Disaster doesn’t just strike in the heat of battle; there are times when things go wrong during training, which put servicemen’s lives in danger. That’s what happened in December 1959, when US Navy Ensign Albert Hickman’s aircraft failed during a routine aircraft drill. Not only did this put his life at risk, it endangered the lives of hundreds of school children and teachers, as well. To save them, Hickman made the ultimate sacrifice.
Who was Albert Hickman?
Naval Air Station Miramar, California, prior to it falling under the purview of the US Marine Corps, 1956. (Photo Credit: U.S. Navy / Wikimedia Commons / Public Domain)
Albert Hickman was born in Sioux City, Iowa on April 4, 1938. As a teenager, he attended Central High School, graduating in 1956. Before receiving his diploma, however, he enlisted in the US Navy, showing his eagerness to serve his country. Hickman was assigned to Fight Squadron 21 (VF-121) at Naval Air Station Miramar, California (now Marine Corps Air Station Miramar), where he trained as a naval aviator.
At 21, Hickman was practicing aircraft carrier landings. On December 4, 1959, his life was cut short, after his training took an unexpected turn, endangering the lives of children and teachers at a nearby elementary school.
Albert Hickman chose not to eject
McDonnell F3H-2N Demon, 1956. (Photo Credit: U.S. Navy / U.S. Navy National Museum of Naval Aviation / Wikimedia Commons / Public Domain)
Following his final practice run that day, Albert Hickman was traveling back to NAS Miramar when his McDonnell F3H-2N Demon‘s engine failed. At an altitude of 2,000 feet, the engine compressor stalled and surged, and the aircraft’s trajectory threatened to crash into Hawthorne Elementary School, in Clairemont, California, where children were playing outside.
Hickman was forced to employ a controled glide, in the hopes of maximizing the distance his F3H-2N would cover. Heroically, he chose to stay in the cockpit past the minimum altitude for ejection. Instead, he opened the canopy and frantically waved at the children below, warning them to get as far away as possible while he tried to steer the aircraft away.
Hickman barely cleared the schoolyard’s fence before flying into San Clemente Canyon, approximately 200 yards away. Unable to safely eject, he remained in the fighter as it crashed into the canyon, erupting into a massive fireball. The impact was so large that the surrounding 20 acres of brush became consumed by the fire, which took two hours to extinguish.
US Navy investigators said Hickman likely prevented the aircraft from crashing into the school and the surrounding San Diego neighborhood, saving many. His remains were retrieved from the crash site, and he was buried at Sioux City’s Memorial Park Cemetery
Honoring a brave man’s sacrifice
American Legion Post 460 was named for Albert Hickman. (Photo Credit: RightCowLeftCoast / Wikimedia Commons CC BY-SA 4.0)
While unaware at the time of the sacrifice Albert Hickman chose to make, Hawthorne Elementary School and the surrounding community were extremely grateful for his heroism. He was credited with saving the lives of around 700 children and staff at the school, who wrote “thank-you” letters to his parents.
The community honored Hickman in several ways. In 1962, American Legion Post 460, in Kearny Mesa, was dedicated to him. Nine years later, an elementary school in the Mira Mesa neighborhood was named after the ensign. Additionally, in 1994, a sports complex built on land leased by the US Navy was dedicated to him, while, in 2019, a commemorative plaque was placed at the Mt. Soledad National Veterans Memorial in his honor.
For his skill, bravery and ultimate sacrifice, Albert Hickman was posthumously awarded the Navy and Marine Corps Medal.
The Grumman J2F Duck was an amphibious aircraft that served the US military in various capacities during the Second World War. It could operate from land and water, which allowed it to be deployed on various missions, including reconnaissance and search and rescue. In 1942, a J2F, its two crewmen and a passenger went missing during a rescue operation over Greenland. Its fate remained a mystery for decades, until a series of research efforts finally revealed some answers.
Grumman J2F Duck
US Navy Grumman J2F Duck, 1943. (Photo Credit: Naval History and Heritage Command / Wikimedia Commons / Public Domain)
The Grumman J2F Duck first flew on April 2, 1936. It saw action throughout the Second World War, with roughly 584 built. Eight variants were also developed, which saw use across the US Army Air Forces (USAAF), Navy, Marine Corps and US Coast Guard.
A handy amphibious aircraft, the J2F had many uses, including mapping, reconnaissance, anti-submarine patrols, observation, transportation and rescue. The latter missions generally required land and sea capabilities. This was exactly the case for a US Coast Guard J2F that took off on November 29, 1942, in response to a distress call from a Boeing B-17 Flying Fortress.
The heavy bomber was actually the second to go down in the same place in Greenland, as it had been responding to a distress call from a US Army cargo aircraft whose crew had been forced to make an emergency landing.
A Grumman J2F Duck goes missing over Greenland
US Coast Guard Grumman J2F Duck, 1947. (Photo Credit: US Coast Guard / Wikimedia Commons / Public Domain)
While on its rescue mission, the B-17 Flying Fortress crash-landed, injuring many of those onboard. The J2F Duck was stationed onboard the USCG Northland (WPG-49) and set off on November 28, 1942 to aid the downed bomber. The aircraft was manned by Coast Guardsmen Lt. John Pritchard and PO1 Benjamin Bottoms.
With a large B-17 crew and a small rescue aircraft, the men could only return to Northland with two crewmen, leaving the others, including USAAF Cpl. Loren Howarth, behind. They returned the next day, despite severe weather warnings, to pick up Howarth, leaving with him for Northland when they encountered whiteout conditions.
