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United States Air Force - Modern Era
Aviation Art Prints  Aviation Artists Stan Stokes US Aviation  Modern Era |
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Way Ahead of its Time by Stan Stokes. Aviation artist Stan Stokes has appropriately entitled his outstanding painting of an SR-71 Blackbird as, Way Ahead of its Time. The Blackbirds origins, amazingly, date back to the 1950s. At that time the U.S. government was very concerned about nuclear developments in the Soviet Union, and a high altitude reconnaissance aircraft was needed to overfly the Soviet Union. The Lockheed Corporation responded by developing the U-2, which was akin to a high powered glider. The U-2 was based on cost effective adaptations of currently available technologies, and was very effective initially, but as surface-to-air missile capability improved, the U-2 became vulnerable. What was needed was a long-range, very fast, very high altitude aircraft, capable of outrunning Soviet surface-to-air missiles. Mr. Kelly Johnson, Lockheeds project engineer who oversaw the famous skunkworks, presented a proposal to the U.S. government in 1959 regarding the development of a state-of-the-art ultra high speed and ultra high altitude aircraft. The plane, initially designated the A-12, first appeared as the YF-12 interceptor, but the government decided not to fund the YF-12. The design, however, became the SR-71, and the first production Blackbird took to the skies in 1964. The aircraft incorporated many design features never utilized on any aircraft up to that time. For example, at cruising speed the Blackbirds skin would reach nearly 1000 degrees, so the aircraft had to be constructed primarily from a titanium alloy. The SR-71 gets so hot, in fact, that the plane is one foot longer at cruising speed than it is on the ground. For twenty-six years this secretive aircraft held many of the worlds records for both speed and altitude. It is believed that about thirty two Blackbirds were produced, and about twenty of these were still in service with the Air Force in 1990. With the development of more capable satellites, and the high cost of maintaining the Blackbird fleet, the Air Force suspended Blackbird operations in 1990. On the final Air Force flight of a Blackbird, from California to Washington, D.C., this incredible aircraft once again set a speed record in making the trip in only sixty-eight minutes. Mr. Stokes has depicted in his painting a SR-71 Blackbird flying at 80,000 feet and at Mach 3.1 over the west coast of the United States. The plane as depicted is piloted by Col. Robert Powell, who is believed to have logged over 1.0 million miles in his 1,020 hours of flight time. Becoming a Blackbird pilot was about as difficult as becoming an astronaut, and Col. Powell personifies the talented and dedicated pioneers, who much like the Blackbird, were way ahead of their time. |
Working the Night Shift by Stan Stokes. Cdr. Guy P. (Lucky Pierre) Bordelon was the only naval aviator to attain ace status during the war in Korea. Piloting Annie Mo, his F4U-5N night fighter version of the Corsair, Bordelon recorded five aerial victories. In so doing Bordelon became the last Corsair ace, and the last pilot to become an American ace while flying a propeller driven aircraft. Navy and Marine aviators were primarily focused on ground support and ground attack missions during the war, leaving the job of mig killing to the USAF. During three years of combat in Korea, naval aviators flew more than 250,000 combat sorties, delivering more than 326 million pounds of bombs to their targets. Naval aviation is generally credited with destroying 2,600 enemy vessels, 2,000 bridges, 250 tanks, and 74 aircraft destroyed on the ground. These missions were not without a price as more than 500 aircraft were lost to ground fire during the war. The U.S. Navy utilized a wide array of aircraft in Korea, as it transitioned from prop to jet power. In addition to the Corsair other prop aircraft included the Douglas AD-2, AD-3 and AD-4 Skyraiders, the twin-engine Grumman F7F Tigercat, the TBM and TBF Avenger, the Convair PB4Y Privateer, and the PBM Mariner. In the jet aircraft department the Navys primary vehicle was the F9F Panther. F2H Banshees and Douglas F3D Skynights also saw service. Night attacks by North Korean forces on ground positions held by UN forces were referred to as Bed Check Charlies by the US pilots. In July of 1953 one of these Bed Check Charlie missions hit a fuel dump at Inchon, which resulted in the loss of five million gallons of fuel. The attack was made by slow flying Yak 18s which were difficult targets for the much faster jets. The Navy dispatched a pair of night fighting Corsairs from the USS Princeton under the leadership of Guy Bordelon to an airfield just south of Seoul. In a three week period Bordelon flew three night interdiction missions and bagged five Bed Check Charlies. Bordelons Corsair, Annie Mo was left behind when his unit returned to the Princeton. Unfortunately, the aircraft was destroyed, and therefore did not survive the war. As depicted by Stan Stokes, in the artists highly-detailed painting entitled Working the Night Shift, Bordelons Annie Mo returns to the Princeton at daybreak after a late night mission in June of 1953. In the background can be seen a Sikorsky HO3S-1 which provided plane guard duties for returning naval aviators in Korea. |
Twins by Stan Stokes. The North American P-82 Twin Mustang, the last piston-powered fighter produced in quantity for the US Air Force, was the last variant of the P-51 Mustang which had debuted, and served so successfully, in WW II. The Twin Mustang was developed in response to a government specification seeking a very long range escort fighter capable of accompanying B-29 bombers, and able to attack the newest Japanese fighters at very high altitudes. The P-82 was in reality actually an entirely new aircraft. The P-82 was six feet longer than a P-51, and utilized many new technological improvements. From a design standpoint the P-82 represented a radical departure from conventional aeronautical standards. The twin cockpits (one on each fuselage) was employed to allow more than one pilot, and reduce fatigue on long over-water missions in the Pacific. Twin Merlin engines, utilizing counter rotating propellers powered the first P-82. The first prototype flew in April of 1945. Only twenty of the original 500 aircraft ordered in 1944 were completed prior to the end of WW II. In December of 1945 the USAAF placed orders for 100 P-82E escort fighters, 100 P-82F night fighters, and 50 P-82Gs, which was also a night fighter version. It was anticipated that these versions, powered by an improved Allison engine, would replace the aging P-61 Black Widow. In 1946 a specially modified P-82 flew from Hickham Field in Hawaii to Mitchell Field in New York in 14 hours and 33 minutes. Between 1946 and 1949 production on 250 of the P-82s was completed. The P-82 was a versatile aircraft, quite capable of supporting ground attack forces with the wide variety of stores which could be carried underwing. It was also possible to add eight additional machine guns to the aircrafts middle wing section. Designated the F-82 at the time of the Korean War, the twin mustang attained the first USAF victory in that war on June 27, 1950. A Flight of five F-82s from the 68th Fighter Squadron intercepted a flight of Soviet-built Yak-9 fighters, which had been strafing the Allied airfield at Kimbo. The F-82, while a capable long range fighter and attack aircraft, was in effect rendered obsolete by the entry of Mig jets into the conflict. The aircraft were reassigned to air defense positions in Japan and Okinawa, where they were utilized primarily in the night fighter and reconnaissance roles. The F-82 was capable of speeds in excess of 450 MPH with its two 1,600-HP Allison engines, and its range of more than 2,000 miles was unique. A few air worthy examples of this fine aircraft are still in existence. |
