Category: Aircraft

The Cessna A-37 Dragonfly is an American light attack aircraft. Developed from the T-37 Tweet basic trainer, which earned it the nickname, “Super Tweet,” it served with the US Air Force throughout the Vietnam War. The aircraft also saw extensive flight time outside the United States, and is currently flown by six different air forces in South America.

Development of the Cessna A-37 Dragonfly

Cessna T-37 Tweet with the 85th Flying Training Squadron. (Photo Credit: Staff Sgt. Andy Dunaway / United States Air Force / Wikimedia Commons / Public Domain)

In the early 1960s, as the US became more involved in Vietnam, the need arose for a counter-insurgency (COIN) aircraft. COIN operations included forward air control (FAC), reconnaissance, air escort and ground support missions.

In 1962, the Air Force’s Special Air Warfare Center looked at the T-37C as the aircraft to fill this role. Seen as a promising fit with the necessary modifications, the service contracted Cessna for two prototypes. The YAT-37D was produced with shorter wings (three pylons on each), larger wingtip fuel tanks, a General Electric minigun, improved avionics and a more robust landing gear. The first prototype flew in October 1964.

Despite positive results, the program was stopped as interest faded. The decision seemed definite, with one of the prototypes being sent to the National Museum of the United States Air Force at Wright-Patterson Air Force Base, Ohio for public display (which it would do after being retired for a second and final time in 1970).

Cessna A-37 Dragonfly specs

Despite its small stature, the A-37 Dragonfly carried an impressive amount of armament. Located in the right side of the aircraft’s nose was a single 7.62 mm General Electric GAU-2B/A minigun. Other munitions included bombs, napalm, the SUU-11/A minigun pod and rocket packs. With eight pylons – three under each wing and two beneath the main airframe – the A-37 could carry up to 3,000 pounds of bombs, rockets and missiles.

At the tip of both wings were fitted fuel tanks, and the aircraft was powered by two General Electric J85-GE-17A turbojets. Each produced 2,400 pounds of thrust, allowing for a top speed of between 485-507 MPH.

Baptism by fire

South Vietnamese-flown Cessna A-37B Dragonfly with the 516th Fighter Squadron on its way to attack Viet Cong positions in Ba-To, near Da Nang. (Photo Credit: United States Air Force / Wikimedia Commons / Public Domain)

The first A-37A Dragonflies were sent to Vietnam in August 1967 as part of the Combat Dragon evaluation program, during which they flew close air support, FAC, helicopter escort and night interdiction missions.

Service during the Vietnam War

In combat, the A-37 Dragonfly enjoyed pinpoint accuracy that others did not. Unlike swept wing aircraft that flew at high speeds, it was able to slow attack runs to only 100 MPH. This resulted in an average hitting range within a 45 foot radius of a target. As one forward air controller remarked, “Thank God, now I have somebody who can actually hit the d**n target.”

During the Vietnam War, A-37s were used by the Republic of Vietnam Air Force, as well as the US Air Force. In total, the aircraft flew 68,471 missions between 1967-74 (some sources say more than 160,000 combat sorties), focused on regions in South Vietnam. Despite valiantly taking part in the air war, the A-37 has been largely overlooked in favor of Vietnam’s “Heavy Metal,” including the F-4 Phantom II, the North American F-100 Super Sabre and the Republic F-105 Thunderchief.

After the conflict, the A-37 continued to serve with the Air National Guard and Air Force Reserve, before being replaced by the Fairchild Republic A-10 Thunderbolt II.

Cessna A-37 Dragonfly in Central and South America

Honduran Air Force Cessna A-37 Dragonfly during the “Ahuas Tara” combined US/Honduran training exercise. (Photo Credit: TSGT KEN HAMMOND / Wikimedia Commons / Public Domain)

Outside of American use in Vietnam, the A-37D was – and continues to be flown – extensively in Central and South America. Exported to many countries in the 1970s, the aircraft perfectly fit the needs of Latin American air forces, mainly for counter-insurgency and counter-narcotics operations.

The US Navy has operated an array of aircraft throughout its history, but few had as short a service life as the McDonnell F3H Demon. Developed to counter the powerful fighters coming out of the Soviet Union, its engine issues resulted in several delays. When it was finally ready to see combat, it was already a relic, and, before long, was superseded by the F-4 Phantom II.

Development of the McDonnell F3H Demon

McDonnell F2H Banshee, 1950s. (Photo Credit: USN / U.S. Navy Strike Fighter Squadron 41 / Wikimedia Commons / Public Domain)

The McDonnell F3H Demon was developed as a replacement for the company’s earlier single-seat, carrier-based F2H Banshee. In 1948, aware the Soviet Union was developing the high-performance Mikoyan-Gurevich MiG-15, the US Navy issued a call for a swept-wing fighter. The need for such an aircraft only grew when the MiG-15 made its debut in Korea, showing its superiority over the F2H and Grumman F9F Panther.

