By Dan Sharp

Cash-strapped Britain could only look on with envy during the late 1950s as massive investment fuelled a golden age of innovation and progress in US aviation and space technology. While the Americans were beginning to explore the furthest reaches of high-speed high-altitude flight with the spectacular Mach 5+ North American X-15 rocket plane, the British laid plans for a less flamboyant but no less ambitious experimental vehicle.

Blue Steel was designed after it became clear, in early 1953, that Soviet anti-aircraft defences would soon make it too dangerous for the RAF’s V-bombers to try dropping nuclear bombs directly onto their targets. It was a thermonuclear stand-off missile meant to be launched outside the maximum range of enemy defences before flying to its target at Mach 3 under its own internal guidance.

It needed to be the size of a small aircraft in order to accommodate Britain’s early nuclear warheads but still had to fit beneath an Avro Vulcan, Handley Page Victor or Vickers Valiant host aircraft. Avro itself won the contract to design it in March 1956 and by 1960 its final shape had been decided: a tubular fuselage 35ft 6¼in long with canards and stubby wings to the rear with a 13ft span.

The missile was powered by a two-chamber 22,000lb thrust Bristol Siddeley Stentor rocket motor which required kerosene fuel and high-test peroxide (HTP) oxidant. The use of HTP made Blue Steel difficult and dangerous to prepare for flight – during tests the area around the missile had to be thoroughly dowsed with water before fuelling and troughs of water had to be ready for ground crew to jump into in case they got any HTP on them.

Its Marconi-Elliott inertial navigation system was incredibly complex and somewhat unreliable. Avro’s decision to build Blue Steel out of, well, steel rather than titanium turned out to be a mistake and by 1960 the missile was seriously delayed due to constructional difficulties. Nevertheless, during this time Avro hatched a plan to offer Blue Steel as the basis for a manned experimental rocket plane – effectively a British counterpart to the X-15.

The project was named Z.101 and two versions were considered, Z.101/35 and the longer Z.101/38 (the /35 and /38 referring to the length of the vehicle in feet – by comparison, the X-15 was more than 50ft long). Converting Blue Steel into Z.101 would involve relatively minor changes. Its bulky navigation system would be replaced with a cockpit and a raised windscreen section would be added to the top of the fuselage. A nosewheel and basic autopilot would be installed in the nose and extendable skids would tuck up into the fuselage beneath the HTP tank. Removing the roomy warhead bay also made room for additional fuel tank capacity and a payload bay where measuring and other equipment could be fitted. The wings, control surfaces and motor remained unchanged.

Avro studied data on the X-15’s landing performance provided by the Americans, which gave a landing speed of 190 knots, and considered that this would be achievable for the Z.101. However, without the X-15’s wing flaps the Z.101’s nose would need to be raised up much higher on landing. A paraglider landing scheme was also therefore studied. Covert enquiries were made about possible landing sites in Australia and it was thought that Lake Carringallana in South Australia, a dry clay pan, would be suitable.

In its /35 form, Z.101 was expected to reach Mach 3.6 before its fuel gave out and in /38 it was intended to hit Mach 5 with a ceiling of 300,000ft. Avro aimed to achieve 10 flights with the Z.101 and believed that the project would have made a worthwhile contribution to high-speed high-altitude research, exploring the so-called ‘flight corridor’. But the X-15 was already flying and the Americans were happy to share the data it yielded. Z.101 would not have been ready before November 1965 and the idea was abandoned before September 1961.

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Stripping out Blue Steel’s inertial navigator and replacing it with a human pilot would have removed Blue Steel’s biggest source of unreliability (though the problem of fuelling the vehicle would remain) but it would still have taken a brave test pilot indeed to climb aboard the steel missile and fly it up to Mach 5, not to mention bringing it back to earth for a perilous nose-up landing.

“If you have any interest in aviation, you’ll be surprised, entertained and fascinated by Hush-Kit – the world’s best aviation blog”. Rowland White, author of the best-selling ‘Vulcan 607’

I’ve selected the richest juiciest cuts of Hush-Kit, added a huge slab of new unpublished material, and with Unbound, I want to create a beautiful coffee-table book. Pre-order your copy now right here  

 

TO AVOID DISAPPOINTMENT PRE-ORDER YOUR COPY NOW

From the cocaine, blood and flying scarves of World War One dogfighting to the dark arts of modern air combat, here is an enthralling ode to these brutally exciting killing machines.

The Hush-Kit Book of Warplanes is a beautifully designed, highly visual, collection of the best articles from the fascinating world of military aviation –hand-picked from the highly acclaimed Hush-kit online magazine (and mixed with a heavy punch of new exclusive material). It is packed with a feast of material, ranging from interviews with fighter pilots (including the English Electric Lightning, stealthy F-35B and Mach 3 MiG-25 ‘Foxbat’), to wicked satire, expert historical analysis, top 10s and all manner of things aeronautical, from the site described as:

“the thinking-man’s Top Gear… but for planes”.

The solid well-researched information about aeroplanes is brilliantly combined with an irreverent attitude and real insight into the dangerous romantic world of combat aircraft.

FEATURING

• Interviews with pilots of the F-14 Tomcat, Mirage, Typhoon, MiG-25, MiG-27, English Electric Lighting, Harrier, F-15, B-52 and many more.
• Engaging Top (and bottom) 10s including: Greatest fighter aircraft of World War II, Worst British aircraft, Worst Soviet aircraft and many more insanely specific ones.
• Expert analysis of weapons, tactics and technology.
• A look into art and culture’s love affair with the aeroplane.
• Bizarre moments in aviation history.
• Fascinating insights into exceptionally obscure warplanes.

The book will be a stunning object: an essential addition to the library of anyone with even a passing interest in the high-flying world of warplanes, and featuring first-rate photography and a wealth of new world-class illustrations.

Rewards levels include these packs of specially produced trump cards.

Related

Hush-Kit Top Ten: The ten best-looking Australian aeroplanesIn “Aviation”

From the ‘Lying Brothers’ to Lilienthal: ‘Der Traum vom Fliegen’ and the birth of German aviation in the 19th & 20th centuries

Planet Satellite: British super-plane or magnesium flop?With 30 comments

Sources

1. H. Francis, The Development of Blue Steel, Journal of the Royal Aeronautical Society, Vol. 68, No. 641, May 1964
2. E. Allen, Blue Steel and Developments, The History of the UK Strategic Deterrent, Royal Aeronautical Society, 1999

Anon, A Review of W.R.D. Hypersonic Work, Avro W.R.D. Technical Note APTN, June 10, 1963

1. E. Allen Missile Project Studies, September 1963
2. Hale, Full Scale Aeronautical Research with Blue Steel, Avro/WRD/APA/JEA/7.24JH, October 4, 1961

 

At dawn on 18 March 1910, escapologist Harry Houdini became the first person to fly an aeroplane in Australia (like many aspects of Australian aviation history, this is the subject of fierce debate, and some claim that it was actually Colin Defries or Fred Custance). Earlier, in 1856, one M Pierre Maigre had attempted to demonstrate a hot air balloon in front of a crowd of 6,000, who had paid to watch ‘the first flight in Australia’. The balloon failed to take-off, and many of the onlookers rioted. In the ensuing chaos, somebody knocked Maigre’s hat off, and fearing for his life, he ran from the site, chased by an angry mob of thousands (he found refuge in a government building). Meanwhile, the crowd set fire to the balloon and “created a bonfire from the tent and seats”.

Actually, Australia had an even earlier start with the first recorded flight by English racing driver Colin Defries (not quite controlled as it ended in a crash) taking place in 1909. With a strong air corps in World War I (followed by one of the world’s earliest air forces) and vast expanses of country to travel, it is no wonder that aviation took hold so swiftly in the 1920s and ’30s. The Royal Flying Doctor Service is the best-known example of this trailblazing growth, alongside QANTAS (Queensland and Northern Territory Aerial Services). Despite this strength in aviation services, most aircraft were of foreign design and build (albeit with local assembly) with only a few indigenous designs.

The spectre of another war brought about great changes. The Commonwealth Aircraft Corporation was formed in 1936, and in the early days of WW2 the government also set up what was to become the Department of Aircraft Production (later called the Government Aircraft Factory).

There have been many very successful aircraft built under license or by local subsidiary companies over the years. These include variants of the Beaufort and Beaufighter, many de Havilland aircraft such as the Mosquito, P-51, Sabre, Canberra, Aermacchi MB.326, Mirage III, and the F/A-18.

However, for this list I am looking at those designed entirely in Australia or significantly modified from their original design. Selected with no firm criteria, I have chosen designs that had either a successful service career, an interesting history, or were just plain pretty.

10. John Duigan biplane

The first Australian designed and built aircraft to fly was allegedly inspired by a postcard. In 1908, whilst working at his father’s sheep station ‘Spring Plains‘ in central Victoria, John Duigan saw a postcard of a Wright biplane in flight and was possessed with a desire to fly. Starting with box kites and progressing through experimentation with gliders (and a copy of Sir Hiram Maxim’s book ‘Artificial & Natural Flight’), he took to the air briefly on 16 July 1910 at the farm. With modifications the flights increased in length until he achieved what Duigan regarded as his first fully controlled flight of almost 200 yards on 7 October 1910. On 3 May 1911, five public flights were made at Epsom Racecourse, Melbourne, the longest of these being of 3000 ft.

Unfortunately Duigan was unable to attract official attention to his design, so the aircraft languished while John departed for England to pursue his career in aviation. In 1918 Duigan won the Military Cross for fighting off four Fokker triplanes, despite being severely wounded, in a lumbering RE8 whilst serving with the Australian Flying Corps.

The aircraft itself was constructed of locally sourced materials, including, for example, reworked metal bands from wool bales to make fittings for the aircraft. The aircraft is currently displayed, suspended from the ceiling in the foyer of Melbourne Museum. It was donated to the museum by John Duigan himself in 1920.

9. CAC Woomera (CAC CA-4 and CAC CA-11)

Noting that Britain, its traditional supplier of armaments, was quite tied up with fighting Germany and faced with the prospect of potential invasion by Japan, this twin engine torpedo-bomber project was born out of the realisation that aircraft and parts might well be cut off in the early years of WW2. With local production of the Pratt & Whitney R-1830 being arranged, prospects for the new domestic aircraft were bright – the design was basically sound, it was well armed and potentially versatile. Unfortunately, amongst its other technical innovations, the prototype CA-4 featured a wing in which the internal cavities had been sealed, forming an enormous integral fuel tank. It was never an entirely satisfactory system and the prototype caught fire and exploded in flight, probably due to a fuel leak in January 1943.

As well as the ‘wet wing’ fuel system the CA-4 and later CA-11 had a number of interesting technical innovations, including remotely controlled twin-gun turrets built into the rear of the engine nacelles, and the use of the nacelles to accommodate a 500lb bomb load. The intent appears to have been to create a flexible and versatile medium bomber, but with additional capabilities including torpedo attack, dive-bombing and reconnaissance.

