The McDonnell Douglas F-15 Eagle is a twin-engine fighter aircraft that has served the US Air Force for decades. Entering service in 1976, the F-15 has maintained its role as the Air Force’s primary tactical fighter due to its unmatched capabilities and success. Variants allow for different functions to excel in any battle situation, keeping the aircraft both versatile and effective.

The F-15 has a pretty impressive history. Its record in combat is 104 to 0, meaning no enemy combatants have claimed a kill. As well, the Air Force developed an anti-satellite missile – the ASM-135 ASAT – that was successfully deployed by an F-15 piloted Maj. Wilbert D. “Doug” Pearson Jr., destroying the Solwind (P78-1) satellite.

Vietnam proved a need for this type of aircraft

After the Vietnam War, it was obvious the Air Force needed to develop a maneuverable airframe that could engage with enemy fighters while also evading surface-to-air missiles (SAMs). Work quickly began on the F-15 Eagle, and the aircraft was developed with improved radar and missiles, and even equipped with a gun.

With its afterburners glowing, an F-15E Strike Eagle lifts off from the runway. (Photo Credit: USAF / Getty Images)

The F-15 was also made to be super fast. Unlike its successor, the F-22 Raptor, which can reach a maximum speed of just over 1,400 MPH, the F-15 is capable of reaching a speed of more than 1,800 MPH. The aircraft can also shoot off at almost a 90-degree angle and maneuver without losing speed, thanks to its thrust-to-weight ratio, meaning it is not only fast, but incredibly agile.

The improved specs of the F-15 Eagle

The F-15 Eagle boasts a great deal of improved equipment and capabilities when compared to its predecessors. The aircraft can carry more missiles, ground bombs and fuel, and is more technologically advanced, giving it an overall edge in the sky.

US Air Force F-15C Eagle conducts a routine patrol over Northern Iraq, in support of Operation Northern Watch. (Photo Credit: Vincent A. Parker / USAF / Getty Images)

One of the most impressive improvements is the F-15’s head-up display, which projects on the windscreen all of the essential flight information and allows the pilot to track and attack targets without having to look down into the cockpit. It also has an adaptable light function that provides perfect clarity and visibility in any light condition, making day or night missions a breeze.

Other improved technologies include advanced radar, inertial and tactical navigation systems, an electronic-warfare system, an electronic countermeasures set and ultra-high frequency communications, just to name a few.

Example of head-up display in an aircraft. (Photo Credit: In Pictures Ltd. / CORBIS / Getty Images)

Accompanied with an M61 Vulcan 20 mm Gatling-style rotary cannon and an array of short- and medium-range air-to-air missiles and ground munitions, the F-15 is a force to be reckoned with. In fact, Maj. Rhory “Hoser” Draeger, following the Gulf War, said, “Realistically, compared to any other aircraft in the world, it would be real hard to improve on the F-15.”

Versatility of the F-15E Strike Eagle

The F-15E Strike Eagle is the two-seat, dual-role variant of the F-15. It’s an all-weather fighter for air-to-air combat and deep interdiction missions. Onboard are the pilot and weapon systems officer, and the improved avionics of the F-15E allow the pilot to detect, target and engage with air-to-air targets while the weapon systems officer simultaneously designates the ground target.

F-15E Strike Eagle cockpit. (Photo Credit: USAF / Wikimedia Commons / Public Domain)

Additionally, the F-15E is capable of accelerating from idle power to maximum afterburner in less than four seconds. That is a 40 percent increase over the previous engine control system, thanks to the two Pratt & Whitney F100-PW-220 or -229 engines that power the aircraft. As well, these engines produce between 50,000 and 58,000 pounds of thrust.

Use of the F-15 Eagle in the Gulf War and beyond

When the US launched Operation Desert Storm in 1991, the Air Force made excellent use of the F-15 Eagle, deploying the C, D and E variants. Throughout the duration of the Gulf War, the fighter aircraft is credited with winning 36 of the reported 39 US air-to-air victories against the Iraqi forces (some sources say the total is 34, with the overall number of US victories capped at 37).

US Air Force aircraft of the 4th Fighter Wing (F-16 Fighting Falcon, F-15C Eagle and F-15E Strike Eagle) fly over Kuwaiti oil fires, set by the retreating Iraqi Army during Operation Desert Storm. (Photo Credit: US Air Force / Wikimedia Commons / Public Domain)

Since the Gulf War, the F-15 has been used in numerous other missions, including in support of Operation Southern Watch in Iraq and Operation Provide Comfort in Turkey. The aircraft also aided in NATO operations in Bosnia.