Before long, prototypes for the F3H began to roll off the production line. It was the first swept-wing design from McDonnell and among the first US aircraft capable of equipping missiles.

Engine issues plagued the development phase

One of the issues that plagued the F3H Demon was its engine. The US Navy had initially envisioned the aircraft equipped with a Westinghouse J40. The appeal was that the J40 would produce more power than traditional engines, and just a single one would be required per aircraft.

However, issues arose upon the J40 being equipped by the F3H. While this can partially be attributed to the aircraft’s weight (it was a hefty 33,900-39,000 pounds), the engine ultimately failed to produce the promised thrust and was unreliable. While numbers vary, there were several recorded instances of J40-equipped F3Hs becoming involved in accidents that resulted in the deaths of their pilots.

All this led the Navy to replace the J40 with the less-powerful Allison J71 engine.

McDonnell F3H Demon specs

McDonnell F-3B Demons with Fighter Squadron 13 (VF-13), 1963. (Photo Credit: U.S. Navy / U.S. Navy National Museum of Naval Aviation / Wikimedia Commons / Public Domain)

With a length of 59 feet and a wingspan of 35.4 feet, the McDonnell F3H Demon was of a similar size to its counterparts. Manned by a crew of one, it could reach a top speed of 716 MPH at sea level and 647 MPH when flying at 30,000 feet. Due to its rather high fuel consumption, it only had an operational range of between 1,180 and 1,370 miles.

A rather short service career

McDonnell F3H-2 Demon equipped with AIM-7 Sparrow missiles, 1958. (Photo Credit: USN / U.S. Navy Naval Aviation News / Wikimedia Commons / Public Domain)

While the F3H Demon didn’t have the supersonic abilities the US Navy had hoped it would, it was still effective as an all-weather, missile-armed interceptor. This meant it was the ideal companion for the service’s day fighters, such as the Grumman F-11 Tiger and the Vought F-8U Crusader.

The F3H saw action in only a handful of conflicts, all of which occurred in 1958. The first was the Lebanese Civil War, a political crisis caused by religious and political tensions in the country. The second was the Second Taiwan Strait Crisis, which many view as “the first serious nuclear crisis.” Operating in all conditions, the F3H provided fleet defense over Quemoy Island.

Throughout this time, pilots grew to appreciate the aircraft’s abilities, with the airmen given the nickname, “Demon Drivers.” Those who worked on the F3H were affectionately known as “Demon Doctors.”

Retirement of the McDonnell F3H Demon

McDonnell F-3C Demon with Fighter Squadron 161 (VF-161) at Naval Air Station Miramar, California, 1964. (Photo Credit: U.S. Navy / U.S. Navy National Museum of Naval Aviation / Wikimedia Commons / Public Domain)

The F3H Demon remained in frontline service with the US Navy until 1962, and it was withdrawn before it could see action in Vietnam. It was replaced by the McDonnell Douglas F-4 Phantom II. Viewed as an advanced version of the F3H, the F-4 was just as capable as its predecessor at targeting ground and air targets.

The Korean War took place between 1950-53 and saw the UN coalition forces operate a plethora of military vehicles, including helicopters. The United States, in particular, employed several different types for a variety of needs. The following is a list of six choppers of different sizes, speeds, shapes and purposes. Each was influential to – or influenced by – the war effort and proved they had the chops to serve in the skies.

Bell H-13 Sioux

Bell H-13 Sioux with MEDEVAC panniers. (Photo Credit: U.S. Air Force / Wikimedia Commons / Public Domain)

The Bell H-13 Sioux is arguably the most famous Korean War-era helicopter, becoming the first to be deployed in the conflict. It’s easily recognized by its “soap bubble” canopy and exposed tube tail. It was a single-engine light helicopter that was largely used as a MEDEVAC and reconnaissance craft, while also seeing use in liaison and training purposes. 

The H-13 could house three crewmen in its cockpit, and reached a maximum speed of 105 MPH, with a range of 273 miles. Despite being a light helicopter, it could still carry up to 2,500 pounds, which was crucial in MEDEVAC situations. The H-13 became an icon of Korea, not just because of its service, but for its appearance on the famous television show M*A*S*H* (1972-83).

Hiller OH-23 Raven

Hiller OH-23B Raven. (Photo Credit: U.S. Army / Wikimedia Commons / Public Domain)

The Hiller OH-23 Raven was deployed at around the same time as the Bell H-13 Sioux, making it, too, one of the most famous helicopters of the Korean War. Initial designs for the chopper had the cockpit sloping forward, but this was ultimately replaced, giving the OH-23 its recognizable “goldfish bowl” canopy. 