Despite the loss of the prototype, the CA-4 was deemed sufficiently successful to gain an order from the RAAF for 105 improved CA-11 ‘Woomera’ production aircraft, but this proved to be unnecessary. The redesigned and improved CA-11 didn’t fly until 1944 and by this time large numbers of US-built aircraft werew available for service and successful licence production of Bristol Beauforts and Beaufighters was in full swing. The sole CA-11 was scrapped in 1946.

3 . GAF Jindivik

Despite its challenging pronunciation, the diminutive Jindivik is Australia’s most successful military aviation export. The word Jindivik appropriately means to ‘destroy’ or ‘burst asunder’ in the Woiwurrung Aboriginal language and this aircraft was designed expressly to be shot down. Although there were a pair of piloted test aircraft (named Pika and which may well be the cutest jet aircraft ever built), the Jindivik is primarily an unmanned target drone. Built to aid missile testing with the UK, this aircraft had a very long and successful career starting in 1952 and was used in the development of such systems as Bloodhound, Seaslug, and Firestreak.

The Jindvik was an extraordinarily successful design, 502 were produced between 1952 and 1986 but the Jindivik was apparently so indispensible that the line was reopened in 1997 to produce a further 15 for British use. Despite being unable to carry a pilot or passenger or indeed any human being, the Jindivik is the third most successful Australian designed aircraft, after the Commonwealth Wirraway and the Jabiru light aircraft. As well as its extensive use by the UK and Australia, Jindivik has also served in Sweden and with the US Navy. (photo at Woomera, SA)

7. AAC A-10 and A-20 Wamira

By the 1980s it was clear that the RAAF needed a turboprop aircraft to replace the long serving CAC Winjeel and PAC CT/4 Airtrainer designs. The Australian Aircraft Consortium (CAC, GAF, HdH) came together to produce the A-10 with side by side seating for the initial competition. A tandem seating version (A-20) was also devised with a view to international sales (a MoU was even signed with Westland for a joint venture). However, it was a non-flying clean-sheet design, whereas the other contenders (Shorts Tucano, Pilatus PC-9) were already in the air. The PC-9 was selected in 1985 and thus killed by politics, economics, and general governmental unwillingness to back a local product, this aircraft never made it into the air.

The A-10 and A-20 were unfortunately always on the back foot in seeking to enter a market where there were preexisting strong competitors already in service. Possibly, had the RAAF initially specified a tandem-seat design, the aircraft might at least have been able to reach the same point as the NDN Turbo-Firecracker, which was another of the contenders for the RAF order, but it wasn’t to be. The Engineering mock-up and components of the first aircraft are now with the Australian National Aviation Museum at Moorabbin, Victoria.

6. CAC CA-25 Winjeel

In Australian Aboriginal mythology, Bunjil is a creator deity and ancestral being, often depicted as a wedge-tailed eagle. The Woiwurrung language of the Wurundjeri people who lived in the area of the Commonwealth Aircraft Corporation at Fisherman’s Bend in Victoria pronounced Bunjil as Winjeel, hence the name of this excellent trainer. Designed to meet a 1948 requirement to replace the Tiger Moth and CAC Wirraway (a NA-16 PT-6/Harvard development), this three-seater was so sweet and free of vices that it was almost impossible to spin, thus necessitating a redesign to the tail to make it a better training aircraft! First flown in 1951 and in service as a trainer until 1975, it soldiered on in the Forward Air Control role until 1994.

The Winjeel is an attractive little aircraft, with a strong resemblance to the Hunting-Percival Provost. I have heard a rumour that the RAAF initially wanted the Provost, but the UK refused to modify the aircraft to meet Australian requirements, so a domestic solution was sought. And a happy solution this was, with the Winjeel replacing the Wirraway and Tiger Moth in service, and numerous examples still flying in civilian hands today. Curiously Henry Millicer, who designed the Provost, ended up working for CAC’s great rival GAF and was chief aerodynamicist on the Jindivik. Small world.

 

The changes to encourage the aircraft to spin were moving the fin forward, which reduced stability in yaw; increasing the rudder size to increase control authority; moving the engine slightly further forward, and giving the wing 3 deg. sweepback which moved the c.g. forward compared to the centre of lift, which would improve spin recovery.

5. GAF Nomad

Probably best known from the title sequence of the TV series ‘The Flying Doctors’, the Nomad has had a successful career overall with many military and civilian operators in a wide range of roles. Very much in the mould of the Britten-Norman Islander, the Nomad concept started in the 1950s, but the final design was really born out of the experiences from Vietnam. Twice as many engines as the Pilatus Porter and dH Beaver, yet with similar STOL performance. First flown in 1971 it was well received until problems with fatigue in the tail: in 1976 a tailplane failure killed the GAF’s chief test pilot Stuart Pearce, father of actor Guy Pearce.

The Nomad was designed to have outstanding STOL performance, and achieved this through the use of full-span double-slotted flaps, the outer portions of which could be operated differentially to act as ailerons. 170 production aircraft and 2 prototypes were built in a number of different variants. Operators included the Australian Army, Indonesian Navy, Thai and Philippine Air Forces, US Customs Service and various civil operators.

4. CAC Boomerang (CA-12, CA-13, CA-14 and CA-19) 

The Boomerang was another urgent design brought on by the dark days of early WW2. The CAC Wirraway was not a capable fighter – despite the ‘Wirra-schmitt’ nickname and its record as the only Australian designed aircraft to destroy another in air to air combat. Deliveries of British or US designs could not be guaranteed and in 1941 the concept of a locally produced fighter was born. Valuable time was saved through the use of many existing parts and the portly Boomerang was the result. The fighter used the Wirraway centre section, wing, tail assembly and undercarriage. Although outclassed as a pure fighter, it was manoeuvrable and powerfully armed with two 20-mm Hispano or CAC cannons and four 0.303 Browning machine guns.

and earned an excellent reputation as a ground attack aircraft. Originally powered by the R-1830 engine, one later variant trialled a R-2800 with the supercharger situated rather oddly on the side of the fuselage.

Outpaced by better British and US aircraft as soon as it first flew, this stubby yet pretty aircraft had a remarkable career. Given their success with the Brewster Buffalo I’m betting that the Finnish would have loved it…

The Boomerang is stubby, yet purposeful, rugged and reliable, and it is a pleasure to see the two airworthy aircraft in Australia being put through their paces. It is clear, however, that the aircraft lacked the speed to be competitive as a premier league fighter, its most successful role being in Army cooperation. A total of 250 aircraft of all variants were built.

3. Jabiru

Inexplicably named after a large stork, the tallest flying bird found in the Americas, the Jabiru is more a family of light and kit aircraft than a single design, I’ll cheat and lump them in as one. The first aircraft flew in 1991 and since then the company has produced many two and four seat aircraft. Built largely in composite materials it is a very conventional high-wing monoplane. Available in a variety of configurations from Light Sport Aircraft to General Aviation approved, the Jabiru range has been very successful and is the most produced Australian design ever marketed (the Gippsland Aviation AirVan just doesn’t have the numbers). Interestingly the Jabiru company also makes a series of air-cooled engines for aircraft.

A huge variety of Jabiru aircraft have been produced, with 16 different types listed in the Wikipedia entry for the aircraft. These vary from the lightest ULA variant up to fully-certified 4-seat aircraft.

Jim Smith notes “The Jabiru is the only one of the Australian aircraft discussed in this article that I have flown, and the variant I flew was at the bottom end of the spectrum. On a hot and bumpy day out at Ballarat, Victoria, it was fun, but hard work due to the rough conditions.”

Later and heavier variants are more sophisticated, and the design has been very successful, with more than 2000 aircraft being built.

2. CAC-15 Kangaroo ‘The Mighty Roo’ 

With the Boomerang becoming more and more obsolete, in 1942 a more up to date locally designed high performance fighter was proposed. The initial design was to incorporate a supercharged R-2800, but as development progressed this became unavailable and a switch to an inline engine was made. A Rolls-Royce Griffon was made available and the CA-15 as we know it was built.

Often mistaken for ‘simply’ a modified P-51, the ‘Kangaroo’ was a very different beast. In the same way that the Griffon engine was in many ways a larger and more beefy take on the Merlin, the CAC-15 was a larger and more beefy aircraft in the same general mould as the P-51. Possibly the best looking ‘what if’ aircraft of WW2, showing much cleaner lines than the somewhat similar Martin Baker MB 5. Lord Hives, the Executive Chairman of Rolls-Royce, is reported by Sir Lawrence Wackett as remarking that it was the neatest installation of the Griffon achieved.

 

The looks did not belie the performance, which was spectacular. In the same performance class as the Sea Fury and MB 5, the sensational Kangaroo is a contender for the title of finest piston-engined fighter ever built.
If the RAAF had known how limited early jets would be or how long the P-51s would soldier on in service, the CAC-15 might have made a brilliant impact. Sadly the design was never really pushed and became regarded as a design exercise rather than an essential project, with the only prototype first flying in March 1946. The availability of new overseas built types, local production of the P-51, and the emergence of jet power all played their part.

Sadly the CA-15 is relatively little known, probably due to its antipodean origin but should be held in the same regard as the brilliant Martin-Baker MB 5. The latter may not have had the clean lines of the CA-15, but its engineering can only be described as brilliant. All accounts of the CA-15 describe its performance as excellent, and the aircraft can justly be regarded as one of the finest piston-engine fighters ever built. Great optimism surrounded the project, but in the end, the Mustang soldiered on in RAAF service until the arrival of the Sabre, and the solitary Kangaroo was scrapped in 1950.

1. CAC Sabre CA-27 ‘Avon Sabre’

Based on the North American F86 Sabre, the decision to use a locally built Rolls-Royce Avon engine required so many substantial redesigns to the airframe that I’m including it as an Australian product. The Avon was shorter, wider, and lighter than the US engine. The fuselage was greatly altered and the intake was 25% larger. The six .50 cal machine guns in the original were replaced with a pair of the heavy hitting 30-mm ADEN cannon, the cockpit modified, and provision for more fuel capacity included.
First delivered in 1954 and serving during the Malayan Emergency and the Vietnam War, the aircraft were out of service by the end of 1968.
The Sabre in all its forms was probably the prettiest of the early jet fighters and the Avon Sabre is regarded as one of the best overall.

 

The Avon Sabre turned out to be a remarkable design, and its combination of performance and firepower made it far superior to US-built aircraft. In this respect, it had similarities with the Orenda-engined Canadair Sabre, but this aircraft retained the armament of the US F-86E on which it was based. The Avon Sabre had a maximum thrust of 7500 lb, compared to 7250 for the Orenda and 6100 for the J-47 engined F-86F.

Engineering changes to the Avon Sabre were very substantial. In effect, the fuselage was cut in half along a horizontal line down the fuselage, and a wedge inserted, dropping the front of the aircraft some 3.5 inches (~9cm) to provide a larger intake for the engine. The lighter and more powerful Avon engine was placed further aft in the fuselage, necessitating further changes. About 40% of the original F-86E fuselage parts were retained.
Author
Jonny, an aviation enthusiast and former history teacher from Australia.
His grandfather flew Westland Wapitis at RMC Duntroon. His great uncle was a navigator posted to long range units in the Western Desert who was mentioned in dispatches for his capture by Italian forces and subsequent ‘taking of Tobruk’ (a long story). His father achieved the rank of ‘Aircraftsman, Minor, Provisional’ during his national service days. His own service was short lived but provided the useful life lesson of learning when not to get the giggles at shouty ‘career’ corporals in the Australian Army Reserve.

