Stealth Aircraft: Fighters and Bombers, History and Conceptual planes

Stealth Aircraft

Stealth aircraft are designed to avoid detection using advanced technology to reduce reflection/emission of radar, infrared, visible light, radio-frequency (RF) spectrum, and audio signals.

Development of stealth technology likely began in Germany during World War II.

Well-known modern examples of stealth aircraft include the United States' F-117 Nighthawk (1981–2008), the B-2 Spirit, the F-22 Raptor,  and the F-35 Lightning II.

N aircraft is totally invisible to radar, but stealth aircraft make it difficult for conventional radar to detect or track the aircraft effectively, increasing the odds of a successful attack. Stealth is the combination of passive low observable (LO) features and active emitters such as Low Probability of Intercept Radars, radios and laser. These are usually combined with active defenses such as chaff, flares, and ECM. 

Complex design reduces the ability of an opponent's sensors to detect, track, or attack the stealth aircraft. This also takes into account the heat, sound, and other emissions of the aircraft that could be used to locate it.

Full-size stealth combat aircraft demonstrators have been flown by the United States (in 1977), Russia (in 2010) and China (in 2011). The US military has adopted three stealth designs, and is preparing to adopt the Lockheed Martin F-35 Lightning II.

Most recent fighter designs will claim to have some sort of stealth, low observable, reduced RCS or radar jamming capability, but there has been no air to air combat experience against stealth aircraft.

History: 

Germany developed the Horten Ho 229 flying wing fighter-bomber close to the end of WWII. In addition to the aircraft's shape, the majority of the Ho 229's wooden skin was bonded together using carbon-impregnated plywood resins designed with the purported intention of absorbing radar waves. 
(I intend to do a whole post on the Horten at a later stage)

Testing performed in early 2009 by the Northrop-Grumman established that this compound, along with the aircraft's shape, would have rendered the Ho 229 virtually invisible to the top-end HF-band at the time, particularly the 20-30 MHz primary signals of Britain's Chain Home early warning radar. Provided the aircraft was traveling at high speed (ca 550 mph (890 km/h)) at extremely low altitude (50–100 feet).

In the closing weeks of WWII the US tried to capture as much advanced German weapons research as possible, and also to deny that research to advancing Soviet troops. A Horten glider and the nearly complete Ho 229 V3 third prototype airframe were secured and sent to Northrop Aviation for evaluation in the United States, who much later used a flying wing design for the B-2 stealth bomber. 

During WWII Northrop had developed a large wing-only long-range bomber (XB-35) based on photographs of the Horten's record-setting glider from the 1930s, but their initial designs suffered control issues that were not resolved until after the war. Northrop's small one-man prototype (N9M-B) and a Horten wing-only glider are located in the Chino Air Museum in Southern California.

Modern History

Modern stealth aircraft first became possible when Denys Overholser, a mathematician working for Lockheed Aircraft during the 1970s, adopted a mathematical model developed by Petr Ufimtsev, a Russian scientist, to develop a computer program called Echo 1. 

Echo 1 made it possible to predict the radar signature an aircraft made with flat panels, called face. Lockheed Skunk Works found that an aircraft made with faceted surfaces could have a very low radar signature because the surfaces would radiate almost all of the radar energy away from the receiver. Lockheed built a model called "the Hopeless Diamond", so-called because it resembled a squat diamond, and looked too hopeless to ever fly. 

Because advanced computers were available to control the flight of even a Hopeless Diamond, for the first time by the late 70s, designers realized that it might be possible to make an aircraft that was virtually invisible to radar.

Reduced radar cross section is only one of five factors the designers addressed to create a truly stealthy design such as the F-22. The F-22 has also been designed to disguise its infrared emissions to make it harder to detect by infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Designers also addressed making the aircraft less visible to the naked eye, controlling radio transmissions, and noise abatement.

The first combat use of stealth aircraft was in December 1989 during Operation Just Cause in Panama. On 20 December 1989, two USAF F-117s bombed a Panamanian Defense Force barracks in Rio Hato, Panama. In 1991, F-117s were tasked with attacking the most heavily fortified targets in Iraq in the opening phase of Operation Desert Storm and were the only jets allowed to operate inside Baghdad's city limits.