OH-23s were used more for observation and scouting missions, but also performed MEDEVAC and training roles. The helicopter was almost as fast as the H-13, reaching a maximum speed of 95 MPH, and had a range of 197 miles. The chopper could be equipped with either twin M37C .30-caliber or M60C 7.62 mm machine guns, when necessary.

Piasecki HUP Retriever / H-25 Army Mule

Piasecki HUP-2 Retriever. (Photo Credit: SgtE4. Harold Woodrom / USMC / Wikimedia Commons / Public Domain)

The Piasecki HUP Retriever / H-25 Army Mule looked nothing like the first two helicopters mentioned on this list. It was designed for the US Navy in 1945 as a carrier-based search and rescue craft. However, the Army purchased it in 1951 and converted the helicopter into a cargo carrier and air ambulance for service in the Korean War, giving it the H-25 designation.

The HUP/H-25 was a compact, single radial engine, twin overlapping tandem rotor chopper. It had two three-bladed rotors, and was equipped with a winch that could hoist up to 400 pounds. It became the first helicopter to be built with an autopilot system, and was the first to perform a loop. The helicopter had a maximum speed of 105 MPH and a range of 340 miles.

Sikorsky H-5 Dragonfly

US Navy Sikorsky HO3S-1. (Photo Credit: U.S. Navy / Wikimedia Commons / Public Domain)

The Sikorsky H-5 Dragonfly was one of the most active helicopters of the Korean War. It was primarily used in rescue missions to save downed UN pilots, as well as evacuate wounded soldiers from the frontlines. It had a recognizable two-pilot tandem cockpit, and operated using a three-bladed main rotor and a two-bladed tail unit.

The H-5 had a maximum speed of 106 MPH, with a range of 360 miles. It could carry two medical litters on external panniers, giving it the ability to lift an additional 1,000 pounds.

Sikorsky H-19 Chickasaw

Sikorsky UH-19D Chickasaw. (Photo Credit: U.S. Army / Wikimedia Commons CC BY-SA 4.0)

The Sikorsky H-19 Chickasaw helicopter eventually replaced the H-5 during the Korean War, and is considered the US Army’s first proper transport helicopter. Much like its predecessor, the H-19 was used in evacuating downed pilots from behind enemy lines, but also served as a supply carry craft. Its design relocated the engine to the front, allowing for a better balance of weight when carrying different weight loads. 

The H-19 was a large, dual-rotor helicopter that could carry a crew of two. It could also hold an additional 10 personnel when operating as a transport carrier or up to six litter patients and a nurse, if serving as an air ambulance. The H-19 could reach a maximum speed of 101 MPH, and had a range of 450 miles. 

Piasecki H-21 Shawnee / Workhorse

Piasecki H-21 Shawnee. (Photo Credit: USAF / Wikimedia Commons / Public Domain)

The Piasecki H-21 Shawnee/Workhorse helicopter was more of a product of the Korean War, rather than having served during it. The chopper was developed and completed during the conflict, and took its first test flight in 1952. It was nicknamed the “Flying Banana,” due to its unusual shape, which was a measure taken to ensure the rotors could never make impact with the fuselage.

It was a tandem-rotor helicopter that could be used for multi-mission purposes, thanks to its equipment, which included wheels, skis and floats. The H-21 could hit speeds of 127 MPH and could carry over 6,000 pounds. It was so large that it could hold either 22 fully-equipped infantrymen or 12 stretchers, while still having space for two medical attendants.

The Northrop Grumman X-47B is an American unmanned combat aerial vehicle (UCAV). Two were developed for use under the US Navy’s Unmanned Combat Air System (UCAS) Carrier Demonstration Program. First flying in 2011, the X-47B took part in flight testing and sea trials, which included many aviation firsts, setting the base for future unmanned naval aircraft.

Development of the Northrop Grumman X-47B

Northrop Grumman X-47B operating over the US Navy’s Atlantic Test Range. (Photo Source: US Navy / Wikimedia Commons / Public Domain)

In 2000, the US Navy, considering integrating the UCAS, awarded Boeing and Northrop Grumman $2 million contracts for 15-month concept-exploration programs. As part of this, the latter developed the X-47A Pegasus. First flying in 2003, the program ended three years later, with the Navy deciding to look at other options.

In 2007, with interest reignited in the UCAS, the service awarded another contract to Northrop Grumman, as part of the UCAS-D Program. The Navy required an aircraft, which was the same size and weight as those currently in operation, but with the ability to carry various weapons within a weapons bay. The result was the X-47B.

