Badger’s Beauty V, a Boeing B-17 Fortress of 350th BS crashlanded in Normandy near Villers, France 4th October 1943. All crew survived

The 100th Air Refueling Wing (100th ARW), nicknamed the Bloody Hundredth, is a United States Air Force unit assigned to the Third Air Force, United States Air Forces in Europe – Air Forces Africa. It is stationed at RAF Mildenhall, Suffolk, United Kingdom. It is also the host wing at RAF Mildenhall.

The 100th ARW is the only permanent U.S. air refueling wing in the European theatre, operating the Boeing KC-135R/T Stratotanker.

During World War II, its predecessor unit, the 100th Bombardment Group (Heavy), was an Eighth Air Force B-17 Flying Fortress unit in England, stationed at RAF Thorpe Abbotts. Flying over 300 combat missions, the group earned two Distinguished Unit Citations (Regensburg, 17th August 1943; Berlin, 4th/6th/8th March 1944). The group suffered tremendous losses in combat, with 177 aircraft missing in action (MIA), flying its last mission on 20th April 1945.

One of the wing’s honors is that it is the only modern USAF operational wing allowed to display on its assigned aircraft the tail code (Square-D) of its World War II predecessor. The 379th Bomb Wing used its Triangle-K tail code until deactivated in 1993, but when reactivated as the 379th Air Expeditionary Wing was assigned a rotating mix of flying squadrons who used their parent unit’s tail code. The Triangle-K is retained as an unofficial unit insignia.

Units

USAFE’s only Boeing KC-135R/T air refueling wing, it is responsible for U.S. aerial refueling operations conducted throughout the European theater. The unit supports some 16,000 personnel, including Third Air Force, four geographically separated units, and 15 associated units.

100th Operations Group (100th OG)

351st Air Refueling Squadron (351st ARS)
100th Operations Support Squadron (100th OSS)
100th Maintenance Group (100th MXG)

100th Aircraft Maintenance Squadron (100th AMXS)
100th Maintenance Squadron (100th MXS)
100th Maintenance Operations Flight (100th MOF)
100th Mission Support Group (100th MSG)

100th Civil Engineer Squadron (100th CES)
100th Communications Squadron (100th CS)
100th Logistics Readiness Squadron (100th LRS)
100th Security Forces Squadron (100th SFS)
100th Force Support Squadron (100th FSS)

A B-17 Flying Fortress of the Eighth Air Force’s 100th Bomb Group flying toward Germany, Feb. 28, 1945. National Archives at College Park (U.S. Air Force Number 59349AC)

History

World War II

On 1st June 1942, the Army Air Forces activated the 100th Bombardment Group (Heavy) (100th BG) and assigned it to III Bomber Command. The group remained unmanned until 27th October 1942, when a cadre for the unit was transferred from the 29th Bombardment Group to Gowen Field, Idaho. Within four days, on 1st November, the cadre moved to Walla Walla Army Air Base, Washington, where it received its first four aircrews and four B-17Fs from the Boeing factory in Seattle. Following this, the 100th BG relocated to Wendover Field, Utah, on 30th November where it added additional personnel, aircraft, and crews, and began bombing, gunnery, and navigation training.

On New Year’s Day, 1943, members of the fledgling group again transferred operations to two bases. The aircraft and aircrews moved to Sioux City Army Air Base, Iowa, while the ground echelon went to Kearney Army Airfield, Nebraska. In both instances, members of the 100th BG assisted in air and ground training for other groups bound for overseas. In mid-April, the aircrew joined the ground echelon at Kearney and received new B-17s. After additional training, the group’s aircrews departed Kearney on 25th May 1943, flying the North Atlantic route to England and into the war in Europe. Prior to the departure of aircraft and aircrews from Kearney, the 100th BG’s ground echelon departed for the East Coast on 2nd May 1943. On 27th May 1943, the ground personnel set sail aboard the RMS Queen Elizabeth bound for Podington, England, from New York. At Podington the ground crews rendezvoused with the air echelon, and together moved to RAF Thorpe Abbotts, Norfolk, where they remained throughout World War II, operating as a strategic bombardment organization.

Boeing B-17G Fortresses of 351st BS

On 25th June 1943, the 100th BG flew its first Eighth Air Force combat mission, bombing the U-boat yards at Bremen – the beginning of the “Bloody Hundredth”‘s legacy. The group focused its bombing attacks against German airfields, industrial plants, and naval facilities in France, Germany, Poland, the Netherlands, Norway, Romania, and Ukraine. The group inherited the “Bloody Hundredth” nickname from other bomb groups due to severe losses it took on several missions during summer and fall 1943. During one such raid on Münster on 10th October 1943, eighteen 100th BG aircraft were sent, of which five aborted and turned back before reaching the target. Twelve of the thirteen aircraft that reached Münster were shot down; the only surviving 100th BG B-17 to reach Münster and return was the Royal Flush (B-17F-45-VE 42-6087) commanded for this mission by Robert Rosenthal; it returned to base seriously damaged and with several crewmen wounded. Only four of the original thirty-eight co-pilots assigned to the group completed their assigned twenty-five mission tour.

In August 1943, the group received its first Distinguished Unit Citation (DUC) after attacking the German aircraft factory at Regensburg (it was one of seven bomb groups of the 3rd Bombardment Wing attacking the city) on 17th August 1943, resulting in serious disruption to German fighter production. From January–May 1944, the 100th BG regularly bombed airfields, industries, marshaling yards, and V-weapon sites in Western Europe. In February 1944, the group participated in Operation Argument (“Big Week”), the Allied attempt to force a decisive battle with the Luftwaffe and gain air superiority over Western Europe before the invasion of France. In March 1944, the 100th BG completed a succession of attacks on Berlin and received its second DUC of the war.

While bombing during the Oil Campaign of World War II as the summer of 1944 approached, the group also conducted interdictory missions, such as the June bombing of bridges and gun positions in support of the Invasion of Normandy. The next month saw aircrews bomb enemy positions at Saint-Lô, followed by similar attacks at Brest in August and September. In October 1944, the 100th BG attacked enemy defenses in the Allied drive on the Siegfried Line, then bombed marshaling yards, German occupied villages, and communication targets in the Ardennes during the Battle of the Bulge from December 1944 to January 1945. For its extraordinary efforts in attacking heavily defended German installations in Germany and dropping supplies to the French Forces of the Interior from June through December 1944, the 100th BG received the French Croix de Guerre with Palm.

The 100th BG flew its last combat mission of World War II on 20th April 1945. The following month the unit’s aircrews dropped food to the people in the west of the Netherlands, and in June transported French Allied former prisoners of war from Austria to France. In December 1945, the group returned to the U.S., where it inactivated at Camp Kilmer, New Jersey, on 21st December 1945.

A Boeing B-17G “Flying Fortress” of the 100th Bomb Group. The units early designator was a white square with a black or blue capital “D”. The Marking was also carried on the right wing. Later version on silver finished aircraft included a black square with a white “D”. (American Air Museum in Britain)

Cold War

On 29th May 1947, Headquarters Army Air Forces reactivated the 100th BG at Miami Army Air Field. From the time of its activation, the group trained and operated as a reserve B-29 Superfortress unit being attached to the 49th Bombardment Wing (Later Air Division). It is not clear whether or not the unit was fully manned or equipped. It was inactivated on 27th June 1949 due to budget reductions.

100th Bombardment Wing

The 100th Bombardment Wing, Medium was established on 23rd March 1953 as part of Strategic Air Command, but the wing was not activated until 1st January 1956. The delay was due to construction at the unit’s programmed base, Portsmouth Air Force Base (later renamed Pease AFB), New Hampshire. Construction was completed in late 1955 and, when activated, the 100th BW was assigned to the Eighth Air Force 817th Air Division.

The 100th Bomb Wing was assigned the new B-47E Stratojet swept-wing medium bombers in 1954, capable of flying at high subsonic speeds and primarily designed for penetrating the airspace of the Soviet Union. The 100th Bomb Wing operated from Pease AFB for ten years. In official parlance, the establishment “…performed global strategic bombardment training and air refueling missions.” One of the most significant overseas temporary duty assignments took place during the first four months of 1958, when the 100th participated in the last full wing B-47 deployment. During this time, the B-47s from New Hampshire operated from RAF Brize Norton, in the United Kingdom. Subsequently, overseas deployments involved the simultaneous participation of several bomb wings engaging in global strategic bombardment training and global air refueling with the Stratojet.

3 Aircraft formation of B-47Es of the 306th Bombardment Wing. Boeing B-47E-95-BW Stratojet 52-545 identifiable. That aircraft was retired to MASDC on 19th November 1965.

In the early 1960s, the B-47 was considered to be reaching obsolescence and was being phased out of SAC’s strategic arsenal. In October 1965, the Air Force initiated Project Fast Fly to oversee the inactivation of the last five B-47 wings and supporting tanker squadrons. The 100th ARS retired its last tanker on 21st December 1965, when aircraft 53-0282 flew to the Military Aircraft Storage and Disposition Center at Davis-Monthan AFB, Arizona. The following day, the 100th ARS inactivated. The 100th BW retained its ground alert commitment at Pease until 31st December 1965 and inactivated on 25th June 1966.

100th Strategic Reconnaissance Wing

Headquarters SAC received authority from Headquarters USAF to discontinue its Major Command controlled (MAJCOM) wings that were equipped with combat aircraft and to activate Air Force controlled (AFCON) units, most of which were inactive at the time, which could carry a lineage and history. On 11th February 1966, the 100th Strategic Reconnaissance Wing assumed the mission, equipment and personnel of the 4080th Strategic Reconnaissance Wing. The 349th Strategic Reconnaissance Squadron (SRS) took over the Lockheed U-2 aircraft of the 4028th SRS and the 350th Strategic Reconnaissance Squadron took over the Ryan BQM-34 Firebee reconnaissance drones and Lockheed DC-130 launch aircraft of the 4025th SRS. The 4080th was a SAC MAJCOM wing, and its lineage terminated when it was discontinued and could not be continued by reactivation at a later date. The 100th SRW was now at Davis-Monthan AFB in Tucson, Arizona.

After its reactivation, the 100th SRW performed strategic reconnaissance with the Lockheed U-2 and drone aircraft. On 11th July 1970, the force was moved from Bien Hoa to U-Tapao RTNAF (OL-RU) and then turned to (OL-UA in Nov. 1970) Thailand. Then after the move, in November 1972 they re-activated the 99th Strategic Reconnaissance Squadron. In January 1973, the U-2s of the 99th SRS flew more than 500 combat hours. That was the first time any U-2 unit flew 500 hours in a single month. That was topped in December 1974 when they logged more than 600 hours. The 99th SRS deployed to forward operating locations as needed, earning the P.T. Cullen Award as the reconnaissance unit that contributed most to the photo and signal intelligence efforts of SAC in 1972. The U-2s were one of the last units to be pulled out of Thailand in March 1976,

With the end of United States combat operations in Southeast Asia in mid-1973, the Air Force formally transferred nuclear air sampling operations to the 100th SRW, and the 349th SRS converted its U-2s to the U-2R configuration for atmospheric sampling missions, replacing the WB-57s which it inherited from the 4028th SRS. The air sampling mission would be moved to Osan AB, South Korea, although the deployment of U-2Rs to Osan could not take place until overflight and basing arrangements were concluded with the governments of Japan and the Republic of Korea and hangar facilities made ready at Osan. Not until the Communist Chinese had actually exploded their sixteenth nuclear device on 17th June 1974, could Headquarters USAF announce that all negotiations were concluded. At the same time, it directed Headquarters SAC to deploy the 349th SRS “OLYMPIC RACE” assets to Osan and begin collecting from that location on 18th June 1974. The sampling mission continued at Osan, and the U-2s in South Korea became the 100th SRW OL-A.

In addition to the Drone and Air Sampling missions, the 100th SRW performed worldwide surveillance missions like the monitoring of the ceasefire between the Israelis and the Egyptians following the 1973 Yom Kippur War. This operation was operated from RAF Akrotiri, Cyprus and was named operation OLIVE HARVEST – Operating Location OL-OH.

A detachment also operated from McCoy AFB, Florida until that installation’s closure in 1975, followed by a move to nearby Patrick AFB, Florida, designated Operating Location LF. These U-2s engaged in OLYMPIC FIRE missions over Cuba, which were coordinated with the Joint Air Reconnaissance Control Center at NAS Key West, Florida.

100th Air Refueling Wing

In 1976, due to budget reductions, SAC consolidated its Strategic Reconnaissance assets. The 99th Strategic Reconnaissance Squadron and its U-2s were returned from U-Tapao and assigned to the 9th Strategic Reconnaissance Wing (9 SRW) on 1st July 1976. The 9th SRW already controlled the 1st Strategic Reconnaissance Squadron, which operated the SR-71 Blackbird. This brought all the U-2 and SR-71 assets of SAC under one wing at Beale AFB, California, with the RC-135 assets assigned to the 6th Strategic Wing|6th Air Refueling Wing at Eilson Air Force Base or the 55th Wing at Offut Air Force Base (which also operated the LOOKING GLASS platforms and EC-130 aircraft).The SAC 544th Strategic Intellience Wing 544th Intelligence Wing at Bolling Air Force Base provided analysis support for intelligence collected by the flying wings. The Air Force continued to have non-SAC Strategic Reconnaissance assets in the form of satellite and radar systems operated by Aerospace Defense Command, which were later transferred to SAC in 1979, the National Reconnaissance Office, and the Space and Missiles Systems Organization|Space Systems Command in Air Force Systems Command. Cryptographic and communications intelligence operations were the domain of the Air Force Security Service|Air Force Intelligence, Surveillance and Reconnaissance Agency.

Tail of a 100 ARW Boeing KC-135R-BN Stratotanker displaying the crest of RAF Mildenhall and the historic “Square D” badge as used by the unit on B-17 aircraft during World War II

The U-2Rs of the 349th SRS and the AQM-34 Firebee/DC-130 Hercules drone operations of the 350th SRS were discontinued, with the squadrons becoming KC-135 tanker squadrons of the 100th Air Refueling Wing in support of the 9th SRS SR-71 Blackbird. The U-2Rs in South Korea became the 9th Strategic Reconnaissance Wing Detachment 2. The AQM-34s, associated DC-130 Hercules launch aircraft and CH-3 Jolly Green Giant recovery helicopters were reassigned to the Tactical Air Command’s 22d Tactical Drone Squadron and remained at Davis-Monthan AFB.

With the redesignation, the 100th and its 349th and 350th Air Refueling Squadrons were moved administratively to Beale, taking over the assets of the 17th Bombardment Wing which was inactivated. The 349th and 350th assumed the KC-135s of the 903d and 922d Air Refueling Squadrons. With the re-designation, the 100th ARW assumed responsibility for providing worldwide air refueling support for the 9th SRW’s SR-71s and U-2s on 30th September 1976

The 100th ARW was inactivated on 15th March 1983 when its two KC-135 squadrons were reassigned to the host 9th Strategic Reconnaissance Wing at Beale, which became a composite wing under the one-base, one-wing concept.

Post-Cold War

After an inactive status for over seven years, SAC again reactivated the 100th, but this time as the 100th Air Division at Whiteman AFB, Missouri, on 1st July 1990, an intermediate command echelon of Strategic Air Command. It assumed host unit responsibilities at Whiteman. In addition, the division controlled the 509th Bombardment Wing, a former FB-111 unit that had relocated from the former Pease Air Force Base (now Pease Air National Guard Base) due to Base Realignment and Closure (BRAC) Commission action and which was not operational while waiting for production B-2 Spirit stealth bombers to arrive and appropriate facilities for the B-2s to be constructed. It also controlled the 351st Missile Wing, an LGM-30F Minuteman II ICBM wing at Whiteman.

Air Force reorganization in 1991 put the 351st MW under the reactivated Twentieth Air Force on 29th March 1991, and the 509th Bomb Wing took over host duties at Whiteman. As a result, SAC inactivated the 100th AD again on 1st August 1991.

Air Refueling in Europe

Six months after its inactivation as an Air Division, and over 46 years after departing England at the end of World War II, the Air Force activated the 100th ARW, stationed at RAF Mildenhall, United Kingdom, on 1st February 1992. It was assigned to Strategic Air Command, Fifteenth Air Force, 14th Air Division. It was then reassigned to Third Air Force on 1st February 1992. Becoming the host wing at RAF Mildenhall, the 100th ARW took over the management of the European Tanker Task Force (ETTF).

A pair of 100th ARW KC-135Rs at RAF Mildenhall, 2019.

On 31st March 1992, the 351st Air Refueling Squadron was activated and assigned to the 100th Operations Group. The 100th received its first aircraft when KC-135R 58-0100 arrived from Loring Air Force Base, Maine, in May 1992. The wing reached full strength by September 1992, when its ninth KC-135R was delivered.

The ETTF was ended on 28th November 1998, seeing the number of KC-135R/Ts assigned to the Bloody Hundredth increased to 15 tankers.

Since its reactivation in 1992, the 100th ARW has served as United States Air Forces Europe’s lone air refueling wing.

As of 2024, there is only one surviving original WW2 member of the group still living, Major(Ret.) John “Lucky” Luckadoo.

Sunny II, B-17F-120-BO, 42-30796, EP-K / EP-J

Eduard 1/48th scale model kit The Bloody Hundredth 1943, Boeing B-17F Flying Fortress.

Check out the Eduard 1/48th scale model kit The Bloody Hundredth 1943, Boeing B-17F Flying Fortress available to pre- order from Flying Tigers.

A LIMITED EDITION 1/48th scale B-17F bomber kit focusing on the legendary unit nicknamed “The Bloody Hundredth.” To achieve this, Eduard are working with HKM to develop a new injection mold that will enable them to create nose variants not previously available in the kit. This enhancement will allow them to include these markings of the legendary machines that served with the unit in 1943:

Rosie’s Riveters, B-17F-120-BO, 42-30758, LD-W

Piccadilly Lily, B-17F-30-VE, 42-5864, EP-A

Hard Luck!, B-17F-55-DL, 42-3413, LN-V

Sunny II, B-17F-120-BO, 42-30796, EP-K / EP-J

Alice from Dallas, B-17F-30-VE, 42-5867, LN-O

Skipper, B-17F-45-DL, 42-3307, EP-N

Horny, B-17F-40-VE, 42-5957, XR-D

The kit will come complete with masks, photo-etched parts, and brassin parts, as well as a poster by artist Piotr Forkasiewicz.

EDK11183 Eduard 1/48th scale model kit The Bloody Hundredth 1943, Boeing B-17F Flying Fortress  LIMITED EDITION RRP £145.00  Flying Tigers only £129.99    (Tracked postage only £7.00 UK destinations)

Kit Contents:

B-17F 1/48 kit from HK Models

Additional sprue of transparent parts for two additional nose types of later B-17F versions than those included in the original HKM kit

7 versions of the colour scheme of three squadrons of the 100th Bomb Group, 8th USAAF.

Photo-etched parts, masks, and resin parts from Eduard production.

Reproduction of a painting by painter/artist Piotr Forkasiewicz.

This kit is being prepared in cooperation with the 100th Bomb Group Foundation.

Simply click on the image/ link above to go straight to the model page to order your now.

Corgi Aviation Archive , Hobbymaster , Herpa & InFlight updated photo gallery.

Check out the latest HM photos below. Please click on the images or links to go straight to the model page to order your model now.

AA29501 Corgi Aviation Archive 1/72nd scale Martin B-26B Marauder, 41-31576 ‘Dinah Might’, Mjr David Dewhurst  RRP £120.00  Flying Tigers only £107.99

HA19057 Hobbymaster 1/72nd scale F-4E Phantom II 68-0378, 108th TFW, New Jersey, May 1988  RRP £106.00  Flying Tigers only £79.99

HA6523 Hobbymaster 1/72nd scale Mikoyan MiG-29 9-13 “Fulcrum C” bort 02, Ukrainian Air Force (with 2 x JDAM-ER, 2 x AGM-88) RRP £106.00  Flying Tigers only £79.99

HA9608 Hobbymaster 1/72nd scale Rafale B “55 years of the Forces Aériennes Stratégiques” 4-FG, Escadron de Chasse 1/4 Gascogne, 2019 (with ASMP-A nuclear missile) RRP £122.00  Flying Tigers only £91.99

HA5252 Hobbymaster 1/72nd scale  Grumman F-14D “Tomcat Sunset” 164350, VF-31, US Navy, 2006  RRP £126.00  Flying Tigers only £97.99

HA1438 Hobbymaster 1/72nd scale Douglas A-4F Skyhawk “Blue Angels” No.1 airplane, US Navy, 1979 season  RRP £92.00  Flying Tigers only £67.99

HA1438B Hobbymaster 1/72nd scale Douglas A-4F Skyhawk “Blue Angels” No.1 airplane, US Navy, 1979 season (with No.1 to No.6 airplanes decal)  RRP £92.00  Flying Tigers only £67.99

HA1438C Hobbymaster 1/72nd scale Douglas A-4E “Blue Angels” No. 8 airplane, US Navy Tokushima Airbase, 2008 “Dr Nakanishi”  RRP £92.00  Flying Tigers only £67.99

HA1439 Hobbymaster 1/72nd scale Douglas A-4K Skyhawk NZ6207, No.75 Squadron, RNZAF, New Zealand  RRP £91.00  Flying Tigers only £67.99

HA1440 Hobbymaster 1/72nd scale Douglas A-4K Skyhawk “Lizard Scheme” NZ6201, 2 Squadron, RNZAF, New Zealand, 1987  RRP £91.00  Flying Tigers only £67.99

HA2811C Hobbymaster 1/72nd scale Lockheed Martin F-22 Raptor “Spirit of America” (underwing weapons: 2 x AGM-158, 8 x AIM-120, 2 x fuel tanks)  RRP £122.00 Flying Tigers only £92.99

580816 Herpa 1/72n scale French Air Force Alpha Jet E – ETO 01.008 (Escadron de transition opérationnelle) “Saintonge”, Base aérienne 120, Cazaux – E142 / 8-LO  RRP £69.00  Flying Tigers only £62.99

JC Wings Military, Corgi Aviation Archive, InFlight 200 & Oxford Diecast New Model Arrivals.

Check out all the latest model arrivals this week at Flying Tigers. Please click here to see all the new model arrivals.

JCW72F14015 JC Wings 1/72nd scale F-14D Tomcat US Navy VF-31 Tomcatters, The Last Flight, 2006  RRP £130.00  Flying Tigers only £107.99

JCW72F15024 JC Wings 1/72nd scale F-15DJ Eagle JASDF, Tactical Fighter Training Group, 2018  RRP £125.00  Flying Tigers only £102.99

JCW72F18017 JC Wings 1/72nd scale Boeing EA-18G Growler US Navy VAQ-132 Scorpions, 2021  RRP £113.00  Flying Tigers only £92.99

JCW72SU34008 JC Wings 1/72nd scale Sukhoi SU-34 Fullback Russian Air Force, Ukraine War 2022  RRP £131.00  Flying Tigers only £109.99

JCW72F18016 JC Wings 1/72nd scale McDonnell Douglas F/A-18A Hornet Royal Australian Air Force, 3 Squadron, 100th Anniversary Edition, 2016  RRP £113.00  Flying Tigers only £92.99

WB130BA170 WB Models 1/200th scale US Marines Lockheed Martin C-130J Hercules (L-382) 170000 with stand  RRP £106.00  Flying Tigers only £89.99

IF130RAF870 InFlight 1/200th scale Royal Air Force Lockheed C-130J-30 Hercules C4 ZH870  RRP £120.00  Flying Tigers only £94.99

AC120 Oxford Diecast 1/72nd scale H.Gaub/G.Schroder A.F.U.Recon.GRP. Poland 1939 Henschell HS126  RRP £20.00  Flying Tigers only £17.99

AA36311 Corgi Aviation Archive 1/72nd scale .Fairey Swordfish Mk.I, Operation Torch, November 1942 RRP £65.00  Flying Tigers only £65.99

Thank you for reading this week’s Newsletter.

Happy Easter to all Flying Tiger customers and Newsletter readers.

Richard.
Flying Tigers.

The post The Bloody Hundredth , New Model Arrivals, Hobbymaster Re-stocks and Gecko Kit Offers. appeared first on Flying Tigers.

VMF-323 Death Rattlers F4U-4s on USS Sicily, in 1951

Marine Fighter Attack Squadron 323 (VMFA-323) is an aircraft carrier-based aviation squadron of the United States Marine Corps. The squadron is equipped with the McDonnell Douglas F/A-18C Hornet and is based at Marine Corps Air Station Miramar, California, United States. It falls under the command of Marine Aircraft Group 11 (MAG-11) and the 3rd Marine Aircraft Wing (3rd MAW) but deploys with the U.S. Navy’s Carrier Air Wing 17 (CVW-17).

History

World War II

VMF-323 was commissioned August 1st, 1943 at Marine Corps Air Station Cherry Point, North Carolina. According to oral history, the squadron got its name from three fighter pilots who killed a 6-foot (1.8 m) rattlesnake and hung its skin in the squadron’s ready room. VMF-323 began training in F4U Corsairs almost immediately for combat in the Pacific theater of World War II. On December 16th, 1943 the squadron received orders to prepare to move to the west coast of the United States beginning the first week of January 1944. Much of the new squadron’s training was done at Marine Corps Air Station El Centro and Marine Corps Air Station Camp Pendleton, California. In July 1944, the Death Rattlers departed for the Pacific aboard USS Long Island. For the next nine months, VMF-323 flew training missions from secure island bases in the South Pacific.

VMF-323 FG-1Ds over Okinawa in 1945

On April 9th, 1945, 24 aircraft from the Death Rattlers launched from the USS White Plains (CVE-66) and flew into Kadena airfield in support of Operation Iceberg during the Battle of Okinawa. Combat operations commenced the following day. Between then and the Japanese surrender in August, the Death Rattlers racked up 124 Japanese planes shot down without a single loss. The highest total of any squadron during the battle. Twelve Death Rattlers became aces.

After the war, the Death Rattlers were based at Marine Corps Air Station El Toro, where they conducted training exercises. It was around this time that the squadron appeared in the 1949 movie Sands of Iwo Jima.

Korean War and post-war

When the Korean War began in 1950, VMF-323 began combat operations from USS Badoeng Strait as part of Marine Aircraft Group 33 (MAG-33), supporting ground forces in the Battle of Pusan Perimeter, Battle of Inchon, Battle of Chosin Reservoir and almost every other major campaign of the conflict. During action near Kosong, on 11th August 1950, a VMF-323 Corsair pilot, Captain Vivian M. Moses, became the first Marine aviator killed in Korea. The unit also took part in the attack on the Sui-ho Dam in June 1952.

Aircrew USMC VMF 323 pose in front of an F4U 4 Corsair aboard the CVE 118 USS Sicily 1951 01

The squadron was re-designated Marine Attack Squadron 323 (VMA-323) in June, 1952. The Death Rattlers left Korea in July 1953. Once back home, the squadron began flying the F9F Panther and then the F9F Cougar, a swept-wing version of the Panther. In 1956 the squadron adopted the FJ-4 Fury, with which it deployed to the western Pacific in 1957. That year, the Death Rattlers flew armed patrols over the Quemoy and Matsu islands to support Chinese nationalist forces.

The squadron was reestablished at MCAS El Toro and received its first F8U Crusaders in the summer of 1958. it trained in 1958 and 1959 was then assigned to USS Oriskany.

In 1964, the squadron returned to MCAS Cherry Point, where they received their present designation of Marine Fighter Attack Squadron 323 (VMFA-323). This same year, the Death Rattlers began flying the F-4 Phantom II. During the Dominican Crisis in 1965, the Death Rattlers provided air cover while American citizens were evacuated.

Aircrew VMF 323 1st Lt Bud Yount and Lt Dusty Faust Korea 1951

Vietnam War

As the United States grew closer to war in South Vietnam, the Death Rattlers deployed to Da Nang Air Base beginning on October 25th, 1965. Combat operations started the day after they arrived. The squadron lost its first aircraft a week after they arrived when the squadron’s executive officer was shot down by a surface-to-air missile over North Vietnam. It was the only Marine F-4 felled by a SAM during the war. The squadron remained in Vietnam until 1969, flying combat sorties from Da Nang and Chu Lai.

FJ-4Bs of VMF-323, ca. 1957.

1980s to 2001

The squadron embarked on its only aircraft carrier cruise in the F-4 Phantom in November 1979 aboard USS Coral Sea. After liberty stops in, Korea, Thailand, and Singapore, Coral Sea arrived in the Arabian Sea in January 1980 flying protection caps for Coral Sea and USS Nimitz. On 24th April 1980, VMFA-323 was prepared to fly combat missions into southern Iran in support of US hostages rescue attempt Operation Eagle Claw with the mission to shoot down any Iranian combat aircraft that attempted to take off. When Operation Eagle Claw failed, VMFA-323 F-4s flew missions around the clock until all US support ships had exited the Persian Gulf and the Gulf of Oman. The squadron was awarded the Presidential Unit Citation for its service. The squadron arrived back at Subic Bay, RP after 102 straight days at sea. On 14th September 1982, VMFA-323 transitioned to its current aircraft, the F/A-18 Hornet. In October 1985, the squadron deployed again aboard Coral Sea, this time to the Mediterranean Sea. In spring of 1986 during freedom of navigation exercises held in international waters and airspace off the coast of Libya. On 15th April 1986, the squadron provided SAM suppression and fighter Combat Air Patrol (CAP) sorties during Operation El Dorado Canyon.

Three McDonnell Douglas F-4N Phantom II (BuNo 150628, 152318, 151446) of Marine Fighter Attack Squadron 323 (VMFA-323) “Death Rattlers” aboard the U.S. Navy aircraft carrier USS Coral Sea (CV-43) in 1979-80. VMFA-323 was assigned to Carrier Air Wing 14 (CVW-14) aboard the Coral Sea for a deployment to the Western Pacific and the Indian Ocean from 13 November 1979 to 11 June 1980.

In 1994, 1995, 1997, 1999, and 2001 the Death Rattlers flew missions in support of Operation Southern Watch.

Global War on Terror

On 2nd November 2002, VMFA-323 deployed aboard USS Constellation as part of CVW-2 to conduct Operation Southern Watch. While on this deployment, the Death Rattlers transitioned from Operation Southern Watch to Operation Iraqi Freedom conducting sorties into Baghdad on the first night of the war.

On 2nd May 2005, two F/A-18C Hornet fighter jets from VMFA-323, BuNo 164721 and BuNo 164732, collided over south-central Iraq, during a sortie from USS Carl Vinson, killing the executive officer and a junior officer.

U.S. Navy sailors participate in aircraft handling operations aboard the aircraft carrier USS Nimitz (CVN-68) in the Arabian Gulf on 21 August 2017. Visibla ar a McDonnell Douglas F/A-18C Hornet of Marine Fighter Attack Squadron 323 (VMFA-323) “Death Rattlers” and a Boeing EA-18G Growler from Electronic Attack Squadron 142 (VAQ-142) “Gray Wolves”. both squadrons were assigned to Carrier Air Wing 11 (CVW-11) aboard the Nimitz for a deployment to the U.S. 5th Fleet area of operations in support of “Operation Inherent Resolve”.

Hobbymaster 1/48th scale F4U-4 Corsair White 18, VMF-323 “Death Rattlers”, USS Sicily, June 1951

Check out this to add to your collection of 1/48th scale Fighters. Please click on the image or link below to  go straight to the model page to order yours.

HA8223 Hobbymaster 1/48th scale F4U-4 Corsair White 18, VMF-323 “Death Rattlers”, USS Sicily, June 1951 (with 8 HVAR rockets)  RRP £110.00  Flying Tigers only £83.99

On June 25th, 1950 South Korea was invaded by the North and soon VMF-323 Death Rattlers and their F4U-4 Corsairs’ were flying support of Pusan. The squadron got its name when pilots killed a 6 foot diamond-backed rattlesnake and hung it in their ready room. VMF-323 also flew support of the Inchon landing, the Chosin Reservoir breakout as well as all other major efforts. Flying alternately from Navy carriers and airfields their mission changed to interdiction and armed reconnaissance so in June 1952 they became VMA-323. In July 1953 they left Korea.

New 2022 Corgi Aviation Archive models arriving 6th – 19th June!

The following models are due to arrive at Flying Tigers 6th – 19th June . If you haven’t ordered yours yet and you want one please visit the website to order your now.

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 below to go to the model of your choice, or CLICK HERE to see them all in the Future Models section.

AA32417 Corgi Aviation Archive  1/72nd scale British Aerospace Sea Harrier FRS.1 XZ457/14 Lt. Cdr. Andy Auld, No.899 NAS, HMS Hermes, 24th May 1982, Falklands  RRP £60.00  Flying Tigers only £53.99 War 1982

Following their successful amphibious invasion of the Falkland Islands in April 1982, if the Argentinean government were hoping that the 8,000 mile distance between them and the British mainland would present them with an uncontested territorial victory, they had seriously underestimated the situation. Just one day after their troops had secured Port Stanley, the British Government announced they would be sending a powerful naval Task Force to re-take the Islands, built around the two aircraft carriers HMS Hermes and HMS Invincible, with their compliment of highly capable Sea Harrier FRS.1 jets.

The relatively small size of the Sea Harrier enabled the Fleet Air Arm to retain a fixed-wing fleet defender aircraft capability and armed with the latest AIM-9L Sidewinder air to air missile, the Sea Harrier was an exceptional aeroplane, but one which would be tested to the full if a diplomatic resolution to the Falklands situation could not be negotiated as the Task Force steamed south. With just 20 Sea Harrier FRS.1 aircraft onboard the two carriers which left Portsmouth on 5th April, their pilots knew they would be facing overwhelming odds if called into combat, however, they were well trained and extremely confident in both their own abilities and the fighting qualities of their unique aircraft.