Outside of the US, the aircraft has been operated by the Israeli, Japan and Saudi Arabian air forces, with the latter making use of the F-15 throughout the ongoing Yemeni Civil War.

Over the course of history, world powers have worked relentlessly to build the best fighter aircraft. American manufacturers, such as McDonnell Douglas, Lockheed Martin and Boeing, regularly redesign, develop and upgrade their planes to keep up with the latest advancements in technology.

There are a number of fighter aircraft out there, but these are five of the best used by the US military, in the past and today.

McDonnell Douglas F-4 Phantom II

For much of the 1950s and ’60s, the US was focused on keeping up with the Soviet Union. In 1940, the Soviets debuted the Mikoyan-Gurevich MiG-1, and steadily improved the design of their fighter aircraft in the years that followed. While the US never directly went to war with the USSR, its forces did fight against Soviet equipment in Korea and Vietnam.

In response to the USSR’s air strength, McDonnell Douglas began work on the F-4 Phantom II in the 1950s. The designers of the fighter bomber added additional space for a second crewman, and focused on ensuring it was fast. Subsequent variants of the aircraft worked on improving any issues that hindered its performance in battle, with the F-4E later showing less of a focus on speed and thrust and more on maneuverability.

McDonnell Douglas F-4 Phantom II. (Photo Credit: HUM Images / Universal Images Group / Getty Images)

The US Navy adopted the F-4 in 1961, followed by the Marine Corps and Air Force, and it set a number of speed records upon entering service. It also saw heavy action in Vietnam and during the Gulf War‘s Operation Desert Storm – in particular, the F-4G Wild Weasels.

While the US military retired the aircraft from combat duty in 1996, it remains in use by a number of other countries, including South Korea and Iran.

Boeing F/A-18E/F Super Hornet

The Boeing F/A-18E/F Super Hornet is an upgrade on the McDonnell Douglas F/A-18 Hornet. In the mid-1990s, the US Navy requested a larger multi-role fighter that would complement the Grumman F-14 Tomcat. Boeing stepped in with the Super Hornet, which is 20 percent larger than the original and can carry 33 percent more fuel, increasing its mission range by 41 percent.

Boeing F/A-18F Super Hornet. (Photo Credit: aviation-images.com / Universal Images Group / Getty Images)

The Navy adopted the Super Hornet into its fleet in 1999, joining Strike Fighter Squadron 115 (VFA-115) at Naval Air Station Lemoore, California two years later. Being one of the newer fighters on this list, most of the missions carried out by the Super Hornet have occurred in the Middle East, most notably in support of Operation Iraqi Freedom.

Models of the aircraft are currently also flown by the Kuwaiti Air Force and the Royal Australian Air Force.

North American F-86 Sabre

In the early days of the Korean War, American pilots were having issues keeping up with the MiG-15s flown by the Soviet-supported Chinese and North Koreans. While the Lockheed P-80 Shooting Star put up a good fight, the North American F-86 Sabre soon emerged as the superior option.

Once the efficiency of the jet fighter was realized, it was put into mass production, with North American Aviation producing 7,800 between 1949-56.

North American F-86 Sabre. (Photo Credit: Education Images / Universal Images Group / Getty Images)

The F-86 was used extensively during the Korean War, participating in some of the earliest jet-to-jet air battles in history. In fact, it was so effective that many view it as one of the most important aircraft to fly during the conflict. Outside of Korea, the F-86 also saw action during the Cold War and the 1965 Indo-Pakistani War.

While the fighter was slowly phased out by the US Air Force, it and its variants continued to see service with a number of other countries.

Lockheed Martin F-22 Raptor

The Lockheed Martin F-22 Raptor was originally designed to replace the legendary McDonnell Douglas F-15 Eagle – and it’s capable of doing things pilots of the past could only dream of. The aircraft had its first flight in 1997 and was officially introduced into service with the US Air Force eight years later.

Lockheed Martin F-22 Raptors. (Photo Credit: TSgt Ben Bloker / U.S. Air Force / Wikimedia Commons / Public Domain)

The single-seat fighter is also devastating in battle, thanks to its ability to disguise itself. It was designed to be difficult to detect on radar, meaning it can sneak up behind an enemy aircraft and stay undetected for a number of minutes. It’s also is capable of shooting down a combatant while outside of their range of detection.

Despite leaving production in 2011, the F-22 is still active today and is exclusively used by the US Air Force.

McDonnell Douglas F-15 Eagle

In 1969, McDonnell Douglas was tasked with creating an all-weather fighter that could keep up with the USSR’s MiG-25 interceptor and reconnaissance aircraft. The result was the F-15 Eagle, which was officially introduced into service with the US Air Force in 1976.