After requesting directions back to the gunboat, the J2F’s crew were never heard from again. It took a few days for the aircraft to be found; another reported that it looked badly wrecked, and noted that there were no signs of life. It’s unknown if the three men survived the crash.
Given Northland received no word from them after a month, those onboard the gunboat decided to continue rescuing the B-17 crew, completing the evacuation by the following March. Pritchard and Bottoms were posthumously awarded the Distinguished Flying Cross for their efforts in rescuing the men who’d served aboard the bomber.
Several search missions have been conducted
Wreck of what’s believed to be the Grumman J2F Duck that went missing while conducting a search and rescue mission over Greenland, 2023. (Photo Credit: Mitchell Zuckoff / U.S. Coast Guard / U.S. Coast Guard Atlantic Area / DVIDS / Public Domain)
While the J2F Duck could be seen on Greenland’s ice for many years, it took almost 70 for further rescue efforts to be made, long after it had sunk below the surface.
The first successful mission was made in 2013 via a joint effort by the US Coast Guard and North South Polar Inc., who wanted to bring the bodies of the deceased crewmen home before their last remaining relatives died. They identified black cables under the ice, which were consistent with those from a J2F.
A 2018 mission by Global Exploration and Recovery (GEaR) was somewhat more conclusive. The organization used radar to identify an anomaly in a glacier that was roughly the size of the missing J2F and in a similar area to where it’s believed to have gone missing.
The most recent recovery mission was conducted by The Fallen American Veterans Foundation, which focuses on bringing back the bodies of those who’ve fell in action to the US. Their goal was – and still is – the return of Pritchard, Bottoms and Howarth’s bodies to their families.
As of publishing, there’s been no word regarding if they’ve been successful in their efforts.
Several experimental aircraft have been designed over the years, but few (if any) were as large and eye-catching as the Hughes H-4 Hercules. A flying boat prototype, this peculiar-looking aircraft was nearly 219 feet long and had a height of… Wait for it: almost 321 feet! To put that into perspective, the average football field, from goal line to goal line, is just 300 feet long!
The H-4 came from the mind of Henry J. Kaiser, who was known for building Liberty ships. It was the middle of the Second World War, and the United States needed to figure out a way to ship supplies to the United Kingdom without transiting the Atlantic, as it was teeming with German U-boats.
To produce the mammoth aircraft, Kaiser teamed up with Howard Hughes of Hughes Aircraft Company. The pair were given a contract to build the H-4, which they designed to carry either 150,000 pounds of cargo, two M4 Sherman tanks or 750 soldiers – basically, it needed to be big (and strong) enough to carry enormous loads.
As metal was needed for the war effort, the H-4 was constructed from laminated birch, earning it the nicknames “Spruce Goose” and the “Flying Lumberyard.” After a lengthy development process, which eventually saw Kaiser withdraw from the project, the aircraft was built, albeit after the war had come to a close.
Operated by just three crewmen, the H-4 was powered by eight Pratt & Whitney R-4360 Wasp Major piston engines and four-bladed Hamilton Standard propellors. In all honesty, it probably could have used several more power plants, as it weighed an incredible 400,000 pounds. It had a cruising speed of 250 MPH and a range of 3,000 miles.
Following its completion, the H-4 was transported to Pier E in Long Beach, California. Given its size, it had to be moved in three sections – the fuselage and each wing – with a smaller shipment for assembly parts. Once reassembled, a hangar was built around the aircraft, with a ramp leading into the harbor.
It would be comical to suggest the H-4 had a notable operational history, as it only underwent taxi tests. It did conduct a single flight, but it only traveled a mile and remained airborne for just 26 seconds. Despite the aircraft never flying again, a dedicated crew of 300 maintained it in its climate-controlled hangar, only for them to disband following Hughes’ death in 1976.
Hughes H-4 Hercules emerging from its hangar, 1980. (Photo Credit: Bob Riha, Jr. / Getty Images)
The H-4 Hercules is currently on display at the Evergreen Aviation & Space Museum in McMinnville, Oregon. Given Hughes’ dedication to maintenance, it remains in relatively good condition. The flying boat’s former hangar, along with those that once made up Hughes Airport, have since been repurposed.
In the world of aviation, the marriage of beauty and function has birthed stunning creations, with aesthetics and power being held in equal regard. From their sleek, streamlined profiles to the roaring might of their engines, these aircraft are more than just mere machines; they’re pieces of art, each one an embodiment of humanity’s indomitable spirit and thirst for discovery. In this article, we pay homage to 12 of the most beautiful military aircraft ever developed.
North American P-51 Mustang
North American P-51 Mustang, 1985. (Photo Credit: Bob Riha, Jr. / Getty Images)
Crafted in the throes of World War II, the North American P-51 Mustang emanates an air of audacity, and is arguably one of the most beautiful military aircraft to have ever been developed. Its sleek design belies the ruggedness within, while its distinctive invasion stripes whisper tales of daring sorties over enemy territory.
The P-51’s vibrant roar as its Rolls-Royce Merlin engine revs up is a stirring overture to its impressive performance.
Emerging from the depths of the Cold War, the Lockheed SR-71 Blackbird is an ode to technological prowess and ingenuity. Its enigmatic, obsidian silhouette exudes a futuristic appeal, while its unprecedented speed and high altitude performance still hold records, years after its retirement.
The SR-71 is more than just an aircraft – it’s an enduring legend.
