Categories
Historic

The Fomori: Ireland’s Mythical Raiders from the Sea

Irish mythology can be deeply frustrating. On the one hand, we know comparatively little about the people and their beliefs: we have no Romans to document who they were, and what other evidence we have is scarce. On the other hand, what does survive hints of a mythos both rich and unusual.

We know something of their gods and heroes. But we also know of the Fomorians, also known as the Fomori, a mythical and supernatural race in Irish mythology who are usually depicted as being monstrous and vicious creatures.

They were originally said to have come from the sea or underneath the earth. Later rumors claimed that they were sea raiders and giants. The Fomori are the great rivals of Ireland’s first settlers and of the Tuatha De Danann, the other mythical race in Irish mythology.

Despite this, the two races are recorded as having offspring with each other. The Tuath De Danann would eventually manage to defeat the Fomorians in the Battle of Mag Tuired.

This mythical saga following the Fomori bears many similarities to other Indo-European myths of war. Examples include the Norse mythological war of the Aesir and Vanir and the Olympians and Titans in Greek Mythology.

The Fomori filled a similar role in Irish mythology to the Greek titans, or the Norse Vanir (illustator : JNL / FAL)

Some researchers claim that the Fomorians were supernatural people who represented the destructive power of nature and the wild. They were the personification of all of the dangers such as chaos, death, blight, drought, and darkness.

Origins

In order to trace the history of the Fomori name, one must go back through the Old and Middle Irish lexicon. They are typically referred to as the Fomoire or the Fomoiri when referred to as a plural.

Sometimes, the term for a singular would be a Fomoir. Additionally, and most commonly in Middle Irish, they are referred to as Fomoraig in the plural and a Fomorach in the singular. In the Lebor Bretnach (Irish Nennius) written in the 11th century, the Fomori are Latinized and referred to as Muiridi.

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There has been much debate around the etymology of the name. The first part of the name is mostly agreed upon by scholars. In Old Irish “fo”, can be translated to the under, below, lower, and beneath.

Unfortunately, the next part of the word becomes more difficult to translate. One suggestion is that “mur” in the Old Irish can be translated to sea. Thus, the term for the Formori is undersea people. The origin of this etymology is what is agreed by some of the medieval writers.

A further development came later which claimed that “mor” meant great/big and thus their name would be the great under(world) ones or the Underworld Giants. A modern theory, followed by scholars, is that the name comes from a hypothetical old Irish term for a phantom or a demon.

This comes from the Morrigan, an old Irish mythological figure, and the antiquated English word mare (as in nightmare). This would fit, translating the name again as something like the underworld demons or phantoms.

The very first stories of the Fomori do indeed regard them as malevolent spirits that lived underwater and in the nether regions of the earth. One of the earliest mentions of the Fomori, dating from the 7th century from an elegy for Mess-Telmann, they are said to live under the world of men. Later on, they were described as sea raiders which was likely influenced by the real-life Viking raids on Ireland that dominated in the 6th, 7th, and 8th centuries.

Usually, the Fomori are described as monstrous looking. In some stories, the Fomori have the body of a man with the head of a goat. This is how they were described in the Lebor na hUidre (the Book of the Dun Cow).

Other times they are described as only having one eye, one arm, and one leg. However, those Fomorians are usually the ones with the Tuath De. These are Elatha and his son Bres. Interestingly, these people were described as darkly beautiful.

The Fomorians are usually depicted as the enemies of the Tuath De as they are completely contrasting characters. As well as this, the Fomori are the rivals of Ireland’s first settlers. However, many sources say that there was an overlap between the Fomorians and Tuath De. Interestingly they are both presided over by the figure of Tetra.

The Tuath De Danann, whom the Fomori fought, are legendary Irish heroes (Sevenseaocean / CC BY-SA 4.0)

The conflict that raged between the Fomorians and the Tuath De bears an incredible resemblance to other mythological conflicts. As mentioned previously, the similarity in the stories can be seen in the Vanir and the Aesir, the Olympians and the Titans but also in the Ancient Hinduism Vedic mythology between the Devas and Asuras. It has been posited that the Tuath De learning agricultural skills and knowledge is similar to the other cultures where the defeated races are representative of the fertility of the soil.

Myths

One of the most prevalent myths surrounding the Fomorians comes from the myth of Partholon in which he and his people are the first to invade Ireland after a flood. However, the Fomorians were already there.

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They had arrived two hundred years earlier and lived off fish and fowl. This was until Partholon arrived with the plow and oxen. Partholon managed to defeat the Fomorians, but his people soon were killed by a plague.

The next people to arrive were Nemed and his people. Supposedly they arrived 30 years after the death of Patholon’s people. Nemed also encountered the Fomorians when they arrived.

However, in this myth, the Fomorians were seafarers from the Middle East who descended from Noah. Nemed proved to be successful in fighting the Fomorians but when Nemed died, the Fomorian Kings of Conand and Morc enslaved his people, demanding heavy tributes of grain, cattle, and children.

A huge battle followed an uprising from the remaining people of Nemed which cost both sides dearly. The war was only stopped by a flood that drowned many people.

One of the final battles that the Fomori would face was against the Tuatha De. The Tuatha De were supposed to be the gods of the Goidellic Irish people. The Tuatha De defeated the Fomorians and claimed possession of Ireland after the battle of Mag Tuired.

However, the Fomorians were not completely defeated. One of the earliest Tuath De kings was claimed to be the half-Fomorian Bres, and it was this that finally brought peace between the two supernatural peoples.

By Kurt Readman

Categories
Historic

The Tamil Bell: a True Out-Of-Place Artifact

Some of the most intriguing archaeological discoveries are the so-called “out of place artifacts”. These strange finds, as unexpected as they are inexplicable, are highly valued for what they might be able to tell us about our history.

For, in theory, they are “out of place” not to those who used them, but to ourselves. We are the ones who did not expect to see them, and the most exciting conclusion that we often draw is that we are mistaken about our past.

Such is the case with the Antikythera Mechanism, which reveals a level of Ancient Greek navigational and computational sophistication few suspected. Similarly the Maine Penny, once dismissed as a fake is now seen as tentative proof of Vikings in North America centuries before Columbus.

They are highly controversial for the same reason. Artifacts such as the Baghdad Battery or the London Hammer are often dismissed as modern misunderstandings, if not outright fakes.

And then there are the artifacts on which we can only theorize. Such is the Tamil Bell.

A Cooking Pot, No Less

The Tamil Bell was discovered in the 1830s by Cornish missionary William Colenso, who had travelled to New Zealand. The bell was discovered near Whangarei, where it was being used by Maori women to boil potatoes.

The bell was made of bronze and had been broken at some point, which is probably why it was discarded and pressed into service as a coking pot. But what was most intriguing about the bell was the inscription which ran around the outside.