McDonnell Douglas F-15 Eagle. (Photo Credit: USAF / Getty Images)

The F-15 has seen heavy use by the US, with the C, D and E variants deployed during Operation Desert Storm, the latter of which was used to conduct nighttime air-to-ground strikes. Some 46 years after it was introduced, the fighter is still in service today, but not for long, as the Air Force recently announced it will begin phasing out the aircraft.

The Antonov An-225 was developed as part of the space race

The Antonov An-225 was a strategic airlift cargo aircraft with a maximum payload of 250 tons that could be carried either within or on its back. It was powered by six Progress D-18T turbofan engines and held multiple records, including the heaviest aircraft ever built and having the largest wingspan of any aircraft in operational service.

Antonov An-225 Mriya with Soviet space shuttle Buran on its back after a demonstration flight at the Paris Airshow, June 1989. (Photo Credit: GILLES LEIMDORFER / AFP / Getty Images)

The motivation behind designing such a large aircraft was to support the Soviet space program. It was intended to transport the Buran space shuttle, as well as components of the Energia carrier rocket. It replaced the Myasishchev VM-T Atlant, and served the same function as the Boeing 747 airliner NASA had deployed.

The collapse of the Soviet Union

Construction on the Antonov An-225 began in the 1980s, with the first aircraft taking to the skies in December 1988. Work on the second began, but the collapse of the Soviet Union brought an end to the Buran space program and halted construction of the second An-225.

Antonov An-225 Myria. (Photo Credit: Unknown / Wikimedia Commons CC BY-SA 3.0)

Following the Soviet collapse, the need for the An-225 dwindled. The fully built aircraft was no longer required and was placed in storage. The partially built one was also put into storage, as Antonov turned its attention toward building other aircraft.

A second Antonov An-225 – Yes? No? Maybe so?

The partially built Antonov An-225 remained in storage for a long time. In September 2006, Antonov intended to restart construction and fully finish the aircraft by 2008. This was delayed and, in August 2009, abandoned, this time at around 60-70 percent completion.

Antonov An-225 Myria. (Photo Credit: Larske / Wikimedia Commons CC BY-SA 3.0)

In 2011, murmurs about whether construction would restart were quieted when the Ukrainian Journal reported it would cost $300 million to complete. The CEO of Antonov insisted that starting up production on the second An-225 was not financially viable, as the existing one already had limited operational functions.

2022 Russian invasion of Ukraine

The first and only completed An-225 continued providing transportation for different operations, including the collection of COVID-19 testing kits from China, to be dropped off in Denmark. However, in February 2022, the aircraft was destroyed by the Russian forces invading Ukraine. The An-225 was parked at its home base at Antonov Airport, where it was prepared for evacuation.

During the Battle of Antonov Airport, the nearby runway was rendered unusable, and while it was reported the aircraft was intact, that turned out to not be the case.

The remains of the Antonov An-225 Myria after the Antonov hangar was destroyed during the Russian invasion of Ukraine, 2022. (Photo Credit: Kyivcity.gov.ua / Wikimedia Commons CC BY 4.0)

Following an investigation, it was found the hangar had been significantly damaged by multiple fires. Confirmation of the An-225’s destruction was quickly released, and new footage showed the aircraft damaged, split into nearly two parts. Antonov intends to rebuild the An-225 at Russia’s expense, at a projected cost of around $3 billion USD.

There have been few sequels quite like Top Gun: Maverick. Despite the enormous success of the 1986 film, it took 36 years for a sequel to be made. Top Gun: Maverick has been an enormous success just like its predecessor. A large factor in that success is all of the incredible jets seen on screen. Below are all the amazing aircraft shown in the 2022 blockbuster.

P-51 Mustang

The iconic P-51 Mustang is the oldest plane in Maverick’s collection (Photo via Getty Images)

The P-51 Mustang was one of the first great American fighter planes of World War II. The aircraft was heavily used during the war and shot down more than 5,000 German fighters. The P-51 was also utilized during the Korean War, though as new planes were developed it was used more as a bomber during the conflict.

The plane is the oldest in Maverick’s collection. The P-51 was officially retired from the US military in 1957. The last time the aircraft flew in a mission was in the Dominican Republic in 1984.

F-14 Tomcat

Pete “Maverick” Mitchell flew F-14 Tomcats during 1986’s ‘Top Gun’ (Photo by Koichi Kamoshida/Getty Images)

Grumman’s F-14 Tomcat had a long and impressive history in the United States Navy. The aircraft made its first deployment in 1974 and saw action in many operations throughout the 1970s and ’80s. During the Gulf War, the Tomcat was used in strike escort and reconnaissance missions.

