1.
General Dynamics F-16 Fighting Falcon
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The General Dynamics F-16 Fighting Falcon is a single-engine supersonic multirole fighter aircraft originally developed by General Dynamics for the United States Air Force. Designed as an air superiority day fighter, it evolved into a successful all-weather multirole aircraft, over 4,500 aircraft have been built since production was approved in 1976. Although no longer being purchased by the U. S. Air Force, in 1993, General Dynamics sold its aircraft manufacturing business to the Lockheed Corporation, which in turn became part of Lockheed Martin after a 1995 merger with Martin Marietta. The F-16 has an internal M61 Vulcan cannon and 11 locations for mounting weapons, the F-16 has also been procured to serve in the air forces of 25 other nations. As of 2015, it is the second most common operational military aircraft in the world. Experiences in the Vietnam War revealed the need for air superiority fighters, boyds work called for a small, lightweight aircraft that could maneuver with the minimum possible energy loss, and which also incorporated an increased thrust-to-weight ratio. Air Force F-X proponents remained hostile to the concept because they perceived it as a threat to the F-15 program, however, the Air Forces leadership understood that its budget would not allow it to purchase enough F-15 aircraft to satisfy all of its missions. The Advanced Day Fighter concept, renamed F-XX, gained political support under the reform-minded Deputy Secretary of Defense David Packard. As a result, in May 1971, the Air Force Prototype Study Group was established, with Boyd a key member and this was the region where USAF studies predicted most future air combat would occur. The anticipated average flyaway cost of a version was $3 million. This production plan, though, was only notional as the USAF had no plans to procure the winner. Five companies responded and in 1972, the Air Staff selected General Dynamics Model 401 and Northrops P-600 for the prototype development. GD and Northrop were awarded contracts worth $37.9 million and $39.8 million to produce the YF-16 and YF-17, respectively, with first flights of both prototypes planned for early 1974. To overcome resistance in the Air Force hierarchy, the Fighter Mafia, the high/low mix would allow the USAF to be able to afford sufficient fighters for its overall fighter force structure requirements. The mix gained broad acceptance by the time of the flyoff, defining the relationship of the LWF. The YF-16 was developed by a team of General Dynamics engineers led by Robert H. Widmer. The first YF-16 was rolled out on 13 December 1973, and its 90-minute maiden flight was made at the Air Force Flight Test Center at Edwards AFB, California and its actual first flight occurred accidentally during a high-speed taxi test on 20 January 1974. The test pilot, Phil Oestricher, decided to lift off to avoid a potential crash, the slight damage was quickly repaired and the official first flight occurred on time
2.
United States
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Forty-eight of the fifty states and the federal district are contiguous and located in North America between Canada and Mexico. The state of Alaska is in the northwest corner of North America, bordered by Canada to the east, the state of Hawaii is an archipelago in the mid-Pacific Ocean. The U. S. territories are scattered about the Pacific Ocean, the geography, climate and wildlife of the country are extremely diverse. At 3.8 million square miles and with over 324 million people, the United States is the worlds third- or fourth-largest country by area, third-largest by land area. It is one of the worlds most ethnically diverse and multicultural nations, paleo-Indians migrated from Asia to the North American mainland at least 15,000 years ago. European colonization began in the 16th century, the United States emerged from 13 British colonies along the East Coast. Numerous disputes between Great Britain and the following the Seven Years War led to the American Revolution. On July 4,1776, during the course of the American Revolutionary War, the war ended in 1783 with recognition of the independence of the United States by Great Britain, representing the first successful war of independence against a European power. The current constitution was adopted in 1788, after the Articles of Confederation, the first ten amendments, collectively named the Bill of Rights, were ratified in 1791 and designed to guarantee many fundamental civil liberties. During the second half of the 19th century, the American Civil War led to the end of slavery in the country. By the end of century, the United States extended into the Pacific Ocean. The Spanish–American War and World War I confirmed the status as a global military power. The end of the Cold War and the dissolution of the Soviet Union in 1991 left the United States as the sole superpower. The U. S. is a member of the United Nations, World Bank, International Monetary Fund, Organization of American States. The United States is a developed country, with the worlds largest economy by nominal GDP. It ranks highly in several measures of performance, including average wage, human development, per capita GDP. While the U. S. economy is considered post-industrial, characterized by the dominance of services and knowledge economy, the United States is a prominent political and cultural force internationally, and a leader in scientific research and technological innovations. In 1507, the German cartographer Martin Waldseemüller produced a map on which he named the lands of the Western Hemisphere America after the Italian explorer and cartographer Amerigo Vespucci
3.