With Jim Smith & Ed Ward 

“If you have any interest in aviation, you’ll be surprised, entertained and fascinated by Hush-Kit – the world’s best aviation blog”. Rowland White, author of the best-selling ‘Vulcan 607’

I’ve selected the richest juiciest cuts of Hush-Kit, added a huge slab of new unpublished material, and with Unbound, I want to create a beautiful coffee-table book. Pre-order your copy now right here  

 

TO AVOID DISAPPOINTMENT PRE-ORDER YOUR COPY NOW

From the cocaine, blood and flying scarves of World War One dogfighting to the dark arts of modern air combat, here is an enthralling ode to these brutally exciting killing machines.

The Hush-Kit Book of Warplanes is a beautifully designed, highly visual, collection of the best articles from the fascinating world of military aviation –hand-picked from the highly acclaimed Hush-kit online magazine (and mixed with a heavy punch of new exclusive material). It is packed with a feast of material, ranging from interviews with fighter pilots (including the English Electric Lightning, stealthy F-35B and Mach 3 MiG-25 ‘Foxbat’), to wicked satire, expert historical analysis, top 10s and all manner of things aeronautical, from the site described as:

“the thinking-man’s Top Gear… but for planes”.

The solid well-researched information about aeroplanes is brilliantly combined with an irreverent attitude and real insight into the dangerous romantic world of combat aircraft.

FEATURING

• Interviews with pilots of the F-14 Tomcat, Mirage, Typhoon, MiG-25, MiG-27, English Electric Lighting, Harrier, F-15, B-52 and many more.
• Engaging Top (and bottom) 10s including: Greatest fighter aircraft of World War II, Worst British aircraft, Worst Soviet aircraft and many more insanely specific ones.
• Expert analysis of weapons, tactics and technology.
• A look into art and culture’s love affair with the aeroplane.
• Bizarre moments in aviation history.
• Fascinating insights into exceptionally obscure warplanes.

The book will be a stunning object: an essential addition to the library of anyone with even a passing interest in the high-flying world of warplanes, and featuring first-rate photography and a wealth of new world-class illustrations.

Rewards levels include these packs of specially produced trump cards.

Pre-order your copy now right here  

 

I can only do it with your support.

 

 

 

It is hard to believe that the same unit operated Focke-Wulf 190s and Spitfires together in the 1940s, but the history of the Turkish air force is full of such unlikely events. Founded in 1911, the independent air arm of Turkey (then the Ottoman Empire) is one of the oldest in the world. The nation’s unique geographical position, strategic relationships and alliances have had profound effects on the inventory, doctrine and organisation of the Turkish Air Force. It has operated some extremely exciting types and is one of the very last operators of the legendary F-4 Phantom II. We look at ten types that defined this large and surprising air force. 

By Arda Mevlutoglu

The Ottoman Empire, Turkey’s predecessor, entered the First World War in 1914 as an ally of Germany and had received technical support, training equipment  – including a vast force of Albatros fighters – throughout the war.

After the war, the Ottoman Empire surrendered. Its capital was occupied, and its army disbanded. Subsequently, the Greek army started an invasion of Anatolia, seizing a sizeable portion of land all the way to Ankara. A war for independence started with the leadership of Mustafa Kemal, who would later become the founder of the Republic of Turkey. The Turkish Air Force, then a tiny collection of seized or smuggled aircraft, played an important role in the Independence War preforming vital artillery spotting and reconnaissance missions. 

 

Turkey had been neutral throughout the Second World War — and it took a careful approach to both sides to remain as such. This delicate balance resulted in the procurement of equipment and weapons from both belligerents. It was in the last stages of the conflict that Turkey declared war on Nazi Germany and became a part of Allies, paving the way for the equipping of the TurAF with many US- and British- made aircraft as military aid.

The country’s entry into NATO in 1952 marked a major milestone for the service. Hundreds of jet fighters and trainers poured into the country from the US and other Western allies, as Turkey had become a frontline bulwark against the Soviet Union and the Warsaw Pact. Starting from early 1980’s, Turkey has been fighting with separatist terrorism inside and outside her borders. The TurAF’s has always been extremely active for the past four decades with close air support missions – and the recent situation in Syria resulted in increased ground attack and combat air patrol (CAP) missions by F-16 fighters.

Since its inception, the TurAF has operated a large number of combat and support aircraft of various origins. A significant number of these were manufactured locally and starting from 2000s, indigenous designs have started to enter service, such as the Anka-S unmanned aerial vehicle and Hurkus-B turboprop trainer. Below is a list of 10 of the most important types to have served. 

 

10. Focke Wulf Fw 190

During the Second World War, Germany make a great effort to maintain good relations with Turkey to secure its supply of important raw materials such as iron, chrome and manganese. As part of these bilateral relations, Turkey negotiated with Germany for Focke-Wulf Fw 190 fighters. A credit agreement was signed in September 1942 and a total of 72 Fw 190A-3 fighters were delivered between March and August of 1943.

 

Fw 190s equipped four companies of the 5th Air Regiment (5’inci Hava Alayi). Logistics and supply of spare parts, however, became a serious issue as Germany’s situation in the war deteriorated. Serviceability of the regiment quickly decreased and it was later reinforced by… Spitfires! Somewhat bizarrely, for a couple of years the 5th Regiment operated Fw 190s and Spitfires. This lasted until 1947, when the last surviving Fw 190s were retired from service. Imagine F-4s and MiG-21s flying together in the same squadron during the Cold War!

An interesting side note is that the TurAF also operated Heinkel He 111F-1 bombers alongside Martin 139WTs and Convair B-24D Liberators.

 

9. PZL.24

France imposed an embargo on Turkey in 1935, which scuppered the latter’s order for Dewoitine 510TH fighters from the previous year (it is easy to draw parallels with the recent US boycott on the supply of F-35s). This forced the Turkish government to look for another fighter. After a lengthy evaluation period, the Polish PZL.24 was selected in 1936.

An export version of the PZL.11, the monoplane gull-wing all metal PZL.24 made its first flight in 1933. It became an export success, having entered into service with Bulgarian, Greek, Romanian air forces in numbers. The initial Turkish contract covered 14 PZL.24A’s, to be assembled in Kayseri Tayyare Fabrikasi (KTF – Kayseri Aircraft Planet), one of the first aircraft manufacturing plants in Turkey. The PZL project was an important achievement for the fledgling Turkish aviation industry. Throughout the 1930’s, with the help of Polish and German aviation engineers that sought refuge in Turkey from the torment of Nazi Germany helped Turkey build up its aviation industry. It was also the case with many other scientific and industrial fields as well.

 

A total of 66 PZL-24’s of A, C and G variants saw service with the TurAF between 1936 and 1943.

 

8. T-33 Shooting Star

The protocol for Turkey’s membership to NATO was signed in October 1951 and the formal procedure had begun. Shortly afterwards, Turkey started getting huge amounts of military equipment, weapons and ammunition — as well as advisors from United States and other allies. As part of this large-scale transformation, the TurAF was introduced to jet aircraft for the first time.

The Lockheed T-33 Shooting Star, a single engine subsonic trainer, was the first jet aircraft of the TurAF. The first examples were delivered in December 1951. In total, 116 T-33A’s and 58 T-33AN’s (Canadian CT-133 Silver Star Mk3) entered service. 25 RT-33A’s also flown for a brief period of time for training of tactical reconnaissance pilots, but the aircraft was chronically underpowered and was not favored. The Shooting Star was primarily used for introductory training of jet pilots but also employed with liaison missions between air bases throughout Turkey. The last aircraft was finally retired in 1997.

 

7. F-84 Thunderjet

Shortly after the T-33, the TurAF started receiving the Republic F-84 Thunderjet, a single -engine jet fighter. Turkey operated the largest F-84 fleet (of all versions) in the world after United States: between 479 F-84Gs were delivered between 1952 and 1956 as well as 377 F-84F, F-84Q and RF-84Fs between 1956 and 1966.

The F-84 formed the backbone of the TurAF throughout the 1950s and 1960s. The aircraft saw service during the Cyprus crisis in 1963-64. The RF-84 was also in the frontline during the 1974 Cyprus operation. The F-84G were retired in 1966 while, the last RF-84F’s soldiered on until the early 1980’s.

 

6. F-102 Delta Dagger

 

In order to counter the threat of Soviet high altitude bombers, Turkey, like Greece,  purchased F-102A Delta Dagger interceptors from United States. The Delta Dagger, a delta wing supersonic interceptor aircraft was the first, and so far the only, delta wing combat aircraft operated by the TurAF.

Turkey took delivery of a total of 49 Delta Daggers between 1968 and 1971: 40 F-102As and nine TF-102 trainers. The aircraft saw action during the 1974 Cyprus operation and is still at the centre of a controversy between Turkey and Greece: Turkish official sources report that an F-102A shot down a Greek F-5A on July 22, while Greek sources counter claim that an F-5A shot down two Turkish F-102As.

The arms embargo imposed by United States after the Cyprus Operation had very adverse effects on the logistics and serviceability of TurAF aircraft, and the Delta Dagger force took the most severe blow. The F-102 fleet, already suffering from a high attrition rate, became very difficult to maintain and fly. The last aircraft was finally withdrawn from service in 1979.

 

5. F-100 Super Sabre

For long range interdiction strike capability, Turkey procured the F-100 Super Sabre from NATO allies from 1958. This single-engine jet fighter with its distinctive ‘squashed’ nose inlet and 45 degrees swept wing formed the backbone of TurAF until early 1980’s.

TurAF took delivery of a total of 270 F-100D, F-100F and F-100C Super Sabres, receiving the last in 1982. Around 250 of them came from United States, while the remainder were secondhand from Denmark. The Super Sabre saw extensive service during the 1974 Cyprus Operation. The last airworthy ‘Huns’ were finally retired in 1988, bowing to the far more modern F-16. 

4. F-5 Freedom Fighter

The Northrop F-5A Freedom Fighter, a twin-engined day fighter, began entering TurAF service in 1966, to replace the F-84 Thunderjet. The F-5 would form the cornerstone of the TuAF’s interceptor and multi-role capability. A total of 171 F-5A and F-5Bs, as well as 41 RF-5A tactical reconnaissance jets, were delivered between 1995 and 1992. Turkey purchased some secondhand F-5s from Libya, during a US arms embargo (together with a generous spare parts package) granted by Muammar Gaddafi, who was sympathetic to Turkey. The F-5 is another veteran of the 1974 Cyprus operation.

Turkey started a project in the mid-1990s to upgrade some F-5s with modern avionics for the lead-in fighter trainer (LIFT) role for future F-16 pilots. A contract was signed with a consortium of IAI, Elbit and Singapore technologies in May 1999. A total of 48 F-5A/B’s received extensive avionics, to simulate those of the F-16. The upgrade work was done at the TurAF 1st Maintenance Centre in Eskisehir. Upgraded F-5’s, designated as F-5 2000, started entering service in 2002. They were retired around 2013.

