Throughout the course of the Second World War, the US Navy and Marine Corps flew the Douglas SBD Dauntless, a naval scout aircraft and dive bomber. While relatively slow, compared to other aircraft flown by the Allied forces, it was incredibly effective, with its prowess best shown through its success during the Battle of Midway.
Development of the Douglas SBD Dauntless
The design of the Douglas SBD Dauntless was rooted in the earlier Northrop BT. The company was eventually taken over by the Douglas Aircraft Corporation, who began construction of the SBD. After modifications were made, including the addition of the Wright R-1820 Cyclone engine, the dive bomber was put into production and entered service in mid-1939.
Factory workers building Wright Cyclone engines at the Douglas Aircraft Corporation plant in El Segundo, California, 1943. (Photo Credit: CORBIS / Getty Images)
There were many variations of the SBD created by Douglas, including the -1 and -2, which were delivered to the Marine Corps and Navy, respectively. It was rather unusual for an aircraft designed to operate from an aircraft carrier, as it didn’t have folding wings. This was because the designers at Douglas wanted it to have more structural integrity.
The aircraft’s design was improved upon throughout World War II
Despite proving to be a popular dive bomber, modifications were made to the SBD Dauntless as early as 1941. The SBD-3 featured improved armor, fuel tanks and machine guns, while the -4 saw improvements made to the aircraft’s electrical system. On top of this, a few of them were converted for use in reconnaissance missions, and the SBD-5 featured a more powerful engine and an increased ammunition supply.
The last variant to be produced was the SBD-6, which saw similar improvements. While both the Navy and Marine Corps used these common types of the SBD, the US Army Air Forces adapted the dive bomber for their own use, dubbing it the Douglas A-24 Banshee.
Ordnancemen loading belted cartridges into a Douglas SBD-3 Dauntless, 1942. (Photo Credit: US Navy / Interim Archives / Getty Images)
The SBD, in general, was well-liked by pilots, as it was relatively easy to handle, was effectively armed and held its own against enemy fighter aircraft. It was equipped with two .5-inch forward-firing synchronized Browning M2s, two .3-inch flexible-mounted Browning M1919s in the rear and 1,020 kg of bombs.
The Douglas SBD Dauntless made waves at the Battle of Midway
What the SBD Dauntless is best known for is its actions during the Battle of Midway. Throughout the battle, pilots flying the dive bombers delivered targeted attacks that greatly damaged the Japanese aircraft carriers positioned in the area.
Douglas SBD Dauntless dive bombers flying in formation, 1940s. (Photo Credit: PhotoQuest / Getty Images)
Between June 4-7, 1942, the Imperial Japanese Navy launched an attack against US naval forces near Midway Atoll, with the intention of causing some serious damage. Thanks to the work of cryptographers, however, the Americans were able to predict exactly when and where the attack would occur, allowing them to inflict a forceful blow, instead of taking unexpected damage.
A number of SBD squadrons flown by naval aviators were launched on the first day, disabling the carriers Akagi, Kaga and Sōryū in only six minutes.
An alternative outcome
The fourth Japanese aircraft carrier, Hiryū, only survived a short while longer, being sunk later the same day. Losing one ship, perhaps even two, would have been difficult for the Japanese, but to lose four was disastrous. The attacks launched by the SBD Dauntless squadrons made it difficult for them to continue, and they ended up withdrawing their forces.
Douglas SBD Dauntless landing on the flight deck of the USS Ranger (CV-4), 1942. (Photo Credit: PhotoQuest / Getty Images)
The role of the SBDs during the Battle of Midway cannot be overstated. Taking out every Japanese carrier involved in the attack played a pivotal role in securing an American victory. While the Japanese had heavy cruisers with them, they lost their ability to launch their aircraft directly into battle.
In fact, the SBDs were so important that, following the battle, the dive bombers earned the nickname, “Slow But Deadly,” a play on their initials.
Continued use of the Douglas SBD Dauntless
While the SBD Dauntless is generally considered to be one of the most important aircraft flown in the Pacific Theater, it saw use in other aspects of the Second World War. Along with seeing action during the Guadalcanal Campaign and the Battle of the Philippine Sea, the dive bombers were also flown during the Allied landings in North Africa and targeted attacks on German ships throughout Operation Leader.
Crewmen onboard the USS Yorktown (CV-5) securing Douglas SBD Dauntless dive bombers after a raid over Japanese-held islands, 1943. (Photo Credit: CORBIS / Getty Images)
As the war came to a close, the SBD was transitioned out, in favor of the Curtiss SB2C Helldiver, despite the fact pilots preferred the trusted aircraft. They viewed the SB2C as a “Big-Tailed Beast,” which didn’t produce the same finesse as the SBD. Other countries in possession of the dive bomber continued to fly it sparingly. By the time it was officially retired, it had left behind a memorable legacy.
When Italy joined the Second World War, the island of Malta found itself immediately under attack. The only defenses available were three Gloster Sea Gladiators that were expected to go up against the entire Italian Air Force – and they did! They, surprisingly, held their own and gave hope to the Maltese people.
Original plans for Malta
British Prime Minister Winston Churchill walks through the dockyard area of Malta during World War II, circa 1945. With him is John Vereker, Field Marshal Lord Gort, Governor of Malta. (Photo Credit: Chris Ware / Keystone / Hulton Archive / Getty Images)
When the Second World War began, Britain was in possession of the Mediterranean island of Malta. Its location was of much importance, not just during the war but in general, as it was an important linking post for Gibraltar and the Suez Canal. Malta’s location was also dangerous, as it was the last barrier between Sicily and the Italian colony of Libya in North Africa.
Before Italy joined the war, there were plans under consideration for the British government to gift Malta to the Italians as a way of bribing them from entering the conflict. Thankfully, Prime Minister Winston Churchill, who once called the island an “unsinkable aircraft carrier,” stepped in to help put an end to the idea. This was a key decision, as Italy soon joined in favor of the Axis powers on June 10, 1940.
When Italy joined the war, Malta became a target
The ruins of Victory Street in Senglea, Malta, after axis air raids during World War II, 4th July 1942. (Photo Credit: Hulton Archive / Getty Images)
Almost immediately after entering WWII, Italy targeted and began to bomb Malta. Starting from June 11th, the Italian Regia Aeronautica made multiple assaults on the island using their Macchi C.200 Saetta monoplane fighters and Savoia-Marchetti SM.79 Sparviero bombers. The Italian Air Force was particularly focused on Valletta harbor, with the area eventually receiving some of the fiercest bombings in the history of the war.
Despite the importance of Malta to the British effort to hold onto the Suez Canal, there were virtually no British troops stationed on the island. When the Italians began bombing, Malta had almost no means of protecting itself. Help came in an unexpected form.