The F-14 Tomcat obviously is special to both Maverick and fans of the 1986 film. Cruise’s character spent much of his time piloting one of these aircraft. Twenty years after the original movie was released, the F-14 was retired and replaced by more advanced aircraft. Still, the plane can also be seen in Top Gun: Maverick.

Lockheed Martin F-35 Lightning II

An F-35 Lightning takes off at an Australian air show (Photo by Scott Barbour/Getty Images)

The F-35 Lightning II is one of the newest planes in the United States military. The Navy only began flying the aircraft in the year 2019. As a result, it has not seen much combat. The first aerial victory for the F-35 Lightning II came in 2021, for a pilot flying for the Israeli military. The aircraft will be around for a while as it is expected that American forces will use them until 2070.

Top Gun: Maverick does feature the F-35 Lightning, but they are not used extensively. Turns out there is a reason for that. The aircraft is only built to hold one pilot and much of the action in the Top Gun series features pilots flying as a team.

The Hypersonic ‘Darkstar’ Jet

The Darkstar jet in ‘Top Gun: Maverick’ is based on the Lockheed Martin SR-71 (Photo via Getty Images)

One of the reasons for Top Gun‘s enduring popularity is the film’s commitment to accuracy. As such, almost all of the planes used in the film are based on real aircraft. Top Gun: Maverick features the Darkstar jet, based on Lockheed Martin’s SR-71.

The aircraft is used to drive the narrative. Tom Cruise’s Pete “Maverick” Mitchell is a test pilot tasked with flying the secret and expensive new plane. His efforts show that while Maverick may be a fair bit older, he still has the same rebellious streak.

Boeing F/A-18E/F Super Hornet

The Boeing F/A 18F Super Hornet takes to the skies during a 2014 air show (CARL DE SOUZA/AFP via Getty Images)

The Super Hornet is one of the newer models featured in the 2022 film. The jet originally entered the service between 1999 and 2001. The still-active plane replace the F-14 Tomcat, which was the aircraft that Cruise’s Maverick piloted for much of the original film. While the F/A-18E/F is not as fast as the Tomcat, it is updated in a number of different ways.

Sukhoi SU-57 Felon

The enemy pilots in ‘Top Gun: Maverick’ fly Sukhoi SU-57s (Image via Anna Zvereva/Wikimedia Commons)

In the original Top Gun film, the Navy pilots flew against Russian-made MiG 28s. In the latest film, the enemies have upgraded to the Sukhoi SU-57 Felon. The fighter aircraft made its debut in 2020 and is used by the Russian Aerospace Forces.

Typically, an aircraft landing on a highway would indicate a serious problem, perhaps a mechanical issue or medical emergency with one of the pilots… That is, unless said highway was one of many built to act as a takeoff and landing strip. Many were, and still are, located in Europe and Asia, waiting to be needed in wartime.

These types of roadways are called “highways strips.” They are usually a long, straight section of the highway where there are either removable or no central reservation, so they can be converted into functional runways. The surface is made with a strong enough base to withstand the weight of an aircraft. Most of them don’t include lights or barriers, but those that do can have the features easily moved by a crew.

Reichsautobahn 

The Reichsautobahn is one of the earliest examples of a highway strip. It was a series of highways built to provide a large, connected transportation system throughout Germany. The project was started in 1933 and was one many put in place by the government to make travel accessible to everyone. Citizens could drive their new Volkswagens on the expansive highway system.

This major project was also promoted as a way to reduce large unemployment numbers throughout Germany.

Construction workers marching to work after the groundbreaking ceremony for the first Reichsautobahn, September 1933. (Photo Credit: Keystone View Company / FPG / Archive Photos / Getty Images)

Roads were build from 1933-41, when the Second World War escalated. With German airbases under constant attack, the highway strip sections of the Reichsautobahn were a useful backup. It was later in the conflict when Germany started using these roads as runways for warplanes. They were also used, in one instance, for test flights of Messerschmitt Me 262s after their factories were bombed.

Modifications during the Cold War

It wasn’t until the Cold War that German highways were more readily modified for air traffic. Highway strips were used on both sides of the Iron Curtain. The Germans modified a number of existing highways, such as a segment near Ahlhorn, Germany, where NATO conducted the Highway 84 exercise.

These highway strips were usually located near existing airstrips, which meant aircraft could still land if their initially destination was bombed.