As the powerful British naval Task Force left Portsmouth harbour bound for the South Atlantic on 5th April 1982, it only had a modest force of 20 Sea Harrier FRS.1 jets aboard the two aircraft carriers Hermes and Invincible, which at that time were still wearing their respective FAA Squadron markings. In preparation for the coming air battles, all aircraft would be made ‘low visibility’ by having their white areas and all squadron markings overpainted during the voyage, using brushes on HMS Hermes and spraying equipment on HMS Invincible.

These aircraft would later be joined by a further eight Sea Harriers, which were initially being hastily prepared, having been either taken from storage or re-assigned from other duties, meeting up with the Task Force later at Ascension Island. Making its first flight on 15th December 1979, Sea Harrier FRS.1 XZ457 arrived aboard HMS Hermes for South Atlantic deployment on 2nd April 1982 and would soon lose her No.899 NAS identity, becoming ‘Black 14’ of the HMS Hermes Air Group. Once the Task Force had arrived in the South Atlantic, she would be used to deliver three delayed action 1,000lb bombs on the airfield at Goose Green, just hours after the RAF had bombed Port Stanley Airfield after mounting the first of their ‘Black Buck’ Vulcan raids.On the 21st May, when piloted by Lt. Clive Morrell, this Sea Harrier destroyed an Argentinean A4 Skyhawk with a Sidewinder missile and damaged a second using cannon fire from its ADEN gun pods. Three days later, Lt. Cdr. Andy Auld used XZ457 to destroy two Argentinean Israeli built IAI Daggers, again using the effective AIM-9L Sidewinder missiles it was equipped with. By the end of hostilities on 14th June 1982, Sea Harrier XZ457 had flown an impressive 66 operational sorties, dropped three 1000lb bombs, fired 680 rounds of 30mm cannon ammunition and fired three AIM-9L Sidewinder missiles. As the top scoring Sea Harrier aboard HMS Hermes, she returned to Portsmouth sporting victory profile stencils below her cockpit, on the port side of the fuselage – two IAI Daggers above an A4 Skyhawk. Sea Harriers from HMS Hermes flew 1,126 sorties during the Falklands Conflict and had an impressive 16 aerial victories to their name – Lt. Cdr. Andy Auld flew 62 combat missions and would have two of those victories credited to him.Later upgraded to FA2 standard, this historic aircraft is now one of the prized aviation possessions in the care of the Boscombe Down Aviation Museum, where she is now on display.

AA34217 Corgi Aviation Archive  1/72nd scale Boeing CH-47C Chinook, AE-520 Argentine Army, Captured by British Army and returned to the UK, Falklands War 1982  RRP £95.00  Flying Tigers only £84.99

When an Argentinean scrap metal salvage team landed at a derelict whaling station on South Georgia in March 1982 and immediately ran up an Argentinean flag, little did they know that this relatively innocuous incident would spark one of the most serious international military confrontations of the post war years. A small British military force aboard HMS Endurance was dispatched from Port Stanley to remove the Argentinians, a move which would escalate the situation dramatically. On receipt of this information, the new political regime in Buenos Aires, keen to bolster nationalist fervour in the country, immediately put full invasion plans in place and on the morning of 2nd April 1982, a small force of commando troops landed on the Islands to be followed by a much larger amphibious force, far stronger than was needed to achieve their objective. Despite the valiant efforts of the small force of Royal Marines troops based on the Island, the Governor ordered them to cease firing at 09.25, fearing the intense fighting would put the lives of civilians at risk. With Argentinean forces now in control of the Islands, the task of moving in more troops, supplies and heavier equipment began in earnest, as military planners and government officials awaited the British response. They were hoping that possession of the Islands would give them a significant advantage and that a positive resolution for Argentina could be negotiated without the need for conflict, however, by the following day, they had their answer and knew what they would be facing. With the world now watching, the British Government announced that they would be sending a powerful naval Task Force to retake the Islands without delay and the South Atlantic was heading for conflict. As the South Atlantic erupted into conflict during April 1982, the need to effectively transport and supply troops in the battle zone was brought starkly into focus. The most effective aircraft for this task during the Falkland air war was the mighty Boeing CH-47 Chinook, with both British and Argentinean forces deploying examples of these helicopters to theatre, but with all but one of the British machines destroyed during the Exocet missile attack on the Atlantic Conveyor, the ship on which they were being transported. Once Argentinean forces had landed and secured the Islands, the two serviceable Chinooks they had available at that time were flown in to operate from Stanley Airport – AE-521 would be the harder working of the two aircraft, until it was destroyed on the ground by cannon fire from a Harrier jet, whilst AE-520, the aircraft modelled here, was apparently beset with persistent engine problems and used rarely. Following the surrender of Argentinean forces, Chinook AE-520 was discovered relatively intact on land behind the Governor’s residence and was later stripped of parts and sent back to the UK. Interestingly, the RAF’s famous ‘Bravo November’ Chinook which was the only British CH-47 to take part in the conflict, suffered damage to its port cockpit door during operational use and a replacement was fitted using one taken from the captured Argentinean machine.Later transported to RNAY Fleetlands in Hampshire, the captured Chinook was given a UK serial number and used as a ground instructional airframe, but that was not to be the final chapter in this fascinating story. Royal Air Force Chinook HC.2 ZA704 sustained significant damage conducting a run-on landing whilst on exercise, with its rear rotors striking the ground and ripping off the aft transmission and rear rotor stack. Rather than scrap the aircraft, it was sent to Fleetlands, where engineers repaired ZA704 using components from the captured former Argentinean Chinook AE-520. With the aircraft eventually returning to squadron service, it is fascinating to think that parts from this captured Argentinean Falklands War Chinook continued flying on two serving RAF machines long after the end of the conflict.

Next Hobbymaster model delivery due approx. 16th June at Flying Tigers.

Check out the next delivery of Hobbymaster models which will be available approx. 16th June and are available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

HA0132 Hobbymaster  1/72nd scale Ju 87G-1 “Stuka” T6+AD, Eastern Front, WWII  RRP £80.00  Flying Tigers only £59.99

HA0133 Hobbymaster 1/72nd scale Ju 87D-3″Stuka” T6+EK, Eastern Front, WWII  RRP £86.00  Flying Tigers only £64.99

HA1332 Hobbymaster 1/72nd scale A-10C Thunderbolt II “Indiana ANG Centennial Scheme”, 2021  RRP £98.00  Flying Tigers only £72.99

HA1430 Hobbymaster 1/72nd scale Douglas A-4G Skyhawk 883/N-13 154904, VF-805, HMAS Melbourne, 1980  RRP £86.00  Flying Tigers only £64.99  

HA1431 Hobbymaster 1/72nd scale Douglas A-4G Skyhawk 216/NZ 6216, RNZAF, July 1984  RRP £93.00  Flying Tigers only £72.99

HA19031 Hobbymaster 1/72nd scale F4H-1 (F-4B) Phantom II 148381, VF-74 “Bedevilers”, CVA-59 USS Forrestal, US Navy, 1962  RRP £96.00  Flying Tigers only £71.99

HA19032 Hobbymaster  1/72nd scale F4H-1 Phantom II “Project High Jump” 148423h, Test Pilot Commander John Watts Young, US Navy, April 1962  RRP £93.00  Flying Tigers only £69.99

HA19033 Hobbymaster  1/72nd scale F-4J Phantom II “Mig-17 Killer” 157269, VF-92 “Silver Kings”, USS Constellation, 10 May 1972  RRP £96.00  Flying Tigers only £71.99

HA3115 Hobbymaster 1/72nd scale F-102A Delta Dagger 0-61363, 196 FIS, 163 FIG, California Air National Guard, early 1970s RRP £98.00  Flying Tigers only £72.99

HA3364 Hobbymaster 1/72nd scale Northrop Grumman F-5N Tiger II 761557, VFC-111 Sundowners, US Navy, Nov 2020  RRP £86.00  Flying Tigers only £64.99  

HA3365 Hobbymaster 1/72nd scale Northrop Grumman F-5N Tiger II 761554, VFC-111 Sundowners, US Navy, 2021  RRP £84.00  Flying Tigers only £62.99

HA3560 Hobbymaster 1/72nd scale F/A-18D Hornet 165685, VMFA(AW)-242, US Marine Corps, Yokota AB, August 2020  RRP £100.00  Flying Tigers only £74.99

HA3561 Hobbymaster 1/72nd scale F/A-18A “75 Sqn. Commemorative Design 2021” A21-18, RAAF, 2021  RRP £96.00  Flying Tigers only £71.99

HA3562 Hobbymaster 1/72nd scale F/A-18A ++ Hornet 162442, VMFA-314, US Marines, June 2019  RRP £98.00  Flying Tigers only £72.99

HA3894 Hobbymaster 1/72nd scale Lockheed Martin F-16C “Wraith” 89-2048, 64th Aggressor Sqn., Nellis AFB, 2020  RRP £96.00  Flying Tigers only £71.99

HA3895 Hobbymaster  1/72nd scale Lockheed Martin F-16V 6822, ROC (pseduo scheme) (with AGM-154 missiles)  RRP £98.00  Flying Tigers only £72.99

HA38002 Hobbymaster 1/72nd scale Lockheed Martin F-16C 87-0284, 120th FS, Colorado Air National Guard, 2020  RRP £98.00  Flying Tigers only £77.99

HA4528 Hobbymaster 1/72nd scale McDonell Douglas F-15DJ Eagle “JASDF Aggressor” 92-8068, JASDF, 2013  RRP £112.00  Flying Tigers only £84.99

HA5249 Hobbymaster 1/72nd scale Grumman F-14D Tomcat 164394, flown by Lt Cdr Meagan V. Flannigan , VF-213, USS Theodore Roosevelt, Persian Gulf 2006  RRP £128.00 Flying Tigers only £97.99 

HA5250 Hobbymaster 1/72nd scale Grumman F-14B Tomcat 163225, VF-102 Diamondbacks , 2002 “OEF”  RRP £130.00  Flying Tigers only £97.99

HA5908 Hobbymaster 1/72nd scale MiG-17F Fresco C 3020, Le Hai, 923rd ‘Yeh The’ Fighter Rgt., 14 June 1968  RRP £86.00  Flying Tigers only £64.99  

HA6205 Hobbymaster 1/72nd scale Lockheed Martin F-35C 169601, VMFA-314, US Marines, June 2019  RRP £104.00  Flying Tigers only £77.99

HA6514 Hobbymaster 1/72nd scale MiG-29A Fulcrum Red 661, East German Air Force (LSK-NVA), 1990  RRP £100.00  Flying Tigers only £74.99

HA6708 Hobbymaster 1/72nd scale Tornado GR.4 “Operation Ellamy” ZA542, 31 Squadron, Italy 2011  RRP £98.00  Flying Tigers only £72.99

HA9502 Hobbymaster 1/72nd scale Su-30SM Flanker C Blue 77, Russian Air Force, 2019  RRP £130.00  Flying Tigers only £97.99  

HA8719 Hobbymaster 1/48th scale BF 109E-7 ‘Jabo’ 7./ZG1. Libya, 1942  RRP £90.00  Flying Tigers only £67.99

Special Offer !  Herpa diecast 1/72nd scale Eurofighter Sale!

Flying Tigers has a small quantity of  two Eurofighter Typhoon T3 models on special offer as featured below. Please click on the images or links below to go straight to the model page of your choice.

580298 Herpa 1/72nd scale Royal Air Force Eurofighter Typhoon T3 No 29 Squadron, RAF Coningsby ZJ810  RRP £99.00  Was £87.99  Flying Tigers Sale Price only £59.99 Save £28.00  Limited stocks!

580281 Herpa 1/72nd scale Royal Air Force Eurofighter Typhoon T3 No 6 Squadron, RAF Lossiemouth ZJ809  RRP £99.00  Was £88.99  Flying Tigers Sale Price only £59.99 Save £29.00  Limited stocks!

Calibre Wings New model announcement 1/72nd scale MiG-31 DZ Russian Air Force 09 Blue RF-95204

Calibre Wings has announced the NEW TOOLING of a Mikoyan MiG-31 Foxhound and is available to pre-order at Flying Tigers today. If you want one of these models it is always safer to pre-order as quantities will be 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.

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

Please click on the image / links below to go to the model page to go straight to the model page.

CA723101 Calibre Wings  1/72nd scale MiG-31 DZ Russian Air Force 09 Blue RF-95204  RRP £266.00  Flying Tigers only £199.99

Model Features:-

• Full weathering paint application-stencil tempo prints
• 9 x magnetic hardpoints for ordinance
• Magnetic fuel tanks x 2
• Magnetic R-40 missiles x 2
• Magnetic R-35 missiles x 4
• Magnetic KH-47 Kinzhal missle x 1
• Magnetic interchangeable undercarriage options “Cartridge uptions”
• Opening and closing canopy
• Option for refueling probein stored or extended position
• Engine nozzle covers
• Realistic seated crew figures
• Packaged in collectors metal tin box

The MiG-31 (NATO – Foxhound) is a two-seater long-range supersonic interceptor fighter. The MiG-31 was developed in the 1970s and completed Its maiden flight in September 1975. The MiG-31 set several world records by reaching an altitude of 37,650 meters (123,523 ft) in 1977 as well as setting a time-to-altitude record of 35,000 meters (114,829 ft) in 4 minutes 11.78 seconds. The MiG-25 “Foxbat” was the basis for the MiG-31 “Foxhound” but equipped with the latest digital avionics that allows it to operate in all weather conditions and the first Soviet aircraft to have look-down shoot-down capability.

The MiG-31 was developed as an interceptor but when Russia developed the Kinzhal hypersonic ballistic missile they needed an aircraft that could carry the missile’s heavy weight so the MiG-31K was developed as an attack aircraft. The normal bomb and missile load of the MiG-31BM was replaced by an adaptation to carry the Kh-47M2 Kinzhal “Dagger” that has a 2,000 km range. Ten of the MiG-31BMs have so far been converted. The 764th Fighter Aviation Regiment is the first front-line MiG-31K operator and is expected to have around 24 MiG-31K aircraft including 31 BLUE RF-92332.

The Kh-47M2 Kinzhal (NATO reporting name Killjoy) is a Russian nuclear-capable hypersonic aero-ballistic air-to-surface missile. It has a claimed range of more than 2,000 km (1,200 mi), Mach 12 speed (4.1 km/s), and an ability to perform evasive maneuvers at every stage of its flight. It can carry both conventional and nuclear warheads and can be launched from Tu-22M3 bombers or MiG-31K interceptors. It has been deployed at airbases in Russia’s Southern Military District and Western Military District.

The Kinzhal entered service in December 2017 and is one of the six new Russian strategic weapons unveiled by Russian President Vladimir Putin on 1st March 2018.

That is all this week.

Thank you for reading this week’s Newsletter.

Richard.
Flying Tigers.

The post Marine Fighter Attack Squadron 323 (VMFA-323) “Death Rattlers”, Herpa Sale and Corgi Arrivals! appeared first on Flying Tigers.

A Bell UH-1H helicopter ambulance, Vietnam, 1968

The Bell UH-1 Iroquois (nicknamed “Huey”) is a utility military helicopter powered by a single turboshaft engine, with two-bladed main and tail rotors. The first member of the prolific Huey family, it was developed by Bell Helicopter to meet a 1952 US Army requirement for a medical evacuation and utility helicopter, and first flew in 1956. The UH-1 was the first turbine-powered helicopter produced for the United States military, and more than 16,000 have been built since 1960.

The Iroquois was originally designated HU-1, hence the Huey nickname, which has remained in common use, despite the official redesignation to UH-1 in 1962. The UH-1 first saw service in combat operations during the Vietnam War, with around 7,000 helicopters deployed. The Bell 204 and 205 are Iroquois versions developed for the civil market.

Development

In 1952, the U.S. Army identified a requirement for a new helicopter to serve as medical evacuation (MEDEVAC), instrument trainer, and general utility aircraft. The Army determined that current helicopters were too large, underpowered, or too complex to maintain easily. In November 1953, revised military requirements were submitted to the Department of the Army. Twenty companies submitted designs in their bid for the contract, including Bell Helicopter with the Model 204 and Kaman Aircraft with a turbine-powered version of the H-43. On 23rd February 1955, the Army announced its decision, selecting Bell to build three copies of the Model 204 for evaluation with the designation XH-40.

Model 204

Powered by a prototype Lycoming YT53-L-1 (LTC1B-1) engine producing 700 shp (520 kW), the XH-40 first flew on 20th October 1956 at Fort Worth, Texas, with Bell’s chief test pilot, Floyd Carlson, at the controls. Two more prototypes were built in 1957, and the Army had previously ordered six YH-40 service test aircraft, even before the first prototype had flown. In March 1960, the Army awarded Bell a production contract for 100 aircraft, which was designated “HU-1A” and officially named Iroquois after the Native American nations.

The helicopter quickly developed a nickname derived from its HU-1 designation, which came to be pronounced as “Huey”. The reference became so popular that Bell began casting the name on the helicopter’s anti-torque pedals. The official U.S. Army name was almost never used in practice. After September 1962, the designation for all models was changed to UH-1 under a unified Department of Defense (DOD) designation system, but the nickname remained.

Bell XH-40, a prototype of the UH-1

While glowing in praise for the helicopter’s advances over piston-engined helicopters, the Army reports from the service tests of the YH-40 found it to be underpowered with the production T53-L-1A powerplant producing a maximum continuous 770 shaft horsepower (570 kilowatts). The Army indicated the need for improved follow-on models even as the first UH-1As were being delivered. In response, Bell proposed the UH-1B, equipped with the Lycoming T53-L-5 engine producing 960 shp (720 kW) and a longer cabin that could accommodate either seven passengers or four stretchers and a medical attendant. Army testing of the UH-1B started in November 1960, with the first production aircraft delivered in March 1961.

Bell commenced development of the UH-1C in 1960 in order to correct aerodynamic deficiencies of the armed UH-1B. Bell fitted the UH-1C with a 1,100 shp (820 kW) T53-L-11 engine to provide the power needed to lift all weapons systems in use or under development. The Army eventually refitted all UH-1B aircraft with the same engine. A new rotor system was developed for the UH-1C to allow higher air speeds and reduce the incidence of retreating blade stall during diving engagements. The improved rotor resulted in better maneuverability and a slight speed increase. The increased power and a larger diameter rotor required Bell’s engineers to design a new tail boom for the UH-1C. The longer tail boom incorporated a wider chord vertical fin on the tail rotor pylon and larger synchronized elevators.

Bell also introduced a dual hydraulic control system for redundancy as well as an improved inlet filter system for the dusty conditions found in southeast Asia. The UH-1C fuel capacity was increased to 242 US gallons (920 liters), and gross weight was raised to 9,500 lb (4,309 kg), giving a nominal useful load of 4,673 lb (2,120 kg). UH-1C production started in June 1966 with a total of 766 aircraft produced, including five for the Royal Australian Navy and five for Norway.

Model 205

While earlier “short-body” Hueys were a success, the Army wanted a version that could carry more troops. Bell’s solution was to stretch the HU-1B fuselage by 41 in (104 cm) and use the extra space to fit four seats next to the transmission, facing out. Seating capacity increased to 15, including crew. The enlarged cabin could also accommodate six stretchers and a medic, two more than the earlier models. In place of the earlier model’s sliding side doors with a single window, larger doors were fitted which had two windows, plus a small hinged panel with an optional window, providing enhanced access to the cabin. The doors and hinged panels were quickly removable, allowing the Huey to be flown in a “doors off” configuration.

Ventura County Sheriff’s Department Air Unit Fire Support Bell HH-1H

The Model 205 prototype flew on 16th August 1961. Seven pre-production/prototype aircraft had been delivered for testing at Edwards AFB starting in March 1961. The 205 was initially equipped with a 44-foot (13.4 m) main rotor and a Lycoming T53-L-9 engine with 1,100 shp (820 kW). The rotor was lengthened to 48 feet (14.6 m) with a chord of 21 in (53 cm). The tailboom was also lengthened, in order to accommodate the longer rotor blades. Altogether, the modifications resulted in a gross weight capacity of 9,500 lb (4,309 kg). The Army ordered production of the 205 in 1963, produced with a T53-L-11 engine for its multi-fuel capability. The prototypes were designated as YUH-1D and the production aircraft was designated as the UH-1D.

In 1966, Bell installed the 1,400 shp (1,000 kW) Lycoming T53-L-13 engine to provide more power for the aircraft. The pitot tube was relocated from the nose to the roof of the cockpit, to prevent damage during landing. Production models in this configuration were designated as the UH-1H.

Marine Corps

In 1962, the United States Marine Corps held a competition to choose an assault support helicopter to replace the Cessna O-1 fixed-wing aircraft and the Kaman OH-43D helicopter. The winner was the UH-1B, which was already in service with the Army. The helicopter was designated the UH-1E and modified to meet Marine requirements. The major changes included the use of all-aluminum construction for corrosion resistance, radios compatible with Marine Corps ground frequencies, a rotor brake for shipboard use to stop the rotor quickly on shutdown and a roof-mounted rescue hoist.

The UH-1E was first flown on 7th October 1963, and deliveries commenced 21st February 1964, with 192 aircraft completed. Due to production line realities at Bell, the UH-1E was produced in two different versions, both with the same UH-1E designation. The first 34 built were essentially UH-1B airframes with the Lycoming T53-L-11 engine producing 1,100 shp (820 kW). When Bell switched production to the UH-1C, the UH-1E production benefited from the same changes. The Marine Corps later upgraded UH-1E engines to the Lycoming T53-L-13, which produced 1,400 shp (1,000 kW), after the Army introduced the UH-1M and upgraded their UH-1C helicopters to the same engine.

Air Force

The United States Air Force’s (USAF) competition for a helicopter to be used for support on missile bases included a specific requirement to mandate the use of the General Electric T58 turboshaft as a powerplant. The Air Force had a large inventory of these engines on hand for its fleet of HH-3 Jolly Green Giant rescue helicopters and using the same engine for both helicopters would save costs. In response, Bell proposed an upgraded version of the 204B with the T58 engine. Because the T58 output shaft is at the rear, and was thus mounted in front of the transmission on the HH-3, it had to have a separate offset gearbox (SDG or speed decreaser gearbox) at the rear, and shafting to couple to the UH-1 transmission.

UH-1C Huey “Easy Rider” 174th Assault Helicopter Company “Sharks”

Twin-engine variants

The single-engine UH-1 variants were followed by the twin-engine UH-1N Twin Huey and years later the UH-1Y Venom. Bell began development of the UH-1N for Canada in 1968. It changed to the more powerful Pratt & Whitney Canada PT6T twin-engine set. The U.S. also ordered the helicopter with the U.S. Air Force receiving it in 1970. Canada’s military, the U.S. Marine Corps, and the U.S. Navy first received the model in 1971.

In 1996, the USMC began the H-1 upgrade program by awarding a contract to Bell Helicopter for developing the improved UH-1Y and AH-1Zs variants. The UH-1Y includes a lengthened cabin, four-blade rotor, and two more powerful GE T700 engines. The UH-1Y entered service with the USMC in 2008.

Design

The UH-1 has a metal fuselage of semi-monocoque construction with tubular landing skids and two rotor blades on the main rotor. Early UH-1 models featured a single Lycoming T53 turboshaft engine in versions with power ratings from 700 shp (522 kW) to 1,400 shp (1,040 kW). Later UH-1 and related models featured twin engines and four-blade rotors.

All aircraft in the UH-1 family have similar construction. The UH-1H is the most-produced version, and is representative of all types. The main structure consists of two longitudinal main beams that run under the passenger cabin to the nose and back to the tail boom attachment point. The main beams are separated by transverse bulkheads and provide the supporting structure for the cabin, landing gear, under-floor fuel tanks, transmission, engine and tail boom. The main beams are joined at the lift beam, a short aluminum girder structure that is attached to the transmission via a lift link on the top and the cargo hook on the bottom and is located at the aircraft’s center of gravity. The lift beams were changed to steel later in the UH-1H’s life, due to cracking on high-time airframes. The semi-monocoque tail boom attaches to the fuselage with four bolts.

The UH-1H’s dynamic components include the engine, transmission, rotor mast, main rotor blades, tail rotor driveshaft, and the 42-degree and 90-degree gearboxes. The transmission is of a planetary type and reduces the engine’s output to 324 rpm at the main rotor. The two-bladed, semi-rigid rotor design, with pre-coned and underslung blades, is a development of early Bell model designs, such as the Bell 47 with which it shares common design features, including a damped stabilizer bar. The two-bladed system reduces storage space required for the aircraft, but at a cost of higher vibration levels. The two-bladed design is also responsible for the characteristic ‘Huey thump’ when the aircraft is in flight, which is particularly evident during descent and in turning flight. The tail rotor is driven from the main transmission, via the two directional gearboxes which provide a tail rotor speed approximately six times that of the main rotor to increase tail rotor effectiveness.

The UH-1H also features a synchronized elevator on the tail boom, which is linked to the cyclic control and allows a wider center of gravity range. The standard fuel system consists of five interconnected fuel tanks, three of which are mounted behind the transmission and two of which are under the cabin floor. The landing gear consists of two arched cross tubes joining the skid tubes. The skids have replaceable sacrificial skid shoes to prevent wear of the skid tubes themselves. Skis and inflatable floats may be fitted.

Typical armament for UH-1 gunship

Internal seating is made up of two pilot seats and additional seating for up to 13 passengers or crew in the cabin. The maximum seating arrangement consists of a four-man bench seat facing rearwards behind the pilot seats, facing a five-man bench seat in front of the transmission structure, with two, two-man bench seats facing outwards from the transmission structure on either side of the aircraft. All passenger seats are constructed of aluminum tube frames with canvas material seats, and are quickly removable and reconfigurable. The cabin may also be configured with up to six stretchers, an internal rescue hoist, auxiliary fuel tanks, spotlights, or many other mission kits. Access to the cabin is via two aft-sliding doors and two small, forward-hinged panels. The doors and hinged panels may be removed for flight or the doors may be pinned open. Pilot access is via individual hinged doors.

While the five main fuel tanks are self-sealing, the UH-1H was not equipped with factory armor, although armored pilot seats were available.

The UH-1H’s dual controls are conventional for a helicopter and consist of a single hydraulic system boosting the cyclic stick, collective lever and anti-torque pedals. The collective levers have integral throttles, although these are not used to control rotor rpm, which is automatically governed, but are used for starting and shutting down the engine. The cyclic and collective control the main rotor pitch through push-pull tube linkages to the swashplate, while the anti-torque pedals change the pitch of the tail rotor via a tensioned cable arrangement. Some UH-1Hs have been modified to replace the tail rotor control cables with push-pull tubes similar to the UH-1N Twin Huey.

Operational history

U.S. Army

The HU-1A (later redesignated UH-1A) first entered service with the 101st Airborne Division at Fort Campbell, Kentucky, the 82nd Airborne Division, and the 57th Medical Detachment. Although intended for evaluation only, the Army quickly pressed the new helicopter into operational service, and Hueys with the 57th Medical Detachment arrived in Vietnam in March 1962. The UH-1 has long been a symbol of US involvement in Southeast Asia in general and Vietnam in particular, and as a result of that conflict, has become one of the world’s most recognized helicopters. In Vietnam primary missions included general support, air assault, cargo transport, aeromedical evacuation, search and rescue, electronic warfare, and later, ground attack. During the conflict, the craft was upgraded, notably to a larger version based on the Model 205. This version was initially designated the UH-1D and flew operationally from 1963.

A rifle squad from the 1st Squadron, 9th Cavalry exiting from a UH-1D.

During service in the Vietnam War, the UH-1 was used for various purposes and various terms for each task abounded. UH-1s tasked with ground attack or armed escort were outfitted with rocket launchers, grenade launchers, and machine guns. As early as 1962, UH-1s were modified locally by the companies themselves, who fabricated their own mounting systems. These gunship UH-1s were commonly referred to as “Frogs” or “Hogs” if they carried rockets, and “Cobras” or simply “Guns” if they had guns. UH-1s tasked and configured for troop transport were often called “Slicks” due to an absence of weapons pods. Slicks did have door gunners, but were generally employed in the troop transport and medevac roles.

UH-1s also flew “hunter-killer” teams with observation helicopters, namely the Bell OH-58A Kiowa and the Hughes OH-6 Cayuse (Loach). Towards the end of the conflict, the UH-1 was tested with TOW missiles, and two UH-1B helicopters equipped with the XM26 Armament Subsystem were deployed to help counter the 1972 Easter Invasion. USAF Lieutenant James P. Fleming piloted a UH-1F on a 26th November 1968 mission that earned him the Medal of Honor.

UH-1Ds airlift members of the 2nd Battalion, 14th Infantry Regiment from the Filhol Rubber Plantation area to a staging area in 1966.

During the course of the war, the UH-1 went through several upgrades. The UH-1A, B, and C models (short fuselage, Bell 204) and the UH-1D and H models (stretched-fuselage, Bell 205) each had improved performance and load-carrying capabilities. The UH-1B and C performed the gunship, and some of the transport, duties in the early years of the Vietnam War. UH-1B/C gunships were replaced by the new AH-1 Cobra attack helicopter from 1967 to late 1968. The increasing intensity and sophistication of NVA anti-aircraft defenses made continued use of UH-1 gunships impractical, and after Vietnam the Cobra was adopted as the Army’s main attack helicopter. Devotees of the UH-1 in the gunship role cite its ability to act as an impromptu Dustoff if the need arose, as well as the superior observational capabilities of the larger Huey cockpit, which allowed return fire from door gunners to the rear and sides of the aircraft. In air cavalry troops (i.e., companies) UH-1s were combined with infantry scouts, OH-6 and OH-58 aero-scout helicopters, and AH-1 attack helicopters to form several color-coded teams (viz., blue, white, red, purple, and pink) to perform various reconnaissance, security, and “economy of force” missions in fulfilling the traditional cavalry battlefield role.

The Army tested a great variety of experimental weapons on the UH-1; nearly anything that could be carried. The Army desired weapons with large calibers and high rates of fire, which led to the testing of a 20 mm cannon on a large mount bolted to the cabin floor. The size of the weapon allowed very little room for movement. The Army further tested a full-size Vulcan cannon firing out the door of a UH-1. It was capable of firing 2400 rounds per minute, or about 40 rounds per second. Despite this being a significant reduction from the nearly 100 rounds per second fired by a standard Vulcan cannon, the installation proved “too kinetic” for the UH-1. Podded versions of the M24 20 mm cannon were tested in combat over Vietnam. There was a wide variety of 7.62 mm automatic weapons tested, including different installations of the M60 machine gun. AS-10 and SS-11 missiles were tested in several different configurations. High-capacity rocket launchers were also tested, such as the XM3 launcher, which had 24 launching tubes. Press photos were taken with the XM5 and XM3 installed on the same aircraft, but this arrangement could not be used because it was more than the gross take-off weight of the aircraft.

Two UH-1B gunships from HAL-3 “Seawolf” sit on the deck of USS Garrett County in Mekong Delta, South Vietnam.

During the 1972 Easter offensive by North Vietnam, experimental models of the TOW-firing XM26 were taken out of storage and sent to South Vietnam to help stop the onslaught. The pilots had never fired a TOW missile before, and were given just crash courses. Despite having little training with the units, the pilots managed to hit targets with 151 of the 162 missiles fired in combat, including a pair of tanks. The airborne TOW launchers were known as “Hawks Claws” and were based at Camp Holloway. During the war 7,013 UH-1s served in Vietnam and of these 3,305 were destroyed. In total 1,074 pilots were killed, along with 1,103 other crew members.

The US Army phased out the UH-1 with the introduction of the UH-60 Black Hawk, although the Army UH-1 Residual Fleet had around 700 UH-1s that were to be retained until 2015, primarily in support of Army Aviation training at Fort Rucker and in selected Army National Guard units. Army support for the craft was intended to end in 2004. The UH-1 was retired from active Army service in 2005. In 2009, Army National Guard retirements of the UH-1 accelerated with the introduction of the UH-72 Lakota. The final UH-1 was retired in 2016.

U.S. Air Force

In October 1965, the United States Air Force (USAF) 20th Helicopter Squadron was formed at Tan Son Nhut Air Base in South Vietnam, equipped initially with CH-3C helicopters. By June 1967 the UH-1F and UH-1P were also added to the unit’s inventory, and by the end of the year the entire unit had shifted from Tan Son Nhut to Nakhon Phanom Royal Thai Air Force Base, with the CH-3s transferring to the 21st Helicopter Squadron. On 1st August 1968, the unit was redesignated the 20th Special Operations Squadron. The 20th SOS’s UH-1s were known as the Green Hornets, stemming from their color, a primarily green two-tone camouflage (green and tan) was carried, and radio call-sign “Hornet”. The main role of these helicopters were to insert and extract reconnaissance teams, provide cover for such operations, conduct psychological warfare, and other support roles for covert operations especially in Laos and Cambodia during the so-called Secret War.

USAF UH-1s were often equipped with automatic grenade launchers in place of the door guns. The XM-94 grenade launcher had been tested on Army aircraft before being used by the USAF. The unit was capable of firing 400 grenades per minute, up to 1,500 yards effective range.

Republic of Vietnam Air Force (VNAF) UH-1H lands during a combat mission in Southeast Asia in 1970

Today, the USAF uses the UH-1N for support of intercontinental ballistic missile sites, including transport of security personnel and distinguished visitors. On 24th September 2018, the USAF announced that the Boeing/Leonardo MH-139 (an AW-139 variant) had won a competition to replace the UH-1Ns.

U.S. Navy

The US Navy began acquiring UH-1B helicopters from the Army and these aircraft were modified into gunships with special gun mounts and radar altimeters and were known as Seawolves in service with Navy Helicopter Attack (Light) (HA(L)-3). UH-1C helicopters were also acquired in the 1970s. The Seawolves worked as a team with Navy river patrol operations.

