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Sikorsky MH-53 Pave Lows had the ability to perform both search and rescue and special operations missions. “Pave” stands for “Precision Avionics Vectoring Equipment,” the all-weather sensor system that converted several HH-53s into these advanced helicopters. Their long service life with the US military is proof of their effectiveness, with them having racked up a long list of missions and flight hours.

Early variants of the Sikorsky HH-53

Sikorsky HH-53 “Super Jolly Green Giant” with the 40th Aerospace Rescue and Recovery Squadron over Vietnam, October 1972. (Photo Credit: Ken Hackman / USAF / Wikimedia Commons / Public Domain)

The HH-53 was similar to the Sikorsky CH-53A Sea Stallion flown by the US Marine Corps. Better known as the “Super Jolly Green Giant,” it operated throughout the Vietnam War. The HH-53B variant had a retractable in-flight refueling probe and a rescue hoist located just above the passenger door. It held spindle-shaped jettisonable 650-gallon fuel tanks and was armed with either three GAU/2A 7.62 mm six-barreled miniguns or .50-caliber Browning machine guns.

For protection, the HH-53B was equipped with 1,200 pounds of armor, and it was capable of carrying a five-person crew.

The HH-53C was introduced into service in 1968. Forty-four were built. They were similar to their predecessor, with the most noticeable difference being the removal of the fuel-tank bracing struts. In the earlier variant, it was quickly realized the tanks were affecting the helicopter’s overall performance when full, so smaller 450-gallon tanks took their place.

Introduction of Pave Low III

US Air Force pilot with the 20th Expeditionary Special Operations Squadron conducting a pre-flight check of a Sikorsky MH-53 Pave Low at Joint Base Balad, Iraq, September 2008. (Photo Credit: Staff Sgt. Aaron Allmon / U.S. Air Force / Wikimedia Commons / Public Domain)

By 1975, an HH-53B was fitted with the Pave Low II system, changing its designation to YHH-53H. With more adjustments to the system, eight HH-53Cs were then fitted with the system. They were re-designated HH-53H Pave Low IIIs and came with a bunch of upgrades. They became operational on July 1, 1980, and were, at that point, prepared for long-range, low-level missions.

Improvements made by the Pave Low system included forward-looking infrared imagers (FLIRs), as well as terrain-following (TFR) and terrain-avoidance radar. They also packed Doppler-radar navigation and inertial guidance systems (INS), and were equipped with computerized moving-map displays. Radar-warning receivers and chaff-flare dispensers were also added.

In 1986, the CONSTANT GREEN program provided even more improvements to the HH-53H Pave Low IIIs, fitting them with blue-green lighting in their cockpits, making them compatible with night-vision goggles. Following this, they were reclassified as “special operations” helicopters and given the designation MH-53H – “M” standing for “Multi-mission.”

Operation Eagle Claw disaster

Sikorsky MH-53J Pave Low with the 21st Special Operations Squadron. (Photo Credit: Staff Sgt. Dave Nolan / Wikimedia Commons / Public Domain)

In the decades these helicopters served, they participated in numerous missions.

The failed rescue of 52 embassy staff in Iraq during Operation Eagle Claw is what sparked the conversion of the choppers into special operations craft. The Pave Low fleet was assigned to the 20th Special Operations Squadron at Hurlburt Field, Florida. After proving their success, they were assigned to the 21st and 31st Special Operations Squadrons in Europe and East Asia. The 551st Special Operations Squadron at Kirtland Air Force Base, New Mexico also received MH-53Js for training purposes.

Retirement of the Sikorsky MH-53 Pave Low

Sikorsky MH-53M Pave Low IV. (Photo Credit: US Air Force / Wikimedia Commons / Public Domain)

The final mission for the MH-53 Pave Low fleet was on September 27, 2008. The six remaining flew in support of special operations being conducted in Southwest Asia. It wasn’t long after that the rest of the fleet was retired, replaced by the Bell Boeing V-22 Osprey, which remains in service to this day.

The US Air Force has developed a number of experimental aircraft over the decades, but none was as interesting as the Republic XF-84H Thunderscreech. A derivative of the F-84 Thunderstreak, it was the “loudest aircraft ever built” – and among the most issue-riddled. As a result, it was canceled after just a handful of test flights.