The  design of a stealth aircraft is always aimed at reducing radar and thermal detection. It is the designer's top priority to satisfy the following conditions; some of which are listed below, by using their skills, which ultimately decides the success of the aircraft:-

• Reducing thermal emission from thrust

• Reducing radar detection by altering some general configuration (like introducing the split rudder)

• Reducing radar detection when the aircraft opens its weapons bay

• Reducing infra-red and radar detection during adverse weather conditions

Operational Use: 

The U.S. is the only country to have used stealth aircraft in combat. These deployments include the United States invasion of Panama, the first Gulf War, the Kosovo Conflict, the War in Afghanistan the War in Iraq and the 2011 military intervention in Libya. The first use of stealth aircraft was in the U.S. invasion of Panama, where F-117 Nighthawk stealth attack aircraft were used to drop bombs on enemy airfields and positions while evading enemy radar.

In 1990 the F-117 Nighthawk was used in the First Gulf War, where F-117s flew 1,300 sorties and scored direct hits on 1,600 high-value targets in Iraq while accumulating 6,905 flight hours. Only 2.5% of the American aircraft in Iraq were F-117s, yet they struck 40% of the strategic targets, dropping 2,000 tons of precision-guided munitions and striking their targets with an 80% success rate.

In the 1999 NATO bombing of Yugoslavia two stealth aircraft were used by the United States, the veteran F-117 Nighthawk, and the newly introduced B-2 Spirit strategic stealth bomber. The F-117 performed its usual role of striking precision high-value targets and performed well, although one F-117 was shot down by a Serbian Isayev S-125 'Neva-M' missile commanded by Colonel Zoltán Dani. The, then new, B-2 Spirit was highly successful, destroying 33% of selected Serbian bombing targets in the first eight weeks of U.S. involvement in the War. During this war, B-2s flew non-stop to Kosovo from their home base in Missouri and back.

In the 2003 invasion of Iraq, F-117 Nighthawks and B-2 Spirits were used, and this was the last time the F-117 would see combat. F-117s dropped satellite-guided strike munitions on selected targets, with high success. B-2 Spirits conducted 49 sorties in the invasion, releasing 1.5 million pounds of munitions.

During the May 2011 operation to kill Osama bin Laden, one of the helicopters used to clandestinely insert US troops into Pakistan crashed in the bin Laden compound. From the wreckage it was revealed this helicopter had stealth characteristics, making this the first publicly known operational use of a stealth helicopter.

A recent use of stealth aircraft was in the 2011 military intervention in Libya, where B-2 Spirits dropped 40 bombs on a Libyan airfield with concentrated air defenses in support of the UN no-fly zone.

Stealth deployment in Guam during North Korean Sable rattling

Stealth aircraft will continue to play a valuable role in air combat with the United States using the F-22 Raptor, B-2 Spirit, and the F-35 Lightning II to perform a variety of operations.

 Sukhoi PAK FA fifth-generation stealth multi-role fighter

The Russian Sukhoi PAK FA stealth multi-role fighter is scheduled to be introduced from 2015, to perform various missions.

The Sukhoi/HAL FGFA, the Indian version of the PAK FA is scheduled to be introduced from 2017 in higher numbers, also to perform various missions.

The People's Republic of China plans to introduce the Chengdu J-20 stealth multi-role fighter round 2018. A prototype was flown in early 2011

Sources: Various internet, including Wikipedia
No copyright infringements intended

SAAF Flying Cheetahs (Part 2): F 86 Sabre

SAAF Flying Cheetahs (Part 2): F 86 Sabre in Korea

When the P51D was retired in Korea, the SAAF upgraded to the North American F86 Sabre:

2 Squadron was South Africa's contribution to the United Nations war effort during the Korean War from November 1950 to December 1953. 2 Squadron was attached to USAF 18th Fighter-Bomber Wing for the duration of the war.[4] Initially flying the P-51 Mustang, the squadron re-equipped with the F-86 Sabre in February 1953. During the war the squadron flew a total of 12 067 sorties, most being dangerous ground attack missions. 74 of the 94 Mustangs and 4 out of the 22 Sabres were lost, along with 34 pilots.