Fallen Eagle by Stan Stokes. The McDonnell Douglas A-4 Skyhawk was designed by Ed Heinemann as a successor to the Skyraider attack bomber. The prototype aircraft first flew in 1954. The diminutive Skyhawk was only 42 feet in length, with a carrier friendly wingspan of 27 feet. The Skyhawk was capable of speeds close to 700 MPH, and was produced in several variants through 1979. The Skyhawk was utilized extensively in Vietnam for ground attack and support. As depicted in Stan Stokes painting entitled Fallen Eagle, the A-4 of a young Navy aviator, Everett Alvarez, has just taken off from the USS Constellation at 2:30 PM on August 5, 1964. Alvarez, a native of Salinas California, had attended the University of Santa Clara before joining the Navy. It was a day that Alvarez would not soon forget. About midnight that day the destroyers USS Maddox and USS Turner Joy were under attack from North Vietnamese patrol boats in international waters sixty miles off the coast of North Vietnam. Alvarez unit, the VA-144 Roadrunners, had been scrambled to assist the destroyers, but terrible weather conditions prevented any action. Washington decided to retaliate against these attacks by authorizing the first bombardment of North Vietnam on August 5, 1964. On that day twenty-two aircraft from the USS Ticonderoga attacked North Vietnam military targets at 1:15 PM. Only one aircraft was damaged during this first wave, and its pilot successfully made it back to an airfield in South Vietnam. The USS Constellation would provide a second wave involving 10 Skyhawks, 4 Skyraiders, and a single F-4 to provide fighter cover. Alvarez target was the harbor at Hon Gai, where his mission was to destroy any military patrol boats in the harbor. The lumbering Skyraiders were launched early, and Alvarez was the first of the ten Skyhawks off the Constellation. The Skyhawks rendezvoused at 20,000 feet before climbing to 30,000 feet for the seventy-five minute flight to the target area. Alvarez A-4 was equipped with a belly pod of 19 rockets. The Skyhawks streaked in over the harbor at 500 MPH in a shallow dive. Four torpedo boats and a larger coastal patrol ship were in the harbor. Alvarez made two passes over the harbor, and as he was passing over the southern edge of the town he saw a yellow flash to the port side of his windscreen accompanied by a popping sound. Seconds later the A-4 shook violently, and all the warning lights came on. The cockpit began to fill with smoke and the stick froze. With a final radio transmission, Im getting out! Ill see you guys later!, Alvarez pulled his ejection ring. Within seconds he was in the water. Picked-up minutes later by some very nervous fisherman, Everett Alvarez would become the first pilot shot down and captured over North Vietnam. It would be eight-and-one-half years later that Alvarez would be released, having endured hardships which would have broken anyone of less than the highest faith and courage. Everett Alvarez retired from the Navy in 1980, and was later a Deputy Director of the Peace Corps, and Deputy Director of the Veterans Administration. |
Gone Fishing by Stan Stokes. The De Havilland Aircraft Company was founded by Geoffrey de Havilland, and Englishman who was born in 1882. He became fascinated with aircraft as a young man, and with the assistance of a wealthy grandfather pursued his first aircraft design. The first major success of this start-up company was the DH-4, a two seat bomber. This design was licensed to the US military, and more than 5,000 DH-4s were built. Following WW I de Havilland set up an internal engine design and manufacturing capability that was utilized to great success with their series of Moth trainers. De Havilland Aircraft was one of the early leaders in jet aircraft. They built the first jet aircraft the Comet that entered service in 1952. Unfortunately the Comet had some structural flaws that caused break-up of the aircraft in mid-flight. Withdrawing the aircraft and returning to the drawing boards cost the Company the lead and they never caught-up to either Boeing or Douglas. De Havilland Canada was set up in 1928 as a subsidiary of the U.K. company. Following WW II the Canadians wished to make their own mark. They developed the Chipmunk, a successful, all metal trainer that was purchased by many countries. The Canadian company also saw the opportunity to design and build an aircraft especially built for the rugged northern bush country of Canada. The Company surveyed many bush pilots and the result was the development of the Beaver, possibly the most successful bush plane of all time. The Beaver first flew in 1947. It was an immediate hit, with its ability to handle rough terrain, and operate with floats or skis. Thirteen countries purchased the Beaver for military use, and it was nicknamed the generals jeep for its ability to shuffle top brass in and out of remote areas. The other aircraft in Stans painting is a Noorduyn Norseman. It was first flown in 1935 and went into production in 1936. The aircraft was 32 feet in length and had a wingspan of more than 51 ft. A Pratt and Whitney Wasp 9-cylinder engine putting out 550-HP powered the Norseman. It had a cruising speed on 150-MPH, a service ceiling of 22,000 feet, and a range of 600 miles. With a single pilot, a Norseman could carry 8-9 passengers. A total of 904 Norseman were built. The aircraft was flown by the RCAF, USAAF and many commercial and private airlines. The Norseman had a reputation as a solid, well-built, reliable aircraft, and it was widely used in bush flying where it could be utilized with wheels, floats, or skis. Unfortunately, Glen Miller, the famous American bandleader, was lost during the War while flying in a Norseman. One theory is that Millers aircraft may have been accidentally destroyed by Lancaster Bombers dumping bombs over the English Channel prior to landing. |