Four years after the disestablishment of HA(L)-3, the Navy determined that it still had a need for gunships, establishing two new Naval Reserve Helicopter Attack (Light) Squadrons as part of the newly formed Commander, Helicopter Wing Reserve (COMHELWINGRES) in 1976. Helicopter Attack Squadron (Light) Five (HA(L)-5), nicknamed the “Blue Hawks”, was established at Naval Air Station Point Mugu, California on 11th June 1977 and its sister squadron, Helicopter Attack Squadron (Light) Four (HA(L)-4), known as the Red Wolves, was formed at Naval Air Station Norfolk, Virginia on 1st July 1976.

Operation Enduring Freedom

UH-1Hs were used by the American Drug Enforcement Administration (DEA) in counter-narcotics raids during the War in Afghanistan. Operated by contractors, these Hueys provide transportation, surveillance, and air support for DEA FAST teams. Four UH-1Hs and two Mi-17s were used in a raid in July 2009 which led to the arrest of an Afghan Border Police commander.

Argentina

Nine Argentine Army Aviation UH-1Hs and two Argentine Air Force Bell 212 were included with the aircraft deployed during the Falklands War. They performed general transport and SAR missions and were based at Port Stanley (BAM Puerto Argentino). Two of the Hueys were destroyed and, after the hostilities had ended, the balance were captured by the British. Three captured aircraft survive as museum pieces in England and Falklands.

UH-1Hs at Port Stanley Airport. These were transported to the islands by C-130H Hercules and did not have their rotors reattached yet.

Australia

The Royal Australian Air Force employed the UH-1H until 1989. Iroquois helicopters of No. 9 Squadron RAAF were deployed to South Vietnam in mid 1966 in support of the 1st Australian Task Force. In this role they were armed with single M60 doorguns. In 1969 four of No. 9 Squadron’s helicopters were converted to gunships (known as ‘Bushrangers’), armed with two fixed forward firing M134 7.62 mm minigun (one each side) and a 7-round rocket pod on each side. Aircrew were armed with twin M60 flexible mounts in each door. UH-1 helicopters were used in many roles including troop transport, medevac and Bushranger gunships for armed support. No. 35 Squadron and No. 5 Squadron also operated the Iroquois in various roles through the 1970s and 1980s. Between 1982 and 1986, the squadron contributed aircraft and aircrew to the Australian helicopter detachment which formed part of the Multinational Force and Observers peacekeeping force in the Sinai Peninsula, Egypt. In 1988 the RAAF began to re-equip with S-70A Blackhawks.

A 9th Sqn UH-1D in Vietnam, 1970

In 1989 and 1990 the RAAF’s UH-1H Iroquois were subsequently transferred to the 171st Aviation Squadron in Darwin, Northern Territory and the 5th Aviation Regiment based in Townsville, Queensland following the decision that all battlefield helicopters would be operated by the Australian Army. On 21st September 2007, the Australian Army retired the last of their Bell UH-1s. The last flight occurred in Brisbane on that day with the aircraft replaced by MRH-90 medium helicopters and Tiger armed reconnaissance helicopters.

The Royal Australian Navy’s 723 Squadron also operated seven UH-1B from 1964 to 1989, with three of these aircraft lost in accidents during that time. 723 Squadron deployed Iroquois aircraft and personnel as part of the Experimental Military Unit during the Vietnam War.

An Royal Australian Navy (RAN) UH-1B pole-mounted at Nowra

El Salvador

UH-1s were operated by El Salvador Air Force, being at its time the biggest and most experienced combat helicopter force in Central and South America, fighting during 10 years and being trained by US Army in tactics developed during the Vietnam War. UH-1M and UH-1H helicopters used by El Salvador were modified to carry bombs instead of rocket pods.

Germany

Dornier built 352 UH-1Ds under license from 1967 to 1981 for the German military (Bundeswehr). These saw service with the German Army and German Air Force as light utility helicopters and as search and rescue (SAR) helicopters, with the last ones retired on 12 April 2021.

German UH-1D

Israel

Israel withdrew its UH-1s from service in 2002, after thirty three years of service. They were replaced by Sikorsky UH-60 Blackhawk helicopters beginning with an initial batch of 10 delivered in 1994. While some were passed on to pro-Israeli militias in Lebanon, eleven other UH-1Ds were reportedly sold to a Singapore-based logging company but were, instead, delivered in October 1978 to the Rhodesian Air Force to skirt the UN endorsed embargo imposed during the Rhodesian Bush War.

Japan

Two UH-1s were deployed to Pakistan for earthquake disaster relief in 2005.[52] In 2010 after floods in Pakistan UH-1s were again deployed to the country to aid in disaster relief.

UH-1s of the Japan Ground Self-Defense Force were deployed for disaster relief after the 2011 Tōhoku earthquake and tsunami, and also conducted reconnaissance over the stricken Fukushima Daiichi Nuclear Power Plant.

A JGSDF Bell-Fuji UH-1H conducting Kashmir earthquake relief activities (2005)

The aircraft are also used to conduct water bombing against fires.

Lebanon

During the Battle of Nahr el-Bared camp in North Lebanon, the Lebanese army, lacking fixed-wing aircraft, modified the UH-1H to carry 500 lb (227 kg) Mark 82 bombs to strike militant positions, i.e. helicopter bombing. Special mounts engineered by the Lebanese army were added to the sides of each Huey to carry the high explosive bombs.

New Zealand

The Royal New Zealand Air Force had an active fleet of 13 Iroquois serving with No. 3 Squadron RNZAF. The first delivery was five UH-1D in 1966 followed in 1970 by nine UH-1H and one more UH-1H in 1976. All of the UH-1D aircraft were upgraded to 1H specification during the 1970s. Two ex-U.S. Army UH-1H attrition airframes were purchased in 1996. Three aircraft have been lost in accidents.

A Royal New Zealand Air Force No. 3 Squadron UH-1H Iroquois, November 2009

The RNZAF has retired the Iroquois, with the NHIndustries NH90 as its replacement. Eight active NH90 helicopters plus one spare have been procured. This process was initially expected to be completed by the end of 2013, but was delayed until 2016. Individual aircraft were retired as they reach their next major ‘group’ servicing intervals; the UH-1H was retired as the NH90 fleet stood up. On 21st May 2015, the remaining UH-1H fleet of six helicopters conducted a final tour of the country ahead of its planned retirement on 1st July. During 49 years of service the type had seen service in areas including the U.K., Southeast Asia, Timor, the Solomon Islands, various South Pacific nations, and the Antarctic.

Philippines

The Philippine Air Force (PAF) has a long history of acquiring United States Air Force assets, including Bell UH-1 helicopter. Francis Ford Coppola filmed Apocalypse Now in the Philippines primarily because President Ferdinand Marcos agreed to let Coppola use Philippine Hueys to film the iconic scene with Robert Duvall as Lt. Colonel Kilgore.

In 2013, the PAF was pursuing the acquisition of 21 additional UH-1H helicopters. Despite previous reports to acquire UH-1H variant, the UH-1D variant was delivered. Of the 21 UH-1D Huey helicopters agreed on the contract, only 13 were delivered and accepted before the termination of the contract due to delays in delivery.

Philippine Air Force Airmen with the 6th SOS unit of the USAF during a bilateral exercise

As of January 2021, the PAF has 13 UH-1H and 10 UH-1D helicopters that are operational. More than 12 non-operational UH-1 airframes are in storage, in need of spare parts and maintenance.

On 23rd January 2021 President Rodrigo Duterte announced a plan to retire all the remaining PAF UH-1 helicopters due to a series of crashes involving the type. The latest crash occurred on 16th January 2021, killing seven passengers and prompting the grounding of all Hueys for further inspection.

Rhodesia

Very late in the Rhodesian Bush War the Rhodesian Air Force obtained 11 former Israeli Agusta-Bell 205As, known in service as Cheetahs. After much work these then formed No. 8 Sqn Rhodesian Air Force and took part as troop transports in the counter-insurgency fight. One was lost in combat in September 1979, when hit in Mozambique by a RPG. At least another three were lost. The survivors were put up for sale in 1990.

Yemen

In July 2009, Yemen received four UH-1Hs. These remained grounded for almost all the time they were in Yemen; at least one helicopter was heavily damaged during Saudi-led airstrikes on Al Daylami and Al Anad Air bases.

UH-1C Huey “Easy Rider” 174th Assault Helicopter Company “Sharks”

Hobbymaster 1/72nd scale “Hueys” available from Flying Tigers.

Check out the latest 1/72nd scale Hobbymaster 1/72nd scale Hueys available to pre-order from Flying Tigers. Please click on the images or links below to go to the model pages to order your now.

HH1015 Hobbymaster 1/72nd scale UH-1B Iroquois 57th Medical Detachment, US Army, 1960s  RRP £76.00  Flying Tigers only £57.99

Iroquois 582081 was manufactured as a UH-1A at the Bell Helicopter Fort Worth, Texas facility and was delivered to the U.S. Army in 1962. The 57th Medical Detachment was the first helicopter medical evacuation unit in Vietnam arriving April 1962 and assumed the name “The Originals”. 58-2093 was assigned to the 57th MD. In September 1962 the UH-1A was re-designated UH-1B. The unit call sign was “Dust Off” and breaking with the usual procedures that changed the calls sign periodically the 57th was permitted to make it their permanent call sign.

HH1014 Hobbymaster 1/72nd scale UH-1C Huey “Easy Rider” 174th Assault Helicopter Company “Sharks”, 1970s  RRP £76.00  Flying Tigers only £57.99

In June 1966 the 174th (Sharks) Assault Helicopter Company asked the WWII Flying Tigers for permission to use their shark-mouth paint scheme and it was granted. UH-1C 66-15045 received the shark-mouth as well as the name Easy Rider, after the movie of the same name. On November 23, 1970 while flying an overnight mission, at low altitudes and in a mist the tail rotor struck trees which brought the copter down. Everyone on board survived. In 1971 the 174th ceased operations in Vietnam. Later UH-1M 66-15242 assumed the name Easy Rider.

Corgi Aviation Archive new model arrivals this week.

Check out the new tooling from Corgi Aviation Archive… 1/72nd scale Bristol Beaufort which has just arrived at Flying Tigers. Pre-orders are being dispatched ASAP and will be with you shortly.  This model has sold out at pre-order stage, but it might reappear with a few available soon , as I am waiting for replies from half a dozen customers whom I have not been able to contact to confirm their orders and payment. If I am unsuccessful these orders wil be cancelled and the models will be made available on the website.

Corgi Aviation Archive 1/72nd scale Bristol Beaufort Mk1 N1016 (OA-X), F/O Kenneth Campbell VC RAF St. Eval 1941  RRP £85.00  Flying Tigers only £75.99

As an Island nation, the protection of Britain’s sea lanes during the Second World War was a crucial battle which had to be won. Throughout the first few months of conflict, the German capital ship Gneisenau and her sister vessel Scharnhorst were posing a serious raiding threat and on receiving news that the ships had entered Brest harbour to undergo repairs in late March 1941, the RAF immediately planned raids intended to destroy, or at least damage the ships. On Sunday 6th April 1941, Bristol Beaufort Mk.I N1016 (OA-X) took off from RAF St. Eval in Cornwall and headed for a rallying point off the coast of France, close to the entrance to the harbour. Even though the weather was poor, they were surprised to find that they were the only aircraft to make it and with radio silence crucial to the success of the mission, the crew faced the decision whether to press on with their attack alone, or return to base. Although the odds were seriously stacked against them, they turned towards the heavily defended harbour and began their attack run, descending to almost wavetop height. Pilot Flying Officer Kenneth Campbell, expertly lined up his Beaufort for the optimum attack angle, passing so close to enemy shore batteries that they could hardly fail to hit their target, but only releasing the single torpedo when he was sure it would strike the warship.

Almost hitting the mast of the ship as the aircraft pulled away in a violent, banking turn, the Beaufort exposed its undersurfaces to the anti-aircraft gunners, who raked it with everything they had. Having sustained heavy damage during its attack run against Gneisenau, Bristol Beaufort N1016 crashed into the harbour almost immediately, tragically claiming the lives of all souls on board. Unbeknown to them, their attack had successful and the torpedo had blown a huge hole under the waterline of Gneisenau, causing it to return to the dry dock from where it had only just emerged, in need of further repairs. It would be out of commission for almost six months following the attack and it is impossible to gauge how many lives were saved and how much vital cargo reached its destination as a result of the heroic actions of this single Beaufort crew. Launching their attack alone, the selfless actions of Flying Officer Kenneth Campbell and his crew would have probably gone unheralded had it not been for the intervention of the French resistance. Sending a report on the condition of the German battleship back to British authorities, they also described the actions of this brave Beaufort crew and how they had paid the ultimate price whilst heroically performing their duty. For displaying valour in the face of extreme peril and without regard for his own safety, Flying Officer Kenneth Campbell was posthumously awarded the Victoria Cross, Britain’s highest award for valour in the presence of the enemy, an honour he would surely have gladly shared with the rest of his crew.

CC75001 Corgi 1250th scale Prince of Wales Class Carrier  RRP £63.00  Flying Tigers only £56.99

Queen Elizabeth-class aircraft carriers are the largest and most advanced warships ever built for the royal navy. They will be known as the U.K’s flagships as they embark on many vital global deployments over the next 50 years.

HMS Queen Elizabeth has already been accepted to the fleet, while HMS Prince of Wales has just been commissioned. She is the largest and most powerful vessel ever constructed for the Royal Navy. This awe-inspiring warship can carry up to 40 aircraft.

As well as state-of-the-art weaponry and communications systems, HMS Queen Elizabeth boasts five gyms, a chapel and a medical centre. The flight deck of the HMS Queen Elizabeth comes in at an enormous four acres and will be used to launch the fearsome new F-35 Lightning II Joint Strike Fighter. Four of these awesome fighter jets can be moved from the hangar to the flight deck in just one minute. The ship’s two propellors weigh 33 tonnes each. The powerplant behind them generates enough power to run 1,000 family cars.

These carriers are 280 metres long, displace 65,000 tonnes in weight and have a top speed of over 25 knots. Carrying a crew of between 700 and 1,600 (when all 36 F-35s are on board, these mighty ships also will carry 4 Merlin Helicopters. Six U.K shipyards were involved in the construction and during this, 250,000 kilometres of electrical cable was installed on each one!

Herpa New Model Announcements.

Check out the latest Herpa models which are now available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

572149 Herpa  1/200th scale Tupolev TU-22M3M “Backfire” – M3M prototype – RF-94267  RRP £74.00  Flying Tigers only £66.99

562812 Herpa Antonov 1/400 scale AN-225 Mriya & RKK Energiya Buran Space Orbiter (OK-1.01) Set – CCCP-82060  RRP £86.00  Flying Tigers only £77.99

580748 Herpa 1/72nd scale Luftwaffe Alpha Jet A Fighter-Bomber Wing 41 (JaBoG 41), Husum Air Base – 4051 RRP £64.00  Flying Tigers only £59.99

Next Hobbymaster model delivery delayed until approx 12th May (ship delayed at UK port).

Check out the next delivery of Hobbymaster models which are delayed until approx 12th May and are available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

HA6903 Hobbymaster 1/72nd scale Lockheed U-2S Dragon Lady 80-1074, Fairford AB, 2014  RRP £120.00  Flying Tigers only £89.99

HA4524 Hobbymaster 1/72nd scale F-15C Eagle “MiG Killer” 86-0169, Lt Col Cesar Rodriguez, March 24, 1999  RRP £100.00  Flying Tigers only £74.99

HA6614 Hobbymaster 1/72nd scale Eurofighter Typhoon FGR4 ZK343, 1(F) Sqn, RAF Lossiemouth, 2020  RRP £98.00  Flying Tigers only £73.99

HA6615 Hobbymaster 1/72nd scale Eurofighter Typhoon FGR4 ZK344, 1(F) Sqn, Op SHADER, RAF Akrotiri, March 2021  RRP £98.00  Flying Tigers only £73.99

HA6652 Hobbymaster 1/72nd scale Eurofighter Typhoon “Bavarian Tigers” 30+29, JG 74, Neurburg Air Base, 2013  RRP £102.00  Flying Tigers only £76.99

HA19029 Hobbymaster 1/72nd scale RF-4E Phantom II 47-6905, 501 SQ, JASDF “Final Year 2020” (with 3 types of recon pod)  RRP £102.00  Flying Tigers only £75.99

HA19030 Hobbymaster 1/72nd scale F-4F “Experimental Schema Wolkenmaus” 37+51, JG 71 “Richthofen”, Germany 1976  RRP £94.00  Flying Tigers only £69.99

HA19027 Hobbymaster 1/72nd scale McDonnell Douglas F-4D Phantom II 66-7733, 480th TFS, USAF, Phu Cat AB, 1969 (with 12 x Mk.82 bombs on underwings)  RRP £102.00  Flying Tigers only £74.99

HA1914B Hobbymaster 1/72nd scale McDonnell Douglas F-4D Phantom II 64-0935, ROKAF, late 1970s  RRP £94.00  Flying Tigers only £69.99

HA5120 Hobbymaster 1/72nd scale F/A-18F “Operation Inherent Resolve” 166620, VFA-103, USS Truman 2016  SORRY, SOLD OUT AT PRE-ORDER STAGE

HA5124 Hobbymaster 1/72nd scale McDonnell Douglas F/A-18E Super Hornet “Mako” Red 12, VFC-12, NAS Oceana, June 2021  RRP £120.00  Flying Tigers only £89.99

HA5239 Hobbymaster 1/72nd scale Grumman F-14B Tomcat 163217, VF-103, NAS Oceana, June 2005  RRP £132.00  Flying Tigers only £97.99

HA5607 Hobbymaster 1/72nd scale MiG-25PD Foxbat Blue 75, Soviet Air Force, 1979  RRP £122.00  Flying Tigers only £92.99

HA6406 Hobbymaster 1/72nd scale NSu-33 Flanker D Bort 70 “Major-General Timur Apakidze” SORRY, SOLD OUT AT PRE-ORDER STAGE

HA6802 Hobbymaster 1/72nd scale Su-57 Stealth Fighter (T-50-6-2) Bort 056, Russian Air Force, 2016  RRP £126.00  Flying Tigers only £94.99

HA4527 Hobbymaster 1/72nd scale McDonell Douglas F-15I Ra’am No.241, The Hammer Squadron, Israeli Air Force, 2010s  SORRY, SOLD OUT AT PRE-ORDER STAGE

HA3892 Hobbymaster  1/72nd scale Lockheed F-16AM “Solo Display 2015 Blizzard” FA-123, Belgium Air Force  RRP £91.00  Flying Tigers only £67.99

HA3893 Hobbymaster  1/72nd scale Lockheed F-16AM Fighting Falcon J-055, RNLAF “RIAT 2007”  RRP £96.00  Flying Tigers only £71.99

HA3399 Hobbymaster 1/72nd scale Northrop F-5E “Sinacat” J-3003, Swiss Armed Force Competition, 2001  RRP £78.00  Flying Tigers only £57.99

HA3360 Hobbymaster 1/72nd scale Northrop F-5E “PA CAPONA” J-3074, Swiss Air Force, 2017  RRP £74.00  Flying Tigers only £54.99

HA4424 Hobbymaster 1/72nd scale Lockheed Martin F-35A Lightning II 6677, ROC Air Force (pseudo scheme)  RRP £100.00  Flying Tigers only £74.99

HA4425 Hobbymaster 1/72nd scale Lockheed Martin F-35A Lightning II 18-001, ROKAF, 2018  RRP £100.00  Flying Tigers only £74.99

HA4427 Hobbymaster 1/72nd scale Lockheed Martin F-35A Lightning II A35-028, RAAF, “Exercise Arnhem Thunder 21” (Licensed Air Force Centenary Product) SORRY, SOLD OUT AT PRE-ORDER STAGE

HA4817 Hobbymaster 1/72nd scale Northrop Grumman E-2C Hawkeye 166503, VAW-120, US NAVY, 2010 (with special colour box) SORRY, SOLD OUT AT PRE-ORDER STAGE

HA7427 Hobbymaster 1/48th scale FW 190A-4 flown by Oblt. W. Nowotny, CO of 1./JG 54, Staraya Russa, March 1943  RRP £90.00  Flying Tigers only £67.99

HA8755 Hobbymaster 1/48th scale Messerschmitt BF 109G-6 Erich Hartmann Yellow 1, W.Nr. 20499, 9./JG 52, Oct 1943  RRP £86.00  Flying Tigers only £63.99

HA0308 Hobbymaster 1/32nd scale Grumman F6F-5 “Minis II” Commander Air Group 15, USS Essex (CV-9), 1944  RRP £222.00  Flying Tigers only £164.99

HA0309 Hobbymaster  1/32nd scale Grumman F6F-5 “Paper Doll” VF-27, USS Princeton (CVL-23), October 1944 RRP £222.00  Flying Tigers only £164.99- One left!

That is all for this week.

Thank you for reading this week’s Newsletter.

Richard.
Flying Tigers.

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The C-17 Globemaster III T-1 flies over Owens Valley, Calif., for a test sortie. Edwards welcomed home the aircraft after 208 days of life extension modifications in San Antonio. T-1 is the first Air Force C-17 built to perform developmental testing. The aircraft is scheduled to perform flight testing to include airdrop improvements and core-computer replacement testing. (Air Force photo)

The McDonnell Douglas/Boeing C-17 Globemaster III is a large military transport aircraft that was developed for the United States Air Force (USAF) from the 1980s to the early 1990s by McDonnell Douglas. The C-17 carries forward the name of two previous piston-engined military cargo aircraft, the Douglas C-74 Globemaster and the Douglas C-124 Globemaster II.

The C-17 is based upon the YC-15, a smaller prototype airlifter designed during the 1970s. It was designed to replace the Lockheed C-141 Starlifter, and also fulfill some of the duties of the Lockheed C-5 Galaxy. Compared to the YC-15, the redesigned airlifter differed in having swept wings, increased size, and more powerful engines. Development was protracted by a series of design issues, causing the company to incur a loss of nearly US$1.5 billion on the program’s development phase. On 15th September 1991, roughly one year behind schedule, the first C-17 performed its maiden flight. The C-17 formally entered USAF service on 17th January 1995. Boeing, which merged with McDonnell Douglas in 1997, continued to manufacture the C-17 for almost two decades. The final C-17 was completed at the Long Beach, California plant and flown on 29th November 2015.

The C-17 commonly performs tactical and strategic airlift missions, transporting troops and cargo throughout the world; additional roles include medical evacuation and airdrop duties. The transport is in service with the USAF along with air arms of India, the United Kingdom, Australia, Canada, Qatar, the United Arab Emirates, Kuwait, and the Europe-based multilateral organization Heavy Airlift Wing. The type played a key logistical role during both Operation Enduring Freedom in Afghanistan and Operation Iraqi Freedom in Iraq, as well as in providing humanitarian aid in the aftermath of various natural disasters, including the 2010 Haiti earthquake and the 2011 Sindh floods.

Development

Background and design phase

In the 1970s, the U.S. Air Force began looking for a replacement for its Lockheed C-130 Hercules tactical cargo aircraft. The Advanced Medium STOL Transport (AMST) competition was held, with Boeing proposing the YC-14, and McDonnell Douglas proposing the YC-15. Though both entrants exceeded specified requirements, the AMST competition was canceled before a winner was selected. The USAF started the C-X program in November 1979 to develop a larger AMST with longer range to augment its strategic airlift.

By 1980, the USAF had a large fleet of aging C-141 Starlifter cargo aircraft. Compounding matters, increased strategic airlift capabilities was needed to fulfill its rapid-deployment airlift requirements. The USAF set mission requirements and released a request for proposals (RFP) for C-X in October 1980. McDonnell Douglas chose to develop a new aircraft based on the YC-15. Boeing bid an enlarged three-engine version of its AMST YC-14. Lockheed submitted both a C-5-based design and an enlarged C-141 design. On 28th August 1981, McDonnell Douglas was chosen to build its proposal, then designated C-17. Compared to the YC-15, the new aircraft differed in having swept wings, increased size, and more powerful engines. This would allow it to perform the work done by the C-141, and to fulfill some of the duties of the Lockheed C-5 Galaxy, freeing the C-5 fleet for outsize cargo.

The McDonnell Douglas YC-15 design was used as the basis for the C-17.

Alternative proposals were pursued to fill airlift needs after the C-X contest. These were lengthening of C-141As into C-141Bs, ordering more C-5s, continued purchases of KC-10s, and expansion of the Civil Reserve Air Fleet. Limited budgets reduced program funding, requiring a delay of four years. During this time contracts were awarded for preliminary design work and for the completion of engine certification. In December 1985, a full-scale development contract was awarded, under Program Manager Bob Clepper. At this time, first flight was planned for 1990. The USAF had formed a requirement for 210 aircraft.

Development problems and limited funding caused delays in the late 1980s. Criticisms were made of the developing aircraft and questions were raised about more cost-effective alternatives during this time. In April 1990, Secretary of Defense Dick Cheney reduced the order from 210 to 120 aircraft. The maiden flight of the C-17 took place on 15th September 1991 from the McDonnell Douglas’s plant in Long Beach, California, about a year behind schedule. The first aircraft (T-1) and five more production models (P1-P5) participated in extensive flight testing and evaluation at Edwards Air Force Base. Two complete airframes were built for static and repeated load testing.

Development difficulties

A static test of the C-17 wing in October 1992 resulted in its failure at 128% of design limit load, below the 150% requirement. Both wings buckled rear to the front and failures occurred in stringers, spars, and ribs. Some $100 million were spent to redesign the wing structure; the wing failed at 145% during a second test in September 1993. A review of the test data, however, showed that the wing was not loaded correctly and did indeed meet the requirement. The C-17 received the “Globemaster III” name in early 1993. In late 1993, the Department of Defense (DoD) gave the contractor two years to solve production issues and cost overruns or face the contract’s termination after the delivery of the 40th aircraft. By accepting the 1993 terms, McDonnell Douglas incurred a loss of nearly US$1.5 billion on the program’s development phase.

In April 1994, the program remained over budget and did not meet weight, fuel burn, payload, and range specifications. It failed several key criteria during airworthiness evaluation tests. Problems were found with the mission software, landing gear, and other areas. In May 1994, it was proposed to cut production to as few as 32 aircraft; these cuts were later rescinded. A July 1994 Government Accountability Office (GAO) report revealed that USAF and DoD studies from 1986 and 1991 stated the C-17 could use 6,400 more runways outside the U.S. than the C-5, but these studies had only considered runway dimensions, but not runway strength or load classification numbers (LCN). The C-5 has a lower LCN, but the USAF classifies both in the same broad load classification group. When considering runway dimensions and load ratings, the C-17’s worldwide runway advantage over the C-5 shrank from 6,400 to 911 airfields. The report also stated “current military doctrine that does not reflect the use of small, austere airfields”, thus the C-17’s short field capability was not considered.

A C-17 evacuating 823 passengers out of Kabul on 15th August 2021

A January 1995 GAO report stated that the USAF originally planned to order 210 C-17s at a cost of $41.8 billion, and that the 120 aircraft on order were to cost $39.5 billion based on a 1992 estimate. In March 1994, the U.S. Army decided it did not need the 60,000 lb (27,000 kg) low-altitude parachute-extraction system delivery with the C-17 and that the C-130’s 42,000 lb (19,000 kg) capability was sufficient. C-17 testing was limited to this lower weight. Airflow issues prevented the C-17 from meeting airdrop requirements. A February 1997 GAO report revealed that a C-17 with a full payload could not land on 3,000 ft (910 m) wet runways; simulations suggested a distance of 5,000 ft (1,500 m) was required. The YC-15 was transferred to AMARC to be made flightworthy again for further flight tests for the C-17 program in March 1997.

By September 1995, most of the prior issues were reportedly resolved and the C-17 was meeting all performance and reliability targets. The first USAF squadron was declared operational in January 1995.

Production and deliveries

In 1996, the DoD ordered another 80 aircraft for a total of 120. In 1997, McDonnell Douglas merged with domestic competitor Boeing. In April 1999, Boeing offered to cut the C-17’s unit price if the USAF bought 60 more; in August 2002, the order was increased to 180 aircraft. In 2007, 190 C-17s were on order for the USAF. On 6 February 2009, Boeing was awarded a $2.95 billion contract for 15 additional C-17s, increasing the total USAF fleet to 205 and extending production from August 2009 to August 2010. On 6th April 2009, U.S. Secretary of Defense Robert Gates stated that there would be no more C-17s ordered beyond the 205 planned. However, on 12 June 2009, the House Armed Services Air and Land Forces Subcommittee added a further 17 C-17s.

Paratroopers dropping from a C-17 during a training exercise in 2010

In 2010, Boeing reduced the production rate to 10 aircraft per year from a high of 16 per year, due to dwindling orders and to extend the production line’s life while additional orders were sought. The workforce was reduced by about 1,100 through 2012, a second shift at the Long Beach plant was also eliminated. By April 2011, 230 production C-17s had been delivered, including 210 to the USAF. The C-17 prototype “T-1” was retired in 2012 after use as a testbed by the USAF. In January 2010, the USAF announced the end of Boeing’s performance-based logistics contracts to maintain the type. On 19th June 2012, the USAF ordered its 224th and final C-17 to replace one that crashed in Alaska in July 2010.

In September 2013, Boeing announced that C-17 production was starting to close down. In October 2014, the main wing spar of the 279th and last aircraft was completed; this C-17 was delivered in 2015, after which Boeing closed the Long Beach plant. Production of spare components was to continue until at least 2017. The C-17 is projected to be in service for several decades. In February 2014, Boeing was engaged in sales talks with “five or six” countries for the remaining 15 C-17s; thus Boeing decided to build 10 aircraft without confirmed buyers in anticipation of future purchases.

In May 2015, The Wall Street Journal reported that Boeing expected to book a charge of under $100 million and cut 3,000 positions associated with the C-17 program, and it also suggested that Airbus’ lower cost A400M Atlas has taken international sales away from the C-17.

Design

The C-17 Globemaster III is a strategic transport aircraft, able to airlift cargo close to a battle area. The size and weight of U.S. mechanized firepower and equipment have grown in recent decades from increased air mobility requirements, particularly for large or heavy non-palletized outsize cargo. It has a length of 174 feet (53 m) and a wingspan of 169 feet 10 inches (51.77 m), and uses about 8% composite materials, mostly in secondary structure and control surfaces.

Cockpit of a C-17

The C-17 is powered by four Pratt & Whitney F117-PW-100 turbofan engines, which are based on the commercial Pratt and Whitney PW2040 used on the Boeing 757. Each engine is rated at 40,400 lbf (180 kN) of thrust. The engine’s thrust reversers direct engine exhaust air upwards and forward, reducing the chances of foreign object damage by ingestion of runway debris, and providing enough reverse thrust to back up the aircraft while taxiing. The thrust reversers can also be used in flight at idle-reverse for added drag in maximum-rate descents. In vortex surfing tests performed by two C-17s, up to 10% fuel savings were reported.

For cargo operations the C-17 requires a crew of three: pilot, copilot, and loadmaster. The cargo compartment is 88 feet (27 m) long by 18 feet (5.5 m) wide by 12 feet 4 inches (3.76 m) high. The cargo floor has rollers for palletized cargo but it can be flipped to provide a flat floor suitable for vehicles and other rolling stock. Cargo is loaded through a large aft ramp that accommodates rolling stock, such as a 69-ton (63-metric ton) M1 Abrams main battle tank, other armored vehicles, trucks, and trailers, along with palletized cargo.

Maximum payload of the C-17 is 170,900 pounds (77,500 kg; 85.5 short tons), and its maximum takeoff weight is 585,000 pounds (265,000 kg). With a payload of 160,000 pounds (73,000 kg) and an initial cruise altitude of 28,000 ft (8,500 m), the C-17 has an unrefueled range of about 2,400 nautical miles (4,400 kilometres) on the first 71 aircraft, and 2,800 nautical miles (5,200 kilometres) on all subsequent extended-range models that include a sealed center wing bay as a fuel tank. Boeing informally calls these aircraft the C-17 ER. The C-17’s cruise speed is about 450 knots (830 km/h) (Mach 0.74). It is designed to airdrop 102 paratroopers and their equipment. According to Boeing the maximum unloaded range is 6,230 nautical miles (10,026 Kilometers).

A Royal Australian Air Force C-17 landing at Kharkiv International Airport, showing its landing gear

The C-17 is designed to operate from runways as short as 3,500 ft (1,100 m) and as narrow as 90 ft (27 m). The C-17 can also operate from unpaved, unimproved runways (although with greater chance to damage the aircraft). The thrust reversers can be used to move the aircraft backwards and reverse direction on narrow taxiways using a three- (or more) point turn. The plane is designed for 20 man-hours of maintenance per flight hour, and a 74% mission availability rate.

Operational history

United States Air Force

The first production C-17 was delivered to Charleston Air Force Base, South Carolina, on 14th July 1993. The first C-17 unit, the 17th Airlift Squadron, became operationally ready on 17th January 1995. It has broken 22 records for oversized payloads. The C-17 was awarded U.S. aviation’s most prestigious award, the Collier Trophy, in 1994. A Congressional report on operations in Kosovo and Operation Allied Force noted “One of the great success stories…was the performance of the Air Force’s C-17A” It flew half of the strategic airlift missions in the operation, the type could use small airfields, easing operations; rapid turnaround times also led to efficient utilization.

In 2006, eight C-17s were delivered to March Joint Air Reserve Base, California; controlled by the Air Force Reserve Command (AFRC), assigned to the 452d Air Mobility Wing and subsequently assigned to AMC’s 436th Airlift Wing and its AFRC “associate” unit, the 512th Airlift Wing, at Dover Air Force Base, Delaware, supplementing the Lockheed C-5 Galaxy. The Mississippi Air National Guard’s 172 Airlift Group received their first of eight C-17s in 2006. In 2011, the New York Air National Guard’s 105th Airlift Wing at Stewart Air National Guard Base transitioned from the C-5 to the C-17.