Flight test
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The flight test phase can range from the test of a single new system for an existing vehicle to the complete development and certification of a new aircraft, launch vehicle, or reusable spacecraft. Therefore, the duration of a flight test program can vary from a few weeks to many years. There are typically two categories of flight test programs – commercial and military, commercial flight testing is conducted to certify that the aircraft meets all applicable safety and performance requirements of the government certifying agency. Since commercial aircraft development is funded by the aircraft manufacturer and/or private investors. These civil agencies are concerned with the safety and that the pilot’s flight manual accurately reports the aircraft’s performance. The market will determine the suitability to operators. Normally, the certification agency does not get involved in flight testing until the manufacturer has found. Military programs differ from commercial in that the government contracts with the manufacturer to design. These performance requirements are documented to the manufacturer in the aircraft specification, in this case, the government is the customer and has a direct stake in the aircraft’s ability to perform the mission. Since the government is funding the program, it is involved in the aircraft design. Often military test pilots and engineers are integrated as part of the flight test team. The final phase of the aircraft flight test is the Operational Test. OT is conducted by a government-only test team with the dictate to certify that the aircraft is suitable, Flight testing of military aircraft is often conducted at military flight test facilities. The US Navy tests aircraft at Naval Air Station Patuxent River, the U. S. Air Force Test Pilot School and the U. S. Naval Test Pilot School are the programs designed to teach military test personnel. In the UK, most military flight testing is conducted by three organizations, the RAF, BAE Systems and QinetiQ, all launch vehicles, as well as a few reusable spacecraft, must necessarily be designed to deal with aerodynamic flight loads while moving through the atmosphere. Many launch vehicles are flight tested, with more extensive data collection. Reusable spacecraft or reusable booster test programs are more involved. For both commercial and military aircraft, as well as vehicles, flight test preparation begins well before the test vehicle is ready to fly
4.
Rockwell B-1 Lancer
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The Rockwell B-1 Lancer is a four-engine supersonic variable-sweep wing, jet-powered heavy strategic bomber used by the United States Air Force. It was first envisioned in the 1960s as a bomber with Mach 2 speed. It was developed into the B-1B, primarily a low-level penetrator with long range and it is commonly called the Bone. Designed by Rockwell International, development was delayed multiple times over its history due to changes in the perceived need for manned bombers, the initial B-1A version was developed in the early 1970s, but its production was canceled, and only four prototypes were built. The need for a new once again surfaced in the early 1980s. However, by point, development of stealth technology was promising an aircraft of dramatically improved capability. Production went ahead as the B version would be operational before the Advanced Technology Bomber, the B-1B entered service in 1986 with the USAF Strategic Air Command as a nuclear bomber. It first served in combat during Operation Desert Fox in 1998, the B-1B has supported U. S. and NATO military forces in Afghanistan and Iraq. The USAF had 66 B-1Bs in service in September 2012, the B-1B is expected to continue to serve into the 2030s, with the Long Range Strike Bomber to start supplementing the B-1B in 2030. In 1955 the U. S. Air Force issued requirements for a new bomber combining the payload, in December 1957, the U. S. Air Force selected North American Aviations B-70 Valkyrie for this role. The Valkyrie was a bomber that could cruise at Mach 3 at high altitude. By the late 1950s, however, anti-aircraft surface-to-air missiles could threaten high-altitude aircraft, the USAF Strategic Air Command were aware of these developments and had begun moving its bombers to low-level penetration even before the U-2 downing. Even at somewhat higher altitudes, radar systems of the era were subject to clutter from stray returns from the ground and other objects, bombers flying at low altitudes could remain under these angles simply by keeping their distance from the radar sites. This combination of effects made SAMs of the era ineffective against low-flying aircraft, the switch from high-altitude to low-altitude flight profiles severely affected the B-70, whose design was highly tuned to provide the desired high-altitude performance. Planners outlined a series of low-level profiles for the B-70, the result would be an aircraft with somewhat higher subsonic speed, but less range than the B-52 it was meant to replace. Although never intended for the role, the B-52s flexibility allowed it to outlast its intended successor as the nature of the air war environment changed. The B-52s huge fuel load allowed it to operate at altitudes for longer times. The much smaller bomb bay of the B-70 would have made it less useful in this role
5.