A number of F-5’s continue serving with the Turk Yildizlari (Turkish Stars) aerobatic team. It is planned replace these with the Hurjet, an indigenous single-engine jet trainer under development by Turkish Aerospace.

 

3. F-104 Starfighter

 Turkey took major steps in the 1960s to reinforce its air defences. With the arrival of the first F-104Gs in 1963, the TurAF became a member of the Mach 2 club. The first F-104s were introduced to air defence units in Ankara. The aircraft became the mainstay of Turkish strategic air defence and interception capability against the Soviet threat.

 

The US arms embargo that took place between 1975 and 1978 prompted Turkey to seek  alternative sources for combat aircraft. Under the burden of a financial crisis, Turkey could not afford to switch to a completely different source and so eventually struck a deal with Italy for 40 F-104S.

In the 1980s, large numbers of F-104Gs became available from NATO allies due to the arrival of the F-16 and other new types. Turkey used this opportunity to bolster its Starfighter fleet, and many secondhand F-104s were delivered throughout the 1980s. 

 

In all, Turkey took delivery of 433 F-104G, TF-104G, F-104S and CF-104s between 1963 and 1989. The CF-104’s were used for close air support sorties in the 1980s against PKK targets, the aircraft’s fire control systems being found well suited to the ground attack roles. The last Starfighters were retired in 1995.

 

2. F-16 Fighting Falcon

After the US embargo lifted in 1978, Turkey resumed its efforts to modernise its air force, as well as establish an indigenous aviation industry. The tender for a new fighter aircraft shortlisted two US designs: the F-16 and F/A-18. In 1983, the F-16 was selected. For the production of the aircraft, a joint venture between TUSAS (Turk Ucak Sanayii AS – Turkish Aircraft Industries) and General Dynamics was formed under the name of  TUSAS Aerospace Industries (TAI). For the manufacture of the F110 turbofan engines, TUSAS teamed up with General Electric, to create TUSAS Engine Industries (TEI).

The initial contract covered 160 F-16C/D Block 30 and Block 40 Fighting Falcons, under the Peace Onyx I project. These aircraft were delivered between 1987 and 1994. A follow-on contract, Peace Onyx II, covered 80 Block 50 F-16’s. This second batch was partially financed by Saudi Arabia, Kuwait, and the United Arab Emirates in compensation for Turkey’s support in Operation Desert Storm. Peace Onyx II fighters entered service between 1996 and 1997.

The Block 40 and Block 50 F-16 aircraft received extensive avionics upgrade under the Peace Onyx III program. Turkey meanwhile initiated an indigenous avionics upgrade project dubbed ‘Ozgur’ for the Block 30 F-16’s. These fighters are equipped with indigenous mission computers, identification friend or foe and cockpit avionics. Turkey ordered 30 Block 50+ F-16’s in 2007 as attrition replacements and gap fillers under Peace Onyx IV. Equipped with Conformal Fuel Tanks (CFT’s), these aircraft were delivered between 2011 and 2012.

 

1. F-4E Phantom II

Known affectionately as ‘Baba’ (father) by its pilots, ground personnel and Turkish enthusiasts, the McDonnell Douglas F-4E Phantom is arguably the most respected combat aircraft ever flown in Turkish skies. Many in Turkey have become with the distinctive howl of the Phantom’s powerful J79 engines and its dreadful appearance.

Following Greece, Turkey signed a contract for 40 F-4Es in 1973. Deliveries of the aircraft, under the ‘Peace Diamond’ programme, started in August the following year but stalled due to yet another US arms embargo. Deliveries resumed in 1978 with another contract for 40 more than aircraft under Peace Diamond II. To reinforce the Phantom fleet, Turkey acquired many secondhand examples from the US throughout the 1980s. After the 1991 Gulf War, Turkey also received RF-4Es from Germany, as well as some F-4Es from US stocks.

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After the failed attempt to purchase 40 Panavia Tornados from the United Kingdom in 1986, Turkey began looking for alternative solutions for enhanced deep strike and interdiction capability. Delayed by economics, a programme was finally started in the mid 1990s. A contract for extensive avionics and structural modernisation of 54 F-4Es was signed with IAI of Israel. The aircraft, designated as the F-4E 2020 Terminator, was equipped with new radars, avionics and electronic warfare systems as well as a precision strike missile capability with the Popeye I . 

All the remaining recce versions, which were partially upgraded locally under the Isik (light) programme were retired in 2015. A handful of F-4Es that were not subject to the Terminator programme received avionics upgrade under the ‘Simsek’ (‘lightning’) project in the early 2000’s, but these were retired shortly after. The Phantom today serves with 111 Squadron and 401 Test and Evaluation squadron, both in stationed in Eskisehir. In total, Turkey received 236 Phantoms

 

Honorable mention: TFX

Turkey has made significant achievement since early 2000s and the country is reaping the rewards of huge investment in the aerospace sector. One of the most obvious results of these efforts is in the unmanned aircraft field, as shown in the latest Operation Spring Shield against Syrian regime forces in which locally developed Anka-S and Bayraktar TB2 drones wreaked havoc on Syrian mechanised and air defence units. 

Turkey’s Turkish Aerospace (TA) is currently running three important manned aircraft projects, on the other hand. The first is Hurkus, a turboprop trainer which is comparable to the Super Tucano and T-6 Texan II. The Hurkus is currently being evaluated by TurAF training squadrons and is expected to be accepted into service shortly. TA is also working on a close air support variant of the Hurkus, named Hurkus C. Another important project is the Hurjet, a single turbofan trainer / combat jet to replace the T-38M Ari  (a locally upgraded T-38 Talon). 

But the most important and ambitious project is the Milli Muharip Ucak (National Combat Aircraft), commonly known as TFX. TFX is planned to make its maiden flight in the second half of 2020s and begin entering service in late 2020s – early 2030’s, replacing the F-16. The original plan was to have TFX serve alongside the F-35A, but as a result of strained relations with the US due to Turkey’s procurement of S-400 and subsequent sanctions, this plan seems to be shelved for the foreseeable future.

Arda Mevlutoglu is an astronautical engineer. He is currently working as the VP of an international trading and consultancy company, focusing on defense and aerospace sector. He is currently working as the Vice President of Defense Programs at an international trading and consultancy company. His research focuses on defense industry technology, policies and geopolitical assessments, with a focus to the Eastern Mediterranean and the Black Sea region. His works have been published in various local and international journals such as Air Forces Monthly, Air International, Combat Aircraft, EurasiaCritic, ORSAM Middle East Analysis. He has been quoted by Financial Times, Reuters, BBC, Al Monitor, CNN Turk and TRT on issues covering Turkish defense industry and military developments.

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“If you have any interest in aviation, you’ll be surprised, entertained and fascinated by Hush-Kit – the world’s best aviation blog”. Rowland White, author of the best-selling ‘Vulcan 607’

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From the cocaine, blood and flying scarves of World War One dogfighting to the dark arts of modern air combat, here is an enthralling ode to these brutally exciting killing machines.

The Hush-Kit Book of Warplanes is a beautifully designed, highly visual, collection of the best articles from the fascinating world of military aviation –hand-picked from the highly acclaimed Hush-kit online magazine (and mixed with a heavy punch of new exclusive material). It is packed with a feast of material, ranging from interviews with fighter pilots (including the English Electric Lightning, stealthy F-35B and Mach 3 MiG-25 ‘Foxbat’), to wicked satire, expert historical analysis, top 10s and all manner of things aeronautical, from the site described as:

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• Expert analysis of weapons, tactics and technology.
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• Bizarre moments in aviation history.
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The book will be a stunning object: an essential addition to the library of anyone with even a passing interest in the high-flying world of warplanes, and featuring first-rate photography and a wealth of new world-class illustrations.

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History remembers well the Horsas and Wacos, but little of over four dozen other motorless air warriors. After German glider operations were so shockingly successful in 1940 all the major belligerents were compelled to look into glider programmes. Eight decades later, so are we. Big-bodied freighters appeared capable of swallowing an armoured vehicles, artillery pieces and entire companies of men. There were also smaller more nimble designs that could silently deliver of a squad of special forces right where the enemy didn’t want them. Even amphibious war gliders were tried out. Sometimes a design was so promising, it would sprout engines, sometimes even rockets. Exciting. Sometimes stupid and inconclusive.. but always exciting, Hush-Kit presents the top 13 military glider.

By Stephen Caulfield

13. Blohm & Voss Bv 40 ‘Dadaist Pitbull’ 

Let’s start with the worst. What could be worse in 1945 than the idea, the hallucination that is, of a fighter/interceptor with no motor? Picture a chihuahua with a pit bull’s head grafted onto it and maybe you get a bit more of an idea of this aircraft. Seven were built and five briefly flown. The idea involved it being towed to operational altitude above an Allied bomber force by a Messerschmitt Bf 109, once released it would dive down making a single pass at well-defended enemy bombers, at an unlikely 560 mph. If the pilot avoided being shot down, or didn’t black out recovering from the dive, he was then unable to recover the energy for manoeuvres at high enough speed to stay safe and so must depart and land. Though not officially a suicide weapon, it seems unlikely that a pilot assigned to such a unit would be persisting with any long term ambitions like giving up smoking or losing weight. The towing 109 pilot may wonder if his own aircraft, time and fuel could have been put to better use.

A cheap solution to the strategic bombing then being visited upon Germany this was a prone pilot, twin 30-mm cannon armed machine maximising the use of non-strategic materials. The Bv 40 showed how bad things had gotten for the power that had jolted the world with its gliders back in 1940. As Allied gliders became bigger, more effective machines including ones of all-metal construction, the Third Reich turned to this kind of stupid, and stupid-looking, thing.

Comparable wing span: Gee Bee Super Sportster R-1

12. Kokusai Ku-7 Manazuru (white-naped crane) 

A slightly larger facsimile of the Gotha Go 242, Germany’s successor to the DFS 230, the Manazaru saw none of the action of its Axis counterparts. The Japanese military had only token interest in gliders and too many other operational considerations requiring investment. When the war went bad for Japan,  gliders would prove to be of little use. The Ku-7 adopted the pod-and-boom configuration found on several other transport gliders and later adopted by designers of post-war freight aircraft.

Comparable wing span: Hawker Siddeley Nimrod

11. Bristol XLRQ-1 ‘RQ Poirot’ 

We promised you an amphibious combat glider, and here it is. The XLRQ-1 was designed for beach assaults and could accommodate static-line parachute jumping in case its occupants weren’t finding life hazardous enough. Of the following items included in the original U.S. Navy/Marine Corps specification only one is not made up: casino, ice-cream parlour, movie theatre, laundromat and externally mounted machine-guns. Operational considerations in the Pacific theatre scuttled (metaphorically not literally) this one.

Comparable wing span: Douglas B-66 Destroyer

10. Cornelius XFG-1

Extremely allergic to the era’s popular Zippo brand cigarette lighters, only two test examples of this single-trip fuel hauling glider were built. Forward-swept wings, automatic stability in towed or gliding flight and four degrees of on-the-ground adjustable wing dihedral made this aircraft a guaranteed choice for this list. How else would you have carried just over 2500 litres of gasoline (or other precious fluids!) to a thirsty battlefield? There was a proposal to employ the XFG-1 as a winged reserve tank to be cut loose after it had contributed its cargo to whatever ultra long-range aircraft had towed it aloft.