For their actions, the squadron received the Republic of Korea Presidential Unit Citation and United States Presidential Unit Citation, along with numerous other awards and decorations.

In addition, the Commanding Officer of the USAF's 18th FBW, to which the squadron was assigned, issued a directive at the end of the war that:

In memory of our gallant South African comrades, it is hereby established, as a new policy that at all Retreat Ceremonies held by this Wing, the playing of our National Anthem shall be preceded by playing the introductory bars of the South African National Anthem, 'Die Stem van Suid-Afrika'. All personnel of this Wing will render the same honours to this Anthem as our own.

Flying Cheetahs: SAAF P51 Mustangs in Korea

Flying Cheetahs: SAAF P51 Mustangs in Korea

The Mustang and the SAAF did not meet for the first time in Korea. Early models of this British initiated, American built fighter, served with 5 Squadron in North Africa and Italy during the Second World War.The SAAf used the Mustang from 24 September 1944 when P-51B/C Mustang Is replaced Kittyhawks in 5 Sqn during the Italian campaign. P-51K Mustang IVa's, plus a few P-51D Mustang IV's were introduced later and 5 Sqn used the type extensively until is was disbanded in October 1945. 

War broke out in Korea on 25 June 1950 and on 4 August 1950 the Union Government announced its intention to place an all volunteer squadron at the disposal of the United Nations.

When the South African Government comitted a squadron to the United Nations forces in Korea, 2 Squadron was selected to join the fray with Spitfires. This decision was rescindered, and it was decided to operate an aircraft which was already in the theatre, and for which full logistic support was already established. 2 Squadron joined the 18th Fighter-bomber Wing, flying P -51 Mustangs and later on F-86 Sabres.

On 25 September 1950, 2 Squadron, the Flying Cheetahs, sailed for Japan. On arrival at Yokohama the squadron proceeded to Johnson Air Base near Tokyo where they completed their conversion and OTU on F-51D Mustangs supplied by the USAF. 2 Squadron served as one of the four squadrons of the USAF 18th Fighter-Bomber Wing and flew their first mission in Korea on 19 November 1950 from K-9 and K-24, Pyong Yang.

The SAAF flew with the distinctive Springbok in the centre of the roundel, introduced when 2 Squadron, was sent to Korea. Their role was close air support against enemy positions to soften them up for ground attacks, interdiction against the enemy's logistic and communication lines, providing protective cover for rescue operations, reconnaissance flights and to a lesser extent, interception of enemy aircraft. During the southward advance of the Chinese Communist forces these pilots attacked enemy troops, trucks and supplies daily in near zero temperatures. On 30 November the squadron moved to further south to K-13 from where they were evacuated further back to K-10, an airfield situated on the edge of the little bay close to the town of Chinhae. This was to be their permanent base for the next two years.

While equipped with Mustangs, the squadron flew 10 373 sorties and out of a total 95 Mustangs acquired, no fewer than 74 were lost due to enemy action and accidents. Twelve pilots were killed in action, 30 missing and four wounded.

In January 1953 the squadron received USAF F-86F Sabre jet fighter-bombers. Pilots and ground crew had to undergo courses in Japan to adapt to the aircraft. The first Sabre mission was flown on 16 March 1953. This marked the entry of the SAAF into a new era of jet warfare. Operating from K-55, the Flying Cheetahs took part in fighter sweeps along the Yalu and Chong-Chong rivers as well as ground targets. The squadron flew a total of 2 032 sorties in the Sabres. Only four Sabres were lost out of 22 supplied.

Once again the SAAF proved its worth. Serviceability in 2 Squadron was better than that of the other three USAF squadrons in the wing. The SAAF ground crew were volunteers and mostly WWII veterans, while the USAF ground crew were drafted to Korea. When there was a shortage of aircraft, three Mustangs that had been written off were cannibalised to make one. The work took a month and as the SAAF paid for aircraft issued, this aircraft was 'free' to the SAAF.