Gladiator biplanes were all that were available
The Sea Gladiator, the Brockworth-based Gloster Aircraft Company’s single-seat deck flying fighter that saw service with the Fleet Air Arm. (Photo Credit: PA Images / Getty Images)
Air Commodore Foster Maynard was on the island at the time. He’d discovered multiple packing crates housing disassembled Gloster Gladiator biplanes dating back to 1934. They were left behind by a visiting aircraft carrier, and after receiving permission from the Royal Navy to use them, mechanics began to re-assemble three of them, leaving the rest for spare parts and backups.
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The Gladiator biplane had become almost obsolete by the outbreak of the war. These aircraft only had a maximum speed of about 257 miles per hour – significantly less than the Italian aircraft – but they were easy to learn how to fly, durable, and maneuverable. Of the six volunteer pilots, only one had ever flown a Gladiator before. After some extremely quick training, however, the unit became known as the RAF Station Fighter Flight.
Somewhere along the way, they earned their nicknames
Three Gloster Gladiator I aircraft of 87 Squadron RAF flying together in formation, circa 1938. (Photo Credit: Charles E. Brown / Royal Air Force Museum / Getty Images)
Over the course of the next 10 days, these six pilots engaged Italian fighter planes in the skies above Malta. The Gladiators were flown fearlessly and skillfully. In fact, Italian pilots were forced to begin flying more defensively, causing them to lose accuracy and drop their bombs off-target. Several Italian aircraft were shot down, with only one British plane taken out by the end of July.
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One of the pilots, Flight Lieutenant James Pickering, recalled several years later what it was like taking to the sky in one of these aircraft. “You would take off in a Gladiators with some of the few Hurricanes we had on the island and head up towards the Italians,” he explained. “Sometimes there would be a hundred plus—clouds of bombers and fighters swarming above. And then, in a moment, you would be on your own—everything else had overtaken you.”
It is unclear exactly how or when the three Gladiators earned their nicknames, but they offered the Maltese people exactly the sentiments they were named after – Hope, Faith, and Charity.
More aircraft eventually joined the effort in Malta
German bombers Ju-88 Junkers bombarding the port of Valletta, Malta. At the top, a fight between Macchi MC-202 Italian “Folgore” and a English “Spitfire.” (Photo Credit: Roger Viollet Collection / Getty Images)
By the end of June, several Hawker Hurricane fighters and Supermarine Spitfires had been brought to Malta to help increase defenses against the Italians. However, they were not enough to fend them off alone, so the Gladiators continued to fight alongside the fighters. For almost two and a half years, the Germans and Italians continued to bomb Malta in the hopes of forcing the island into submission.
What they didn’t expect was the three Gladiators providing the Maltese people with something to have hope in. With that hope, the Maltese people were able to hold their own even against formidable odds.
A number of unusual aircraft have been designed over the years, and some are more questionable than others. While many never made it past the prototype phase, a number actually entered production and saw years of service, only to be replaced by those that were more reliable and practical. The following is a list of the strangest ones to ever take to the skies…Unsurprisingly, a lot of them were developed during the Second World War.
LWS-6 Żubr
PZL.30, a prototype of the LWS-6 Żubr. (Photo Credit: Wikimedia Commons / Public Domain)
The first of two Polish aircraft on this list, the LWS-6 Żubr was a twin-engine medium bomber produced just a year before the start of the Second World War. Originally designed to be a passenger airliner, this unusual aircraft never really saw success, as another bomber built around the same time, the PZL.37 Łoś, was the preferred choice.
Flown by the Polish Air Force for training purposes, the LWS-6 featured an obsolete design that only made it useful for non-combat roles. Only 20 were produced, the majority of which fell into the hands of the Red Army and the Luftwaffe, the former of which captured four during their invasion of Poland in September 1939. Unfortunately (or not), none survived World War II.
Lockheed XFV Salmon
Lockheed XFV-1. (Photo Credit: U.S. Air Force / Wikimedia Commons / Public Domain)
That’s not a rocket you’re looking at – it’s the Lockheed XFV Salmon, an experimental aircraft designed to takeoff and land vertically. Intended to be flown by the US Navy, the plan was for the fighter to be used in the defense of convoys, but it never left the prototype phase. We’d like to say we can’t understand why, but we think the reason is pretty obvious in this instance.
Nicknamed the “pogo stick,” this unusual aircraft looks like its pilot didn’t know how to properly land it on the runway. While it underwent testing at Edwards Air Force Base, California in 1954 with the use of a temporary non-retractable undercarriage, the XFV Salmon was quickly shelved and the single flying prototype sent to Lakeland Linder International Airport in Florida, where it remains on display.
Transavia PL-12 Airtruk
Transavia PL-12 Airtruk VH-TRJ. (Photo Credit: RuthAS / Wikimedia Commons CC BY 3.0)
Despite only 118 being built during its production run, the Transavia PL-12 Airtruk has developed a cult following, largely due to its cameo in Mad Max Beyond Thunderdome (1985). The Australian agricultural aircraft is most recognizable for its unusual design, which features a bulky cockpit that looks incredibly cramped and a long, narrow twin tail section.
The PL-12 came out of New Zealand’s need for a new aircraft whose sole job was cropdusting. Those typically used for the task were beginning to show their age, and while a handful of American designs had been imported, they were expensive to transport and maintain. We’re confused as to why this was the design that won out, but we’re happy it did, as its unusual appearance makes us incredibly happy.
Caproni Ca.60 Transaereo
Caproni Ca.60 Transaereo. (Photo Credit: Unknown Author / Smithsonian National Air and Space Museum Archives / Wikimedia Commons / Public Domain)
Better known as the Noviplano, the Caproni Ca.60 Transaereo was a nine-wing flying boat designed by Giovanni Battista Caproni in the early 1920s. An absolute behemoth, this unusual passenger aircraft looked more like a half-constructed apartment building than something intended to take flight.
The Noviplano was intended to carry 100 passengers on transatlantic flights and, due to its size, featured eight engines. Only one was ever built, and it underwent a handful of test flights in 1921 on Lake Maggiore. On its second, it crashed into the water, breaking up upon impact. While plans were made to rebuild, these were later canceled due to the exorbitant costs associated with doing so.
EL/M-2075 Phalcon
EL/M-2075 Phalcon equipped on a Boeing 707. (Photo Credit: Micha Sender / Airliners / Wikimedia Commons / GNU Free Documentation License 1.2)
Looking like a clown nose, the Israeli EL/M-2075 Phalcon is one of the most unusual airborne early warning and control (AEW&C) active electronically scanned array radar systems ever developed. While it’s still in service, it’s almost been made obsolete by the newer EL/W-2085 and EL/W-2090.
Introduced in 1994, it was developed to collect intelligence and conduct surveillance. The system is primarily attached to Boeing 707s, but can also be equipped to 767s and 747s. Only three are currently used worldwide: one by the Chilean Air Force and two by the Israeli Air Force.
Heinkel He 162 Volksjäger
Heinkel He 162 Volksjäger. (Photo Credit: San Diego Air & Space Museum Archives / Wikimedia Commons / Public Domain)
Developed for use by the Luftwaffe during WWII, the Heinkel He 162 Volksjäger was a German fighter aircraft constructed primarily of wood. Not only that, its engine was mounted on top, making it appear as though it was giving its energy source a piggyback ride.