Comparable wing span: de Havilland Mosquito.

9. GAL 48B Twin Hotspur

When an aircraft is determined to be a good one, how do you make it better? You could twin it, dear reader.

What worked for the Gigant’s glider tug the Heinkel He-111 Zwilling didn’t for the Hotspur, a close take on the impressive DFS 230. The Twin Hotspur was a one prototype single crash programme. Here is a picture of it.

Comparable wing span: de Havilland Canada DHC-4 Caribou

8. Antonov A-7 ‘Stealthy saboteur’

Where the western Allies put gliders into the forefront of strategic combined arms battles like the invasion of Sicily and Normandy, and then showpiece operations like Market Garden and Varsity, the Soviet Union saw things differently. Observation and sabotage teams were placed behind German lines by the Antonov A-7 which also delivered supplies to partisan formations. Quietness equalled stealth behind the lines.

Comparable wing span: Mitsubishi G4M ‘Betty’

7. Yakovlev Yak-14 ‘Mare’ ‘тихая кобыла’

Combat transport gliders had just over a decade of life, framing the Second World War by a couple of years. The very last programme of any substance in this direction (to date) belonged to the Soviet bloc and was the Yak-14 of 1948. Over 400 were built but advances in air defence technology, powered STOL aircraft and military helicopters sealed the fate of this aircraft as an entire type by the 1950s.

Comparable wing span: Vickers Wellington

6. Douglas XCG-17 ‘Dakota Unfanning’

Oh, the ingenuity we waste on war. One of the most common and successful glider tugs of the Anglo-American war effort was the Douglas C-47 Skytrain. An example of the fabulous Douglas DC-3’s military version had its engines replaced with hemispherical fairings for testing as the glider itself! It was hoped up to 40 soldiers (or 14,000 pounds of cargo) could be hauled aloft in such a machine behind the newly available, four-engined Douglas C-54 Skymaster. The XCG-17 could be towed at speeds approaching 270-290 miles per hour, significantly more than most gliders were capable of. A low stalling speed of about 35 miles per hour made for good field landing performance. This conversion yielded the flattest glide angle of any of the transport gliders developed in the United States up to then. A conceptual success, the sensible XCG-17 never saw production.

Comparable wing span: Lisunov Li-2

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5. DFS 230 ‘DFS Sail on!’

Sikorsky’s stealth version of the UH-60 Blackhawk helicopter might make a fair cross-era comparison to the DFS 230. Serving through the entire war, the DFS 230 was an instrument of the Third Reich’s shock and awe – and later of its brutal desperation. Assault troops and demolition experts delivered to the roof of Belgium’s fortress Eban Emael underwrote the fall of that country in 1940. Crete and North Africa saw the diabolical flexibility of the Luftwaffe and Wehrmacht well enhanced by further deft use of this light glider. Even modest aircraft like the Henschel Hs 126 could deliver the machine gun-equipped DFS 230 and its squad of nine men. They were used to bring small quantities of supplies to encircled German units during several stages of the campaign against the USSR as well. One of the single most defiant special forces operations ever relied on the DFS 230. The Gran Sasso raid of September 1943 saw Hitler’s despatch of a tiny elite force to rescue his deposed pal Alberto Mussolini from forced confinement in the Hotel Campo Imperatore in mountainous central Italy.

Comparable wing span: Junkers Ju 188

4. Waco CG4′ ‘Waco siege engine’ 

Britain’s military industrial complex made a greater commitment to glider warfare than that of the United States. Still, the latter’s enormous war effort made room for novel prototypes by the score anyway and produced that great workhorse of glider assault, the Waco CG4. Called the ‘Hadrian’ in Royal Air Force service, the CG4 was built in car, household appliance and furniture factories – as well as by traditional aircraft makers. It was the most numerous of all the combat transport gliders. Bigger and much more capable than the DFS 230, the CG4 carried less troops than the Airspeed Horsa and less cargo than the GAL Hamilcar, but offered two important advantages over its Allied stablemates. Firstly, it could land in tighter spots between coppices, hedgerows, built structures, water features and burning wreckage. The CG4 addressed the problem of recovery, too. Gliders present an awkward proposition after use; whatever state of repair they land in there is an expectation that they be retrieved, inspected, repaired and reused or otherwise disposed of. Utilising a hook-and-wire system, an airworthy CG4 could be hauled back from the field via a roaring low altitude pass by a tow aircraft. James Bond stuff for those of steady nerve and stomach only.

Comparable wingspan: Lockheed U-2A

3. GAL 58 Hamilcar ‘Mark Hamil’s Car’

Skid-landing less than a dozen men with rifles is one thing, but a flying freight container to feed the hunger of mechanised battlefields for food, ammunition and every other type of supply is another. The Hamilcar was all business. Normally towed aloft by a Handley Page Halifax III, the Hamilcar with its arch-shaped fuselage could accommodate two models of light tank and various combinations of Jeeps, Bren gun carriers and towed artillery pieces as well every manner of boxed supply.

Flat-floored freighters (trying saying that three times in a row while landing in a field close to the Belgium border) like the Hamilcar were designed to address the toughest issue of sending armies to war by air. While renowned for their toughness, air transported formations lack larger calibre guns, armour and other forms of equipment necessary to decisively control the battlefield.

Comparable wing span:Shin Meiwa US-2 (link to its predecessor) 

2. Messerschmitt Me 321/323 Gigant ‘The Barmy Army Whale’ 

One more grotesque fantasy from the 1930s comes alive in a world tearing itself to pieces. Even eighty years on it is difficult to know what to make of the minds that would advocate machines like this. All the aircraft on this list could be said to lumber in some fashion but this heavy strategic glider, with the good looks of a prehistoric insect, appears to take that to extremes. The Allied inventory certainly had nothing like it. Initially, three Messerschmitt Bf 110s were needed to pull a Gigant into the air. Later, a five-engined twin version of the Heinkel He 111 bomber was deployed on behalf of this barmy whale. Engines sourced from occupied France were also added to the 323 by the half dozen to boost take-off performance. Deutsch Wochenschau newsreels relish the spectacle of literal parade grounds’ worth of motorcycles, trucks, half-tracks, 88-mm guns, staff cars, kubelwagens and marching men going through the clamshell doors in the nose. If not for the slaughter off-screen, it might all look like fun. Such footage restores some of the spectacle of the twentieth century’s total war to the modern viewer. Compare the graceful little sports gliders of today to the Gigant. Mind that your head doesn’t explode when you do.

Comparable wing span: Boeing B-52 Stratofortress

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1. Airspeed 51 Horsa

Ah, the heroic Airspeed 51 Horsa. We saved you the best for last. From the hands of the makers of armoires and dining room sets came the most successful aircraft on this list. The big tricycle-geared Horsa was a winner from the start. Described by one of her pilots in a recollection written in 1972 as a ”massive exercise in carpentry”, the stable Horsa was easy to handle and could be flown with precision. Many an Allied aircraft took the fight to the enemy, of course, but a fuselage containing forty ferocious special forces soldiers let the Horsa do that in a particularly visceral fashion. The other wooden wonder, with some 400 allotted to the Americans, had its greatest success during the invasion of Normandy. That operation, and several others in the European theatre, are unimaginable without the presence of the Horsa. Its service life continued into the 1950s. Few other warplanes have had the honour of being converted to civilian housing at the scale the Horsa did. That latter use being one that ought to warm the heart, at least a little.

Comparable wing span: Grumman E-2 Hawkeye

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“If you have any interest in aviation, you’ll be surprised, entertained and fascinated by Hush-Kit – the world’s best aviation blog”. Rowland White, author of the best-selling ‘Vulcan 607’

I’ve selected the richest juiciest cuts of Hush-Kit, added a huge slab of new unpublished material, and with Unbound, I want to create a beautiful coffee-table book. Pre-order your copy now right here  

TO AVOID DISAPPOINTMENT PRE-ORDER YOUR COPY NOW

From the cocaine, blood and flying scarves of World War One dogfighting to the dark arts of modern air combat, here is an enthralling ode to these brutally exciting killing machines.

The Hush-Kit Book of Warplanes is a beautifully designed, highly visual, collection of the best articles from the fascinating world of military aviation –hand-picked from the highly acclaimed Hush-kit online magazine (and mixed with a heavy punch of new exclusive material). It is packed with a feast of material, ranging from interviews with fighter pilots (including the English Electric Lightning, stealthy F-35B and Mach 3 MiG-25 ‘Foxbat’), to wicked satire, expert historical analysis, top 10s and all manner of things aeronautical, from the site described as:

“the thinking-man’s Top Gear… but for planes”.

The solid well-researched information about aeroplanes is brilliantly combined with an irreverent attitude and real insight into the dangerous romantic world of combat aircraft.

FEATURING

• Interviews with pilots of the F-14 Tomcat, Mirage, Typhoon, MiG-25, MiG-27, English Electric Lighting, Harrier, F-15, B-52 and many more.
• Engaging Top (and bottom) 10s including: Greatest fighter aircraft of World War II, Worst British aircraft, Worst Soviet aircraft and many more insanely specific ones.
• Expert analysis of weapons, tactics and technology.
• A look into art and culture’s love affair with the aeroplane.
• Bizarre moments in aviation history.
• Fascinating insights into exceptionally obscure warplanes.

The book will be a stunning object: an essential addition to the library of anyone with even a passing interest in the high-flying world of warplanes, and featuring first-rate photography and a wealth of new world-class illustrations.

Rewards levels include these packs of specially produced trump cards.

Pre-order your copy now right here  

I can only do it with your support.

 

Fast, powerful and reliable, the Typhoon is the backbone of Europe’s air power. Outnumbering the US’ F-15C and F-22s combined, it is a large and potent force, set to grow larger with future German orders. We spoke to Raffael ‘Klax’ Klaschka – former German Air Force Phantom and Typhoon pilot – now Marketing Lead at Eurofighter GmbH, to find out more. 

Which aircraft have you flown and with which units?
“After flying several training aircraft during my Military Pilot Training I was rated
‘Combat Ready’ on the mighty F-4F Phantom, the F/A-18 Hornet and, of course,
Eurofighter Typhoon. My total of more than 2.500 flying hours were spread
across a range of different units in Germany, in the US and in Spain.”

How do you feel about the aesthetics of the Typhoon?
“If looks could kill! Eurofighter is very easy on the eye. Personally, for visual appeal, I would rate it close to the F-4F. In ‘clean’ configuration Typhoon is a very slick aircraft, even more so when comparing the single-seater to the twin-seater.”
What were your first impressions of the Typhoon?
“I first saw Typhoon in action during an air show in the early 2000s. My first impression was all about the power. I thought, ‘Wow, this thing has some
strong engines!’ Today, it still has the strongest in its class by far.”