Northrop Grumman X-47B specs

Northrop Grumman X-47B on the aircraft elevator aboard the USS George H.W. Bush (CVN-77), 2013. (Photo Credit: MC2 Timothy Walter / Defense Imagery / Wikimedia Commons / Public Domain)

The X-47B’s overall design is similar to that of the Northrop Grumman B-2 Spirit. The airframe consists of a blended-wing body, with no vertical stabilizer. Above its pointed nose sits the air intake for a single Pratt & Whitney F100-220U turbofan engine. Up to 4,500 pounds of ordinance is stored within two large weapons bays on the underside of the airframe, and the aircraft’s wings fold up for ease of storage aboard carriers.

The Pratt & Whitney F100 was initially designed in the late 1960s, and was first equipped by the McDonnell Douglas F-15 Eagle. Variants have also been used with the F-15E Strike Eagle and the General Dynamics F-16 Fighting Falcon. With 14,590 pounds of thrust at cruising speed and 23,770 pounds with afterburner, the F100 allows the X-47B to reach a top speed of Mach 0.9.

Flight testing

Northrop Grumman X-47B taking off for the first time at Edwards Air Force Base, California, 2011. (Photo Credit: Rob Densmore / U.S. Air Force / Wikimedia Commons / Public Domain)

After their first flights, the two X-47Bs entered into a three-year test program. Comprised of 50 flights from Edwards Air Force Base and Naval Air Station Patuxent River, the X-47B was set to enter at sea testing in 2013. Performing exceedingly well, it was decided after only 16 flights that the aircraft would be sent early.

In May 2012, before joining an aircraft carrier, the X-47B underwent electromagnetic interference testing of its proposed electronic warfare systems at NAS Patuxent River. That June, AV-2 joined its predecessor and began land-based catapult launches and arrested landing tests, before going to sea.

Firsts by the X-47B

After successful carrier-simulated landings, the X-47B joined the USS George H.W. Bush (CVN-77) in the Atlantic. On May 14, 2013, it became the first UAV to take off from a carrier via catapult. On May 17th, it continued tests aboard the aircraft carrier with touch-and-goes while the ship was underway.

Another first came on July 10, 2013, when a X-47B flew from NAS Patuxent River to George H.W. Bush, completing the first UAV landing onboard an aircraft carrier. A second was also completed, with a third being aborted due to the failure of the navigational system.

Life after testing

In February 2015, the US Navy announced that it would begin competition for contracts for new UAV, which would be expected to enter service in the early 2020s. It was also decided that, in fear they may cost too much and may not be as stealthy as needed, the X-47B would not be contracted to become the service’s first operational UAV.

In April 2015, it was decided that the two UAVs would be put on display at the National Naval Aviation Museum and NAS Patuxent River. While it’s been said that it was the plan all along to make the X-47Bs museum exhibits after their testing, this decision was reversed in July 2015, and the aircraft were to remain in flying condition for future tests. Both were transferred to Northrop Grumman’s Palmdale, California plant, where they remain to this day.

Impact on Unmanned Aerial Vehicle (UAV) design

Northrop Grumman X-47B, 2013. (Photo Credit: MC2 Michael Smevog / Defense Imagery / Wikimedia Commons / Public Domain)

While the X-47B won’t enter service as the Navy’s first UAV operated from an aircraft carrier, it set the stage for future unmanned aircraft. The tests successfully performed on it proved unmanned aircraft could be integrated into the service’s aircraft fleet, operating side-by-side with its current air-wings.

The de Havilland Mosquito was a British twin-engine, multirole combat aircraft that served with the Royal Air Force (RAF) and other Allied air forces during the Second World War. It was constructed primarily of wood, earning it the nickname, “Wooden Wonder.” The Mosquito was first introduced in 1941, and the final operational units were retired in 1963.

Development of the de Havilland Mosquito

de Havilland Mosquito. (Photo Credit: Canadian Armed Forces / Wikimedia Commons / Public Domain)

In the 1930s, de Havilland gained a reputation for its high-speed aircraft, notably the DH.88 Comet. The company also pioneered composite wood construction with the DH.91 Albatross. Wooden aircraft showed superiority, making them lighter and easier to manufacture.

On September 8, 1936, the British Air Ministry released requirements for a new bomber, including the need for a twin-engine, with the ability to carry 3,000 pounds of bombs and hit a top speed of 275 MPH. Examples produced to fill this role include the Avro Manchester and Handley Page Halifax.

de Havilland Mosquito specs.

de Havilland Mosquito, 1944. (Photo Credit: RAF / Wikimedia Commons / Public Domain)

The de Havilland Mosquito had an overall sleek design, characterized by high wings further ahead of the fuselage, a cockpit above the nose and a cone effect tapering the airframe to the tail. This was best described by F/O Frank Ruskell of No. 109 Squadron RAF:

“The first thing that struck one about the Mosquito was the beauty of line of the fuselage, tailplane, fin and engine cowlings. They all went together and made a lovely aeroplane. The cockpit cover also had a sweet line, and the undercarriage’s simplicity and the treaded tyres set the whole thing off. The aircraft set on the ground looking pert and eager, and it was easy to become fond of, which was no means true of all aeroplanes.”