Developing a new type of carrier aircraft

Photo Credit: U.S. Air Force / National Museum of the United States Air Force

The Republic XF-84H Thunderscreech began life as Project 3347. It was developed following a US Navy request for an aircraft that could operate from aircraft carriers without the need for a catapult. This meant it needed to achieve jet speeds, while also featuring the same low fuel consumption, long range and low landing speeds of propeller-driven aircraft.

Co-sponsored by the US Air Force’s Wright Air Development Center at Wright-Patterson Air Force Base, Ohio, the prototypes were originally designated “F-106.” They were subsequently re-designated the XF-84H, after the Republic F-84 Thunderstreak from which it was semi-derived.

When the Navy canceled its order, the XF-84H became a research aircraft for the Air Force’s Propeller Laboratory at Wright-Patterson AFB, with the aim now being to test subsonic propellers.

Republic XF-84H Thunderscreech specs

Photo Credit: San Diego Air & Space Museum Archives / Wikimedia Commons / Public Domain

Before we get into what made the Republic XF-84H Thunderscreech so unique, let’s get the basics out of the way. The aircraft was 51.5 feet long, with a wingspan of 33.5 feet. It was powered by an Allison XT40-A-1 turboprop engine capable of producing 4,360 kW of power and a range of 2,000 miles. Also notable was the XF-84H’s airframe, which was a modified version of Republic F-84 Thunderstreak’s.

The turboprop engine was located behind the cockpit and connected to the nose-mounted propeller via an extension shaft, which spun faster than the speed of sound. This allowed the XF-84H to have a projected speed of Mach 1.18, which meant it became the only turboprop-powered aircraft to feature an afterburner. While capable of providing an additional 5,390 kW of power, it was never used.

Issues with the Republic XF-84H Thunderscreech

Photo Credit: USAF / National Museum of the US Air Force / Wikimedia Commons / Public Domain

The Republic XF-84H Thunderscreech was plagued with issues that made it dangerous to fly.

Similar to aircraft equipped with the T40 – North American XA2J Super Savage and Douglas A2D Skyshark – its shafts suffered from aggressive vibrations when traveling at high speeds. In addition to this, the engine required a 30-minute warm-up period, which made it unsuited for use in combat situations.

Testing the ‘loudest aircraft ever built’

On July 22, 1955, the XF-84H Thunderscreech underwent its first of 12 test flights at Edwards Air Force Base, California. Almost immediately, the aforementioned issues were noted.

Among the Fairchild Republic A-10 Thunderbolt IIs operated by the US Air Force, there’s one that stands out from the rest. The reason? Among its many kill markings is the outline of a cow. This particular aircraft was assigned to the Red Devils of the 107th Fighter Squadron, 127th Wing of the Michigan Air National Guard, and how it came to earn the cow kill marking remains unclear.

Why are there kill markings on A-10 Warthogs?

Fairchild Republic A-10 Thunderbolt II with the 107th Fighter Squadron painted with the World War II-era Red Devil scheme, 2017. Its cow kill marking can be seen toward the front of the aircraft. (Photo Credit: Spc. John Brandenburg / 127th Wing Public Affairs / DVIDS / Public Domain)

Placing kill markings on the side of A-10 Warthogs wasn’t always the norm. The practice only really started in 2017, when it was decided new paint jobs would be done on the 107th Fighter Squadron’s aircraft. They were painted green with devil characters to honor the 100th anniversary of the Red Devils, one of the oldest flying units in the Air Force.

In 2018, the specific A-10 with the cow kill marking could be seen flying during the commemorative flights over the beaches of Normandy, which were conducted in honor of the 74th anniversary of the D-Day landings that occurred on June 6, 1944.

Was the cow collateral damage?

Fairchild Republic A-10 Thunderbolt II with the 107th Fighter Squadron painted with the World War II-era Red Devil scheme, 2017. Its cow kill marking can be seen toward the front of the aircraft. (Photo Credit: Spc. John Brandenburg / 127th Wing Public Affairs / DVIDS / Public Domain)

The most commonly accepted rumor as to how this A-10 got its cow kill marking comes from a Close Air Support (CAS) mission.

It’s believed the pilot was performing a sortie over an enemy village in an undisclosed location in Iraq. Using the aircraft’s GAU-8/A Avenger 30 mm cannon, they attempted to blow away the enemy. However, when ground troops moved in to secure the area and conduct a kill count, they found a cow shredded to pieces by 30 mm ammo.

