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Post by pat perry on Dec 23, 2014 3:56:14 GMT 9
Wow! Read this short story about a test flight at Edwards AFB.
www.thisdayinaviation.com/22-december-1954/
The Lockheed F-94 was the first U.S. production fighter aircraft to be equipped with a drag chute to provide aerodynamic braking on landing. (Drag chutes had been in use on larger aircraft since the 1930s.) There was speculation that the sudden deceleration provided by a drag chute might be of use during air-to-air combat. Captain Harer’s test flight was to determine what would happen when the drag chute opened while the airplane was travelling at 600 miles per hour (965 knots).
Pucker factor is 11 on the 10 point scale.
Pat P.
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Jim Scanlon (deceased)
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Post by Jim Scanlon (deceased) on Dec 23, 2014 6:51:37 GMT 9
Wow! Read this short story about a test flight at Edwards AFB.
www.thisdayinaviation.com/22-december-1954/
The Lockheed F-94 was the first U.S. production fighter aircraft to be equipped with a drag chute to provide aerodynamic braking on landing. (Drag chutes had been in use on larger aircraft since the 1930s.) There was speculation that the sudden deceleration provided by a drag chute might be of use during air-to-air combat. Captain Harer’s test flight was to determine what would happen when the drag chute opened while the airplane was travelling at 600 miles per hour (965 knots).
Pucker factor is 11 on the 10 point scale.
Pat P. I agree on the Pucker Factor, Pat, for all involved.
Never worked on the F-94.
I don't remember for certain, but I think the Saber Dog, Deuce, Voodoo, 105, Six and others had a breakaway shackle, which was made to fail if the chute was popped above certain airspeeds.
As I say, I'm not sure, so someone else may remember more about it than my feeble old mind does.
Jim Too
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Post by Jim on Dec 23, 2014 7:39:50 GMT 9
Wow! Read this short story about a test flight at Edwards AFB.
www.thisdayinaviation.com/22-december-1954/
The Lockheed F-94 was the first U.S. production fighter aircraft to be equipped with a drag chute to provide aerodynamic braking on landing. (Drag chutes had been in use on larger aircraft since the 1930s.) There was speculation that the sudden deceleration provided by a drag chute might be of use during air-to-air combat. Captain Harer’s test flight was to determine what would happen when the drag chute opened while the airplane was travelling at 600 miles per hour (965 knots).
Pucker factor is 11 on the 10 point scale.
Pat P. I agree on the Pucker Factor, Pat, for all involved.
Never worked on the F-94.
I don't remember for certain, but I think the Saber Dog, Deuce, Voodoo, 105, Six and others had a breakaway shackle, which was made to fail if the chute was popped above certain airspeeds.
As I say, I'm not sure, so someone else may remember more about it than my feeble old mind does.
Jim Too
Going back almost 60 years when I got on the 94............Can't understand why the mechanical release didn't work- it was cable operated- 1st pull on the handle opened the doors that formed the tailpiece, allowing the pilot chute to extract the main canopy, at the same time a pawl dropped in place, locking the hook closed..... 2nd pull (much harder pull required) lifted the pawl and opened the hook releasing the chute from the aircraft..... After this situation the mechanism was modified so that if the chute was deployed above a certain speed (?) the locking force would be overcome and the chute would be jettisoned... The reason for the additional force to jettison was to prevent superman pilots from deploying and jettisoning all in one motion........
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Jim Scanlon (deceased)
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Post by Jim Scanlon (deceased) on Dec 23, 2014 9:01:10 GMT 9
I agree on the Pucker Factor, Pat, for all involved.
Never worked on the F-94.
I don't remember for certain, but I think the Saber Dog, Deuce, Voodoo, 105, Six and others had a breakaway shackle, which was made to fail if the chute was popped above certain airspeeds.
As I say, I'm not sure, so someone else may remember more about it than my feeble old mind does.
Jim Too
Going back almost 60 years when I got on the 94............Can't understand why the mechanical release didn't work- it was cable operated- 1st pull on the handle opened the doors that formed the tailpiece, allowing the pilot chute to extract the main canopy, at the same time a pawl dropped in place, locking the hook closed..... 2nd pull (much harder pull required) lifted the pawl and opened the hook releasing the chute from the aircraft..... After this situation the mechanism was modified so that if the chute was deployed above a certain speed (?) the locking force would be overcome and the chute would be jettisoned... The reason for the additional force to jettison was to prevent superman pilots from deploying and jettisoning all in one motion........ I remember on some of the fighters I worked on that the first pull of the Drogue Chute Handle opened the door, pulled the retaining pin of the Pilot Chute, which pulled out the Main Chute, then when the plane pulled off the runway, the pilot had to turn the Drogue Chute Handle and pull the Handle again to release the Chute.