The inscription read “Mukaiyyatīṉ vakkucu uṭaiya kappal uṭaiya maṇi” which would have been as baffling to the Maori as to you or me. For the inscription was in Old Tamil, a language that had no place in 19th century New Zealand.

Nor was this an antiquated throwback, similar to Latin inscriptions on churches and government buildings. Some of the characters used in the inscription were not used in current Tamil script, and it appeared that the bell may have been centuries old at the time of its discovery.

Of course the bell being even older only exacerbated the conundrum of its discovery. Happily, there was a clue to go on.

The inscription translates to “Mohoyiden Buks ship’s bell” and this seems to have solved part of the problem, at least. A maritime expedition was something of which the Tamils were entirely capable.

It is also possible that the Tamils had made it as far as New Zealand, which would suggest contact between the two peoples far earlier than had previously thought. It is this which makes out-of-place artifacts so valued, as they can often correct our understanding of history in this way.

Of course, it could as easily have been dropped off of discarded by a Portuguese trader who had visited both the Tamils and the Maori. Or it could have come from a shipwreck, although this requires a mounting stack of coincidences and stretches credulity.

The Tamil Bell today sits in the Museum of New Zealand Te Papa Tongarewa. Its origin remains a mystery, and we have only these theories to go on.

Top Image: The Tamil Bell and its inscription. Source: John Turnbull Thomson / Public Domain.

By Joseph Green

Categories
Historic

The Edmonton UFO and the Copper Plate: Can YOU Crack the Code?

In the year 1967 an Italian immigrant (L.R.) was living in Edmonton, Alberta, Canada. He lived in a little room on 92nd Street, rented from a Ukrainian family. The room, about 3 m (10 feet) by 3 m (10 feet) was beneath the roof, with a window looking towards the north-east.

And it was through this window that L.R was to witness a strange phenomenon.

A Light in the Sky

November 4th, 1967 was a cold Saturday, but the weather was otherwise quite good. It was about 11.30 pm when L.R. came back home after spending the evening with some Italian friends living in 95th Street.

Once back in his sparsely furnished room, he started to prepare a cup of coffee before going to bed. He placed the machine on the gas ring and, waiting for the coffee to come through, was smoking a cigarette, looking out of his window.

He could see the sky and part of the Saskatchewan River, at that moment iced-up, running alongside the Riverside Municipal Golf Course about 1,500 m (0.9 miles) away.

After a few minutes of contemplation of the landscape, suddenly, L.R. spotted a brilliant light in the dark sky. It was moving, coming from the east and headed fast towards the north, perpendicular to his point of observation.

At first, he thought it was a plane, because the airport was not far away. But its path and its behavior did not seem like that of a plane, and it was this that had attracted his attention.

Downtown Edmonton. The location of the golf course is marked with an arrow (WT-shared / CC BY-SA 4.0)

As he watched, the brilliant dot started to descend, coming lower to the ground. Then it stopped, hanging in midair, and L.R could see now that it was rounded and globular in shape. It started to emit an intense pulsating reddish light, about double the size of a car’s headlight.

A Visitor to the Golf Course

Suddenly the light went off, and the object was no longer visible. But in the position where the object should have been, a bright blue ring appeared, approaching the ground and becoming bigger and bigger until it, too, disappeared.

These rings appeared three times, before the object itself reappeared with its reddish pulsating light. It remained there for about 10 minutes. By now it was about 11.45 pm, and another small light detached itself from the main object, moving rapidly and approaching the ground in an oblique path.

At this point L.R. switched off the light in his room and turned off the gas ring. Then, full of fear and curiosity, he took his place again at the window.

The little object was still high in the sky when he returned, appearing to be some 500 m (1,640 feet) up. It started to slow down, until it almost stopped, but continued to head towards the ground.

L.R. could see it clearly by now. It was round, truncated at both poles, and was silver in color. It rotated slowly on itself and emitted a buzzing sound like an electric transformer, emanating a soft violet light.

What did L.R see in the night sky over Edmonton? (pixabay / Public Domain)

Then suddenly the little object moved again, flying over the Saskatchewan river and landing on the grass of the Riverside Municipal Golf Course almost a mile away. There, the light of the object went out.

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It remained extinguished for about 5 minutes. Then, the little object lit up again and took off, returning towards the main object which had remained unmoving throughout.

When the little object reached the main object, it disappeared, swallowed by the main object. The red light became more brilliant and pulsating as the larger object accelerated, moving slowly at first and then faster as it disappeared towards the north.

Physical Evidence

The day after, Sunday November 5th, L.R. woke up early and looked in the newspaper for some news about the phenomenon. He didn’t find any news, so he decided to investigate the place he had seen the little object land: the Municipal Golf Course.

After about half an hour of searching he found, on the grass, the traces of the landing he had seen: a ring of squashed grass, some 5 m (16 feet) wide. At a distance of about two meters (6.5 feet) from the ring’s edge he also found holes in the ground, of about 10cm (4 inches) in diameter.

What had L.R found on the golf course? (Zorba the Geek / CC BY-SA 2.0)

Satisfied he had not imagined that entire thing, L.R. was leaving the spot when a twinkling on the ground attracted his attention, and he saw a piece of metal peeping out among the blades of grass. When he stopped to examine it, he found It was a square plate of a material like copper.

The size of the plate was 17.3 cm (6.8 inches) wide by 12.5 cm (4.9 inches) high. The plate was very fragile, only about 1 mm (0.04 inches) thick, little more than foil. And it was covered with strange characters and writing.

He took the plate home with him.

In the days that followed he looked again for a story in the newspapers, but still didn’t find anything. Unsure as to the best course of action, at last he decided not to declare the phenomena to the police. He was an immigrant in a foreign country and didn’t wish to have problems with his passport. Besides, would anyone have believed his story?

So, he kept the plate in his little garret room. And, six years later when he was able to come back to Italy, he brought the plate with him.

Further Investigation

I think it was approximately 1976 or 1977 when I read this story, in the Italian magazine “Il Giornale dei Misteri.” The black and white photo of the plate published beside the article was what first attracted my attention, and my curiosity.

I had to see it, I wanted to see the plate in color. At that time I was living in Rome and after some telephone calls to the magazine I obtained the telephone numbers of L.R. who was living in Southern Italy, near Naples.

Thus, I got in telephone contact with him. He confirmed the story and told me he was not interested in analyzing the plate, in spite of my insistence. It was just like a lucky mascot for him, stored in his strongbox, and all this interest about his story was starting to disturb him.

Moreover, he didn’t have much interest in UFOs and related matters. So, after this conversation, I proposed to send a friend of mine, living closer to his town, with the task of taking a photo of this strange plate, nothing more. He agreed, and I sent my friend to see him.