The war ended on 27 July 1953. 34 SAAF pilots had lost their lives and eight taken prisoner of war, including the future Chief of the Air Force, General D Earp. 74 Mustangs and 4 Sabres were lost. Prior to returning to South Africa, the Sabres were returned to the USAF.

In recognition of their association with the Flying Cheetahs, the OC of 18th Fighter-Bomber Wing issued a policy directive 'that all retreat ceremonies shall be preceded by the introductory bars of the South African national anthem. All personnel will render the honour to this anthem as our own'.

The SAAF Museum has been attempting to aquire examlples of important aircraft flown by the SAAF during its history, and one of the ex-Dominican F-51Ds was located in Florida, USA, in 1986 where the remaining aircraft had gone after resale. FAS1917 (c/n 122-38661_ was an F-51D-20-NA originally built as s/n 44-72202 and delivered to the USAAF on 9 January 1944. In 1945 it was delivered to the 8th Air Force in the United Kingdom but its unlikely to have seen combat.
In March it was delivered to Flygvapnet (The Swedish Air Force) where it received the identity Fv. Nr.26112 and was operated by F16 Wing based at Uppsala. A total of 161 Mustangs were delivered to Sweden.
On 31 October 1952 it was one of 42 Mustangs sold to Dominica and was accepted by the F.A.D on 1 January 1953. The aircraft saw considerable action against rebels who opposed the dictatorship of President Rafael Trujillo. Trujillo's son Ramfis was forbidden to become an operational pilot with the airforce. However in a flamboyant gesture of appeasement by Trujillo, the fighter squadron operating both F-51Ds and F-47 Thunderbolts was redesignated Esquadron de Caza Ramfis and later Grupo de Caza Ramfis. The Mustangs were periodically updated and overhauled by Trans Florida Aviation of Sarasota, California (which was later renamed Cavalier Aircraft Corp).
Trujillo was assassinated on 31 May 1961, but in the years to come, unrest in Dominica continued, culminating in the Civil War of 1965, in which Mustangs played an active part. A further upgrade programme took place in 1967/68 by Cavalier Aircraft but htey remained essentially stock aircraft. Surviving longer than any other operational Mustangs, they were finally replaced by Cessna A-37Bs and the twelve survivors were sold to the USA

The SAAF Museum brought a Mustang in the USA in 1987, and when it was shipped to Cape Town where it arrived 14 November 1987. It was found to be corroded, and stripping commenced as soon as the crated aircraft arrived at Lanseria (the SAAF Museum base at that time). Bad luck, missing parts, stretched cables and lack of funds, have made its restoration a long and laborious task, but after 12 years the labour of love is complete and flying. It first took to the skies on 13th of October 1998

The Museum Mustang bears the number 325. It is the third time a Mustang bears this number. The first 325 - named "PAPPASAN" - crashed in Korea, and instead of writing the aircraft off , the SAAF ground personnel rebuilt the aircraft from components salvaged from various wrecks. The resulting hybrid was again numbered 325, (PAPPASAN II) and was evidently the fastest Mustang in Korea. 

Mustang Oddities part 2

Mustang Oddities Part 2

CAC 17 Mustang, Piper Enforcer, CA 15 Kangaroo and Cavalier Mustang

CA 17 Aussie Built Mustang

In 1942 the Royal Australian Air Force (RAAF) was looking for a new fighter aircraft. 

They decided on the P-51 Mustang as their high altitutde interceptor. In late 1943, an agreement between NAA and the RAAF was reached. An Australian aircraft company, Commonwealth Aircraft Corporation (CAC), would build P-51Ds under license in Australia.

As part of the agreement, NAA would supply 100 P-51D Mustangs disassembled and Packard would supply some 80+ -3 Merlin engines. Delays mounted and the first CAC P-51 did not fly until April 1945. In all, 80 P-51s were completed from these parts and designated CA-17 Mk.20, A68-1 to A68-80.