Autobahn A29, near Ahlhorn, being used to land aircraft during a NATO military exercise, 1984. (Photo Credit: TSGT ROD PROUTY / Wikimedia Commons / Public Domain)

In West Germany in 1984, NATO commandeered a section of the Autobahn to practice landing skills. In the typical highway strip design, a moveable air traffic control tower was brought in. The drills were conducted to prepare pilots in case the Soviets bombed existing NATO airstrips.

NATO tested Fairchild Republic A-10 Thunderbolt IIs, Lockheed C-130 Hercules, McDonnell Douglas F-15 Eagles and General Dynamics F-16 Fighting Falcons over the course of roughly three weeks.

Other highway strips

Although most German highway strips were dismantled at the end of the Cold War, there are a shockingly high number that still exist in other countries. Poland, Singapore, Switzerland, Finland, Taiwan and Australia, among many others, all have highways that can be turned into landing strips at a moment’s notice.

Saab JAS 39 Gripen of the Swedish Air Force taking off from a runway located on a public road. (Photo Credit: San Diego Air and Space Museum Archive / Wikimedia Commons/ CC BY 2.0)

Australian highways, located in the Outback, are used as emergency runways for the Royal Flying Doctor Service. Having these emergency runways allows those living remotely to access medical care much quicker than they were able to before. Not only are these roads used for aircraft when needed, they are also fully utilized by cars.

If time allows, local police will drive to the highway strip to block off traffic – and animals – while the plane lands, but that is not always possible. If an aircraft has to land at night, locals will light toilet paper rolls on fire and lay them out like runway lights to guide it.

Tanks are invaluable military assets, as are heavy bombers. Combining the two should be a winning combination… Right? As the US Air Force learned, the answer is no.

During the Cold War, the service tried replacing the landing gears on some aircraft with tank treads to better disperse the weight of the planes upon landing. The hope was that, if it worked, there wouldn’t be a need to build reinforced runways to accommodate these heavy bombers. Tests began on smaller aircraft, before attempts were made with some of the biggest in the US fleet: the Boeing B-50B Superfortress and the Convair B-36 Peacemaker.

Development of the track landing gear

In 1944, Military Requirement A-1-1 called for “a new type of airplane landing gear effecting maximum practicable weight distribution.” The aim was to eliminate the need for long, reinforced runways and to ensure operations could be conducted on rough terrain.

The development of track landing gear was actually first proposed in the late 1930s by J. Walter Christie, inventor of the Christie M1931, and the Dowty Equipment Corporation. After work on the proposed design was completed, the landing gear for the test aircraft were created by two companies. Firestone created the nose gear, while Goodyear created the main one.

US Air Force Boeing B-29 Superfortress using a “flying boom” to refuel a B-50 mid-air. (Photo Credit: Hulton Archive / Getty Images)

Neither of the designs were very successful and problems arose almost immediately after the tank treads were installed on the B-50B. The bomber was a variant of the Boeing B-29 Superfortress, which was used during the Second World War. The B-50A was the first version contracted by the Air Force at the end of the conflict, and the B-50B, the next iteration, was the bomber chosen to test with track landing gear. It was much heavier than the B-50A, and primarily used for reconnaissance.

Performance of the B-50B Superfortress

The main gear not only interfered with the B-50B’s gunnery pattern, but could only be used up to a speed of 70 MPH. Even if the bomber could get off the ground, the nose gear was deemed unusable for flight testing. This meant the B-50B initially only tested the landing gears by taxiing behind a tow truck.

The aircraft was eventually cleared for a test flight in 1949, which was “satisfactory.” However, there were no further tests done on the bomber, due to the level of maintenance required and issues with bearing failures. This led the Air Force to focus its attention on adding the system to a different aircraft.

Track landing gear and the B-36 Peacemaker

Despite all of the issues with the B-50B Superfortress, the Air Force decided to test the track landing gear on the B-36 Peacemaker, as it was the largest aircraft flown by the service at the time. The initial goal of the strategic bomber was to travel long distances while conducting air raids over Japan during the Second World War, but it wasn’t completed in time.

Convair XB-36 Peacemaker nose landing gear detail. (Photo Credit: US Government / Wikimedia Commons / Public Domain)

The B-36 was seen as an ideal option for nuclear strikes during the Cold War, but its weight was an issue. It had a maximum takeoff weight of 409,996 pounds. Fully armed, the bomber was so heavy that it could sink into the concrete of an airstrip if left for too long. There also weren’t many fortified airstrips in the US that could handle the takeoff run of such a heavy aircraft.

Ending the program

The only test flight conducted with the bomber, the XB-36 variant, was on March 26, 1950. The aircraft took off, did a small lap around the airfield and landed. The landing gear caused the takeoff to be very rough and loud, and left a trail of parts down the runway upon landing.