Since this I have had no further contact with him, but I have been working in my free time to try to understand this puzzling plate. As far as I know, no other researchers have ever studied or done research on this strange object.

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And during these years no magazine or newspaper has ever written a single additional word about this story, except me. I have published information on this event a couple of times, hoping to spark some curiosity in some scholar, but always without success.

A Search for Explanations

I can offer a few straightforward explanations for what L.R. observed and found:

It seems clear that L.R. saw some kind of UFO, which dispatched a smaller lander to touch down on the golf course. I think that the piece of metal could have been left there intentionally by the smaller object, or its occupants.

Alternatively, the piece of metal could have been there before the alleged landing. Or possibly the UFO occupants wanted someone to witness the phenomenon, and investigate the spot.

In fact, without the sighting, the piece of metal would likely not have stirred up any curiosity, and surely ended in the rubbish sack of the Riverside Municipal Golf Course gardeners.

And yes, I thought the plate and the story could be a fake. But I still think L.R. was sincere, and he was hardly in a position to create a story like this, engraved copper evidence and all.

I have tried to contact some semiologists via the internet, with no great success. Only one took the time to reply in detail, telling me that the symbols embossed on the plaque appeared to be a mix of ancient symbols in different languages, including the Celtic alphabet Ogham.

Some of the markings on the plate resemble Celtic Ogham script (Runologe / CC BY-SA 4.0; Daniela Giordano)

Furthermore, to investigate further one should distinguish consonants from vowels, list the various symbols and calculate the number of times the same symbol appears, and start to work out patterns in the text. Not really suitable work for a curious old girl like me.

Of course, the semiologist wasn’t interested in studying the plate directly.

A Postscript: the Loss of the Plate

About 15 years ago I again contacted L.R. by phone to know if he had any news, or had maybe changed his mind about analyzing the plate. He told me sadly he didn’t have the plate anymore, and proceeded to relate a crazy story.

He was sitting in the car getting ready to go to work when he heard a “pop” at the car window. He realized that there had been a gunshot and scrambled out of the car, hiding and calling the police.

The Carabinieri arrive and, having verified the shot, they take his car away for checks and analysis. He was a bit apprehensive about this because for some time he had been carrying the metal plate in his work bag, as a good luck charm alongside his office papers. And the bag was propped on the passenger seat.

After about a week, the Carabinieri returned the car to him. But the bag was not there. And he, after much reflection, preferred not to ask for it.

It is not my intention to convince anyone what UFOs are, if alien life forms exist or are visiting Earth. I know well this is a controversial matter for most. I am just offering this story in an attempt to provide unbiased information for research purposes, or for those just interested in the subject.

But while the original of the plate may be lost, the pictures remain. Maybe, just maybe the answers to this riddle lie in what is written on the copper. Can you crack the code of the Edmonton UFO?

Top Image: The copper plate. While the original is lost, a translation may be possible. Source: Daniela Giordano.

by Daniela Giordano

Categories
Aircraft

Republic P-47 Thunderbolt: The Most Produced American Fighter of World War II

The “Juggernaut,” the “Jug” – whatever you want to call it, the Republic P-47 Thunderbolt was an absolute beast in the skies over Europe and the Pacific during the Second World War. The American fighter, capable of effectively attacking targets in the air and on the ground, was incredibly popular among Allied pilots, and it gave the Axis powers a run for their money.

The following are 16 facts about the storied fighter.

Proving impressive, even in the prototype phase

XP-47 on a stand in a wind tunnel
XP-47 during wind tunnel tests. (Photo Credit: National Advisory Committee for Aeronautics / Airscape Magazine / Wikimedia Commons / Public Domain)

The P-47 Thunderbolt was an impressive aircraft, not only in its final form, but also in the prototype phase. Known as the XP-47B during this period, it took its first flight on May 6, 1941. Despite some issues (an oil drip that filled the cockpit with smoke), it was deemed a successful test.

Heaviest single-seat piston fighter in the world

Republic P-47N Thunderbolt in flight
Republic P-47N Thunderbolt, 1940s. (Photo Credit: U.S. Air Force / Wikimedia Commons / Public Domain)

While we often think of fighter aircraft as on the lighter side, as they need to be able to easily maneuver through the air during an engagement with the enemy, the P-47 Thunderbolt was anything but light. The aircraft weighed 10,000 pounds when empty, and when loaded with fuel, ammunition and, of course, the pilot, it wound up heavier than some Luftwaffe bombers, at eight tons.

The Republic P-47 Thunderbolt had a massive propeller

Four Republic P-47 Thunderbolts in flight
Republic P-47 Thunderbolt, 1944. (Photo Credit: Bettmann / Getty Images)

The P-47 Thunderbolt had an unusually large propeller that measured just over 13 feet in diameter. The component, powered by a Pratt & Whitney R-2800-59 engine, meant engineers were forced to adapt other parts of the design. This included a longer-than-normal retractable landing gear, as this was the only way the propeller would clear the ground.

Heavy firepower

Republic P-47 Thunderbolt firing its M2 Browning machine guns in flight
Republic P-47 Thunderbolt firing its M2 Browning machine guns. (Photo Credit: U.S. Air Force / Wikimedia Commons / Public Domain)

Given its role as a fighter aircraft, it’s only natural that the P-47 Thunderbolt was armed to the brim with firepower. The D-40 variant was equipped with eight M2 Brownings capable of firing 425 each and 10 High Velocity Aircraft Rockets (HVARs). It could also carry up to 2,500 pounds of bombs.

The Republic P-47 Thunderbolt featured an innovative cockpit

Republic P-47 Thunderbolt in flight
Republic P-47 Thunderbolt, 1943. (Photo Credit: CORBIS / Getty Images)

To ensure pilots weren’t uncomfortable in the heat of battle, the P-47 Thunderbolt was equipped with an innovative cockpit. Not only was it rather roomy, but it also featured electric fuel indicators, adequate ventilation, air-conditioning and variable heating for the gun bay. On top of this, the seat was incredibly comfortable, with some pilots comparing it to a lounge chair.

The D variant of the aircraft introduced the bubble canopy, which increased visibility.

Ideal for escort roles

Crewman loading a bomb beneath the wing of a Republic P-47 Thunderbolt
Republic P-47 Thunderbolt equipped with a bomb, 1944. (Photo Credit: Mondadori / Getty Images)

Given its agility and fuel capacity, the P-47 Thunderbolt was perfect for escorting bombers. While on strategic bombing missions, it played a dual fighter-bomber role, shooting ground targets and using belly shackles to carry and drop bombs.

With continued success in the skies, the US Army Air Forces wound up making the P-47 its primary fighter-bomber.