Fairchild Republic A-10 Thunderbolt II
Fairchild Republic A-10 Thunderbolt II, 1980. (Photo Credit: HUM Images / Universal Images Group / Getty Images)
The Fairchild Republic A-10 Thunderbolt II – affectionately known as the “flying tank” and A-10 Warthog – captivates many with its brutish charm. While not conventionally beautiful, this military aircraft’s unusual design, characterized by its frontal cockpit and giant rear-mounted engines, is a testament to its indomitable spirit.
The de Havilland DH.98 Mosquito, also known as the “Wooden Wonder,” combined speed, maneuverability and firepower in an elegant package. Crafted almost entirely from wood, its lightweight design and twin-engine setup made it one of the fastest and most versatile aircraft of the Second World War.
The Avro Vulcan, an iconic symbol of Britain’s Cold War might, exhibits an ethereal beauty with its distinctive delta-wing design. The sight of its colossal form, coupled with the unearthly howl of its engines, is truly awe-inspiring. From nuclear deterrence to conventional bombings during the Falklands War, the Vulcan took on many roles throughout its illustrious career.
Grumman F-14 Tomcat
Grumman F-14 Tomcat, 1985. (Photo Credit: Bob Riha, Jr. / Getty Images)
The Grumman F-14 Tomcat is the embodiment of American air superiority, and one of the most beautiful military aircraft to have ever taken to the sky. Its variable-geometry wings and twin-tail design imbue it with a predatory elegance.
Star of the 1986 film, Top Gun, the F-14’s grace and might in aerial combat have earned it a place in the annals of aviation history.
Supermarine Spitfire
Supermarine Spitfire Mk IIA, 1941. (Photo Credit: George W. Hales / Fox Photos / Getty Images)
With its elliptical wings and growling Merlin engine, the Supermarine Spitfire was a symbol of British resistance during WWII. Its agile performance and distinctive silhouette have etched it into the public consciousness as an icon of freedom against tyranny.
North American XB-70 Valkyrie
North American XB-70A Valkyrie flying with a Northrop T-38A Talon, a McDonnell Douglas F-4B Phantom II and a Nothrop YF-5A Freedom Fighter, 1966. (Photo Credit: U.S. Air Force / National Museum of the U.S. Air Force / Wikimedia Commons / Public Domain)
The North American XB-70 Valkyrie was the embodiment of futuristic beauty, despite being a prototype military aircraft. This supersonic bomber, with its sleek, streamlined form and distinctive canards, was years ahead of its time.
Its visions of speed and altitude as defensive attributes continue to influence aviation design philosophy.
Saab J35 Draken
Saab J35F Draken. (Photo Credit: Blockhaj / Wikimedia Commons CC BY-SA 4.0)
The Saab J35 Draken, a Swedish supersonic interceptor, boasts a distinct appearance, with its double-delta wing configuration and canard design. Its unique look, while striking, makes it a standout, in terms of performance. The sharp edges that mark its wings allow the aircraft to achieve the perfect balance of low-speed stability and high-speed execution.
The J35’s design also allows it to perform the famed Cobra Maneuver, in which the aircraft becomes its own airbrake, showing its impressive maneuverability.
McDonnell Douglas F-4 Phantom II
McDonnell Douglas F-4E Phantom II, 1980. (Photo Credit: HUM Images / Universal Images Group / Getty Images)
The McDonnell Douglas F-4 Phantom II, with its tandem twin-seat and unmistakable dihedral tail, is a testament to robust and versatile design. Serving in numerous conflicts, most notably the Vietnam War, and adopted by air forces across the world, the aircraft’s legacy is as extensive as its capabilities.
Lockheed P-38 Lightning
Lockheed P-38J-10-LO Lightning, 1944. (Photo Credit: U.S. Air Force / WW2 In Color / Wikimedia Commons / Public Domain)
The Lockheed P-38 Lightning, with its unconventional twin-boom design and propellers that rotated in opposite directions, was as striking as the bolt of lightning it was named after – talk about a beautiful military aircraft. During WWII, it redefined what a fighter aircraft could achieve.
Lockheed Martin F-35 Lightning II
Lockheed Martin F-35 Lightning II, 2021. (Photo Credit: USAF / Senior Airman Mary Begy / Wikimedia Commons / Public Domain)
The Lockheed Martin F-35 Lightning II represents the cutting edge of aerial warfare. With its stealth features, sensor fusion and advanced avionics, it ushers in a new era of fifth-generation fighters that are capable of taking on just about anything. Its single-engine design and angular lines embody modernity and might.
The Vought F4U Corsair, nicknamed the “Whistling Death,” is known for its bent-wing design and distinctive gull-shaped wings, combining functionality with an undeniable charm. Its aggressive stance and powerful performance add to its allure.
As a carrier-based aircraft during the Second World War, it gained a reputation among the Japanese as the most formidable fighter flown by the Americans in the Pacific Theater. The F4U also served throughout the Korean War as a fighter-bomber, where it took on enemy Yakovlev Yak-9s.
North American F-86 Sabre
North American F-86 Sabre, 2016. (Photo Credit: Bilgin S. Sasmaz / Anadolu Agency / Getty Images)
The North American F-86 Sabre is the epitome of classic jet-age aesthetics, and is without a doubt one beautiful (some might even say gorgeous) military aircraft. Renowned for its swept wings and elegant lines, it was the West’s counter to the Soviet Mikoyan-Gurevich MiG-15 during the Korean War.
The F-86’s beauty is matched only by its historic role in pioneering transonic flight.