Boeing B-52 Stratofortress
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The Boeing B-52 Stratofortress is an American long-range, subsonic, jet-powered strategic bomber. The B-52 was designed and built by Boeing, which has continued to provide support and it has been operated by the United States Air Force since the 1950s. The bomber is capable of carrying up to 70,000 pounds of weapons, the B-52 took its maiden flight in April 1952. Built to carry weapons for Cold War-era deterrence missions, the B-52 Stratofortress replaced the Convair B-36. A veteran of wars, the B-52 has dropped only conventional munitions in combat. The B-52s official name Stratofortress is rarely used, informally, the aircraft has become referred to as the BUFF. The B-52 has been in service with the USAF since 1955. As of December 2015,58 were in service with 18 in reserve. The B-52 completed sixty years of service with its original operator in 2015. After being upgraded between 2013 and 2015, it is expected to serve into the 2040s, the aircraft was to have a crew of five or more turret gunners, and a six-man relief crew. It was required to cruise at 300 mph at 34,000 feet with a radius of 5,000 miles. The armament was to consist of a number of 20 mm cannon and 10,000 pounds of bombs. On 13 February 1946, the Air Force issued bid invitations for these specifications, with Boeing, Consolidated Aircraft, and Glenn L. Martin Company submitting proposals. On 5 June 1946, Boeings Model 462, an aircraft powered by six Wright T35 turboprops with a gross weight of 360,000 pounds. On 28 June 1946, Boeing was issued a letter of contract for US$1.7 million to build a full-scale mock-up of the new XB-52 and do preliminary engineering and testing. However, by October 1946, the air began to express concern about the sheer size of the new aircraft. In response, Boeing produced Model 464, a smaller version with a 230,000 pound gross weight. Boeing responded with two powered by the T-35 turboprops
6.
Boeing E-3 Sentry
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The Boeing E-3 Sentry, commonly known as AWACS, is an American airborne early warning and control aircraft developed by Boeing as the prime contractor. The E-3 is distinguished by the rotating radar dome above the fuselage. Production ended in 1992 after 68 aircraft had been built, in the mid-1960s, the US Air Force was seeking an aircraft to replace its piston-engined Lockheed EC-121 Warning Star, which had been in service for over a decade. After issuing preliminary development contracts to three companies, the USAF picked Boeing to construct two airframes to test Westinghouse Electric and Hughess competing radars, both radars used pulse-Doppler technology, with Westinghouses design emerging as the contract winner. Testing on the first production E-3 began in October 1975, the first USAF E-3 was delivered in March 1977, and during the next seven years, a total of 34 aircraft were manufactured. NATO, as an identity, also had 18 aircraft manufactured. The E-3 was also sold to the United Kingdom and France, in 1991, when the last aircraft had been delivered, E-3s participated in Operation Desert Storm, playing a crucial role of directing coalition aircraft against the enemy. Throughout the aircrafts service life, numerous upgrades were performed to enhance its capabilities, in 1963, the USAF asked for proposals for an Airborne Warning and Control System to replace its EC-121 Warning Stars, which had served in the airborne early warning role for over a decade. The new aircraft would take advantage of improvements in technology and in computer aided radar data analysis. Contracts were issued to Boeing, Douglas, and Lockheed, the latter being eliminated in July 1966, in 1967, a parallel program was put into place to develop the radar, with Westinghouse Electric and the Hughes Aircraft being asked to compete in producing the radar system. In 1968, it was referred to as Overland Radar Technology during development tests on the modified EC-121Q, the Westinghouse radar antenna was going to be used by whichever company won the radar competition, since Westinghouse had pioneered in the design of high-power RF phase-shifters. Boeing initially proposed an aircraft, but tests indicated it would not outperform the already-operational 707. To increase endurance, this design was to be powered by eight General Electric TF34s and it would carry its radar in a rotating dome mounted at the top of a forward-swept tail, above the fuselage. Boeing was selected ahead of McDonnell Douglass DC-8-based proposal in July 1970, initial orders were placed for two aircraft, designated EC-137D as test beds to evaluate the two competing radars. The first EC-137 made its flight on 9 February 1972. Favorable test results led to the selection of Westinghouses radar for the production aircraft, Hughess radar was initially thought to be a certain winner, simply because much of its design was also going into the new F-15 Eagles radar program. The Westinghouse radar used a pipelined fast fourier transform to digitally resolve 128 Doppler frequencies, Westinghouses engineering team won this competition by using a programmable 18-bit computer whose software could be modified before each mission. This computer was the AN/AYK-8 design from the B-57G program, and this radar also multiplexed a beyond-the-horizon pulse mode that could complement the pulse-Doppler radar mode
7.