Adding an auxiliary fuel tank

Republic P-47C Thunderbolt parked on the tarmac
Republic P-47C Thunderbolt. (Photo Credit: San Diego Air & Space Museum / Wikimedia Commons / Public Domain)

Range is incredibly important during bombing runs, which involve flying for hundreds of miles before encountering the planned target. With the P-74C Thunderbolt, an auxiliary fuel tank was added, which could be dropped once it was empty, lightening the aircraft’s load.

These auxiliary tanks were carried on combat raids, beginning in March 1944, letting the P-47C escort bombers all the way to the German capital of Berlin. By the time the P-47D was introduced, the fighter could carry up to three drop tanks, providing it with an impressive range.

Speaking of the ‘D’ variant…

Republic P-47D Thunderbolt in flight
Republic P-47D Thunderbolt, 1945. (Photo Credit: PhotoQuest / Getty Images)

The classic version of the P-47 Thunderbolt was the D variant, which was introduced in the middle of the Second World War. The conflict had meant the US Army Air Forces needed to accelerate improvements to its fighters, and this new variant benefited from this work.

The P-47D featured a better turbocharger, a more powerful engine, an emergency booster function, tires that could withstand the roughest of airstrips and improved armor. It also saw the addition of the aforementioned bubble canopy, as well as the drop tanks and the ability to carry bombs.

Most produced American fighter aircraft of World War II

Republic P-47 Thunderbolt in flight
Republic P-47 Thunderbolt, 2014. (Photo Credit: Tim Felce / Wikimedia Commons CC BY-SA 2.0)

The American public dedicated themselves to manufacturing aircraft for those fighting in Europe and the Pacific, and the fighter that saw the most units leave the production line was the P-47 Thunderbolt. A total of 15,683 were produced, which comes as no surprise, given how successful it was in the skies over enemy territory.

The Republic P-47 Republic participated in over 700,000 sorties

Four Republic P-47 Thunderbolts in flight
Republic P-47 Thunderbolt, 1945. (Photo Credit: United States Army Air Forces / Wikimedia Commons / Public Domain)

Despite the impression created by its size and weight, the P-47 Thunderbolt was an agile aircraft that became incredibly popular among pilots. While it was ultimately replaced in its long-range escort role in Europe by the North American P-51 Mustang, the fighter flew in over 746,000 sorties, with an aerial kill ratio of 4.6:1.

Flown by Gabby Gabreski

Portrait of Gabby Gabreski
Gabby Gabreski. (Photo Credit: U.S. Air Force / Wikimedia Commons / Public Domain)

Among the pilots to fly the P-47 Thunderbolt was American air ace Gabby Gabreski, who earned the title in the Second World War and in Korea. Gabreski flew the fighter while assigned to the 56th Fighter Group, and by the end of World War II had 28 confirmed kills, with three additional aircraft destroyed on the ground.

Capable of surviving substantial damage

Three Republic P-47 Thunderbolts in flight
Republic P-47 Thunderbolt, 1942. (Photo Credit: Hulton Archive / Getty Images)

Both the P-47 Thunderbolt’s large body and its radial engine were able to survive substantial damage, making it incredibly safe to fly in combat. This meant that pilots knew that when they entered the cockpit they’d return to base.

Republic P-47M Thunderbolt

Republic P-47M Thunderbolt parked on the tarmac
Republic P-47M Thunderbolt. (Photo Credit: San Diego Air & Space Museum Archives / Wikimedia Commons / Public Domain)

Built for speed following the advent of the V-1 flying bomb and jet technology, the Republic P-47M was capable of hitting a top speed of 473 MPH. However, the addition of a new engine, supercharger and brakes only resulted in new issues, which delayed the aircraft’s debut to just a few weeks before the war in Europe ended in May 1945.

The first issue, a cracked ignition harness, was found after one of the P-47Ms crashed. This was followed by the discovery of a problem with the fuel carburetor diaphragm and rust in the pistons.

What about the ‘N’ variant?

Republic P-47N-25-RE Thunderbolt parked outside of an airport hangar
Republic P-47N-25-RE Thunderbolt, 1946. (Photo Credit: United States Air Force / Air Classics Magazine / Wikimedia Commons / Public Domain)

With the war in the Pacific raging on, the P-47M Thunderbolt was updated to include a longer-span wet-wing with squared-off wingtips. This upgrade not only gave pilots more control when it came to turning, but also afforded an increased fuel capacity, with the N variant capable of flying 2,350 miles.

The Republic P-47 Thunderbolt saw active service with the Allies

Royal Air Force (RAF) airmen standing around the cockpit of a Republic P-47D-25 "Thunderbolt Mark II"
Royal Air Force (RAF) Republic P-47D-25 “Thunderbolt Mark II,” 1945. (Photo Credit: Royal Air Force Official Photographer / Imperial War Museums / Getty Images)

Several Allied countries outside of the United States flew the P-47 Thunderbolt. The Royal Air Force (RAF) received 250 units of the D variant, designated the “Thunderbolt Mark I,” and 590 P-47D-25s, dubbed the “Thunderbolt Mark II.” As well, the Free French Air Forces (FAFL) received 446 P-47Ds, which aided in their efforts in both France and Germany.

On top of this, the Brazilian Air Force’s 1st Fighter Squadron flew 48 P-47Ds during the Italian Campaign, with a section of the Mexican Air Force, under the purview of the US Army Air Forces, operating the fighters in the Philippines.

The Soviets weren’t all that impressed…

Ilyushin Il-2 in flight
Ilyushin Il-2. (Photo Credit: No Info / Wikimedia Commons / Public Domain)
While the Soviet Union received the P-47 Thunderbolt, the Red Army wasn’t all that impressed with the aircraft. Instead, it was decided the Ilyushin Il-2 would be the Russians’ primary fighter, with over 38,000 being built over the course of WWII.
Categories
Aircraft

Avro Arrow: The Groundbreaking Jet Interceptor Canada Will Never Forget

The Avro Arrow is the subject of a frustrating and tragic story about a world-class aircraft that was simply too ambitious for the nation that undertook the challenge of designing it. It spawned from the era shortly after the Second World War, when the West was expecting a conflict with the Soviets and believed an attack would come from long-range, high-altitude bombers. To counter the potential threat, jet interceptors began to be constructed, with the Avro Arrow being Canada’s proposed aircraft.

Canada wanted its air industry to be a global powerhouse

Volunteer dusting off a replica of the Avro Arrow
Replica of the Avro Arrow. (Photo Credit: David Cooper / Toronto Star / Getty Images)

When the end of World War II was in sight, Canadian political and military leaders began looking to the post-war future. With the nation’s large number of aircraft factories still producing the Supermarine Spitfire and Avro Lancaster, they saw an opportunity.