Convair XB-36 Peacemaker main track landing gear. (Photo Credit: US Air Force / Wikimedia Commons / Public Domain)

After the test flight with the XB-36, the project was abandoned and the tread system deemed unfit for use on such a heavy aircraft. The treads were heavy and complex, which meant they didn’t perform well at high-speeds, exactly what the Air Force needed landing gears to do.

The Douglas A-4 Skyhawk has a long and impressive history that spans over more than half a century. Developed for the US Navy and Marine Corps, it’s been adopted by Air Forces around the world and continues to be a beast in the sky. With numerous variations of the aircraft, there’s an A-4 Skyhawk to suit everyone’s needs. It’s versatility, speed and maneuverability made it a popular aircraft at a very reasonable price.

Ed Heinemann came up with the Douglas A-4 Skyhawk’s first design

In the 1950s, the cost and weight of combat aircraft were continually increasing. At the same time, there was a need for the US military to replace the aging, piston-engine Douglas AD (A-1) Skyraider. Originally, the Douglas Aircraft Company intended to replace it with another piston-engine aircraft, but production on a small, lightweight plane – then known as the A4D-1 Skyhawk – was already underway, and it seemed too good to pass up as a worthy successor.

Ed Heinemann standing beside Lt. Cmdr. Jerry Haggerty in front of the new Douglas A-4 Skyhawk, 1954. (Photo Credit: Los Angeles Examiner / USC Libraries / CORBIS / Getty Images)

Ed Heinemann, the chief designer of the A-4 Skyhawk, began designing the aircraft in the early 1950s, and the first iteration saw its first flight in 1956. Heinemann had previously read a study that described how, for every 100 pound weight reduction, the takeoff run would decrease by eight feet, the combat radius would increase by 22 miles and the climb-rate would climb by 18 feet per minute. He applied this knowledge to the A-4, making sure to decrease its weight as much as possible.

Production begins on the new aircraft

Heinemann and his team were able to make the A-4 Skyhawk lightweight, without compromising the features necessary to make it an effective military aircraft. The design came in at half of the maximum weight of the US Navy requirement and did so through a number of new innovations.

Douglas A-4 Skyhawk. (Photo Credit: wallycacsabre / Wikimedia Commons CC BY 2.0)

With these adjustments, the A-4 Skyhawk was given the nicknames “Bantam Bomber,” “Scooter,” “Tinker Toy Bomber,” “Heinemann’s Hot-Rod” and “Kiddiecar.” The first 500 were delivered for a price tag of $860,000 per unit – a whopping 14 percent lower than the original target price. Call that a steal!

Skyhawk models, A-4A to A-4C

The A-4 Skyhawk had many variations, each one derived from its predecessor, but with upgraded or slightly-tuned features. One hundred and sixty-five began production and were declared operational in the mid-1950s. The aircraft was promising and only experienced minor issues during testing, all of which were easily fixed, and deliveries began in late-1956.

Douglas A-4 Skyhawk. (Photo Credit: wallycacsabre / Wikimedia Commons CC BY 2.0)

Even with the first A-4 Skyhawks being delivered, the next variation was already being developed. The A-4B boasted many improvements. It had a new engine and hydraulics system, as well as air-to-air refuelling capabilities. This variant proved to be a step up from the previous, and its increased efficiency reflected in its production numbers. Five hundred and forty-two Skyhawk A-4Bs were produced, almost four times more than the original aircraft.

Interest in the A-4 Skyhawk continued to increase; there just seemed to be more and more room for improvement. Development of the A-4C variant quickly began, and deliveries were being made by 1960. The A-4C Skyhawk included avionic changes, a low-altitude bombing system, an all-altitude reference system and an automatic flight control system. As well, the aircraft was now all-weather. The new specs of the A-4C led to it being the most produced variant of all the Skyhawks, with 638 built.

Douglas A-4E Skyhawk

By 1961, A-4 Skyhawk deliveries had reached 1,000 units. Originally designed with the idea of nuclear battles in mind, the first couple of aircraft were intentionally made to house weapons and defenses that would combat nuclear threats. By the beginning of the 1960s, this became less of an immediate problem, and the need arose for aircraft that could house conventional weapons for non-nuclear missions.

Douglas A-4 Skyhawk at the Naval Air Station Joint Reserve Base Fort Worth Air Show, 2016. (Photo Credit: Balon Greyjoy / Wikimedia Commons CC0 1.0)

The A-4E Skyhawk was made for that exact purpose. Like the other variants, it was adapted from the basic A-4 design, but could deliver conventional munitions and had room for a two-person crew, instead of a solo pilot. To make this version of the aircraft possible, it was developed with an extra pair of underwing weapons hard-points, located underneath each outer wing, allowing it to carry a wider variety of weapons and fuel options.