The cow kill isn’t the only strange marking on an A-10

Fairchild Republic A-10 Thunderbolt IIs on a training mission over Michigan, 2016. (Photo Credit: Terry Atwell / 127th Wing Public Affairs / DVIDS / Public Domain)

The strange cow kill marking isn’t the only unexpected one to be present on an A-10 Warthog. There’s another that features markings of both a Lockheed Martin F-22 Raptor and a General Dynamics F-16 Fighting Falcon.

Avro Canada’s CF-105 Arrow was a sophisticated aircraft that put the Canadian air industry on the map. The Cold War-era jet interceptor was designed to combat the threat of Soviet bombers, but was ultimately shelved after its budget ballooned to over $1 billion CAD. While little is known about the Avro Arrow, compared to other aircraft from the time period, a 2017 discovery at the bottom of Lake Ontario shed new light on the innovative design.

The Avro Arrow was Canada’s most significant aviation innovation

Unveiling of the Avro CF-105 Arrow, 1957. (Photo Credit: Robert Lansdale / Federal News Photos / Library and Archives Canada / Wikimedia Commons CC BY 2.0)

The Arvo Arrow was a supersonic jet interceptor built in the 1950s by Avro Canada. A product of the Cold War, the Arrow was developed in response to the growing concern that Soviet bombers could attack North America by flying through the Canadian Arctic. It was built to serve as a nuclear interceptor that could fly higher and faster than other aircraft in its class.

Several manufacturers turned down offers to build the Arrow, since it had very specific requirements, but Avro Canada decided to take advantage of the country’s highly-skilled aviation workforce to make the impossible a reality.

The project was a massive undertaking that spawned the most innovative aviation technology the world had seen. The Arrow was a beast, weighing almost 49,000 pounds when empty and featuring a 50-foot wingspan. It also made history by with the world’s first computerized flight control and weapons systems, and could travel at nearly twice the speed of sound.

The project was ultimately shelved

Avro CF-105 Arrow. (Photo Credit: Don Rogers / Wikimedia Commons / Public Domain)

The testing process for the Avro Arrow was extensive, relying heavily on wind-tunnel testing and experiments on smaller models. Nine of these were one-eighth the size of the actual aircraft and launched on rockets over Lake Ontario, where many still rest beneath the waves.

The Avro Arrow was unveiled in 1957, and her historic first flight a year later broke not just one but four speed records. Sadly, this high-tech aircraft’s career was cut short when Canadian Prime Minister John Diefenbaker slashed the funding to a number of federal programs. With a price tag of $1.1 billion CAD, the Arrow was definitely costly for a country with a small population and less-extensive military.

The end of the Avro Arrow left over 14,500 workers without a job. All related materials were destroyed, while the nine scale model aircraft were left at the bottom of Lake Ontario.

Searching for an (Avro) Arrow in a haystack

Replica of the Avro CF-105 Arrow in Barry’s Bay, Ontario. (Photo Credit: Creative Touch Imaging Ltd. / NurPhoto / Getty Images)

In 2017, a new initiative to recover the sunken Avro Arrows from Lake Ontario was launched as part of Canada’s 150-anniversary celebrations. OSISKO Mining Inc. is leading the project with support from OEX Recovery Group Inc., which has used sonar to locate the underwater resting places of the scale model aircraft. The project is being supported by the Canada Aviation Museum, the Royal Canadian Air Force and the Canadian Conservation Institute.

“One of the things we’re not trying to do with this program is to rewrite the history of what happened with the Arvo program,” OSISKO President and CEO John Burzynski told CTV News. “This is simply a search – and ideally, recovery.” He also hopes the project sheds light on the incredible work of the countless people who lost their jobs when the program was canceled.

The Hughes OH-6 Cayuse was a revolutionary rotorcraft operated during the Vietnam War. Adopted after the company behind its design deceived the US Army, the “Loach” helicopter, as it was better known, fast became the primary chopper flown in Vietnam. Almost as soon as production began, however, it was replaced by a competitor’s model.

Battling it out for a US Army contract

Production of the Hughes OH-6A Cayuse, 1967. (Photo Credit: Bettmann / Getty Images)

Following the Second World War, significant advancements were made in the field of rotary-wing flight. The Korean War proved the necessity for such rotorcraft, particularly in regard to search and rescue operations.

In 1960, the US Army issued Technical Specification 153 and established the Light Observation Helicopter (LOH) program. This eventually gave way to the “loach” nickname, and was intended to provide the US military with a light-class, rotary-wing craft that could fulfill a number of purposes: search and rescue, close air support, MEDEVAC, observation, transport, reconnaissance and attack roles.