With these factories, Canada would jump-start a major aircraft industry at the dawn of the Jet Age, designing and constructing aircraft in-house. However, officials didn’t plan on this being an ordinary industry. Instead, they aimed for it to be one the world simply couldn’t ignore. It was hoped that, with these designs, the country would establish itself as a major player in military and civil markets for years to come.

Unfortunately, the CF-100 would be the only mass-produced Canadian-designed fighter in history. That being said, Avro Canada had already begun work on a successor before the aircraft had even entered service: the mythical Avro Arrow.

Testing the Avro Arrow

Schematics for the Avro Arrow
Schematics for the Avro Arrow. (Photo Credit: Imer / Wikimedia Commons CC BY-SA 3.0)

The Avro Arrow was to be Canada’s golden goose. However, as history would show, the nation had aimed too high.

The requirements were given to Avro Canada in 1953: a two-man aircraft with two engines that could cruise at Mach 1.5 at an altitude of 70,000 feet. The company responded with the C-105, a 24-meter-long, twin-engine aircraft with an internal weapons bay capable of carrying a variety of guided missiles and free-falling bombs, and a distinct shoulder-mounted delta wing.
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The proposal was so promising that, in July 1953, the project, renamed the CF-105, was given $27 million in funding. Just one month later, the Soviets detonated their first hydrogen bomb, after which they put the Myasishchev M-4 in the air. This led to the funding for the Avro Arrow being increased to $260 million, which would pay for the construction of five test aircraft, as well as 35 “Mark 2” Arrows with production engines and fire-control systems.

The design was thoroughly tested with scale models in a wind tunnel and extremely advanced computer simulations, resulting in a few changes, including the optimization of the nose and tail cones and the lowering of the wingtips. Titanium was used in some areas to help handle the extreme performance.
While the airframe was state-of-the-art, perhaps the most revolutionary aspect of the Avro Arrow was its flight-control system. Its wings and performance meant the aircraft had to use hydraulic actuators to move the control surfaces, which themselves were controlled by an early fly-by-wire system. This translated the pilot’s control column movements into signals that were sent to the hydraulics.
As the control column wasn’t physically connected to the surfaces, the pilot lost the “feel” of the aircraft and could also over-stress it by using too much force without knowing. Avro implemented a system that relayed the control surfaces’ movements back to the control column and artificially reproduced them with actuators, returning the feel of the aircraft to the pilot. The aircraft also used a high-tech Stability Augmentation System (SAS) that helped maintain the aircraft’s stability in all three axes of movement.
Avro unveiled the gleaming white Arrow to a crowd of 13,000 people in 1957, and the aircraft took its first flight on March 25, 1958. On the third test flight, it broke the sound barrier. By flight number seven, it passed 1,000 MPH. It showed brilliant flying characteristics during this time and almost reached Mach 2 during one high-speed flight.

The Avro Arrow is canceled

All seemed to be going great for the Avro Arrow, which many hoped would lead Canada’s charge into the aerospace industry. Unfortunately, while it was shaping up to be a game-changer, the program’s ballooning budget, which totaled $1.1 billion, was becoming a game-breaker.

In mid-1957, the country’s Liberal government was voted out, in exchange for the Progressive Conservative Party, led by John Diefenbaker. For the new government, the virtually blank check given to the Avro Arrow was simply unacceptable.
At the same time, the United States was offering Canada national defense equipment at a much cheaper price, and the technology for intercontinental ballistic missiles (ICBMs) had advanced and people began expecting an attack to come from space, instead of heavy bombers. This was further proof that the Avro Arrow was not only too expensive, but also unnecessary.
On February 20, 1959, on the day that became known as “Black Friday” in Canada, the Avro Arrow was officially canceled. Nearly 15,000 employees at Avro Canada and 15,000 more throughout its supply chain were instantly laid off. Shortly after, Avro Canada was ordered to destroy all plans, documents, blueprints, mock-ups and the completed aircraft themselves. However, some parts were smuggled by employees, and there’s even suspicions that a single Avro Arrow was saved and hidden away.
The cancellation essentially put an end to Avro Canada, which dissolved and was absorbed by Hawker Siddeley Canada. Canada would eventually buy 66 McDonnell CF-101 Voodoos to do the Avro Arrow’s work, albeit in a much less advanced way.
The Avro Arrow has never been forgotten by Canadians, who are proud that their nation’s relatively small and inexperienced aerospace industry managed to create a truly groundbreaking aircraft.
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Aircraft

MD-160: The Aircraft-Ship Hybrid Known as the ‘Caspian Sea Monster’

There have been some really unusual military vehicles built over the course of history, but none have amazed us more than the Lun-class MD-160. A form of Ground Effect Vehicle, this ekranoplan is a unique aircraft-ship hybrid that could have played a pivotal part in the Cold War, had it not been for the collapse of the Soviet Union.

Is the MD-160 an airplane or a ship?

The ekranoplan was a form of Ground Effect Vehicle, meaning it glided over water without ever touching it. To many, it appears to be a hybrid between an airplane and a sea vessel. The International Maritime Organization (IMO) actually classifies it as a ship, despite the fact it flies above the surface of the water at a height of one-to-five meters.

MD-160 sitting on the beach at sunset
Photo Credit: Musa Salgereyev / TASS / Getty Images

Ground Effect Vehicles are known for taking advantage of the aerodynamic principle “ground effect,” meaning they derive their speeds from their ability to glide over bodies of water. They are typically difficult to detect via radar, due to their proximity to the water, and this combination of stealth and speed made the concept especially appealing to the Soviet Union.

MD-160 sitting on shore
Photo Credit: Musa Salgereyev / TASS / Getty Images

The USSR experimented with variations of the ekranoplan throughout the course of the Cold War, which the Soviet Navy nicknamed the “Caspian Sea Monster,” due to its deployment in the body of water between the country and Iran.

The Lun-Class MD-160

The Lun-class of ekranoplan was one of the last to be designed under the USSR’s Ground Effect Vehicle program. It was longer than an Airbus A380 Superjumbo airliner and nearly as tall, with a top speed of 550 kilometers per hour. This was due to its eight Kuznetsov NK-87 turbofans mounted on forward canards, each of which produced 127.4 kN of thrust.

MD-160 sitting on the beach
Photo Credit: Musa Salgereyev / TASS / Getty Images

Able to takeoff and land in stormy conditions thanks to its flying boat hull, the intention was for it to conduct lightning seaborne attacks. It was equipped for anti-surface warfare, with six P-270 Moskit guided missiles held in launchers situated in pairs along the dorsal surface of the fuselage. It also had advanced tracking systems mounted to its nose and tail.

