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World War 1

Netflix’s Adaptation of ‘All Quiet on the Western Front’ Shows the Brutalities of Trench Warfare World War 1

One of the most talked about films of 2022 was All Quiet on the Western Front. The adaptation of Erich Maria Remarque’s classic anti-war novel was praised for not only tackling a well-known work of literature, but for its brutal and realistic portrayal of trench warfare during the First World War. The acting, visual effects and storylines all came together to earn the release some of the entertainment industry’s most coveted accolades.

Erich Maria Remarque drew upon his own wartime experiences

Erich Maria Remarque sitting on a couch
Erich Maria Remarque, 1940. (Photo Credit: Bettmann / Getty Images)

The author of All Quiet on the Western Front, Erich Maria Remarque, was a soldier in the Imperial German Army during the First World War. Conscripted at the age of 18, he served on the Western Front with 2nd Company, Reserves, Field Depot, 2nd Guards Reserve Division, seeing action in the trenches between Houthulst and Torhout.

In July 1917, Remarque was wounded by shrapnel in the neck, left leg and right arm, and, after being evacuated from the front, was repatriated to an army hospital in Germany. While he was recalled to service in October 1918, the armistice was signed just a month later.

Viewed by many to be anti-war, All Quiet on the Western Front was banned in numerous European countries, the most notable being Germany during its re-militarization. Remarque was accused of exaggerating the horrors of war, and the book was among the first to be publicly burned by the country’s political regime

All Quiet on the Western Front (1930)

Lew Ayres and Louis Wolheim as Paul Bäumer and Stanislaus "Kat" Katczinsky in 'All Quiet on the Western Front'
All Quiet on the Western Front, 1930. (Photo Credit: zs93 / MovieStillsDB)

In 1930, director Lewis Milestone premiered the first adaptation of All Quiet on the Western Front. Featuring a largely American cast, including Lew Ayres, Richard Alexander and John Wray, it brought the fighting Paul Bäumer experiences to the big screen – albeit with Vintage Hollywood-era effects and film sets.

The production was, for the most part, faithful to its source material (aside from Paul’s death, which occurs while he’s reaching for a butterfly), and even saw the involvement of German veterans as technical advisors. It received critical acclaim upon, and even went on to win the first ever Academy Awards for Best Director and Outstanding Production.

Similar to the book, the film adaptation of All Quiet on the Western Front was boycotted by the German regime. Officials went so far as to sabotage screenings by setting off stink bombs, letting mice loose in theaters and physically assaulting members of the audience. This eventually led to it being banned in the country toward the end of 1930. It wasn’t re-released until 1952.

All Quiet on the Western Front (2022)

Felix Kammerer as Paul Bäumer in 'All Quiet on the Western Front'
All Quiet on the Western Front, 2022. (Photo Credit: Sinister75 / MovieStillsDB)

The third film adaptation of All Quiet of the Western Front (there was a television movie released in 1979) is arguably the most successful. The German-language movie debuted on Netflix in October 2022, and used 21st-century special effects to make the realities of World War I-era trench warfare even more jarring for audiences.

Production began in February 2020, and, while relatively true to Remarque’s book, does differ slightly at points. Newcomer Felix Kammerer stars as Paul Bäumer, while Albrecht Schuch took on the supporting role of Stanislaus “Kat” Katczinsky. Many were quick to point out that, story-wise, the 1930 version is superior. That being said, no one could question the film’s impact.

While the recipient of a wide array of awards (far too many to list), the Netflix adaptation of All Quiet on the Western Front made waves at the Oscars, scoring four wins, including Best International Feature Film, and five more nominations. Among them was the most coveted award of the night: Best Picture.

Showcasing the brutality of World War I-era trench warfare

German soldiers crouching in a trench
German Spring Offensive, 1918. (Photo Credit: NCJ / Topix / NCJ Archive / Mirrorpix / Getty Images)

The whole point of All Quiet on the Western Front is to show the hardships of serving in the trenches on the Western Front. While similar films may, in some way, glorify war, the book and its three film adaptations do the opposite. Thanks to advancements in technology, the 2022 version does this the best.

Aside from the fact trenches were narrow, muddy and water-logged, they were also incredibly dangerous for those serving in them. They provided little protection against overhead attacks, despite being designed for that. While they somewhat prevented widespread deaths from the use of chemical weapons, if a soldier couldn’t get their gas mask on in time, they still suffered.

Trenches were also breeding grounds for disease and illness, thanks to rats, dirty standing water and, sometimes, untreated injuries. As the conflict went on and soldiers became weaker and demoralized, militaries began to favor night attacks, with the aim of catching a sleeping enemy force off-guard.
All Quiet on the Western Front shows these dangers, as well as how these conditions hurt those serving in the trenches. When the German lines suffered artillery fire from the Allies, viewers see just how narrowly a number of soldiers avoided death by ducking at just the right time. As well, when hiding in bunkers, the audience sees just how easily everything could collapse, given the less-than-effective materials used to construct them.
Paul loses many of his comrades to enemy action in the trenches. As the Allied forces make their push forward, the film shows the German line moving back and the carnage that occurs as a result – and that’s not even mentioning No Man’s Land and the shell-pocked landscape many had to run through.
Aside from the physical death and destruction, All Quiet on the Western Front also shows the mental toll of such fighting. Paul’s spice for life and naïvety all but disappear as the film progresses. Gone is the innocence of a boy who just became a man, replaced by the horrors of war.
Not only does he lose the friends with whom he enlisted, but those he befriended in the trenches, sometimes to enemy action and, other times, to their own hand, as they’re unable to live with what they’ve seen or the injuries they’ve suffered. Paul’s dead eyes by the time he himself dies show just how much the conflict changed him and serve as a symbol of just how much soldiers on both sides suffered.

Differences between the book and the Netflix adaptation

Still from 'All Quiet on the Western Front'
All Quiet on the Western Front, 2022. (Photo Credit: michaella92 / MovieStillsDB)

While the primary story and message are the same between the book version of All Quiet on the Western Front and the Netflix adaptation, there are a handful of differences to note. One is the armistice storyline, which doesn’t feature in the former. In the movie, it offers a juxtaposition between the fighting occurring in the trenches and the discussions being held between Europe’s top military officials.

A second difference omits a part of the story that best shows the psychological effects of the war. In Remarque’s book, Paul is granted leave, but, upon returning home, finds himself alienated from his loved ones. They don’t know what he’s been through and seen on the frontlines, so they can’t relate to him, leaving him feeling isolated. This part is completely left out in the film.

Throughout All Quiet on the Western Front, Stanislaus “Kat” Katczinsky is Paul’s truest friend. Essentially taking the 18-year-old under his wing, Kat provides companionship and support to Paul, who naïvely didn’t realize just how brutal the war would be. It can even be argued that the older man turns into a sort of father/big brother figure.
In the book, Kat is injured by shrapnel and, while being carried to the medics by Paul, is struck in the head by additional pieces. He dies instantly. In the film, it’s not enemy action that leads to the character’s death. Rather, it’s the child of the farmer from whom Paul and him have been stealing eggs. While being carried back, Kat perishes, likely due to blood los, but Paul doesn’t realize this until he’s back at base and told by a medic.
A final notable difference comes in the way Paul dies. Remarque has him die on what is otherwise a rather peaceful day. The book then moves to third person, signaling the protagonist no longer lives. The movie, however, throws the armistice plot line into the mix.
Despite the agreement being signed by both sides, German Gen. Friedrichs sends the men out for one more fight, so they can return to Germany as heroes, rather than losers. It’s during the fighting that Paul perishes, with his body discovered by a young recruit.
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Aircraft

Six Dead In Dallas Air Show Crash Involving Two WWII-Era Aircraft

Tragedy struck the Wings Over Dallas air show on November 12, 2022 when two World War II-era aircraft crashed mid-air. As of publishing, six are confirmed dead as a result of the accident, with Dallas Mayor Eric Johnson calling it a “terrible tragedy.”