Boeing KC-135 Stratotanker
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The Boeing KC-135 Stratotanker is a military aerial refueling aircraft. It and the Boeing 707 airliner were developed from the Boeing 367-80 prototype and it is the predominant variant of the C-135 Stratolifter family of transport aircraft. The KC-135 was the US Air Forces first jet-powered refueling tanker, the KC-135 entered service with the United States Air Force in 1957, it is one of six military fixed-wing aircraft with over 50 years of continuous service with its original operator. The KC-135 is supplemented by the larger KC-10, studies have concluded that many of the aircraft could be flown until 2040, although maintenance costs have greatly increased. The aircraft will eventually be replaced by the Boeing KC-46 Pegasus, like its sibling, the commercial Boeing 707 jet airliner, the KC-135 was derived from the Boeing 367-80 jet transport proof of concept demonstrator, which was commonly called the Dash-80. The KC-135 is similar in appearance to the 707, but has a fuselage and is shorter than the 707. The KC-135 predates the 707, and is quite different from the civilian airliner. Boeing gave the future KC-135 tanker the initial designation Model 717, in 1954 USAFs Strategic Air Command held a competition for a jet-powered aerial refueling tanker. Lockheeds tanker version of the proposed Lockheed L-193 airliner with rear fuselage-mounted engines was declared the winner in 1955, in the end, orders for the Lockheed tanker were dropped rather than supporting two tanker designs. Lockheed never produced its jet airliner, while Boeing would eventually dominate the market with a family of airliners based on the 707. In 1954, the Air Force placed an order for 29 KC-135As. The first aircraft flew in August 1956 and the initial production Stratotanker was delivered to Castle Air Force Base, California, the last KC-135 was delivered to the Air Force in 1965. These basic features make it resemble the commercial Boeing 707 and 720 aircraft. The USAF EC-135 Looking Glass was subsequently replaced in its role by the U. S. Navy E-6 Mercury aircraft, the KC-135Q variant was modified to carry JP-7 fuel necessary for the Lockheed SR-71 Blackbird, segregating the JP-7 from the KC-135s own fuel supply. The tanker also had special fuel systems for moving the different fuels between different tanks, the only external difference between a KC-135R and a KC-135T is the presence of a clear window on the underside of the empennage of the KC-135T where a remote controlled searchlight is mounted. It also has two ground refueling ports, located in rear wheel well so ground crews can fuel both the body tanks and wing tanks separately. Eight KC-135R aircraft are receiver-capable tankers, commonly referred to as KC-135R, All eight aircraft were with the 22d Air Refueling Wing at McConnell AFB, Kansas, in 1994. They are primarily used for extension and Special Operations missions
8.