The He 162 was designed in just 90 days as a last ditch effort by the Germans to regain control of the skies. As such, it was riddled with issues, was relatively small and severely underarmed, with only two autocannons. Shortly after it entered service in April 1945, Germany surrendered to the Allied forces, meaning pilots only had to fly the unusual fighter for only a few weeks.
McDonnell XF-85 Goblin
McDonnell XF-85 Goblin. (Photo Credit: U.S. Air Force / Wikimedia Commons / Public Domain)
Conceived during WWII by McDonnell Aircraft, the XF-85 Goblin is without a doubt one of the strangest-looking fighters we’ve ever seen. During the conflict, the US Army Air Forces sent out requests for an aircraft that could deploy from the bomb bay of a Convair B-36 Peacemaker. The result was a parasite fighter that never entered production, let alone service. By the time it took its first flight, it was August 1948 and the war was long over.
When looking at the XF-85, you wouldn’t be wrong in assuming it’s missing its back half, as the fighter’s frame abruptly ends just behind the cockpit. We’re honestly having a hard time believing it could even fly properly, so we’re not surprised its development was canceled in 1949.
Looking like a bird or a sad dog with its pointed droop nose, the Tupolev Tu-144 was a supersonic airliner produced by the Soviet Union between 1967-83. Notable for being the world’s first commercial supersonic transport aircraft, it could travel at speeds of up to 1,400 MPH, which is equivalent to Mach 2.
While reliability issues and the rising cost of fuel made the Tu-144’s use as a passenger aircraft short-lived, it was later adopted by NASA for supersonic research and the Soviet space program to train pilots tasked with flying the Buran spacecraft. In all, only 16 were ever produced, with just 102 commercial flights taking place.
One of the oddest-looking aircraft on this list, the Polish PZL M-15 Belphegor was manufactured by WSK PZL-Mielec between 1976-81. It was designed for agricultural use and intended to be the successor to the Antonov An-2 and its variants, which also doubled as military transport and utility aircraft.
Three years after its first test flight in 1973, the M-15 began rolling off the production line – but not in droves. Despite initial estimates placing potential orders at over 3,000 units, only 175 were actually built. The reason for M-15’s short life? Its engine was very loud, it was unusually heavy and it could only travel 215 nautical miles. On top of all that, the aircraft was also expensive to produce.
If we’re being honest, the only interesting thing about the M-15 is that it was the world’s first (and only) jet agricultural aircraft.
Boeing X-32
Boeing X-32B. (Photo Credit: USAF / Edwards Air Force Base, California / Wikimedia Commons / Public Domain)
The newest aircraft on this list, the Boeing X-32 was designed for use by the Joint Strike Fighter (JSF), only to lose out to the Lockheed Martin X-35. Despite taking its first flight in 2000, the demonstrator’s origins date back to 1993, when the Defense Advanced Research Projects Agency (DARPA) launched the Common Affordable Lightweight Fighter (CALF) project. A number of concepts were presented, including the X-32.
What makes the aircraft immediately distinguishable (and unusual) is its wide body and small wingspan, making you question how it could possibly remain stable while in the air. Following its being snubbed, the flight tested prototype of the X-32 was moved to the National Museum of the US Air Force at Wright-Patterson Air Force Base, Ohio, where it deteriorated after long-term exposure to the elements.
Thankfully, it has since been restored, meaning visitors can once again catch a glimpse of one of Boeing’s most unusual aircrafts.
The Blohm & Voss BV 141 was a German reconnaissance aircraft and light bomber developed in the lead up to WWII. You’ll likely do a double take upon looking at a picture of it, as its unusual asymmetrical design is definitely not something you typically see.
Designed by Richard Vogt, the BV 141 should have been riddled with issues, including the risk of rolling due to one side being longer (and presumably heavier) than the other. However, it’s said to have performed relatively well, thanks to the design of its wings. Despite this, the German Air Ministry (Reichsluftfahrtministerium) believed it to be underpowered and it wasn’t designated for full service.
Bréguet 761/763/765 Deux-Ponts
Bréguet BR.765 Deux-Ponts. (Photo Credit: RuthAS / Wikimedia Commons CC BY 3.0)
While multi-level airliners are commonplace today, back in the 1940s and ’50s, they were still relatively new. As such, their designs were pretty…Questionable. Take the Bréguet 761/763/765 Deux-Ponts, for example. Introduced in 1953, it’s pretty much the definition of unusual – and ugly.
Flying in both a civilian and military capacity, the double-decker aircraft proved to be effective and relatively safe, with the French Air Force using it to move personnel and materials to areas in the Pacific where nuclear testing was underway. Despite many viewing it favorably, it sadly wasn’t destined for long-term service and was retired in 1971. Only 20 were ever produced.
Tragedy struck the Wings Over Dallas air show on November 12, 2022 when two World War II-era aircraft crashed mid-air. As of publishing, six are confirmed dead as a result of the accident, with Dallas Mayor Eric Johnson calling it a “terrible tragedy.”
Douglas B-17G Flying Fortress Texas Raiders. (Photo Credit: Alan Wilson / Flickr CC BY-SA 2.0)
The two aircraft, a Douglas B-17G Flying Fortress and a Bell P-63F Kingcobra, were flying at a low altitude around 1:20 PM local time when the crash occurred at the Dallas air show. Videos shared to social media show the front of the B-17 break off and both aircraft fall to the ground. Upon impact, the heavy bomber’s wings erupted into flames. While no one on the ground was injured, all six of those in the aircraft were pronounced dead.
Dozens of Dallas Fire-Rescue vehicles and law enforcement personnel responded to Dallas Executive Airport, where the air show was taking place. An examination of the surrounding area showed debris had been strewn across not only the airport grounds, but also a nearby strip mall and US Route 67.
According to the Allied Pilots Association (APA), which represents pilots working for commercial airline American Airlines, two former members, Len Root and Terry Barker, were among those who perished. While the exact configurations regarding who was flying on which aircraft is currently unknown, the P-63 is a single-pilot vehicle, while the B-17 can hold a crew of 10.
The air show where the crash occurred was being hosted by Dallas-based non-profit Commemorative Air Force (CAF), in honor of Veterans Day. The organization is dedicated to preserving historical aircraft and showcasing them at events across the United States and Canada.
Wings Over Dallas was part of the CAF’s Air Power History Tour. Along with the B-17 and P-63, other historical aircraft featured included a Consolidated B-24 Liberator and a Boeing B-29 Superfortress, among many others. According to Hank Coates, CEO of the CAF, those piloting the aircraft at the air show were volunteers, the majority of which were retired airline and military pilots.
“This is not about the aircraft. It’s just not,” Coates told CNN. “I can tell you the aircraft are great aircraft, they’re safe. They’re very well-maintained. The pilots are very well-trained. So it’s difficult for me to talk about it, because I know all these people, these are family, and they’re good friends.”