Which three words best describe it?
“Effective. Proven. Trusted.”
What is the best thing about it?
No one single attribute stands-out and that’s the remarkable thing about the
aircraft. It strength lies in the sum of its parts. Power, operability, agility, adaptability, availability and reliability are all outstanding features. If pushed to pick one from a flyer’s point of view – then again; it is the energy. It has bags of it in all kinds of situations. The aircraft exudes confidence – and that filters directly through to the person flying it.”

And the worst thing?

“I’ve never met a pilot who wouldn’t change something about his or her aircraft
– regardless of what they’re sitting in. From a fighter perspective Typhoon is very capable and is getting even more so incrementally through its life. The planned depth and breadth of capability is awesome and I’d like to see it implemented more quickly onto the jets across our front-line squadrons. It is happening – but like all fighter pilots, I want Christmas morning, every morning.”

How you rate the Typhoon in the following categories? Inst turn, sust turn etc

“To rate it accurately I would need some validated (rather than PR) comparison figures across the current air fighter domain. But to keep things ‘unclassified’ I can tell you that Typhoon outperforms most of the metal flying around out there in terms of power and acceleration. And with a huge dish (radar) and good power output, the aircraft’s outstanding sensor performance makes it a superior air-to-air fighter. That view is based not only on pure numbers from the flight manual, but also through my experience during exercises and mockup encounters against most of the current western fighters.”

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Which aircraft have you flown DACT against with the Typhoon? Please describe
each and the best way to ‘fight’ each opponent?
“The only way to effectively take on each opponent is to know what level of
capability you’re up against. All the different types of fighter jets flying today has its own unique characteristics. Also key to solving the ‘success in combat’equation is the type of missiles you have on board and the type of cueing system being used. When it comes to a classical “guns only”-fight I would (and did) always trust on Typhoon’s huge excess power to maintain the offensive advantage. If engaged in a 1 or 2-circle fight? I can only offer the standard fighter pilot response: “It depends…’”

Which foreign air force impressed you the most?

“I was quite impressed in the past by the way the air forces of eastern European countries have operated and evolved. One good example is Poland, and there are many others.”
How confident would you feel going against a Su-57 and why?
“With only limited data about the Su-57, I would still say that a Typhoon with
Meteor and E-SCAN will be a lethal opponent against any current asset out there. And we should’t forget the combat mass behind Typhoon. There are almost 500 aircraft alone flying across Europe. I understand that Su-57 was designed with F-22 as its key adversary. Given where we are today – I think Typhoon would perform impressively against either.”

And what about current Typhoon? As I understand E-scan is not operational. Are you counting Su-57 as a ‘current’ threat?

“From what we know about the Su-57, the current Typhoon would be up for the job, specially focussing on BVR capabilities where Typhoon sets the benchmark.”

How do the Hornet and Typhoon compare? According to one pilot, in DACT, the Hornet has the advantage up to 25K and the Typhoon above 25K – is this something you’d agree with?

“The Hornet can achieve very high AOA states. However that comes with tremendous energy bleed. To regain that energy, the Hornet would find itself at an immediate operational disadvantage. I know from experience that would be the case across all altitude bands. To its credit, the ‘nose authority’ during slow speed engagement is quite good on the Hornet. In essence, Hornet would only ever be anything like a challenge for Typhoon during a very slow fight. Typhoon doesn’t do ‘very slow’. So that is not a situation in which any Typhoon pilot I know would purposefully try to place him/herself.”

There was a strong response online about the
Rafale pilot’s take on Typhoon from Hushkit.net, it would be great, for the sake
of balance, to get your perspective.

“The ‘Typhoon community’ pretty much covered all the bases in terms of
setting him right on the facts. When everything is considered I think the mix of sensor-fusion, thrust, agility and weapon-load would see Typhoon perform very favourably against all the current players.

Two pilots arguing over the potential outcome of any highly dynamic air combat operation in a “one-G”  synthetic environment,  is a bit like two bald men fighting over a comb.  Air war is complex,  a comparison based on a single ‘lucky’ circumstance is not adequate and professional enough and has its place ‘at the bar’ or in forums. Having said that, I do believe Typhoon would be amongst the frontrunners in pretty much any given scenario against any given adversary!”

Weapons

Would a Typhoon with AMRAAM AIM-120D stand a chance against a Typhoon with Meteor, all other parameters being equal? How significant a step forward is Meteor? Is it equal to long range Chinese missiles?

Meteor opens up a new world of BVR fight. I’d wager that Typhoon with Meteor has the combat edge over any potential foe it may come across in today’s skies.

Do you personally prefer IRIS-T or ASRAAM, and what are the reason for your
choice? “I have experience on IRIS-T on the Hornet and on Typhoon. And that was
convincing. My British pilot colleagues are also quite happy with ASRAAM. So
no clear choice or favour; both work great. “

Storm Shadow is a large weapon for an aircraft primarily designed to carry air-to-air missiles, was this a challenging integration? “Most integration programmes present their own unique challenges. What we do know is that Storm Shadow is well-established and operational across a number of air forces.”

Aerodynamic Modification Kit 

Before I go back to the interview with Klax I feel I should explain a little background detail about the AMK. Typhoon’s supersonic agility is very impressive, but its current angle-of-attack (AoA) limits at lower speeds are less impressive; a Cassidian (Airbus Defence & Space) led effort demonstrated in 2014 would remedy this. The ‘Aerodynamic Mod Kit’ (AMK) includes re-shaped strakes, leading edge root extensions, and extended trailing edge flaperons. The AMK aims to deliver increases to the maximum wing lift, the AoA limit and the roll rates at High AoA. The strakes will generate vortices that will maintain a controlled airflow over the wing surface even at high angles of attack. When I spoke to EADS test pilot Chris Worning for an article in Aerospace he noted “The first stage was to proof the concept. Do some measurements to see if the strakes did what we thought they would do. And that went very well, the predictions were close. We will fly the Aerodynamic Modification Kit next. We have a mod kit and we’re hopefully going to fly it here this summer (at Manching). This is basically what you could put on a series production aeroplane.”

On the advantages he noted, “First of all they will give us a bit more angle of attack. The maximum angle of attack of the aeroplane increases, which is obviously helpful in close-in combat, if applied intelligently. The second thing they do is increase the manoeuvrability of the aircraft at high angles of attack. So at a given angle of attack, you have for instance, much higher roll rates: so the overall agility of the aircraft increases.”

The Typhoon’s current AoA limit is slightly more than twenty four degrees, approximately the same as an F-16. The new changes are expected to increase the limit to at least 34 degrees which will give pilots in combat a many more possibilities for nose-pointing. Worning was keen to point out that flying at high AoA in combat must be applied intelligently “You have to remember when you have a very AoA there is also a disadvantage: you’re creating an awful lot of drag. But it does give you extra capability if you combine it with wisdom and practice. It’s nice to have the option. The strake is primarily designed for subsonic use and subsonic combat. It will not change the aircraft in the supersonic regime, but there’s not much you can improve there to be honest. It won’t cost us anything. It’s a small aerodynamic surfaces, they weigh a few kilos. There won’t be any disadvantages at all.”

Worning admitted that currently the Rafale has a slightly higher maximum AoA than the Typhoon, but is confident that the new aerodynamic changes will at least equal, and probably surpass the higher figure of the French rival; he also noted that Typhoon will match it while retaining a lot more engine power.

According to Worning the customer interest in AMK, which will probably cost less than one million Euros per aircraft, is increasing: “Looking in to the future and with emerging threats, people are saying we have to optimise what you can do in close-in combat. There’s was a school of thought a few years ago, that everything was going to happen at beyond visual range: nowadays we have new radars and missile for the BVR mission, but you have to look at all parts of the envelope, and this is increasing the manoeuvrability at the lower end. This is something the Luftwaffe and the Royal Air Force are interested in… As I have said, when you enter this go into the very high AoA, you are now entering into an area where the drag really increases, you must apply that capability with brains: you don’t need to be careful- you won’t crash, but you might lose the dogfight, because you reduce your engine. People primarily need the high AoA to ‘point’, but one way you can point a missile with this aircraft is with the helmet (instead of with the whole aircraft). As we have the helmet-mounted sight it’s not that bad, but fighter pilots want everything. Short of those that have TVC and use post-stall manoeuvring we will be able to cope with all of those threat.”

Now back to Klax: 

Would AMK help Storm Shadow use, was this a reason for the AMK
development? “The available weapon load on Typhoon allows for a lot of operational flexibility for its air-to-surface configurations, whilst retaining air-to-air capability with special designated stations for those weapons. That’s about all I can say on that matter.”

AMK – Huge manoeuvrability increases were described, why has no film been released to demonstrate these abilities?  “I think it’s a game-changer as part of Typhoon’s continued capability development..  In my Eurofighter role, I’ll certainly get that message out in the future.”

On the subject of the AMK, why have no operators gone for it?
“AMK expands the flight envelope of Typhoon and allows for more asymmetric configurations with more flexible release sequences. Also it eases the process of integrating new weapons. It is clearly an enabler for more operational flexibility. Operators are looking-on and seeing the benefits already.”

Digital stealth
What is ‘digital stealth’?

“Digital Stealth means using all other means besides the physical shape of the aircraft to deny enemy systems high fidelity of geographic position and signature. Counter-stealth technology is eroding the advantages of low observability. Agile digital stealth capability will ensure survivability in future complex, congested and contested threat environments.”

Can you explain this further? “There are two main elements to being able to act stealthily: being aware of your environment and being hard to observe. The Typhoon’s electronic warfare suite covers both. Firstly, the system provides full awareness of surrounding threats so the pilot knows where they are and what modes they’re using. This picture is enhanced further by pulling in data from other operators in the theatre, networking via the Typhoon’s EW system. With an up-to-the-moment, accurate and comprehensive picture of the environment, a Typhoon pilot can make sure they don’t even come within range of potentially-dangerous radar.

However, staying away from threats isn’t always possible, so the second core element of stealth is to make yourself hard to see. Here, the Typhoon EW suite employs a range of electronic countermeasures that allows the aircraft to digitally hide its signature, becoming invisible to radar, or to digitally create a complex and confusing picture (noise) for a threat operator, denying them a clean targeting opportunity and preventing them from launching a missile in the first place. Digital Means Adaptable

Importantly, the Typhoon’s advanced, reprogrammable EW suite allows the aircraft to react to a constantly-changing threat environment in ways that physical stealth cannot.

Consider today’s threats. The latest surface-to-air missile systems are having their hardware regularly upgraded, are being networked and can change their behaviour almost instantaneously via software-reprogramming. In short, they are constantly evolving, creating a dynamic and challenging threat environment. This means that the advantage of aircraft which use traditional physical stealth technology, which is designed to make the aircraft hard-to-observe by threat radar systems, is eroding. Counter-stealth techniques are on the rise and have been successfully employed as far back as 1993.

This vulnerability against high-end threats with counter-stealth techniques is difficult to address because the basic elements of physical stealth (an aircraft’s skin & surface treatments, internal structure, and configuration) cannot easily be changed. However, in contrast, the Typhoon’s EW systems, which are readily re-programmable, can evolve digitally to maintain the aircraft’s combat advantage even as threats change around it.