Victory in Europe Day
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It thus marked the end of World War II in Europe. The term VE Day existed as early as September 1944, in anticipation of victory, on 30 April 1945, Adolf Hitler, the Nazi leader, committed suicide during the Battle of Berlin. Germanys surrender, therefore, was authorised by his successor, Reichspräsident Karl Dönitz, the administration headed by Dönitz was known as the Flensburg Government. The act of surrender was signed on 7 May in Reims, France and on 8 May in Berlin. The former Soviet Union and Eastern Bloc countries have historically celebrated the end of World War II on 9 May, however, the Baltic countries now commemorate VE day on 8 May. In Ukraine from 2015,8 May was designated as a day of Remembrance and Reconciliation, upon the defeat of Germany, celebrations erupted throughout the world. From Moscow to Los Angeles, people celebrated, in the United Kingdom, more than one million people celebrated in the streets to mark the end of the European part of the war. Princess Elizabeth and her sister Princess Margaret were allowed to wander incognito among the crowds, in the United States, the victory happened on President Harry Trumans 61st birthday. He dedicated the victory to the memory of his predecessor, Franklin D. Roosevelt, flags remained at half-staff for the remainder of the 30-day mourning period. Truman said of dedicating the victory to Roosevelts memory and keeping the flags at half-staff that his wish was that Franklin D. Roosevelt had lived to witness this day. Later that day, Truman said that the victory made it his most enjoyable birthday, massive celebrations also took place in Chicago, Los Angeles, Miami and especially in New Yorks Times Square. As the Soviet representative in Reims had no authority to sign the German instrument of surrender, the surrender ceremony was repeated in Berlin on 8 May, where the instrument of surrender was signed by supreme German military commander Wilhelm Keitel, by Georgy Zhukov and Allied representatives. East Germany as Tag der Befreiung, a holiday from 1950 to 1966. Between 1975 and 1990, as Tag des Sieges, France as Victoire 1945 Slovakia as Deň víťazstva nad fašizmom Czech Republic as Den vítězství or Den osvobození Poland as Narodowy Dzień Zwycięstwa – National Victory Day. Norway as Frigjøringsdagen Ukraine День памяті та примирення Ukraine День перемоги над нацизмом у Другій світовій війні — from 2015
9.
Cannon Air Force Base
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Cannon Air Force Base is a United States Air Force Base, located approximately 7 miles southwest of Clovis, New Mexico. It is under the jurisdiction of Air Force Special Operations Command, the population of the Cannon AFB CDP was 2,245 as of the 2010 census. The host unit at Cannon is the 27th Special Operations Wing, which activated on 1 October 2007, Cannon AFB was established in 1942 as Army Air Base, Clovis. The commander of the 27th Special Operations Wing is Colonel Tony D. Bauernfeind, the Command Chief Master Sergeant is Paul J Henderson II. The AC-130W is assigned to the 73rd Special Operations Squadron, with all twelve becoming operational in 2010, Cannon Air Force Base is named in honor of General John K. Cannon. In 1950 he returned to Europe as Commander in Chief of USAFE, General Cannon retired in 1954 as Commanding General, Tactical Air Command. The history of the began in the late 1920s, when a civilian passenger facility. Portair Field was used as a terminal for early commercial transcontinental flights, flew passengers in the Ford Trimotor “Tin Goose” by day, in the 1930s Portair was renamed Clovis Municipal Airport. After the United States entered World War II, the first military unit to use the facility was a glider detachment, on 6 July 1942 the base was assigned to Second Air Force. In 1943, the military began to use the facility as a bomber base, Clovis AAF was assigned to II Bomber Command, Second Air Force. On 8 April 1943, the base was renamed Clovis Army Air Field, the 16th Bomb Wing arrived in January 1943. Known USAAF groups assigned to Clovis AAF were, 302d Bombardment Group Served as a training unit. 450th Bombardment Group Trained with B-24s, transferred to Fifteenth Air Force in Italy. 498th Bombardment Group Trained with B-29 Superfortresses, transferred to Twentieth Air Force in Saipan. 497th Bombardment Group Trained with B-29 Superfortresses, transferred to Twentieth Air Force in Saipan. 472d Bombardment Group Trained with B-29 Superfortresses, 500th Bombardment Group Trained with B-29 Superfortresses. Transferred to Twentieth Air Force in Saipan, 93d Bombardment Group Arrived at Clovis AAF for inactivation. 467th Bombardment Group Trained with B-29s Superfortresses, on 16 April 1945, Clovis AAF was transferred from jurisdiction of Second Air Force to Continental Air Command
10.