As the war came to an end, the total scratch built CAC P-51s was reduced to 120 aircraft. The CAC new built P-51s were designated CA-18. Versions would be the Mark 21, Mark 22, and Mark 23.

The Merlin V-1650-7 was used in the CA-18Mk.21 models. The CA-18Mk.23 use the British built Rolls Royce Merlin 66 or 70 versions. The CA-18Mk.22 were modified like the F-6D reconnaissance versions. The last CA-18Mk.23 came off the production line in 1952.

Australia also received 298 P-51Ds from the U.S. under Lend-Lease. After the Aussie Mustangs were surplussed, Australia became a popular site for P-51 airframes and parts. 

Restorerers and collectors alike would travel down under to make deals and trades. Several P-51s have remained in Austalia and are kept airworthy and well cared for by their pilots and owners.

CAC 15 Kangaroo

Piper Enforcer

In 1968, Cavalier Aircraft developed a highly modified version of the Cavalier Mustang for use as a counter-insurgency aircraft. Cavalier initially mated a Rolls-Royce Dart 510 turboprop to a Mustang II air frame.

This privately-funded prototype was also intended for the same CAS/COIN mission that the Mustang II was built for. The Turbo Mustang III had radically increased performance, along with an associated increase in payload and decrease in cost of maintenance, and was equipped with Bristol ceramic armor to protect the engine, air frame and pilot. Despite numerous sales attempts to the United States Air Force, neither the U.S. military nor any foreign operators purchased the Turbo Mustang III.

Seeking a company with mass production capability, the Turbo Mustang III, renamed the "Enforcer," was sold to Piper Aircraft in late 1970. Cavalier Aircraft Corp. was closed in 1971 so the founder/owner, David Lindsay, could help continue develop the Enforcer concept with Piper. Piper was able to lease a Lycoming T-55L-9 engine from the USAF (the engine Lindsay wanted initially) and flew the aircraft some 200+ hours. In 1984 with a $US12 million appropriation from Congress, Piper built two new Enforcers, giving the new prototypes the designation PA-48. These aircraft were evaluated by the USAF, but flown only by Piper test pilots.
In 1971, Piper built two Enforcers by heavily modifying two existing Mustang airframes, fitting them with Lycoming YT55-L-9A turboprop engines along with numerous other significant modifications. One airframe was a single seat (called the PE-1 and FAA registered as N201PE), the other a dual-control aircraft (the PE-2, registered N202PE). Prior to the Pave COIN evaluation, N202PE was lost in a crash off the Florida coast on 12 July 1971 due to flutter caused by a Piper-modified elevator trim tab. Although the Enforcer performed well in the 1971–1972 Pave COIN test flown by USAF pilots, Piper failed to secure a USAF contract.

Cavalier

In 1957, the last of the active duty P-51s were withdrawn from service. This released many P-51s to the civilian market. David Lindsay, a newspaper publisher, formed Trans Florida Aviation with the intent of refurbishing the ex-military P-51s into well-equiped civilian business aircraft.

Lindsay purchased surplus P-51s (mostly P-51D) and began a restoration process. They would strip out all the military equipment, add a second seat behind the pilot, add extra fuel capacity (some models), update the avionics, install a tall tail similar to the NACA P-51s, plush out the interior to provide the most comfort possible and finish the job with a civilian paint scheme. Lindsay flew 44-13257, with the NACA tail, and was pleased how it handled. He got the FAA STC for the tail mod so the taller vertical stabilizer could be added to the civilian Cavaliers.

One of the P-51s main attributes was its great range. The first P-51 conversion, named Cavalier, was in 1958. Orders trickled in for the first few years. The models offered were all relative to the range of the aircraft. The model numbers (all prefixed by "Cavalier") were 750, 1200, 1500, 2000 and 2500. The longest range Cavalier, the Cavalier 2500, included 110 gallon wingtip fuel tanks. Remember, with the second seat, the fuselage fuel tank was removed and the main wing tanks would yield about 180 gallons usable.