Thirteen C-17 Globemaster III aircraft fly over the Blue Ridge Mountains in Virginia during low level tactical training Dec. 20, 2005. These C-17 planes are assigned to the 437th and 315th Airlift Wings at Charleston Air Force Base, S.C.

C-17s delivered military supplies during Operation Enduring Freedom in Afghanistan and Operation Iraqi Freedom in Iraq as well as humanitarian aid in the aftermath of the 2010 Haiti earthquake, and the 2011 Sindh floods, delivering thousands of food rations, tons of medical and emergency supplies. On 26th March 2003, 15 USAF C-17s participated in the biggest combat airdrop since the United States invasion of Panama in December 1989: the night-time airdrop of 1,000 paratroopers from the 173rd Airborne Brigade occurred over Bashur, Iraq. These airdrops were followed by C-17s ferrying M1 Abrams, M2 Bradleys, M113s and artillery. USAF C-17s have also assisted allies in their airlift requirements, such as Canadian vehicles to Afghanistan in 2003 and Australian forces during the Australian-led military deployment to East Timor in 2006. In 2006, USAF C-17s flew 15 Canadian Leopard C2 tanks from Kyrgyzstan into Kandahar in support of NATO’s Afghanistan mission. In 2013, five USAF C-17s supported French operations in Mali, operating with other nations’ C-17s (RAF, NATO and RCAF deployed a single C-17 each).

Since 1999, C-17s have been flying annually to Antarctica on Operation Deep Freeze in support of the US Antarctic Research Program, replacing the C-141s used in prior years. The initial flight was flown by the USAF 62nd Airlift Wing. The C-17s fly round trip between Christchurch Airport and McMurdo Station around October each year and take 5 hours to fly each way. In 2006, the C-17 flew its first Antarctic airdrop mission, delivering 70 000 pounds of supplies. Subsequent air drops continued during the four subsequent years.

The U.S. Presidential Limousine is transported by a C-17 for long-distance trips.

A C-17 accompanies the President of the United States on his visits to both domestic and foreign arrangements, consultations, and meetings. It is used to transport the Presidential Limousine, Marine One, and security detachments. On several occasions, a C-17 has been used to transport the President himself, temporarily gaining the Air Force One call sign while doing so.

Debate arose over follow-on C-17 orders, the USAF requested line shutdown while Congress called for further production. In FY2007, the USAF requested $1.6 billion in response to “excessive combat use” on the C-17 fleet. In 2008, USAF General Arthur Lichte, Commander of Air Mobility Command, indicated before a House of Representatives subcommittee on air and land forces a need to extend production to another 15 aircraft to increase the total to 205, and that C-17 production may continue to satisfy airlift requirements. The USAF finally decided to cap its C-17 fleet at 223 aircraft; the final delivery was on 12th September 2013.

In 2015, as part of a missile-defense test at Wake Island, simulated medium-range ballistic missiles were launched from C-17s against THAAD missile defense systems and the USS John Paul Jones (DDG-53). In early 2020, palletized munitions–”Combat Expendable Platforms”– were tested from C-17s and C-130Js with results the USAF considered positive.

Paratroopers from the 82nd Airborne Division, sit strapped into a C-17A Globemaster III before they airdrop during Joint Operational Access Exercise at Pope Air Force Base, N.C., Feb. 9, 2011. JOAX is a two week exercise that includes large package week and joint operational access. It includes the 82nd Airborne Division, Air Force C-130 Hercules, C-17 Globemaster III aircraft and various other Air Force support assets such as Security Forces, Contingency Response Group, and tactical air control party members. The exercise prepares the Air Force and Army to respond to world-wide crisis and contingencies. (U.S. Air Force photo/Staff Sgt. Greg C. Biondo)(Released)..

On 15th August 2021, USAF C-17 02-1109 from the 62nd Airlift Wing and 446th Airlift Wing at Joint Base Lewis-McChord departed Hamid Karzai International Airport in Kabul, Afghanistan, while crowds of people trying to escape the 2021 Taliban offensive ran alongside the aircraft. The C-17 lifted off with people holding on to the outside, and at least two died after falling from the aircraft. There were an unknown number possibly crushed and killed by the landing gear retracting, with human remains found in the landing-gear stowage. Also that day, C-17 01-0186 from the 816th Expeditionary Airlift Squadron at Al Udeid Air Base transported 823 Afghan citizens from Hamid Karzai International Airport on a single flight, setting a new record for the type which was previously over 670 people during a 2013 typhoon evacuation from Tacloban, Philippines.

Royal Air Force

Boeing marketed the C-17 to many European nations including Belgium, Germany, France, Italy, Spain and the United Kingdom. The Royal Air Force (RAF) has established an aim of having interoperability and some weapons and capabilities commonality with the USAF. The 1998 Strategic Defence Review identified a requirement for a strategic airlifter. The Short-Term Strategic Airlift competition commenced in September of that year, but the tender was canceled in August 1999 with some bids identified by ministers as too expensive, including the Boeing/BAe C-17 bid, and others unsuitable. The project continued, with the C-17 seen as the favorite. In the light of Airbus A400M delays, the UK Secretary of State for Defence, Geoff Hoon, announced in May 2000 that the RAF would lease four C-17s at an annual cost of £100 million from Boeing for an initial seven years with an optional two-year extension. The RAF had the option to buy or return the aircraft to Boeing. The UK committed to upgrading its C-17s in line with the USAF so that if they were returned, the USAF could adopt them. The lease agreement restricted the C-17’s operational use, meaning that the RAF could not use them for para-drop, airdrop, rough field, low-level operations and air to air refueling.

A Royal Air Force 99 Squadron C17 aircraft taking off from RAF Brize Norton providing air transport assistance to France for the Central African Republic (CAR).

The first C-17 was delivered to the RAF at Boeing’s Long Beach facility on 17th May 2001 and flown to RAF Brize Norton by a crew from No. 99 Squadron. The RAF’s fourth C-17 was delivered on 24th August 2001. The RAF aircraft were some of the first to take advantage of the new center wing fuel tank found in Block 13 aircraft. In RAF service, the C-17 has not been given an official service name and designation (for example, C-130J referred to as Hercules C4 or C5), but is referred to simply as the C-17 or “C-17A Globemaster”. Although it was to be a fallback for the A400M, the Ministry of Defence (MoD) announced on 21 July 2004 that they had elected to buy their four C-17s at the end of the lease, though the A400M appeared to be closer to production. The C-17 gives the RAF strategic capabilities that it would not wish to lose, for example a maximum payload of 169,500 pounds (76,900 kg) compared to the A400M’s 82,000 pounds (37,000 kg). The C-17’s capabilities allow the RAF to use it as an airborne hospital for medical evacuation missions.

Another C-17 was ordered in August 2006, and delivered on 22 February 2008. The four leased C-17s were to be purchased later in 2008. Due to fears that the A400M may suffer further delays, the MoD announced in 2006 that it planned to acquire three more C-17s, for a total of eight, with delivery in 2009–2010. On 3th December 2007, the MoD announced a contract for a sixth C-17, which was received on 11th June 2008. On 18 December 2009, Boeing confirmed that the RAF had ordered a seventh C-17, which was delivered on 16 November 2010. The UK announced the purchase of its eighth C-17 in February 2012. The RAF showed interest in buying a ninth C-17 in November 2013.

On 13th January 2013, the RAF deployed two C-17s from RAF Brize Norton to the French Évreux Air Base, transporting French armored vehicles to the Malian capital of Bamako during the French intervention in Mali. In June 2015, an RAF C-17 was used to medically evacuate four victims of the 2015 Sousse attacks from Tunisia.

Royal Australian Air Force

The Royal Australian Air Force (RAAF) began investigating an acquisition of strategic transport aircraft in 2005. In late 2005, the then Minister for Defence Robert Hill stated that such aircraft were being considered due to the limited availability of strategic airlift aircraft from partner nations and air freight companies. The C-17 was considered to be favored over the A400M as it was a “proven aircraft” and in production. One major RAAF requirement was the ability to airlift the Army’s M1 Abrams tanks; another requirement was immediate delivery. Though unstated, commonality with the USAF and the RAF was also considered advantageous. RAAF aircraft were ordered directly from the USAF production run and are identical to American C-17s even in paint scheme, the only difference being the national markings, allowing deliveries to commence within nine months of commitment to the program.

On 2nd March 2006, the Australian government announced the purchase of three aircraft and one option with an entry into service date of 2006. In July 2006 a fixed price contract was awarded to Boeing to deliver four C-17s for US$780M (A$1bn). Australia also signed a US$80.7M contract to join the global ‘virtual fleet’ C-17 sustainment program and the RAAF’s C-17s will receive the same upgrades as the USAF’s fleet.

An RAAF C-17 in 2010

The RAAF took delivery of its first C-17 in a ceremony at Boeing’s plant at Long Beach, California on 28th November 2006. Several days later the aircraft flew from Hickam Air Force Base, Hawaii to Defence Establishment Fairbairn, Canberra, arriving on 4th December 2006. The aircraft was formally accepted in a ceremony at Fairbairn shortly after arrival. The second aircraft was delivered to the RAAF on 11 May 2007 and the third was delivered on 18th December 2007. The fourth Australian C-17 was delivered on 19th January 2008. All the Australian C-17s are operated by No. 36 Squadron and are based at RAAF Base Amberley in Queensland.

On 18th April 2011, Boeing announced that Australia had signed an agreement with the U.S. government to acquire a fifth C-17 due to an increased demand for humanitarian and disaster relief missions. The aircraft was delivered to the RAAF on 14th September 2011. On 23rd September 2011, Australian Minister for Defence Materiel Jason Clare announced that the government was seeking information from the U.S. about the price and delivery schedule for a sixth Globemaster. In November 2011, Australia requested a sixth C-17 through the U.S. Foreign Military Sales program; it was ordered in June 2012, and was delivered on 1st November 2012.

In August 2014, Defence Minister David Johnston announced the intention to purchase one or two additional C-17s. On 3rd October 2014, Johnston announced the government’s approval to buy two C-17s at a total cost of US$770M (A$1bn). The United States Congress approved the sale under the Foreign Military Sales program. Prime Minister Tony Abbott confirmed in April 2015 that two additional aircraft were to be ordered, with both delivered by 4th November 2015; these added to the six C-17s it had as of 2015.

Royal Canadian Air Force

The Canadian Forces had a long-standing need for strategic airlift for military and humanitarian operations around the world. It had followed a pattern similar to the German Air Force in leasing Antonovs and Ilyushins for many requirements, including deploying the Disaster Assistance Response Team to tsunami-stricken Sri Lanka in 2005; the Canadian Forces had relied entirely on leased An-124 Ruslan for a Canadian Army deployment to Haiti in 2003. A combination of leased Ruslans, Ilyushins and USAF C-17s was also used to move heavy equipment to Afghanistan. In 2002, the Canadian Forces Future Strategic Airlifter Project began to study alternatives, including long-term leasing arrangements.

On 5th July 2006, the Canadian government issued a notice of intent to negotiate with Boeing to procure four airlifters for the Canadian Forces Air Command (Royal Canadian Air Force after August 2011). On 1st February 2007, Canada awarded a contract for four C-17s with delivery beginning in August 2007. Like Australia, Canada was granted airframes originally slated for the USAF to accelerate delivery. The official Canadian designation is CC-177 Globemaster III.

A Royal Canadian Air Force C-17 (code 177703) departs the 2017 Royal International Air Tattoo, RAF Fairford, England

On 23rd July 2007, the first Canadian C-17 made its initial flight. It was turned over to Canada on 8th August, and participated at the Abbotsford International Airshow on 11th August prior to arriving at its new home base at 8 Wing, CFB Trenton, Ontario on 12th August. Its first operational mission was to deliver disaster relief to Jamaica following Hurricane Dean that month. The last of the initial four aircraft was delivered in April 2008. On 19th December 2014, it was reported that Canada intended to purchase one more C-17. On 30th March 2015, Canada’s fifth C-17 arrived at CFB Trenton. The aircraft are assigned to 429 Transport Squadron based at CFB Trenton.

On 14th April 2010, a Canadian C-17 landed for the first time at CFS Alert, the world’s most northerly airport. Canadian Globemasters have been deployed in support of numerous missions worldwide, including Operation Hestia after the earthquake in Haiti, providing airlift as part of Operation Mobile and support to the Canadian mission in Afghanistan. After Typhoon Haiyan hit the Philippines in 2013, Canadian C-17s established an air bridge between the two nations, deploying Canada’s DART and delivering humanitarian supplies and equipment. In 2014, they supported Operation Reassurance and Operation Impact.

Strategic Airlift Capability program

At the 2006 Farnborough Airshow, a number of NATO member nations signed a letter of intent to jointly purchase and operate several C-17s within the Strategic Airlift Capability (SAC). SAC members are Bulgaria, Estonia, Hungary, Lithuania, the Netherlands, Norway, Poland, Romania, Slovenia, the U.S., along with two Partnership for Peace countries Finland and Sweden as of 2010. The purchase was for two C-17s, and a third was contributed by the U.S. On 14th July 2009, Boeing delivered the first C-17 under the SAC program. The second and third C-17s were delivered in September and October 2009.

One of the Strategic Airlift Capability C-17s

The SAC C-17s are based at Pápa Air Base, Hungary. The Heavy Airlift Wing is hosted by Hungary, which acts as the flag nation. The aircraft are manned in similar fashion as the NATO E-3 AWACS aircraft. The C-17 flight crew are multi-national, but each mission is assigned to an individual member nation based on the SAC’s annual flight hour share agreement. The NATO Airlift Management Programme Office (NAMPO) provides management and support for the Heavy Airlift Wing. NAMPO is a part of the NATO Support Agency (NSPA). In September 2014, Boeing stated that the three C-17s supporting SAC missions had achieved a readiness rate of nearly 94 percent over the last five years and supported over 1,000 missions.

Indian Air Force

In June 2009, the Indian Air Force (IAF) selected the C-17 for its Very Heavy Lift Transport Aircraft requirement to replace several types of transport aircraft. In January 2010, India requested 10 C-17s through the U.S.’s Foreign Military Sales program, the sale was approved by Congress in June 2010. On 23rd June 2010, the IAF successfully test-landed a USAF C-17 at the Gaggal Airport, India to complete the IAF’s C-17 trials. In February 2011, the IAF and Boeing agreed terms for the order of 10 C-17s with an option for six more; the US$4.1 billion order was approved by the Indian Cabinet Committee on Security on 6th June 2011. Deliveries began in June 2013 and were to continue to 2014. In 2012, the IAF reportedly finalized plans to buy six more C-17s in its five-year plan for 2017–2022.

It provides strategic airlift, the ability to deploy special forces, and to operate in diverse terrain – from Himalayan air bases in North India at 13,000 ft (4,000 m) to Indian Ocean bases in South India. The C-17s are based at Hindon Air Force Station and are operated by No. 81 Squadron IAF Skylords. The first C-17 was delivered in January 2013 for testing and training; it was officially accepted on 11th June 2013. The second C-17 was delivered on 23rd July 2013 and put into service immediately. IAF Chief of Air Staff Norman AK Browne called it “a major component in the IAF’s modernization drive” while taking delivery of the aircraft at Boeing’s Long Beach factory. On 2nd September 2013, the Skylords squadron with three C-17s officially entered IAF service.

IAF C-17s

The Skylords regularly fly missions within India, such as to high-altitude bases at Leh and Thoise. The IAF first used the C-17 to transport an infantry battalion’s equipment to Port Blair on Andaman Islands on 1st July 2013. Foreign deployments to date include Tajikistan in August 2013, and Rwanda to support Indian peacekeepers. One C-17 was used for transporting relief materials during Cyclone Phailin.

The sixth aircraft was received in July 2014. In June 2017, the U.S. Department of State approved the potential sale of one C-17 to India under a proposed $366 million U.S. Foreign Military Sale. This aircraft, the last C-17 produced, increased the IAF’s fleet to 11 C-17s. In March 2018, a contract was awarded for completion by 22 August 2019.

Qatar

Boeing delivered Qatar’s first C-17 on 11th August 2009 and the second on 10 September 2009 for the Qatar Emiri Air Force. Qatar received its third C-17 in 2012, and fourth C-17 was received on 10th December 2012. In June 2013, The New York Times reported that Qatar was allegedly using its C-17s to ship weapons from Libya to the Syrian opposition during the civil war via Turkey. On 15th June 2015, it was announced at the Paris Airshow that Qatar agreed to order four additional C-17s from the five remaining “white tail” C-17s to double Qatar’s C-17 fleet. One Qatari C-17 bears the civilian markings of government-owned Qatar Airways, although the airplane is owned and operated by the Qatar Emiri Air Force. This is because some airports are closed to airplanes with military markings.

Qatar Emiri Air Force C-17

United Arab Emirates

In February 2009, the United Arab Emirates Air Force agreed to buy four C-17s. In January 2010, a contract was signed for six C-17s. In May 2011, the first C-17 was handed over and the final was received in June 2012.

Kuwait

Kuwait requested the purchase of one C-17 in September 2010 and a second in April 2013 through the U.S.’s Foreign Military Sales (FMS) program.The nation ordered two C-17s; the first was delivered on 13th February 2014.

A Kuwait Air Force C-17 in 2015

Boeing C-17 Globemaster III models available from Flying Tigers

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G2RAA992 Gemini Jets 1/200th scale Royal Australian Air Force Boeing C-17A Globemaster III  RRP £140.00  Flying Tigers only £109.99

G2AFO1006 Gemini Jets 1/200th scale USAF Boeing C-17A Globemaster III Altus AFB  RRP £142.00  Flying Tigers only £119.99

G2AFO1059 Gemini Jets 1/200th scale Boeing C-17 Globemaster III USAF 05-5140 March AFB  RRP £149.00  Flying Tigers only £124.99

GMRAA109 Gemini Jets 1/400th scale Royal Australian Air Force Boeing C-17 Globemaster III  RRP £54.00  Flying Tigers only £44.99

535915 Herpa 1/500th scale Kuwait Air Force – Boeing C-17A Globemaster III – 41st Transport Squadron, Abdullah Al-Mubarak Air Base – KAF-342  RRP £35.50  Flying Tigers only £31.99

Calibre Wings , Corgi Aviation Archive and Modelyletadel New Model Arrivals!

The following models have just arrived at Flying Tigers . Pre-ordered models will be dispatched in the next couple of days. Please click on the images/ link below to order yours now.

CA721416 Calibre Wings 1/72nd scale Grumman F-14A Tomcat VF-102 Diamondbacks Buno 159466 USS America  RRP £165.00  Flying Tigers only £129.99

AA27707 Corgi Aviation Archive 1/72nd scale North American P-51D Mustang 44 14164 E2 D Detroit Miss Lt. Urban L Drew 375th FS 361st FG RA  RRP £60.00  Flying Tigers only £53.99

MLCZ7218 Modelyletadel 1/72nd scale Aero L-29 Delfin Tactical Air Services Reno, USA, 2009  RRP £60.00  Flying Tigers only £48.99

MLCZ7219 Modelyletadel 1/72nd scale Aero L-29 Delfin Slovak Air Force, Air Wing Malacky-Kuchyna  RRP £60.00  Flying Tigers only £48.99

MLCZ7220 Modelyletadel 1/72nd scale Aero L-29 Delfin Rosto/Dosaaf Voluntary Defense Sports Organizationla-0819  RRP £60.00  Flying Tigers only £48.99

Hobbymaster models delayed until due w/c 7th March

Check out the next delivery of Hobbymaster models which are arriving at Flying Tigers next week and are available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

HA19028 Hobbymaster 1/72nd scale F-4E “Gunsmoke ’89 Competition” 74-1040 “TX”, ,704 TFS, Nellis AB, 1989  RRP £90.00 Flying Tigers only £67.99

HA2713B Hobbymaster 1/72nd scale Japan F-2A Jet Fighter 13-8557, 8th Tactical Fighter Squadron, JASDF (with 2 x AAM-5, 4 x ASM-2) RRP £94.00  Flying Tigers only £69.99

HA2720 Hobbymaster 1/72nd scale Japan F-2A Jet Fighter 13-8508, 8SQ, JASDF, Tsuiki AB, 2018  RRP £94.00  Flying Tigers only £69.99

HA1062 Hobbymaster 1/72nd scale TF-104G Starfighter 27+79, MFG 2, Marineflieger, 1985  RRP £78.00  Flying Tigers only £57.99, Sorry… sold out at pre-order stage.

HA1049 Hobbymaster 1/72nd scale F-104G Starfighter 26+69, MFG 2, Marineflieger, 1985  RRP £78.00  Flying Tigers only £57.99, Sorry… sold out at pre-order stage.

HA3114 Hobbymaster 1/72nd scale F-102A Delta Dagger 70907, 460th FIS, 337th FG, Portland IAP, 1962  RRP £91.00  Flying Tigers only £67.99

HA3826 Hobbymaster 1/72nd scale Lockheed KF-16C Fighting Falcon 93-100, 20th Fighter Wing, ROKAF, April 2020  RRP £90.00  Flying Tigers only £67.99

HA3891 Hobbymaster 1/72nd scale Lockheed KF-16D Fighting Falcon 92-047, 20th Fighter Wing, ROKAF, April 2020  RRP £92.00  Flying Tigers only £67.99, Sorry sold out at pre-order stage.

HA4526 Hobbymaster  1/72nd scale McDonell Douglas F-15E Strike Eagle “Tiger Meet of Americas 2005”  RRP £106.00  Flying Tigers only £79.99

HA5010B Hobbymaster 1/72nd scale Grummman EA-6B Prowler 160437, VAQ-142, Bagram Airfield, Afghanistan “Operation Iraqi Freedom” (no “shark mouth painting”)  RRP £118.00  Flying Tigers only £84.99

HA5120 Hobbymaster 1/72nd scale F/A-18F “Operation Inherent Resolve” 166620, VFA-103, USS Truman 2016  RRP £120.00  Flying Tigers only ££89.99.    Sorry, sold out at pre-order stage.

HA5708 Hobbymaster 1/72nd scale Su-35S Flanker E Red 04/RF-95241, Russian Air Force, Sept 2019  RRP £118.00  Flying Tigers only £87.99

HA6613 Hobbymaster 1/72nd scale Eurofighter Typhoon FGR4 “Aggressor” ZJ914, IX(B) Sqn, Royal Air Force, RAF Lossiemouth, 2020  RRP £90.00  Flying Tigers only £67.99

HA8221 Hobbymaster  1/48th scale F4U-1 Corsair “Bird Cage” 17-F-13, VF-17 (aboard USS Bunker Hill), WWII  RRP £94.00  Flying Tigers only £69.99

HA8222 Hobbymaster 1/48th scale F4U-1A Corsair 915, VMF-214 “Black Sheep”, Jan 3rd, 1944 “Major Greg Boyington’s last mission”  Flying Tigers only £69.99

Century Wings models delayed until w/c 7th March.

Check out the next delivery of Century Wings models which are arriving at Flying Tigers next week and are available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

CW001640 Century Wings 1/72nd scale Lockheed SR-71 Blackbird 61-7971 / NASA 832 Dryden 1994  RRP £138.00  Flying Tigers only £104.99   Few left on allocation.

CW001638 Century Wings 1/72nd scale Vought F-8E Crusader VF-53 Iron Angels NF209 1967 Normal version  RRP £124.00  Flying Tigers only £94.99  One Left.

CW001639 Century Wings 1/72nd scale Vought F-8E Crusader VF-53 Iron Angels NF201 1967 Flaps-down version  RRP £132.00  Flying Tigers only £119.99  Sorry sold out at pre-order stage.

CW001637 Century Wings 1/72nd scale Grumman F-14B Tomcat US Navy 103 Jolly Rogers AA103 2004 “Jolly Rogers 15th Anniversary Special Livery  RRP £168.00  Flying Tigers only £129.99

Hobbymaster models due at the end of March.

Check out the next delivery of Hobbymaster models which are arriving at Flying Tigers at the end of March and are available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

HA1914B Hobbymaster 1/72nd scale McDonnell Douglas F-4D Phantom II 64-0935, ROKAF, late 1970s  RRP £94.00  Flying Tigers only £69.99

HA19027 Hobbymaster 1/72nd scale McDonnell Douglas F-4D Phantom II 66-7733, 480th TFS, USAF, Phu Cat AB, 1969 (with 12 x Mk.82 bombs on underwings)  RRP £102.00  Flying Tigers only £74.99

HA4424 Hobbymaster 1/72nd scale Lockheed Martin F-35A Lightning II 6677, ROC Air Force (pseudo scheme)  RRP £100.00  Flying Tigers only £74.99

HA4425 Hobbymaster 1/72nd scale Lockheed Martin F-35A Lightning II 18-001, ROKAF, 2018  RRP £100.00  Flying Tigers only £74.99

HA4427 Hobbymaster 1/72nd scale Lockheed Martin F-35A Lightning II A35-028, RAAF, “Exercise Arnhem Thunder 21” (Licensed Air Force Centenary Product)  RRP £104.00  Flying Tigers only £77.99

HA4527 Hobbymaster 1/72nd scale McDonell Douglas F-15I Ra’am No.241, The Hammer Squadron, Israeli Air Force, 2010s  RRP £116.00  Flying Tigers only £87.99

HA4817 Hobbymaster 1/72nd scale Northrop Grumman E-2C Hawkeye 166503, VAW-120, US NAVY, 2010 (with special colour box)  RRP £124.00  Flying Tigers only £94.99

HA5124 Hobbymaster 1/72nd scale McDonnell Douglas F/A-18E Super Hornet “Mako” Red 12, VFC-12, NAS Oceana, June 2021  RRP £120.00  Flying Tigers only £89.99

HA5239 Hobbymaster 1/72nd scale Grumman F-14B Tomcat 163217, VF-103, NAS Oceana, June 2005  RRP £132.00  Flying Tigers only £97.99

HA5607 Hobbymaster  1/72nd scale MiG-25PD Foxbat Blue 75, Soviet Air Force, 1979  RRP £122.00  Flying Tigers only £92.99

HA6652 Hobbymaster  1/72nd scale Eurofighter Typhoon “Bavarian Tigers” 30+29, JG 74, Neurburg Air Base, 2013  RRP £102.00  Flying Tigers only £76.99

HA6802 Hobbymaster 1/72nd scale Su-57 Stealth Fighter (T-50-6-2) Bort 056, Russian Air Force, 2016  RRP £126.00  Flying Tigers only £94.99

HA8755 Hobbymaster 1/48th scale Messerschmitt BF 109G-6 Erich Hartmann Yellow 1, W.Nr. 20499, 9./JG 52, Oct 1943  RRP £86.00  Flying Tigers only £63.99

That is all for this week.

Thank you for reading this week’s Newsletter.

Richard.

The post Boeing C-17 Globemaster III , New Model Arrivals and Hobbymaster Next Delivery Update. appeared first on Flying Tigers.

Vought F-8 Crusader VF-53 Iron Angels

Fighter Squadron 53, or VF-53 Iron Angels was an aviation unit of the United States Navy in service from 20th July 1950 to 29th January 1971. Originally established as reserve squadron VF-721 on 20th July 1950, it was redesignated as VF-141 on 4th February 1953 and then redesignated as VF-53 on 15th October 1963. The squadron was disestablished on 29th January 1971. It was the fourth US Navy squadron to be designated as VF-53.

Operational history

Korean War

VF-721 equipped with the F-9F-2 Panther was assigned to Carrier Air Group 101 (CVG-101) aboard USS Boxer for a deployment to Korea from 2 March to 24th October 1951. During this deployment the squadron lost 2 aircraft.

The squadron deployed on USS Kearsarge from 11th August 1952 to 17th March 1953. During this deployment the squadron lost 4 aircraft and two pilots killed.

VF-721 F-9F-2 Panthers over Korea in 1951

1950s-60s

VF-141 equipped with the F2H-3 Banshee was assigned to Carrier Air Group 14 (CVG-14) aboard USS Randolph for a deployment to the Mediterranean from 3rd February to 6th August 1954.

VF-141 F2H-3 Banshee aborts a landing on USS Randolph in 1954

VF-141 equipped with the F4D-1 Skyray was assigned to Carrier Air Group 5 (CVG-5) aboard USS Bon Homme Richard for a deployment to the Western Pacific from 12th July to 9th December 1957. The squadron was assigned to Carrier Air Group 14 (CVG-14) aboard USS Ranger for a deployment to the Western Pacific from 3rd January to 27th July 1959.

VF-141 F4D-1 Skyray and VF-51 FJ-3 on USS Bon Homme Richard in 1957

VF-141 equipped with the F3H Demon was assigned to CVG-14 for a deployment to the Western Pacific aboard USS Oriskany from 14th May to 15th December 1960. The squadron deployed aboard USS Lexington for a deployment to the Western Pacific from 9th November 1961 to 12th May 1962.

VF-141 F3H Demon landing on HMS Victorious (R38) in 1961

Vietnam

VF-53 was assigned to Carrier Air Wing 5 (CVW-5) and was deployed to Vietnamese waters aboard USS Ticonderoga three times: 3rd January to 15th July 1963; 14th April to 15th December 1964 and 28th September 1965 to 13th May 1966.

VF-53 F-8J Crusader in 1970

VF-53 was deployed on the carrier USS Hancock from 5th January to 22nd July 1967. On 25th March 1967, a squadron F-8E crashed at sea on a non-combat mission, the pilot Lieutenant J.G. James Hise was killed in action, body not recovered.

VF-53 was deployed on the carrier USS Bon Homme Richard three times: from 27th January to 10th October 1968; from 18th March to 29th October 1969 and from 2nd April to 12 November 1970. On 29th July 1968, LTCDR Guy Kane flying an F-8E shot down a Vietnam People’s Air Force MiG-17.

Vought F-8 Crusader

A section of VFP-206 RF-8G Crusaders in late 1986 when they were last F-8s in U.S. Naval service

The Vought F-8 Crusader (originally F8U) was a single-engine, supersonic, carrier-based air superiority jet aircraft built by Vought for the United States Navy and Marine Corps, replacing the Vought F7U Cutlass, and for the French Navy. The first F-8 prototype was ready for flight in February 1955. The F-8 served principally in the Vietnam War. The Crusader was the last American fighter with guns as the primary weapon, earning it the title “The Last of the Gunfighters”.

The RF-8 Crusader was a photo-reconnaissance development and operated longer in U.S. service than any of the fighter versions. RF-8s played a crucial role in the Cuban Missile Crisis, providing essential low-level photographs impossible to acquire by other means. U.S. Naval Reserve units continued to operate the RF-8 until 1987.

F8U-1 Crusader BuNo 141435 and Commander “Duke” Windsor depart China Lake for a successful speed record attempt, 21 August 1956

In September 1952, the United States Navy announced a requirement for a new fighter. It was to have a top speed of Mach 1.2 at 30,000 ft (9,144.0 m) with a climb rate of 25,000 ft/min (127.0 m/s), and a landing speed of no more than 100 mph (160 km/h). Korean War experience had demonstrated that 0.50 inch (12.7 mm) machine guns were no longer sufficient and as the result the new fighter was to carry a 20 mm (0.79 in) cannon. In response, the Vought team led by John Russell Clark, created the V-383. Unusual for a fighter, the aircraft had a high-mounted wing which necessitated the use of a fuselage-mounted short and light landing gear.

The Crusader was powered by a Pratt and Whitney J57 turbojet engine. The engine was equipped with an afterburner that, unlike on later engines, was either fully lit, or off (i.e. it did not have “zones”). The engine produced 18,000 lb of thrust at full power, enough to allow the F-8 to climb straight up in clean configuration. The Crusader was the first jet fighter in US service to reach 1,000 mph; U.S. Navy pilot R.W. Windsor reached 1,015 mph on a flight in 1956.

A VF-32 F8U-1 in 1958

The most innovative aspect of the design was the variable-incidence wing which pivoted by 7° out of the fuselage on takeoff and landing (not to be confused with variable-sweep wing). This allowed a greater angle of attack, increasing lift without compromising forward visibility. This innovation helped the F-8’s development team win the Collier Trophy in 1956. Simultaneously, the lift was augmented by leading-edge slats drooping by 25° and inboard flaps extending to 30°. The rest of the aircraft took advantage of contemporary aerodynamic innovations with area-ruled fuselage, all-moving stabilators, dog-tooth notching at the wing folds for improved yaw stability, and liberal use of titanium in the airframe. The armament, as specified by the Navy, consisted primarily of four 20 mm (.79 in) autocannon; the Crusader happened to be the last U.S. fighter designed with guns as its primary weapon. They were supplemented with a retractable tray with 32 unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs), and cheek pylons for two guided AIM-9 Sidewinder air-to-air missiles. Vought also presented a tactical reconnaissance version of the aircraft called the V-392.

Major competition came from the Grumman F-11 Tiger, the upgraded twin-engine McDonnell F3H Demon (which would eventually become the McDonnell Douglas F-4 Phantom II), and lastly, the North American F-100 Super Sabre hastily adapted to carrier use and dubbed the “Super Fury”.

In May 1953, the Vought design was declared a winner and in June, Vought received an order for three XF8U-1 prototypes (after adoption of the unified designation system in September 1962, the F8U became the F-8). The first prototype flew on 25th March 1955 with John Konrad at the controls. The aircraft exceeded the speed of sound during its maiden flight. The development was so trouble-free that the second prototype, along with the first production F8U-1, flew on the same day, 30th September 1955. On 4th April 1956, the F8U-1 performed its first catapult launch from Forrestal.