The nose of the A-4E Skyhawk was also lengthened by 14 inches, to allow for a navigation computer. The aircraft also saw the addition of Doppler radar, a radio altimeter and improved bombing systems, making it an obvious choice for the Navy to use as an advanced trainer.

Use of the Douglas A-4 Skyhawk in Vietnam

A-4 Skyhawks were influential aircraft for the American effort during the Vietnam War. Ground forces were in desperate need for close air support, and the A-4 provided that vital aid. Each aircraft was armed with two 20mm cannons and could carry additional weapons in external pods. They also had the smallest possible airframe, which made them extremely easy to transport on aircraft carriers, as well as making them both fast and maneuverable.

US Navy Douglas A-4 Skyhawk drops rockets and bombs on a Viet Cong stronghold in South Vietnam, 1966. (Photo Credit: Bettmann / Getty Images)

The A-4 had an impressive record during the war, carrying out some of the first US airstrikes and reportedly dropping the last US bombs on Vietnam. It had accuracy in hitting select targets and participated in more combat missions than any other naval aircraft. It fought in both North and South Vietnam, and only 195 carrier-based A-4s fell to the Vietnamese during the conflict.

International use of the Douglas A-4 Skyhawk

The success of the A-4 Skyhawk was seen in conflicts beyond the Vietnam War. Argentina became the first foreign purchaser of the aircraft, and by the outbreak of the Falklands War, the country’s Air Force had purchased 130, refurbished by Lockheed Service Co. Forty-eight Skyhawks were deployed, of which only 19 were lost by the war’s close on June 14, 1982.

Israeli Air Force Douglas A-4 Skyhawk. (Photo Credit: Nehemia Gershuni-Aylho / Wikimedia Commons CC BY-SA 3.0)

The Lockheed Martin FB-22 Strike Raptor was going to be an innovative and new stealth bomber. Not only that, it had the promise of being cost-effective, as its design was derived from the F-22 Raptor. Its development was projected to cost roughly 75 percent less than that of developing a new bomber from scratch.

It sounds too good to be true – and it was. The FB-22 Strike Raptor never made it past conceptualization. The saddest part is that, if it had made it to production, it could have been the stealthiest bomber to have ever entered operational service.

Was there a need for a supersonic stealth bomber?

Lockheed Martin F-22 Raptors assigned to the 1st Fighter Wing. (Photo credit: U.S. Air Force / Tech. Sgt. Ben Bloker / Wikimedia Commons / Public Domain)

Following the 9/11 attacks, the US military made an effort to overhaul, innovate, and improve weapons and defense technologies. This phase of technological focus was centered on counter-terrorism and counter-insurgency weapons, and any newly-developed equipment that had the potential to be effective was given at least a preliminary design contract. This included military vehicles and aircraft.

In addition, other technologies were also being developed, and weapons like surface-to-air missiles (SAMs) owned by guerrilla groups were getting smaller. The introduction of a new stealth bomber would help identify and attack these tiny, dangerous technologies.

Similarities between the F-22 Raptor and the FB-22 Strike Raptor

Lockheed Martin F-22 Raptor practicing test maneuvers above the Mojave Desert. (Photo Credit: United States Air Force / Judson Broehme / Getty Images)

The airframe of the FB-22 Strike Raptor would follow the same basic structure as the F-22 Raptor. It would sport a lot of the same features, as well. Up to 80 percent of its avionics, sensors and sub-systems were borrowed from the F-22, with changes focused on the fuselage and wings.

The use of the F-22’s basic design proved to be slightly problematic, as it limited the possibility for effective ground strikes. The F-22 had both limited range and payload capacity, and that just wouldn’t work for the new stealth bomber. As well, the F-22’s Pratt Whitney F119-PW-100 engine would need to be replaced with the F135, used by the F-35 Lightning II.

The FB-22 Strike Raptor takes on a different shape

Lockheed Martin F-22 Raptor performing a fly-by during an airshow. (Photo Credit: ANDREW CABALLERO-REYNOLDS / AFP / Getty Images)

Lockheed Martin intended to lengthen and widen the fuselage, but found doing so came at a 25-30 percent increase in cost, weight and materials. As such, it was kept the same and the wings given an elongated delta shape that increased the aircraft’s maximum range to approximately 1,596 miles. The wings would have also had the capability to carry up to thirty-five 250-pound GBU-39 small diameter precision-guided bombs.