Trans-Florida was renamed Cavalier Aircraft Corporation and purchased the rights of the P-51 design from North American Aviation. The first contract with the U.S. Government was to IRAN 36 F-51 from the Dominican Air Force (FAD). These were not Cavalier conversions but were P-51s that were repaired and upgraded. Then in 1967, the USAF contracted with Cavalier to produce the F-51D for export to South America under the Military Assistance Program (MAP). These aircraft were given new serial numbers starting with the first, 67-14862 and named "Mustang II". In 1967 a total of 9 were built. These aircraft went to El Salvador.

Changes to the Mustang II were made for increased loads. The wing was strengthened to carry a total of 4,000 lbs of ordance and additional weapon hard points were installed, up to six under each wing. A rear seat was installed in these models, for observers. A new Merlin V-1650-724 was installed and these Cavaliers also received the taller tail modification. In 1968, two of the new Mustang IIs went to the U.S. Army as chase planes for the Cheyene (AH-54) helicopter program. These were serialed 68-15795 and 68-15796.

More orders placed in 1972 for 6 aircraft under MAP for export to Indonesia. The Mustang IIs did not have wingtip fuel tanks.

With new ideas of how to keep the P-51 Mustang alive and in service, David Lindsay wanted to try replacing the long-standing workhorse Merlin V-12 with a turboprop. Lindsay perferred the Lycoming T-55 but had difficulties obtaining a copy. They were able to get a Rolls Royce Dart 510 Turboprop and installed it in civilian P-51 N6167U. This mod was not funded by the USAF, but by Cavalier.

The new modification was called the Turbo Mustang III. Cavalier tried to get the USAF and other air forces interested in the project but no sales were made. Later, Cavalier sold the project to Piper and it later became the PA-48 Enforcer. The Enforcer had little in common with the original P-51.

The USAF, under pressure from Congress, did order two prototype PA-48 from Piper. No other orders were place and the project died. The two PA-48 Enforcers do exist today at USAF Museums. Many Cavalier Mustangs are still airworthy today.

Evolution of the Mustang

P-51A; P-51B/C; two early P-51Ds; P-51H; Piper Enforcer.

P 51 Mustang Oddities I

P 51 Mustang Oddities Part 1

As the top fighter aircraft of the end of WW2, the Mustang has had a few interesting (and some odd) spin-offs:

The North American F-82 Twin Mustang is probably one of the strangest, born on the success of the twin boom-tailed P38 Lightning someone had the idea of combining the fuselages of 2 Mustangs. 

They built 270 of these things, and interestingly the first three North Korean aircraft shot down during the Korean war were victims of these unusual aircraft.

Based on the iconic P-51 Mustang, which rose to fame as one of the USAAF’s most successful fighters of WWII, the F-82 Twin Mustang more or less lived up to its name. It was essentially two P-51′s fused together at the wing and the horizontal stabilizer. It was initially intended to be  a very long-range (VLR) escort fighter to accompany Boeing B-29 Superfortresses on their missions over Japan. However the first F-82′s were only ready for service after WW2 had come to an end.

 Development of the North American F-82 Twin Mustang began back in 1943, when the company began work on a fighter that could travel over 2,000 miles (3,220 km) without refueling. Although the aircraft is based on the P-51 Mustang, there were a number of changes necessary to make the aircraft airworthy and fit for its role. The fuselages were lengthened by 57 inches (145 cm) in order to accept additional internal fuel tanks and equipment. The center section of wing was also completely redesigned. Within this central wing six M2 Browning machine guns were fitted. In addition the outer wings were strengthened so they could carry additional fuel in external drop-tanks, or extra ordinance such as rockets or bombs.

The North American F-82 Twin Mustang’s first outing didn’t prove very successful as the aircraft was unable to get off the ground. After a month of investigation engineers figured out what the problem was. The propellers had been designed so that they spun in opposite directions to counter each other out, and they both turned upwards as they approached the center wing. However this resulted in all the lift from the central wing being cancelled out from the drag of the propellers. By switching the rotation of both propellers, so they now met as they were turning downwards, the problem was rectified.