Different manufacturers used different systems early on, but I think by the time of the Six they were pretty standard.
But, maybe not.
Does anyone know for certain.
Jim and I go back to the early days of Drogue Chutes on Fighters, but we are ancient, in fact, Older Than Dirt, so our memories may wander from bird to bird.
I know the first Saber Dogs we got at The SCAB did not have Chutes, and were quickly replaced with the -15, which did have a Chute.
For some reason, the heaviest ADC fighter, the F-89 didn't have a Drogue Chute.
I guess Jack Northrop figured they could stop in plenty of time with their mammoth tyres and brakes, along with the Split Ailerons that were used as Dive Brakes.
However, the F-89J, which is what I worked on, did have a Barrier Cable Probe, on the belly between the engines.
It was fixed, so never had to drop it, or put it back up, like on the Six.
But, it got in the way when inspecting the bird.
Jim Too
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Post by pat perry on Dec 24, 2014 23:25:11 GMT 9
Meet the MOH recipient for whom Castle AFB was named.
www.thisdayinaviation.com/24-december-1944/
Excerpt: Realizing the hopelessness of the situation, the bail-out order was given. Without regard for his personal safety he gallantly remained alone at the controls to afford all other crewmembers an opportunity to escape. Still another attack exploded gasoline tanks in the right wing, and the bomber plunged earthward, carrying General Castle to his death. His intrepidity and willing sacrifice of his life to save members of the crew were in keeping with the highest traditions of the military service.
Pat P.
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Jim Scanlon (deceased)
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Post by Jim Scanlon (deceased) on Dec 27, 2014 0:21:34 GMT 9
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Post by pat perry on Jan 2, 2015 1:05:52 GMT 9
Announcing the 2015 Blackbird. Test drive them at your dealer today!
www.thisdayinaviation.com/1-january-1965/
These Lockheed birds by Kelly Johnston's Skunkworks are timeless in their beauty. This picture reminds me of those smoke filled stages at the Detroit Auto Show when the new models are rolled out.
Bryan Swopes found this SR-71A photo taken at Beale AFB in 1965, 50 years ago. Amazing!
Pat P.
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Post by Mark O on Jan 2, 2015 7:55:08 GMT 9
Now THAT, is a cool photograph! I always wonder what the crew chiefs were thinking -- no, I KNOW what they were thinking! -- when they were towing all those aircraft into position. "Please explain again exactly WHY we are doing this?!!" (Mumble-mumble-gripe-gripe!) I never had to tow any of my aircraft into photo shoots, but for those back then (or today) that did it I am sure they see those photgraphs now, and with a big grin tell their kids, or grandkids, "I did that", then point out "their" aircraft.
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Jim Scanlon (deceased)
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Post by Jim Scanlon (deceased) on Jan 28, 2015 12:21:39 GMT 9
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Post by Mark O on Jan 28, 2015 16:45:56 GMT 9
Interesting that they say the 361st Fighter Squadron, 325th Fighter Group in the text about Shimmy IV. Obviously a "Checkertail" aircraft of the 325th, but I have always understood the three squadrons of that group to be the 317, 318, and 319th FS.
checkertails.org/
Can't even find a 361st FS, though there was a 361st Fighter Group. Shimmy IV was actually flown by Colonel C.L. Sluder, commander of the 325th Fighter Group in Italy in 1944.
Mark O
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Post by pat perry on Feb 5, 2015 2:12:18 GMT 9
B-70 Valkyrie
www.thisdayinaviation.com/4-february-1969/
Excerpt: 4 February 1969: The North American Aviation XB-70A-1-NA Valkyrie, 62-0001, made its very last flight from Edwards Air Force Base, California to Wright-Patterson Air Force Base, Ohio. NASA Research Test Pilot Fitzhugh L. Fulton, Jr., Lieutenant Colonel, U.S. Air Force (Retired) and Lieutenant Colonel Emil Sturmthal, U.S. Air Force, were the flight crew for this final flight.
On arrival at Wright-Patterson, Fulton closed out the log book and handed it over to the curator of the National Museum of the United States Air Force.
The Mach 3+ prototype strategic bomber and high-speed, high-altitude research airplane had completed 83 flights for a total of 160 hours, 16 minutes of flight time.
credit: This Day in Aviation History website
This aircraft is a giant kept in a hangar at Dayton that is remote from the great museum. Maybe it will be moved in the expansion that is planned.
Pat P.