Douglas B-17G Flying Fortress in flight
Douglas B-17G Flying Fortress Texas Raiders. (Photo Credit: Alan Wilson / Flickr CC BY-SA 2.0)

The two aircraft, a Douglas B-17G Flying Fortress and a Bell P-63F Kingcobra, were flying at a low altitude around 1:20 PM local time when the crash occurred at the Dallas air show. Videos shared to social media show the front of the B-17 break off and both aircraft fall to the ground. Upon impact, the heavy bomber’s wings erupted into flames. While no one on the ground was injured, all six of those in the aircraft were pronounced dead.

Dozens of Dallas Fire-Rescue vehicles and law enforcement personnel responded to Dallas Executive Airport, where the air show was taking place. An examination of the surrounding area showed debris had been strewn across not only the airport grounds, but also a nearby strip mall and US Route 67.

The air show where the crash occurred was being hosted by Dallas-based non-profit Commemorative Air Force (CAF), in honor of Veterans Day. The organization is dedicated to preserving historical aircraft and showcasing them at events across the United States and Canada.
Wings Over Dallas was part of the CAF’s Air Power History Tour. Along with the B-17 and P-63, other historical aircraft featured included a Consolidated B-24 Liberator and a Boeing B-29 Superfortress, among many others. According to Hank Coates, CEO of the CAF, those piloting the aircraft at the air show were volunteers, the majority of which were retired airline and military pilots.
“This is not about the aircraft. It’s just not,” Coates told CNN. “I can tell you the aircraft are great aircraft, they’re safe. They’re very well-maintained. The pilots are very well-trained. So it’s difficult for me to talk about it, because I know all these people, these are family, and they’re good friends.”
Paul Martin, a member of the Army Air Forces Historical Association (AAFHA), added in an interview with The New York Times, “It’s heartbreaking for me to hear this, both on a human level and a historical level.”

Between 4,000 and 6,000 spectators were present at the Dallas air show when the crash occurred. Speaking with the BBC, Christopher Kratovil, one of the attendees, shared how fast the reality of the situation set in on those present. “It went from being a fairly excited, energetic crowd… to complete silence and stillness, and a lot of people, including myself, turned their children towards them and away from the airfield because there was burning wreckage in the middle of the airfield,” he said.

He added in an interview with The Dallas Morning News, “It’s really tragic to lose one of the last operational B-17s in the world. It’s an important part of American history, it’s an important part of world history.”

The B-17 heavy bomber was integral to the Allies’ victory over the Germans during the Second World War. An estimated 12,731 were built between 1936-45, with 5,000 lost to combat. Most of those that remained were scrapped by the early 1960s. The one involved in the mid-air crash was identified as Texas Raiders, based on the logo on its nose.
While estimates vary, it’s believed between 2,300 and 3,300 P-63s were produced by Bell Aircraft between 1943-45. Despite being manufactured in the US, the fighter was primarily flown by the Soviet Union.
Bell P-63F Kingcobra in flight
Bell P-63F Kingcobra. (Photo Credit: Alan Wilson / Wikimedia Commons CC BY-SA 2.0)

The accident put an end to the decades-long careers of the two aircraft involved. Texas Raiders entered service with the US Navy in July 1945, after being delivered to the US Army Air Forces. It was one of the last 20 manufactured by Douglas Aircraft, and served as a PW-1W Patrol Bomber. After the PB-1W was phased out in 1955, Texas Raiders was placed into storage and later sold to the CAF in 1967.

The P-63, operated by the now-shuttered CAF Airpower Museum, was one of just two “F” variants ever built. Unlike previous versions, it featured an Allison V-1710-135 engine and a larger vertical tail. It was one of only five P-63s to remain airworthy.

The Federal Aviation Administration (FAA) and the National Transportation Safety Board (NTSB) will be conducting a joint investigation into the crash, which is expected to take up to two years to complete. According to the CAF, the events scheduled to take place on November 13, 2022 have been cancelled.
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Aircraft

US Air Force, Kratos Successfully Conduct Test Flight of XQ-58A Valkyrie

The Air Force Research Laboratory (AFRL) and Kratos Defense & Security Solutions have completed yet another successful test flight of the XQ-58A Valkyrie at Yuma Proving Ground, Arizona. The trial was conducted as part of the Low Cost Attritable Strike Demonstrator (LCASD) and the Block 2 Valkyrie Maturation programs.

Kratos XQ-58A Valkyrie in flight
Kratos XQ-58A Valkyrie during its first test flight, March 2019. (Photo Credit: 88 Air Base Wing Public Affairs / Wikimedia Commons / Public Domain)

The XQ-58A Valkyrie is an experimental stealth unmanned combat aerial vehicle (UCAV) – essentially, a drone – that was built under the AFRL’s Low Cost Attritable Aircraft Technology (LCAAT) portfolio. The project’s aim is to develop vehicles to escort Lockheed Martin F-35 Lighting IIs and F-22 Raptors on combat missions and to deploy surveillance systems and weapons.

With the XQ-58A, in particular, the goal was to design an unmanned vehicle to conduct light strike missions through the use of precision-guided munitions. The drone can be operated autonomously or under the control of a “parent” aircraft, and can be deployed as part of drone swarms, with a range of 3,500 miles and a cruising speed of 548 MPH. Additionally, it can hold up to 550 pounds of internal and external bombs.

Lockheed Martin F-35 Lightning II and F-22 Raptor flying alongside a Kratos XQ-58A Valkyrie
Lockheed Martin F-35 Lightning II and F-22 Raptor flying alongside a Kratos XQ-58A Valkyrie during a test, December 2020. (Photo Credit: Tech. Sgt. James Cason / U.S. Air Force / Wikimedia Commons / Public Domain)

The first successful test flight of the drone took place at Yuma Proving Ground on March 5, 2019. A number of trials have since taken place, with the sixth on March 26, 2021 seeing the drone open its internal weapons bay doors and drop a 12 kg Area-I Altius-600 unmanned aircraft system (UAS).

On the most recent test flight, the XQ-58A’s team was tasked with conducting “encrypted communications with redundant radios/communications (‘comms’) packages for range and operational missions remote from government ranges.” The drone then “landed within the target zone, demonstrating key autonomous capability for the end of mission phase of flight and recovery of the aircraft without RF comms.”

When all was said and done, the XQ-58A showed a capability to fly for longer, at higher altitudes and with a heavier overall weight than previously demonstrated. Its ability to operate and land autonomously also showed the drone’s benefits when it comes to evading enemy detection. As the press release from Kratos read, “It of course also enables the drone to continue its mission or at least attempt to safely return to base in an environment where the threat of electronic warfare jamming is high.”
Kratos XQ-58A Valkyrie taking off
Kratos XQ-58A Valkyrie taking off during a test flight, December 2020. (Photo Credit: Staff Sgt. Joshua King / U.S. Air Force / Wikimedia Commons / Public Domain)

Speaking about the XQ-58A, Steve Fendley, President of Kratos’ Unmanned Systems Division, said:

“The Kratos/AFRL team is pushing the envelope in these truly uncharted waters, continuing to evolve the capability and drive affordability in the CCA class where mission capability and effectiveness is achieved through a combination of individual and distributed CCA capability plus mass of aircraft.

“Wargames and analyses consistently report that mass is the solution to enable winning in today’s conflict arena and that a lower count of exquisite systems consistently fails. Kratos is laser-focused on the disruptive, affordable (enabled by simple and elegant) solution set.”
Kratos XQ-58A Valkyrie in flight
Kratos XQ-58A Valkyrie during its fourth test flight, January 2020. (Photo Credit: Holly Jordan / U.S. Air Force / Wikimedia Commons / Public Domain)
At present, the US Air Force is the only known organization to have purchased the XQ-58A, with the aim being to support research and development, as well as test and evolution efforts. Kratos is currently in talks to receive contracts from two new customers, who have yet to be named.
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Aircraft

These Helicopters First Took Flight During WW2

Whenever someone uses helicopters and war in the same sentence, images of aircraft hovering over dense Vietnamese jungles immediately come to mind. However, while these hovering rotorcraft are most commonly associated with the Vietnam War, there were helicopters used throughout WW2.