Spy in the Sky by Stan Stokes. Ever since the earliest days of flight, military reconnaissance has been a major application for powered aircraft. In the WW I era scouts were utilized in the beginning of the War to report the positions of opposing armies. For most of the last century aircraft utilized in the reconnaissance role were often those that had failed to perform adequately in another role, and became relegated to the reconnaissance mission. However, over time military planners began to see the necessity of aircraft specially designed to excel at spying on opposing forces. Generally this meant an aircraft capable of high altitude, fairly high speed, sufficient range, and enough stability to be an excellent photographic platform. For most of the 1950 and 1960s the US Navy was utilizing Lockheed Neptunes (P2V) for its reconnaissance needs, with the P-3 Orion coming onboard in the early 1960s. The USAF utilized the RB-66 Destroyer with its recon squadrons during the 1950s. One of the most famous of all reconnaissance aircraft is the Lockheed U-2. The U-2 was a special project developed by Lockheeds famous Skunk Works in Burbank, California under the supervision of Mr. Clarence L. Kelly Johnson, one of Americas most important aeronautical designers. The Skunk Works was famous for generating innovative and cost-effective designs, and the U-2 was no exception. The Utility designation of this aircraft was provided to hide its real purpose as a spy plane. The U-2 spy plane was an enormous powered glider with a huge wingspan of 80 feet. It had a sailplane-like high aspect ratio 14.3:1 wing and a very lightweight construction. The first U-2s took to the air in 1956 but the government kept the aircraft secret. The U-2 could fly very high (55,000 feet for early models and more than 70,000 feet for later variants,) and had sufficient range (more than 3000 miles for later variants) to take it over many areas of the Soviet Union. It was not particularly fast, and the vulnerability of the U-2 became apparent in May of 1960 when Francis Gary Powers was shot down in a U-2 over the Soviet Union. This embarrassing incident resulted in the public trial of Mr. Powers on espionage charges. He would later be released but unfortunately was killed in a civilian helicopter accident many years later. The U-2 proved its worth in 1962 when it brought back the first photos of Soviet missile sites in Cuba. Maj. Richard S Yeser piloted the U-2 over Cuba that brought back these first photos. He was killed on a similar mission eight days later. Lockheed would later develop the super-fast SR-71 Blackbird, capable of out running most anti-aircraft missiles. |
A Not So Routine Service Call by Stan Stokes. For thousands of years man has been fascinated by the heavens. Astronomy has evolved over the centuries, but all ground telescopes are handicapped because the Earths atmosphere distorts images and limits the ability to make observations. The Space Telescope was envisioned as an international effort to create a major breakthrough in astronomy. By place a huge telescope in Earth orbit, the limitations of ground-based observation would be overcome. Astronomers would be able to see objects 50 times fainter and 7 times farther away than before. The scope of the universe that could be seen would be 500 times greater than before. The Hubble Space Telescope was designed to do the job. It weighs 12.5 tons, is 43 feet long, and utilizes a huge 94.5 inch mirror. To get the Hubble into space one of NASAs space orbiters or shuttles, as they have popularly become known, was utilized. The shuttle crew did a great job, but unfortunately the telescope was flawed and could not properly focus. Fortunately the Hubble was designed to be serviced by astronauts with many of its components designed as orbital replacement units. Features such as handrails and foot restraints were built into the Hubble to assist astronauts in executing repairs. A shuttle repair mission was organized to send astronauts into space to recapture the telescope and make necessary repairs. This mission was flawlessly excuted by Endeavour in 1993. NASAs predecessor organization the NACA was organized in 1915 to focus on the science behind aircraft design. The NACA worked on airfoils, deicing, cowling design, etc. in its early years. During the Cold War the NACA flourished as it combined forces with many military programs like the X-1 and X-15. These programs moved the agency beyond its traditional research role and gave them design and program management responsibilities. When the Soviets launched Sputnik in 1957, the NACA was changed forever. Renamed NASA, the agencys budgets were greatly expanded and the new NASA was thrust into the spotlight as Americas answer to Soviet space might. NASA successfully managed the huge program to land men on the Moon. The post Apollo era was not necessarily clearly focused for NASA. While some believe the agency floundered after Apollo, NASA made important progress during this time in the areas of hypersonic flight, and their contributions resulted in jet engines with less noise, better economy reduced pollution, The shuttle program was started under the guidance of Dr. James C. Fletcher who was the administrator of NASA in the 1970s. The loss of the Challenger in 1986 was a setback for the agency, and Fletcher returned to his former position to refocus the agency, which according to its skeptics had become to large and bureaucratic. Although NASA has sometimes ventured far afield from its original mission, the science and dynamics of flight, whether for an aircraft or a spacecraft, remain the pervasive foundation of all that NASA does. |
Faster and Higher by Stan Stokes. In late 1954 requests for proposals went out for a hypersonic aircraft capable of Mach 7 and a ceiling of 50 miles. This was to be the third aircraft in the experimental series (following the X-1 and X-2), and its mission would be to explore the upper ranges of the atmosphere at hypersonic speeds. North American won the contract in 1955. The North American X-15 research aircraft, the most successful research aircraft in history, has flown faster and higher than any manned aircraft. Powered by a rocket motor generating 57,000 pounds of thrust by burning a combination of liquid oxygen and anhydrous ammonia, the X-15 was launched from a specially modified B-52 mother ship for each of its flights. Because of the high temperatures which would be encountered in flight, special alloys were incorporated in the design. At extreme altitudes, when in fact the X-15 would technically be in space, the aircraft was controlled by a thruster system using hydrogen peroxide jets. On the aircrafts first non-powered flight on June 8, 1959, North Americans test pilot Scott Crossfield had his hands full trying to land the X-15. Nine days later the X-15 embarked on its first powered flight, and obtained a speed of Mach 2.3. Eventually, Crossfield would take the X-15 to an altitude of 81,200 feet and a speed of Mach 2.97 on November 15, 1960. The aircraft was then turned over to NASA which would put the aircraft through a series of dazzling record-breaking flights over the next few years. NASA test pilot Joe Walker took the X-15 to an altitude of 67 miles, which is 17 miles beyond what is considered to be the outer limits of the Earths atmosphere. This is the highest altitude ever reached by a manned aircraft, not considering the Space Shuttle. One of the X-15s was modified and on October 3, 1967 Major William Pete Knight reached the amazing speed of Mach 6.72. Over nearly a decade of test flights the X-15 was piloted by only twelve men. Included in this exclusive group were Neil Armstrong, and Michael Adams, who was killed in an X-15 accident. William H. Dana was the last pilot to fly the X-15 on its final flight on October 24, 1968. Reaching Mach 5.38 and an altitude of 255,000 feet the flight was successful. After approximately 200 flights, the X-15 program was terminated in late 1968. The information obtained from these flights had numerous benefits to both the American space program, and to the development of high speed fixed wing aircraft. |