Paul Martin, a member of the Army Air Forces Historical Association (AAFHA), added in an interview with The New York Times, “It’s heartbreaking for me to hear this, both on a human level and a historical level.”
Between 4,000 and 6,000 spectators were present at the Dallas air show when the crash occurred. Speaking with the BBC, Christopher Kratovil, one of the attendees, shared how fast the reality of the situation set in on those present. “It went from being a fairly excited, energetic crowd… to complete silence and stillness, and a lot of people, including myself, turned their children towards them and away from the airfield because there was burning wreckage in the middle of the airfield,” he said.
He added in an interview with The Dallas Morning News, “It’s really tragic to lose one of the last operational B-17s in the world. It’s an important part of American history, it’s an important part of world history.”
The B-17 heavy bomber was integral to the Allies’ victory over the Germans during the Second World War. An estimated 12,731 were built between 1936-45, with 5,000 lost to combat. Most of those that remained were scrapped by the early 1960s. The one involved in the mid-air crash was identified as Texas Raiders, based on the logo on its nose.
While estimates vary, it’s believed between 2,300 and 3,300 P-63s were produced by Bell Aircraft between 1943-45. Despite being manufactured in the US, the fighter was primarily flown by the Soviet Union.
Bell P-63F Kingcobra. (Photo Credit: Alan Wilson / Wikimedia Commons CC BY-SA 2.0)
The accident put an end to the decades-long careers of the two aircraft involved. Texas Raiders entered service with the US Navy in July 1945, after being delivered to the US Army Air Forces. It was one of the last 20 manufactured by Douglas Aircraft, and served as a PW-1W Patrol Bomber. After the PB-1W was phased out in 1955, Texas Raiders was placed into storage and later sold to the CAF in 1967.
The P-63, operated by the now-shuttered CAF Airpower Museum, was one of just two “F” variants ever built. Unlike previous versions, it featured an Allison V-1710-135 engine and a larger vertical tail. It was one of only five P-63s to remain airworthy.
The Federal Aviation Administration (FAA) and the National Transportation Safety Board (NTSB) will be conducting a joint investigation into the crash, which is expected to take up to two years to complete. According to the CAF, the events scheduled to take place on November 13, 2022 have been cancelled.
The Air Force Research Laboratory (AFRL) and Kratos Defense & Security Solutions have completed yet another successful test flight of the XQ-58A Valkyrie at Yuma Proving Ground, Arizona. The trial was conducted as part of the Low Cost Attritable Strike Demonstrator (LCASD) and the Block 2 Valkyrie Maturation programs.
Kratos XQ-58A Valkyrie during its first test flight, March 2019. (Photo Credit: 88 Air Base Wing Public Affairs / Wikimedia Commons / Public Domain)
The XQ-58A Valkyrie is an experimental stealth unmanned combat aerial vehicle (UCAV) – essentially, a drone – that was built under the AFRL’s Low Cost Attritable Aircraft Technology (LCAAT) portfolio. The project’s aim is to develop vehicles to escort Lockheed Martin F-35 Lighting IIs and F-22 Raptors on combat missions and to deploy surveillance systems and weapons.
With the XQ-58A, in particular, the goal was to design an unmanned vehicle to conduct light strike missions through the use of precision-guided munitions. The drone can be operated autonomously or under the control of a “parent” aircraft, and can be deployed as part of drone swarms, with a range of 3,500 miles and a cruising speed of 548 MPH. Additionally, it can hold up to 550 pounds of internal and external bombs.
Along with conventional takeoffs and landings via a rocket-assisted method, it can also be launched from “nondescript launch modules,” such as shipping containers, support ships and tractor trailers. Recovery of the XQ-58A is achieved via parachute.
Lockheed Martin F-35 Lightning II and F-22 Raptor flying alongside a Kratos XQ-58A Valkyrie during a test, December 2020. (Photo Credit: Tech. Sgt. James Cason / U.S. Air Force / Wikimedia Commons / Public Domain)
The first successful test flight of the drone took place at Yuma Proving Ground on March 5, 2019. A number of trials have since taken place, with the sixth on March 26, 2021 seeing the drone open its internal weapons bay doors and drop a 12 kg Area-I Altius-600 unmanned aircraft system (UAS).
On the most recent test flight, the XQ-58A’s team was tasked with conducting “encrypted communications with redundant radios/communications (‘comms’) packages for range and operational missions remote from government ranges.” The drone then “landed within the target zone, demonstrating key autonomous capability for the end of mission phase of flight and recovery of the aircraft without RF comms.”
When all was said and done, the XQ-58A showed a capability to fly for longer, at higher altitudes and with a heavier overall weight than previously demonstrated. Its ability to operate and land autonomously also showed the drone’s benefits when it comes to evading enemy detection. As the press release from Kratos read, “It of course also enables the drone to continue its mission or at least attempt to safely return to base in an environment where the threat of electronic warfare jamming is high.”
Kratos XQ-58A Valkyrie taking off during a test flight, December 2020. (Photo Credit: Staff Sgt. Joshua King / U.S. Air Force / Wikimedia Commons / Public Domain)
Speaking about the XQ-58A, Steve Fendley, President of Kratos’ Unmanned Systems Division, said:
“The Kratos/AFRL team is pushing the envelope in these truly uncharted waters, continuing to evolve the capability and drive affordability in the CCA class where mission capability and effectiveness is achieved through a combination of individual and distributed CCA capability plus mass of aircraft.
“Wargames and analyses consistently report that mass is the solution to enable winning in today’s conflict arena and that a lower count of exquisite systems consistently fails. Kratos is laser-focused on the disruptive, affordable (enabled by simple and elegant) solution set.”
Kratos XQ-58A Valkyrie during its fourth test flight, January 2020. (Photo Credit: Holly Jordan / U.S. Air Force / Wikimedia Commons / Public Domain)
At present, the US Air Force is the only known organization to have purchased the XQ-58A, with the aim being to support research and development, as well as test and evolution efforts. Kratos is currently in talks to receive contracts from two new customers, who have yet to be named.
Whenever someone uses helicopters and war in the same sentence, images of aircraft hovering over dense Vietnamese jungles immediately come to mind. However, while these hovering rotorcraft are most commonly associated with the Vietnam War, there were helicopters used throughout WW2.
Certainly, these early choppers were much more primitive than those used today, but that doesn’t mean they weren’t valuable to the militaries operating them. Discover six of the most influential and useful helicopters flown by both sides during WW2.
The Central Aerohydronamic Institute (TsAGI) began development of the Kamov A-7 in 1931, having previously designed the TsAGI A-4 autogyro, which had successfully been incorporated into the Soviet Air Force for use as a reconnaissance aircraft. The A-7, which was completed in 1934, was built for a much different purpose: combat.