Certainly, these early choppers were much more primitive than those used today, but that doesn’t mean they weren’t valuable to the militaries operating them. Discover six of the most influential and useful helicopters flown by both sides during WW2.

Kamov A-7

Kamov A-7bis parked in grass
Kamov A-7bis. (Photo Credit: Unknown Author / airwar.ru / Wikimedia Commons / Public Domain)

The Central Aerohydronamic Institute (TsAGI) began development of the Kamov A-7 in 1931, having previously designed the TsAGI A-4 autogyro, which had successfully been incorporated into the Soviet Air Force for use as a reconnaissance aircraft. The A-7, which was completed in 1934, was built for a much different purpose: combat.

The two-seater was the first combat autogyro ever built, as well as the first to be mass produced in the USSR. Its later variant, the A-7bis, featured better aerodynamics, while the A-7-3A was lighter. It was this version that was used by the Red Army in combat. It was equipped with three machine guns – a PV-1 on the front and a twin mount DA-2 variant of the Degtyaryov at the rear – and modified on occasion to carry explosives, either four FAB-100 bombs or six RS-82 unguided rockets.

Despite the A-7-3A being the superior variant, the previous two versions weren’t out of work entirely. They were used to spot artillery positions and, in 1941, the A-7 was deployed to pollinate fruit trees in Tien Shan, Central Asia.

Focke-Wulf Fw 61

Focke-Wulf Fw 61 taking off while two men look on
Focke-Wulf Fw 61 taking off from Bremen Airfield, 1937. (Photo Credit: ullstein bild Dtl. / Getty Images)

While it may have been the Soviets that created the only armed combat autogyro during the conflict, Germany produced the most helicopters during WW2. They were flown by the Luftwaffe and Kriegsmarine, and it’s no wonder the country is often credited with creating the first functional chopper.

The difference between helicopters and autogyros is how the blades create lift. Autogyros are like traditional aircraft in that they fly through the use of an engine and a front propeller – they just have free spinning propellers on top, which create lift. Helicopters, on the other hand, force the propellers through the air to create lift, without using the front or engine.

The Focke-Wulf Fw 61 was first flown in 1936, and two years later was demonstrated to the public at one of the stadiums used during the Berlin Olympics. Apart from altitude, speed and length of flight records during its trials, little is known about what these helicopters did during the war. What is clear is that neither of the two developed survived the war.
The importance of the Fw 61 lies more so in what its development allowed to succeed it.

Focke-Achgelis Fa 223 Drache

Model of a Focke-Achgelis Fa 223 Drache hanging from a ceiling
Model of a Focke-Achgelis Fa 223 Drache at the Hubschraubermuseum Bückeburg. (Photo Credit: Matthias Stäblein / Wikimedia Commons CC BY-SA 3.0 De)

Research conducted with the Focke-Wulf Fw 61 allowed Germany to create it’s most impressive and useful helicopter of WW2: the Focke-Achgelis Fa 223 Drache. It made use of many of the same concepts first tested on the Fw 61, but on a much larger scale. After a number of successful tests, the chopper was put into production. However, as the factory in Delmenhorst was bombed by the Allies in June 1942, only 20 ever left the assembly line.

The Fa 223 was used in various capacities throughout the Second World War, due to its ability to carry loads of over 2,200 pounds and reach speeds of up to 113 MPH. In one instance, it was used in the recovery attempt of a Dornier Do 217 in Lower Saxony. The first wound up crashing, meaning a second had to be deployed to rescue both. It was also heavily tested in mountainous areas, with success.

Throughout the war, the Fa 223 also saw use in anti-submarine patrols. Perhaps the most impressive feat undertaken by one was a journey from Germany to the Airborne Forces Experimental Establishment, in England. This made it the first helicopter to travel across the English Channel. Two subsequent trips were made, with the chopper crashing during take-off on the third time.

Sikorsky R-4 “Hoverfly”

Sikorsky R-4B "Hoverfly" hovering over the ground while three men watch
Sikorsky R-4B “Hoverfly” used in a Royal Air Force (RAF) demonstration for the general public, 1946. (Photo Credit: Mirrorpix / Getty Images)

Designed by Soviet immigrant Igor Sikorsky, the Sikorsky R-4 “Hoverfly” was another example of a true WW2 helicopter, rather than an autogyro. Its prototype first flew in January 1942, and the chopper later went on to serve with the US Army Air Forces, Navy and Coast Guard, as well as the Royal Air Force (RAF) and Royal Navy.

Despite its success in many areas, including breaking all previous records set by other helicopters, the R-4 was notoriously difficult to fly. According to the Chicago Tribune, the “control stick shakes like a jackhammer, and the pilot must hold it tightly at all times. Should he relax for even a minute the plane falls out of control. Pilots of regular planes say it’s easy to identify a helicopter pilot – he has a permanent case of the shakes.”

Nonetheless, the chopper was used extensively throughout the war at home and on the frontlines. In many instances, it was used to evacuate the wounded from sticky situations, largely in Burma, Manila and China. During Operation Ivory Soap, it performed a more traditional cargo carrying role, transporting ferry parts to Aviation Repair Units. It was also the R-4 that was used to train pilots as part of the RAF Helicopter Training School.

Cierva C.30

Cierva C.30 in flight
Cierva C.30 test flight, 1926. (Photo Credit: Hulton Archive / Getty Images)

Designed by Spanish civil engineer Juan de la Cierva in 1923, the Cierva autogyros are generally considered to be the first of their kind. Many variations were developed over the years, but it was the C.30 that was the best. It was manufactured across the world, with Germany dubbing its version the Focke-Wulf Fw 30 Heuschrecke and France, the LeO C.301.

Kayaba Ka-1 and Ka-2

Kayaba Ka-1 parked on the runway
Kayaba Ka-1. (Photo Credit: Unknown Author / Wikimedia Commons / Public Domain)

Although they didn’t produce nearly as many autogyros or helicopters as other countries during WW2, the Japanese did design two: the Kayaba Ka-1 and Ka-2. The design was based off the American-made Kellett KD-1A, which had been damaged shortly after being imported in 1939.

It took until May 1941 for their first prototype to be flightworthy. Shortly after, work began on the Ka-2, which was powered by a different engine than the Ka-1. Both were designed as reconnaissance, artillery-spotting and anti-submarine rotorcraft, with the latter task being what pilots were trained to perform.
A unit was assigned to the escort carrier Akitsu Maru in 1944 and remained there until the vessel was sunk in November of that year. After that, the Imperial Japanese Army’s fleet of autogyros was moved back onto land. While none successfully sunk an enemy submarine, a number were successfully spotted.
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Aircraft

US Air Force, Pentagon Unveil New B-21 Raider Stealth Bomber

On December 2, 2022, the US Air Force unveiled the Northrop Grumman B-21 Raider, its new dual-capable penetrating strike bomber. Developed to combat China’s growing military, the sixth-generation aircraft features the ability to launch both nuclear and conventional munitions, and will serve as “the backbone of the future Air Force bomber force,” alongside the Boeing B-52 Stratofortress.

Development of a new stealth bomber

Northrop Grumman B-21 Raider parked in a hangar
Unveiling of the Northrop Grumman B-21 Raider, December 2, 2022. (Photo Credit: 94th Airlift Wing / Secretary of the Air Force Public Affairs / DVIDS / Public Domain)

The B-21 Raider came about as part of the Air Force’s ultra-classified Long Range Strike Bomber (LRS-B) Program, which was launched in 2011. Northrop Grumman was awarded a development contract four years later, beating out Boeing and Lockheed Martin.

While a number of aspects regarding the B-21’s development have been kept quiet, a 2015 media report revealed the Air Force was interested in a bomber that could serve three different roles: intelligence collection, battle manager and interceptor. A year later, then-Secretary of the Air Force Deborah Lee James revealed the bomber would be a “fifth-generation global precision attack platform” with networked sensor-shoot capabilities.