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Post by Jim on Feb 6, 2015 2:17:57 GMT 9
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Post by pat perry on Feb 13, 2015 7:45:35 GMT 9
6 Turning and 4 burning!
The biggest airplane that Convair ever built.
www.thisdayinaviation.com/12-february-1959/
Excerpt: The Last Peacemaker: This gigantic airplane, a Convair B-36J-10-CF Peacemaker, serial number 52-2827, was the very last of the ten-engine strategic bombers built at Fort Worth, completed 1 July 1954. It was delivered to the Strategic Air Command, 92nd Bombardment Wing, Heavy, at Fairchild Air Force Base, Washington, 14 August 1954. Later, it was assigned to the 95th Bombardment Wing at El Paso, Texas. The last one built, it was also the last operational B-36.
CAM has the old Chanute bird on display. The bomb bay looks big enough to hold a semi trailer!
Pat P.
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Post by Jim on Feb 20, 2015 2:24:27 GMT 9
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Jim Scanlon (deceased)
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Post by Jim Scanlon (deceased) on Feb 20, 2015 2:52:37 GMT 9
When I traveled on the Southern Pacific Railroad from San Francisco to San Antonio, in early February 1952, there were two Blacks, or as we said in those days, Negroes, in our large group of Californians headed for Basic Training.
When we moved from Lackland to Shepherd, they rode the same bus, and no one told them to sit in the back row.re
When I went to Tech School at Shepherd we had some Blacks in our class.
However, when we went to Wichita Falls on passes, we ran in to real discrimination.
Signs on steps to houses, White only water fountains, Blacks not served in restaurants, bars or other places.
Black Airmen were not welcome in most churches.
Once back on base, there was no restrictions, we were all treated alike, to a point.
Some of the permanent duty on base, and civilian workers would not allow Blacks to do things he rest of us could.
Blacks were singled out when we went to give blood, and their blood taken by a Black and stored in separate areas.
When we moved to Oklahoma in 1979, one town near us boasted that a Black had never spent the night in that town, unless it was in jail.
Blacks were not welcome in most churches, and some restaurants made it clear they were not welcome.
I was not too popular with some people, as I objected to them using the "N" word, and our two youngest daughters had never heard that word until we moved to Oklahoma.
Jim Too
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Jim Scanlon (deceased)
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Post by Jim Scanlon (deceased) on Feb 22, 2015 1:26:18 GMT 9
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Post by Jim on Feb 23, 2015 5:08:28 GMT 9
Wouldn't have known about this if The Red Tail Squadron hadn't sent this to me...... Most people don't realize that there were black mechanics of all specialties- not all Tuskegee Airmen were P-51 pilots..
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Post by Jim Scanlon (deceased) on Feb 23, 2015 12:39:43 GMT 9
Wouldn't have known about this if The Red Tail Squadron hadn't sent this to me...... Most people don't realize that there were black mechanics of all specialties- not all Tuskegee Airmen were P-51 pilots.. The comment by Mr. Huntley is very telling about his generation, no matter the colour.
He said: "I was doing what I was supposed to do, and that was to serve my country".
Those of us who were serving way back when, encountered some of the Tuskegee Airmen, officers and enlisted.
Most never talked about it, just quietly did their jobs.
My experience was something that showed me that those men were every bit as much Patriots as anyone else in the Military.
Not many "Red Tails" left, as they, like all WW2 Veterans, are leaving us at a large number every day.
Oh, how I wish our nation, all of our nation, had the fervor of Patriotism those of the "Greatest Generation" had, and showed to us by their example.
To each and every Red Tail and their families, who supported and fought for our country.
Jim Too
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Post by pat perry on Apr 12, 2015 3:03:16 GMT 9
The President of the United States of America, authorized by Act of Congress, March 3, 1863 has awarded in the name of the Congress the Medal of Honor posthumously to:
A1C WILLIAM H. PITSENBARGER UNITED STATES AIR FORCE for conspicuous gallantry and intrepidity in action at the risk of his life above and beyond the call of duty Near Cam My, 11 April 1966:
www.thisdayinaviation.com/11-april-1966/
Read the story.
Excerpt: Airman Pitsenbarger exposed himself to almost certain death by staying on the ground, and perished while saving the lives of wounded infantrymen. His bravery and determination exemplify the highest professional standards and traditions of military service and reflect great credit upon himself, his unit, and the United States Air Force.
Pat P.
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Post by LBer1568 on Apr 13, 2015 11:00:14 GMT 9
The dining hall at WPAFB is named after William H. Pitsenbarger. He was from Piqua OH, a town NW of base. I remember when we dedicated Pitsenbarger Hall. THE WPAFB Chiefs Group took part in Ceremony in Dec 2000. He won the MOH based upon service in 1966, but his father didn't receive the Award untill 2000. I guess the paperwork got lost somewhere in time.
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