Killer Bs by Stan Stokes. High altitude strategic bombing played a major role during WW II, and in the Cold War era which followed long-range, high altitude, bombers would continue to be a focus area. The Convair B-36 represented a transitional aircraft between the WW II era aircraft and the supersonic jets that would follow. Convairs B-58 Hustler was extremely fast, but the downing of Gary Powers U-2 in 1960 pointed out the possible vulnerability of all high flying bombers despite their speed. The B-58 was phased out as cost ineffective, and the backbone of Americas manned strategic bomber force became the Boeing B-52. The B-52 has had an unprecedented life span. With improved avionics and the ability to launch cruise missiles hundreds of miles away from the ultimate target, the B-52 remained viable for decades longer than expected. The Rockwell B-1 bomber, the aircraft planned to replace the aging B-52, had a very long and controversial gestation period. The B-1 was planned to thwart Soviet air defenses by carrying a nuclear payload to its target at treetop levels and at speeds in excess of 900-MPH. Originally conceived in 1965 the initial procurement contract was awarded in 1970 with the first flight occurring in 1974. At one point 244 B-1 Lancers were planned, but the B-1 program was cancelled during the Carter Administration with only five aircraft completed. In 1982, the B-1 was resurrected during President Reagans term. One hundred aircraft, at a cost of $28 billion (or $280 million each) were ordered. The first operational B-1 reached the Strategic Air Command in 1985. One hundred of these large aircraft have been produced. With an extended wingspan of 137 feet the B-1B is capable of operating from shorter airfields than normal, and with its wings in their fully swept position the aircraft can reach speeds approaching Mach 1.5. The B-1 can carry a whopping weapons load of more than 60 tons. It can fly at very low altitude and launch multiple cruise missiles at targets hundreds of miles away. The B-1 was the worlds most expensive aircraft at the time of its production, but that title now belongs to the B-2 stealth bomber, which costs almost 9 times that of a B-1, or upwards of $2.5 billion a copy. Compared to the B-1 , the smaller Northrop B-2 uses technology to hide itself from opposing air defenses. The B-2 has many similarities to the line of flying wings pioneered by Jack Northrop in the 1940s. The B-1 Lancer was first utilized in combat during bombing raids against Iraq. Reconfigured to carry convention weapons the B-1s typically carries up to 84 Mk-82 nonprecision bombs plus 30 anti-tank cluster bombs. This allowed the B-1 to attack Iraqi tank battalions with devastating results. B-1s were utilized in Yugoslavia, as is the B-2, which was first used in combat in March of 1999 - flying, non-stop from Missouri to Yugoslavia to bomb key Serbian military command and control targets. |
Thirsty Falcons by Stan Stokes. Aerial refueling revolutionized aerial warfare. The first such documented refueling took place in June of 1923 when a specially modified DH-4B piloted by Lts. Virgil Hine and Frank Seifert took off from Rockwell Field in San Diego and managed to refuel another DH-4 piloted by Capt. Lowell Smith. The success of this aerial refueling permitted an attempt at a world record of flight duration. Taking off again from Rockwell Field Smith kept his aircraft airborne for more than 33 hours. Aerial refueling remained a novelty until many decades later when the jet age arrived. Modern jet-powered fighters are awesome machines, but they can consume enormous amounts of fuel, especially when flying at maximum speeds or climbing under maximum power. A jet taking off with a full weapons load that climbs to 60,000 feet under full power may consume more than half its fuel capacity. Aerial refueling was necessary to make jet powered fighters and bombers a practical weapon. In the 1950s the Air Force developed a flying boom method of refueling whereas the Navy utilized a probe and drogue system. The former required a specially trained boom operator but can pass fuel very quickly. The Navy system could handle multiple aircraft at the same time, but required a higher standard of flying. Both in Vietnam and later during the Gulf War, aerial refueling proved invaluable to the success of the air campaigns. In Stan Stokes painting, F-16 Falcons approach their tanker for refueling. The F-16 Fighting Falcon, designed by Harry Hillaker, first rolled out of the General Dynamics assembly line in Ft. Worth Texas in October of 1976. The aircraft was originally built as a technology demonstration exercise to show how much weight and cost could be eliminated from the F-15 Strike Eagle. In 1975, at the Paris Air Show, the F-16 prototype with test pilot Neal Anderson at the controls competed in the Great Fighter Competition. To the winner; billions of potential sales to countries like Belgium, Denmark, the Netherlands, and Norway. The F-16 duked it out against the French-built Mirage F1-E and the Swedish Saab 37 Viggen. The F-16 was the winner. Interest in a new lightweight, cost-effective, fighter-interceptor evolved in the mid-1970s as a replacement for the aging F-104. The F-16s outward appearance has remained the same for twenty-five years while remarkable advances in technology have been incorporated into the aircrafts internals. Improved engines, enhanced radar and avionics, and superior missiles have kept the F-16 effective. The F-16 can carry nearly ten tons of armament on its external stores stations. This range of armament includes air-to-air missiles, air-to-ground missiles, intelligent and traditional bombs, 6000 round per minute Vulcan guns, and external fuel tanks. |