The Mosquito was powered by two Rolls-Royce Merlin engines. These V-12 piston aero engines, with three-bladed, constant-speed propellers, were also used on other British Warbirds, including the Avro Lancaster, Hawker Hurricane and Supermarine Spitfire, and allowed the aircraft to reach a maximum speed of 415 MPH at 28,000 feet.

Service during the Second World War

de Havilland Mosquito Mk. XVIII. (Photo Credit: Royal Air Force / Wikimedia Commons / Public Domain)

The de Havilland Mosquito entered service on November 15, 1941 and quickly became known as a highly versatile aircraft. It took on various roles, including medium bomber, fighter-bomber, night fighter, maritime strike aircraft and photo-reconnaissance. During the war, it excelled at each of these roles.

The first production Mosquito became part of the No. 1 Photographic Reconnaissance Unit, and the first mission took place on September 19, 1941.

Soon after taking on more aggressive roles as a bomber, the Mosquito became feared by the Germans. Lecturing German aircraft manufacturers, Hermann Göring said of the aircraft:

Oslo Mosquito Raid

de Havilland Mosquito B Mk. IV Series 2, 1942. (Photo Credit: RAF / Wikimedia Commons / Public Domain)

On September 25, 1942, four de Havilland Mosquitos attacked the Victoria Terrasse building in Oslo, Norway – the Gestapo headquarters. Flying less than 100 feet at low levels, the aircraft, armed with 500-pound bombs with delayed fuses, departed Scotland via the North Sea.

Despite flying at low levels, two Fock-Wulf Fw 190s intercepted them. One Mosquito was forced to land by one of the attacking enemy fighters, while the other German aircraft had to land after clipping a tree with its wing. The three remaining Mosquitos dropped their bombs onto the headquarters. The building, however, wasn’t destroyed. One bomb didn’t explode, while the others detonated after they’d crashed through the other wall and outside of the structure.

Operation Jericho

Amiens Prison during Operation Jericho, 1944. (Photo Credit: RAF / Wikimedia Commons / Public Domain)

On February 18, 1944, Mosquitos and Hawker Typhoons bombed Amiens Prison in German-occupied France. The attacking force flew at low levels, making holes in the prison walls and killing German guards by destroying their barracks.

So many aircraft went down during the Second World War that it would be difficult to calculate the total. One was a Lockheed P-38F Lightning, a zippy little fighter with many uses. Unlike other aircraft, it was eventually recovered from where it fell 50 years prior, having been trapped in a vast sheet of ice in Greenland, earning it the nickname Glacier Girl.

Bad weather seals Glacier Girl‘s fate

Lockheed P-38F Lightning Glacier Girl at an airshow in California, 2007. (Photo Credit: Greg Goebel / Wikimedia Commons CC BY-SA 2.0)

Not much is known about Glacier Girl‘s combat history before the fateful night of July 15, 1942. She was one of six P-38s with the 94th Fighter Squadron, 1st Fighter Group, along with two Boeing B-17 Flying Fortresses, returning from Operation Bolero. They were supposed to travel back to Britain, but bad weather made that impossible. Instead, the aircraft were forced to land in Greenland, where their airstrip was nothing more than an ice field.

Although some of the landings were less than textbook, all the airmen survived. They were fortunate enough that the two B-17s flying with them were able to stay in the air a little longer and transmit S.O.S. signals. However, they, too, eventually had to land on the icy terrain.

The 25 airmen stayed together for nine days, split between the two bombers, while awaiting rescue. Food and other supplies were dropped on the third day, and they were eventually rescued by dogsled and taken to a town for evacuation.

An incredible discovery

Lockheed P-38F Lightning Glacier Girl at an airshow in Florida, 2011. (Photo Credit: Paul Nelhams / Wikimedia Commons CC BY-SA 2.0)

The aircraft they left behind weren’t so lucky, becoming nothing more than part of the ice in the years and decades that followed. A rescue mission was attempted a year later, but officials determined they were too damaged to fly and decided to leave them.

It wasn’t until 1981 that the Greenland Expedition Society, founded by Pat Epps and Richard Taylor, decided to try and find the aircraft. They’d heard the incredible firsthand story of their landing from pilot Carl Rudder and decided to investigate. They put together a large team of volunteers and embarked on what they thought would be a simple mission. As it turned out, there was absolutely no evidence of the aircraft anywhere on the ice field.