The program successfully completed a weapons system Critical Design Review in 2018, and three years later concluded the Environmental Impact Statement (EIS) process. Over 8,000 individuals from 40 states have worked on the B-21, with parts being supplied by Rockwell Collins, BAE Systems, Janicki Industries, Orbital ATK, Pratt & Whitney, Spirit AeroSystems and GKN Aerospace.

What we know about the B-21 Raider’s specs

Northrop Grumman B-21 Raider parked on a stage
Unveiling of the Northrop Grumman B-21 Raider, December 2, 2022. (Photo Credit: FREDERIC J. BROWN / AFP / Getty Images)

As the development process for the B-21 Raider was done behind closed doors, little is known about the stealth bomber – the length of its wingspan hasn’t even been released. That being said, some information has been shared with the public.

As aforementioned, the aircraft is capable of carrying conventional and nuclear weapons, which will consist of both direct-attack and standoff munitions. It’s also been developed with an open system architecture, which US Secretary of Defense Lloyd Austin said will allow for the addition of “new weapons that haven’t even been invented yet.”

The B-21 will also be capable of performing manned and unmanned operations, meaning there’s potential for it to fly without the assistance of an onboard crew. On top of that, it features a coating that makes it harder to detect on radar, with Austin saying that “even the most sophisticated defense systems will struggle to detect” the bomber in the sky.
At first glance, the B-21 looks like the Northrop Grumman B-2 Spirit, which entered service in 1997. While it does feature a similar body to the decades-old strategic stealth bomber, Kathy Warden, the chief executive of Northrop Grumman, says that’s where the similarities end.
“The way it operates internally is extremely advanced compared to the B-2, because the technology has evolved so much in terms of the computing capability that we can now embed in the software of the B-21,” she said at the unveiling ceremony. The B-21 is also slightly smaller than its predecessor, to allow for increased range.

Named for the Doolittle Raiders

James Doolittle, Richard Cole, Henry Potter, Fred Braemer and Paul Leonard standing together
Crewmen of aircraft #1 during the Doolittle Raid: Lt. Col. James Doolittle, Lt. Richard Cole, Lt. Henry Potter, Staff Sgt. Fred Braemer and Staff Sgt. Paul Leonard. (Photo Credit: US Army Air Forces / US Air Force / Wikimedia Commons / Public Domain)

The B-21 Raider was named for the Doolittle Raiders, who launched a surprise attack against Japan during the Second World War. Not only did this force the country’s military to recall its combat forces for home defense, the actions of the group greatly increased morale on the American side.

Led by Lt. Col. James Doolittle of the US Army Air Forces, the pilots served as part of a “joint Army-Navy bombing project” and flew the North American B-25B Mitchell, a medium bomber that saw combat in every theater of the conflict. While serving in the Pacific, the aircraft was used to perform low-level strafing and bombings on Japanese airfields.

On April 18, 1942, 16 B-25Bs, each manned by a crew of five, took off from the USS Hornet (CV-8) and flew toward the Japanese archipelago. Once they arrived over Tokyo and the surrounding industrial area, they began bombing manufacturing and military targets. While the raid caused relatively little damage when compared to similar missions conducted during the war, it did have a psychological impact and resulted in the deaths of 50 people on the ground.
Of the 16 aircraft that took to the air, only 14 full teams made it back. One crew was killed in action (KIA), while eight crewmen were captured by Japanese forces in Eastern China. The 16th B-25B landed in the Soviet Union. Its crew was held for a year, after which they were secretly returned to the United States.

B-21 Raider reveal

Northrop Grumman B-21 Raider parked on a stage
Unveiling of the Northrop Grumman B-21 Raider, December 2, 2022. (Photo Credit: Chad McNeeley / Secretary of Defense Public Affairs / DVIDS / Public Domain)

As aforementioned, the B-21 Raider was unveiled during a ceremony at Plant 42 in Palmdale, California on December 2, 2022. The presentation began with a flyover by the three bombers still in service with the Air Force – B-52, B-2 and the Rockwell B-1 Lancer – after which the hangar doors opened to reveal the new stealth bomber.

The B-21 is the first American stealth bomber to be developed in over 30 years, with Austin saying during the ceremony, “The B-21 Raider is the first strategic bomber in more than three decades. It is a testament to America’s enduring advantages in ingenuity and innovation. And it’s proof of the Department’s long-term commitment to building advanced capabilities that will fortify America’s ability to deter aggression, today and into the future.”

He added, “The B-21 looks imposing. But what’s under the frame and the space-age coatings is even more impressive. Let’s talk about the B-21’s range. No other long-range bomber can match its efficiency. It won’t need to be based in-theater. It won’t need logistical support to hold any target at risk.”

Future operations for the B-21 Raider

Northrop Grumman B-21 Raider parked outside at night
Unveiling of the Northrop Grumman B-21 Raider, December 2, 2022. (Photo Credit: 94th Airlift Wing / Secretary of the Air Force Public Affairs / DVIDS / Public Domain)

At present, six B-21 Raiders are in production, with the Air Force stating it would like to acquire a minimum of 100 units, at a price tag of around $692 million USD. This cost would include support equipment, engineering, flyaway costs, spare parts and training.

In 2021, it was announced the aircraft’s first main operating base and the location of the Formal Training Unit would be Ellsworth Air Force Base, South Dakota, with future homes being Whiteman Air Force Base, Missouri and Dyess Air Force Base, Texas. Additionally, depot planning will occur at the Air Force Sustainment Center at Tinker Air Force Base, Oklahoma, while the B-21 Combined Test Force would be based out of the Air Force Test Center at Edwards Air Force Base, California.

The B-21 is scheduled to undergo its first test flight in mid-2023, with it projected to enter service around 2027 as a replacement for the B-1 and B-2. It’s currently in the ground test phase, with officials conducting stress tests, scrutinizing the bomber’s basic functions and evaluating the application of its exterior coating.
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Aircraft

The V-280 Valor Will Replace the US Army’s Fleet of Black Hawk and Apache Helicopters

The US Army has awarded Bell and Lockheed Martin a contract to replace its aging fleet of Sikorsky UH-60 Black Hawks and Boeing AH-64 Apaches. Worth between $1.2 and $7 billion, the deal is the service’s largest helicopter procurement in 40 years. Here’s what we know about the Bell V-280 Valor, the tiltrotor aircraft set to be the Army’s next air utility vehicle.

A number of companies have contributed to the V-280 Valor

Bell V-280 Valor in flight
Bell V-280 Valor showcasing its high-speed cruise configuration at the 2019 Alliance Air Show in Fort Worth, Texas. (Photo Credit: Danazar / Wikimedia Commons CC BY-SA 4.0)

The Bell V-280 Valor is being developed as part of the US Army’s Future Vertical Lift (FVL) program. In June 2013, the tiltrotor was selected as part of the service’s Joint Multi-Role (JMR) Technology Demonstrator (TD) phase, meaning officials believed the design to be well-conceived and technically or scientifically sound. It also signaled that Bell Textron was on track to provide a vehicle that met the needs laid out by the Army.

A few months later, Bell revealed it would be partnering with Lockheed Martin to develop the V-280, with the latter providing sensors, integrated avionics and weapons. In addition to Lockheed, a number of other companies were announced as providing equipment for the rotorcraft.

GKN will provide the tail structure, while Eaton Corporation is responsible for the power generation and hydraulics systems. This will be paired with power distribution systems developed by Astronics Advanced Electronic Systems Corp. Israel Aerospace Industries (IAI) is contributing the V-280’s nacelle structures, while Moog Inc. will provide the flight control systems. TRU Simulation + Training has been tasked with producing a high-fidelity marketing simulator and desktop maintenance trainer.

While General Electric (GE) AeroSpace was initially tasked with providing the V-280’s engines, the decision was later made to go with a derivative of the Rolls-Royce T406/AE 1107C used by the Bell-Boeing V-22 Osprey.