Air National Guard
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When Air National Guard units are used under the jurisdiction of the state governor they are fulfilling their militia role. However, if federalized by order of the President of the United States and they are jointly administered by the states and the National Guard Bureau, a joint bureau of the Army and Air Force that oversees the National Guard of the United States. The ANG of the territories of Guam and the Virgin Islands have no aircraft assigned, ANG units typically operate under Title 32 USC. However, when operating under Title 10 USC all ANG units are operationally-gained by an active duty USAF major command. ANG units of the Combat Air Forces based in the Continental United States, conversely, CONUS-based ANG units in the Mobility Air Forces, plus the Puerto Rico ANGs airlift wing and the Virgin Islands ANGs civil engineering squadron are gained by the Air Mobility Command. The vast majority of ANG units fall under either ACC or AMC, established under Title 10 and Title 32 of the U. S. S. When not in a status, the Air National Guard operates under their respective state. The exception to rule is the District of Columbia Air National Guard. Because both state Air National Guard and the Air National Guard of the United States relatively go hand-in-hand, Air National Guard of the United States units or members may be called up for federal active duty in times of Congressionally sanctioned war or national emergency. The United States Air National Guard has about 110,000 men and women in service, even traditional part-time air guardsmen, especially pilots, navigators/combat systems officers, air battle managers and enlisted aircrew, often serve 100 or more man-days annually. As such, the concept of Air National Guard service as representing only one weekend a month, the Georgia Air National Guard and the Kansas Air National Guard previously flew the B-1B Lancer prior to converting to the E-8 Joint STARS and KC-135R Stratotanker, respectively. In addition, the 131st Fighter Wing of the Missouri Air National Guard transitioned from flying the F-15C/D Eagle at St and these proposals were eventually overruled and cancelled by the U. S. Congress. As state militia units, the units in the Air National Guard are not in the normal United States Air Force chain of command and they are under the jurisdiction of the United States National Guard Bureau unless they are federalized by order of the President of the United States. Air National Guard units are trained and equipped by the United States Air Force, the state ANG units, depending on their mission, are operationally gained by a major command of the USAF if federalized. Air National Guard personnel are expected to adhere to the moral and physical standards as their full-time active duty Air Force. The same ranks and insignia of the U. S. Air Force are used by the Air National Guard, the Air National Guard also bestows a number of state awards for local services rendered in a service members home state or equivalent. The creation of the regiments was caused by the perceived need to defend the Bay Colony against American Indians. This organization formed the basis of subsequent colonial and, post-independence, state and this distinction accounts for why there are no National Guard components in the U. S. Navy, U. S. Marine Corps or U. S. Coast Guard
11.
Curtiss P-40 Warhawk
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The Curtiss P-40 Warhawk is an American single-engined, single-seat, all-metal fighter and ground-attack aircraft that first flew in 1938. The P-40 design was a modification of the previous Curtiss P-36 Hawk which reduced development time and enabled a rapid entry into production, the Warhawk was used by most Allied powers during World War II, and remained in frontline service until the end of the war. P-40 Warhawk was the name the United States Army Air Corps and after June 1941, USAAF-adopted name for all models, making it the official name in the U. S. for all P-40s. The British Commonwealth and Soviet air forces used the name Tomahawk for models equivalent to the P-40B and P-40C, P-40s first saw combat with the British Commonwealth squadrons of the Desert Air Force in the Middle East and North African campaigns, during June 1941. However, between 1941 and 1944, the P-40 played a role with Allied air forces in three major theaters, North Africa, the Southwest Pacific, and China. It also had a significant role in the Middle East, Southeast Asia, Eastern Europe, Alaska, the P-40s performance at high altitudes was not as important in those theaters, where it served as an air superiority fighter, bomber escort and fighter-bomber. The P-40 offered the advantage of low cost, which kept it in production as a ground-attack aircraft long after it was obsolete as a fighter. On 14 October 1938, Curtiss test pilot Edward Elliott flew the prototype XP-40 on its first flight in Buffalo, the first prototype placed the glycol coolant radiator in an underbelly position on the fighter, just aft of the wings trailing edge. USAAC