The single XF8U-1T in 1962

Prototype XF8U-1s were evaluated by VX-3 beginning in late 1956, with few problems noted. Weapons development was conducted at Naval Air Weapons Station China Lake and a China Lake F8U-1 set a U.S. National speed record in August 1956. Commander “Duke” Windsor set, broke, and set a new Level Flight Speed Record of 1,015.428 mph (1,634.173 km/h) on 21 August 1956 beating the previous record of 822 mph (1,323 km/h) set by a USAF F-100. (It did not break the world speed record of 1,132 mph (1,822 km/h), set by the British Fairey Delta 2, on 10th March 1956.)

An early F8U-1 was modified as a photo-reconnaissance aircraft, becoming the first F8U-1P. Subsequently, the RF-8A was equipped with cameras rather than guns and missiles. On 16th July 1957, Major John H. Glenn, JR, USMC, completed the first supersonic transcontinental flight in a F8U-1P, flying from NAS Los Alamitos, California, to Floyd Bennett Field, New York, in 3 hours, 23 minutes, and 8.3 seconds.

VX-3 was one of the first units to receive the F8U-1 in December 1956, and was the first to operate the type in April 1957, from the USS Franklin D. Roosevelt. VX-3 was the first unit to qualify for carrier operations but several aircraft were lost in accidents, several of them fatal to their pilots.

The first fleet squadron to fly the Crusader was VF-32 at NAS Cecil Field, Florida, in 1957, which deployed to the Mediterranean late that year on Saratoga. VF-32 renamed the squadron the “Swordsmen” in keeping with the Crusader theme. The Pacific Fleet received the first Crusaders at NAS Moffett Field in northern California and the VF-154 “Grandslammers” (named in honor of the new 1,000-mph jets and subsequently renamed the “Black Knights”) began their F-8 operations. Later in 1957, in San Diego VMF-122 accepted the first Marine Corps Crusaders.

In 1962, the Defense Department standardized military aircraft designations generally along Air Force lines. Consequently, the F8U became the F-8, with the original F8U-1 redesignated F-8A.

Two Vought F-8 Crusader fighters prepare to launch during carrier qualifications from the U.S. Navy aircraft carrier USS Midway (CVA-41), in 1963. The plane on the left is a F-8D of Marine Fighter Squadron 232 (VMF-232) “Red Devils” (tailcode “WT”), whereas the F-8E to the right belongs to Fighter Squadron 24 (VF-24) “Red Checkertails” of Attack Carrier Air Wing Two (CVW-2) (tailcode “NE”), which was stationed aboard the Midway from 1958 to 1964. The latter aircraft also was the personal plane of the Commander Air Group (CAG) of CVW-2.

The Crusader became a “day fighter” operating off the aircraft carriers. At the time, U.S. Navy carrier air wings had gone through a series of day and night fighter aircraft due to rapid advances in engines and avionics. Some squadrons operated aircraft for very short periods before being equipped with a newer higher performance aircraft. The Crusader was the first post-Korean War aircraft to have a relatively long tenure with the fleet and like the USAF Republic F-105 Thunderchief, a contemporary design, might have stayed in service longer if not for the Vietnam War and corresponding attrition from combat and operational losses.

The unarmed RF-8A proved good at getting low-altitude detailed photographs, leading to carrier deployments as detachments from the Navy’s VFP-62 and VFP-63 squadrons and the Marines’ VMCJ-2. Beginning on 23rd October 1962 during the Cuban Missile Crisis, RF-8As flew extremely hazardous low-level photo reconnaissance missions over Cuba, the F-8’s first true operational flights. Two-ship flights of RF-8As left Key West twice each day, to fly over Cuba at low level, then return to Jacksonville, where the film was offloaded and developed, to be rushed north to the Pentagon.

These flights confirmed that the Soviet Union was setting up IRBMs in Cuba. The RF-8As also monitored the withdrawal of the Soviet missiles. After each overflight, the aircraft was given a stencil of a dead chicken. The overflights went on for about six weeks and returned a total of 160,000 images. The pilots who flew the missions received Distinguished Flying Crosses, while VFP-62 and VMCJ-2 received the prestigious U.S. Navy Unit Commendation.

F-8J Crusader of VF-194 escorting a Soviet Tu-95 over USS Oriskany (CVA-34) on 25th May 1974

The Crusader was not an easy aircraft to fly, and was often unforgiving in carrier landings, where it suffered from poor recovery from high sink rates, and the poorly designed, castoring nose undercarriage made it hard to steer on the deck. Safe landings required the carriers to steam at full speed to lower the relative landing speed for Crusader pilots. The stacks of the oil-burning carriers on which the Crusader served belched thick black smoke, sometimes obscuring the flight deck, forcing the Crusader’s pilot to rely on the landing signal officer’s radioed instructions. It earned a reputation as an “ensign eliminator” during its early service introduction. The nozzle and air intake were so low when the aircraft was on the ground or the flight deck that the crews called the aircraft “the Gator”.

Ejection from a VFP-62 RF-8A in 1963

Not surprisingly, the Crusader’s mishap rate was relatively high compared to its contemporaries, the Douglas A-4 Skyhawk and the F-4 Phantom II. However, the aircraft did possess some amazing capabilities, as proved when several Crusader pilots took off with the wings folded. One of these episodes took place on 23rd August 1960; a Crusader with the wings folded took off from Napoli Capodichino in full afterburner, climbed to 5,000 ft (1,500 m) and then returned to land successfully. The pilot, absentminded but evidently a good “stick man,” complained that the control forces were higher than normal. The Crusader was capable of flying in this state, though the pilot would be required to reduce aircraft weight by ejecting stores and fuel before landing. In all, 1,261 Crusaders were built. By the time it was withdrawn from the fleet, 1,106 had been involved in mishaps. Only a handful of them were lost to enemy fire in Vietnam

A VF-24 F-8J returning to Hancock in the Gulf of Tonkin

When conflict erupted in the skies over North Vietnam, it was U.S. Navy Crusaders from the USS Hancock that first tangled with Vietnam People’s Air Force (the North Vietnamese Air Force) MiG-17s, on 3rd April 1965. The MiGs claimed the downing of a Crusader, and Lt Pham Ngoc Lan’s gun camera revealed that his cannons had set an F-8 ablaze, but Lieutenant Commander Spence Thomas had managed to land his damaged Crusader at Da Nang Air Base, the remaining F-8s returning safely to their carrier. At the time, the Crusader was the best dogfighter the United States had against the nimble North Vietnamese MiGs. The U.S. Navy had evolved its “night fighter” role in the air wing to an all-weather interceptor, the F-4 Phantom II, equipped to engage incoming bombers at long range with missiles such as AIM-7 Sparrow as their sole air-to-air weapons, and maneuverability was not emphasized in their design. Some experts believed that the era of the dogfight was over as air-to-air missiles would knock down adversaries well before they could get close enough to engage in dogfighting. As aerial combat ensued over North Vietnam from 1965 to 1968, it became apparent that the dogfight was not over and the F-8 Crusader and a community trained to prevail in air-to-air combat was a key ingredient to success.

An F-8E of VMF(AW)-235 at Da Nang, in April 1966 showing the IRST sensor in front of the canopy

The Crusader also became a “bomb truck” in war, with both ship-based U.S. Navy units and land-based U.S. Marine Corps squadrons attacking communist forces in both North and South Vietnam.

USMC Crusaders flew only in the south, while U.S. Navy Crusaders flew only from the small Essex-class carriers. Marine Crusaders also operated in close air support missions.

An F-8E(FN) landing aboard Dwight D. Eisenhower, 1983

Despite the “last gunfighter” moniker, the F-8s achieved only four victories with their cannon; the remainder were accomplished with AIM-9 Sidewinder missiles, partly due to the propensity of the 20 mm (.79 in) Colt Mk 12 cannons’ feeding mechanism to jam under G-loading during high-speed dogfighting maneuvers.[18] Between June and July 1966, during 12 engagements over North Vietnam, Crusaders claimed four MiG-17s for two losses. The Crusader would claim the best kill ratio of any American type in the Vietnam War, 19:3. Of the 19 aircraft claimed during aerial combat, 16 were MiG-17s and three were MiG-21s. U.S. records only indicate 3 F-8s lost in aerial combat, all to MiG-17 cannon fire in 1966, but the VPAF claimed 11 F-8s were shot down by MiGs. A total of 170 F-8 Crusaders would be lost to all causes – mostly ground fire and accidents -during the war.

NASA’s F-8C digital fly-by-wire testbed

LTV built and delivered the 1,219th (and last) U.S. Navy Crusader to VF-124 at NAS Miramar on 3rd September 1964.
The last active duty Navy Crusader fighter variants were retired from VF-191 and VF-194 aboard Oriskany in 1976 after almost two decades of service, setting a first for a Navy fighter.

The photo reconnaissance variant continued to serve in the active duty Navy for yet another 11 years, with VFP-63 flying RF-8Gs up to 1982, and with the Naval Reserve flying their RF-8Gs in two squadrons (VFP-206 and VFP-306) at Naval Air Facility Washington / Andrews AFB until the disestablishment of VFP-306 in 1984 and VFP-206 on 29th March 1987 when the last operational Crusader was turned over to the National Air and Space Museum.–

The F-8 Crusader is the only aircraft to have used the AIM-9C which is a radar-guided variant of the Sidewinder. When the Crusader retired, these missiles were converted to the AGM-122 Sidearm anti-radiation missiles used by United States attack helicopters to knock out enemy radars.

Several modified F-8s were used by NASA in the early 1970s, proving the viability of both digital fly-by-wire and supercritical wings.

A French F-8P on display at Toulouse

When the French Navy’s air arm, the Aéronavale, required a carrier based fighter in the early 1960s to serve aboard the new carriers Clemenceau and Foch, the F-4 Phantom, then entering service with the United States Navy, proved to be too large for the small French ships. Following carrier trials aboard Clemenceau on 16th March 1962, by two VF-32 F-8s from the American carrier Saratoga, the Crusader was chosen and 42 F-8s were ordered, the last Crusaders produced.

The French Crusaders were based on the F-8E, but were modified in order to allow operations from the small French carriers, with the maximum angle of incidence of the aircraft’s wing increased from five to seven degrees and blown flaps fitted. The aircraft’s weapon system was modified to carry two French Matra R.530 radar or infra-red missiles as an alternative to Sidewinders, although the ability to carry the American missile was retained. Deliveries of the new aircraft, dubbed the F-8E(FN), started in October 1964 and continued until February 1965, with the Aéronavale’s first squadron, Flotille 12F reactivated on 1st October 1964. To replace the old Corsairs, Flotille 14.F received its Crusaders on 1st March 1965.

F-8FN Crusader French Navy

In October 1974, (on Clemenceau) and June 1977 (on Foch), Crusaders from 14.F squadron participated in the Saphir missions over Djibouti. On 7 May 1977, two Crusaders went separately on patrol against supposedly French Air Force (4/11 Jura squadron) F-100 Super Sabres stationed at Djibouti. The leader intercepted two fighters and engaged a dogfight (supposed to be a training exercise) but quickly called his wingman for help as he had actually engaged two Yemeni Mikoyan-Gurevich MiG-21s. The two French fighters switched their master armament to “on” but, ultimately, everyone returned to their bases. This was the only combat interception by French Crusaders.

The Aéronavale Crusaders flew combat missions over Lebanon in 1983 escorting Dassault-Breguet Super Étendard strike aircraft. In October 1984, France sent Foch for Operation Mirmillon off the coast of Libya, intended to calm Colonel Ghaddafi down, with 12.F squadron. The escalation of the situation in the Persian Gulf, due to the Iran-Iraq conflict, triggered the deployment of Clemenceau task force and its air wing, including 12.F squadron. 1993 saw the beginning of the missions over ex-Yugoslavia. Crusaders were launched from both carriers cruising in the Adriatic Sea. These missions ceased in June 1999 with Operation Trident over Kosovo.

The French Crusaders were subject to a series of modifications throughout their life, being fitted with new F-8J-type wings in 1969 and having modified afterburners fitted in 1979. Armament was enhanced by the addition of R550 Magic infra-red guided missiles in 1973, with the improved, all-aspect Magic 2 fitted from 1988. The obsolete R.530 was withdrawn from use in 1989, leaving the Crusaders without a radar-guided missile. In 1989, when it was realised that the Crusader would not be replaced for several years, it was decided to refurbish the Crusaders to extend their operating life. Each aircraft was rewired and had its hydraulic system refurbished, while the airframe was strengthened to extend fatigue life. Avionics were improved, with a modified navigation suite and a new radar-warning receiver. The 17 refurbished aircraft were redesignated as F-8P (P used for “Prolongé” -extended- and not to be confused with the Philippine F-8P). Although the French Navy participated in combat operations in 1991 during Operation Desert Storm and over Kosovo in 1999, the Crusaders stayed behind and were eventually replaced by the Rafale M in 2000 as the last of the breed in military service.

F-8H Crusader of the Philippine Air Force. c. 1978

In late 1977, the Philippine government purchased 35 secondhand U.S. Navy F-8Hs that were stored at Davis-Monthan AFB in Arizona. Twenty-five of them were refurbished by Vought and the remaining 10 were used for spare parts. As part of the deal, the U.S. would train Philippine pilots in using the TF-8A. They were mostly used for intercepting Soviet bombers. The F-8s were grounded in 1988 and were finally withdrawn from service in 1991 after they were badly damaged by the Mount Pinatubo eruption, and have since been offered for sale as scrap.

A Vought F-8E Crusader (BuNo 150912) from Marine fighter squadron VMF(AW)-212 Lancers in 1965. The aircraft is armed with AIM-9D Sidewinder missiles. VMF(AW)-212 was assigned to Attack Carrier Air Wing Sixteen (CVW-16) aboard the aircraft carrier USS Oriskany (CVA-34) for a deployment to Vietnam from 5 April to 16 December 1965. VMF(AW)-212 kept its tail code “WD”, although CVW-16’s aircraft carried the tail code “AH”. The F-8E shown in the picture was piloted by Capt. M.W. Lutes U.S.M.C.

Century Wings New Model Announcements.

Check out the latest Century Wings models which are now available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

CW001638 Century Wings 1/72nd scale Vought F-8E Crusader VF-53 Iron Angels NF209 1967 Normal version RRP £124.00  Flying Tigers only £94.99 Limited Edition only 800 pieces worldwide ….Few left

CW001639 Century Wings 1/72nd scale Vought F-8E Crusader VF-53 Iron Angels NF201 1967 Flaps-down version RRP £131.00  Flying Tigers only £119.99  Managed to get just a few more !

Hobbymaster new model arrivals w/c 20th September.

The next Hobbymaster model delivery are scheduled to arrive at the docks on 13th September and will arrive at Flying Tigers week commencing 20th September and are available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

HA19023 Hobbymaster  1/72nd scale F-4EJ Kai “Last Phantom” 17-8440, 301 Squadron, JASDF  RRP £90.00  Flying Tigers only £67.99

HA19024 Hobbymaster 1/72nd scale F-4J Phantom II 153887, VMFA-235 “Death Angels”, 1972 (with 6 extra Mk.82s in centre pylon)  RRP £90.00  Flying Tigers only £67.99

HA3507 Hobbymaster 1/72nd scale F/A-18C Hornet J-5018, 18th Sqn “Panthers” Swiss Air Force, Nov 2009  RRP £86.00  Flying Tigers only £65.99

HA3532B Hobbymaster 1/72nd scale F/A-18C Hornet Swiss Air Force (with decal from no : J-5001 to J-5026)  RRP £86.00  Flying Tigers only £64.99

HA3556 Hobbymaster 1/72nd scale F/A-18A Hornet “20 years F/A-18” A21-26, RAAF, 2005  RRP £90.00  Flying Tigers only £67.99

HA3557 Hobbymaster 1/72nd scale CF-18A Hornet “Canada Special Marking 2012” RCAF demonstration team  SOLD OUT AT PRE-ORDER

HA4598 Hobbymaster 1/72nd scale F-15E “75th D-Day Anniversary scheme” 91-0603, 494th FS, RAF Lakenheath, June 2019  RRP £111.00  Flying Tigers only £79.99

HA4599 Hobbymaster 1/72nd scale F-15E “75th D-Day Anniversary scheme” 84-0010, 438rd FS, RAF Lakenheath, June 2019 RRP £111.00  Flying Tigers only £79.99

HA5235 Hobbymaster 1/72nd scale Grumman F-14A Tomcat 3-6041, IRIAF, TFB 8 Khatami, 2003  RRP £124.00  Flying Tigers only £92.99

HA8319 Hobbymaster  1/48th scale Spitfire IX ZD-B/MH434, No. 222 Sqn., RAF, Duxford 2004  RRP £75.00  Flying Tigers only £56.99 Small re-stocks coming soon.

Herpa Diecast New Model Announcements.

Check out the latest Herpa Diecast  models which are now available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see all Herpa Military models or CLICK HERE to see all Herpa Civilian models.

580731 Herpa  1/72nd scale Royal Australian Air Force Pilatus PC-21 – Roulettes Aerobatic Team “RAAF 100” – A54-036  RRP £85.00  Flying Tigers only £74.99

571722 Herpa 1/200th scale Luxembourg Army Air Force Airbus A400M Atlas 15th Air Transport Wing (Bi-National Unit), Melsbroek Air Base – CT-01  RRP £89.00  Flying Tigers only £79.99

570374-001 Herpa 1/200th scale Luftwaffe flight readiness Airbus A350-900 – 10 + 01 “Konrad Adenauer”  RRP £79.00  Flying Tigers only £69.99

571746 Herpa 1/200th scale KLM Lockheed L-1049C Super Constellation – PH-LKU “Photon”  RRP £79.00  Flying Tigers only £69.99

571623 Herpa  1/200th scale Aeroflot Tupolev TU-144 – CCCP-77105  RRP £89.00  Flying Tigers only £79.99

571739 Herpa  1/200th scale Pan American World Airways Douglas DC-4 – NC88948 “Clipper Westward Ho”  RRP £75.00  Flying Tigers only £66.99

That is all for this week.

Thank you for reading this week’s Newsletter.

Richard.
Flying Tigers.

The post VF-53 Iron Angels and Vought F-8 Crusader , Herpa New Model Announcements. appeared first on Flying Tigers.

Pappy Boyington

Gregory “Pappy” Boyington (December 4th, 1912 – January 11th, 1988) was an American combat pilot who was a United States Marine Corps fighter ace during World War II. He received the Medal of Honor and the Navy Cross. A Marine aviator with the Pacific fleet in 1941, Boyington joined the “Flying Tigers” (1st American Volunteer Group) of the Republic of China Air Force and saw combat in Burma in late 1941 and 1942 during the military conflict between China and Japan.

In September 1942, Boyington rejoined the Marine Corps. In early 1943, he deployed to the South Pacific and began flying combat missions in the F4U Corsair fighter. In September 1943, he took command of Marine fighter squadron VMF-214 (“Black Sheep”). In January 1944, Boyington, outnumbered by Japanese “Zero” planes, was shot down into the Pacific Ocean after downing one of the enemy planes. He was captured by a Japanese submarine crew and was held as a prisoner of war for more than a year and a half. He was released shortly after the surrender of Japan. The television series Baa Baa Black Sheep was inspired by Boyington and his men in the “Black Sheep” squadron. It ran for two seasons in the late 1970s.

Early life

Born on December 4th, 1912, in Coeur d’Alene, Idaho, he moved with his family to the logging town of St. Maries at age three and lived there until age twelve. He then lived in Tacoma, Washington, where he was a wrestler at Lincoln High School. He took his first flight at St. Maries when he was six years old, with Clyde Pangborn, who later became the first pilot to fly over the Pacific Ocean non-stop.

After graduation from high school in 1930, Boyington attended the University of Washington in Seattle, where he was a member of the Army ROTC and joined the Lambda Chi Alpha fraternity. He was on the Husky wrestling and swimming teams, and for a time he held the Pacific Northwest Intercollegiate middleweight wrestling title. He spent his summers working in Washington in a mining camp and at a logging camp and with the Coeur d’Alene Fire Protective Association in road construction. He graduated in 1934 with a bachelor’s degree in aeronautical engineering. Boyington married shortly after graduation and worked as a draftsman and engineer for Boeing in Seattle.

Boyington was to become a 2nd Lt. in the Marine Corps and an instructor at Pensacola.

Military career

Boyington began his military training in college as a member of Army ROTC and became a cadet captain. He was commissioned a second lieutenant in the U.S. Army Coast Artillery Reserve in June 1934, and then served two months of active duty with the 630th Coast Artillery at Fort Worden, Washington. In the spring of 1935, he applied for flight training under the Aviation Cadet Act, but he discovered that it excluded married men. Boyington had grown up as Gregory Hallenbeck, and assumed his stepfather, Ellsworth J. Hallenbeck, was his father. When he obtained a copy of his birth certificate, he learned that his father was actually Charles Boyington, a dentist, and that his parents had divorced when he was an infant. As there was no record of any Gregory Boyington ever being married, he enrolled as a U.S. Marine Corps aviation cadet using that name.

United States Marine Corps

On June 13th, 1935, he transferred to the U.S. Marine Corps Reserve. He returned to inactive duty on July 16th. On February 18th, 1936, Boyington accepted an appointment as an aviation cadet in the Marine Corps Reserve. He was assigned to Naval Air Station Pensacola for flight training. Boyington was designated a Naval Aviator on March 11th, 1937, then transferred to Marine Corps Base Quantico for duty with Aircraft One, Fleet Marine Force. He was discharged from the Marine Corps Reserve on July 1st, 1937, in order to accept a second lieutenant’s commission in the Marine Corps the following day. Boyington attended The Basic School in Philadelphia from July 1938 to January 1939. On completion of the course, he was assigned to the 2nd Marine Aircraft Group at the San Diego Naval Air Station. He took part in fleet problems off the aircraft carriers USS Lexington and USS Yorktown. Promoted to first lieutenant on November 4th, 1940, Boyington returned to Pensacola as an instructor in December.

Flying Tigers

Boyington resigned his commission in the Marine Corps on August 26th, 1941, to accept a position with the Central Aircraft Manufacturing Company (CAMCO). CAMCO was a civilian firm that contracted to staff a Special Air Unit to defend China and the Burma Road. This later became known as the American Volunteer Group, the famed Flying Tigers in Burma. During his time with the Tigers, Boyington became a flight leader. He was frequently in trouble with the commander of the outfit, Claire Chennault. Boyington was officially credited with 2 Japanese aircraft destroyed in the air and 1.5 on the ground (he afterward claimed six victories as a Tiger, each kill detailed in his autobiography, but there is no substantiation for that figure, and aircraft destroyed on the ground normally do not count as victories.) In April 1942, he broke his contract with the American Volunteer Group and returned on his own to the United States.

Soon a flight leader, Boyington began showing a rebellious streak that never left him, clashing with his superior Claire Chennault. He claimed six victories over the Japanese during his year and a half with CAMCO, finally leaving in April 1942, though records from the time credit him with two air kills and around two on the ground (various records differ, officially he is granted six victories with the AVG).

Return to the Marine Corps

On September 29th, 1942, he rejoined the Marine Corps and took a major’s commission. The Marine Corps needed experienced combat pilots, and in early 1943 he was assigned to Marine Aircraft Group 11 of the 1st Marine Aircraft Wing and deployed to the South Pacific as executive officer of Marine Fighter Attack Squadron 122 (VMFA-122) operating from Guadalcanal until April 1943. While assigned to VMFA-122, Boyington shot down no enemy aircraft. From July to August 1943, he commanded Marine Fighter Attack Squadron 112. In September 1943, he became commanding officer of Marine Fighter Squadron 214 (VMF-214), better known by its nickname, the “Black Sheep Squadron.”

(Lower left) Boyington with pilots of VMF-122 (Not VMF-214; see designation of life vest in centre)

Boyington received the nickname “Gramps”, because at age 31, he was a decade older than most of the Marines serving under him. The name “Gramps” was changed to “Pappy” in a variation on “The Whiffenpoof Song” whose new lyrics had been written by Paul “Moon” Mullen, one of his pilots, and this version was picked up by war correspondents. Boyington is best known for his exploits in the Vought F4U Corsair in VMF-214. During periods of intense activity in the Russell Islands-New Georgia and Bougainville-New Britain-New Ireland areas, he shot down 14 enemy fighter planes in 32 days. By December 27th, 1943, his record had climbed to 25.

A typical feat was his attack on Kahili airdrome at the southern tip of Bougainville on October 17th, 1943. Boyington and 24 fighters circled the field, where 60 hostile aircraft were based, goading the enemy into sending up a large force. In the fierce battle that followed, 20 enemy aircraft were shot down, while the Black Sheep returned to their base without loss. Boyington’s squadron, flying from the island of Vella Lavella, offered to down a Japanese Zero for every baseball cap sent to them by major league players in the World Series. They received 20 caps and shot down more than that number of enemy aircraft.

Pappy Boyington with his squadron in 1944.

On January 3rd, 1944, he tied World War I ace Eddie Rickenbacker’s record of 26 enemy planes destroyed, before he was shot down. On that mission, 48 American fighters, including 4 planes from the Black Sheep Squadron, were sent on a sweep over Rabaul. Boyington was tactical commander of the flight and arrived over the target at 8:00 AM. He was seen to shoot down his 26th plane, but he then became mixed in the general melee of dogfighting planes and was not seen or heard from during the battle, nor did he return with his squadron. Boyington’s wingman, Captain George Ashmun, was killed in action. In later years, Masajiro “Mike” Kawato claimed to have been the pilot who shot down Boyington. He described the combat in two books and numerous public appearances (often with Boyington), but this claim was eventually “disproven,” though Kawato repeated his story until his death. Kawato was present during the action in which Boyington was shot down, as one of 70 Japanese fighters which engaged about 30 American fighters.

Vella Lavella airstrip, home of Pappy’s squadron, used 1943/1944

Prisoner of war

Following a determined but futile search, Boyington was declared missing in action (MIA). He had been picked up by a Japanese submarine and became a prisoner of war. (The submarine was sunk 13 days after picking him up.) According to Boyington’s autobiography, he was never accorded official P.O.W. status by the Japanese, and his captivity was not reported to the Red Cross.

He spent the rest of the war, some 20 months, in Japanese prison camps. After being held temporarily at Rabaul and then Truk, where he survived the massive U.S. Navy raid known as “Operation Hailstone”, he was transported first to Ōfuna and finally to Ōmori Prison Camp near Tokyo. During that time he was selected for temporary promotion to the rank of lieutenant colonel. A fellow American prisoner of war was Medal of Honor recipient submarine Captain Richard O’Kane. At Ōfuna, Boyington was interned with the former Olympic distance runner and downed aviator Lieutenant Louis Zamperini.

Pappy Boyington greeted by Harold Stassen upon his release from prison camp.

On August 29th, 1945, after the atomic bombs and the Japanese capitulation, Boyington was liberated from Japanese custody at Omori Prison Camp. Boyington returned to the United States at Naval Air Station Alameda on September 12th, 1945, where he was met by 21 former squadron members from VMF-214. That night, a party for him was held at the St. Francis Hotel in downtown San Francisco that was covered by Life Magazine in its issue Oct. 1st, 1945. The coverage of the party marked the first time that the magazine had ever shown people consuming alcohol. Prior to his arrival, on September 6th, he accepted his temporary lieutenant colonel’s commission in the Marine Corps.

Post-war

Shortly after his return to the U.S., as a lieutenant colonel, Boyington was ordered to Washington to receive the nation’s highest military honor—the Medal of Honor—from the president. The medal had been awarded by the late President Franklin D. Roosevelt in March 1944 and held in the capital until such time as he could receive it. On October 4th, 1945, Boyington received the Navy Cross from the Commandant of the Marine Corps for the Rabaul raid. On October 5th, “Nimitz Day,” he and some other sailors and Marines who were also awarded the Medal of Honor, were presented their medals at the White House by President Harry S. Truman.

Following the receipt of his Medal of Honor and Navy Cross, Boyington made a Victory Bond Tour. Originally ordered to the Marine Corps Schools, Quantico, he was later directed to report to the commanding general, Marine Air West Coast, Marine Corps Air Station, Miramar, San Diego, California. He retired from the Marine Corps on August 1st, 1947, and because he was specially commended for the performance of duty in actual combat, he was promoted to colonel.

Chance-Vought F4U-1 of the famous VMF-214 Blacksheep squadron.

Later life

Boyington was a tough, hard-living character known for being unorthodox. He was also a heavy drinker, which plagued him in the years after the war and possibly contributed to his multiple divorces. He freely admitted that during the two years he spent as a P.O.W. his health improved because of the enforced sobriety. He worked various civilian jobs, including refereeing and participating in professional wrestling matches.

Author

Boyington wrote his autobiography, Baa Baa Black Sheep, published in 1958. He wrote a novel about the American Volunteer Group. Tonya is a spy story with characters based on real individuals, some of them with names derived by transposing the syllables of the names of the people who inspired them (“Ross Dicky” for Dick Rossi, for example).

TV series

Many people know of him from the mid-1970s television show Baa Baa Black Sheep, a drama about the Black Sheep squadron based very loosely on Boyington’s memoir, with Boyington portrayed by Robert Conrad. Boyington had a short walk-on role as a visiting general for two episodes in the first season (“The Deadliest Enemy of All: Part 2” and “The Fastest Gun”) and one episode in the second season (“Ten’ll Get You Five”) of the show.Many of Boyington’s men were irate over the show, charging it was mostly fiction and presented a glamorized portrayal of Boyington. On the television show, Boyington was depicted as owning a bull terrier dog, named “Meatball”, although Boyington did not own a dog while deployed in the South Pacific Theatre. Boyington frequently told interviewers and audiences that the television series was fiction and only slightly related to fact, calling it “hogwash and Hollywood hokum”.

Publicity

While paintings and publicity photographs often show Boyington with aircraft number 86 “LuluBelle” covered in victory flags, he had not flown this in combat. In fact, he rarely flew the same aircraft more than a few times. Reportedly, he would choose the F4U in the worst shape, so that none of his pilots would be afraid to fly their own aircraft. A publicity photo taken of Boyington in F4U-1A Corsair number 86 was taken at Espiritu Santo (code named BUTTON), in the New Hebrides on 26th November 1943. It was taken while VMA-214 was on leave between their first and second combat tours with Boyington as the commanding officer. Though Boyington claimed after the war that the name of the plane was “LuluBelle”, according to Bruce Gamble’s analysis, it was most likely called “LucyBelle”.

Boyington was part of the 1981 Black Sheep reunion in Washington, D.C., hosted by the Smithsonian Institution’s National Air and Space Museum. Reunion planning was initiated by Boyington’s namesake Gregory Tucker, son of Black Sheep pilot Burney Tucker. The reunion was scheduled to coincide with the dedication of a restored F4U1 Corsair exhibit. The dedication program was attended by eighteen Black Sheep veterans, museum dignitaries, and astronaut Michael Collins representing the Ling-Temco-Vought company (successor to Corsair manufacturer Vought). The program included a banquet recognizing all of the Black Sheep veterans. At the request of museum personnel, Boyington climbed into the cockpit for pictures, confirmed the accuracy of the cockpit restoration, and answered a question from a young fan: “Yeah, I could fly it today, if it was airworthy.” He autographed the Corsair with a marker pen in one of the landing gear wells, saying, in effect, that it was a Corsair in the best condition he had ever seen. The Corsair hangs from the ceiling at the museum’s Dulles Airport Annex.

In 1957, he appeared as a guest contestant on the television panel show To Tell the Truth. In 1976, Boyington appeared on NBC’s The Today Show with actor Robert Conrad and was interviewed about the drama Baa Baa Black Sheep.Family

Boyington had three children with his first wife Helen Clark. They married after his graduation from the University of Washington in 1934. She was 17 years old. One daughter (Janet Boyington) took her own life; one son (Gregory Boyington, Jr.) graduated from the U.S. Air Force Academy in 1960 and retired from the U.S. Air Force as a lieutenant colonel. His youngest child was Gloria Boyington.

During World War II, his three children were placed in the charge of their aunt and grandmother after Boyington divorced Helen when he returned to America in 1941 after serving with the Flying Tigers. He charged his ex-wife with neglecting the children. Boyington married Frances Baker, 32, of Los Angeles on January 8th, 1946. Marriage records showed Boyington had been divorced in Seattle in 1941 and Baker won her freedom from a previous mate in San Francisco in 1932.

His third marriage was to Delores Tatum, 33, on October 28th, 1959. It was the second marriage for Tatum, and the third for the 46-year-old Boyington. Boyington and Delores had one adopted child. He married Josephine Wilson Moseman of Fresno in 1978. This marriage was his fourth.

Death

Boyington died of cancer on January 11th, 1988, at age 75, in Fresno, California. Boyington is buried at Arlington National Cemetery. His January 15th interment included full military honours accorded to a Medal of Honor recipient, including a missing man fly-by conducted by the F-4 Phantom IIs of VMFA-321 “Hells Angels” of the Marine Air Reserve Training Detachment based at the Naval Air Facility located on Andrews Air Force Base. Before his flight from Fresno, VMA-214 (the current incarnation of the Black Sheep Squadron) did a flyby. They intended to perform a missing man formation, but one of the four aircraft suffered a mechanical problem. After the burial service for Boyington, one of his friends, Fred Losch, looked down at the headstone next to which he was standing, that of boxing legend Joe Louis, and remarked that “Ol’ Pappy wouldn’t have to go far to find a good fight.”