The two-seater was the first combat autogyro ever built, as well as the first to be mass produced in the USSR. Its later variant, the A-7bis, featured better aerodynamics, while the A-7-3A was lighter. It was this version that was used by the Red Army in combat. It was equipped with three machine guns – a PV-1 on the front and a twin mount DA-2 variant of the Degtyaryov at the rear – and modified on occasion to carry explosives, either four FAB-100 bombs or six RS-82 unguided rockets.
Despite the A-7-3A being the superior variant, the previous two versions weren’t out of work entirely. They were used to spot artillery positions and, in 1941, the A-7 was deployed to pollinate fruit trees in Tien Shan, Central Asia.
Focke-Wulf Fw 61
Focke-Wulf Fw 61 taking off from Bremen Airfield, 1937. (Photo Credit: ullstein bild Dtl. / Getty Images)
While it may have been the Soviets that created the only armed combat autogyro during the conflict, Germany produced the most helicopters during WW2. They were flown by the Luftwaffe and Kriegsmarine, and it’s no wonder the country is often credited with creating the first functional chopper.
The difference between helicopters and autogyros is how the blades create lift. Autogyros are like traditional aircraft in that they fly through the use of an engine and a front propeller – they just have free spinning propellers on top, which create lift. Helicopters, on the other hand, force the propellers through the air to create lift, without using the front or engine.
The Focke-Wulf Fw 61 was first flown in 1936, and two years later was demonstrated to the public at one of the stadiums used during the Berlin Olympics. Apart from altitude, speed and length of flight records during its trials, little is known about what these helicopters did during the war. What is clear is that neither of the two developed survived the war.
The importance of the Fw 61 lies more so in what its development allowed to succeed it.
Focke-Achgelis Fa 223 Drache
Model of a Focke-Achgelis Fa 223 Drache at the Hubschraubermuseum Bückeburg. (Photo Credit: Matthias Stäblein / Wikimedia Commons CC BY-SA 3.0 De)
Research conducted with the Focke-Wulf Fw 61 allowed Germany to create it’s most impressive and useful helicopter of WW2: the Focke-Achgelis Fa 223 Drache. It made use of many of the same concepts first tested on the Fw 61, but on a much larger scale. After a number of successful tests, the chopper was put into production. However, as the factory in Delmenhorst was bombed by the Allies in June 1942, only 20 ever left the assembly line.
The Fa 223 was used in various capacities throughout the Second World War, due to its ability to carry loads of over 2,200 pounds and reach speeds of up to 113 MPH. In one instance, it was used in the recovery attempt of a Dornier Do 217 in Lower Saxony. The first wound up crashing, meaning a second had to be deployed to rescue both. It was also heavily tested in mountainous areas, with success.
Throughout the war, the Fa 223 also saw use in anti-submarine patrols. Perhaps the most impressive feat undertaken by one was a journey from Germany to the Airborne Forces Experimental Establishment, in England. This made it the first helicopter to travel across the English Channel. Two subsequent trips were made, with the chopper crashing during take-off on the third time.
Sikorsky R-4 “Hoverfly”
Sikorsky R-4B “Hoverfly” used in a Royal Air Force (RAF) demonstration for the general public, 1946. (Photo Credit: Mirrorpix / Getty Images)
Designed by Soviet immigrant Igor Sikorsky, the Sikorsky R-4 “Hoverfly” was another example of a true WW2 helicopter, rather than an autogyro. Its prototype first flew in January 1942, and the chopper later went on to serve with the US Army Air Forces, Navy and Coast Guard, as well as the Royal Air Force (RAF) and Royal Navy.
Despite its success in many areas, including breaking all previous records set by other helicopters, the R-4 was notoriously difficult to fly. According to the Chicago Tribune, the “control stick shakes like a jackhammer, and the pilot must hold it tightly at all times. Should he relax for even a minute the plane falls out of control. Pilots of regular planes say it’s easy to identify a helicopter pilot – he has a permanent case of the shakes.”
Nonetheless, the chopper was used extensively throughout the war at home and on the frontlines. In many instances, it was used to evacuate the wounded from sticky situations, largely in Burma, Manila and China. During Operation Ivory Soap, it performed a more traditional cargo carrying role, transporting ferry parts to Aviation Repair Units. It was also the R-4 that was used to train pilots as part of the RAF Helicopter Training School.
Designed by Spanish civil engineer Juan de la Cierva in 1923, the Cierva autogyros are generally considered to be the first of their kind. Many variations were developed over the years, but it was the C.30 that was the best. It was manufactured across the world, with Germany dubbing its version the Focke-Wulf Fw 30 Heuschrecke and France, the LeO C.301.
In the United Kingdom, the Cierva C.30 was built by Avro, who’d obtained a license to build the rotorcraft in 1934. When the Second World War began, most were taken into service by the RAF for radar calibration work. Of the 148 that were constructed, only 12 survived the conflict.
Although they didn’t produce nearly as many autogyros or helicopters as other countries during WW2, the Japanese did design two: the Kayaba Ka-1 and Ka-2. The design was based off the American-made Kellett KD-1A, which had been damaged shortly after being imported in 1939.
It took until May 1941 for their first prototype to be flightworthy. Shortly after, work began on the Ka-2, which was powered by a different engine than the Ka-1. Both were designed as reconnaissance, artillery-spotting and anti-submarine rotorcraft, with the latter task being what pilots were trained to perform.
A unit was assigned to the escort carrier Akitsu Maru in 1944 and remained there until the vessel was sunk in November of that year. After that, the Imperial Japanese Army’s fleet of autogyros was moved back onto land. While none successfully sunk an enemy submarine, a number were successfully spotted.
On December 2, 2022, the US Air Force unveiled the Northrop Grumman B-21 Raider, its new dual-capable penetrating strike bomber. Developed to combat China’s growing military, the sixth-generation aircraft features the ability to launch both nuclear and conventional munitions, and will serve as “the backbone of the future Air Force bomber force,” alongside the Boeing B-52 Stratofortress.
Development of a new stealth bomber
Unveiling of the Northrop Grumman B-21 Raider, December 2, 2022. (Photo Credit: 94th Airlift Wing / Secretary of the Air Force Public Affairs / DVIDS / Public Domain)
The B-21 Raider came about as part of the Air Force’s ultra-classified Long Range Strike Bomber (LRS-B) Program, which was launched in 2011. Northrop Grumman was awarded a development contract four years later, beating out Boeing and Lockheed Martin.
While a number of aspects regarding the B-21’s development have been kept quiet, a 2015 media report revealed the Air Force was interested in a bomber that could serve three different roles: intelligence collection, battle manager and interceptor. A year later, then-Secretary of the Air Force Deborah Lee James revealed the bomber would be a “fifth-generation global precision attack platform” with networked sensor-shoot capabilities.
The program successfully completed a weapons system Critical Design Review in 2018, and three years later concluded the Environmental Impact Statement (EIS) process. Over 8,000 individuals from 40 states have worked on the B-21, with parts being supplied by Rockwell Collins, BAE Systems, Janicki Industries, Orbital ATK, Pratt & Whitney, Spirit AeroSystems and GKN Aerospace.