In 1988, they were finally successful, having gone back to the crash site with the proper radar systems.

Glacier Girl has become a popular airshow attraction

Lockheed P-38F Lightning Glacier Girl, 2014. (Photo Credit: Valder137 / Wikimedia Commons CC BY 2.0)

It only took a few days, but the team were able to find all eight aircraft. The only problem was they lay beneath 264 feet of ice.

Glacier Girl was eventually recovered, thanks to the help of the “Gopher,” a Thermal Meltdown Generator that could melt thick layers of ice. The aircraft was raised in 1992, 50 years after it first landed in Greenland.

Imagine flying through the skies during the Second World War when, suddenly, an aircraft appears to your left. The pilot waves at you, but it’s not a man – it’s a gorilla. This may seem like an implausible occurrence, but it did happen. While it may appear as though the man was a practical joker – and Jack Woolams certainly was – he actually had a clever reason for wearing the getup in flight.

Bell P-59 Airacomet

Bell P-59 Airacomet, 1944.  (Photo Credit: CORBIS Historical / Getty Images)

During the Second World War, all sides worked on aircraft innovation. A large portion of this development centered around the jet fighter, an aircraft that required no propellers for forward movement. Although Germany was the first to get one in the air with the Heinkel He 178, and the British had earlier produced the required engine, the United States wasn’t far behind with its own.

Bell Aircraft signed a contract with the US Army Air Forces on September 30, 1941 to create the country’s first. Production was top-secret, as the service didn’t want other militaries knowing what it was working on.

Jack Woolams

Jack Woolams, 1943. (Photo Credit: Unknown Author / Wikimedia Commons / Public Domain)

Despite these accomplishments, neither men are especially famous for their flights in the P-59 Airacomet. One who is, however, is test pilot Jack Woolams.

Woolams was a student at the University of Chicago before joining the US Army Air Corps for about 18 months of active duty. He completed his degree upon returning home, after which he got a position as a test pilot with Bell Aircraft’s Experimental Research Division.

Is that a gorilla in the cockpit?

Perhaps what’s best remember about Jack Woolams is that, while a test pilot for the P-59, he wore a gorilla mask and bowler hat. He also carried a cigar in his mouth. To make things even more comical, he’d join formation with pilots flying regular aircraft and wave at them. As the P-59 was guaranteed to be faster than whatever they were flying, he’d then jet away.

This behavior was more than just fun and games. The existence of the P-59 was supposed to be a secret, yet the aircraft still needed flight hours. One way to get around this was for the test pilots to come up with ways to deceive those who might see it. In Woolams’ case, his gorilla mask, combined with the propeller-less aircraft, was unbelievable enough that those on the ground might think whoever reported seeing him were telling tall tales.

Eventually, the USAAF went in a different direction for their first jet fighter. Various pilots said the P-59 paled in comparison to similar aircraft, so the service opted for the Lockheed P-80 Shooting Star. As for Woolams, he was tragically killed on August 30, 1946, when his aircraft crashed into Lake Ontario during a practice flight for the National Air Races.

In the post-World War II world, the need for advanced jet fighter technology loomed large. In the soaring 1960s, the Saab J35 Draken was nothing more than a glimmer in the eye of ambitious Swedish engineers. As thrilling as the concept of a tail-less double-delta wing aircraft was, it was a leap into uncharted territory. However, just as a dragon breathes fire, Saab engineers embraced the challenge with determination – the kind legends are made of.

Development of the Saab J35 Draken

Saab J35 Draken model, 1961. (Photo Credit: Harry Pot / Anefo / Wikimedia Commons CC0 1.0)

The Swedish Air Force, keen not to lag behind in the race for advanced jet fighter technology, began envisioning a supersonic fighter capable of intercepting bombers at high altitudes. A bold idea took root, and the Defence Materiel Administration announced a set of requirements for a state-of-the-art interceptor.

Unlike its contemporary, the US Air Force’s Lockheed F-104 Starfighter, this Nordic creation had a unique role to play; it was to operate from reinforced public roads, a strategy developed by the Swedish Ministry of Defence during the Cold War to protect against potential nuclear threats. It also had to be capable of conducting operations in all weather conditions.

Saab J35 Draken specs

Saab J35A2 Drakens. (Photo Credit: Unknown Author / Digital Museum / Wikimedia Commons / Public Domain)

The J35 Draken’s design was unique, featuring a double-delta wing configuration – a pioneering concept. This structure, with its distinctively sharp angles, was instrumental in achieving the desired balance between high-speed performance and low-speed stability.