The LOH program opened the floor to several companies to come up with their own designs. The Aircraft Division of Hughes Tool Company came up with the Model 369, which became one of three finalists, alongside designs from Bell Helicopter Company and Fairchild Hiller.

Hughes OH-6 Cayuse specs

Hughes OH-6 Cayuse, 1966. (Photo Credit: Unknown Author / Wikimedia Commons / Public Domain)

The OH-6 Cayuse was built with a rugged structure covered in light aluminum. It had a distinct teardrop-shaped fuselage, which made it instantly recognizable, and a cockpit for two crew members, along with two removable seats in the passenger cabin. It was also the right size to fit the necessary avionics and fuel stores, all while keeping the structure nimble and agile.

Overtop of the fuselage was the OH-6’s single engine, attached to a four-blade main rotor assembly. A shaft ran to the tail and powered the two-blade rotor at the back. Underneath, a fixed twin-skid undercarriage was supported at two separate points.

Flying the Hughes OH-6 Cayuse over Vietnam

US Army soldiers work on a Hughes OH-6 Cayuse that was shot down in Tây Ninh province, South Vietnam, December 1967. (Photo Credit: BOB WILDAU / AFP / Getty Images)

The OH-6 Cayuse, by this point known as the Loach helicopter, made its way to Vietnam in December 1967. Its effectiveness in battle allowed it to quickly replace the Bell H-13 Siouxs being operated in the country. Each could be equipped with any number of armaments, including grenade launchers, 7.62 mm miniguns, Hydra 70 mm unguided rockets, and TOW and Hellfire anti-tank guided missiles.

While in Vietnam, Loach helicopters operated as part of air mobile teams. They were employed in hunter-killer tactics, wherein they flew low over the jungle as bait to draw enemy fire. When the opposing forces exposed themselves, the crew would call upon an accompanying Bell AH-1 Cobra to attack. Infantrymen would also launch an assault from the ground.

Hughes Tool Company loses its contract

Hughes YOH-6A Cayuse prototype. (Photo Credit: U.S. Army / Wikimedia Commons / Public Domain)

While the already-produced OH-6 Cayuses were being deployed to Vietnam in 1967, production costs were beginning to rise. On top of this, Fairchild Hiller lodged a formal complaint over Hughes Tool Company’s deceitful tactics to earn the original contract.

The US Army subsequently reopened the LOH program to engineering companies, offering a new contract for 2,700 additional airframes. Another flight competition was held, this time without a submission from Fairchild Hiller. The Loach helicopter was pitted against what was then known as the Bell Model 206.

Kawasaki OH-6D

Kawasaki OH-6D. (Photo Credit: 海上自衛隊 / Wikimedia Commons CC BY 4.0)

Kawasaki Heavy Industries produced 387 OH-6D Cayuses under license in Japan. They were operated by a number of military organizations, including the Japanese Army, Navy and Coast Guard. Several Kawasaki-built Loach helicopters were also flown by civilian customers for a variety of reasons, including emergency medical services, law enforcement tasks and for work in the agricultural sector.

160th Aviation Battalion

Hughes OH-6 Cayuse, 2019. (Photo Credit: Airwolfhound / Wikimedia Commons CC BY-SA 2.0)

When the 1980 hostage situation of Operation Eagle Claw was deemed a disaster, the US military realized there was a lack of aircraft and personnel trained for such special operations. In response, a task force was developed – originally designated Task Force 158 – for the next attempt to rescue the hostages, Operation Honey Badger.

For this, a small rotorcraft capable of landing in restrictive locations and easily transportable via US Air Force transport aircraft was necessary. The OH-6A Cayuse fulfilled this role and became known as the “Little Bird.” The pilots tasked with operating the choppers were selected from the 229th Attack Helicopter Battalion. They underwent two weeks of qualification training and an additional two weeks of mission training.

Operation Honey Badger never went ahead, as the hostages were released in January 1981. Instead of disbanding Task Force 158, the military opted to turn it into the 160th Aviation Battalion. The Loach helicopters used to transport personnel were given the designation MH-6, while the armed ones were dubbed the AH-6.