In the shadowy chapters of history, battles are often viewed through the prism of generals and troops – their tactics, their bravery and their sacrifices. However, beneath the surface of strategy and human courage there pulses another narrative of the machines. From the rumbling roar of tanks and the relentless hum of aircraft, to the tireless engines of trucks and ships carrying personnel across the globe, the vehicles of World War II weren’t just silent spectators, but transformative characters.
Civilian boats
The Withdrawal from Dunkirk, June 1940. (Photo Credit: Charles Ernest Cundall / Imperial War Museums / Wikimedia Commons / Public Domain)
One of the defining moments of the Second World War was the miraculous evacuation of Dunkirk. Ordinary civilian vessels transformed almost overnight into life-saving crafts, becoming the unsung heroes of Operation Dynamo. These humble boats, ranging from fishing trawlers to pleasure yachts, crossed the English Channel, braving enemy fire and treacherous waters to rescue over 338,000 trapped British and Allied troops.
Their actions, a symphony of courage and unity, were a turning point that buoyed the spirits of a beleaguered Britain and altered the course of history.
Willys MB
US Army Signal Corps troops crossing the Belgium-Germany border, 1944. (Photo Credit: Hulton Archive / Getty Images)
Renowned for its durability and versatility, the Willys MB was the automotive workhorse of World War II – and one of the most widely-used vehicles. Its rugged design and unyielding reliability made it a constant presence in Europe and the Pacific, where it served in a myriad of roles, from transporting troops and equipment, to operating as a makeshift ambulance.
This “Jeep,” as it was affectionately known, became an enduring symbol of American grit and ingenuity, leaving an indelible mark on the annals of wartime engineering.
Liberty ships
SS Virginia Dare under construction, 1942. (Photo Credit: United States Maritime Commission / Library of Congress / CORBIS / VCG / Getty Images)
Like industrial leviathans, liberty ships were the embodiment of wartime logistics and production prowess. These hastily-built, unassuming freighters became lifelines for the Allies during World War II, carrying much-needed supplies across perilous seas.
Their sheer numbers – a staggering 2,710 were built – and their tireless crews helped stem the tide of war, proving that victory was as much about steel and cargo space as it was about bullets and bravery.
Boeing B-29 Superfortress
Crew of the Boeing B-29 Superfortress Enola Gay, 1946. (Photo Credit: Art Edger / NY Daily News Archive / Getty Images)
The Boeing B-29 Superfortress, a mechanical marvel for its time, delivered a profound impact that resonated well beyond the battlefield. This particular vehicle was a symbol of America’s aerial dominance during World War II, with its pressurized cabin, remote-controlled guns and the capability to carry significant bomb loads over long distances.
The B-29 etched its place in history – particularly the Enola Gay and Bockscar – which dropped the atomic bombs on Hiroshima and Nagasaki, effectively ushering in the end of the conflict.
GMC CCKW 2½-ton 6×6 truck
Red Ball Express GMC CCKW 2½-ton 6×6 truck stuck in the mud, 1944. (Photo Credit: wolny / Defense Link / Wikimedia Commons / Public Domain)
Often overlooked, the humble GMC CCKW 2½-ton 6×6 – or “Deuce and a Half,” as it was otherwise known – holds a prominent place in vehicle development during World War II. Engineered for harsh terrains and diverse payloads, over half a million were produced. It served as the backbone of the US Army’s logistics network, ferrying troops, food and ammunition across all theaters.
Read also: The Republic F-84 Thunderjet Was the ‘Champ of the Fighter-Bombers’
This GMC CCKW’s testament lies not just in its vital wartime role, but in its lasting utility in subsequent conflicts and civilian use.
The T-34 tank, a combination of innovative design, strong armor and lethal firepower, was a game-changing vehicle on the Eastern Front during World War II. It dominated German Panzers and helped the Red Army push back the invaders.
The T-34, a mechanical testament to Soviet resilience and ingenuity, played a significant role in the USSR’s victory against the German Wehrmacht.
Douglas DC-3
Brig. Gen. Anthony C. McAuliffe, artillery commander of the 101st Airborne Division, giving his glider pilots last-minute instructions before takeoff aboard Douglas C-47 Skytrains, 1944. (Photo Credit: Unknown / U.S. Air Force / Department of Defense / Wikimedia Commons / Public Domain)
Arguably one of the greatest aircraft ever made, the Douglas DC-3 revolutionized air transport. Its robust design, exceptional performance and large carrying capacity made it an invaluable asset during World War II.
Its military variant, the C-47 Skytrain, was best known for participating in D-Day. It airlifted supplies, dropped paratroopers and even towed gliders, earning a reputation as one of the conflict’s most impactful aircraft.
M4 Sherman
M4 Sherman with the US Eighth Army in Italy, 1944. (Photo Credit: UPI / Bettmann Archive / Getty Images.
The M4 Sherman was the American forces’ main battle tank (MBT) throughout World War II, and it was a fearsome vehicle. Though it faced heavier and more powerful German tanks, its superiority in production, mechanical reliability and flexibility made it instrumental in the Allied ground offensive.
The M4 Sherman was more than just a fighting machine – it was a symbol of American industrial might.
Higgins Boat
US troops aboard a Higgins Boat on their way to Utah Beach on D-Day, 1944. (Photo Credit: USN / Naval History and Heritage Command / Wikimedia Commons / Public Domain)
The Higgins Boat – or LCVP (Landing Craft, Vehicle, Personnel) – played a pivotal role in amphibious assaults, most famously D-Day. Its ingenious design allowed troops to land directly onto the five beaches, accelerating the pace of attacks and changing the dynamics of beachhead combat.