Angels and Knights by Stan Stokes. In 1946 Navy brass selected Lt. Cdr. Roy Butch Voris, a fighter pilot with WW II experience, to organize a flight exhibition team. The twenty-six-year-old Voris wasted no time in forming his team, and developed an exciting low altitude acrobatic demonstration utilizing the F6F Hellcat fighter. Recognizing the need for a minimum of distractions, Voris selected only bachelors for his embryonic flight team. When the group put on their first demonstration, Voris commanding officer called them a bunch of crazy S.O.B.s who were going to kill themselves. Nonetheless, the show was impressive and the Navy moved ahead. Lacking a name for this new group a contest was held, but no names were submitted which the pilots all liked. One day Voris #2 - Wick Wickendall - saw an ad for a night club called the Blue Angel in a magazine. From that day forward the name Blue Angels was official. The team quickly transitioned to the faster F8 Bearcat, but when the Korean War began, the group was temporarily disbanded, and its pilots formed the nucleus of VF-191 Satans Kittens. Following the war Voris was asked again to reactivate the team, this time utilizing the Panther jet. In 1955 the Angels transitioned to their first supersonic aircraft the F-8 Cougar. In 1957 they switched to the F-11, and in 1969 they began flying the F-4 Phantom II. Plagued with maintenance difficulties the group dropped the F-4 in 1974 in favor of the diminutive A-4 Skyhawk. In 1985 the Blue Angels began utilizing the McDonnel Douglas F/A-18 Hornet, one of the most capable fighter and attack aircraft in the world. Flying at speeds in the 400-500 MPH range with only 36 inches of separation during most of their shows, the pilot are subject to G forces equal to eight times the weight of gravity. However, the Blue Angels perform without the use of G-suits. The Blues are made up of an all volunteer group. Pilots typically have 8-10 years of fighter experience (1500 or more hours), are carrier qualified, and have had time as instructors. The Blue Angels follow an intensive training program. They fly six days a week, with only a 2-3 week break in November of each year. The Blue Angel pilots and their ground support crew spend about 300 days a year away from home. The support team, which flies from show to show in a specially modified C-130 nicknamed Fat Albert, is of vital importance. A Blue Angels show has never been canceled due to a maintenance or equipment problem, and no spectators have ever been injured during a demonstration. In 1992 the Blue Angels were given the opportunity of visiting the former Soviet Union to become the first American flight demonstration team to perform over Moscow. This was a significant event as it truly signified the change taking place in the former Soviet Union, and the new post Cold War relationship which was evolving. Lead by Cdr. Greg Wooldridge, the Blue Angels took Moscow by storm. A series of exchange flights took place with the Russian pilots having their first exposure to American-built aircraft, and the Blue Angels having opportunity to fly in SU-27s and Mig-31s, two of the hottest Russian aircraft. As depicted in Stan Stokes highly-detailed painting entitled Angels and Knights, a Blue Angel F/A-18 and a Russian Knight SU-27 make a low altitude pass over Red Square, in a symbolic gesture signifying the end of the Cold War. |
The Peacekeeper by Stan Stokes. The USAAC became interested in intercontinental bombing in 1941 due to the threat of England falling to the Nazis. The Army Air Corps issued a request for proposals requesting an aircraft with a range of 12,000 miles at an altitude of 25,000 feet and a top speed of 450-MPH. Later these specifications were downgraded, but the Air Corps still wanted an aircraft capable of carrying a 10,000 bomb load for a 4,000 mile combat radius. Boeing, Consolidated and Douglas submitted proposals. Consolidated Aircraft won the initial award for the development of two prototypes, and work on this project began in San Diego, but was later shifted to Ft. Worth, Texas. In mid-1943, with the Boeing B-29 project facing development problems, General Hap Arnold ordered into production 100 B-36s, with deliveries expected to commence in 1946. When the war ended in 1945 many military programs were cut severely, but Cold War concerns kept the B-36 program alive. In August of 1946 the first B-36 (Peacemaker) took to the air. It was the largest combat aircraft ever flown up to that point in time; with a wingspan of 230 feet, a length of 167 feet, and a height of nearly 47 feet. A year of intensive flight-testing was undertaken leading to a number of important modifications to the production aircraft. The addition of jet engines to supplement the Peacemakers piston engines took place in 1949. B-36s were produced in both bombing and reconnaissance versions. The former were typically manned by a crew of fifteen and the latter were manned with a crew of twenty-two. One interesting experiment with the B-36 in 1955-57 was the fighter/conveyor program. The concept was to marry a fighter aircraft to the B-36, giving it additional protection and potentially greater reconnaissance capabilities. Another oddity was the modification of one B-36 to carry an onboard nuclear reactor to test the feasibility of developing nuclear powered aircraft. The final variant of the Peacemaker was the J model. It entered service in 1953, and the final aircraft was delivered to the Air Force in 1954. By this time B-52 production was underway, and the operational life of the B-36 was numbered. The B-36s were operational with the Strategic Air Command from November 1948 until February 1959. Very few B-36s carried any interesting markings, as they were generally all aluminum hence earning one of their nicknames, the aluminum cloud. During this period in history they represented the backbone of Americas nuclear deterrent force. More than 400 of these huge aircraft were produced, and they served their country well. In Stan Stokes painting entitled Peacekeeper, a B-36 aluminum cloud flys over the Grand Canyon. |
Mach 3 Paint Stripper by Stan Stokes. Originally conceived in the early 1950s as a replacement for the B-52 (which incorrectly was forecast by Gen. Curtis LeMay to have a limited lifespan) the B-70 Valkyrie began life as Weapon System 110A. It was designed to have the same range as the B-52, but with as high a maximum speed as possible to avoid enemy defensive fighters or missiles. However, with the advent of intercontinental ballistic missiles, and the resulting debate over the cost effectiveness and efficacy of manned bombers, the funding for the B-70 program began to be cut. These cuts seemed academic at the time because engineers had not been able to overcome the many technical problems associated with the bombers design objectives. In 1956 a report from the NACA (National Advisory Committee for Aeronautics - which would later become NASA) revealed that Mach speeds of between 3 and 5 should be obtainable by an aircraft riding its own shock wave. North American Aviation engineers discovered this report and immediately began serious wind tunnel tests on various models. Their findings resulted in a complete redesign of the aircraft to its final configuration of a 65-degree high winged configuration with six enormous jet engines. There was considerable political debate during the engineering phase of the program, and the Congress finally cancelled the B-70 program except for the completion of a pair of XB-70A prototypes. The B-70 was like no other aircraft before it. More than 70% of its skin was stainless steel, finished to a mirror-like surface. The B-70 was also a huge gas tank with every available area not utilized devoted to holding fuel. The B-70 made its maiden flight on September 21, 1964. During the next 4 and one-half years the two aircraft flew numerous research missions out of the Palmdale test facility. On one such flight the B-70 attained more than Mach 3 for a period of 33 minutes - covering 2700 miles during the flight. On June 8, 1966 one of the B-70s was flying formation with four other GE-powered aircraft when one of the aircraft, an F-104 Starfighter got too close and was caught in the powerful vortex from the Valkyries wingtip. The resulting accident downed both the B-70 and the F-104 and cost the lives of two pilots. In Stan Stokes painting an XB-70 begins its gradual descent over the California desert with its B-58 chase plane close behind. The Valkyrie had reached more than Mach 3 on this flight, and it sports an involuntary new paint scheme as dark patches of stainless steel skin show through areas where the white paint was literally burned off the aircraft. |