The secret to this advantage is ‘mission data’, a term which sounds relatively benign but is critical to an aircraft’s EW performance and often life-saving. Mission data is the threat intelligence that allows the Typhoon’s sensors to recognise a threat and use the appropriate electronic countermeasure or evasion technique to keep the Typhoon safely out of harm’s way. For some aircraft, mission data is controlled by foreign nations or platform manufacturers, meaning that updates can be months, even years apart. With Typhoon, which has an open, reprogrammable system which can be updated by the operator, a new threat which is reported as ‘unknown’ during today’s mission can be programmed into the system in hours, meaning that the threat will be identified and dealt with during the very next mission.”

Typhoon has a central column, how does this compare with a sidestick? “My experience with sidestick airplanes is based on several rides in the F-16. I felt it was just a different concept when compared, but in the end both work absolutely fine.”

Does Typhoon have a ‘unique selling point’ not offered by potential rivals? “Two words; ‘Europe’. It has European industrial collaboration in its DNA. Next: ‘Sovereignty’. It gives users total control over MSN Data.”

Typhoon has been described as having an unsurpassed climb rate. Is there any likelihood of an official record attempt?

“We’re too busy protecting air space and borders to chase fast cars and clouds. There’s nothing to prove here. For climb-rate, it’s a world beater in its class.”

Tell me something I don’t know about Typhoon…

“It will likely remain in service with many air forces way beyond 2050. When it eventually leaves service, it will be the best fighter it can ever be and still taking care of business.”

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How does the Typhoon community generally feel about the F-35?
“Working alongside the F-35 will be the reality of the next decades to come.
There are some areas where Typhoon is the benchmark. Exploiting those areas
and adding them to the overall capability mix alongside the F-35 will result in
quite a lethal fighting force.”

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What is the biggest myth about the Typhoon?
“Cost. It can be more cost-effective to own, maintain and operate than pretty
much anything else in its class. The comparison data is in the public domain if
you look in the right places.”

Where? “The data is out there in the public domain.  No further comment from Klax here.”

What should I have asked you? “What is like to wear a business suit instead of a flying suit? But that’s a whole new interview.”

“If you have any interest in aviation, you’ll be surprised, entertained and fascinated by Hush-Kit – the world’s best aviation blog”. Rowland White, author of the best-selling ‘Vulcan 607’

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The F-14 was the king of the air in the extreme combat of the Iran-Iraq War. Around 180 Iraqi aircraft fell to Grumman’s deadly Tomcat, of these kills, sixteen can be attributed to Col. Mazandarani. We spoke to the world’s greatest living ace to learn more. 

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“Making hard turns and pulling high Gs, we defeated the missiles and re-engaged them in a canopy-to-canopy dogfight. We were so close that in a couple of passes I could see the pilots’ white notepads strapped to their legs.”

Which three words best describes the F-14?

“Deadly, unpredictable by the enemy, hell of a ride!”

 What was the best thing about the F-14?

“I would have to say its powerful radar and variable sweep wings, but let’s not forget the manoeuvrability and great visibility.”

“I noticed that my G-suit had ruptured from the pressure and my helmet had cracked hitting the canopy. On our way back to base, we were advised by ELINT and the local ground radar that only three of the five Mirages had returned. After the flight, Maj. Shokraee-Fard had to wear a neck brace for six months while I suffered injuries to my knees which resulted in two surgeries after my retirement. The G meter was locked at 11.5G”

What was the worst thing about the F-14?

“I guess I would have to stick with the TF30-414 engine cliché, but if you knew how to handle it, it wasn’t that bad. The fact is, in almost 40 plus years of service and about tens of thousands of flight hours in the Iranian air force, the losses due to engine problems were fewer than a handful of Tomcats.”

How do you rate the F-14 in the following categories:

Instantaneous turn

“I would give it a 100 because of its variable sweep wings.”
Sustained turn

“Another 100 Again because of its variable sweep wings and great aerodynamics.”
High alpha

“It is a 95 for this one. But it offered great control when flying with high AOA.”
Acceleration

“This was 95 out of 100, mostly due to the minimal lag of turbo fan engines compared to turbo jets or newer turbofan engines.”

Climb rate

“A+. It will receive a 100 when in zone 5 afterburner.”

Sensors
“The sensors especially the electronic countermeasures and electronic counter countermeasures at the time of delivery were top of the line. These performed quite well against AAMs and SAMs during the Iran-Iraq war. Unfortunately, the post revolution Iranian air force did not receive the IRST, and Data Link systems due to the hostage crisis and the ensuing arm embargoes. We could have made great use of them.”

Man machine interface/cockpit

“The cockpit layout and easy access to switches and gauges were fantastic compared to the F-5 aircraft I had flown. Moreover the F-14 offered unprecedented and greatly improved cockpit visibility.”

Situational awareness

“As mentioned above, the exceptional layout of the instruments and switches were quite useful in knowing the craft’s position. This along with the pilot’s awareness of his surroundings and position as well as foreseeing possible scenarios during engagements is of utmost importance. Of course, physiological conditions such as fatigue drastically reduces situational awareness as we witnessed during the war. In one instance, during a CAP mission on a moonless night around 0330 local time, I was returning to 8th tactical fighter base near Isfahan when I noticed another F-14 less than 200 metres away flying inverted with its gears extended upwards. I wasn’t sure about what was transpiring before my eyes since it was our standard operating procedure to turn off all aircraft navigational lights in combat conditions. I contacted the tower and they confirmed that my colleague J.Z. was on final approach. I gently radio’d him and said, “Hey, I think you are vertigoed! Just roll right and level off.” Thankfully, he listened and levelled off moments before landing. But this story will always be with me as a good example of what fatigue and combat can do to a pilot.”

Tell me something we don’t know about the F-14:

“It might be news to your readers that the Iranian Air Force used the F-14A as ‘Bombcats’ on several missions during the war against Iraqi forces in mid 1980s, way before the US Navy did. The wing box of the F-14 is a masterpiece and so we never had any asymmetrical issues with the wings during all these years.”

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How good was the Phoenix and what was your experience with the weapon systems?

“It was flawless. As far as I can recall, out of some 167 launched AIM-54A missiles, only in one instance did the missile malfunction. Our investigation and pilot record showed that the missile’s own engine didn’t ignite on time, and when it did, the missile actually followed the Tomcat. This missile was a successful weapon. And quite frankly since the AIM-54A Phoenix was the only standard missile received by the Iranian air force for use on the F-14, it was standard operating procedure to launch it from 20-25 miles out to ensure higher hit rate and also to keep our own F-14 jets safe from enemy air-to-air weapons.
As for my personal experience with it, I must say that I fired eight rounds of Phoenix missiles in total, from different positions and angles, which all hit their targets. My first experience firing the missile, was chasing a MiG-21 with enough speed to overtake it at 11 miles towards its aft hemisphere. This was September 1980.”
What was your toughest opponent and why?

“My own toughest engagement was with five Iraqi Mirage F1 fighter jets during my annual Stan/Eval check while on an S.M. (special mission) flight with Major J. Shokraee-Fard as instructor pilot. It took place near Nowruz Oil Field which had been attacked the day before by the Iraqi air force. I had actually briefed the pilots that same morning on how the Iraqis would probably attack: i.e. in two groups, one group flying at high altitude distracting the CAP fighter(s) while the other group snuck in low to strike the oil rigs.
As had been predicted, we encountered two groups heading our way from two directions. A flight of two, and a flight of three. As soon as we prepared to engage the enemy at 690 Knots and slightly over 50 feet above the water, I noticed that our Master Arm switch had failed leaving us defenceless. The hunter had become the hunted. The attacking Mirages fired six air-to-air Matra missiles or as we called them, Red Heads, at us. Making hard turns and pulling high Gs, we defeated the missiles and re-engaged them in a canopy to canopy dogfight. We were so close that in a couple of passes I could see the pilot’s white notepads strapped to their legs.
Maj. Shokraee-Fard kept checking our six, advising me of enemy position while I kept manoeuvring hard keeping myself out of their gun or IR missiles lock. During one of these manoeuvres we saw one Mirage crash into the water while the others returned to base. Once we were clear, I noticed that my G-suit had ruptured from the pressure and my helmet had cracked hitting the canopy. On our way back to base, we were advised by ELINT and the local ground radar that only three of the five Mirages had returned. After the flight, Maj. Shokraee-Fard had to wear a neck brace for six months while I suffered injuries to my knees which resulted in two surgeries after my retirement. The G meter was locked at 11.5Gs on the gauge which required the Tomcat to go through Non-Destructive Inspection (NDI). The analysis showed 19 cracks and fractures along the longitudinal axis of the aircraft which put it out of service for almost two years. We were really lucky that day.”

What was life like in your unit during the war? What were the biggest highs and lows?

“In the early days and weeks, the high losses of our pilots in the F-4 and F-5 squadrons were especially hard and painful, affecting the overall morale. It was quite bleak. As the days went by, we realised that the only available force that could slow down the rapid advance of the Iraqi ground forces was the air force and so they came to terms with the fact and accepted it. After a few weeks, despite the repeated loss of our colleagues, the missions continued without any problems and the bitter realities of war became routine. We had no choice. Iran’s ground forces were in disarray after the revolution, as a result of widespread purges – and in many cases they were no match for the Iraqi onslaught. Therefore the air force took it upon itself to act as speed bump against Iraqi ground units until our own soldiers could be organized into an effective fighting force. We performed CAS (close air support), while providing BARCAP to our own cities and infrastructure.

My biggest high was to be the first person in Iranian AF pilot to have done a night refuelling in an F-14. We were not trained to do this by our former US Navy instructors so I was quite proud of myself for doing something like that. The biggest low would be losing three F-14s within a short few days to the French built Mirage F1 used by Iraqi AF. That hurt our pride badly.”

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 Tell me about your kills please:

“I had eight aerial kills with the Phoenix missile, two kills with the Vulcan M61A gun, and one kill with the MIM-23 Hawk missile that we ended up using on our fleet of F-14 jets due to severe missile shortages in late stages of the conflict. On top of that I reportedly can claim five manoeuvre kills from two separate engagements.

My first air-to-air kill was a few days before the official start of the war Sept 17, 1980 when two Iraqi MiG-21s were on a bombing run over the city of Mehran in western Iran. The ground radar guided us toward the Iraqi fighters and we approached them in a way that I ended up 13 to 15 miles behind one of them at 3,000 feet. I was flying with my RIO Lt. Sultani, at over 240 knots faster than the Iraqi fighter when I fired my Phoenix missile and watched an aircraft disintegrate and explode visually for the first time.