The Higgins Boat was, as Gen. Dwight D. Eisenhower put it, one of the tools that “won the war.”
Aircraft carriers
USS Bennington (CV-20) sailing past the underwater wreck of the USS Arizona (BB-39), 1958. (Photo Credit: Hulton Archive / Getty Images)
Aircraft carriers marked a new era in naval warfare. During World War II, these floating bases projected power across the Pacific, becoming the central figures in major naval battles. They played an important role in achieving Allied air superiority, with their aircraft launching successful strikes against enemy positions, as well as engaging the Japanese in the air.
By war’s end, aircraft carriers, not battleships, reigned supreme.
North American P-51 Mustang
North American P-51 Mustang escort a Boeing B-29 Superfortress on a bombing raid over Japan, 1945. (Photo Credit: United States Air Force / Wikimedia Commons / Public Domain)
The North American P-51 Mustang was a triumph of design and performance. It helped the Allies rule the skies over Europe, as its long range made it the perfect escort for bombers, protecting them from enemy fighters.
The aircraft’s sleek lines and robust performance, along with the roar of its Merlin engine, made the P-51 not just impactful, but one of the most beautiful aircraft of the era.
Hawker Hurricane
Czech pilots watching their colleagues take to the sky in Hawker Hurricanes, 1940. (Photo Credit: William Vanderson / Fox Photos / Getty Images)
An unsung hero of the Battle of Britain, the Hawker Hurricane shot down more enemy aircraft than its more famous counterpart, the Supermarine Spitfire. Its rugged design, ease of repair and lethal firepower made the Hurricane a key player in the Royal Air Force’s (RAF) efforts to defend Britain against the Luftwaffe.
The aircraft exemplifies that, in war, it’s often the workhorses, not the show ponies, that make the biggest difference.
Though not a vehicle, the assembly line was the silent enabler of World War II, the heartbeat of the wartime production effort. Revolutionized by figures like Henry Ford, factories across the warring nations churned out tanks, aircraft, trucks and ships at an unprecedented rate, demonstrating the power of industrialization in shaping the outcome of the conflict.
Several unusual aircraft have been developed over the years (just look at the McDonnell XF-85 Goblin), but few were as unique in appearance as the Northrop Tacit Blue. The technology demonstrator was designed to show that low-observable stealth aircraft could conduct surveillance operations deep behind (or over) enemy lines, without being detected by radar.
As with other surveillance aircraft developed by the US Air Force, the Tacit Blue was kept under wraps during the early 1980s – in fact, it wasn’t declassified until 1996, when it was put on display at the National Museum of the US Air Force.
It all started in the mid-1970s, when the Air Force and the Defense Advanced Research Projects Agency (DARPA) launched the Battlefield Surveillance Aircraft-Experiment (BSAX) program. Northrop subsequently received a grant in 1976 to develop an aircraft that “could operate radar sensors while maintaining its own low radar cross-section.”
To accomplish BSAX’s goals, a new radar sensor technology was developed. Within six years, a working model of Northrop’s new aircraft, dubbed the “Tacit Blue,” was ready to take to the skies. The first successful test flight took place on February 5, 1982, at Area 51.Northrop Tacit Blue. (Photo Credit: U.S. Air Force / National Museum of the United States Air Force / Wikimedia Commons / Public Domain)
Given its small size, the Tacit Blue only had room for one crewman, the pilot. Its exterior was bright white, the complete opposite of what many might expect from a stealth aircraft, and it was a light 30,000 pounds. This allowed its Garrett ATF3-6 high-bypass turbofan engines to propel the demonstrator to a height of between 25,000-30,000 feet, at 287 MPH.
Unlike other stealth aircraft, which featured little-to-no curved surfaces, the Tacit Blue was covered in curved pieces. The most notable aspect of its outward appearance was its V-tail and lack of a cone-shaped nose, which led to the demonstrator being nicknamed the “Whale” and the “Alien School Bus.”
While this unique design reduced its heat signature, it did make the aircraft aerodynamically unstable. To counter this, Northrop had to install a digital fly-by-wire system, which helped the pilot keep control.
The Tacit Blue accomplished what it set out to do; it showed that similar aircraft could loiter behind enemy lines without being discovered by radar. Over the course of the aircraft’s short life, it flew just 135 times, but the information gathered helped in the development of the Northrop Grumman B-2 Spirit.
The Boeing B-17 Flying Fortress holds the distinction of being the third-most produced bomber of all time, with 12,731 built from 1936-45. The aircraft first saw use with the Royal Air Force (RAF) in Europe and the American forces in the Pacific Theater, and later went on to become one of the go-to bombers in the Allied arsenal. Among the most famous was Memphis Belle, a B-17F that flew 25 combat missions over enemy targets in France and Germany.
Memphis Belle, under the command of Robert K. Morgan of the 324th Bombardment Squadron, 91st Bombardment Group, Eighth Air Force was named for the captain’s girlfriend, who lived in Memphis, Tennessee. Artist George Petty provided the bomber’s famous pin-up, which had appeared in the April 1941 issue of Esquire magazine.
The B-17 conducted its first combat sortie over Brest, France on November 7, 1942, which was followed by an additional two raids over St. Nazaire.
As aforementioned, the Memphis Belle flew 25 combat missions over Europe, becoming one of the first heavy bombers within the Eighth Air Force to do so – the B-17 Hell’s Angels had accomplished the feat one week prior. These sorties proved fruitful, with the former’s crew taking out a total of eight German aircraft in the process. For their efforts, they were awarded the Air Medal and the Distinguished Flying Cross.