Aerial view of the Lun-class ekranoplan on shore
Photo Credit: Musa Salgereyev / TASS / Getty Images

The first and only Lun-class ekranoplan to reach completion was the MD-160, which entered service with the Soviet Navy Caspian Flotilla in 1987. There was a second craft – unnamed and assigned to rescue and supply missions – that was abandoned in the early 1990s, following the cancellation of the program and the collapse of the Soviet Union. It was around this time that the MD-160 was also removed from service.

Future as a tourist attraction

The MD-160 was stored at Kaspiysk Naval Base, where it sat for over three decades. In July 2020, it was moved from the location to the ancient Russian city of Derbent, some 100 kilometers away. The plan was to make it the main attraction of “Patriot Park,” a yet-to-be-built military museum and theme park.

Bulldozer parked beside the MD-160
Photo Credit: Musa Salgereyev / TASS / Getty Images
Lun-class ekranoplan sitting on the beach at sunset
Photo Credit: Musa Salgereyev / TASS / Getty Images
The effort to move the craft took 14 hours and included the use of rubber pontoons, three tugs and two escort vessels, which slowly maneuvered it along the shore of the Caspian Sea. It is here that it’s remained, waiting for the museum to be built up around it.
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Aircraft

Weird Military Aircraft: de Lackner HZ-1 Aerocycle

Many unusual military vehicles have been developed throughout history, yet there are few as strange as the de Lackner HZ-1 Aerocycle. Designed to be piloted by someone with little (or no) flight experience, it initially showed great potential – that is, until some obvious flaws were uncovered.

Development of the de Lackner HZ-1 Aerocycle

The concept for the Aerocycle first came about in the early 1950s, thanks to Charles H. Zimmerman of the National Advisory Committee for Aeronautics (NACA). He came up with the idea of the rotorcraft, an aircraft with rotors on its underside that could be controlled by a pilot shifting their weight. It was intended to be flown by those with little-to-no flight training, and initial tests showed merit. This prompted aircraft manufacturers to begin developing their own designs.

Soldier piloting a de Lackner HZ-1 Aerocycle
Test flight of the de Lackner HZ-1 Aerocycle. (Photo Credit: United States Army / Wikimedia Commons / Public Domain)

de Lackner Helicopters presented a design that featured a one-man platform atop helicopter rotors. Known under the company designation “DH-4,” it was intended to carry up to 120 pounds of cargo or a five-gallon fuel tank.

Newspaper clipping about the de Lackner HZ-1 Aerocycle
News clipping about the testing of the de Lackner HZ-1 Aerocycle. (Photo Credit: ArchiTexty / Flickr CC BY 2.0)

The DH-4’s landing gear consisted of airbags attached to arms, which themselves were connected to a rubber floatation device in the middle. This would allow the aircraft to operate in amphibious settings, if necessary. This feature was later replaced by a pair of helicopter type-skids. The craft also had a special parachute developed for it – the “Ultra-Fast Opening Personnel Parachute Type XMP-2” – which was later proven to be unreliable.

Testing was successful… At first

The DH-4 was eventually named the “HZ-1” by the US Army. Testing of the Aerocycle began on November 22, 1945 with the tethered flight of a prototype. This was soon followed by a free flight at the Brooklyn Army Terminal in January 1955. Over 160 test flights were conducted in total, amounting in over 15 hours of in-air experience, and the results were promising – so much so that the Army requested a dozen examples be produced.

Prototype of the de Lackner HZ-1 Aerocycle on display
de Lackner HZ-1 Aerocycle (also known as the “DH-4”) prototype at the Evergreen Aviation & Space Museum in McMinnville, Oregon. (Photo Credit: Daderot / Wikimedia Commons CC0 1.0)

The Army believed the Aerocycle could become the modern version of the horse cavalry, and it was alleged someone could learn to pilot the aircraft after less than 20 minutes of instruction. de Lackner Helicopters’ design also proved to be the fastest out of those presented to the service.

Crashed de Lackner HZ-1 Aerocycle on the ground
de Lackner HZ-1 Aerocycle following a crash. (Photo Credit: Unknown Author / Wikimedia Commons / Public Domain)

Testing was transferred to Fort Eustis, Virginia in 1956, falling under the purview of Capt. Selmer Sundby. However, while the initial results had proved promising, Sundby quickly determined the Aerocycle had numerous flaws. Firstly, it was a lot more difficult to control than initially thought and therefore wouldn’t be safe in the hands of an unexperienced pilot. As well, the rotors kept kicking up debris from the ground.

Crashes led to the de Lackner HZ-1 Aerocycle’s abandonment

During the testing period, the de Lackner HZ-1 Aerocycle experienced a pair of crashes that eventually led to the project being abandoned. Both occurred under similar conditions, after the contra-rotating rotors became intermeshed. This caused the blades to break and the pilot to lose control of the Aerocycle.

Following the crashes, testing was conducted in the wind tunnel at the Langley Research Center, where it was discovered the Aerocycle’s forward speed was limited by a pitching motion. Its rotor-tip clearance was found to be sufficient, so experts were unable to determine why the rotors kept intermeshing. This, paired with the overall concept of the HZ-1 failing to live up to expectations, led the Army to terminate the project.
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Aircraft

Wild Weasels Undertake the US Air Force’s Most Dangerous Missions

There is nothing we love more than a good motto! The unofficial slogan for the US Air Force’s Wild Weasel crew is “YGBSM” – an acronym for “You’ve gotta be sh****n’ me!” After learning about the Wild Weasels, we think this is pretty accurate!

McDonnell Douglas F-4G Phantom II in flight
McDonnell Douglas F-4G Phantom II shows its undercarriage holding four different missiles: AGM-45, AGM-65, AGM-78 and AGM-88. (Photo Credit: United States Air Force / Wikimedia Commons / Public Domain)

Wild Weasel is a codename given by the Air Force to any type of aircraft equipped with anti-radiation missiles that’s tasked with destroying the radar and surface-to-air missile (SAM) installations of enemy air defense systems. The missions undertaken by the Wild Weasels are some of the most dangerous jobs faced by today’s fighter pilots.

Wild Weasel tactics and techniques were developed during the Vietnam War. The concept was originally proposed in 1965 to counter the increasing North Vietnamese threat. “Project Wild Weasel” started in the summer of 1965 and formally went into effect that August. The Air Force and US Navy relied on volunteer crews to test out aircraft platforms outfitted with radar-seeking missiles throughout the next two years.

Republic F-105 Thunderchief in flight
Republic F-105 Thunderchief carrying an AGM-45 Shrike anti-radiation missile. (Photo Credit: United States Air Force / Wikimedia Commons / Public Domain)

The first tactic used by the Wild Weasels in Vietnam was known as the “Hunter Killer.” They used Republic F-105 Thunderchiefs – or “Thuds” – to hunt down enemy air defense systems. The Wild Weasel would be teamed with a more conventional aircraft, like the McDonnell Douglas F-4E Phantom II, and it was up to them to destroy missile radar emitters, clearing the way for the F-4Es to destroy the rest of the site.