Up against Boeing and Sikorsky

Sikorsky-Boeing SB-1 Defiant in flight
Sikorsky-Boeing SB-1 Defiant undergoing a flight demonstration at William P. Gwinn Airport in West Palm Beach, Florida, February 2020. (Photo Credit: Sgt. Dana Clarke, U.S. Army / Sikorsky Flight Demo / Wikimedia Commons / Public Domain)

In October 2013, the Army awarded a technology investment agreement (TIA) to Bell to further develop the preliminary design for the V-280 Valor. The company was up against other competitors and awarded $6.5 million for this phase of the JMR program. Bell also invested an undisclosed amount of its own funds.

Just under a year later, the joint Bell-Lockheed design was selected to move forward, as was a rotorcraft developed by Boeing and Sikorsky, dubbed the SB-1 Defiant. Progress continued to be made on the V-280, with it undergoing a number of tests in 2017, including its first test flight that December.

In June 2021, Bell retired its flight demonstrator version of the tiltrotor, with it having flown over 214 hours. It had conducted 15 sorties under the operation of five Army pilots, who provided integral feedback. It wasn’t until December 2022 that the Army announced that the V-280 would be the Future Long-Range Assault Aircraft (FLRAA) design that would replace its UH-60 Black Hawk and AH-60 Apache fleets.

What we know about the V-280 Valor

Bell V-280 Valor hovering over a runway
Bell V-280 Valor at the 2019 Fort Worth Alliance Air Show at Fort Worth Alliance Airport. (Photo Credit: Michael Barera / Wikimedia Commons CC BY-SA 4.0)

Given it’s still in the development and design phase, little is known about the V-280 Valor. However, Bell has shared a few tidbits, the most notable of which is the claim that the tiltrotor will handle much like a regular helicopter, in terms of its low-speed agility. It’s also the size of a medium-lift chopper, meaning it’ll cost around the same as an AH-64E or a Sikorsky MH-60M Seahawk.

The V-280 has a cruising speed of 280 knots (hence its name), with a top speed of 300 knots. The tiltrotor’s range is said to be 2,400 miles, with an effective combat range of between 580 and 920 miles. This is due to the fact that an emphasis has been placed on its weight, with the wing, tail and fuselage being built from light-weight composites.

Unlike similar rotorcraft, the V-280’s engines remain in place while the drive shaft and rotors tilt. Additionally, the drive shaft runs through the straight wing, allowing for a single engine (it has two) to power the tiltrotor, should a loss of engine occur. The tail structure and ruddervators designed by GKN will also allow for increased maneuverability and control.
On top of this, the V-280 will be manned by a crew of four, with the ability to carry up to 14 servicemen, and will be able to carry a  M777A2 howitzer, thanks to its dual cargo hooks.

Development of a possible attack variant

Bell V-280 Valor in flight
Bell V-280 Valor. (Photo Credit: Courtesy Photo / U.S. Army Acquisition Support Center / DVIDS / Public Domain)

In addition to the utility variant of the V-280 Valor, Bell has revealed that it’s also working on an attack version of the tiltrotor, dubbed the AV-280. According to both it and Lockheed, the AV-280 will have the ability to launch rockets, small unmanned aerial vehicles (UAVs) and missiles without rotor interference, even in forward flight and cruise modes.

While the concept of having one rotorcraft to replace both utility and attack helicopters is appealing to some military branches, such as the US Marine Corps, the Army has stated that it’s not all that interested in the idea and would prefer to have individual systems for each mission type.

What’s next for the V-280 Valor?

Two Bell V-280 Valor tiltrotors hovering over tanks in the desert
Artist’s depiction of the Bell V-280 Valor in a combat situation. (Photo Credit: Courtesy Photo / U.S. Army Acquisition Support Center / DVIDS / Public Domain)

According to Bell and the Army, the next 19 months will see the design and development of a virtual prototype, with a cash infusion of $232 million from the military. No actual aircraft will be produced during this stage. If everything goes according to plan, the aim is to have the V-280 Valor enter service by the 2030 fiscal year.Once in service, the V-280 will operate in a number of capacities. Along with providing long-range assault solutions, it will likely also be deployed during humanitarian assistance missions. As well, pilots will also be able to provide visual assistance to ground troops in difficult environments, thanks to its onboard dashboard features.

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Aircraft

Photos That Showcase the Durability of American Aircraft During World War II

Given the numerous theaters American aircraft flew in throughout World War II, it’s no wonder the majority suffered extensive damage at the hands of the enemy. The following photos show the destruction sustained by various aircraft while in combat, as well as details regarding just how the Americans went about constructing and repairing their aerial vehicles, from production to secret operations.

Production of American aircraft during World War II

American assembly lines during World War II were impressive in all areas, but none more so than in the aircraft sector. Although the United States was manufacturing its own aircraft before the conflict began, it increased production to an impressive rate from 1939-45.

Two airmen staring at the damaged under-section of a Boeing B-17 Flying Fortress
Members of an American Boeing B-17 Flying Fortress crew look at their damaged bomber following a raid on Debrecen, Hungary, September 1944. (Photo Credit: Mondadori / Getty Images)
Lt. Charles Easey kneeling beside the damage propeller of his Republic P-47 Thunderbolt
Lt. Charles Easey of the 12th Air Division looking at the damage sustained by his Republic P-47 Thunderbolt after action over northern Italy, October 1944. (Photo Credit: Mondadori / Getty Images)

In 1939, the US produced 3,000 aircraft, and by the end of World War II, 300,000 had left assembly lines. Over the course of just six years, the country’s aircraft industry became its most productive sector, in part because automobile manufacturers changed their day-to-day to support the war effort. They did this by producing various aircraft parts.

Lt. Quentin Aanenson and another airmen look at the damaged undercarriage of his Republic P-47 Thunderbolt
Lt. Quentin Aanenson inspects the damaged undercarriage of his Republic P-47 Thunderbolt after being hit by flak on an anti-tank mission against German forces in Normandy, August 1944. (Photo Credit: Haywood Magee / Picture Post / Hulton Archive / Getty Images)
Torpedo bomber with shrapnel damage toward the tail section
US Marine Corps torpedo bomber hit by flying shrapnel after the Japanese launched shells toward the air strips on Bougainville, March 1944. The 400 holes in the aircraft were repaired, and it was ready to fly the next morning. (Photo Credit: G.W. Circle / National Archives / Wikimedia Commons / Public Domain)

Most notably, America produced the Boeing B-17 Flying Fortress and B-29 Superfortress, the Curtiss P-40 Warhawk, the Republic P-47 Thunderbolt and the North American P-51 Mustang. All were heavily used in each theater of the war.

“Keeping them flying”

Ground crews were instrumental in maintaining the many types of American aircraft flown during World War II, which involved everything from repairing damage sustained in battle to making alterations so they operated more effectively. Although their job was typically reduced to “keeping them flying,” it was much more complex.

Ground crews repairing a damaged aircraft
Ground crews working on an aircraft damaged in the Japanese attack on Pearl Harbor, December 1941. (Photo Credit: CORBIS / Getty Images)
Lt. Louis Zamperini looking through a large hole in his damaged aircraft
Lt. Louis Zamperini examines damage to the fuselage of his Consolidated B-24 Liberator, May 1943. The large hole was caused by a cannon shell fired from a Japanese-flown Mitsubishi A6M Zero, which scored three other hits before Zamperini’s aircraft managed to fly back. (Photo Credit: PhotoQuest / Getty Images)

Mechanics underwent three steps of training: basic, technical and unit. They would select a specialty, after which they’d undergo extensive training to become either a welder, metal worker or propeller specialist. Beginning in 1943, every American airman had to wear a special patch on their uniform to indicate what their technical specialty was.

Airman examining a large hole in the wing of the Martin B-26 Marauder Idiot's Delight II
Airman with the Eighth Air Force inspects a gaping hole in the wing of the Martin B-26 Marauder Idiot’s Delight II after it returned from battle against German forces in France, September 1943. (Photo Credit: Samuel Goldstein / Keystone Features / Getty Images)

In most cases, the crewmen would be transferred to a squadron once their training was complete, and they were able to focus on repairs and maintenance. They traveled with their units to their intended operational theater, which some were able to choose. Other mechanics were sent to work at depots or in mobile repair units.