Boeing B-17F Flying Fortress Memphis Belle, 1943. (Photo Credit: HUM Images / Universal Images Group / Getty Images)
Upon Memphis Belle‘s return to the United States in 1943, the aircraft and Morgan embarked on a 31-city tour to promote the sale of war bonds. The bomber was then sent to MacDill Field, Florida, where it served as a training aircraft until the end of the Second World War.
Following the conflict, the B-17 was purchased by the city of Memphis and put on display at the National Guard armory. It also appeared in two films: The Memphis Belle: A Story of a Flying Fortress (1944) and Memphis Belle (1990). The latter features Matthew Modine and Harry Connick Jr.
Memphis Belle was donated back to the US Air Force in the early 1970s, with the service allowing it to remain in Memphis, so long as the aircraft underwent regular maintenance. As the decades went on, the bomber was disassembled and moved to the National Museum of the US Air Force at Wright-Patterson Air Force Base, Ohio.
After undergoing restoration efforts, Memphis Belle was unveiled at the museum in May 2018.
On April 22, 1996, two US Navy McDonnell Douglas F/A-18 Hornets got into a mid-air collision during an exercise off the coast of Virginia. Both suffered physical damage, with one aircraft losing its nose section and canopy and the other losing a section of its port-side wing and parts of both vertical stabilizers.
Despite this, the two experienced pilots were able to fly their fighters back to Naval Air Station Oceana and land safely.
Lead up to the collision between the F/A-18 Hornets
McDonnell Douglas F/A-18 Hornet and Grumman F-14D Tomcat aboard the USS Theodore Roosevelt (CVN-71), 2003. (Photo Credit: Photographer’s Mate Airman Aaron Burden / US Navy / Wikimedia Commons / Public Domain)
The collision between the F/A-18 Hornets occurred during a training exercise being conducted about 50 miles southeast of Naval Air Station Oceana, over the Atlantic Ocean. It was part of the Strike Fighter Advanced Readiness Program (SFARP), which saw F/A-18s from Fighter Squadron Composite 12 (VFC-12) play the role of aggressors, simulating Russian Mikoyan MiG-29s on a mission to attack Grumman F-14 Tomcats from Fighter Squadron 41 (VF-41).
VFC-12 were accompanied by Northrop Grumman EA-6B Prowlers, which masked the F-14s.
The exercise ultimately saw three F/A-18s up against two F-14s. The simulation had already run through twice, and the three aggressors got into formation for the third sortie of the day. As the F/A-18s approached, the F-14s simulated firing missiles toward the oncoming “MiG 29s,” successfully taking out two aircraft, piloted by Lt. Cmdr. Greg Stubbs and Greg Anderson.
Mid-air collision
Three McDonnell Douglas F/A-18 Hornets from the USS George Washington (CVN 73), 2002. (Photo Credit: Captain Dana Potts / US Navy / Wikimedia Commons / Public Domain)
In the three aircraft formation, Anderson was on the left, with Stubbs in the middle and Lt. Cmdr. Cal Worthington on the right. As the F/A-18 Hornets made their way toward the F-14 Tomcats, two completed aileron rolls, showing they’d been “killed.”
It was during these rolls that the two F/A-18s collided. Stubbs later recounted in Rick Llinares and Chuck Lloyd’s Adversary: America’s Aggressor Fighter Squadrons, “I felt a sharp shudder in the airplane, and next thing I felt was the plane rolling left with the nose pointing down about eight degrees.”
The nose of Anderson’s F/A-18 ripped part of Stubbs’ left wing off, along with half of his vertical stabilizer. As a result of the mid-air collision, Anderson lost his aircraft’s nose, canopy and drop tank. One of his engines was also damaged. After some initial confusion on the radio, it was confirmed there’d been a collision and that both pilots were physically all right and had reasonable control of their aircraft.
Stubbs recalled looking down to the Atlantic below and thinking that, if he had to ditch, he’d rather do so closer to shore, as the water would likely still be cold. Able to control their aircraft, the pair turned toward the coast. The closest runway was at the Coast Guard station in Elizabeth City, but, despite being 40 miles closer than NAS Oceana, they decided that returning to base would be the best option.
Stubbs discovered the slowest speed he could fly was 200 knots. This raised two concerns. First, the arresting equipment that would help the aircraft stop had a speed limit of 175 knots. If he landed at a speed faster than that, it could result in the F/A-18’s tail hook being ripped off. On top of this, the speed rating for the aircraft’s tires was 182 knots, and the faster speeds could have resulted in the tires blowing upon landing.
Approach and landing
McDonnell Douglas F/A-18C Hornet landing aboard the USS Abraham Lincoln (CVN-72), 2008. (Photo Credit: Mass Communication Specialist 2nd Class James R. Evans / US Navy / Wikimedia Commons / Public Domain)
Stubbs didn’t really have a choice. As he approached NAS Oceana’s runway following the collision, two other F/A-18 Hornets that were returning from a different mission radioed if he wanted them to join him and keep an eye on things. He initially said no, but called Lt. Cmdr. Bertrand back.
The latter’s wingman, Lt. Cmdr. Bowman, recalled, “We were flying as a two ship and when LCDR Stubbs told LCDR Bertrand that he wanted help, the next thing I saw from my cockpit was the tailpipe of LCDR Bertrand’s F/A-18 with two burners going, moving at the speed of heat.”