The J35’s aerodynamic design, optimized for high-speed flight, was complemented by an afterburner-equipped turbojet engine that granted it extraordinary speed capabilities. In fact, it was one of the first Western European-built aircraft to break Mach 2.

A rather bouncy start

Saab J35 Draken. (Photo Credit: Unknown Author / Svenska Dagbladet / IMS Vintage Photos / Wikimedia Commons / Public Domain)

The beginning of the Saab J35 Draken’s service life wasn’t exactly smooth sailing.

The double-delta wing configuration, a revolutionary idea at the time, proved to be a wicked beast to tame. With its unstable nature, landing the aircraft was a high-stakes game requiring manual stabilization – a tricky feat for any pilot. However, as the saying goes, every cloud has a silver lining. In this case, the challenge presented an unexpected opportunity – the discovery of a maneuver unknown to any other nation at the time.

Cobra Maneuver

Diagram of the Cobra Maneuver, as performed by a Mikoyan MiG-29. (Photo Credit: Nicola F. / Wikimedia Commons / Public Domain)

In their quest to master the unpredictable beast, Swedish test pilots stumbled upon a secret weapon: the Cobra Maneuver. As the J35 Draken entered an uncontrollable stall at high alpha, they discovered they could control it by quickly negating the angle of attack to counter the suspension.

Voila! They’d turned the J35 into its own airbrake, reducing its speed instantaneously.

Saab J35 Draken’s legacy

Saab J35 Draken. (Photo Credit: Tommy Olsson / Wikimedia Commons CC0 1.0)

Not only was the J35 Draken a high-altitude interceptor, it also proved to be a capable dogfighter. With impressive quick-turn capability and its high speed, the Swedish fighter was twice as capable as other single-engine jets of the same era. The improved J35B model featured an enhanced power plant, an enlarged afterburner, a redesigned rear fuselage and integrated with the air defense control network, STRIL 60.

The Mikoyan MiG-29K is a Russian all-weather carrier-based multirole fighter. Developed by the Mikoyan Design Bureau in the late 1980s, it was the naval variant of the Mikoyan MiG-29. The project was paused following the collapse of the Soviet Union, only to be revived in the early 2000s after the Indian Navy showed interest. The Russians also wound up adopting the aircraft, equipping it to this day.

Development of the Mikoyan MiG-29K

Mikoyan MiG-29K at the MAKS-2003 airshow. (Photo Credit: Yevgeny Pashnin / Wikimedia Commons CC BY-SA 3.0)

Development and testing of the MiG-29K occurred in response to the Soviet Union’s need for a carrier-based fighter aircraft. A naval version of the MiG-29 seemed promising, with the original aircraft having first flown in the late 1970s.

The design of the MiG-29K involved several modifications to make it suitable for carrier operations. The airframe was reinforced to withstand the stress of catapult launches and arrested landings. The wings and tail were also modified to allow them to fold for storage onboard Soviet aircraft carriers.

Temporarily put on pause

Mikoyan MiG-29K with the Indian Navy. (Photo Credit: Indian Navy / Wikimedia Commons / GODL-India)

Development of the MiG-29K simultaneously occurred alongside that of the Sukhoi Su-27K (later designated Su-33), another carrier-based fighter being designed for the Soviet Navy.

With the collapse of the Soviet Union, Russia focused on the Su-33 and halted further development of the MiG-29K. Despite this, Mikoyan held onto the aircraft, which experienced a revival in 2004, following the Indian Navy’s acquisition of the former Soviet aircraft carrier Admiral Gorshkov. The service preferred the MiG-29K’s smaller size, compared to the larger Su-33.

Mikoyan MiG-29K specs

The MiG-29K’s design includes the aforementioned reinforced airframe and folding parts. The aircraft is powered by two Klimov RD-33MK turbofan engines, each capable of producing 19,000 pounds of thrust. They’re located toward the rear and are angled downward, to reduce the risk of ingesting foreign objects during takeoff and landing.

The cockpit has advanced avionics, including a Phazotron-NIIR Zhuk-M radar, an infrared search and track (IRST) system, a helmet-mounted target designator and a digital fly-by-wire control system.

Service with the Indian Navy

In 2004, the Indian Navy ordered 12 MiG-29K single-seaters and four MiG-29KUB two-seater variants. Delivery began in December 2009, with the aircraft entering service the following February.

The MiG-29K has faced some challenges during its service with the Indian Navy. Five crashed between 2011-22. On top of this, supply chain issues have saw the service experience problems acquiring parts. That being said, the aircraft remains an important part of the Indian Navy’s airpower, and it’s expected to continue to remain in this role for many years to come.