Grave of Pappy Boyington

Military awards

Medal of Honor citation

Boyington’s Medal of Honor citation reads:

“The President of the United States in the name of The Congress takes pleasure in presenting the MEDAL OF HONOR to

MAJOR GREGORY BOYINGTON
UNITED STATES MARINE CORPS RESERVE
for service as set forth in the following…

CITATION:

“For extraordinary heroism above and beyond the call of duty as Commanding Officer of Marine Fighting Squadron TWO FOURTEEN in action against enemy Japanese forces in Central Solomons Area from September 12th, 1943, to January 3rd, 1944. Consistently outnumbered throughout successive hazardous flights over heavily defended hostile territory, Major Boyington struck at the enemy with daring and courageous persistence, leading his squadron into combat with devastating results to Japanese shipping, shore installations and aerial forces. Resolute in his efforts to inflict crippling damage on the enemy, Major BOYINGTON led a formation of twenty-four fighters over Kahili on October 17th, and, persistently circling the airdrome where sixty hostile aircraft were grounded, boldly challenged the Japanese to send up planes. Under his brilliant command, our fighters shot down twenty enemy craft in the ensuing action without the loss of a single ship. A superb airman and determined fighter against overwhelming odds, Major BOYINGTON personally destroyed 26 of the many Japanese planes shot down by his squadron and by his forceful leadership developed the combat readiness in his command which was a distinctive factor in the Allied aerial achievements in this vitally strategic area.”

FRANKLIN D. ROOSEVELT

President Truman awards Pappy Boyington with the Medal of Honor

Navy Cross citation

Citation:

The President of the United States of America takes pleasure in presenting the Navy Cross to Major Gregory “Pappy” Boyington (MCSN: 0-5254), United States Marine Corps Reserve, for extraordinary heroism and distinguished service in the line of his profession as Commanding Officer and a Pilot of Marine Fighting Squadron TWO HUNDRED FOURTEEN (VMF-214), Marine Air Group ELEVEN (MAG-11), FIRST Marine Aircraft Wing, during action against enemy aerial forces in the New Britain Island Area on 3rd January 1944. Climaxing a period of duty conspicuous for exceptional combat achievement, Major Boyington led a formation of Allied planes on a fighter sweep over Rabaul against a vastly superior number of hostile fighters. Diving in a steep run into the climbing Zeros, he made a daring attack, sending one Japanese fighter to destruction in flames. A tenacious and fearless airman under extremely hazardous conditions, Major Boyington succeeded in communicating to those who served with him, the brilliant and effective tactics developed through a careful study of enemy techniques, and led his men into combat with inspiring and courageous determination. His intrepid leadership and gallant fighting spirit reflect the highest credit upon the United States Naval Service.

Boyington shortly after receiving the Medal of Honor

Hobbymaster F4U-1A Corsair 915, VMF-214 “Black Sheep”, Jan 3rd, 1944 “Major Greg Boyington’s last mission”

On January 3rd, 1944, he tied World War I ace Eddie Rickenbacker’s record of 26 enemy planes destroyed, before he was shot down. On that mission, 48 American fighters, including 4 planes from the Black Sheep Squadron, were sent on a sweep over Rabaul. Boyington was tactical commander of the flight and arrived over the target at 8:00 AM. He was seen to shoot down his 26th plane, but he then became mixed in the general melee of dogfighting planes and was not seen or heard from during the battle, nor did he return with his squadron. Boyington’s wingman, Captain George Ashmun, was killed in action. In later years, Masajiro “Mike” Kawato claimed to have been the pilot who shot down Boyington. He described the combat in two books and numerous public appearances (often with Boyington), but this claim was eventually “disproven,” though Kawato repeated his story until his death. Kawato was present during the action in which Boyington was shot down, as one of 70 Japanese fighters which engaged about 30 American fighters.

HA8222 Hobbymaster 1/48th scale F4U-1A Corsair 915, VMF-214 “Black Sheep”, Jan 3rd, 1944 “Major Greg Boyington’s last mission”  RRP £94.00  Flying Tigers only £69.99

HA3882 Hobbymaster 1/72nd scale Lockheed F-16C 88-0454, 8th FS “Black Sheep” Holloman AFB, 2017  RRP £91.00  Flying Tigers only £68.99

Hobbymaster New Models now in stock !

Check out the latest Hobbymaster models which have arrived at Flying Tigers soon. Pre-ordered models are in the process of being dispatched.

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

HA3554 Hobbymaster 1/72nd scale F/A-18A “Worimi Hornet” A21-23, RAAF, 2016  RRP £90.00  Flying Tigers only £67.99

HA3555 Hobbymaster 1/72nd scale F/A-18C Hornet BuNo 164201, VFA-83 “Rampagers”, 2005  RRP £90.00  Flying Tigers only £67.99

HA3882 Hobbymaster 1/72nd scale Lockheed F-16C 88-0454, 8th FS “Black Sheep” Holloman AFB, 2017  RRP £91.00  Flying Tigers only £68.99

HA3896 Hobbymaster 1/72nd scale Lockheed F-16/101 75-0745, USAF, 19th Dec 1980  RRP £88.00  Flying Tigers only £66.99

HA5010 Hobbymaster 1/72nd scale Grumman EA-6B Prowler 160437, VAQ-142, Bagram Airfield, Afghanistan “Operation Iraqi Freedom”  RRP £120.00  Flying Tigers only £89.99

HA8751 Hobbymaster 1/48th scale Bf-109G-6 “Green 1” Hermann Graf JG50, September 1943  RRP £90.00  Flying Tigers only £63.99

HA8809 Hobbymaster 1/48th scale Japanese A6M2 Zero Fighter Type 21 AII -105, Lt. Yoshio Shiga IJN Carrier Kaga, December 1941 “Pearl Harbor”  RRP £90.00  Flying Tigers only £67.99

Hobbymaster New Models Arriving at the end of July !

Check out the latest Hobbymaster models which are arriving at Flying Tigers at the end of July and are available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

HA19022 Hobbymaster McDonnell Douglas F-4EJ Kai Phantom II 37-8315, 301 Squadron, JASDF “Final Year 2020”  RRP £94.00  Flying Tigers only £70.99

HA2551 Hobbymaster 1/72nd scale F-105F Thunderchief 63-8301, flown by Lt Col. Leo Thorsness, 355th TFW, 357th TFS, 17 April 1967 RRP  £128.00  Flying Tigers only £96.99

HA3027 Hobbymaster 1/72nd scale General Dynamics RF-111C A8-143, 1 Squadron, RAAF Tindal, November 1999  RRP £111.00  Flying Tigers only £82.99

HA3028 Hobbymaster 1/72nd scale F-111F Aardvark “Central Enterprise 95” 73-0715, 523rd TFS “Crusaders”, RAF Fairford, 1995  RRP £120.00  Flying Tigers only £89.99

HA3809 Hobbymaster 1/72nd scale Lockheed F-16C Barak “Exercise Blue Wings 2020” No.536, 101 Squadron, IAF, West Germany, 17th August 2020  RRP £88.00  Flying Tigers only £65.99

HA3809B Hobbymaster 1/72nd scale Lockheed F-16C Barak No.519, 101 Squadron, IAF, 2010s  RRP £88.00  Flying Tigers only £65.99

HA3884 Hobbymaster 1/72nd scale Lockheed F-16C Fighting Falcon “75th Anniversary Scheme of 457th FS” , Nov 2020  RRP £88.00  Flying Tigers only £65.99

HA4561 Hobbymaster 1/72nd scale McDonnell Douglas F-15C Eagle 84-0027, 53rd FS, Bitburg AB, Germany, May 1992 “Operation Desert Storm”  RRP £111.00  Flying Tigers only £82.99

HA5119 Hobbymaster 1/72nd scale F/A-18F Super Hornet 166674, VFA-213, USS George H W Bush “Operation Inherent Resolve 2017”  RRP £120.00  Flying Tigers only £90.99

HA5709 Hobbymaster 1/72nd scale Su-35 Flanker E Red 59, Russian Air Force, “Syrian War”  RRP £120.00  Flying Tigers only £90.99  Sorry, SOLD OUT at Pre-order

HA6511A Hobbymaster 1/72nd scale MiG-29 Strizhi Aerobatic Team No 31, Russian Air Force, 2019  RRP £96.00  Flying Tigers only £71.99

HA6511B Hobbymaster 1/72nd scale MiG-29 Strizhi Aerobatic Team Russian Aerospace Force, 2019 (with decal of numbers : 29, 30, 31, 32, 34)  RRP £96.00  Flying Tigers only £71.99

HA1526 Hobbymaster 1/72nd scale T-6G Texan 49-3477, USAF Air Training Command, Columbus AFB, 1955  RRP £72.00  Flying Tigers only £52.99

HA1527 Hobbymaster 1/72nd scale T-6G Texan 51-14337, 75th FIS, Presque Isle AFB, 1952  RRP £72.00  Flying Tigers only £52.99

HA8905 Hobbymaster 1/48th scale Grumman F4F-3 Wildcat Maj. Robert E. Galer, Guadalcanal, VMF-224, 1942  RRP £80.00  Flying Tigers only £59.99

That is all for this week.

Thank you for reading this week’s Newsletter.

Richard.
Flying Tigers.

The post Pappy Boyington , Hobbymaster New Model Arrivals and Next Delivery end of July. appeared first on Flying Tigers.

An aerial view of Nellis AFB taken during 2014.

Nellis Air Force Base (“Nellis” colloq.) is a United States Air Force installation in southern Nevada with military schools and more squadrons than any other USAF base. Nellis hosts air combat exercises such as Exercise Red Flag and close air support exercises such as Green Flag-West flown in “Military Operations Area (MOA) airspace”, associated with the nearby Nevada Test and Training Range (NTTR). The base also has the Combined Air and Space Operations Center-Nellis

History

After World War I, Nevada and other western inland states were surveyed by Capt. Lowell H. Smith and Sgt. William B. Whitefield for landing sites, and by “mid-1925 the Air Service possessed information on nearly thirty-five hundred landing places, including more than twenty-eight hundred emergency landing areas, in the United States.” The 1929 airfield (dirt runway, water well, and small operations shack) north of Las Vegas—operated by the 1925 Western Air Express for Contract Air Mail (CAM) Route #4, LA-to-SLC—was used by the Army Air Corps in the 1930s for training flights. After the Invasion of Poland in 1939, the “western site board” had located a southern Nevada area “near Tonopah, Nev” by April 1940 for a military range, and in October 1940, Air Corps Major David Schlatter surveyed the southwest United States for a military airfield. “The 60 × 90 mile area at Tonopah was transferred to the War Department on 29th October 1940” by Executive Order 8578.

McCarran Field

Renamed to McCarran Field in the mid-1930s, there were “difficulties in securing the use” of the airfield north of Las Vegas for a Nevada World War II Army Airfield. McCarran Field was bought on 2nd January 1941 by the City of Las Vegas, was leased to the Army on 5th January, and was “signed over” to the Quartermaster Corps on 25th January—Army construction began in March 1941.  The city’s Federal Building became the May 1941 location of the 79th Air Base Group detachment (5 staff officers commanded by Lt. Col. Martinus Stenseth), and a month later 5 administrative NCOs plus other support personnel arrived. WPA barracks in Las Vegas were used for enlisted men, and the motor pool with 6 vintage trucks and a semi-trailer was next to the WPA barracks. Vehicle parts were from local service stations and gasoline and oil from the Civilian Conservation Corps (the Block 16 brothels in Las Vegas were closed.) Permanent construction for barracks to house 3,000 people began in mid-1941, and by 7th December, 10 AT-6 Texan advanced flight trainers and 17 Martin B-10 bombers were at the airfield.

Martin B-10B 

Las Vegas Army Airfield

Las Vegas Army Airfield was both activated and began flying training on 20th December 1941. Gunnery training began in January 1942, with guntruck platforms being used in January and February. Many pieces of the destroyed aerial drone targets litter the hillside north of the gunnery range, and can be seen in town when the sun reflects off them.

The first B-17 Flying Fortresses arrived in 1942 and allowed training of 600 gunnery students and 215 co-pilots from the field every five weeks at the height of the war. More than 45,000 B-17 gunners were trained; the USAAF training movie The Rear Gunner was filmed at the airfield in 1943. The 82d Flying Training Wing (Flexible Gunnery) was activated at the base as one of ten Army Air Forces Flying Training Command wings on 23rd August 1943. By 1944, gunnery students utilized B-17, B-24 Liberator and B-40 Flying Fortress gunship aircraft (for example by firing at aircraft-towed targets).

The Las Vegas Army Airfield had 3 runways in 1942, the year Tonopah Army Airfield opened in August (the Tonopah Bombing Range had been divided in 1941 into the Tonopah and Las Vegas General Ranges.)

In March 1945, the base switched to B-29 gunnery training which included the manipulation trainer on the ground with camera guns. The subsequent population peaked with nearly 11,000 officers and enlisted personnel including more than 4,700 students. Flexible gunnery training ended in September 1945, and the base became a demobilization center for soldiers’ separation physicals and final pay. A course of navigator, bombardier, and radar operator training planned for LVAAF was instead begun at Mather Army Airfield in June 1946. AAF Training Command closed LVAAF which went on caretaker status 28th August 1946 (“officially deactivated in January 1947”). During the planning for a separate air force, the Las Vegas AAF was reactivated “30th Aug 47 as a subinstallation of Mather”, and it transferred to the USAF after the branch was created in September.

Las Vegas Air Force Base

Renamed Las Vegas Air Force Base on 13th January 1948 and assigned as a subinstallation of Williams AFB on 1st April, the 3595th Pilot Training Wing (Advanced Single-Engine) was established on 22 December 1948. Training began at Las Vegas AFB on 1st March 1949 with 5 squadrons using P-51 Mustangs for a 6-month course (3,000 USAF pilots needed trained by 1950). The 3525th Aircraft Gunnery Squadron activated on 11th February 1949, the base hosted the 1st USAF Gunnery Meet on 2 May, and ATC opened its LVAFB Aircraft Gunnery School on 15th May 1949.

Nellis AFB

Nellis Air Force Base was named on 30th April 1950, and the 20th May 1950 dedication was attended by Lieutenant Nellis’ family. By 1st July the Air Force had directed ATC to accelerate Korean War training for a new 95-wing Air Force. The first school opened at Nellis, and ATC redesignated the 3595th Pilot Training Wing (Advanced Single-Engine) as the 3595th Training Wing (Combat Crew). On 17th July 1950, Nellis began a replacement pilot training program to provide 115 FEAF F-51 Mustang pilots and 92 combat-ready F-80 Shooting Star pilots. Nellis’ advanced single-engine pilot training transferred to Alabama on 1st September 1950. Nellis assumed fighter-bomber training, and ATC established its USAF Air Crew School (Fighter) on 14th November 1950, equipped with F-80s and early-model F-84C Thunderjets.

3595th PTW F-51D c. 1950 at a Nellis hangar

On 1st October, Nellis AFB base management functions transferred from Williams AFB. In early 1951, ATC assigned recently graduated airplane and engine mechanics to Nellis to learn jet aircraft maintenance. The airfield was expanded 1951–1954 with longer jet-capable runways, reconfigured taxiways and a larger aircraft parking ramp; and World War II wooden structures were replaced with concrete and steel structures (e.g., barracks and base housing for married personnel). The first Wherry houses were completed in 1954, with updated Capehart houses being completed in February 1960.

USAF Fighter Weapons School

The USAF Fighter Weapons School was designated on 1st January 1954 from the squadron when the Air Crew School graduated its last Combat Crew Training Class (the primary Weapons School mission was gunnery instructor training.) In the mid-1950s for Operation Teapot nuclear testing, 1 of the 12 Zone Commanders was based at Nellis AFB for community liaison/public relations (weapons for other atomic tests were stored at Nellis). Air Training Command suspended training at the Nellis fighter weapons school in late 1956 because of the almost total failure of the F-86 Sabre aircraft used at Nellis, and during 1958 ATC discontinued its Flying Training and Technical Training.

Fighter Weapons School F-80As c. 1950 in front of Frenchman Mountain which is east of the valley.

Tactical Air Command

Nellis AFB transferred to Tactical Air Command on 1 February 1958, and the Nellis mission transitioned from initial aircraft qualification and gunnery training to advanced, graduate-level weapons training. Soon after the transfer to TAC, the F-100C, F-100D, and tandem cockpit F-100F entered the school inventory. On April 21st, 1958 an F-100F on a training flight out of Nellis was involved in a mid-air collision with United Airlines Flight 736. All 47 aboard the airliner and both Air Force pilots in the fighter jet were killed. The 3595th wing assets were redesignated as the 4520th Combat Crew Training Group by TAC on 1st July 1958.

An F-100D Super Sabre fighter jet (s/n 56-2910) taking off from Nellis, circa 1959.

4520th Combat Crew Training Wing

The 4520th Combat Crew Training Wing was designated from the 4520th CCTG on 1st May 1961, and the Combat Crew training squadrons were renumbered. The 4537th Fighter Weapons Squadron had been assigned F-105D Thunderchiefs in March 1961, and the wing taught veteran pilots in all phases of fighter weapon employment: air-to-air gunnery, rocketry, conventional and nuclear bombing, aerial refueling, and combat navigation. The F-4 Phantom II Instructor Course began in mid-1965 and during the Vietnam War, experienced combat pilots were used as Fighter Weapons instructors at Nellis. On 1 January 1966 the USAF Fighter Weapons School was activated at Nellis with F-100, F-4, and F-105 divisions and on 1st September 1966, Fighter Weapons School elements and the 4520th CCTW merged to activate the 4525th Fighter Weapons Wing.

The Nellis control tower behind a 4536th F-100D (“WB” tail code). In July 1968 the first tail codes appeared on Nellis-based aircraft: “WC” (4537th F-105), “WD” (4538th F-4C), & “WF” (4539th F-111).

USAF Tactical Fighter Weapons Center

The USAF Tactical Fighter Weapons Center activated at Nellis AFB on 1st January 1966 (USAF Warfare Center after 15th November 2005) is the USAF authority for employment of tactical fighter weapons. The center has developed, refined, coordinated, validated and tested fighter concepts, doctrine, tactics, and procedures. The FWC also performed operational test and evaluation and prepared or monitored Air Force publications on employment tactics, aircrew training, and aircrew weapons delivery. It has supervised courses of the US Air Force Fighter Weapons School, adversary tactics training, and Wild Weasel training, and other combat and tactical schools.

The FWC supervised Red Flag operational training and other continuing air exercises, such as Green Flag and Silver Flag Alpha. The center also directed operations of the US Air Force Bomber and Tanker, Employment School since 1992 and the Air Rescue Center since 1993. The USAF Air Demonstration Squadron with the United States Air Force Thunderbirds moved from Arizona to Nellis AFB in June 1956.

The United States Air Force Thunderbirds

474th Tactical Fighter Wing

The 474th Tactical Fighter Wing was reassigned from New Mexico to Nellis AFB on 20th January 1968 and was the first USAF operational wing equipped with the General Dynamics F-111 , 6 of the F-111As departed Nellis for Vietnam on 15th March 1968 (Combat Lancer). Nellis provided replacements for 2 lost F-111s, and the F-111s returned to the USA in November 1968. The wing’s 428th Tactical Fighter Squadron reached IOC in spring 1968 with F-111s, and the TFW was fully operational in July 1971. The Lake Mead Base, a 1953–6 United States Navy’s weapons storage area of 2,832 ha (6,999 acres), became Area II of the Nellis AFB complex in September 1969.

The 430th TFS returned to the 474th TFW Nellis on 22nd March 1973 assuming a replacement training unit mission, while the 428th and 429th were transferred to Mountain Home AFB on 30th July 1973. Post-war the 474th’s mission was to train combat-ready force of aircrews and maintained a rapid-reaction capability to execute fighter attacks against enemy forces and facilities in time of crisis. In 1975, the 428th and 429th Tactical Fighter Squadrons were reassigned to the wing with F-111As (transferred to Mountain Home AFB, Idaho, in August 1977) and the 474th Wing absorbed the F-4D Phantom II aircraft, crews, and resources of the inactivating provisional 4474th Tactical Fighter Wing at Nellis in April 1977. The wing was inactivated in September 1989, and its F-16As transferred to Air National Guard and Air Force Reserve squadrons.

57th Fighter Weapons Wing

The 57th Fighter Weapons Wing was activated at Nellis on 15th October 1969 to replace the 4525th FWW (its Fighter Weapons Squadrons transferred to the 57th). The USAF Air Demonstration Squadron (the “Thunderbirds”) was assigned to the 57th in February 1974, and the wing incorporated intelligence training after March 1980. Redesignated the 57th Tactical Training Wing in 1977, the wing trained tactical fighter aircrews, conducted operational tests and evaluations, demonstrated tactical fighter weapon systems, and developed fighter tactics. The 57th’s 4440th Tactical Fighter Training Group (Red Flag) assumed operational control of Red Flag exercises in October 1979; and the 57th developing realistic combat training operations featuring adversary tactics, dissimilar air combat training, and electronic warfare.

Nellis’ 4477th Tactical Evaluation Flight (“Red Eagles”) operated MiG-17s, MiG-21s and MiG-23s at the Tonopah Test Range Airport (late 1960s-c. 1990) to simulate combat against U.S. combat aircraft. Named Constant Peg in 1980, the operation assessed the Soviet technology and developed adversary tactics for dissimilar air combat training. After completion of training, the Aggressor pilots were assigned to the DACT squadrons, one of which was assigned to Nellis. During the 1970s, a site northwest of Nellis evaluated a Soviet “Barlock” search radar to develop techniques for countering Soviet air defense systems.

The Las Vegas Range of mountains is visible beyond a 66th FWS F-4E on the Nellis tarmac.

The USAF Fighter Weapons School reactivated 30 December 1981 in the 57th wing and the 66th, 414th and 433d Fighter Weapons Squadrons became its “A-10”, “F-4E” and “F-15A” divisions (the 414th was the “Red Flag Training Squadron” in 1996). The 422d FWS aircraft and personnel became the “F-16 Division” and the squadron heraldry transferred to the 422d Test and Evaluation Squadron. The FWS mission expanded on 15th June 1993 to include all Air Combat Command weapons (B-52 & B-1 Divisions) and in 1995, rescue helicopters (HH-60 Division). RC-135 Rivet Joint and EC-130 Compass Call courses were also added to the CCO Division in 1995, as well as a Space Division in 1996 (UAVs in 2008).

In 1981, the Gunsmoke gunnery meet was first held and the 57th Fighter Weapons Wing was reorganized as part of the establishment of the Fighter Weapons School, e.g., the 422d Test and Evaluation Squadron for aircraft modifications was established on 30th December 1981 from the 422d Fighter Weapons Squadron. In 1990, the 64th and 65th Tactical Fighter Training Aggressor Squadrons and the 4440th TFTG were inactivated in 1990 at the end of the Cold War. In November 1991, the 57th implemented the USAF Objective Wing organization which was the most comprehensive USAF reorganization plan since 1947, activating the 57th Operations Group for Nellis airfield operations and establishing the 57th Test Group.

64th Aggressor Squadron F-16 takes off from Nellis AFB during Red Flag 14-1

Air Combat Command

Nellis transferred to Air Combat Command on 1st June 1992, at the end of the Cold War when Tactical Air Command was inactivated. The 57th Wing was designated on 15th June 1993 from the 57th Operations Group in conjunction with the introduction of the RQ-1 Predator and MQ-9 Reaper unmanned aerial vehicles (UAV). The USAF Combat Rescue School was also established in 1993 for HH-60 Pave Hawk instructional flying. “In 1996, AETC moved the PJ Advanced Weapons Course from Nellis AFB to Kirtland AFB”. The 98th Range Wing was activated at Nellis on 29th October 2001 for Nellis Air Force Range control (previous range control was by the FWC.) After Detachment 13, 372d Training Squadron opened its F/A-22 maintenance training facility on 29th November 2001, on 14th January 2003 Nellis received the first production F-22A Raptor for the F-22 Force Development Evaluation program and Weapons School (12 Raptors had been assigned to the 422d Test and Evaluation Squadron by July 2008.)

Maintainers with the 27th Aircraft Maintenance Unit out of Joint Base Langley-Eustis, Va., check for structural damages on an F-22 Raptor during Red Flag 17-1 at Nellis Air Force Base, Nev., Jan. 27, 2017. If damages are found, low observability aircraft structure technicians must repair them to ensure the aircraft maintains its stealth capability. (U.S. Air Force photo by Staff Sgt. Natasha Stannard)

“Aggressor” training was reactivated under the 57th Operations Group in 2003 and in 2006 Nellis had the Air Ground Operations School. On 1st May 2007, the UAV reconnaissance elements assigned to the 57th Operations Group transferred to the 432nd Wing. Detachment 1 of the Space Warfare Center was established at Nellis in 1996 after the “Nellis Combined Air Operations Center”, the Warfare Center transferred Nellis Air Force Range control to the 98th Range Wing in 2001, and the annual Aviation Nation airshow began at Nellis in 2002. The Nellis Solar Power Plant constructed 23rd April–December 2007 on Nellis’ west side was visited by president Barack Obama on 27th May 2009. In 2010, the 505th Operations Squadron operated the Combined Air and Space Operations Center-Nellis.

The 57th Adversary Tactics Group merged into the 57th Operations Group on 31st March 2020. On 1st June 2020 the 800th Rapid Engineer Deployable, Heavy Operational Repair Squadron, Engineer (RED HORSE) Group activated at Nellis, with the 820th Red Horse Squadron as a subordinate unit.

Role and operations

Nellis Air Force Base is known by the USAF as the “Home of the Fighter Pilot” and is the Air Force’s focus for advanced combat training. The main unit at Nellis is the USAF Warfare Center, which coordinates training for composite strike forces involving aircraft types from across the USAF inventory, accompanied by air and ground units of the US Army, US Navy, US Marines, and aircraft from other NATO and allied nations. Training is delivered through a series of exercises which typically take place at the Nevada Test and Training Range (NTTR), the primary examples being Exercise Red Flag and Exercise Green Flag (West).

As of October 2019, Nellis employed 9,500 military and civilian personnel. The total military population is more than 40,000, including family members and retired military personnel in the area.

The base also supports operations at nearby Creech Air Force Base, Tonopah Test Range, and the Nevada National Security Site. Nellis ground systems for range operations (e.g., by callsign “Nellis Control”) include the Computer and Computed Subsystem used to receive microwave signals from the NTTR Ground-Based per Station the Tracking and Communications Subsystem (TCS) for presentation on Nellis’ Display and Debrief SubSystem (DDS).

Nellis Area I has the airfield (2 runways and ramp space for up to 300 aircraft), recreation and shopping facilities, dormitories/temporary lodging, some family housing, “and most of the command and support structures”, e.g., Suter Hall for Red Flag. Nellis Area II northeast of the main base “at the foot of Sunrise Mountain” (formerly the U.S. Navy’s Lake Mead Base) has Nellis Gun Club and the 820th Red Horse Squadron. Nellis Area III is west of the main base with family housing, administration and industrial areas, and the Mike O’Callaghan Federal Hospital. Area III also includes a 9.5 ha (23.4 acres) munitions response area (MRA XU741) which had World War II storage for small arms ammunition, pyrotechnics, and chemical bombs and that now includes 2 remaining World War II buildings (numbers 1039 & 1047), 5 modern igloos, and RV storage.

66-8768  F4-E at Bergstrom AFB Austin. 

Hobbymaster 1/72nd scale F-4E “Gunsmoke ’89 Competition” 74-1040 “TX”, ,704 TFS, Nellis AB, 1989

The F-4E variant was an improved version of the C/D with an elongated nose and compact radar. These two things made it possible to install a 20mm M61A1 6 barrel 640 round Vulcan gun pod in the nose. The F-4E was the most produced variant with 1387 aircraft being made over its 12 year production period. The “E” also equipped more air forces than any other variant of the Phantom II.

Gunsmoke (officially known as the Air Force Worldwide Gunnery Competition) was a biennial air-to-surface gunnery meet for conventional weapons, hosted by the United States Air Force. It was held beginning in 1949, excepting a few years. It has been succeeded by Hawgsmoke. The competition occurred during odd-numbered years, alternating with the William Tell competition, which occurs during even-numbered years.

HA19028 Hobbymaster 1/72nd scale F-4E “Gunsmoke ’89 Competition” 74-1040 “TX”, ,704 TFS, Nellis AB, 1989  RRP £90.00  Flying Tigers only £67.99

Hobbymaster New Model Announcements.

Check out the latest Hobbymaster 1/72nd scale models which are now available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

HA6613 Hobbymaster 1/72nd scale Eurofighter Typhoon FGR4 “Aggressor” ZJ914, IX(B) Sqn, Royal Air Force, RAF Lossiemouth, 2020  RRP £90.00  Flying Tigers only £67.99

HA3892 Hobbymaster 1/72nd scale Lockheed F-16AM “Solo Display 2015 Blizzard” FA-123, Belgium Air Force  RRP £91.00  Flying Tigers only £67.99

HA4526 Hobbymaster 1/72nd scale McDonell Douglas F-15E Strike Eagle “Tiger Meet of Americas 2005”  RRP £106.00  Flying Tigers only £79.99

HA5010B Hobbymaster 1/72nd scale Grummman EA-6B Prowler 160437, VAQ-142, Bagram Airfield, Afghanistan “Operation Iraqi Freedom” (no “shark mouth painting”)  RRP £118.00  Flying Tigers only £84.99

HA5708 Hobbymaster 1/72nd scale Su-35S Flanker E Red 04/RF-95241, Russian Air Force, Sept 2019  RRP £118.00  Flying Tigers only £87.99

HA2720 Hobbymaster 1/72nd scale Japan F-2A Jet Fighter 13-8508, 8SQ, JASDF, Tsuiki AB, 2018  RRP £94.00  Flying Tigers only £69.99

HA3114 Hobbymaster 1/72nd scale F-102A Delta Dagger 70907, 460th FIS, 337th FG, Portland IAP, 1962  RRP £91.00  Flying Tigers only £67.99

HA1049 Hobbymaster 1/72nd scale F-104G Starfighter 26+69, MFG 2, Marineflieger, 1985  RRP £78.00  Flying Tigers only £57.99

HA1062 Hobbymaster 1/72nd scale TF-104G Starfighter 27+79, MFG 2, Marineflieger, 1985  RRP £78.00  Flying Tigers only £57.99

HA8221 Hobbymaster 1/48th scale F4U-1 Corsair “Bird Cage” 17-F-13, VF-17 (aboard USS Bunker Hill), WWII  RRP £94.00  Flying Tigers only £69.99

HA8222 Hobbymaster 1/48th scale F4U-1A Corsair 915, VMF-214 “Black Sheep”, Jan 3rd, 1944 “Major Greg Boyington’s last mission”  RRP £94.00  Flying Tigers only £69.99

Herpa New Model Announcements.

Check out the latest Herpa 1/72nd scale models which are now available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

580724 Herpa 1/72nd scale QinetiQ Alpha Jet A ZJ647  RRP £57.00  Flying Tigers only £51.99

571579 Herpa  1/200th scale Russian Air Force Tupolev TU-95MS – 184th Regiment / 6950th Donbass Red Banner Air Base, Engels  RRP £89.00  Flying Tigers only £79.99

571562 Herpa 1/200th scale Luftwaffe Transall C-160 – LTG 63 / Air Transport Wing, Hohn Air Base “Retro Brummel” – Transall Fly-out 2021  RRP £89.00  Flying Tigers only £79.99

That is all for this week.

Thank you for reading this weeks’s Newsletter.

Richard.
Flying Tigers.

The post Nellis Air Force Base , Hobbymaster and Herpa New Model Announcements. appeared first on Flying Tigers.

A Spanish Navy AV-8B Harrier operating from an aircraft carrier

Today the Spanish Navy is one of the most important in the world, and one of the only nine naval forces on the planet capable of projecting an important level of force in their own hemisphere.

The main bases of the Spanish Navy are at Rota, Ferrol, San Fernando and Cartagena

Naval Aviation Early Days

Naval Aviation began to take its first steps, hand in hand, with military aviation in 1912 when a group of Navy officers were trained as pilots and observers in the Air Force Academy of ‘Cuatro Vientos’ Air Base. However, its definitive training took place on September 15th 1917 by virtue of a Royal Decree signed by King Alfonso XIII.

This decision was taken by the Government as a consequence of the lessons learned in the aero-naval field during the First World War, and its possible application to the military operations that Spain was conducting in North Africa against Riff tribes.

This Royal Decree established three guidelines for the development of the new capability. In the first place, the creation of a Naval Aviation School for personnel training; secondly, the establishment of a factory for the construction of the necessary naval air material and, finally, the creation of three aeronautical stations in Cádiz, Ferrol and Cartagena.

In April of 1918 the Naval Staff entrusted the responsibility of organizing the Naval Aviation to Lieutenant-Commander Pedro María Cardona, the true forerunner of the current Air Arm and an officer of confirmed talent and work competence.

Lt-Cdr. Cardona with other officers

The first decision of Lt-Cdr. Cardona was to temporarily establish the Naval Aviation School in Barcelona, on the grounds of the ‘Volateria’ airfield, (now the ‘El Prat’ airport), since the construction of the new school in what is now the ‘San Javier’ Air Base was delayed due to different administrative difficulties. In addition, other smaller airfields were built in Mahón (Menorca), Marín (Pontevedra) and Mar Chica (Melilla).

In 1920 the Naval Aviation Bureau was created within the Navy General Staff to promote the development of this new capability and, with limited initial loans, Lt-Cdr. Cardona set out to acquire the necessary equipment. In a short time three ‘Avro 504K’ aircraft were received for pilot training. They were very versatile models capable of operating with wheels or glides, also as bombers. Two Martinsyde F-6 ‘Buzzard’ fighters were also procured for reconnaissance and bombing missions. But then the need to acquire seaplanes to operate from the sea was raised, and the choice fell on an Italian aircraft ‘Macchi’ M-18 which began to operate from the port of Barcelona.

After frantic initial activity employing foreign instructors, the first course for naval pilots began in 1921. Furthermore, and given the need to provide an adequate military response to the unfortunate events of the ‘Annual Disaster’, the readiness of Naval Aeronautics was given a decisive push, by procuring a vessel that allowed the deployment and logistic support of seaplanes. Thus, at the end of 1921 the Ministry of the Navy received a German steamer delivered to the Spanish Government as war compensation for the losses suffered by our merchant marine during the Great War. It was named ‘Dédalo’ and, after a complete overhaul, the ship entered service in May 1922. It should be noted that the ‘Dédalo’, in addition to being the first aircraft carrier of the Spanish Navy, was the first ship capable of simultaneously operating semi-rigid airships, captive balloons and up to 20 ‘Macchi M-18’ seaplanes.