Stubbs said having Bertrand join him confirmed just how much the pilots of their squadron cared for each other. He successfully lowered his landing gear and made his approach. At 200 knots, Stubbs touched down at the end of the runway and rolled until reaching the arrestor gear and coming to a stop. Upon stopping, the damage was clear, with fuel and hydraulic fluid leaking out of the left wing.
Anderson followed, landing his F/A-18 with wires flapping out of the nose, displaying the damage to his aircraft. The two naval aviators shook hands once they were out of their aircraft, both relieved and in disbelief at what they’d just accomplished.
Reaction to the F/A-18 Hornets’ mid-air collision
McDonnell Douglas F/A-18A Hornet with Fighter Squadron Composite 12 (VFC-12) at Naval Air Station Oceana, 1994. (Photo Credit: PH2 Bruce Trombecky / US Navy / National Archives / Wikimedia Commons / Public Domain)
A story that begins with two aircraft colliding mid-air usually doesn’t typically end well. That being said, the April 22, 1996 mid-air collision between the F/A-18 Hornets saw the exact opposite be true. The pilots, both Persian Gulf veterans and members of the Naval Reserve, showed their training and skill in successfully returning their damaged aircraft to NAS Oceana.
Daryl Stephenson, a spokesman for McDonnell Douglas, later said the incident showcased the F/A-18’s “survivability.” However, he did admit the result was “pretty amazing.” Stubbs echoed this, saying, “It was a significant testament to the construction of the F/A-18 – that we were able to fly both aircraft after the damage they sustained.”
After an investigation, both Stubbs and Anderson were returned to flight status within two months’ time. The two F/A-18s were beyond repair and didn’t return to service.
The Vought F7U Cutlass was a carrier-based aircraft that served with the US Navy between 1951-59. Developed with the use of German research taken by the Americans at the end of the Second World War, it featured a non-traditional design. That being said, the jet suffered a number of issues during its tenure, which saw the loss of a quarter of those developed and the deaths of four test and 21 naval pilots.
Development of the Vought F7U Cutlass
Vought F7U-3 Cutlasses with Fighter Squadron 81 (VF-81), 1954. (Photo Credit: US Navy / US Navy National Museum of Naval Aviation / Wikimedia Commons / Public Domain)
Following the end of the war in Europe, the US Navy opened a competition for a new carrier-based fighter that could reach up to 600 MPH at 40,000 feet. The F7U Cutlass was Vought’s entry. It was the final aircraft designed by Rex Beisel, who’d worked on various others, including the F4U Corsair.
Contributions by Woldemar Voigt also impacted the design. Voigt had worked for the German company Messerschmitt AG and was part of such aircraft designs as the P.1110 and P.1112. While neither went beyond the drawing board, they showed significant evolutions in aircraft design.
The F7U presented a radical evolution. This, however, didn’t guarantee it was good. Naval aviators were quick to come up with several telling nicknames, including the “Praying Mantis,” the “Gutless Cutlass” and the “Ensign Eliminator.”
The F7U first took to the air in September 1948, and problems were soon discovered. All three prototypes crashed, and of the first 14 production aircraft, two wound up in the ground. The early F7U-1s were ultimately not approved for service with the Navy, nor was the F7U-2, which was never built.
With the necessary improvements made, the Navy accepted the F7U-3. It was more stable and maneuverable than the others, although Wally Schirra, a test pilot and astronaut, described the aircraft as “an accident looking for a place to happen, a widow maker.”
The F7U-3 was the final and operational variant, with 288 operating with 13 squadrons. Further development was ultimately abandoned after Vought developed the F-8 Crusader.
Vought F7U Cutlass specs
Vought F7U-3M Cutlasses with Attack Squadron 86 (VA-86) aboard the USS Forrestal (CVA-59), 1956. (Photo Credit: Capt. I.F. Brown / US Navy / US Navy National Museum of Naval Aviation / Wikimedia Commons / Public Domain)
The F7U Cutlass was a single-seat fighter that had a striking design. The cockpit was located in the nose, which was situated far ahead of its large, almost rectangular, swept wings. At the wing root were the intakes for the two jet engines, and, at the rear, the main fuselage had no vertical stabilizer. Instead, two were located a third of the way out from the fuselage, on the wings.
Two Westinghouse after-burning turbojet engines powered the Cutlass. At first, it was powered by the J34 turbojet, which wasn’t liked by pilots. Later models used the J46-WE-8B, which produced 4,600 pounds of static thrust with afterburner. This provided the F7U with a top speed of 680 MPH at 10,000 feet.
The F7U was armed with four 20 mm M3 cannons located in the nose underneath the cockpit, two on either side of the fuselage, and each was loaded with 180 rounds. The aircraft also had four hardpoints, each with the ability to hold up to 5,500 pounds of ordnance.
Accidents and incidents
Vought F7U Cutlass crash aboard the USS Hancock (CV-19), 1955. (Photo Credit: Charles H. Faulker, BM1 / US Navy / Wikimedia Commons / Public Domain)
The F7U-3 Cutlass entered service with Fighter Squadron 81 (VF-81) in April 1954. Almost immediately, it was plagued with issues. On December 11, 1954, Lt. J.W. Hood was killed when his aircraft experienced a malfunction with the wing locking mechanism. The airframe fell apart and one of the engines blew up, leading his F7U-3 to crashing into the sea.
On May 30, 1955, Lt. Cmdr. Payton O. Harwell’s engine caught fire during takeoff, which resulted in his ejecting from the aircraft. On July 14 and November 4, 1955, the USS Hancock (CV-19) saw two pilot deaths when their F7Us crashed during landing.