Service with the Russian Navy

Mikoyan MiG-29K with the Russian Navy. (Photo Credit: Oleg Belyakov / Wikimedia Commons CC BY-SA 3.0)

In 2009, the Russian Navy ordered 24 MiG-29Ks, a contract worth around $1 billion. Delivery began the following year, with the aircraft entering service in 2013. The service operates two variants – MiG-29KR and MiG-29KUBR – which are virtually identical to those being flown by the Indian Navy.

The KAI T-50 Golden Eagle is one of few supersonic trainers in the world and the first developed for the Republic of Korea Air Force (ROKAF). Further variants have been designed to transform this premiere trainer into a light-strike aircraft, with it seeing operational success in the likes of the Philippines. Over 200 T-50s have been produced and delivered around the world, and the aircraft has recorded well over 300,000 flight hours.

Development of the KAI T-50 Golden Eagle

KAI T-50 Golden Eagle test flight, 2005. (Photo Credit: Chung Sung Jun / Getty Images)

Korean Aerospace Industries (KAI) collaborated with Lockheed Martin to develop the advanced trainer known the T-50 Golden Eagle. Following its development, the aircraft was intended to replace any aged models still active with the ROKAF, such as the Northrop T-38 Talon and Cessna A-37 Dragonfly.

The program to develop the aircraft was originally codenamed “KTX-2.” After some financial issues and a temporary suspension, the T-50’s first design was completed in 1999. The funding needed to manufacture the aircraft was then divided, with KAI taking on 17 percent, Lockheed Martin funding 13 percent and the remainder being supplemented by the South Korean government.

Based on the General Dynamics F-16 Fighting Falcon

KAI T-50 Golden Eagles demo flight, 2010. (Photo Credit: Korea Aerospace Industries / Wikimedia Commons CC BY 2.0)

The KAI T-50 Golden Eagle strikes a remarkable resemblance to the Lockheed Martin F-16 Fighting Falcon. This is likely because the company makes a licensed version of the American aircraft, designated the KF-16. However, the T-50 is smaller than the F-16, making up only 80 percent of the latter’s overall size.

The T-50 is a tandem, two-seater aircraft with a large glass canopy for clear visibility. This feature also offers protection, as it can withstand impact against four-pound objects striking at 400 knots. The T-50 also has a single vertical tail fin and is powered by a single General Electric F404-102 turbofan engine, capable of 78.7 kN of thrust.

‘Fighter lead-in’

KAI TA-50 at the Singapore Airshow, 2010. (Photo Credit: Kentaro Iemoto / Wikimedia Commons CC BY-SA 2.0)

The TA-50 variant of the KAI T-50 Golden Eagle is considered a “fighter lead-in” version of the original supersonic jet. It serves as the in-between variant of three, offering deployment as both a fighter trainer and a light-attack aircraft. As such, the TA-50 can be armed, unlike its predecessor.

The TA-50 uses Elta EL/M-2032 advanced fire-control radar, and is designed to wield a variety of weaponry, including precision-guided weapons, air-to-surface missiles (Hydra 70, AGM-65 Maverick) and air-to-air missiles. It can also be fitted with the three-barrel version of the M61 Vulcan, firing 20 mm link-less ammunition.

Light-strike capabilities

The most advanced variant of the KAI T-50 Golden Eagle is the FA-50, which took its maiden flight in 2011. It has light-strike capabilities, and is designed to perform both day and night operations. Like the TA-50, the FA-50 is equipped with the EL/M-2032 fire-control radar, but has a greater range than the lead-in aircraft.

The FA-50 features a number of other enhancements that make it an outstanding light-combat jet. It has a higher internal fuel capacity and better avionics, and it can employ a large number of underwing ordnance. This includes air-to-air missiles, air-to-surface missiles, cluster bombs, general-use drop bombs, precision-guided bombs and unguided rocket pods.

Conducting missions in the Philippines

KAI FA-50PHs with the Philippine Air Force. (Photo Credit: Philippine Air Force / Wikimedia Commons / Public Domain)

The KAI T-50 Golden Eagle and its variants are operated by a number of different nations, including South Korea, Iraq, Indonesia and Thailand. However, it’s the Philippine Air Force (PAF) that’s utilized the FA-50 in a wide array of air missions, showcasing its capabilities as both a lead-in trainer and a light-combat jet.

The PAF acquired 12 FA-50s, and it wasn’t long before they were participating in missions. On the night of January 26, 2017, two attacked terrorist hideouts in Butif, Lanao del Sur, Mindanao, marking the first combat flight ever conducted by the aircraft.

In June 2017, multiple FA-50PHs conducted airstrikes on the city of Marawi, after it had been overtaken by Maute terrorists. The following month, one was responsible for the accidental deaths of two Philippine soldiers after its bomb landed off-target. Several others were injured.