In the Talons of Eagles by Stan Stokes. The McDonnel Douglas F-15 Eagle has been the USAFs primary air superiority fighter for more than two decades. McDonnell Douglas won the competition to develop this aircraft in 1969 over competing proposals from North American Rockwell and Fairchild Hiller. The Eagle was designed to counter the threat of new Soviet fighters like the Mig-25. The first development versions of the Eagle flew in 1972. Designed as a single pilot, twin-turbofan, all weather fighter, the Eagle had far superior acceleration and maneuverability compared to the aircraft it would replace. The F-15A was capable of speeds in excess of 1600-MPH and had an operational ceiling of nearly 70,000 feet. Although the attack role was a secondary design consideration, the Eagle can carry an impressive bomb load of more than eight tons (externally mounted.) The F-15 is a large, very sophisticated aircraft, whereas the General Dynamics F-16, a much simpler, smaller, and less complicated design, was planned to compliment the F-15. On the morning of January 17, 1991 a USAF strike force comprised of F-16s, F-15s, F-4G Wild Weasels, and EF-111s left its airbase at Tabuk and headed for their target area the Al Taqaddum Airfield. Leading a group of eight F-15 Eagles on this mission was USMC Capt. Charles Magill, who was on exchange with the Air Force. On their way to the target area the F-15s from the 58th Tactical Fighter Squadron of the 33rd Tactical Fighter Wing received information from an E-3 AWACS aircraft than a pair of Iraqi Mig-29s were just south of the intended target area. When the Migs turned and became a threat to the task force, Captain Magill split his flight into two four aircraft formations. As he took his flight towards the Migs, the other four F-15s continued to sweep the area for other bogies. As the two Migs turned back into them at a low altitude, Magill fired two AIM-7M Sparrows from a higher altitude at his target. Magill bagged one of the Migs while the second was downed by Captain Rhory Dreger. As a result of their successes during Operation Desert Storm the 58th TFS received the 1990 Hughes Achievement award as the Air Forces most outstanding air-to-air combat squadron. In the hands of some of Americas best pilots, the F-15 Eagle has proven its capabilities against the finest. |
First Flight of the Blackbird by Stan Stokes. Construction of the first SR-71 Blackbird (61-7950) was completed by Lockheed at its Burbank California Skunk Works in October of 1964. The aircraft was then broken down for shipment to Palmdale, California where it was reassembled. Kelly Johnson, the famous aircraft designer for Lockheed, had oversight responsibility for this project, and Kelly gave specific instructions to Robert Gilliland, the pilot chosen for the first flight of the Blackbird. The first flight was originally scheduled for December 21, 1964. Bad weather had caused a one-day postponement. During the first flight only Gilliland would be on board, and a trio of F-104 fighters would fly chase. Following take off Gilliland performed a number of stability and handling checks. He then took the Blackbird up to 30,000 feet and easily went supersonic (hitting Mach 1.2) before some caution lights came on. Determining that he faced no serious problems Gilliland accelerated to Mach 1.5 and climbed to 50,000 feet. Returning to Palmdale he made a subsonic flyby before lining up for his landing. Gillilands first flight is commemorated in Stan Stokes painting. The first six SR-71s produced were assigned to flight-testing at Edwards AFB. The first successful aerial refueling of a Blackbird occurred on April 25, 1965, and two pilot training aircraft (designated SR-71B) were delivered in 1965. A set back to the program occurred in January 1966 when an SR-71 was lost over New Mexico and a year later the original Blackbird (61-7950) was destroyed when the craft caught fire during braking tests at Edwards. Overall ten Blackbirds were lost during the first six years of the program. A total of thirty-two SR-71A aircraft were produced. In March of 1990 an SR-71 was flown from California to Washington before being retired to the Smithsonians Air and Space Museum. This flight was interesting because it set a coast-to-coast speed record of 68 minutes. The aircraft took off from Southern California and flew north to rendezvous with a tanker near San Francisco. The craft then flew south while refueling. It passed over its official starting point for the trip near Ventura. Accelerating to Mach 2.5 the Blackbird reached Kansas City in 39 minutes. Climbing to 85,000 feet the aircraft reached a top speed of Mach 3.2 as it passed the official finish line near Baltimore. After slowing to subsonic speeds the bird needed another shot of fuel prior to making its final approach into Dulles Airport. This truly amazing aircraft had once again demonstrated its capabilities more than two decades after its first flight. |
Cold War Encounter by Stan Stokes. General Dynamics began development of the F-106 Delta Dart in 1955, envisioning it as a modification to the F-102 Delta Dagger. The F-102 had first flown in 1953, and with the aid of a few modifications, that aircraft became capable of supersonic flight. Although similar in overall appearance to the F-12, the 106 had a redesigned fuselage allowing incorporation of the more powerful Pratt & Whitney J75. The J75 put out a maximum thrust of 24,500 pounds giving the F-106 a top speed of 1,525 MPH - almost double that of the F-102. In December of 1957 a 106 set a world speed record. Deliveries were made to the USAF in 1959 and 1960 with some 277 single seat interceptors delivered. Many other two-seater versions were also produced. This aircraft would form the nucleus of Americas all weather defensive fighter force (The Air Defense Command) for many years. The F-106 could climb to 30,000 feet in one minute, had an operational ceiling of 57,000 feet, and a typical combat radius of about 600 miles. Equipped with drop tanks, the 106 had a maximum range of about 1,700 miles. Typical armament consisted of a 20-mm M-61 multi-barrel cannon, and an internal weapon bay capable of carrying a mixture of air-to-air, or air-to-ground missiles. The life of the F-106 was extended by major rebuild programs, which added advanced avionics, improved digital systems, and advanced in-flight refueling capabilities. The F-106 was often referred to as the Cadillac of the Century Series, in reference to the series of F-100 USAF fighters dating back to the F-100. In Stan Stokes painting, appropriately entitled Cold War Encounter, a Russian Tupolev Bear Bomber tests US air defenses over Alaska. An F-106 from the Air Defense Command scrambles to intercept the unwelcome intruder. The Bear is no match for the Delta Dart, and takes a heading to leave US airspace. Designed in the early 1950s the Tupolev Tu-20 Bear bomber may have earned the distinction of being one of the loudest aircraft ever produced. With twin counter-rotating propellers on each of its four turboprop engines, the Bear could make some noise. About 300 of these large Soviet aircraft were produced and many were laden with electronics for probing Americas defensive perimeter during the peak of the Cold War years. |