Another tactic used by the Wild Weasels was to act as a decoy to protect the strike force during regular missions. The F-105s would try to entice SAM launches. If successful, the launches would create enough smoke to make them visible, allowing the strikers to hone in on their targets. The Wild Weasels would continue to orbit the area to further reveal any enemy fighters, air artillery shells and SAMs.
Wild Weasel patch
A weasel, nicknamed Willie, features prominently in many official and unofficial Wild Weasel patches and logos. (Photo Credit: United States Air Force / National Museum of the United States Air Force / Wikimedia Commons / Public Domain)

The unofficial motto of “YGBSM” came from Boeing B-52 Stratofortress Electronic Warfare Officer Jack Donovan. When Donavan was introduced to the tactics and mission details, he replied, “You want me to fly in the back of a little tiny fighter aircraft with a crazy fighter pilot who think he’s invincible, hone in on a SAM site in North Vietnam, and shoot it before it shoots me? You gotta be sh*****g me!”

Donovan’s reaction encompasses the danger surrounding the Wild Weasels, so it’s no surprise it stuck around as the unofficial motto! Today, Wild Weasel missions are performed by specially-trained General Dynamics F-16J Fighting Falcon crews. They continue to carry on the dangerous tradition and motto established by the F-105s in combat over Northern Vietnam throughout the 1960s and ’70s.
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Aircraft

Grumman F-14 Tomcat: The Versatile Fighter Made For Top Gun Pilots

The Grumman F-14 Tomcat is one of the most iconic aircraft to ever be operated by the US Navy, with it serving as the primary aircraft for the service’s TOPGUN School. From its first flight in 1970 to its retirement in 2006, the supersonic aircraft served as the Navy’s primary maritime air superiority fighter, tactical aerial reconnaissance platform and fleet defense interceptor – and it all started with the Naval Fighter Experimental (VFX) program.

Naval Fighter Experiment (VFX) program

General Dynamics-Grumman F-111B in flight
General Dynamics-Grumman F-111B, 1965. (Photo Credit: USN / Naval Aviation News / U.S. Navy National Museum of Naval Aviation / Wikimedia Commons / Public Domain)

The F-14 Tomcat’s origin story dates back to the middle of the Cold War, when the US Navy was in the market for an interceptor aircraft capable of protecting carrier battle groups against Soviet anti-ship missiles. This initially resulted in the development of the Douglas F6D Missileer, but its inability to adequately defend itself led to the aircraft’s cancellation in late 1961. This was then followed by the General Dynamics-Grumman F-111B, which also never entered production.

These failed attempts at developing the necessary aircraft led to the Naval Fighter Experiment program, which called for the following requirements:

  • Tandem two-seater, twin-engine aircraft capable of air-to-air combat.
  • Ability to reach speeds of Mach 2.2.
  • Built-in M61 Vulcan cannon.
  • Capable of firing either six AIM-54 Phoenix or a combination of four AIM-9 Sidewinder and six AIM-7 Sparrow missiles.

Developing the Grumman F-14 Tomcat

Sailor checking an AIM-9 Sidewinder on the underside of the wing of a Grumman F-14 Tomcat
AIM-9 Sidewinder missile equipped by a Grumman F-14 Tomcat, 2002. (Photo Credit: LEILA GORCHEV / AFP / Getty Images)

While a number of companies submitted designs, Grumman was the one to win the bid. Given how quickly the US Navy needed the aircraft in the air, the prototype phase was skipped, with the first test flight taking place on December 21, 1970. Just under two years later, missile tests began with the AIM-54 Phoenix. By September 1974, the F-14 Tomcat had officially entered service.

Throughout the design and production process, upgrades and changes were done, with the F-14 becoming the most expensive fighter aircraft of its time. Between 1969-91, 721 units were manufactured.

Grumman F-14 Tomcat specs

Grumman F-14A Tomcat parked on the tarmac
Grumman F-14A Tomcat with Fighter Squadron 126 (VF-126), 1993. (Photo Credit: U.S. Navy / U.S. Navy National Museum of Naval Aviation / Wikimedia Commons / Public Domain)

As aforementioned, the F-14 Tomcat was designed to perform more than one task, with the US Navy wanting both a fighter and an interceptor. As such, its design needed to provide the aircraft with these capabilities.

From wing-tip to wing-tip, the F-14 measured 64 feet, with an empty weight of nearly 44,000 pounds and a loaded one of 61,000. Following the “A” variant, it was powered by two General Electric F110-GE-400 afterburning turbofans, which were spaced nine feet apart to allow room for the missile carriage and create a large lifting surface. These engines allowed the aircraft to hit speeds of Mach 2.34 and a range of 1,840 miles.

In accordance with the armament requirements laid out by the Naval Fighter Experiment program, the F-14 was equipped with an M61 Vulcan capable of firing 675 rounds. It also had four undercarriage points and two hardpoints, which allowed it to carry the necessary missiles, which could be fired within 38 seconds.
A later iteration of the aircraft, the F-14B, also featured the ability to conduct ground attacks. This was accomplished through the use of Lockheed Martin’s Low Altitude Navigation and Targeting Infrared for Night (LANTIRN), as well as the addition of bomb-dropping capabilities.
Later upgrades included multifunction cockpit displays, highspeed multiplex digital data busses and head-up displays, as well as a new glass cockpit, digital avionics and enhanced datalink to increase the crew’s situational awareness.

Operational history with the US Navy

Grumman F-14 Tomcat taking off from the flight deck of the USS Enterprise (CVN-65)
Grumman F-14 Tomcat taking off from the USS Enterprise (CVN-65) during the early stages of the War in Afghanistan, 2001. (Photo Credit: RABIH MOGHRABI / AFP / Getty Images)

Upon being equipped by the US Navy in 1974, the F-14 Tomcat served as a replacement for the McDonnell Douglas F-4 Phantom II and began its combat service as a photo reconnaissance platform. It participated in Operation Frequent Wind in 1975 and was thrust onto the world stage following the Gulf of Sidra Incident, when two Libyan Sukhoi Su-22 Fitters fired upon the American aircraft in 1981.

Throughout Operation Desert Storm, the F-14 was stationed primarily over the Persian Gulf and the Red Sea, where it served in both reconnaissance and strike escort roles. Fast forward to the start of the War in Afghanistan in 2001, the aircraft was among the first to launch strikes against enemy targets in the Middle East.