Undoubtedly, the United States has put a large amount of money into its Air Force between improving aerial technology, funding production and, of course, dealing with the financial losses from crashes. There is one incident, in particular, that cost the service more than any other. Known as the 2008 Andersen Air Force Base B-2 Accident, it caused $1.4 billion in damages and saw the loss of a stealth bomber named Spirit of Kansas.

Northrop Grumman B-2 Spirit

Northrop Grumman B-2 Spirit named Spirit of Kansas, July 1997. (Photo Credit: Ian Cole / Flickr CC BY-SA 2.0)

The Northrop Grumman B-2 Spirit first flew on July 17, 1989, and was introduced into service on January 1, 1997. It was created as part of the Advanced Technology Bomber (ATB) program to serve as both a heavy bomber and a stealth aircraft for gathering intelligence. This was exactly the type of aircraft intended for use during the Cold War, despite it not having a role in the conflict.

The B-2 was technologically advanced, which meant its production costs were incredibly high. Several problems also arose during the development process, which only drove up the price. The US Congress had intended to buy 132 of the bombers. However, only 21 were purchased (at a staggering $737 million per unit), due to the high price tag and the Cold War coming to an end.

One of the B-2s delivered was named Spirit of Kansas.

Spirit of Kansas

The remains of the Northrop Grumman B-2 Spirit named Spirit of Kansas following the crash at Andersen Air Force Base, Guam, February 2008. (Photo Credit: Federal Aviation Administration / Wikimedia Commons / Public Domain)

Spirit of Kansas was the 12th B-2 Spirit to be built, and joined the US Air Force on February 17, 1995. In 2008, the bomber was in service with the 393rd Bomb Squadron, 509th Bomb Wing, which operated out of Whiteman Air Force Base, Missouri. It’d flown with them for nearly seven months without issue, amassing 5,100 flight hours.

At the time of the crash, Spirit of Kansas had been in Guam for four months, as part of the continued presence of US bombers in the region.

A $1.4 billion crash

Emergency responders who aided in the response effort following the crash of the Northrop Grumman B-2 Spirit named Spirit of Kansas at Andersen Air Force Base, Guam, August 2008. (Photo Credit: Airman 1st Class Nichelle Griffiths / US Air Force / Wikimedia Commons / Public Domain)

Spirit of Kansas was another matter, as it was damaged beyond repair. Its wing had completely broken off upon catching the ground, causing the B-2 Spirit to tumble out of control. At it flipped, fuel spilt and caught fire, and very little was salvageable. However, reports say the classified material that was onboard the aircraft was safely returned to where it came from.

The estimated cost of the crash was $1.4 billion. However, the number is much higher when inflation is taken into account.

The Republic F-84 Thunderjet was an American jet-powered fighter-bomber. Primarily flown by the US Air Force from 1947-64, it suffered many issues during its development and early service. That being said, it performed admirably during the Korean War, and was the first aircraft used by the Thunderbirds.

Development of the F-84 Thunderjet

Republic F-84C Thunderjet with the 33rd Fighter Wing. (Photo Credit: United States Air Force / Wikimedia Commons / Public Domain)

On September 11, 1944, the US Army Air Forces set requirements for a “day fighter.” It would need a top speed of 600 MPH, a combat radius of 850 miles, and be armed with either eight 12.7 mm or six 15.2 mm cannons. These specifications were later adjusted to feature a smaller combat radius of 705 miles and fewer armaments.

Looking to replace the P-47 Thunderbolt, the USAAF placed an order with Republic for three prototypes of the XP-84. Trusting the company’s reputation, the service didn’t inquire with other manufacturers. The first prototype was completed in December 1945, with testing not occurring until February 1946, following delays with acquiring engines. Wind tunnel tests also showed design flaws with the vertical stabilizer at high speeds, and there were concerns over the weight of the aircraft.

Republic F-84 Thunderjet Specs

Republic F-84E Thunderjets with the 526th Fighter-Bomber Squadron. (Photo Credit: United States Air Force / Wikimedia Commons / Public Domain)

The F-84 Thunderjet’s general characteristics included a central air intake at the nose of the aircraft, straight wings with wingtip tanks, a sliding canopy that would later be modified with support struts and a tandem landing gear configuration. At its nose were six .50-caliber M3 Browning machine guns, and, later on, pylons were added under each wing and beneath the center of the aircraft to hold up to 32 rockets, 4,000 pounds of bombs or one Mark 7 nuclear bomb.