Second Wave to Baghdad by Stan Stokes. The F-117A was developed by the Lockheed Advanced Development Projects team, better known as the Skunk Works. This was a top secret program, and the aircraft flew for several years before its existence was known to the public. Early work on the project began in 1977 with the development of two 60% scale aircraft. Under the code name Have Blue the two prototype scale aircraft were built in a matter of months at Lockheeds Burbank facility. The first test flight was made in early 1978 by Bill Park. The Have Blue aircraft proved undetectable by any airborne radar in existence other than that on an E-3 AWACS. The F-117A was authorized into production in 1978. It is one of the most unique looking aircraft in the world because it was designed as a stealth aircraft. It is made of geometrically flat panes with sharply swept wings. The facing of the aircrafts fuselage results in the disbursement of much of the radar energy which strikes the F-117A. Radar absorbing materials are used throughout and the propulsion system was ingeniously designed to dramatically reduce the aircrafts infrared footprint. The F-117A is a fairly large bird for a single seat aircraft with its 65 ft length and 43 ft wingspan. It reportedly handles well with flight characteristics similar to other delta wing aircraft like the F-106. The F-117A is capable of high subsonic flight (646 MPH) and has a range of approximately 1000 miles. The aircraft is equipped for aerial refueling. The F-117A is powered by two GE F404-F1D2 engines which are non-after burning versions of the engines used in the F/A-18. The bomb capacity is a total of 4,000 pounds. Designed to operate as a covert aircraft providing surgical first strikes against heavily defended radar and communications centers the F-117A was put to the test during Operation Desert Storm. The 37th Tactical Fighter Wing, under the command of USAF Col. Alton C. Whitley, Jr., flew the first strike missions against Baghdad, hitting important communications and control centers, radar sites, and antiaircraft batteries. Utilizing laser guided 2,000 LB bombs, about thirty F-117As participated in the first nights attacks. Despite an enormous amount of anti-aircraft fire, the F-117As under Whitleys command carried out their missions flawlessly, and not a single aircraft was lost to enemy fire. The Stealth fighters blinded the eyes and crushed the nerve centers of the Iraqi Air Forces during these missions, making it possible for other aircraft to carry out their missions with less likelihood of Iraqi opposition. A total of 1,271 sorties were flown by F-117As with a success rate of 80% during the war. One of the more impressive attacks was captured on film and showed a deep penetration laser guided bomb being guided through the top of an elevator shaft on the roof of the ten-story building which housed the Iraqi Air Forces headquarters. The bomb penetrated deep into the structure before detonating and blowing out all four walls of the structure. While the F-117A is no longer a secret weapon, its effectiveness may hopefully serve as a deterrent to future possible conflicts. |
Two Ways to Fly by Stan Stokes. Lloyd Stearman was a Naval Aviator and former architecture student who moved from Wichita, Kansas to Venice, California in 1926 to set up his own aircraft manufacturing company. Stearman did business under the motto, Dedicated to the Discriminating Buyer, and given the test of time we can now certainly say that Stearmans customers got their moneys worth. Stearman moved his business to Kansas in 1927, and partially due to the publicity surrounding Lindberghs transatlantic flight, encountered strong demand for his C-3MB biplanes. These aircraft were utilized by both American and Varney Air Lines to provide mail service. In 1929 Stearmans high end model was the C-3R, which was powered by a 225HP Wright engine, and carried a price tag of $8,000. Stearman sold his company to the large aviation conglomerate, United Aircraft and Transport, in 1929. Shortly thereafter the depression had set in, and its devastating grip on the nation created very difficult business conditions for all companies in the aviation business, especially those manufacturing aircraft. Stearman left the company which bears his name in 1932, and shortly thereafter became President of Lockheed. The classic aircraft which today bears his name was actually designed in 1933 following his departure, and was produced in quantity by Boeing Aircraft which purchased the Stearman Division of United Aircraft in 1934 as a result of a government mandated antitrust settlement. The PT-13, or Kaydet, was selected by the both the Army and the Navy as its primary trainer. (This may have been the first time in history that the two major branches of the service had agreed upon anything.) More than 10,000 Stearmans were produced. Most common was the PT-17 which was powered by 220HP Continental rotary engines. This rugged little machine was ideal for training first time pilots, and its undercarriage was ideally-designed for absorbing the punishment of first time practice landings. The Navy referred to its Stearmans as N2Ss and with an all yellow paint job the Navy version was soon nicknamed the yellow peril. Reportedly the term peril a reference to the piloting skills of the cadets being trained. The Army opted for a paint scheme utilizing a blue fuselage and yellow wings. At the end of WW II thousands of Stearmans were sold at surplus, some for as little as $200. The aircraft, in one of its second incarnations, became Americas primary crop duster. The sturdy airframe being easily adapted to take on more powerful engines and chemical tanks. In another incarnation the Stearman became a much sought after aerobatics performer. A significant number of these aviation classics are still flying, and can be regularly seen at air shows throughout the nation. In his painting appropriately entitled Two Ways to Fly aviation artist Stan Stokes depicts a PT-17 Stearman and a vintage Harley-Davidson motorcycle at a dirt field typical of those across the nation where tens of thousands of pilots and aviation enthusiasts have been introduced to the joys of flight. |