The FB-22 Strike Raptor would have been able to carry up to 5,000 pounds of bombs, thanks to the improved delta-wing design, and with weapons stored internally, its maximum payload would have been 15,000 pounds. While it would have significantly reduced the bomber’s stealth capability, the FB-22 Strike Raptor would have also been capable of carrying up to 30,000 pounds of weapons mounted on its wings.

The stealth bomber gets scrapped

Lockheed Martin F-22 Raptor from Elmendorf Air Force Base, Alaska. (Photo Credit: U.S. Air Force / Staff Sgt. Austin M. May / Wikimedia Commons / Public Domain)

Before it could make it out of the concept phase, the FB-22 Strike Raptor was found to have more drawbacks than originally thought. The changes made to the airframe caused it to have significantly less maneuverability than the F-22 Raptor, which meant that, in the chance it got caught in a dogfight, the odds were likely never going to be in its favor. Against an opponent like the Mikoyan MiG-29 Fulcrum or the Sukhoi Su-27, it would be done for.

Since the end of the Vietnam War, Vietnamese civilians have been making the most of US military waste. Reduce, reuse, recycle has taken on a whole new meaning, thanks to enterprising farmers who’ve transformed old jettisoned external fuel tanks into canoes.

Reduce, reuse, recycle

In aviation, jettisoning is a method of expelling external items and fuel in case of an emergency. Specifically, external fuel stores that significantly extended the range of fighter jets – but hindered speed and maneuverability – were jettisoned once the fuel had been used, and even during combat.

Throughout the Vietnam War, thousands of external fuel tanks were dropped along the countryside. For many farmers in rural Vietnam, they were a literal gift from the heavens.

A boy hops out of a canoe made from fuel tanks dropped by US bombers during the Vietnam War. (Photo Credit: Jerry Redfern / LightRocket / Getty Images)

The tanks were manufactured in a clamshell style, with two halves put together to create a hollow tank. These halves snapped together and were secured by a belt, and the farmers who stumbled upon them realized they could just as easily take them apart.

The light metal the tanks were made from made them perfect waterproof river boats. Nearly 50 years after the war, many of these improvised vessels remain fully functional, providing a vital form of transportation along the river systems that travel across the remote regions of the country.

Development of the drop tank

The external tanks, also known as drop tanks, were first developed and implemented during the Spanish Civil War. During World War II, the German Luftwaffe began to develop 300-liter external fuel tanks made of light alloy for the Junkers Ju 87R.

Two grounds crewmen log a shipment of drop fuel tanks for use by fighter aircraft during the Aleutian Islands Campaign, 1940s. (Photo Credit: PhotoQuest / Getty Images)

The Allies and Royal Air Force (RAF) began to develop their own drop tanks, which were used to extend the range of fighter patrols and long-range medium bombers. Many early critics believed the long-range escort fighters used to protect precious heavy bomber fleets could be easily convinced to drop their external fuel tanks at the beginning of a raid, creating competition for resources between the long-range medium bombers.

These critics were proven wrong when it was realized that Operation Vengeance, which downed Japanese Adm. Isoroku Yamamoto‘s aircraft, wouldn’t have been successful without the additional 450 extra gallons of fuel supplied by the drop tanks equipped to several Lockheed P-38 Lightning fighters.

Tech supply men unloading “papier-mâché” fuel tanks. (Photo Credit: PhotoQuest / Getty Images)

Toward the end of the war, metal shortages threatened Allied success. Drop tanks, which weren’t considered an essential use of metal, were redesigned to be fabricated from specialized glue and kraft paper that were not just waterproof, but tolerant to the heat and cold.

The “papier-mâché” tanks could only be used once, but were extremely effective while also saving vital metal resources. Funny enough, they were painted a bright silver color, whereas the metal tanks were a dull grey, and were light enough for just one person to carry when empty.

Drop tanks became improvised bombs

American fighter pilots took their use of drop tanks to a whole new level. It was rare, but some Republic P-47 Thunderbolt pilots creatively switched their fuel source from external to internal tanks while flying low over the enemy. They would jettison the drop tanks still filled with fuel, then quickly swoop back around and aim right at the rapidly descending tank.

US Air Force North American P-51 Mustang releases drop tanks repurposed as napalm canisters during the Korean War. (Photo Credit: CORBIS / Getty Images)

Other methods of improvised fuel tank bombs included adding ingredients to create what was essentially a napalm bomb that would explode upon impact. This method, which was heavily used during the Korean War, worked on both metal and “papier-mâché” drop tanks, while the “drop and shoot” technique was only effective with metal tanks.