What we know about the B-21 Raider’s specs
Unveiling of the Northrop Grumman B-21 Raider, December 2, 2022. (Photo Credit: FREDERIC J. BROWN / AFP / Getty Images)
As the development process for the B-21 Raider was done behind closed doors, little is known about the stealth bomber – the length of its wingspan hasn’t even been released. That being said, some information has been shared with the public.
As aforementioned, the aircraft is capable of carrying conventional and nuclear weapons, which will consist of both direct-attack and standoff munitions. It’s also been developed with an open system architecture, which US Secretary of Defense Lloyd Austin said will allow for the addition of “new weapons that haven’t even been invented yet.”
The B-21 will also be capable of performing manned and unmanned operations, meaning there’s potential for it to fly without the assistance of an onboard crew. On top of that, it features a coating that makes it harder to detect on radar, with Austin saying that “even the most sophisticated defense systems will struggle to detect” the bomber in the sky.
At first glance, the B-21 looks like the Northrop Grumman B-2 Spirit, which entered service in 1997. While it does feature a similar body to the decades-old strategic stealth bomber, Kathy Warden, the chief executive of Northrop Grumman, says that’s where the similarities end.
“The way it operates internally is extremely advanced compared to the B-2, because the technology has evolved so much in terms of the computing capability that we can now embed in the software of the B-21,” she said at the unveiling ceremony. The B-21 is also slightly smaller than its predecessor, to allow for increased range.
Named for the Doolittle Raiders
Crewmen of aircraft #1 during the Doolittle Raid: Lt. Col. James Doolittle, Lt. Richard Cole, Lt. Henry Potter, Staff Sgt. Fred Braemer and Staff Sgt. Paul Leonard. (Photo Credit: US Army Air Forces / US Air Force / Wikimedia Commons / Public Domain)
The B-21 Raider was named for the Doolittle Raiders, who launched a surprise attack against Japan during the Second World War. Not only did this force the country’s military to recall its combat forces for home defense, the actions of the group greatly increased morale on the American side.
Led by Lt. Col. James Doolittle of the US Army Air Forces, the pilots served as part of a “joint Army-Navy bombing project” and flew the North American B-25B Mitchell, a medium bomber that saw combat in every theater of the conflict. While serving in the Pacific, the aircraft was used to perform low-level strafing and bombings on Japanese airfields.
On April 18, 1942, 16 B-25Bs, each manned by a crew of five, took off from the USS Hornet (CV-8) and flew toward the Japanese archipelago. Once they arrived over Tokyo and the surrounding industrial area, they began bombing manufacturing and military targets. While the raid caused relatively little damage when compared to similar missions conducted during the war, it did have a psychological impact and resulted in the deaths of 50 people on the ground.
Of the 16 aircraft that took to the air, only 14 full teams made it back. One crew was killed in action (KIA), while eight crewmen were captured by Japanese forces in Eastern China. The 16th B-25B landed in the Soviet Union. Its crew was held for a year, after which they were secretly returned to the United States.
B-21 Raider reveal
Unveiling of the Northrop Grumman B-21 Raider, December 2, 2022. (Photo Credit: Chad McNeeley / Secretary of Defense Public Affairs / DVIDS / Public Domain)
As aforementioned, the B-21 Raider was unveiled during a ceremony at Plant 42 in Palmdale, California on December 2, 2022. The presentation began with a flyover by the three bombers still in service with the Air Force – B-52, B-2 and the Rockwell B-1 Lancer – after which the hangar doors opened to reveal the new stealth bomber.
The B-21 is the first American stealth bomber to be developed in over 30 years, with Austin saying during the ceremony, “The B-21 Raider is the first strategic bomber in more than three decades. It is a testament to America’s enduring advantages in ingenuity and innovation. And it’s proof of the Department’s long-term commitment to building advanced capabilities that will fortify America’s ability to deter aggression, today and into the future.”
He added, “The B-21 looks imposing. But what’s under the frame and the space-age coatings is even more impressive. Let’s talk about the B-21’s range. No other long-range bomber can match its efficiency. It won’t need to be based in-theater. It won’t need logistical support to hold any target at risk.”
Future operations for the B-21 Raider
Unveiling of the Northrop Grumman B-21 Raider, December 2, 2022. (Photo Credit: 94th Airlift Wing / Secretary of the Air Force Public Affairs / DVIDS / Public Domain)
At present, six B-21 Raiders are in production, with the Air Force stating it would like to acquire a minimum of 100 units, at a price tag of around $692 million USD. This cost would include support equipment, engineering, flyaway costs, spare parts and training.
In 2021, it was announced the aircraft’s first main operating base and the location of the Formal Training Unit would be Ellsworth Air Force Base, South Dakota, with future homes being Whiteman Air Force Base, Missouri and Dyess Air Force Base, Texas. Additionally, depot planning will occur at the Air Force Sustainment Center at Tinker Air Force Base, Oklahoma, while the B-21 Combined Test Force would be based out of the Air Force Test Center at Edwards Air Force Base, California.
The B-21 is scheduled to undergo its first test flight in mid-2023, with it projected to enter service around 2027 as a replacement for the B-1 and B-2. It’s currently in the ground test phase, with officials conducting stress tests, scrutinizing the bomber’s basic functions and evaluating the application of its exterior coating.
The US Army has awarded Bell and Lockheed Martin a contract to replace its aging fleet of Sikorsky UH-60 Black Hawks and Boeing AH-64 Apaches. Worth between $1.2 and $7 billion, the deal is the service’s largest helicopter procurement in 40 years. Here’s what we know about the Bell V-280 Valor, the tiltrotor aircraft set to be the Army’s next air utility vehicle.
A number of companies have contributed to the V-280 Valor
Bell V-280 Valor showcasing its high-speed cruise configuration at the 2019 Alliance Air Show in Fort Worth, Texas. (Photo Credit: Danazar / Wikimedia Commons CC BY-SA 4.0)
The Bell V-280 Valor is being developed as part of the US Army’s Future Vertical Lift (FVL) program. In June 2013, the tiltrotor was selected as part of the service’s Joint Multi-Role (JMR) Technology Demonstrator (TD) phase, meaning officials believed the design to be well-conceived and technically or scientifically sound. It also signaled that Bell Textron was on track to provide a vehicle that met the needs laid out by the Army.
A few months later, Bell revealed it would be partnering with Lockheed Martin to develop the V-280, with the latter providing sensors, integrated avionics and weapons. In addition to Lockheed, a number of other companies were announced as providing equipment for the rotorcraft.
GKN will provide the tail structure, while Eaton Corporation is responsible for the power generation and hydraulics systems. This will be paired with power distribution systems developed by Astronics Advanced Electronic Systems Corp. Israel Aerospace Industries (IAI) is contributing the V-280’s nacelle structures, while Moog Inc. will provide the flight control systems. TRU Simulation + Training has been tasked with producing a high-fidelity marketing simulator and desktop maintenance trainer.