Air Force One by Stan Stokes. The jet transport age got underway in earnest in 1954 when the Boeing 707 prototype (Dash 80) made its maiden flight from Renton Field in Seattle. This was the culmination of a multi-year $16 million project, and the maiden flight coincided with the 38th anniversary of the Boeing Company. Powered by four Pratt & Whitney turbojets the swept-winged aircraft was the first in more than 1,000 707 commercial transport aircraft that would be built by Boeing through May 1991. Pan American Airways inaugurated trans-Atlantic jet service, utilizing the Boeing 707, in October of 1958. Some variants of the 707 were introduced, including the 707-320 for long distance intercontinental service, and the 720 series that was lighter and faster and could operate in and out of shorter length runways. The KC/C-135 tanker and transport aircraft were based on the 707. More than 800 of these aircraft were built during a long production run. The 707 became the first jet aircraft utilized for Presidential transport and served in that capacity until 1990 when two 747-200s replaced the 707s. The history of Air Force One dates to 1944 when a C-54 was put into operational service for flying President Franklin Roosevelt. Nicknamed the Sacred Cow, this C-54 was the first Air Force One. Later, Harry Truman would fly in a DC-6 nicknamed Independence. Dwight Eisenhower utilized two prop driven aircraft nicknamed Columbine I and Columbine II. President Kennedy became the first jet age President when his VC-137 (Boeing 707) went into service. It was Kennedys aircraft that popularized the term Air Force One. In 1962, a C-137C, with the tail number 26000 went into service. It is perhaps the best-known and most historically significant presidential aircraft. It carried President Kennedy to Dallas on November 22, 1963, and while returning his body, following the assassination, was the site for the swearing in of Lyndon Johnson as President. This same aircraft flew LBJs body back to Texas for burial following his state funeral in January of 1973. In 1972 President Nixon made historically significant trips to the Soviet Union and the Peoples Republic of China in this aircraft. Tail number 26000 was relegated to a lesser role in the Air Mobility Command and was not fully retired from service until 1998. She is on display at the U.S. Air Force Museum in Ohio. In Stan Stokes dramatic painting Air Force One makes a low altitude pass over Mt. Rushmore. |
Chicago Homecoming by Stan Stokes. The Douglas DC-6 and its successors would become the most popular and successful family of long-range civilian transport propeller driven aircraft in history. Although Lockheeds Constellation was technically superior to the Douglas DC-4, the former companys agreement with TWA prevented Lockheed from marketing the Connie to major airlines that competed with TWA. This created a window of opportunity for Douglas, and many airlines were anxious to purchase an improved version of the Douglas DC-4. During WW II Douglas built a lot of C-54 Skymaster aircraft, which was the military version of the DC-4. During the War, Douglas engineers interested the military in the concept of an improved version of the C-54 that would include a longer, and for the first time, pressurized fuselage, de-icing, and other enhancements. This improved Skymaster design evolved into the DC-6. Test flights on the first DC-6 prototype (c/n 36326) began in early 1946. This aircraft was bought by the USAAF, and later sold to a non-scheduled U.S. airline. This particular aircraft flew many millions of miles before being lost in an accident in 1978. DC-6s entered commercial service with the airlines in 1947. American and United Air Lines both introduced the DC-6 at the same time. American had orders or options on fifty planes, while United had the same on another forty. Pan Am was also an early customer as was Sabena. Early DC-6 operations had some problems. A United DC-6 caught fire and crashed in Utah with the loss of all on board while another American DC-6 caught fire and had to crash land in New Mexico. The problem resulted in a temporary grounding of the plane, and the cause of these fires was discovered and rectified. The DC-6 was widely purchased by non-U.S. airlines, and the 29th aircraft produced was named Independence, and was purchased by the USAF for use by President Truman. The first variant of the DC-6 to appear was the DC-6A, a freight version of the aircraft, which had a lengthened fuselage and greater load capacity and range. The DC-6B, which is depicted in Stan Stokes painting, was the passenger version of the DC-6A. It was one of the most successful airliners of all time. It could be configured to carry as many as 105 passengers, but was more typically operated with between 60-70 seats. A total of 288 DC-6B aircraft were produced, more than any other DC-6 or DC-7 variant. Many of these aircraft were still in service as late as 1978-79, more than twenty years after their development. The DC-6B had excellent economics. The operating cost per seat mile to fly this aircraft coupled with very good maintenance experience with both the airframe and the P&W engines, made this aircraft a money maker for most of the airlines which flew it. United and American were both big buyers of the DC-6B, and no less than ten long haul European airlines flew this great Douglas aircraft. The DC-6B had a maximum speed of 360-MPH, a typical cruising speed of 315-MPH, and a maximum payload of nearly 25,000 pounds. The maximum range of this aircraft was about 4,300 miles. |
Early Top Guns by Stan Stokes. Prior to 1950 Chance-Vought had solidly established itself, along with Grumman, as one of the two leading suppliers of aircraft to the US Navy. Following WW II, however, the Texas-based company was less successful with its XF6U Pirate and later with its F7U Cutlass. In September of 1952 the Navy issued a requirement for its first supersonic, carrier-based, air superiority aircraft. Russ Clark and the design team at Vought submitted a proposal utilizing some radical design concepts. Most unique was a high mounted wing which could move 7 degrees in incidence. To make the craft more pilot friendly during carrier landings droops were designed into the leading edges of the wings. The cockpit was also located as far forward as possible providing excellent visibility. A Pratt & Whitney J57 was the proposed power plant. The Navy selected the Vought proposal from the eight submitted. In March of 1955 the first of the more than 1,200 Crusaders which would be built, made its inaugural flight, and went supersonic. The Crusader, often called the Gunfighter, was an unqualified success. It restored some prestige to the Navy, which had been criticized by Air Force supporters for not having any aircraft capable of taking on Migs in Korea in aerial combat. The F-8 set many speed records, including a cross country, carrier-to-carrier, trip in 3 hours and 28 minutes. At the time of the Vietnam War, the F-8 was a proven aircraft. Despite being relegated to a secondary mig-killing role, the F-8s downed 19 Migs in Vietnam. Their victory ratio was 6-to-1, which was superior to any other aircraft. F-8 pilots were well trained in air combat maneuvering skills, whereas pilots on more modern aircraft had been taught to rely on long range air-to-air missiles. Recognizing this need the Navy began transferring F-8 instructors to its F-4 program as a way to teach F-4 pilots dog fighting skills. This was the beginnings of the Navys Top Gun School. As depicted in Stan Stokes painting, a USMC F-8 piloted by Gen. Drax Williams chases a pair of Mig-21s during an A-6 escort mission during the Vietnam War. |
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