Air Personnel at El Prat

In just five years, and despite the enormous technological, financial and operational challenges, the Spanish Navy was able to develop its own naval capability. In those first years, the aircraft flotilla was also strengthened with the acquisition of five F-3 ‘Felixtowey’ seaplanes and the construction under license of half a dozen ‘Savoia’ S-13 seaplanes of Italian origin in Barcelona. This mixed model approach to the acquisition of aircraft and air equipment proved to be quite efficient: buying abroad taking advantage of the low prices due to the surplus of airplanes after World War I and, on the other hand, support the national industry in certain technically viable projects.

First combat

The first combat actions of the Air Arm occurred in August 1922 when the ‘Dédalo’ deployed in the coast of Africa to participate in the Moroccan Campaign. Commander Cardona was in command of the first combat operation which took place on August 6th, 1922, when lieutenants Francisco Taviel de Andrade and Julio Guillén, piloting a ‘Macchi M-18’, bombed different enemy positions. The first campaign of the ‘Dédalo’ in Morocco resulted in more than 125 combat sorties per pilot, and although her contribution to success was limited, it fully demonstrated the potential of this new capability.

During 1923 and 1924 the Air Arm continued growing with new training courses, procurement of new material, such as the ‘Supermarine Scarab’ and the ‘Macchi-24’, and participating in different operations in North Africa.

Moreover, the Air Arm had the privilege of participating -for the first time- in the ‘Gordon Bennet Cup’, a very prestigious and demanding airship competition where the Spanish ‘Hesperio’ finished fourth demonstrating the high training level the crew.

First Aircraft Carrier “Dedalo” of the Spanish Navy

Finally in 1925, the landing of ‘Al Hoceima’ was considered the first naval airlift in history. On this occasion, the ‘Dédalo’ and the different types of seaplanes, participated in an intense offensive action during the landing, bombing enemy positions and weakening their defences both on the beach and in the surrounding mountains, significantly contributing to the success of the operation.

The end of the war in Africa in 1926 was the opportunity to concentrate efforts on reorganizing the Air Arm, abandoning its facilities in Barcelona and moving to the new base in San Javier. In addition, the updating of the material continued, procuring modern ‘Dornier Do J Wall’ seaplanes built by the national company ‘Construcciones Aeronáuticas’ S.A. (CASA) in its Cádiz factory, the beginning of the indigenous aeronautical industry.

It was one of these ‘Dornier Do J Wall’ Plus Ultra, which completed the first flight to cross the South Atlantic, with participation of Lieutenant Juan Manuel Durán González.

The advent of the Republic in 1931 brought about the grouping of civil, military and naval aviation into a new body known as the General Directorate of Aeronautics. In those years another milestone of military aeronautics took place: the landing of the ‘Cierva’ auto-gyro on March 7th 1934 on the deck of the ‘Dédalo’, the first landing in the world of a rotary wing aircraft aboard a ship.

Aircraft Carrier Dedalo operating with an auto-gyro

Thus we arrive at the beginning of the Spanish Civil War in 1936, when Naval Aeronautics was at a high level, as regards of both, the expertise of naval pilots and the number of aircraft, although it is true that the ‘Dédalo’ was no longer operational at that time and some equipment were obsolete. The Spanish Navy operated twelve squadrons amounting to about a hundred aircraft, some of them the most modern units of the time, like the torpedo launching CASA ‘Vickers Vildebeest’.

With the outbreak of the Civil War the military and naval aviation were unified under just one single command and at the end of the conflict in 1939 the Spanish Air Force was set up which meant the total disappearance of the Navy’s air capability.

From its creation until its dissolution in 1939, the navy personnel showed its ability to develop a full-fledged naval aviation department, overcoming a myriad of financial, technological and operational problems. In those years the Naval Air Academy managed to train about a thousand men, and 121 officers were qualified in the different branches of the specialty. These were the officers, non-commissioned officers and sailors who paved the way for future generations of air crews decades later.

The New Air Arm

The only available air unit in the Spanish Navy in the period that goes from 1939 to 1954, was the ‘Heinkel He-114A’ seaplane operated by the Spanish Air Force as part of the so-called ‘Cooperation Aviation’ and embarked on the light cruiser ‘Miguel de Cervantes’. In those years the ‘Cooperation Aviation’ was responsible for managing the air support needed by the Navy. However, the technological and material isolation to which Spain was subject after World War II resulted in a total lack of adequate means.

The signing of the Agreement on Military and Economic Cooperation with the United States on September 26th, 1953 broke the isolation of Spain and opened an excellent opportunity for the Spanish Armed Forces in general, and the Navy in particular, to renew their equipment and procure new capabilities, including the embarked aviation.

In those years the helicopters were beginning to play an increasing role in military operations, but there were not any in our country. The American company ‘Bell Helicopter Corporation’, one of the main world manufacturers of light helicopters, made an offer to the Air Force, but the Air Minister rejected it. But then, the Minister of the Navy took the opportunity and with the consent of the Council of Ministers purchased three ‘Bell-47’ light helicopters.

After attending courses organized by ‘Bell’ at its facilities, the first helicopter pilots arrived in Spain. They were Lieutenant-Commander Miguel Brinquis and Lieutenants Eliseo González and Francisco Mola accompanied by a first batch of mechanics: Mr. Emilio Zarrabeytia and Mr. José Casal. This small group was sent to the Naval Academy in Marin, where the new helicopter unit was located. It was initially called ‘Helicopter Group’, and decades later, ‘Aircraft Flotilla’.

On January 1st, 1954, the three helicopters purchased by the Navy -but assembled in Marín by the aforementioned technicians- arrived from the port of Vigo and planted the seed of the future teams of excellent aircraft maintenance engineers that developed one of the most important pillars of the Flotilla.

The maiden flight of these helicopters took place from a sports field on the morning of June 19th, 1954.

Bell-47G helicopters at the Naval Academy

Already in the year 1955 another very important event took place when a ‘Bell-47’ helicopter landed for the first time on a Navy ship while underway. A wooden platform was installed in the aft section of tug ‘RR-29’, and a series of take offs and landings were successfully conducted with the vessel anchored first and then sailing. The pilot was Lieutenant González Mosquera and the Navy, seeing the results and the potential capability of the helicopter, decided to purchase another batch of three choppers.

It was at that time that Lieutenant-Commander Saturnino Suanzes de la Hidalga, then Commanding Officer of destroyer ‘Lazaga’, a unit based at the Naval Academy for midshipmen, who discovered the potential of naval aviation and was appointed student of the second group of pilots. From that moment Lt-Cdr. Suanzes devoted a good part of his career to reinforce and enhance the Air Arm; in this sense it must be said that if Cardona was the original mentor and promoter of Naval Aeronautics thanks to his dynamism and spirit of work, the same could be said of Admiral Suanzes with respect to the current state of the Air Arm. Thanks to his endeavors, and that of many others along with him, the revival of naval aviation was definitively consolidated.

As has already been said, the signing of the Cooperation Agreement between Spain and the United States represented a very important instrument in the development of the Navy and its embarked aviation. It must be remembered that the signing of the Agreement took place in a moment of confrontation between two powers (USA and the USSR) and the geostrategic position of Spain had an unquestionable importance for the United States which wanted to contain the expansion of the Soviet fleet in the Mediterranean Sea. Thus it is not surprising the interest of the United States in building a naval base in Rota (SW Spain) allowing them to control the Strait of Gibraltar and its approaches, and boost cooperation projects with the Spanish Navy to enhance -among other things- its anti-submarine warfare capability.

Sikorsky Westland S-55 España Armada

It is in this context that seven medium-size ‘Sikorsky’ S-55 helicopters were purchased for anti-submarine warfare and, in 1957, the ‘Helicopter Group’ was transferred to Rota Naval Base, at that time under construction. The transfer was a great advantage for the development of naval aviation since, together with the greater space available and better weather conditions, it was nearer USA military facilities which, over the years, had become a reference for the Spanish Navy and its naval aviation. That same year, the Helicopter Bureau was set up in the Naval Staff Headquarters to manage all the affairs of the ‘Helicopter Group’.

But the Navy was not the only Service ready to enhance its antisubmarine capability; the Spanish Air Force also created in 1961, the 601 Squadron, based at Jerez de la Frontera Air Station, equipped with the American anti-submarine ‘Grumman Albatross’ aircraft. Since then, Navy personnel have served in this unit as Navigators and Tactical Coordinators.

In Rota Naval Base, the Helicopter Flotilla was established with the 1st Squadron (‘Bell-47’ helicopters) and the 2nd Squadron (‘Sikorsky S-55’) in 1963, with the idea of unifying all the units and facilities. Once the Helicopter Flotilla was created, the plans of the General Staff to increase and improve material and equipment alike continued enhancing some other capabilities like sea control and anti-submarine warfare.

It was subsequently decided to procure four ‘Augusta Bell-204’ helicopters that made up the 3rd Squadron in 1964. That same year, and with great foresight, it was decided to procure six units of what has unquestionably been the best anti-submarine helicopter in history, the ‘Sikorsky SH-3D Sea King’.

Sikorsky SH-3D Sea King (HS.9-16 – 01-516) de la 5ª Escuadrilla de la Flotilla de Aeronaves (FLOAN) de la Armada Española

Soon afterwards, in February 1966, the 5th Squadron was formed with the ‘Sea Kings’. The staff of the unit was so impressed by the aircraft that they nicknamed them Sacred Cows and were given the well-known call sign ‘Morsa’ (Walrus). There is no doubt that the technical complexity, both of the aircraft and its systems, represented a very important technological leap forward for the Helicopter Flotilla, requiring a deep renovation of work procedures for flight crews and maintenance technicians.

Given the growing importance of embarked aviation, the Air Arm was created in April 1964 substituting the Helicopter Bureau with its main Air Station in Rota Naval Base.

 The arrival of fixed-wing aircraft

The goals of the Spanish Navy as regards the Air Arm were not confined to anti-submarine helicopters as it intended to have an aircraft carrier with fixed-wing airplanes.

The US Navy transferred the former light carrier ‘USS Cabot’ to the Spanish Navy -the ‘Dédalo’- which was the Navy’s flagship until the commissioning of the Spanish-designed aircraft-carrier ‘Príncipe de Asturias’ in 1988.

Second “Dadalo” operating with AV-8A Harriers

To advance in the second goal of operating fixed-wing aircraft, four small planes Piper ‘Comanche’ were procured, with which the 4th Aircraft Squadron was formed in 1964. Despite the insistence of the Navy, the authorities of the Spanish Air Force did not allow them to be registered and could therefore not operate as such. The situation lasted several years until the VTOL ‘Harriers’ joined the Navy in 1976. It was not then until 1977 -twelve years after their acquisition- that the four Piper aircraft were registered as Navy aircraft.

The Piper ‘Comanches’ were just an excuse for the Navy to get authorization to operate fixed-wing aircraft, since, in those years, the General Staff had been following with interest the British program for a new vertical take-off and landing aircraft, the Hawker Siddeley ‘Harrier’, which was operational with the UK Air Force at the end of the 60’s.

Aware of the potential of the new aircraft, the Spanish Navy managed to get the approval of the Council of Ministers in 1972 for a demonstration on board the ‘Dédalo’. The successful trials took place on November 8 of that year northeast of Cape Creus, when the test pilot of the British company John Farley made the first landing of a ‘Harrier’ on the ship. Shortly afterwards the Navy obtained authorization from the Government for the procurement of the first eight ‘Harriers’.

Landing of a Harrier GR1 on the Dedalo

In 1973 the 8th Aircraft Squadron was created to receive the new aircraft and an initial group of pilots and technicians was sent to the US for training. Finally, on Christmas Eve of December 1976, the ‘Dédalo’ docked in Rota Naval Base with the first seven ‘Harrier’ AV-8A aircraft, dubbed ‘Matador’ in Spain. The Navy had once again achieved the dream of operating embarked airplanes, and the ‘Dédalo’ changed her name from helicopter carrier to aircraft carrier.

That same year, the name of the Helicopter Flotilla was also changed to that of Aircraft Flotilla, to semantically welcome the newly inaugurated 8th Squadron.

The current Aircraft Flotilla

As of 1976, the Aircraft Flotilla has adapted to fulfill the missions entrusted, either by updating its Squadrons or by creating new ones to incorporate new helicopters or airplanes. In this development we have seen the disappearance of the 1st, 2nd, 7th and 8th Squadrons and the formation of the 9th, 10th and 11th Squadrons. Besides, the Navy operated the aircraft carrier ‘Prínce of Asturias’ first, and then her replacement, the LHD ‘Juan Carlos I’.

Today the Flotilla operates the following aircraft:

Aircraft

The Spanish Naval Air Arm constitutes the naval aviation branch of the Spanish Navy.

• McDonnell Douglas AV-8B Harrier II    13
• Cessna Citation    4
• Agusta-Bell AB 212    7
• Hughes 500M    6
• Sikorsky SH-3 Sea King    (Phasing out 2020)   10  (3 of which AEW)
• Sikorsky SH-60B Seahawk    12
• Sikorsky SH-60F Seahawk   6
• NHI NH90    7 on order

The 3rd Squadron with seven ‘Augusta Bell 212’ incorporated at the end of the seventies to conduct surface and anti-submarine warfare missions. At the end of the 1980s, these helicopters were upgraded turning them into the main elements for tactical transport of troops and are currently undergoing a process of life extension and modernization with new mission systems that will enable them to effectively carry out surveillance and maritime security missions on board offshore patrol vessels.

Thanks to the operational versatility and flexibility of this helicopter, 3rd Squadron units have participated in most naval operations, accumulating more than 90,000 flight hours.

The 4th Squadron, which has gone from the old turbo-prop ‘Piper Comanche’ to modern ‘Cessna Cittation II’ and a ‘Cessna Cittation VII’ jets, has as its main missions, maritime surveillance and logistic support. It has contributed to the support of many operations abroad like ‘Libertad Duradera’, ‘Libre Hidalgo’, etc. with more than 45,000 flight hours.

The 5th Squadron, established in the late sixties to provide high-performance anti-submarine warfare helicopters, currently operates ten SH-3D ‘Seaking’ helicopters that were modified and upgraded in 2002 to carry out its new main mission; namely tactical transport of troops. This helicopter, thanks to its high performance and cargo capacity, has been fundamental in all the operations where the Spanish Navy has participated. Moreover, and due to its all-weather search and rescue (SAR) capability, these helicopters have managed to save the lives of many people in danger. The Squadron has accumulated more than 100,000 flight hours and is a constant example of professionalism and good work.

The 6th Squadron, with its ‘Hughes 500’ choppers, was originally made up in the 70’s to provide the veteran ‘Churruca’-class destroyers with a submarine detection capability. Since then, they have also undergone a modernization program to adapt them to their current mission of naval air training for helicopter pilots. Additionally, they likewise significantly contribute to the execution of other important Navy courses such as helicopter air controllers at sea.

AV-8S Matador in flight

The 9th Squadron was set up in 1987 to receive the VTOL AV-8B ground attack ‘Harriers’. In 1996 these Harrier were replaced by the enhanced version called AV-8B Plus that were developed in cooperation with the United States, Italy and the United Kingdom; the national aeronautical industry (CASA) played an important role in the manufacture of this aircraft in its Seville factory.

The AV-8B Plus is a modern all-weather ground attack aircraft that constitutes one of the pillars on which the Navy’s projection capability rests, having completed more than 50,000 flight hours.

The 10th Squadron, with its Sikorsky SH-60B helicopters, represents the essential complement of our escorts: the ‘Santa María’-class (F-80) and the ‘Álvaro de Bazán’-class (F-100) frigates. Thanks to their LAMPS (Light Airborne Multipurpose System), that allows the exchange of data in real time, the sensors of the helicopter are an extension and a complement of the combat capabilities of the ship and her CIC (Combat Information Center). Six units were procured in 1988 and a further batch of six new units in 2002.

Aircraft carrier Principe de Asturias

The Squadron has joined all the operations where the Spanish Navy has participated and so far it has accumulated more than 50,000 flight hours. The 10th Squadron is proud that His Majesty King Juan Carlos I made a flight from the aircraft carrier ‘Príncipe of Asturias’ in April 1994. King Felipe VI received his badge of Naval Pilot in a ceremony celebrated on February 14th, 1997, after piloting one of these SH-60B helicopters. He has subsequently piloted this helicopter on different occasions accompanied by his promotion classmates.

The 11th Squadron created in 2014 to include Remotely Piloted Aerial Systems currently operates the ‘Scan Eagle’ unmanned air vehicle. These systems multiply the capability of our vessels in surveillance and reconnaissance operations at a much lower cost than an aircraft. Although it is the newest squadron of Aircraft Flotilla, its units have already participated in real missions.

The 11th Squadron also integrates the systems of the former ‘Targets for Naval Gunfire Group’ set up back in 1958 to provide, manage and maintain self-propelled and towed aerial targets in support of naval firing exercises.

Spanish Harriers receive a special tail for the Air Tattoo

Apart from the Squadrons, the Flotilla employs Air Groups that the Navy embarks whenever different types of controllers are needed to conduct air operations. On the other hand, and in order to warrant the adequate operation of all these air assets, the Flotilla has numerous support units such as the Second Maintenance Echelon where most preventive and corrective maintenance tasks are executed. There is also a Simulator Department with the necessary systems for training -in simulated environments- of flight crews, controllers and mechanics, all of them essential for the proper operation of the Flotilla.

As it has already been said, the Aircraft Flotilla has participated in many real operations on board Spanish Navy ships like, among others, Operation ‘Sharp Guard’ in 1993 with helicopters from the 3rd and 10th Squadrons to implement the naval embargo in former Yugoslavia; Operation ‘Alfa-Charlie’ in 1998 providing assistance to large areas of Honduras, Nicaragua, El Salvador and Guatemala in the aftermath of Hurricane ‘Mitch’ with helicopters of the 3rd Squadron from the LPD ‘Galicia’; Operation ‘Enduring Freedom’ in 2002 in response to the 9-11 attacks, with helicopters from the 3rd, 5th and 10th Squadrons; Operation ‘Solidarity Response’ in 2005 providing humanitarian aid to Indonesia with helicopters from the 3rd Squadron on board LPD ‘Galicia’; Operation ‘Free Hidalgo’ in 2006 in the Lebanon to monitor the ceasefire between the local contenders with helicopters from the LPD ‘Galicia’ (5th Squadron); Operation ‘Althea’ in 2008 and 2009 in Bosnia Herzegovina with the deployment of two SH-3D ‘Sea-Kings’; the humanitarian aid Operation ‘Hispaniola’ in Haiti after the 2010 catastrophic earthquake with helicopters from the LPD ‘Castilla’ (3rd and 5th Squadrons); and the international anti-terrorist Operation ‘Active Endeavor’ in the Mediterranean, the EUNAVFOR counter-piracy Operation ‘Atalanta’ in the Horn of Africa and the EUNAVFORMED Operation ‘Sophia’ fighting the illegal trafficking of people.

EAV-8B Harrier II Plus “RIAT 2019”

Hobbymaster New Model Announcements.

Check out the latest Hobbymaster 1/72nd scale models which are now available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

HA2626 Hobbymaster 1/72nd scale EAV-8B Harrier II Plus “RIAT 2019” VA.1B-24, Naval Air Station Rota, Andalusia, Spain 2019  RRP £90.00  Flying Tigers only £67.99

HA9501 Hobbymaster 1/72nd scale Su-30SM Flanker C Red 03, 31st Fighter Aviation Regiment, Russian Air Force, 2015  RRP £128.00  Flying Tigers only £96.99      BRAND NEW TOOLING !

HA2627 Hobbymaster 1/72nd scale AV-8B Harrier II Plus 1-19, Marina Militare, North Arabian Sea, 2002 “Operation Eduring Freedom”  RRP £86.00  Flying Tigers only £64.99

HA6905 Hobbymaster 1/72nd scale Lockheed ER-2 “High Altitude Research Aircraft” 809, NASA, 1999  RRP £120.00  Flying Tigers only £89.99

HA4524 Hobbymaster 1/72nd scale F-15C Eagle “MiG Killer” 86-0169, Lt Col Cesar Rodriguez, March 24, 1999  RRP £100.00  Flying Tigers only £74.99

HA4525 Hobbymaster 1/72nd scale F-15A Baz “First MiG-25 Killer” 672, No. 133 Squadron, Israeli Air Force, Feb 13, 1981  RRP £106.00  Flying Tigers only £79.99

HA3889 Hobbymaster 1/72nd scale Lockheed F-16AM 301 Sq. “Jaguares”, Portuguese Air Force, “NATO Tiger Meet 2011”  RRP £90.00  Flying Tigers only £67.99

HA3890 Hobbymaster 1/72nd scale Lockheed F-16BM J-211, 322 Squadron, RNLAF, Volkel AB, 2006  RRP £92.00  Flying Tigers only £67.99

HA7856 Hobbymaster 1/48th scale Spitfire MK. Vb RF-D/EP594, 303 Sqn., RAF, Lt. Jan Zumbach, Aug/Sept 1942  RRP £80.00  Flying Tigers only £59.99

HA7855 Hobbymaster 1/48th scale Spitfire MK. Vb BM592, Wing Cdr Alois Vasatko, DFC, Exeter (Czechoslovak) Wing, June 1942  RRP £86.00  Flying Tigers only £64.99

New Model arrivals at Flying Tigers !

Check out the following models that have just arrived at Flying Tigers. Get in quick with your order, as stocks are very limited and once they have gone… they have gone. Click on the model photo of your choice below to go straight to the model page.

Pre-ordered models are being dispatched from today.

CA72TP06 Calibre Wings 1/72nd scale Grumman F-14A Tomcat NFWS/NSAWC Topgun Splinter Buno 161869 RRP £160.00  Flying Tigers only £129.99  Just Arrived !

CA722406 Calibre Wings 1/72nd scale Sukhoi Su-24MK Fencer Russian 91 Blue Kubinka Airbase Russia RRP £160.00  Flying Tigers only £129.99  Small re-stocks now available.

580465 Herpa Luftwaffe 1/72nd scale Dassault-Breguet / Dornier Alpha Jet A Erprobungsstelle 61  RRP £69.00  Flying Tigers only £59.99  Finally arrived after over two years !

580458 Herpa 1/72nd scale French Air Force Dassault-Breguet / Dornier Alpha Jet E – EAC 00.314  RRP £69.00  Flying Tigers only £59.99 Finally arrived after over two years !

580496 Herpa 1/72nd scale The Flying Bulls Dassault-Breguet / Dornier Alpha Jet A Reg. D-ICDM  RRP £69.00  Flying Tigers only £59.99 Finally arrived after over two years !

AA28403 Corgi Aviation Archive 1/48th scale English Electric Lightning F6 XS904 / BQ, RAF No.11 Squadron, Binbrook, August 1987, ‘The Last Lightning Show’  RRP £132.00  Flying Tigers only £119.99  Arriving Monday next week !

571081 Herpa 1/200th scale Lockheed C-5A Galaxy USAF 69-0014  RRP £295.00  Flying Tigers only £249.99. Just arrived !

562287 Herpa  1/400th scale Antonov Airlines AN-225 Mriya  RRP £57.00  Flying Tigers only £51.99  Just arrived!

That is all for this week.

Thank you for reading this week’s Newsletter.

Richard.
Flying Tigers.

The post Spanish Naval Air Arm, Hobbymaster New Announcements and New Model Arrivals. appeared first on Flying Tigers.

F-14D Tomcat (VF-2) and F/A-18F Super Hornet (VFA-2) – May 2003

Strike Fighter Squadron 2 (VFA-2) also known as the “Bounty Hunters” is a United States Navy F/A-18F Super Hornet strike fighter squadron based at Naval Air Station Lemoore, California. Their tail code is NE and their callsign is “Bullet”. They are attached to Carrier Air Wing 2 (CVW-2), a composite unit made up of a wide array of aircraft performing a variety of combat and support missions that deploy aboard the Carl Vinson.

History

Four distinct squadrons have been designated VF-2. Officially, the US Navy does not recognize a direct lineage with disestablished squadrons if a new squadron is formed with the same designation. Often, the new squadron will assume the nickname, insignia, and traditions of the earlier squadrons.

VF-2 (1927-42)

Fighting Squadron 2 or VF-2 was an aviation unit of the United States Navy. Originally established as VF-2 on 1st January 1927, it was redesignated VF-2B on 1st July 1927, redesignated as VF-2S on 1st July 1932, redesignated as VF-2B in April 1933, redesignated as VF-2 on 1st July 1937, it was disestablished on 1st July 1942. It was the second US Navy squadron to be designated as VF-2.

VF-2B Boeing F3Bs at NAS North Island c.1929

Operational history

World War II

At the time of the Japanese Attack on Pearl Harbor, VF-2 was flying the F2A Buffalo, but soon transitioned to the F4F Wildcat.

VF-2 F2A Buffalo in 1941

The squadron’s first combat occurred during the Battle of the Coral Sea, the world’s first engagement between aircraft carriers. On 7th May 1942, VF-2 escorted strike aircraft against the Japanese aircraft carrier Shōhō. VF-2 claimed 6 confirmed aerial kills and 3 probable kills. The next day, Japanese carriers Shokaku and Zuikaku exchanged air strikes with the US force, and VF-2 lost 5 aircraft while claiming 11 kills. USS Lexington succumbed to torpedo damage and was sunk, without an aircraft carrier, VF-2 was disestablished on 1st July 1942.

VF-2 (1943-5)

Fighter Squadron 2 or VF-2 was an aviation unit of the United States Navy. Established on 1st June 1943, it was disestablished on 9 November 1945. It was the third US Navy squadron to be designated as VF-2.

Fighter Squadron 2 or VF-2 was an aviation unit of the United States Navy. Established on 1st June 1943, it was disestablished on 9th November 1945. It was the third US Navy squadron to be designated as VF-2.

World War II

VF-2 was established on 1st June 1943, at Naval Air Station Atlantic City. VF-2, known now as the “Rippers,” became the first World War II fighting squadron to bear the same designation as a previous unit in the war. Several pilots came from VF-6 and VF-10. The squadron initially deployed 8 FM-1 Wildcats but soon received the Grumman F6F Hellcat.

VF-2 trained on the east-coast until October 1943 when the squadron headed west to San Francisco and then Hawaii. In Hawaii, VF-2 participated in a Marine landing exercise and so impressed the influential “Butch” O’Hare that he requested that VF-2 replace VF-6 in his Air Group aboard USS Enterprise.

VF-2 Grumman F6F-3 Hellcat crash-lands aboard USS Enterprise, 10th November 1943

From November 1943 to January 1944, VF-2 saw action during the Gilbert and Marshall Islands campaign. VF-2 participated in O’Hare-designed “bat teams” of 1 Grumman TBF Avenger and 2 Hellcats for night interceptions.

In March 1944, VF-2 deployed aboard USS Hornet. From the Hornet, VF-2 participated in strikes against the Marianas on the afternoon of 11th June 1944. Over 200 F6Fs were launched from American carriers 200 miles (320 km) from their targets of Guam and Rota. VF-2 claimed 23 victories during the attack over the Guam airfield, while squadron aircraft closer to Hornet destroyed 3 Mitsubishi G4M “Betty” medium bombers. A second strike on Guam claimed another 10 Japanese aircraft. VF-2 scored 37 victories and only lost 1 plane. The next day, VF-2 attacked the Bonin Islands and Iwo Jima, only pilots which had not previously scored aerial kills were sent on this mission, claiming 17 kills.

Between 19th and 20th June 1944, VF-2 was credited with 47 victories with only 1 airplane damaged beyond repair. On the afternoon of 20th June, Japanese carriers were located approximately 200 miles (320 km) to the west. A strike was ordered with bombs and torpedoes. After the strike, only 6 VF-2 aircraft returned to Hornet, the remaining having landed on other carriers. 5 aircraft were lost at sea. 5 days later, VF-2 claimed 67 kills in 1 day during a sweep of Iwo Jima, losing only 1 F6F Hellcat (an additional one was damaged beyond repair).

During the 1943-44 period, VF-2 had conducted 184 strikes and 2050 sorties, destroying 50,000 tons of ships and 216 airborne airplanes and 245 airplanes on the ground. Losses totaled 3 airplanes in aerial combat and 4 to anti-aircraft fire.

The lead article in the 23rd October 1944 edition of Life magazine highlighted VF-2 in a seven-page spread, featuring pictures of 27 of the unit’s Aces including Roy “Butch” Voris, later to become Blue Angel 1 in the original Blue Angels flight demonstration team, Arthur Van Haren, Jr. and Connie Hargreaves and Wilbur “Spider” Webb who each became an Ace in a Day.

1970s

VF-2, known as the “Bounty Hunters,” was established on 14th October 1972 flying the F-14A Tomcat. VF-2 completed aircrew training and received its first Tomcats in July 1973, attaining full strength of 12 F-14As in the spring of 1974.

VF-2 F-14As aboard USS Enterprise during their first deployment, 1975

VF-2’s initial deployment was in 1974 with her sister squadron VF-1 aboard USS Enterprise. The squadron flew over Saigon in support of Operation Frequent Wind, the evacuation of US personnel in April, 1975.

1980s

VF-2 was assigned to USS Ranger for the September 1980 deployment, 4 months of which were spent in the Indian Ocean and Persian Gulf during the Iran hostage crisis.

The squadron was the first Tactical Air Reconnaissance Pod System (TARPS) unit for both CVW-14 and later CVW-2.

VF-2 deployed aboard USS Kitty Hawk in 1984 and returned for multiple Ranger deployments throughout the 1980s.

VF-2 F-14A equipped with AIM-9 Sidewinder, AIM-7 Sparrow and AIM-54 Phoenix air-to-air missiles, 1988

On 2nd June 1984, VF-2 became the first squadron to launch an F-14 from an aircraft carrier while towing an air-to-air gunnery target. In 1987, the squadron logged Ranger’s 260,000th landing.

1990s

The unit participated in Operation Desert Storm, flying over 500 combat mission from USS Ranger operating in the Persian Gulf. VF-2 performed escort, reconnaissance and Combat Air Patrol (CAP) missions. After the 1992-1993 cruise, USS Ranger was decommissioned (along with VF-2’s sister squadron VF-1), and VF-2 was switched to the USS Constellation. At the same time, VF-2 transitioned to the F-14D Tomcat. Several months after the 1995 cruise, VF-2 was awarded the battle “E” and relocated from NAS Miramar to NAS Oceana due to a Base Realignment and Closure (BRAC) decision to make Miramar a Marine Corps Air Station.

In April 1996, VF-2’s F-14Ds were modified to carry the LANTIRN infrared targeting pod, giving them precision strike capabilities.

F-14D Tomcat from VF-2 passing the bow of the aircraft carrier USS Constellation after having been launched from one of the waist catapults

During their 1999 cruise, VF-2 supported Operation Southern Watch and on September 9th, attacked Surface-to-Air Missile sites and anti-aircraft guns around Basra. The same day, a VF-2 Tomcat engaged 2 Iraqi Air Force MiG-23’s that were heading south into the No-Fly Zone from Al-Taqaddum Air Base, west of Baghdad with AIM-54 Phoenixes. The missiles did not score as the MiGs turned north once they detected the missile launch.

2000s

In mid 2001, VF-2 deployed aboard USS Constellation in support of Operation Southern Watch.

During the 2002-2003 deployment, the final cruise with the Tomcat, VF-2 participated in Operation Iraqi Freedom flying a wide range of missions including reconnaissance, close air support, CAP and strike missions. On February 28th, 2003, during Operation Southern Watch, a VF-2 aircraft delivered the 1st Tomcat JDAM in combat. During this deployment, VF-2 flew 483 sorties and dropped 294 Laser-guided bomb’s/JDAMs/MK-82 bombs.

An F-14D Tomcat attached to the Bounty Hunters of Fighter Squadron Two (VF-2) comes in for a landing onboard Constellation (CV-64) after just completing Aerial Combat Maneuvers (ACM) training. VF-2 was returning from a deployment with the Constellation Battle Group in which it supported Operations Southern Watch, Enduring Freedom and Iraqi Freedom. U.S. Navy photo by Photographer’s Mate 2nd Class Daniel J. McLain .

On 1st July 2003, VF-2 was redesignated VFA-2, and began transition to the F/A-18F Super Hornet receiving its first aircraft on 6 October 2003.

VFA-2 deployed to the Western Pacific aboard USS Abraham Lincoln with CVW-2 in October, 2004. They returned in March 2005 after supporting Operation Unified Assistance which provided humanitarian support to Southeast Asia after the 2004 Indian Ocean tsunami.

In 2006, VFA-2 and CVW-2 embarked on a WESTPAC deployment.

On 13th March 2008, VFA-2 embarked with CVW-2 aboard USS Abraham Lincoln on a 7-month deployment to the Persian Gulf, returning home on 8 October.

VFA-2 F/A-18Fs aboard USS Abraham Lincoln, in 2005

2010s

Between 24th and 31st March 2006, during Foal Eagle 2006 exercises, strike squadrons VFA-2, VFA-34, VFA-137, and VFA-151 teamed with U.S. Air Force aircraft from the 18th Wing based at Kadena Air Base to provide combat air patrols and coordinated bombing runs via the exercise’s Combined Air Operations Center.

On 11th September 2010, VFA-2 deployed with CVW-2 aboard USS Abraham Lincoln to the Arabian Sea and Persian Gulf.

The squadron has transitioned to newer Block II F/A-18F Super Hornet equipped with the AESA radar.

2020s

The squadrons current Commanding Officer, CDR Timmester, will be the last navy squadron commander to have flown in the F-14 Tomcat.