While General Electric (GE) AeroSpace was initially tasked with providing the V-280’s engines, the decision was later made to go with a derivative of the Rolls-Royce T406/AE 1107C used by the Bell-Boeing V-22 Osprey.
Up against Boeing and Sikorsky
Sikorsky-Boeing SB-1 Defiant undergoing a flight demonstration at William P. Gwinn Airport in West Palm Beach, Florida, February 2020. (Photo Credit: Sgt. Dana Clarke, U.S. Army / Sikorsky Flight Demo / Wikimedia Commons / Public Domain)
In October 2013, the Army awarded a technology investment agreement (TIA) to Bell to further develop the preliminary design for the V-280 Valor. The company was up against other competitors and awarded $6.5 million for this phase of the JMR program. Bell also invested an undisclosed amount of its own funds.
Just under a year later, the joint Bell-Lockheed design was selected to move forward, as was a rotorcraft developed by Boeing and Sikorsky, dubbed the SB-1 Defiant. Progress continued to be made on the V-280, with it undergoing a number of tests in 2017, including its first test flight that December.
In June 2021, Bell retired its flight demonstrator version of the tiltrotor, with it having flown over 214 hours. It had conducted 15 sorties under the operation of five Army pilots, who provided integral feedback. It wasn’t until December 2022 that the Army announced that the V-280 would be the Future Long-Range Assault Aircraft (FLRAA) design that would replace its UH-60 Black Hawk and AH-60 Apache fleets.
What we know about the V-280 Valor
Bell V-280 Valor at the 2019 Fort Worth Alliance Air Show at Fort Worth Alliance Airport. (Photo Credit: Michael Barera / Wikimedia Commons CC BY-SA 4.0)
Given it’s still in the development and design phase, little is known about the V-280 Valor. However, Bell has shared a few tidbits, the most notable of which is the claim that the tiltrotor will handle much like a regular helicopter, in terms of its low-speed agility. It’s also the size of a medium-lift chopper, meaning it’ll cost around the same as an AH-64E or a Sikorsky MH-60M Seahawk.
The V-280 has a cruising speed of 280 knots (hence its name), with a top speed of 300 knots. The tiltrotor’s range is said to be 2,400 miles, with an effective combat range of between 580 and 920 miles. This is due to the fact that an emphasis has been placed on its weight, with the wing, tail and fuselage being built from light-weight composites.
Unlike similar rotorcraft, the V-280’s engines remain in place while the drive shaft and rotors tilt. Additionally, the drive shaft runs through the straight wing, allowing for a single engine (it has two) to power the tiltrotor, should a loss of engine occur. The tail structure and ruddervators designed by GKN will also allow for increased maneuverability and control.
On top of this, the V-280 will be manned by a crew of four, with the ability to carry up to 14 servicemen, and will be able to carry a M777A2 howitzer, thanks to its dual cargo hooks.
Development of a possible attack variant
Bell V-280 Valor. (Photo Credit: Courtesy Photo / U.S. Army Acquisition Support Center / DVIDS / Public Domain)
In addition to the utility variant of the V-280 Valor, Bell has revealed that it’s also working on an attack version of the tiltrotor, dubbed the AV-280. According to both it and Lockheed, the AV-280 will have the ability to launch rockets, small unmanned aerial vehicles (UAVs) and missiles without rotor interference, even in forward flight and cruise modes.
While the concept of having one rotorcraft to replace both utility and attack helicopters is appealing to some military branches, such as the US Marine Corps, the Army has stated that it’s not all that interested in the idea and would prefer to have individual systems for each mission type.
What’s next for the V-280 Valor?
Artist’s depiction of the Bell V-280 Valor in a combat situation. (Photo Credit: Courtesy Photo / U.S. Army Acquisition Support Center / DVIDS / Public Domain)
According to Bell and the Army, the next 19 months will see the design and development of a virtual prototype, with a cash infusion of $232 million from the military. No actual aircraft will be produced during this stage. If everything goes according to plan, the aim is to have the V-280 Valor enter service by the 2030 fiscal year.Once in service, the V-280 will operate in a number of capacities. Along with providing long-range assault solutions, it will likely also be deployed during humanitarian assistance missions. As well, pilots will also be able to provide visual assistance to ground troops in difficult environments, thanks to its onboard dashboard features.
Given the numerous theaters American aircraft flew in throughout World War II, it’s no wonder the majority suffered extensive damage at the hands of the enemy. The following photos show the destruction sustained by various aircraft while in combat, as well as details regarding just how the Americans went about constructing and repairing their aerial vehicles, from production to secret operations.
Production of American aircraft during World War II
American assembly lines during World War II were impressive in all areas, but none more so than in the aircraft sector. Although the United States was manufacturing its own aircraft before the conflict began, it increased production to an impressive rate from 1939-45.
Members of an American Boeing B-17 Flying Fortress crew look at their damaged bomber following a raid on Debrecen, Hungary, September 1944. (Photo Credit: Mondadori / Getty Images)
Lt. Charles Easey of the 12th Air Division looking at the damage sustained by his Republic P-47 Thunderbolt after action over northern Italy, October 1944. (Photo Credit: Mondadori / Getty Images)
In 1939, the US produced 3,000 aircraft, and by the end of World War II, 300,000 had left assembly lines. Over the course of just six years, the country’s aircraft industry became its most productive sector, in part because automobile manufacturers changed their day-to-day to support the war effort. They did this by producing various aircraft parts.
Lt. Quentin Aanenson inspects the damaged undercarriage of his Republic P-47 Thunderbolt after being hit by flak on an anti-tank mission against German forces in Normandy, August 1944. (Photo Credit: Haywood Magee / Picture Post / Hulton Archive / Getty Images)
US Marine Corps torpedo bomber hit by flying shrapnel after the Japanese launched shells toward the air strips on Bougainville, March 1944. The 400 holes in the aircraft were repaired, and it was ready to fly the next morning. (Photo Credit: G.W. Circle / National Archives / Wikimedia Commons / Public Domain)
Most notably, America produced the Boeing B-17 Flying Fortress and B-29 Superfortress, the Curtiss P-40 Warhawk, the Republic P-47 Thunderbolt and the North American P-51 Mustang. All were heavily used in each theater of the war.
“Keeping them flying”
Ground crews were instrumental in maintaining the many types of American aircraft flown during World War II, which involved everything from repairing damage sustained in battle to making alterations so they operated more effectively. Although their job was typically reduced to “keeping them flying,” it was much more complex.
Ground crews working on an aircraft damaged in the Japanese attack on Pearl Harbor, December 1941. (Photo Credit: CORBIS / Getty Images)
Lt. Louis Zamperini examines damage to the fuselage of his Consolidated B-24 Liberator, May 1943. The large hole was caused by a cannon shell fired from a Japanese-flown Mitsubishi A6M Zero, which scored three other hits before Zamperini’s aircraft managed to fly back. (Photo Credit: PhotoQuest / Getty Images)
Mechanics underwent three steps of training: basic, technical and unit. They would select a specialty, after which they’d undergo extensive training to become either a welder, metal worker or propeller specialist. Beginning in 1943, every American airman had to wear a special patch on their uniform to indicate what their technical specialty was.