The F-84 was powered by an Allison J35-A-29 turbojet engine. The J-35 was the Air Force’s first axial-flow compressor jet engine, and it featured a simple design consisting of an 11-stage axial-flow and single-stage turbine. When paired with the afterburner, it produced 5,600 pounds of thrust.

New variants aim to fix persistent issues

Republic F-84E Thunderjet with the 9th Fighter-Bomber Squadron, 49th Fighter-Bomber Group. (Photo Credit: USAF / Wikimedia Commons / Public Domain)

In December 1947, the first F-84B Thunderjets were delivered to the 14th Fighter Group at Dow Field, Maine. Maximum speed and acceleration restrictions were soon placed upon pilots, due to issues involving the wrinkling of the aircraft’s skin – a top speed of Mach 0.8 and no more than 5.5 g of acceleration.

Maintenance issues soon earned the F-84B the nickname, “Mechanic’s Nightmare.” These problems grounded the entirety of the F-84B fleet, and modifications were made to the incoming F-84C. These, however, didn’t prevent the new variant from suffering similar issues, with these aircraft also being grounded.

Service during the Korean War

Republic F-84 Thunderjet during testing of the “Zero Length Launch (ZELL)” system. (Photo Credit: Unknown Author / USAF / Wikimedia Commons / Public Domain)

Upon the United States entering the Korean War, it was decided that an F-84 Thunderjet wing would be sent overseas. Arriving toward the end of 1950, they began sorties that December and scored their first air-to-air kill on January 21, 1951. However, this victory came at a cost: the loss of two of the fighter-bombers.

It was clear that the air-to-air combat role should be given to the North American F-86 Sabre, as the F-84 was better suited in a ground attack role. By the conclusion of the war, the aircraft had flown 86,408 sorties, dropped 55,586 tons of bombs and 6,129 tons of napalm, and fired 22,154 rockets. The F-84 was responsible for the destruction of 60 percent of all air-to-ground targets, as well as eight air-to-air kills against Mikoyan-Gurevich MiG-15s.

According to the Air Force, 305 F-84s were lost during the conflict, 249 of which were combat-related.

US Air Force Thunderbirds

Republic F-84G Thunderjet with the 3,600th Air Demonstration Team, better known as the US Air Force Thunderbirds. (Photo Credit: United States Air Force / Wikimedia Commons / Public Domain)

On May 25th, 1953, the 3,600th Air Demonstration Team formed, with the purpose of putting on public displays, promoting the Air Force, and showcasing the abilities of the aircraft and the precision flying of their aviators. The first to be selected for this role was the F-84G Thunderjet, and it was used by the Thunderbirds from 1953-55.

The F-84E was also used by the Skyblazers, the lesser-known demonstration team with the US Air Forces in Europe.

Accomplishments of the Republic F-84 Thunderjet

Boeing YKB-29J Superfortress linked with a Republic F-84E Thunderjet from the 116th Fighter-Bomber Wing. (Photo Credit: USAF / Wikimedia Commons / Public Domain)

In addition to performing efficiently in combat during the Korean War, the F-84 Thunderjet became the first jet aircraft to successfully perform air-to-air refueling with a converted Boeing B-29 Superfortress.

In 1955, a F-84E became the first aircraft to perform a zero-length takeoff. This involved a solid-fuel booster rocket attached to the underside of the fighter-bomber, which enabled it to takeoff from anywhere, including a trailer.

The Vought F-8 Crusader was an American jet-powered fighter that served with the US Navy from 1957-76. During its tenure, the aircraft participated in the Cuban Missile Crisis, as well as the Vietnam War. As the last American-made fighter to have guns as its primary armament, it was nicknamed the “Last of the Gunfighters.”

Development of the Vought F-8 Crusader

Vought F8U-1 Crusader with Marine Fighter Squadron 334 (VMF-334), 1950s. (Photo Credit: U.S. Navy / U.S. Navy National Museum of Naval Aviation / Wikimedia Commons / Public Domain)

In September 1952, the Navy announced it was looking for a new fighter. It needed a maximum speed of Mach 1.2, a climb rate of 25,000 feet per minute and a maximum landing speed of 100 MPH. The decision was also made to arm the aircraft with 20 mm cannons, due to the inadequacies of .50-caliber machine guns during the Korean War.

Competitors for the contract included the Grumman F-11 Tiger, the McDonnell F3H Demon and the carrier version of the North American F-100 Super Sabre. Vought’s F-8 Crusader was deemed the winner in May 1953, with the Navy ordering three prototypes.

