genuine RB-26Cs, many of these aircraft were operated under the designation RB-26C, though they were used in a combat capacity. During 1963, two RB-26C were sent to Clark AB in the Philippines for modifications, though not with night systems as with those modified for Black Watch. The two aircraft returned from Black Watch to Farm Gate were subsequently given the designation RB-26L to distinguish them from other modified RB-26C, and were assigned to Project Sweet Sue. Farm Gate’s B-26s operated alongside the other primary strike aircraft of the time, the T-28 Trojan, before both aircraft types were replaced by the Douglas A-1 Skyraider. The B-26s were withdrawn from service in February 1964 after two accidents related to wing spar fatigue, one during combat in Southeast Asia in August 1963 and one during an airpower demonstration at Eglin AFB, Florida in February 1964.

On 11th February 1964, two pilots from the 1st Air Commando Wing stationed at Hurlburt Field, Fla., died in the crash of a B-26 on Range 52 at Eglin AFB when it lost a wing during pull-out from a strafing pass. The aircraft was participating in a demonstration of the Special Air Warfare Center’s counter insurgency capabilities and had completed a strafing run when the accident occurred. SAWC had presented the demonstration on an average of twice each month for the previous 21 months. B-26 aircraft used by USAF Commandos in Vietnam were grounded 8th April 1964, following an official investigation into the 11 February accident. B-26 aircraft in use by the Vietnamese Air Force were also grounded in accordance with the U.S. ruling.

In response to this, the On Mark Engineering Company of Van Nuys, California was selected by the Air Force to extensively upgrade the Invader for a counterinsurgency role. The first production flight of the B-26K was on 30th May 1964 at the Van Nuys Airport. On Mark converted 40 Invaders to the new B-26K Counter-Invader standard, which included upgraded engines, propellers, and brakes, re-manufactured wings, and wing tip fuel tanks, for use by the 609th Special Operations Squadron. In May 1966, the B-26K was re-designated A-26A for political reasons (Thailand did not allow the U.S. to have bombers stationed in country at the time, so the Invaders were redesignated with an “A”, for attack aircraft) and deployed in Thailand to help disrupt supplies moving along the Ho Chi Minh trail. Two of these aircraft were further modified with a Forward Looking Infrared (FLIR system) under project Lonesome Tiger, as a part of Operation Shed Light.

Douglas A-26C Invader 435440 Tamiami

In early 1961, about 20 B-26Bs, most converted from B-26C configuration, were ‘sanitized’ at Duke Field (aka Auxiliary Field Three at Eglin AFB), Florida. They had defensive armament removed, and were fitted with the eight-gun nose, underwing drop tanks, and rocket racks. They were flown to a CIA-run base in Guatemala where training was under way of B-26, C-46 and C-54 Cuban exile air crews by personnel from the Alabama Air National Guard. After transfer to Nicaragua in early April 1961, they were painted in the markings of the FAR (Fuerza Aérea Revolucionaria), the air force of the Cuban government.

On 15th April 1961, crewed by Cuban exiles, eight B-26s of the FAL (Fuerza Aérea de Liberación) attacked three Cuban airfields, in an attempt to destroy FAR combat aircraft on the ground. On 17th April 1961, FAL B-26s supported the seaborne Bay of Pigs Invasion of Cuba. The conflict ended on 19th April, after the loss of nine FAL B-26s, 10 Cuban exiles and 4 American aircrew in combat. The FAR flew B-26Cs in the conflict, one of which was shot down by a CIA ‘command ship’ with the loss of 4 Cuban aircrew.

The CIA contracted pilots, some previously employed during the Bay of Pigs Invasion, to fly B-26Ks for ground attack against Simba rebels in the Congo Crisis. Newly remanufactured B-26K Counter-Invaders were delivered to the Congo via Hurlburt Field in 1964.

Douglas B-26 Armée de l’air

In the 1950s, the French Air Force’s (Armée de l’air) Bombing Groups (Groupe de bombardement) including Bombardment Group I/19 Gascogne (GB I/19) and GB 1/25 Tunisia, used B-26 during the First Indochina War lent to France by the United States Air Force.

Cat Bi (Haiphong) based Douglas B-26 Invaders operated over Dien Bien Phu in March and April 1954 during the siege of Dien Bien Phu. In this period, a massive use of Philippines based USAF B-26s against the Viet Minh heavy artillery was planned by the U.S. and French Joint Chief of Staff as Operation Vulture, but was eventually cancelled by the respective governments.

Concerned about Indonesian President Sukarno’s communist leanings, the CIA started Operation Haik in 1958 to overthrow his Guided Democracy in Indonesia regime. The covert op committed at least a dozen B-26 Invaders in support of rebel forces. On 18th May 1958, American contract pilot Allen Pope’s blacked-out B-26 was initially hit by anti-aircraft ground fire and then brought down by a North American P-51 Mustang flown by Capt. Ignatius Dewanto (the only known air-to-air kill in the history of the Indonesian Air Force). The capture and trial of Lieutenant Pope brought a quick end to Operation Haik, but the capabilities of the Invader were not lost on the Indonesian government. In 1959, the government purchased six aircraft at Davis-Monthan AFB, which were ferried to Indonesia in full military markings during mid-1960. Utilized in a number of actions against rebels in various areas, these aircraft would go on to long follow-up careers.

The last operational flights of three final survivors was in 1976, supporting the Indonesian invasion of East Timor. In 1977, the last two flying aircraft were retired.

 

Hobbymaster 1/72nd scale Douglas A-26 (B-26) Invaders available from Flying Tigers.

Please check out some great models of Invaders available to order from stock now. Please click on the images below to go straight to the model of your choice or CLICK HERE to see them all.

 

 

Air Force 1 Models added to Flying Tigers website.

I have added some of these models to this week’s Newsletter below. Some of these models are already in stock at Flying Tigers, some are small re-stocks due soon on previously “sold out” models and some are Brand New models which are available to pre -order now. There are models in 1/72nd and 1/144th scales.

If the model is shown as a Pre-Order model, it will be available to dispatch to you at the end of March.

Please click on the individual images to go straight to the model of your choice or CLICK HERE to see them all.

I will only be bringing in models for pre-orders plus a few spare for late comers, so if you want one, order early to avoid missing out. The order book closes on these models next week.

 

That’s all for this week.

Thank you for reading this week’s Newsletter.

Richard.

Flying Tigers.

The post Douglas A-26 (B-26) Invader and Air Force 1 New Models and Re-stocks ! appeared first on Flying Tigers.

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