Air Service Command

On a much larger scale than individual squadron mechanics, the Air Service Command, as it was known during World War II, played a major role in the repair of American aircraft operated by the US Army Air Forces. Essentially, its role was to manage the storage and distribution of supplies needed to repair and maintain aircraft operating in the many theaters of the conflict.

Tom Trainer and Jim Davis standing next to the damaged Martin B-26 Marauder Miss Emily
Navigator Tom Trainer stands with pilot Jim Davis next to the Martin B-26 Marauder Miss Emily, which was damaged during a mission, 1942. (Photo Credit: Hulton-Deutsch Collection / CORBIS / Getty Images)
Boeing B-17C Flying Fortress parked on the tarmac with its back half missing
Damaged Boeing B-17C Flying Fortress on the tarmac at Hickam Field after the Japanese attack on Pearl Harbor, December 1941. (Photo Credit: Hulton Archive / Getty Images)

While its members operated out of the US, it was also responsible for controlling the many air depots outside of the country’s continental limits. Throughout the war, however, what the Air Service Command controlled fluctuated greatly, as officials realized it was better for an individual unit commander to have control over their resources.

Boeing B-17 Flying Fortress with extensive damage to its nose
Extensive damage sustained to the nose of a Boeing B-17 Flying Fortress after being shot by anti-aircraft artillery during bombing runs over Germany. (Photo Credit: USAAF / Interim Archive / Getty Images)
Two airmen inspecting a damaged Boeing B-17 Flying Fortress
Airmen checking a damaged Boeing B-17 Flying Fortress in Italy following a raid on Debrecen, Hungary, September 1944. (Photo Credit: Mondadori / Getty Images)

The Air Service Command had many bases in the US, which were used for a variety of purposes, including the training of 5,000 men to repair aircraft as part of a top-secret project. This work was done out of its base at Brookley Army Air Field, Alabama.

Operation Ivory Soap

While most aircraft were maintained by standard ground crews, there were special fleets used in the Pacific Theater to keep them in the fight. Operation Ivory Soap was a classified project, which saw six Liberty ships converted into repair vessels.

Ground crews standing below a Douglas C-47 Skytrain missing a number of parts
Douglas C-47 Skytrain being dismantled at an Air Service Command salvage depot, as sufficient parts for repair couldn’t be obtained, 1944. (Photo Credit: Photo12 / UIG / Getty Images)

These large vessels were specifically used to repair the B-29, as the aircraft was at the heart of the American forces’ island hopping strategy in the Pacific during World War II. These repair ships meant aircraft conducting long distance missions away from Allied airfields had somewhere to land for repairs, refueling and rearmament.

Lt. W.J. Hoelle staring at damage to a Lockheed P-38 Lightning
Lt. W.J. Hoelle surveying the damage to the wing of a Lockheed P-38 Lightning in North Africa, 1943. (Photo Credit: European / FPG / Getty Images)

In addition to Liberty ships, there were also 18 Aircraft Maintenance Units used to repair smaller fighter aircraft, helicopters and amphibious vehicles on auxiliary aircraft repair ships. The first Aircraft Repair Unit was deployed in October 1944, with the remainder of the fleet sent into the field by February 1945.

Unfortunately, regardless of the attempts made to repair American aircraft, there sometimes wasn’t anything that could be done about the heavy wear they faced during aerial combat. By the end of World War II, it’s estimated the American forces lost nearly 95,000 aircraft, of which 52,951 were destroyed or severely damaged during combat or missions in the field. That being said, their engineering was such that many allowed for their pilots to safely return to base, despite their damage.
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Aircraft

Blohm & Voss BV 141: The Asymmetrical German Aircraft That Shouldn’t Have Been Able to Fly – But Did

The Blohm & Voss BV 141 was designed as a tactical reconnaissance aircraft. While passed over by the German Air Ministry for the Focke-Wulf Fw 189 Uhu, it became the better known of the two, due to its asymmetrical body. The aircraft’s unusual design made it appear as though it shouldn’t have been able to safely take to the air. However, tests showed it was able to fly without issue.

Blohm & Voss BV 141 parked on a runway
Blohm & Voss BV 141. (Photo Credit: Aircraft of the Fighting Powers Vol III / H J Cooper / O G Thetford / D A. Russell / Wikimedia Commons / Public Domain)

In 1937, two years prior to the start of World War II, the Air Ministry issued a call to German manufacturers for a single-engine reconnaissance aircraft. A number of companies submitted designs, with the favorable option initially being the Arado Ar 198. When the prototype proved to be unsuccessful, however, the two-engine Focke-Wulf Fw 189 Uhu was chosen, despite not meeting the single-engine requirement laid out by the Luftwaffe.

Privately, Blohm & Voss began working on their own design for a new reconnaissance aircraft, resulting in the creation of the BV 141. Developed by German military aircraft designer Richard Vogt, it featured a rather unusual asymmetrical design that made it appear lopsided both on the ground and from the air.

Both the starboard and port sides were connected via the wing element at the forward portion of the aircraft. While the BV 141’s design should have meant it couldn’t safely take to the air, due to a risk of rolling, its weight was evenly supported by lift from the wings.
Two pilots standing in front of a grounded Blohm & Voss BV 141
Blohm & Voss BV 141. (Photo Credit: Unknown Author / P.K. Luftwaffe / Wikimedia Commons CC BY-SA 3.0 de)

In terms of armaments, the Blohm & Voss BV 141 featured a total of four machine guns – two rear-mounted flexible 7.92 mm MG 15s and two fixed-forward 7.92 mm MG 17s. The aircraft was also equipped to carry four SC 50 bombs.

Initially, the BV 141 was powered by a BMW 132N radial engine, which ran the aircraft’s three-blade propeller system. This was later upgraded to the more powerful BMW 801, which provided it with a range of 1,200 miles. The BV 141’s maximum speed was 229 MPH at sea level and 272 MPH at an altitude of 5,000 meters.

Pilot sitting in the Plexiglas-glazed gondola on the starboard side of the Blohm & Voss BV 141
Pilot sitting in the Plexiglas-glazed gondola on the starboard side of the Blohm & Voss BV 141. (Photo Credit: Scholz / Wikimedia Commons CC BY-SA 3.0 de)

Three prototypes and an additional five BV 141As were produced for evaluation by the Air Ministry. The aircraft’s development wasn’t supported by many, but did have an advocate in Generaloberst Ernst Udet, a World War I veteran and the director of the Air Ministry’s research and development section.

The BMW 801 engine was installed in the BV 141B after the Air Ministry determined the initial version of the aircraft was underpowered. However, by the time the “B” variant was produced, the Fw 189 had already entered production. As well, the BMW 801 was needed for more proven aircraft, such as the Focke-Wulf Fw 190 Würger, lessening the likelihood the BV 141 would have entered full-scale service.

Blohm & Voss BV 141 in flight
Blohm & Voss BV 141. (Photo Credit: Unknown Author / P.K. Luftwaffe / Wikimedia Commons CC BY-SA 3.0 de)
A total of 20 Blohm & Voss BV 141Bs were ordered, all of which were produced and delivered. As the Allied forces advanced into Germany, a number of wrecked ones were discovered. One was captured by the British and sent back to the United Kingdom for examination.
None survived into the 21st century.
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Aircraft

The US Air Force Panicked When Its Top-Secret Stealth Fighter Crashed Into the California Wilderness

In July 1986, a Lockheed F-117 Nighthawk crashed in Sequoia National Forest – not that the US Air Force wanted anyone to know. As the incident began making headlines nationwide, the military went to great lengths to keep the identity of the aircraft a secret, going to far as to replace the wreckage with that of a McDonnell F-101A Voodoo.

What officials failed to realize is that they were actually increasing public interest in their attempts to keep everything classified.