Vought F-8 Crusader specs

Vought F-8E Crusader with Fighter Squadron 194 (VF-194) landing aboard the USS Bon Homme Richard (CVA-31), 1966. (Photo Credit: U.S. Navy / USS Bon Homme Richard 1965-1966 Cruise Book / Wikimedia Commons / Public Domain)

The F-8 Crusader had a distinctive look, with a central air intake under a pointed nose, high-mounted wings and a short landing gear giving it an overall crouched appearance. Unique to the aircraft was its variable-incidence wing. This meant the whole wing could be pitched up to a maximum of seven degrees, allowing for takeoff or landing at slower speeds, without pilots losing any visibility. This design also allowed lift to be maintained and increased by lowering the aircraft’s flaps and leading-edge.

The F-8 was powered by a single 18,000-pound static thrust with reheat Pratt and Whitney J57-P-20 turbojet. Its use with the F-8 was exceptional, allowing for a maximum speed of 1,227 MPH at 36,000 feet – this made it the first operational aircraft to fly faster than 1,000 MPH.

‘Ensign Eliminator’

Pilot with Light Photographic Squadron 62 (VFP-62) ejecting from a Vought RF-8A Crusader, 1963. (Photo Credit: U.S. Navy / U.S. Navy National Museum of Naval Aviation / Wikimedia Commons / Public Domain)

While the Navy had high hopes for the F-8 Crusader, the fighter wasn’t without its issues. This was largely due to its nose design, which made it particularly dangerous for pilots to land aboard aircraft carriers. To accomplish a safe landing, the vessels had to be traveling at full speed, to subsequently lower the relative landing speed of the F-8s, lest they and their pilots wind up in the ocean.

It already wasn’t an easy aircraft to fly, and this led pilots to give the aircraft another nickname: the “Ensign Eliminator.”

Cuban Missile Crisis

Vought RF-8A Crusader with Photographic Reconnaissance Squadron 63 (VFP-63), 1962. (Photo Credit: U.S. Navy / U.S. Naval and Heritage Command / National Archives and Records Administration / Wikimedia Commons / Public Domain)

Starting on October 23, 1962, F-8 Crusaders played a pivotal role in the capturing of reconnaissance images during the Cuban Missile Crisis. An unarmed variant, the RF-8A, was equipped with cameras, instead of missiles, and tasked with flying low-level reconnaissance missions over Cuba, to capture photos of Cuban and Soviet forces.

Flying two missions a day, these RF-8As would depart from Florida, fly over Cuba and, upon their return, have their images delivered to the Pentagon for examination. The photos captured by these aircraft confirmed the Soviets had begun efforts to install medium-range ballistic missiles in Cuba.

Vietnam War

Vought F-8H Crusader with Fighter Squadron 111 (VF-111) over Vietnam, 1969. (Photo Credit: U.S. Navy / USS Ticonderoga 1969 Cruise Book / Wikimedia Commons / Public Domain)

The Vietnam War saw the F-8 Crusader gain its first combat experience.

When the conflict started, the aircraft stationed aboard the USS Hancock (CV-19) became the first from the US to enter into air-to-air combat with North Vietnamese-flown Mikoyan-Gurevich MiG-17s. The incident occurred on April 3, 1965, and saw the F-8s score no kills. Despite one being hit by enemy fire, all safely returned to Hancock.

Vought F-8 Crusader’s service with the French Navy

French Vought F-8E(FN) Crusader preparing to land, 1983. (Photo Credit: USN / Defense Imagery / Wikimedia Commons / Public Domain)

The F-8 Crusader entered service with the French Navy in 1964 and quickly became the backbone of the country’s naval air power, serving aboard two aircraft carriers, Clemenceau and Foch.

French F-8E(FN)s saw service over Lebanon in 1983. Between 1991-94, they were rebuilt, extending their service life until the end of the decade. Despite its continued service, the F-8 didn’t join the French forces fighting in the Gulf War, nor during the Kosovo Air Campaign.

In December 1999, the French retired their remaining fleet of F-8s, replacing the aircraft with the Dassault Rafale M the following year.

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

Development of the Cessna A-37 Dragonfly

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

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

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

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

Cessna A-37 Dragonfly specs

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

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

Baptism by fire

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

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

Service during the Vietnam War

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

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

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

Cessna A-37 Dragonfly in Central and South America

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

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