Airman with the Eighth Air Force inspects a gaping hole in the wing of the Martin B-26 Marauder Idiot’s Delight II after it returned from battle against German forces in France, September 1943. (Photo Credit: Samuel Goldstein / Keystone Features / Getty Images)
In most cases, the crewmen would be transferred to a squadron once their training was complete, and they were able to focus on repairs and maintenance. They traveled with their units to their intended operational theater, which some were able to choose. Other mechanics were sent to work at depots or in mobile repair units.
Air Service Command
On a much larger scale than individual squadron mechanics, the Air Service Command, as it was known during World War II, played a major role in the repair of American aircraft operated by the US Army Air Forces. Essentially, its role was to manage the storage and distribution of supplies needed to repair and maintain aircraft operating in the many theaters of the conflict.
Navigator Tom Trainer stands with pilot Jim Davis next to the Martin B-26 Marauder Miss Emily, which was damaged during a mission, 1942. (Photo Credit: Hulton-Deutsch Collection / CORBIS / Getty Images)
Damaged Boeing B-17C Flying Fortress on the tarmac at Hickam Field after the Japanese attack on Pearl Harbor, December 1941. (Photo Credit: Hulton Archive / Getty Images)
While its members operated out of the US, it was also responsible for controlling the many air depots outside of the country’s continental limits. Throughout the war, however, what the Air Service Command controlled fluctuated greatly, as officials realized it was better for an individual unit commander to have control over their resources.
Extensive damage sustained to the nose of a Boeing B-17 Flying Fortress after being shot by anti-aircraft artillery during bombing runs over Germany. (Photo Credit: USAAF / Interim Archive / Getty Images)
Airmen checking a damaged Boeing B-17 Flying Fortress in Italy following a raid on Debrecen, Hungary, September 1944. (Photo Credit: Mondadori / Getty Images)
The Air Service Command had many bases in the US, which were used for a variety of purposes, including the training of 5,000 men to repair aircraft as part of a top-secret project. This work was done out of its base at Brookley Army Air Field, Alabama.
Operation Ivory Soap
While most aircraft were maintained by standard ground crews, there were special fleets used in the Pacific Theater to keep them in the fight. Operation Ivory Soap was a classified project, which saw six Liberty ships converted into repair vessels.
Douglas C-47 Skytrain being dismantled at an Air Service Command salvage depot, as sufficient parts for repair couldn’t be obtained, 1944. (Photo Credit: Photo12 / UIG / Getty Images)
These large vessels were specifically used to repair the B-29, as the aircraft was at the heart of the American forces’ island hopping strategy in the Pacific during World War II. These repair ships meant aircraft conducting long distance missions away from Allied airfields had somewhere to land for repairs, refueling and rearmament.
Lt. W.J. Hoelle surveying the damage to the wing of a Lockheed P-38 Lightning in North Africa, 1943. (Photo Credit: European / FPG / Getty Images)
In addition to Liberty ships, there were also 18 Aircraft Maintenance Units used to repair smaller fighter aircraft, helicopters and amphibious vehicles on auxiliary aircraft repair ships. The first Aircraft Repair Unit was deployed in October 1944, with the remainder of the fleet sent into the field by February 1945.
Unfortunately, regardless of the attempts made to repair American aircraft, there sometimes wasn’t anything that could be done about the heavy wear they faced during aerial combat. By the end of World War II, it’s estimated the American forces lost nearly 95,000 aircraft, of which 52,951 were destroyed or severely damaged during combat or missions in the field. That being said, their engineering was such that many allowed for their pilots to safely return to base, despite their damage.
The Blohm & Voss BV 141 was designed as a tactical reconnaissance aircraft. While passed over by the German Air Ministry for the Focke-Wulf Fw 189 Uhu, it became the better known of the two, due to its asymmetrical body. The aircraft’s unusual design made it appear as though it shouldn’t have been able to safely take to the air. However, tests showed it was able to fly without issue.
Blohm & Voss BV 141. (Photo Credit: Aircraft of the Fighting Powers Vol III / H J Cooper / O G Thetford / D A. Russell / Wikimedia Commons / Public Domain)
In 1937, two years prior to the start of World War II, the Air Ministry issued a call to German manufacturers for a single-engine reconnaissance aircraft. A number of companies submitted designs, with the favorable option initially being the Arado Ar 198. When the prototype proved to be unsuccessful, however, the two-engine Focke-Wulf Fw 189 Uhu was chosen, despite not meeting the single-engine requirement laid out by the Luftwaffe.
Privately, Blohm & Voss began working on their own design for a new reconnaissance aircraft, resulting in the creation of the BV 141. Developed by German military aircraft designer Richard Vogt, it featured a rather unusual asymmetrical design that made it appear lopsided both on the ground and from the air.
The primary compartment, a Plexiglas-glazed crew gondola, was positioned on the starboard side and had room for a crew of three, made up of the pilot, rear gunner and observer. The much longer fuselage was on the port side, attached to the tailplane. This latter feature was originally symmetrical, with later variants seeing it drastically shaved down on the starboard side.
Both the starboard and port sides were connected via the wing element at the forward portion of the aircraft. While the BV 141’s design should have meant it couldn’t safely take to the air, due to a risk of rolling, its weight was evenly supported by lift from the wings.
In terms of armaments, the Blohm & Voss BV 141 featured a total of four machine guns – two rear-mounted flexible 7.92 mm MG 15s and two fixed-forward 7.92 mm MG 17s. The aircraft was also equipped to carry four SC 50 bombs.
Initially, the BV 141 was powered by a BMW 132N radial engine, which ran the aircraft’s three-blade propeller system. This was later upgraded to the more powerful BMW 801, which provided it with a range of 1,200 miles. The BV 141’s maximum speed was 229 MPH at sea level and 272 MPH at an altitude of 5,000 meters.
Pilot sitting in the Plexiglas-glazed gondola on the starboard side of the Blohm & Voss BV 141. (Photo Credit: Scholz / Wikimedia Commons CC BY-SA 3.0 de)
Three prototypes and an additional five BV 141As were produced for evaluation by the Air Ministry. The aircraft’s development wasn’t supported by many, but did have an advocate in Generaloberst Ernst Udet, a World War I veteran and the director of the Air Ministry’s research and development section.
The BMW 801 engine was installed in the BV 141B after the Air Ministry determined the initial version of the aircraft was underpowered. However, by the time the “B” variant was produced, the Fw 189 had already entered production. As well, the BMW 801 was needed for more proven aircraft, such as the Focke-Wulf Fw 190 Würger, lessening the likelihood the BV 141 would have entered full-scale service.
A total of 20 Blohm & Voss BV 141Bs were ordered, all of which were produced and delivered. As the Allied forces advanced into Germany, a number of wrecked ones were discovered. One was captured by the British and sent back to the United Kingdom for examination.