The F-14’s final combat mission occurred in early 2006, when a pair, launched from the USS Theodore Roosevelt (CVN-71) dropped a single bomb over Iraq. A few months later, it was officially retired from service.

Adopted by the Imperial Iranian Air Force

Three Grumman F-14 Tomcats in flight
Grumman F-14 Tomcats operated by Iran, 2014. (Photo Credit: ATTA KENARE / AFP / Getty Images)

The sole foreign operator of the F-14 Tomcat was the Imperial Iranian Air Force, which adopted the aircraft into service in 1976. However, following the Iranian Revolution, all Western orders were canceled, including those for American aircraft. That being said, the F-14s that had already been delivered were still flown.

Throughout the Iran-Iraq War, the aircraft was manned by the Islamic Republic of Iran Air Force, with pilots scoring 50 air-to-air kills in the first six months of the conflict. Iran claimed that, overall, the F-14 shot down at least 160 Iraqi aircraft.

Top Gun (1986)

Tom Cruise as Lt. Pete "Maverick" Mitchell in 'Top Gun'
Top Gun, 1986. (Photo Credit: Zayne / Paramount Pictures / MovieStillsDB)

As aforementioned, the F-14 Tomcat was among the aircraft operated by the US Navy’s TOPGUN School, which means it came as no surprise when it made an appearance in the 1986 film, Top Gun, starring Tom Cruise. The actor stars as naval aviator Lt. Pete “Maverick” Mitchell, who’s initially stationed aboard the USS Enterprise (CVN-65) and sent to TOPGUN School, where he flies F-14s.

Top Gun quickly became one of the highest-grossing films of 1986, and its theatrical success saw Navy recruitment jump nearly 500 percent; aspiring pilots dreamed of becoming the real-life Maverick.
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Aircraft

The Short-Lived Service Career of the Lockheed A-12

The Lockheed A-12 spy plane was developed for the Central Intelligence Agency (CIA) for service during Project Oxcart. While it had the potential for a long career, its niche but vital service led to its early retirement just 10 months after being deployed to Asia. During that time, the aircraft provided high-value photo intelligence in a number of missions – and looked cool doing it.

An aircraft for James Bond

The look of the supersonic Lockheed A-12 is something straight out of a spy movie. This reconnaissance aircraft was sleek and modern, and with a sultry matte black finish looked suited for the likes of James Bond.

Lockheed A-12 on display
A Lockheed A-12 displayed onboard the Intrepid Sea, Air & Space Museum. (Photo Credit: Ad Meskens / Wikimedia Commons CC BY-SA 3.0)

It spanned 101 feet and had an extremely long, thin fuselage, which gave the spy plane its smooth, futuristic look. Likened to a Corvette in the sky by The National Interest, the A-12 not only looked pretty, but was functional, too.

The Lockheed A-12 is ordered by the CIA

First under discussion in the early 1950s, the Lockheed A-12 was intended to replace the U-2 for use as a reconnaissance aircraft against the Soviet Union. Competing against Convair’s Kingfish and FISH designs, Lockheed won the contract in 1959 to manufacture the A-12. Not long after, the company began production of the aircraft.

By January 1960, the CIA had ordered 12.
Side view of a Lockheed A-12 aircraft
Lockheed A-12. (Photo Credit: Rob Kim / FilmMagic / Getty Images)

Plans to fly the A-12 over the Soviet Union were canceled not long after. In May 1960, pilot Francis Gary Powers was shot down and captured while flying a U-2 over the USSR. Following this incident, the US and Soviet Union signed an agreement to no longer fly manned vehicles over the Soviet Union.

It was deemed too dangerous to fly over Soviet territory, and the A-12 was grounded.

Operation Black Shield

As early as 1965, the US was considering using the A-12 to spy on Chinese military activity. After two years of milling it over, the CIA decided to deploy the aircraft to Kadena Air Base in Okinawa, Japan. President Lyndon B. Johnson, upon hearing rumors the Northern Vietnamese had obtained surface-to-air missiles (SAM), approved the formal proposal to deploy the A-12 and Operation Black Shield began.

The first A-12 deployed to Kadena AB flew non-stop from the US to Japan, in a trip totaling six hours and six minutes. The second managed to complete the flight even faster, in five hours and 55 minutes. On May 29, 1967, the A-12 made its first operational flight, following one flight line over North Vietnam and another over the demilitarized zone between North and South Vietnam.
Lockheed A-12 on display
A Lockheed A-12 on display at the Medal of Honor Aircraft Pavilion at Battleship Memorial Park in Mobile, Alabama. (Photo Credit: GreaterPonce665 / Wikimedia Commons CC BY-SA 4.0)

During this flight, the A-12 went undetected by North Vietnamese and Chinese radar and captured photographs that identified 70 of 190 known SAM sites. Encouraged, the CIA made many more operational flights over the area and eventually came to the conclusion there were no SAMs in North Vietnam.

Lockheed A-12 detected

In October 1967, pilot Dennis Sullivan was detected by Fan Song guidance radar, which caused the North Vietnamese to launch at least six missiles at the aircraft. The A-12’s supersonic capabilities allowed it to fly at a speed of Mach 3.2, but the missiles shot at Sullivan could fly at Mach 3.5. Looking in his rearview periscope, he saw the contrails of four missiles heading for his tail.

Front view of the A-12 aircraft
Lockheed A-12. (Photo Credit: Rob Kim / FilmMagic / Getty Images)

Luckily, Sullivan escaped the missiles and landed the A-12 at Kadena AB. It was later discovered that two metal fragments from a missile’s nose cone had become buried under his low left-wing, just short of the aircraft’s fuel tank. If the fragments had hit the tank, it could have proved fatal for Sullivan.

During a speech to discuss Project Oxcart, the pilot said, “They’d get right up behind me, very close, and all of a sudden there’d be a big red fireball – a big white cloud of smoke – and you’d immediately pull away from it.”

The Lockheed A-12’s early retirement

The Lockheed A-12’s retirement came about due to a number of factors, but the primary reason surrounded the development of the SR-71 Blackbird. At the same time Lockheed was working on the A-12, the company had already began conceptualizing the SR-71. It entered into service in 1966.

While it and the A-12 share a similar appearance, the SR-71 has features that differ significantly from its predecessor. The aircraft has two-seats and is longer in length than the A-12. It also has a longer-lasting fuel range.

SR-71 Blackbird in flight
SR-71B Blackbird conducting a training exercise, January 28, 1997. (Photo Credit: NASA / Getty Images)
The A-12 had its own benefits. It was lighter than the SR-71 and could go faster, but concerns over the cost of running both programs ultimately ended in the termination of A-12 project in 1968. Over the course of the aircraft’s short-lived career, A-12 pilots had flown 29 missions over Asia.
Nine A-12s remain on display in various museums across the United States.