Early prototype F-82′s both featured fully equipped cockpits so the pilots could alternate control on long flights. However later night-fighter versions of the F-82 Twin Mustang only had flight controls on the left side. The right side cockpit was for the radar operator.

To match its odd design the F-82 had another quirk. It was one of the only aircraft in which the trainer version was faster than the combat version. This was due to the fact some of the earlier F-82′s were powered by British-made Merlin engines. However the US military decided it would be more fitting if the aircraft featured an all-American engine, so later aircraft were fitted with less powerful GM Allison engines.

During its lifetime the F-82 Twin Mustang saw service as a long range interceptor to safeguard against Soviet air attack, it operated as a radar-equipped all-weather night fighter, it was used as a air-to-ground attack aircraft, it was the first aircraft to take part in a combat mission during the Korean War and it was the first aircraft to score confirmed kills in the Korean War. Interestingly, although the F-82 Twin Mustang excelled during the first few months of the Korean War, as the conflict went on it was becoming increasingly obvious that propeller driven aircraft had no future in air-to-air combat as jet fighters were increasingly deployed by both sides.

After just seven short but busy years of service the North American F-82 Twin Mustang was retired in 1953. It remains one of the most successful weird aircraft ever to have flown.

At least five examples of the North American F-82 Twin Mustang exist today, and they are held in various museums and locations across the US.

Happy Birthday P51 Mustang! Cadillac of the Sky!

Happy Birthday P51 Mustang! Cadillac of the Sky!

First flew on this day 1940.

 The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II, the Korean War and several other conflicts. During World War II, Mustang pilots claimed 4,950 enemy aircraft shot down, second only to the carrier borne Grumman F6F Hellcat among Allied aircraft.

I have had the priviledge of knowing one of the NZ Squadron commanders who flew the P51 D during WW2 as bomber escort. He went on to receive the freedom of Paris and to command the first NZ Vampire Squadron at Ohakea Airforce base

The Mustang was conceived, designed and built by North American Aviation (NAA), under the direction of lead engineer Edgar Schmued, in response to a specification issued directly to NAA by the British Purchasing Commission; the prototype NA-73X air frame was rolled out on 9 September 1940, albeit without an engine, 102 days after the contract was signed and it was first flown on 26 October.

The Mustang was originally designed to use the Allison V-1710 engine, which had limited high-altitude performance. It was first flown operationally by the Royal Air Force (RAF) as a tactical-reconnaissance aircraft and fighter-bomber. The addition of the Rolls-Royce Merlin to the P-51B model proved to be the engine that made the aircraft, at one stroke dramatically improving its altitude performance, speed, and its range. At 30,000 feet, the P-51B outran the A model by 100 mph.

P51A

The definitive version, the P-51D, was powered by the Packard V-1650-7, a license-built version of the Rolls-Royce Merlin 60 series two-stage two-speed supercharged engine, and armed with six .50 caliber (12.7 mm) M2 Browning machine guns.

From late 1943, P-51Bs (supplemented by P-51Ds from mid-1944) were used by the USAAF's Eighth Air Force to escort bombers in raids over Germany, while the RAF's 2 TAF and the USAAF's Ninth Air Force used the Merlin-powered Mustangs as fighter-bombers, roles in which the Mustang helped ensure Allied air superiority in 1944. The P-51 was also in service with Allied air forces in the North African, Mediterranean and Italian theatres, and saw limited service against the Japanese in the Pacific War.

At the start of Korean War, the Mustang was the main fighter of the United Nations until jet fighters such as the F-86 took over this role; the Mustang then became a specialized fighter-bomber. Despite the advent of jet fighters, the Mustang remained in service with some air forces until the early 1980s !

After World War II and the Korean War, many Mustangs were converted for civilian use, especially air racing.

Technical credit: Wikipaedia

NZAF 75th Anniversary Warbirds WW2 Vintage

RNZAF 75th Anneversary: Ohakea Air Base

31 March 2012

WW II and Post-war Era Warbirds

(Click on image to enlarge)