Mysterious crash in Sequoia National Forest

Burned sequoia trees in Sequoia National Forest
Sequoia trees damaged by wildfires that occurred in Sequoia National Forest in 2017. (Photo Credit: Carlos Avila Gonzalez / The San Francisco Chronicle / Getty Images)
On July 11, 1986, the US Air Force conducted a test flight of the F-117 Nighthawk, which, at the time, was still a top-secret project. At around 2:00 AM that morning, the aircraft crashed while flying over Sequoia National Forest, killing the pilot and triggering a 150-acre brush fire. The blaze was eventually brought under control by firefighters from Kern County and the US Forest Service.
In a statement, the Kern County Sheriff’s Office said, “The whole area has been restricted, including the air space above the crash site. There will be military aircraft in the area, and anyone entering the area will be dealt with appropriately by the Air Force.”
A statement from the Air Force was equally as vague, only revealing that a US military aircraft had crashed in a general area of Sequoia National Forest and that a board of officers had been appointed to investigate the incident. “That’s the guidance we’ve been given from Washington,” said Staff Sgt. Lorri Wray. “We can’t give out any details.”
All a Pentagon spokesperson would reveal, when asked, was that the aircraft was “not a bomber.”

Replacing the F-117 Nighthawk with an F-101A Voodoo

McDonnell F-101A Voodoo parked on a runway
To keep the development of the Lockheed F-117 Nighthawk a secret, the US Air Force replaced the wreckage with that of a McDonnell F-101A Voodoo. (Photo Credit: USAF / Wikimedia Commons / Public Domain)

US Air Force personnel worked diligently to pick up the debris from the F-117 Nighthawk, after which the downed aircraft was replaced by a crashed F-101A Voodoo, which had been stored at the mysterious Area 51 in Nevada. The former had been out of service with the Air Force since 1972 and the Air National Guard since ’82.

The crash immediately sparked public attention, with many assuming the aircraft had originated from Edwards Air Force Base, California, located approximately 65 miles from the crash site. The speculation arose due to the fact that aircraft tested out of the base are often more-advanced than those one would typically see take to the skies. These include prototypes, new bombers and ordinary aircraft that have been modified.

Among those tested there have been the Northrop F-20 Tigershark and the Rockwell B-1 Lancer.

Sources incorrectly reveal the aircraft was an F-19

Lockheed F-117A Nighthawk in flight
Lockheed F-117A Nighthawk. (Photo Credit: Images Press / Getty Images)

In an article published by the Associated Press on the day of the crash, International Arms Combat editor Andy Lightbody shared that unnamed sources had told him the aircraft was an F-19. The largely-hypothetical aircraft, which the US Air Force has never confirmed actually exists, has long been a topic of legend among those with an interest in military aviation.

The idea that the US military was developing a classified stealth aircraft with the designation “F-19” came about following the announcement for the F-20. As its predecessor was the McDonnell Douglas F/A-18 Hornet, many assumed a new fighter would have been given the next number in the sequence. Since that wasn’t the case, speculation arose regarding a top-secret project.

The Air Force quickly dispelled these rumors, saying the discrepancy was the result of Northrop specifically requesting that the Tigershark have the F-20 designation. Despite this, there are some who believe the F-19 to have been in development, with the task of manufacturing the fighter given to Lockheed.

Unveiling the F-117 Nighthawk

Prototype for the Lockheed Martin Have Blue parked near a building
Lockheed Martin presented the Have Blue to DARPA for consideration as the US Air Force’s next stealth fighter. The prototype eventually became the F-117 Nighthawk. (Photo Credit: US Air Force / DARPA / Wikimedia Commons / Public Domain)

The Lockheed F-117 Nighthawk came about in the 1970s in response to a study conducted by the Defense Advanced Research Projects Agency (DARPA), which found that aircraft manned by the United States were unexpectedly vulnerable to adversary forces. This led the agency to hold a competition for a new stealth fighter design, which Lockheed Martin’s Skunk Works won.

A few years after the contract was awarded, in 1981, the F-117 underwent its first test flight, with deliveries to the US Air Force occurring the following year. Despite becoming operational just two years later, the stealth fighter was kept shrouded in secrecy, with the military only revealing its development to the public in 1988. Two years later, civilians were given their first glimpse of the aircraft.

Only 64 were built during the F-117’s service life, of which five were prototypes. Along with seeing service during the Gulf War, the aircraft featured in the Yugoslav Wars, during which one was shot down by a surface-to-air missile (SAM). The stealth fighter was retired in 2008 and replaced by the Lockheed Martin F-22 Raptor.
Despite this, a fleet of F-117s are kept in airworthy condition.

F-117 Nighthawk specs

Lockheed F-117 Nighthawk dropping a GBU-27 Paveway III mid-flight
Lockheed F-117 Nighthawk dropping a GBU-27 Paveway III laser-guided bomb during an exercise. (Photo Credit: MSGT EDWARD SNYDER / Defense Link / Wikimedia Commons / Public Domain)
Designed to deflect radar, the F-117 Nighthawk featured angled panels coated with radar-absorbing material, making the aircraft virtually invisible on-screen. It was capable of reaching a maximum speed of Mach 0.92, thanks to its two General Electric F404-F1D2 turbofan engines, and had a range of 1,070 miles.
Other important features were that the F-117 had a V-tail and was air refuelable. Additionally, it was operated through the use of quadruple-redundant fly-by-wire flight controls, which had been derived from those used by the General Dynamics F-16 Fighting Falcon, the F/A-18 Hornet, the McDonnell Douglas F-15E Strike Eagle and the Boeing B-52 Stratofortress.
Flown primarily by the US Air Force, the stealth fighter was operated by the 412th Test Wing out of Edwards Air Force Base; the 4450th Tactical Group and 37th Tactical Fighter Wing out of Tonopah Test Range, in Nevada; and the 49th Fighter Wing out of Holloman Air Force Base, New Mexico.
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Aircraft

F-16 vs F-18: Key Differences Between the US Military’s Most Iconic Fighters

General Dynamics F-16 Fighting Falcon vs McDonnell Douglas F-18 Hornet – which one would win in an aerial battle? These two aircraft are among the most dependable and deadly in the US military’s arsenal, and they’ve helped win wars, defend ships and redefine the technological prowess that is American innovation.

Despite their similarities, the F-16 and F-18 have a number of differences, and it’s these that’ll reveal which aircraft is truly the most superior of the two.

History of the F-16 Fighting Falcon and F-18 Hornet

McDonnell Douglas F-18 Hornets parked on the flight deck of the USS Harry S. Truman (CVN-75)
McDonnell Douglas F-18 Hornets onboard the USS Harry S. Truman (CVN-75), 2018. (Photo Credit: Aris Messinis / AFP / Getty Images)

The General Dynamics F-16 Fighting Falcon, now manufactured by Lockheed Martin, was introduced in 1978. This multirole, air superiority fighter costs upwards of $14 million to produce, and its adaptability and speed make it an indispensable fixture of the Air Force.

Over 4,600 have been manufactured since 1973, with a number of countries (Pakistan, Chile, Belgium, etc.) operating the aircraft through such conflicts as Operation Desert Storm, the 1982 Lebanon War and the Soviet-Afghan War. The F-16’s combat success and popularity has resulted in the fighter becoming the world’s most numerous fixed-wing aircraft in active military service.

The McDonnell Douglas F-18 Hornet was introduced in 1983 as America’s first all-weather fighter and attack aircraft. Flown by both the US Navy and Marine Corps, it’s designed to deploy from aircraft carriers and is considered one the most aerodynamic aircraft operated by the US military.
The F-18 is favored for its increased weapons-carrying abilities. It’s operated by such countries as Spain, Finland and Canada, among others, and has seen action during the likes of Operation El Dorado Canyon, the War In Afghanistan and the Iraq War.
In 1999, the Boeing F/A-18E/F Super Hornet entered service, as a replacement for the Grumman F-14 Tomcat. Larger and more advanced than the standard F-18, its equipped to carry air-to-surface and air-to-air missiles, with its primary armament being the M61 Vulcan. Over 600 have been produced, and it continues to serve alongside its less-advanced predecessor.

F-16 vs F-18 – Which has the better design?

Lockheed Martin F-16CJ Fighting Falcon in flight
Lockheed Martin F-16CJ Fighting Falcon. (Photo Credit: US Air Force / Getty Images)

Despite its earlier design, the F-16 Fighting Falcon is one of the most cost-effective, efficient and maneuverable aircraft in the Air Force’s arsenal. Thanks to the development of older aircraft, such as the McDonnell Douglas F-15 Eagle and General Dynamics F-111 Aardvark, it’s equipped with reliable systems that give it a wide combat radius.