Fighter Projects Officer Lieutenant Benjamin S. Kelsey flew this prototype some 300 miles in 57 minutes, hiding his disappointment, he told reporters that future versions would likely go 100 miles per hour faster. Kelsey was interested in the Allison engine because it was sturdy and dependable, Curtiss engineers worked to improve the XP-40s speed by moving the radiator forward in steps. Seeing little gain, Kelsey ordered the aircraft to be evaluated in a NACA wind tunnel to identify solutions for better aerodynamic qualities, from 28 March to 11 April 1939, the prototype was studied by NACA. Based on the data obtained, Curtiss moved the glycol coolant radiator forward to the chin, other improvements to the landing gear doors and the exhaust manifold combined to give performance that was satisfactory to the USAAC. Without beneficial tail winds, Kelsey flew the XP-40 from Wright Field back to Curtisss plant in Buffalo at an speed of 354 mph. Further tests in December 1939 proved the fighter could reach 366 mph, an unusual production feature was a special truck rig to speed delivery at the main Curtiss plant in Buffalo, New York. The rig moved the newly built P-40s in two components, the main wing and the fuselage, the eight miles from the plant to the airport where the two units were mated for flight and delivery. The P-40 was conceived as an aircraft and was agile at low and medium altitudes. At medium and high speeds it was one of the tightest-turning early monoplane designs of the war, and it could out turn most opponents it faced in North Africa and the Russian Front. In the Pacific Theater it was out-turned at lower speeds by the lightweight fighters A6M Zero, the American Volunteer Group Commander Claire Chennault advised against prolonged dog-fighting with the Japanese fighters due to speed reduction favouring the Japanese
12.
North American P-51 Mustang
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The North American Aviation P-51 Mustang is an American long-range, single-seat fighter and fighter-bomber used during World War II, the Korean War and other conflicts. The Mustang was designed in 1940 by North American Aviation in response to a requirement of the British Purchasing Commission, the Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force. Rather than build an old design from another company, North American Aviation proposed the design, the prototype NA-73X airframe was rolled out on 9 September 1940,102 days after the contract was signed, and first flew on 26 October. The Mustang was originally designed to use the Allison V-1710 engine and it was first flown operationally by the RAF as a tactical-reconnaissance aircraft and fighter-bomber. The addition of the Rolls-Royce Merlin to the P-51B/C model transformed the Mustangs performance at altitudes above 15,000 ft, the P-51 was also used by Allied air forces in the North African, Mediterranean, Italian and Pacific theaters. During World War II, Mustang pilots claimed to have destroyed 4,950 enemy aircraft, despite the advent of jet fighters, the Mustang remained in service with some air forces until the early 1980s. After the Korean War, Mustangs became popular civilian warbird and air racing aircraft, in April 1940 the British government established a purchasing commission in the United States, headed by Sir Henry Self. Self was given responsibility for Royal Air Force production and research and development, and also served with Sir Wilfrid Freeman. Self also sat on the British Air Council Sub-committee on Supply and one of his tasks was to organize the manufacturing and supply of American fighter aircraft for the RAF. At the time, the choice was limited, as no U. S. aircraft then in production or flying met European standards. The Curtiss-Wright plant was running at capacity, so P-40s were in short supply, North American Aviation was already supplying its Harvard trainer to the RAF, but was otherwise underutilized. NAA President Dutch Kindelberger approached Self to sell a new medium bomber, instead, Self asked if NAA could manufacture the Tomahawk under license from Curtiss. Kindelberger said NAA could have an aircraft with the same engine in the air sooner than establishing a production line for the P-40. In March 1940,320 aircraft were ordered by Sir Wilfred Freeman who had become the head of the Ministry of Aircraft Production. The NA-73X, which was designed by a led by lead engineer Edgar Schmued, followed the best conventional practice of the era. One was a wing designed using laminar flow airfoils which were developed co-operatively by North American Aviation and these airfoils generated very low drag at high speeds. The results of this test showed the superiority of the wing designed with the NAA/NACA 45–100 airfoils, the other feature was a new cooling arrangement that reduced the cooling drag. It was later discovered that, after lot of development, the assembly could take advantage of the Meredith Effect
United States
United States Air Force
This article incorporates public domain material from the Air Force Historical Research Agency website http://www.afhra.af.mil/.