The first was a ramp strike, which resulted in the death of Lt. Cmdr. Jay T. Alkire. The second saw a horrid string of events. Lt. George Millard crashed into the cable barrier when landing. The nose gear was driven up into the cockpit, setting off the ejection seat, releasing the canopy and shooting Millard 200 feet into the air. The aviator flew forward, hitting the vertical stabilizer of a Douglas A-1 Skyraider.
Individual accidents such as these often led to the grounding or beaching of entire squadrons. For instance, after Millard was killed, Hancock‘s captain had all F7Us removed from the carrier and sent to Naval Air Facility Atsugi, Japan. As well, between November 1955 and August 1956, the USS Ticonderoga (CV-14) had hers removed to Naval Air Station Port Lyautey, Morocco.
With 78 accidents and the loss of over a quarter of all produced aircraft, the F7U had the highest accident rate of all US Navy swept-wing aircraft. Due to this, Vice Adm. Harold M. Martin, air commander of the US Pacific Fleet, ordered it be replaced by the Grumman F9F Cougar.
During the 1950s, Goodyear became more involved with the US military, trying its hand at creating an aircraft that was compact enough to be delivered to downed pilots, but still capable of flying. To achieve this, the company created the Inflatoplane. The program existed for several decades, and while the aircraft did get off the ground, the concept itself never really took off and was canceled before the inflatable aerial vehicle could enter service.
Goodyear tried to blend lighter-than-air materials for aircraft
Goodyear GA-447 Inflatoplane. (Photo Credit: 1,000 Aircraft Photos / DAN SCHUMAKER COLLECTION / US Army / Wikimedia Commons / Public Domain)
In 1956, the Goodyear Company combined its lighter-than-air aircraft technology with winged aircraft to create the inflatable “Inflatoplane.” The idea was first coined by Taylor McDaniel in 1931. When Goodyear took it on, the company intended it to be used in rescue operations, and it took only 12 weeks to develop the first model.
The innovative exterior of the aircraft, called Airmat, was made from two rubber-type materials connected by nylon mesh. When exposed to air, this absorbed and repelled water as it became stiff, providing the aircraft with the necessary rigidity to fly. Forced air being circulated through the Inflatoplane by its motor helped to maintain this shape.
The structural shape provided the Inflatoplane with some resilience to punctures, as it was able to take up to six .30-caliber bullets and remain in-flight. The fuselage, landing gear and pilot seat was reinforced to ensure stability, as well.
Packed in a 44-cubic-foot box, it could be compactly transported in a truck or aircraft and dropped behind enemy lines to provide downed pilots with a way to reach friendly territory. Once it was dropped, the Inflatoplane was removed wheelbarrow style and could inflate to full size in about five minutes, using less air pressure than what’s required for a car tire.
Two versions of the Inflatoplane were designed
Goodyear GA-447 Inflatoplane. (Photo Credit: Unknown Author / National Archives / Wikimedia Commons / Public Domain)
Goodyear came up with two versions of the Inflatoplane. The first was the GA-468, a single-seater aircraft that could inflate fully in a matter of five minutes. Equipped with a 40 horsepower Nelson engine, the pilot had to hand-start it and needed 250 feet of open space for takeoff. The aircraft also needed 575 feet before it could clear a 50-foot obstacle.
Once completely inflated, the GA-468 had a wingspan of 22 feet and was just under 20 feet long. It had a maximum takeoff load of 240 pounds, held 20 gallons of fuel and could fly 390 miles, with an endurance of 6.5 hours. The aircraft reached a maximum speed of 72 MPH and hit a service ceiling of 10,000 feet.
The second variant was the GA-466, a two-seater that took slightly longer to inflate, at six minutes. It was two inches shorter than the first Inflatoplane, but had an extra six feet of wingspan. The GA-466 could only carry 18 gallons of fuel, and its 60 horsepower McCulloch 4318 engine provided a maximum speed of 70 MPH. It required 745 feet to clear a 50-foot obstacle, and could handle a maximum weight of 740 pounds.
Crashes put the program into question
Goodyear GA-468 Inflatoplane at the Smithsonian Institution. (Photo Credit: Bzuk / Wikimedia Commons / Public Domain)
From the beginning, the value of the Inflatoplane program was never definitively positive. The idea of supplying a downed pilot with a new aircraft seemed to always have its problems. They’d have to try and escape enemy territory in the place they’d been shot down and the Inflatoplane they were expected to fly out on was slower and weaker than the one they’d crashed.
There were two crashes in the Inflatoplane that ultimately put the entire program into question. Goodyear test pilot Richard Ulm survived an incident in April 1959, when his crashed into the Patuxent River during a test flight. The wing had collapsed, hitting the propeller, but Ulm was able to bail out and parachute to safety.
A second crash proved fatal when US Army Lt. Malcolm “Pug” Wallace was training in an Inflatoplane. At just 26 years old, he’d flown the aircraft above 700 feet, when a control cable under the wing came loose and became wedged in the pulley bracket. The wings lost air, resulting in them flapping as the aircraft fell, and one of the aluminum tips flung back and hit Wallace in the head.
As an observer described, “Wallace didn’t have enough time to open his parachute. He plunged to his death in a marshy area near the lake.”
Only 12 Inflatoplanes were ever manufactured. Despite the crashes, the program continued until 1973. Goodyear donated two for preservation, one to the Franklin Institute of Philadelphia and the other to the Smithsonian Institution in Washington, DC.