The F-16 was developed during the Lightweight Fighter (LWF) program as the YF-16. It can locate targets, regardless of weather conditions, and can fly more than 500 miles in an air-to-surface role. The aircraft can deliver weapons with extreme accuracy, all while defending itself from enemy action. It’s also the first to use the relaxed static stability/fly-by-wire (RSS/FBW) flight control system, giving it increased maneuverability and performance.

The cockpit of the F-16 was redesigned to include a bubble canopy, which gives pilots increased visibility through the side and rear. A side-stick controller was also implemented for better control while performing high-g missions. This feature includes hand pressure sensors that send electrical signals to the flight control systems, allowing for increased instantaneous changes while in a tense combat situation.

Onboard avionics systems are equipped with advanced navigation, including enhanced global positioning (GPS) and inertial navigation systems (EGI), which send information to pilots. Counter-pressure pods, high-tech radios and instrument landing systems are also integrated into the aircraft.
The F-18 Hornet is also an all-weather fighter that features a fly-by-wire system, advanced navigation and other similar features. However, one aspect sets it apart from the F-16. Its canted vertical stabilizers allow for the F-18’s extremely high angle of attack, giving pilots the ability to perform high-g pull-ups à la Top Gun (1986).
On top of this, the F-18 was designed with Leading-Edge Extensions (LEXs), allowing pilots to remain in control while flying at higher altitudes. It was built with the intention of requiring less maintenance, meaning reduced downtime is required between missions.
Finally, the F-18 was one of the first to use multifunction displays, meaning pilots can switch between fighter and attack roles (or both) with just the push of a button.

F-16 vs F-18 – Need for speed

General Dynamics F-16 Fighting Falcon in flight
General Dynamics F-16 Fighting Falcon. (Photo Credit: Muhammed Enes Yildirim / Anadolu Agency / Getty Images)

Both the F-16 Fighting Falcon and F-18 Hornet are capable of reaching incredible speeds. However, they do differ ever so slightly. The former can reach a top speed of Mach 2 – twice the speed of sound. The F-18, on the other hand, can only reach Mach 1.7-1.8.

The two also have different engines. The F-16 is a single-engine aircraft equipped with one of two types of power plants, either a Pratt & Whitney F100-PW-200/220/229 or a General Electric F110-GE-100/129. These produce around 29,000 pounds of thrust. The F-18 is powered by two General Electric F404-GE-402 turbofan engines, which produce 17,750 pounds of thrust.

Survivability is greatly affected by the number of engines an aircraft has. If an F-16 loses its lone one, the pilot has no choice but to eject before the fighter nose dives. F-18s, however, can survive on one engine if the other is lost, enabling the aircraft to safely return back to the aircraft carrier.

F-16 vs F18 – How do they fair in aerial combat?

McDonnell Douglas F-18 Hornet in flight
McDonnell Douglas F-18 Hornet. (Photo Credit: LCPL John Mcgarity / USMC / Wikimedia Commons / Public Domain)

Combat is where the F-16 Fight Falcon and F-18 Hornet truly take off. Both are capable of air-to-air, air-to-ground, surveillance and reconnaissance missions. Several slight differences help define this. The F-18 has a range of 1,253 miles, vs the F-16’s much higher 2,002 miles. The latter also has a higher ceiling of 55,000 feet, compared to the F-18’s 50,000 feet.

The F-16 can stay in the air for much longer without refueling. It’s also faster and more maneuverable, and can withstand higher g than the F-18. Its smaller size and bubble canopy cockpit provide increased visibility, a key factor in determining the outcome of a mission.

One study analyzed dogfight victories by looking at the correlation between who was able to get “eyes on” their targets first and the outcome of the engagement. Typically, whoever first saw their opponent had an immediate advantage, and a wider range of visibility combined with a smaller aircraft meant the F-16 would have a better chance of locking eyes first.

F-16 vs F-18 – How maneuverable are these advanced aircraft?

General Dynamics F-16 Fighting Falcon in flight
General Dynamics F-16 Fighting Falcon. (Photo Credit: Master Sgt. Benjamin Bloker / USAF / Wikimedia Commons / Public Domain)

Speed and firepower are only half of what makes an aircraft successful in combat. The ability to maneuver through the air and around enemies and obstacles can make all the difference when pursuing – or outrunning – someone.

The F-16 Fighting Falcon can handle maneuvers of up to 9 g, giving it the ability to quickly change direction at incredible speeds and angles. During the design process, the engineers at General Dynamics selected a variable-camber wing with airfoil, which can be adjusted through the relaxed static stability/fly-by-wire flight control system.

The F-16 was also intentionally designed to be slightly aerodynamically unstable, to reduce drag and improve its maneuverability. When an aircraft is aerodynamically stable, more effort has to be exerted, producing drag and lessening maneuverability. This and the fighter’s combat radius “exceed that of all potential threat fighter aircraft.”
The F-18 Hornet is close behind with 7.5 g worth of maneuverability. Its thrust-to-weight ratio and dual engines help make it a powerful opponent in a dogfight, and its Leading Edge Extensions and canted vertical stabilizers allow for easy handling, even when attacking at high angles. Similarly to the F-16, it features a digital fly-by-wire control system.

F-16 vs F-18 – Firepower is where it’s at

Boeing F/A-18E Super Hornet on the flight deck of the USS Nimitz (CVN-68)
Boeing F/A-18E Super Hornet onboard the USS Nimitz (CVN-68), 2013. (Photo Credit: Alberto Pizzoli / AFP / Getty Images)

Air Intercept Missiles (AIMs) are a key part of combat for modern aircraft, but the F-16 Fighting Falcon originally didn’t equip radar-guided missiles. It wasn’t until the Block 15 ADF variant was unveiled in 1986 that it was able to fire the AIM-7 Sparrow.

Other air-to-air missiles equipped by the F-16 include the AIM-9 Sidewinder, the MBDA R550 Magic 2, the Raytheon AMRAAM, and the MBDA Skyflash and ASRAAM. Ordnance is fired from nine hard points – three under each wing, one on each wing tip and another under the fuselage – and launched via LAU-88 launchers and MAU-12 and Orgen ejector racks.

The port wing of the F-16 contains a 20 mm General Electric M61A1 multi-barrel cannon. There are also several air-to-surface missiles that can be carried by the aircraft (Maverick, Shrike and HARM), as well as anti-ship missiles, such as the AGM-119 Penguin and AGM-84 Harpoon. This is on top of its Paveway laser-guided bombs, smaller munitions, and Joint Standoff and Direct Attack weapons.
The F-18 Hornet could carry radar-guided missiles from the get-go, as it was designed to replace an attack aircraft and defend aircraft carriers. It’s largely equipped with the same armament as the F-16 – it’s just that, for the most part, it had many of the weapons when it entered service.

Which is the better aircraft?

Aerial view of military aircraft parked on a runway
US Air Force aircraft. (Photo Credit: aviation-images.com / Universal Images Group / Getty Images)

Despite their differences, the F-16 Fighting Falcon and F-18 Hornet are both cutting-edge, dependable and lethal. Some say it has less to do with the aircraft and everything to do with the pilots who fly them. One Air Force traffic controller shared his opinion on the best pilots in the military, telling SOFREP:

“[The Navy pilots] are very precise flyers. When they would come in on a landing approach they would be dead perfect on the glide path. I can’t remember ever telling any of those Navy guys to correct their rate of descent or speed. They would be flying PERFECTLY on it the whole time. […] They were just… better.”

Certain aircraft are also more suited to different scenarios. An F-16 would be a better choice for long-range missions that require more speed and maneuverability, while the F-18 would provide more firepower and offensive capabilities in a combat scenario. While the former was initially slated to be replaced by 2025, delays have resulted in it being guaranteed a further two decades of service. The F-18s are slated to be replaced at some point between 2025-30.