F-14D Tomcat (VF-2) and F/A-18F Super Hornet (VFA-2) – May 2003

VFA-2 Strike Fighter Squadron 2 “Bounty Hunters”

Check out the latest Hobbymaster VFA-2 Strike Fighter Squadron 2 “Bounty Hunters” models which are now available to pre-order at Flying Tigers today.

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 below to go to the model of your choice.

HA5237 Hobbymaster 1/72nd scale Grumman F-14D Tomcat NE100/163894, VF-2 “Bounty Hunters”, USS Constellation, 2003  RRP £124.00  Flying Tigers only £92.99

HA5122 Hobbymaster 1/72nd scale F/A-18F Super Hornet NE100/165916, VFA-2 “Bounty Hunters”, USS Abraham Lincoln, 2012  RRP £120.00  Flying Tigers only £89.99

Hobbymaster New Model Announcements.

Check out the latest Hobbymaster 1/72nd scale models which are now available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

Hobbymaster 1/72nd scale HA19026 F-4EJ Kai “Phantom Forever” 07-8436, 7th Air Wing, 301 SQ, Hyakuri A.B., 2020. RRP £94.00  Flying Tigers only £69.99

HA6012 Hobbymaster 1/72nd scale Su-27SKM Blue 305, Airshow Paris, 2005  RRP £120.00  Flying Tigers only £89.99

HA6610 Hobbymaster 1/72nd scale Eurofighter Typhoon 7L-WB, Austrian Air Force, 2019  RRP £104.00  Flying Tigers only £77.99

HA6611 Hobbymaster 1/72nd scale Eurofighter Typhoon 7L-WN, Austrian Air Force, 2019  RRP £100.00  Flying Tigers only £74.99

HA6612 Hobbymaster 1/72nd scale Eurofighter Typhoon EF-2000 31+17, TaktLwG 31 “Boelcke”, Luftwaffe, 2019  RRP £100.00  Flying Tigers only £74.99

HA3362 Hobbymaster 1/72nd scale Northrop F-5E Tiger II “Sion iger” 036, Fliegerstaffel 19, Sion Air Base Closure, 2017  RRP £76.00  Flying Tigers only £56.99

HA3361 Hobbymaster 1/72nd scale Northrop F-5E Tiger II Patrouille Suisse, Season 2021 (with new pilot names decals)  RRP £76.00  Flying Tigers only £56.99

HA3363 Hobbymaster 1/72nd scale Northrop F-5F Tiger II 5408, ROCAF  RRP £80.00  Flying Tigers only £59.99

HH1210 Hobbymaster 1/72nd scale Boeing AH-64E Apache Guardian ZV-4808, 125 Helicopter Squadron “Gladiators”, Indian Air Force, 2020  RRP £92.00  Flying Tigers only £68.99

HH1208 Hobbymaster 1/72nd scale Boeing Apache WAH-64D “Operation Herrick” ZJ229, Joint Helicopter Command, 4 Regiment AAC, Afghanistan  RRP £82.00  Flying Tigers only £61.99

HH1209 Hobbymaster 1/72nd scale Boeing Apache AH-64D “Apache Solo Display” Royal Netherlands Air Force 2010  RRP £92.00  Flying Tigers only £68.99

Hobbymaster Updated Photo Gallery.

Check out the latest Hobbymaster updated photo gallery. Please click on the images / links below to go to the model of your choice

HA6506 Hobbymaster 1/72nd scale MiG-29A Fulcrum 7702, 1st Fighter Air Regiment, Czech Air Force, Zatec Air Base, 1993  RRP £100.00  Flying Tigers only £75.99

HA6512 Hobbymaster 1/72nd scale MiG-29A Fulcrum No. 77, 1st Fighter Aviation Regiment, Polish Air Force, 1996  RRP £100.00  Flying Tigers only £75.99

HA7815 Hobbymaster  1/48th scale Spitfire Mk.I “Battle of Britain” N3162/EB-G, flown by P/O Eric Lock, No.41 Squadron, RAF Hornchurch, Essex, UK, August/Sept. 1940  RRP £80.00  Flying Tigers only £59.99

HA7816 Hobbymaster 1/48th scale Spitfire Mk.I “Battle of Britain” X4036/D-AZ, flown by P/O Robert Doe, No.234 Squadron, Middle Wallop, August 1940  RRP £80.00  Flying Tigers only £59.99

Herpa New Model Announcements.

Check out the latest Herpa 1/72nd scale models which are now available to pre-order at Flying Tigers today.

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 below to go to the model of your choice, or CLICK HERE to see them all.

580700 Herpa 1/72nd scale Eurofighter Typhoon No IX (B) Squadron, RAF Lossiemouth – “Batman” Agressor scheme – ZJ914 / WS-T  RRP £99.00  Flying Tigers only  £89.99

580717 Herpa 1/72nd scale Royal Australian Air Force Pilatus PC-21 – No 4 Squadron, RAAF Base Williamtown – A54-048  RRP £82.00  Flying Tigers only £74.99

Calibre Wings Updated Photo Gallery.

Check out the latest Hobbymaster updated photo gallery. Please click on the images / links below to go to the model of your choice

CA72JR03 Calibre Wings 1/72nd scale Grumman F-14A Tomcat VF-84 Jolly Rogers 1977 Cruise  RRP £165.00  Flying Tigers only £134.99

CA72JR03 Calibre Wings 1/72nd scale Grumman F-14A Tomcat VF-84 Jolly Rogers 1977 Cruise  RRP £165.00  Flying Tigers only £134.99

That’s all for this week.

Thank you for reading this week’s Newsletter.

Richard.
Fying Tigers

The post VFA-2 Strike Fighter Squadron 2 “Bounty Hunters” , Hobbymaster and Herpa Announcements and Photo Updates ! appeared first on Flying Tigers.

Luftwaffe Eurofighter Typhoon TaktLwG 71, 60th Anniversary „The Spirit of Richthofen“, Wittmundhafen Air Base

The German Air Force  is the aerial warfare branch of the Bundeswehr, the armed forces of Germany. With a strength of 27,620 personnel (April 2020), it is the third largest air force within the European Union, after the Italian Air Force and French Air Force. The German Air Force (as part of the Bundeswehr) was founded in 1956 during the era of the Cold War as the aerial warfare branch of the armed forces of then West Germany. After the reunification of West and East Germany in 1990, it integrated parts of the air force of the former German Democratic Republic, which itself had been founded in 1956 as part of the National People’s Army. There is no organizational continuity between the current German Air Force and the former Luftwaffe of the Wehrmacht founded in 1935, which was completely disbanded in 1945/46 after World War II. The term Luftwaffe that is used for both the historic and the current German air force is the German-language generic designation of any air force.

The commander of the German Air Force is Lieutenant General Ingo Gerhartz. As of 2015, the German Air Force uses eleven air bases, two of which host no flying units. Furthermore, the Air Force has a presence at three civil airports. In 2012, the German Air Force had an authorized strength of 28,475 active soldiers and 4,914 reservists.

History

After World War II, German aviation was severely curtailed, and military aviation was completely forbidden after the Luftwaffe of the Third Reich had been disbanded in August 1946 by the Allied Control Commission. This changed in 1955 when West Germany joined NATO, as the Western Allies believed that Germany was needed to counter the increasing military threat posed by the Soviet Union and its Warsaw Pact allies. Therefore, on 9 January 1956, a new German Air Force called Luftwaffe was founded as a branch of the new Bundeswehr.

This Canadair CL-13 is preserved at the Military History Museum in Berlin.

Many well-known fighter pilots of the Wehrmacht’s Luftwaffe joined the new post-war air force and underwent refresher training in the US before returning to West Germany to upgrade on the latest U.S.-supplied hardware. These included Erich Hartmann, Gerhard Barkhorn, Günther Rall and Johannes Steinhoff. Steinhoff became commander-in-chief of the Luftwaffe, with Rall as his immediate successor. Another pilot of World War II, Josef Kammhuber, also made a significant career in the post-war Luftwaffe, retiring in 1962 as Inspekteur der Luftwaffe (Chief Inspector of the Air Force).

Despite the partial reliance of the new air force on airmen who had served in the Wehrmacht’s air arm, there was no organizational continuity between the old and the new Luftwaffe. This is in line with the policy of the Bundeswehr on the whole, which does not consider itself a successor of the Wehrmacht and does not follow the traditions of any other previous German military organization.

First years

The first volunteers of the Luftwaffe arrived at the Nörvenich Air Base in January 1956. In the same year, the Luftwaffe was provided with its first aircraft, the US-made Republic F-84 Thunderstreak. At first, the Luftwaffe was divided into two operational commands, one in Northern Germany, aligned with the British-led Second Allied Tactical Air Force, and the other in Southern Germany, aligned with the American-led Fourth Allied Tactical Air Force.

In 1957, the Luftwaffe took command of the Army Air Defence Troops located in Rendsburg and began the expansion of its own air defence missile capabilities. The first squadron to be declared operational was the Air Transport Wing 61 at Erding Air Base, followed by the 31st Fighter-Bomber Squadron at Büchel Air Base. In 1958, the Luftwaffe received its first conscripts. In 1959, the Luftwaffe declared the 11th Missile Group in Kaufbeuren armed with MGM-1 Matador surface-to-surface tactical nuclear cruise missiles operational. The same year Jagdgeschwader 71 (Fighter Wing 71) equipped with Canadair CL-13 fighters became operational at Ahlhorner Heide Air Base. All aircraft sported—and continue to sport—the Iron Cross on the fuselage, harking back to the pre-March 1918 days of World War I, while the national flag of West Germany is displayed on the tail.

Cold War

In 1963, the Luftwaffe saw its first major reorganization. The two operational Air Force Group Commands – Command North and Command South were both split into two mixed Air Force divisions containing flying and air defence units and one Support division. Additionally, a 7th Air Force division was raised in Schleswig-Holstein containing flying units, missile units, support units and the German Navy’s naval aviation and placed under command of Allied Forces Baltic Approaches.

Luftwaffe Starfighters

In 1960, the Luftwaffe received its first Lockheed F-104 Starfighter jets. The Starfighter remained in service for the entire duration of the Cold War, with the last being taken out of service in 1991. The Luftwaffe received 916 Starfighters, 292 of which crashed, resulting in the deaths of 116 pilots. The disastrous service record of the Starfighter led to the Starfighter crisis in 1966 as a reaction to 27 Starfighter crashes with 17 casualties in 1965 alone. The West German public referred to the Starfighter as the Witwenmacher (widow-maker), fliegender Sarg (flying coffin), Fallfighter (falling fighter) and Erdnagel (tent peg, literally “ground nail”).

On 25th August 1966, the German Defence Minister Kai-Uwe von Hassel relieved the Inspekteur der Luftwaffe Generalleutnant Werner Panitzki, and transferred Colonel Erich Hartmann, commanding officer of the 71st Fighter Squadron, as both had publicly criticized the acquisition of the Starfighter as a “purely political decision”. On 2nd September 1966, Johannes Steinhoff, with Günther Rall as deputy, became the new Inspekteur der Luftwaffe. Steinhoff and his deputy Günther Rall noted that the non-German F-104s proved much safer. The Americans blamed the high loss rate of the Luftwaffe F-104s on the extreme low-level and aggressive flying of German pilots rather than any faults in the aircraft. Steinhoff and Rall went to America to learn to fly the Starfighter under Lockheed instruction and noted some specifics in the training (a lack of mountain and foggy-weather training), combined with handling capabilities (rapidly initiated, high G turns) of the aircraft that could cause accidents. Steinhoff and Rall therefore changed the training regimen for the F-104 pilots, and the accident rates fell to those comparable or better than other air forces. They also brought about the high level of training and professionalism seen today throughout the Luftwaffe, and the start of a strategic direction for Luftwaffe pilots to engage in tactical and combat training outside of Germany. However, the F-104 never lived down its reputation as a “widow-maker”, and was replaced by the Luftwaffe with the McDonnell Douglas F-4 Phantom II fighter and the Panavia Tornado fighter-bomber in many units much earlier than in other national air forces.

On Steinhoff’s initiative, the Luftwaffe opened the German Air Force Command USA/Canada (Deutsches Luftwaffenkommando USA/Kanada) in Fort Bliss, where the Luftwaffe trained its missile and air defence troops, and pilots received their basic training. At the same time, the Luftwaffe opened a Tactical Training Command in Beja, Portugal, where pilots were trained in Close Air Support missions.

Between 1967 and 1970, the Luftwaffe undertook a major reorganization of its forces. The two operational commands were disbanded and the four mixed Air Force divisions were divided into two flying divisions and two air defence divisions. The remainder of the units were divided into functional commands:

• Air Force Operation Command (Luftwaffenführungsdienstkommando), with the signal regiments, the radar, and the signals intelligence units
• Air Force Training Command (Luftwaffenausbildungskommando), with the schools and training regiments
• Air Force Support Command (Luftwaffenunterstützungskommando), with all logistical, maintenance and repair units, and the Material Office of the Air Force
• Air Force Transport Command (Lufttransportkommando), with the air transport squadrons.
  Over the next decade, the Luftwaffe received large amounts of new equipment, including in 1968 the first C-160 Transall transport planes, in 1974 the F-4 Phantom II fighter-bombers, in 1978 the first Alpha Jet Version A light attack jets and in 1979 the first of 212 Panavia Tornado fighters.

In 1986, the air defence forces began to replace their Nike Hercules missile systems with state of the art surface-to-air missile systems: first to arrive was the MIM-104 Patriot system, followed one year later by Roland short range missile system.

An Alpha Jet A in 1996

Nuclear sharing

Germany is participating in NATO’s nuclear sharing concept. Nuclear sharing is a concept that involves member countries without nuclear weapons of their own in the planning for the use of nuclear weapons by NATO, and in particular provides for the armed forces of these countries to be involved in delivering these weapons in the event of their use.

Soon after its founding, the German Air Force began to train with the US Seventeenth Air Force in handling, arming and delivering nuclear weapons. At first, the F-104 Starfighter was intended to be used solely as a nuclear delivery platform, armed with nuclear air-to-air and air-to-surface missiles, as well as nuclear bombs. The Tornado was the second air force plane fielded that was capable of delivering nuclear ammunition, although it was limited to delivering B61 nuclear bombs.

From 1965 through 1970, Missile Wings 1 and 2 fielded 16 Pershing 1 missile systems with nuclear warheads under U.S. Army custody. In 1970, the system was upgraded to Pershing 1a with 72 missiles. Although not directly affected by the 1988 Intermediate-Range Nuclear Forces Treaty, the Luftwaffe unilaterally removed the Pershing 1a missiles from its inventory in 1991, and the missiles were destroyed. At the end of the Cold War, more than 100,000 soldiers served in the Luftwaffe.

The United States still lends nuclear weapons for hypothetical use by the Luftwaffe under the nuclear sharing agreement. In 2007, 22 B61 nuclear bombs were still kept in Germany, stored at the Büchel Air Base for use with Tornado IDS fighter-bombers of Jagdbombergeschwader 33. The American nuclear weapons formerly stored at Nörvenich Air Base, Ramstein Air Base and Memmingen Air Base were all withdrawn from Germany during the mid-and-late-1990s.

By international treaties between Germany and the “Big Four” powers in Europe (that formerly occupied Germany), East Germany is a nuclear-free zone. The Big Four powers are the United States, Russia, the United Kingdom, and France, and with the latter three having no nuclear weapons in Germany anymore.

Reunification

After German reunification in October 1990, the aircraft and personnel of the former GDR air force, the Luftstreitkräfte der NVA were taken. The remnants of the East German Air Force were placed under the newly formed 5. Luftwaffendivision (5th Air Force Division) in Strausberg. In 1993, the division was renamed 3. Luftwaffendivision, moved to Gatow in Berlin and in 1995 assigned to NATO. By 1990, the East German plane markings had been replaced by the Air Force Iron Cross, the first time Soviet-built aircraft had served in a NATO air force. However, as the Luftstreitkräfte der NVA were supplied exclusively with Eastern Bloc-produced aircraft, such as the Sukhoi Su-17, MiG-21, MiG-23 and MiG-29 fighters, most of the equipment was not compatible with the West German NATO equipment and therefore taken out of service and sold or given to new members of NATO in Eastern Europe, such as Poland and the Baltic states.

A Luftwaffe MiG-29

An exception to this was the Jagdfliegergeschwader 3 “Vladimir Komarov” (Fighter Wing 3 “Vladimir Komarov”) in Preschen Air Base. The Jagdfliegergeschwader 3 flew brand new MiG-29 fighters. On 1st June 1993, the wing was renamed Jagdgeschwader 73 (Fighter Wing 73) and on 1st October 1994 completed its move to its new home at Laage Air Base. The pilots of JG 73 were some of the most experienced MiG-29 pilots in the world. One of their primary duties was to serve as aggressor pilots, training other pilots in dissimilar combat tactics. The United States sent a group of fighter pilots to Germany during the Red October exercise to practice tactics against the aircraft they were most likely to meet in real combat. The MiG-29s of JG 73 were fully integrated into the Luftwaffe’s air defence structure and the first Soviet Bloc aircraft to be declared operational within NATO. With the introduction of the Eurofighter Typhoon imminent, the decision was taken to withdraw the MiG-29. All German MiG-29s, save one, were sold to Poland for the symbolic price of €1 apiece. On 9th August 2004, the last MiG-29s landed in Poland where they continue to serve in the 41st Tactical Squadron of the Polish Air Force.

Operations in the Balkans

The Luftwaffe experienced combat action for first time since World War II during September 1995 in the course of Operation Deliberate Force, when six IDS Tornado fighter-bombers, equipped with forward looking infrared devices, and escorted by eight ECR Tornados, supported NATO’s artillery missions on positions of the Bosnian Serbs around Sarajevo, Bosnia & Herzegovina.

In March 1999, the Luftwaffe became involved in direct combat role as part of the Kosovo War along with the other NATO powers. This event was noted as significant in the British press with The Sun running the headline “Luftwaffe and the RAF into battle side by side”. The Luftwaffe sent in Fighter Bomber Wing 32, equipped with ECR Tornados, which flew missions to suppress enemy air defences in and around Kosovo.

These fighter-bombers were equipped with an electronic countermeasures pod, one AIM-9 Sidewinder air-to-air missile for self-defence, and an AGM-88 HARM air-to-ground missile (anti-radar). The bomber wing flew 2108 hours and 446 sorties, firing 236 HARM missiles at hostile targets. No manned Luftwaffe planes were lost in combat during this campaign.

2000s

In 2005 and 2008, Luftwaffe F-4F Phantom II fighter planes took part in the Baltic Air Policing operation (of NATO), and these fighters were supplemented in 2009 by units flying the Typhoon.

In 2006, to support military operations in Afghanistan, the Luftwaffe sent over several Panavia Tornado reconnaissance planes from Aufklärungsgeschwader 51 “Immelmann” (the 51st Reconnaissance Wing “Immelmann”), stationed in Mazar-i-Sharif, Northern Afghanistan. There have also been assorted German Army helicopters flying from the Luftwaffe Air Base in Mazar-i-Sharif. Also, Luftwaffe C-160 Transall have flown transport plane missions in and around Afghanistan.

A Luftwaffe Eurofighter Typhoon (single-seater version)

Since the 1970s, the West German (and, post reunification, German) Luftwaffe (as well as many other European air forces) has actively pursued the construction of European internationally made warplanes, such as the Panavia Tornado and the Eurofighter Typhoon introduced into the Luftwaffe in 2006.

On 13th January 2004, the Minister of Defence, Peter Struck, announced major changes in the future of the German armed forces. A major part of this announcement was a plan to cut the number of fighter planes from 426 in early 2004, to 265 by 2015. Assuming that the plans to order 180 Typhoons is carried out in full, and all of the F-4 Phantoms are removed from service, this would cut the number of Tornado fighter-bombers down to just 85.

In the past, the Bundesmarine’s naval air wing (the Marineflieger) received 112 Tornado IDS planes. However, during late 2004, the last unit of Bundesmarine Tornados was disbanded. The entire maritime combat role was assigned to the Luftwaffe, one unit of which has had its Tornado fighters equipped to carry Kormoran II missiles and American HARM missiles.

2010s

As of 2014, a significant proportion of Germany’s military aircraft was reported to be unserviceable. It has been reported that the Sea Lynx helicopters have experienced cracking in their tails, that around half of the Eurofighters and Tornados are not currently airworthy, and that the aging C-160 fleet remains in limited service while awaiting the introduction of the Airbus A400M, the first of which was delivered in December 2014. Ursula von der Leyen admitted that, due to the poor state of the Bundeswehr’s equipment, Germany was no longer able to fulfill its NATO commitments.

One of 212 Panavia Tornado IDSs delivered to the Luftwaffe

The German Air Force was one of the founding members of the European Air Transport Command headquartered in Eindhoven – The Netherlands and most of the Transport & Tanker assets have been transferred under EATC management. Replacement of the current four Airbus A310 MRTT by the Airbus A330 MRTT was approved in 2018 by joining the acquisition of four by the Royal Netherlands Air Force.

Future plans are the replacement of the ageing Sikorsky CH-53 Sea Stallion, which were acquired in the 1970s, by 40-70 Boeing CH-47 Chinook or Sikorsky CH-53K King Stallion from 2022 onwards.

The Luftwaffe participated in the Israeli Air Force exercise “Blue Flag”, the country’s largest international air combat exercise, designed to simulate extreme combat scenarios. The German Air Force’s six Eurofighter Typhoon fighter jets were from Tactical Air Force Squadron 73 Steinhoff from Rostock. It is the first German participation in the Blue Flag exercise.

In 2018, the Air Force issued a request for information from manufacturers about four potential aircraft to replace the aging Panavia Tornados – the Eurofighter Typhoon, F-15 Advanced Eagle, F/A-18E/F Super Hornet and F-35 Lightning. In January 2019, it was announced that the F-35 Lightning had been dropped from the shortlist, with the Eurofighter Typhoon and Boeing F/A-18 Super Hornet under consideration. In April 2020, the German government announced its intention to gain approval for the purchase of 30 Boeing F/A-18E/F Super Hornet, 15 EA-18G Growlers and 55 Eurofighter Typhoons as replacements for the Tornado fleet. However, as of the same month such approval was unlikely to occur before 2022. The Super Hornet was selected due to its compatibility with nuclear weapons and availability of an electronic attack version. As of March 2020, the Super Hornet is not certified for the B61 nuclear bombs, but Dan Gillian, head of Boeing’s Super Hornet program, previously stated that “We certainly think that we, working with the U.S. government, can meet the German requirements there on the [German’s] timeline.”

The German Air Force will acquire three C130J Super Hercules Transport and three KC-130J Tanker Aircraft (delivery planned 2020-2021), which will be jointly operated with the French Air Force’s two C-130J and two KC-130J Aircraft (delivery planned 2018-2019).

A Eurofighter Typhoon during exercise Frisian Flag

Structure

The current commander of the German Air Force is Lieutenant General Ingo Gerhartz. The Inspector of the Air Force (Inspekteur der Luftwaffe) is the commander of Air Force Command (Kommando Luftwaffe), a body created in 2013 by the merger of the Air Force Office (Luftwaffenamt), German Air Staff (Führungsstab der Luftwaffe), and Air Force Forces Command (Luftwaffenführungskommando). Similar to the Air Staff of the United States Air Force, the German Air Force Command is a force providing command, not an operational command. The Air Force Command is tasked with ensuring the combat readiness of the German Air Force combat units, which during operations would either be commanded by a NATO command or the Joint Operations Command of the Bundeswehr. The Air Force command directly controls three higher commands.

The creation of the Air Force Command was part of a reorganization of the Bundeswehr as a whole, announced by Thomas de Maizière in 2011, which also involved the Air Force shrinking to 23,000 soldiers and thus undergoing major restructuring at all levels. In addition to the higher command authorities, the three air divisions, the Air Force Training Command, and Air Force Weapon Systems Command, were disbanded. The three surface-to-air missile units will merge into a single wing in Husum in Northern Germany. The wing fields 14 MIM-104 Patriot and 4 MANTIS systems. The three air transport wings will be merged into a single wing based at Wunstorf Air Base, which will field 40 A400M Atlas transport planes. The Luftwaffe will field three Multirole Eurofighter Wings, each with two squadrons for a total of 143 Eurofighter Typhoon. A fighter-bomber wing fielding Panavia Tornado IDS planes remains in service at Büchel Air Base. The Reconnaissance Wing 51 will remain in service at Schleswig Air Base and add one drone squadron to its Panavia Tornado ECR squadron.

The Kommando Luftwaffe has two main elements subordinate to it:

• Air Operations Command (Zentrum Luftoperationen der Luftwaffe), responsible for providing command and control to air operations
• Air Force Forces Command (Luftwaffentruppenkommando)Individual Air Force units are either part of the Air Force Operational Forces Command or the Support Forces Command. They only fall under the command of the Air Operations Command when on deployment or attached to EU or NATO organizations.

Luftwaffe Panavia Tornados at CFB Goose Bay

North American training centres

In light of the destroyed infrastructure of West Germany post–World War II, the restrictions on aircraft production placed on Germany and the later restrictive flying zones available for training pilots, the reconstructed Luftwaffe trained most of its pilots tactically away from Germany, mainly in the United States and Canada where most of its aircraft were sourced.

During the 1960s and 1970s, a very large number of Luftwaffe jet crashes—the Luftwaffe suffered a 36 percent crash rate for F-84F Thunderstreaks and an almost 30 percent loss of F-104 Starfighters—created considerable public demand for moving Luftwaffe combat training centers away from Germany.

As a result, the Luftwaffe set up two tactical training centres: one, like those of many of the NATO forces, at the Royal Canadian Air Force base at Goose Bay; and the second in a unique partnership with the United States Air Force at Holloman Air Force Base in New Mexico (F-104 pilots had already been trained at Luke Air Force Base, Arizona, since 1964). Both facilities provide access to large unpopulated areas, where tactical and combat training can take place without danger to large populations.

F-4Es of the 1st GAFTS

On 1st May 1996, the Luftwaffe established the German Air Force Tactical Training Center (TTC) in concert with the United States Air Force 20th Fighter Squadron at Holloman Air Force Base in New Mexico, which provides aircrew training in the F-4F Phantom II. The TTC serves as the parent command for two German air crew training squadrons. The F-4 Training Squadron oversees all German F-4 student personnel affairs and provides German instructor pilots to cooperate in the contracted F-4 training program provided by the U.S. Air Force (20th Fighter Squadron). A second TTC unit, the Tornado Training Squadron, provides academic and tactical flying training, by German air force instructors, for German Tornado aircrews.

The first contingent of Tornado aircraft arrived at Holloman in March 1996. More than 300 German air force personnel are permanently assigned at Holloman to the TTC, the only unit of its kind in the United States. The German Air Force Flying Training Center activated on 31st March 1996, with German Air Force Chief of Staff Gen. Portz and U.S. Air Force Chief of Staff Gen. Michael Ryan present. The Luftwaffe has since stationed up to 800 personnel at Holloman for training exercises, due to limited training space in Europe.

In September 2004, the Luftwaffe announced a reduction in its training program by about 20%. By the end of 2006, 650 Luftwaffe personnel and 25 Tornado aircraft were assigned to Holloman.

A CH-53G in flight over ILA Berlin 2016

Current inventory

Luftwaffe Eurofighter Typhoon TaktLwG 74 NATO Tiger Meet 2018, Poznan-Krzeslny Air Base “Ghost Tiger”

NOTE: Four Airbus A330 MRTT’s are on order to support NATO’s multinational multi-role tanker transport fleet.

Luftwaffe 1/72nd and 1/200th scale models available to order from Flying Tigers.

Check out the current Luftwaffe models available to order from Flying Tigers. Please click on the image of your choice to go straight to the model page.

HA6703 Hobbymaster 1/72nd scale Tornado IDS “Norm 95” 43+25, JaBoG 31 “Boelcke”, Norvenich, Germany, late 2000s  RRP £104.00  Flying Tigers only £78.99

HA6609 Hobbymaster Eurofighter Typhoon “Bronze Tiger” 30+09, TktLwG 74, Neuburg AB “Tiger Meet 2014”  RRP £114.00  Flying Tigers only £84.99

HA19050 Hobbymaster 1/72nd scale RF-4E “Norm 83A” 35+67, AufklG 52, Luftwaffe, Leck 1992  RRP £86.00  Flying Tigers only £67.99

HA1046 Hobbymaster 1/72nd scale Lockheed F-104G Starfighter JA+111, JG 71 “Richthofen”, Air Defence Competition 1967  RRP £84.00  Flying Tigers only £63.99

AV7252002 Aviation 72 1/72nd scale Fairey Gannet A54 German Navy Preserved Berlin-Gatow Germany RRP £80.00  Flying Tigers only £59.99

580533 Herpa 1/72nd scale Luftwaffe Eurofighter Typhoon TaktLwG 71, 60th Anniversary „The Spirit of Richthofen“, Wittmundhafen Air Base  RRP £115.00  Flying Tigers only £99.99

580694 Herpa 1/72nd scale Luftwaffe Eurofighter Typhoon TaktLwG 31 (Tactical Wing 31), Nörvenich Air Base “Quadriga” – 31 + 49  RRP £120.00  Flying Tigers only £99.99

580663 Herpa 1/72nd scale Luftwaffe Eurofighter Typhoon – TaktLwG 31 (Tactical Wing 31) , Nörvenich Air Base “Sword of Boelcke”  RRP £120.00  Flying Tigers only £99.99

580397 Herpa 1/72nd scale Luftwaffe Eurofighter Typhoon Twin Seat 30+01  RRP £99.00  Flying Tigers only £88.99

580557 Herpa 1/72nd scale Luftwaffe Mikoyan MiG-29A Fulcrum 29+10 – Jagdgeschwader 73 “Fulcrum Farewell Tour 2003”  RRP £99.00  Flying Tigers only £88.99

580465 Herpa 1/72nd scale Luftwaffe Dassault-Breguet / Dornier Alpha Jet A – Erprobungsstelle 61  RRP £69.00  Flying Tigers only £59.99

580427 Herpa 1/72nd scale Luftwaffe Eurofighter Typhoon TaktLwG 74 NATO Tiger Meet 2018, Poznan-Krzeslny Air Base “Ghost Tiger” 31+00  RRP £115.00  Flying Tigers only £99.99

580359 Herpa 1/72nd scale Luftwaffe Eurofighter Typhoon TaktLwG 74 “Bavarian Tigers” NATO Tiger Meet 2017 “Atlantic Tiger” 3026  RRP £99.00  Flying Tigers only £88.99

580168 Herpa 1/72nd scale Luftwaffe Eurofighter Typhoon – TaktLWG 74 “Cyber Tiger”  RRP £115.00  Flying Tigers only £99.99

570909 Herpa 1/200th scale Transall C-160 Luftwaffe Hohn Airbase LTG63  RRP £89.00  Flying Tigers only £79.99

557207-003 Herpa 1/200th scale Airbus A400M Atlas Luftwaffe LTG62 Wunstorf 54+30  RRP £86.00  Flying Tigers only £69.99

New Model Arrivals from Calibre Wings, Herpa and Corgi Aviation Archive.

The following Models have arrived at Flying Tigers this week. Pre-ordered models are being dispatched to customers over the next few days. Please click on the photo of your choice to order your now. Limited stock availability.

580533 Herpa 1/72nd scale Luftwaffe Eurofighter Typhoon TaktLwG 71, 60th Anniversary „The Spirit of Richthofen“, Wittmundhafen Air Base  RRP £115.00  Flying Tigers only £99.99

AA34216 Corgi Aviation Archive 1/72nd scale Boeing Chinook HC.4 ZH777 RAF No. 28 Squadron, 100 Years Anniversary scheme, Centenary celebrations, RAF Benson, Oxfordshire, 7th April 2016  RRP £80.00  Flying Tigers only £71.99 

CA722406 Calibre Wings 1/72nd scale Sukhoi Su-24MK Fencer Russian 91 Blue Kubinka Airbase Russia  RRP £160.00  Flying Tigers only £129.99

580649 Herpa 1/72nd scale Eurofighter Typhoon Austrian Air Force 7L-WB  RRP £100.00  Flying Tigers only £79.99

Hobbymaster Updated Photo Gallery

I have update the following models photos on the website. Please click on the photo of your choice to go to the model page to view all the photos on each model.

HA6650 Hobbymaster 1/72nd scale Eurofighter Typhoon FGR4 ZK361, 12 Sqn, RAF/Qatar Emiri Air Force, RAF Coningsby, 2020  RRP £92.00  Flying Tigers only £67.99

HA5707 Hobbymaster 1/72nd scale Su-35S Flanker E “Russian Knights” Blue 50, Russian Air and Space Force (VKS), Nov. 2019  RRP £120.00  Flying Tigers only £89.99

HA5707B Hobbymaster 1/72nd scale Su-35S Flanker E “Russian Knights” Blue 50, Russian Air and Space Force (VKS), Nov. 2019  RRP £120.00  Flying Tigers only £89.99

HA8320 Hobbymaster  1/48th scale Spitfire Mk. IXc ML214, Sqn. Ldr. Johnny Plagis, 126 Squadron, RAF Harrowbeer Devon, July – August 1944  RRP £82.00  Flying Tigers only £61.99

HA8321 Hobbymaster 1/48th scale Spitfire Mk. IX PL258, 331 (Norwegian) Sqn., 1944  RRP £90.00  Flying Tigers only £67.99

HA8322 Hobbymaster 1/48th scale Spitfire Mk. IX MJ755 (restored), Hellenic Air Force, 2020  RRP £90.00  Flying Tigers only £67.99

HA5119 Hobbymaster 1/72nd scale F/A-18F Super Hornet 166674, VFA-213, USS George H W Bush “Operation Inherent Resolve 2017”  RRP £120.00  Flying Tigers only £90.99

That is all for this week.

Thank you for reading this week’s Newsletter.

Richard.
Flying Tigers.

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