My second & third kills were with RIO Lt. Najafi on Sept. 25, 1980 flying over the general area of Dezful in SW Iran. We were informed by ground control radar that four MiG-23s had crossed the border. We were directed towards them and at around 45NM locked our radar on the fighters. They reduced their altitude and turned towards Iraq flying in between the mountains. At one point my RIO noticed that he only had two radar signatures and when we checked with ground radar, they also confirmed two targets. My sixth sense told me that this was a ruse and that only two of the fighters had actually returned. I turned the plane around, and within mere seconds re-acquired the missing two hostile aircraft flying at 100ft heading for the city of Yasouj. We immediately locked on both targets and launched two Phoenix missiles. One of the MiG pilot survived the ejection and was later captured.
My fourth kill was a MiG-23. My RIO on this mission was Lt. Ahmadi. We were providing top cover for CAS missions on Nov. 13, 1980. This MiG was in pursuit of two Iranian AF F-5E Tiger jets returning from a close air support mission. Our position didn’t give us enough time to engage him with the Phoenix missile so we prepared ourselves for a knife fight. We both began turning into one another trying to get each other in our respective gunsight. We began spiralling downward in a rolling scissor manoeuvre. I opened fire with the gun twice, but didn’t think he was hit. I told my RIO to keep reading the altitude as we hurtled towards the earth. I kept hearing him read the altimeter: “2500ft, 2000, 1800, 1500, 1000, 600, 300” and then I pulled the nose up hard pushing the throttles to zone 5 afterburner, avoiding the ground. The moment I levelled off, I inverted the plane in time to notice a fireball on my left side. The MiG impacted the terrain. Honestly, I really would have wanted to meet with this skillful pilot and I felt bad about his sudden demise.

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My fifth & sixth kills were on Nov. 29, 1980, a day after the Morvarid (Pearl) naval operations that decimated the bulk of Iraqi naval forces in the northern Persian Gulf. My RIO on this day was Lt. Ibrahim Ansareen. The main objective of the operation was to destroy Iraq’s Al-Bakr & Al-Amaya oil terminals (now ABOT) in order to cutoff Iraq’s oil export. The enemy naval surface forces had lost several fast attack boats on top of a few Russian built corvettes to our well equipped navy. And so the Iraqi air force was tasked to provide cover for their helicopters trying to retrieve Iraqi troops and sailors lostat sea, or still on the oil platforms. Our job was to deny their top cover and also target their helicopters as they came in to reinforce their positions.

I took out one Iraqi MiG fighter aircraft with a Phoenix missile and continued playing cat and mouse with the remaining fighters. At another opportune moment, I launched a second AIM-54A Phoenix missile at another approaching MiG about 10 or 11 miles out resulting in a shoot down. Since my aircraft was loaded with only two rounds of AIM-54 Phoenix missiles, and therefore we were practically Winchester, I immediately called for support. Two of my buddies late Capt. H Farrokhi who was patrolling in another area as well as Capt. Jamshid Afshar came to replace us. These two men on that very day shot down 3 other intruding Iraqi fighter jets resulting in total shoot down of 5 enemy aircraft by our F-14 fighters in one single day.

My seventh kill happened on April 24, 1981 when 1Lt. Farrokh-Nazar and I were providing cover for our ground troops in the vicinity of Ahvaz. We were vectored by ground radar to intercept an aircraft heading for our friendly positions. We tracked him on our radar, and at about 20NM fired a Phoenix missile resulting in a shoot down.
My eighth & ninth kills happened on/about November 20, 1982 with Lt. Tahmasebi as my backseater. We received a NoTAM alert about the arrival of Saddam Hussein and/or a few high ranking officers to inspect the Iraqi battle areas. On that fateful day we could see that higher than normal Iraqi air activities which supported our initial intelligence about the presence of high ranking figures in the battle area. As usual, we’d lock onto the Iraqi fighters a few times and they would immediately turn around; however, during one of these radar locks the Iraqi fighter and its wingman continued its course towards us. Knowing who they were and what they were going to do, we fired two Phoenix missiles at them but could not really tell if those launches were successful. The moment we landed, we were summoned bv our angry wing commander. We were both given a written reprimand for not following the rules of engagement ROE as we had been directed. Apparently our ROE had directed us to engage the Iraqi fighters only inside the Iranian territory. We were also forbidden from crossing into Iraqi air space by our headquarters. This was set up to prevent the loss of prized F-14 aircraft with its sophisticated weapon system inside the enemy territory in case of a mishap or loss to enemy fire. The air force brass had also feared our top secret AIM-54A missiles would somehow end up in enemy hands if it was fired at enemy fighters inside the enemy air space. As a result, we were not credited for these two kills. However, 31 years later in 2013 ‘IRIAF’s Center for Study & Research’ officially registered these 2 kills in our names.

My tenth kill was in Northeast of Boubian Island with Lt. S. Shokouh in Feb 1984. The target was a Mirage F1 that we destroyed using the nose gun. We were patrolling in sector 3, close to Minoo Island south of the city of Abadan when we encountered a single Mirage flying low. We didn’t have enough time to prepare a radar lock. I managed to get myself to his 4 o’clock. Switching to PLM for close combat or dogfight, I locked onto the Mirage but the pilot immediately went into full afterburner and began jinking preventing us to get on his six.

Read about flying the Mirage 2000 here

I managed to manoeuvre myself to about 25 degrees off of his tail using afterburner as we flew below 100ft AGL. At a distance of 500-700ft I opened up at him. Took two bursts of the F-14’s Vulcan M61A1 canon to effectively strike the Iraqi fighter. The Mirage caught fire and unfortunately, the pilot didn’t have enough time to eject at that high speed and in a very low altitude. The burning fighter slammed into the ground and exploded.

My eleventh kill took place in September 16th, 1986 during the live firing test of the US made MIM-23 Hawk surface to air missile carried by the Iranian F-14. Quick background should be provided here. The late Shah’s air force had ordered plenty of AIM-7F Sparrow and AIM-9L sidewinder air to air missiles along with the AIM-54A missiles for our new fleet of the F-14s. But the hostage crisis of 1980 effectively killed the prospect of the arrival of the former missile types thus the Iranian F-14s and crew went to war only with AIM-54A being F-14’s standard missile. The two versions then available in our inventory, namely AIM-7E and AIM-9J, were not really compatible with the F-14’s fire control system. The MIM-23B Hawk SAM was the only medium range anti-aircraft missile in our inventory. We adapted it for our F-14 and it was called AIM-23C Sedjil. I was a senior member of the team that worked on converting the Hawk surface to air missile to an air-to-air missile. During the final trial run, I was ordered to test the missile during an actual combat situation to prove the system to naysayers. I was sent TDY to Bushehr 6th tactical air base to stand scramble alert. I think it was on the third day when the opportunity arrived to demonstrate the combat capability of this new weapon. My backseat was 1Lt. Ansareen.”

 Air Combat Memoirs Of The Iranian Air Force Pilots: Iranian Air Force Pilots In Combat (1980-88) can be bought here

“We locked on and fired the first Hawk which turned out to be dud. The missile made a barrel roll over the nose cone of the F-14 and fell straight down. I immediately fired a second one at 20NM resulting in positive hit as confirmed by our SIGINT and radar data. I am told the target was a French built Dassault Super Etendard maritime strike aircraft leased to the Iraqis in mid 1980s. This specific Super Etendard’s tail number must have been 4667 piloted by Captain A. Kamal Hussein.
These maritime strike jets were used extensively by the Iraqi air force to strike our cargo ships and oil tankers using their infamous Exocet missile. And as you know they had a rather stellar record during the Falklands war against the Royal Navy surface assets as well.”

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How did you feel going into combat in the F-14?

“Very confident. The truth is as the war dragged on the feeling of resignation took over our units. We felt the war would go on longer than we had hoped for. With the prospect of an immediate ceasefire fading, we decided to preserve our irreplaceable number of AIM-54A missiles by resorting to engaging enemy aircrafts in dogfights – meaning we would get close to them and use our superior techniques and tactics to shoot down enemy aircraft. I just want to tell you how confident all of us felt about the F-14 Tomcat that even when the Mirage F1s were added to the Iraqi air force fleet, that confidence was still there. Yes, they managed to create a headache for us, but we quickly overcame that threat and regained the upper hand.

To further prove my point, during the eight years of war, Iran only lost 5 Tomcats to enemy air activity. These losses initially were due to the lack of intelligence on the presence of Mirage F1s in the area, and more so being ambushed by several Iraqi F1 fighters for 4 of the Tomcat losses. They had to ambush and overwhelm the F-14 but one on one they really had no chance. Needless to say, and for variety of reasons our main objective as F-14 crew in the latter stages of the conflict was to make the Iraqi air crew abort their missions mid flight. We were quite successful in doing that. And this is how it worked: As soon as the Iraqis found out that an F-14 Tomcat was patrolling in the area they would abort and RTB. Or we would just lock on them, and the radar lock alone made them hightail it back to their own side.”

Review:  Air Combat Memoirs Of The Iranian Air Force Pilots: Iranian Air Force Pilots In Combat (1980-88) can be bought here

How Combat effective was the F-14, and how important was it in the war?

“It can’t be measured. In my opinion, the presence of the Tomcat in the Iranian air force was the highlight of aerial combat during the Iran Iraq war. Saddam’s strategic miscalculation of the strength of Iranian air force during the chaotic months after the 1979 revolution led him to believe the Iraqi army would march triumphantly in Tehran within a few weeks and never thought that the Iranian air force could utilise all of its capabilities including the use of the F-14 Tomcats. The chaos stemmed from the purges and executions that decimated the whole of former Imperial Iranian armed forces. Most of our leaders above the rank of colonels, were either, executed, imprisoned, discharged or had left the country. Among them were outstanding war planners and tacticians. Adding to this chaos, was the low morale in the armed forces as a result of the Islamic revolution. Despite the military and economic support from twenty plus countries including the regional Arab states, The Soviet Union, France, both West & East Germany, United States… etc, Iraq was never able to maintain air superiority during the 8 year war all because of the magnificent Grumman Tomcat.

What is the biggest myth about the Iranian F-14s?

“The most tiresome is that the departing US personnel stationed in Iran managed to sabotage Iranian F-14 radar, electronics and Phoenix missiles before leaving Iran in the ensuing days after the 1979 revolution. Let me tell you that I was a young officer during those days at Esfahan Khatami air base. Our wing commanders and senior officers made sure this never happened. We lined up departing American personnel before boarding their TWA aircraft and inspected them all. Another myth that needs to be shot down right now is myriad of statements by F-14 enthusiasts boasting about shooting down Iraqi fighters from a distance of over 150km! That is untrue.

What should I have asked you?

This is a good opportunity to clear the air. The following quick Q/As are rather important in my opinion:

What was the F-14’s kill ratio during the Iran Iraq war?

Between 155-160 kills with the Phoenix missile. Roughly 10 enemy aircraft fell victim to AIM/7E Sparrow, AIM/9J Sidewinder, MIM-23 (AIM-23C) & M61A nose gun.

Roughly 8-10 manoeuvre kills, or their running out of fuel in aerial combat and never reaching a friendly air field.

Number of Iranian F-14 losses that fell to enemy aircraft stands at five. This is a kill ratio of 1:35 to 1:37

Bear in mind that Iranian F-14s were fighting with one hand tied behind their back. Despite being on order, the AIM-7F Sparrow, And AIM/9L missiles were never delivered due to arms embargo, and we had a limited stock of very expensive Phoenix missiles.

What was your most memorable mission and why?

One of my most important and stressful engagements was on Thursday Mar. 21, 1985 along with RIO Lt. Sanatkar. I was on final approach returning to base from a 6hr combat air patrol. Wing command ordered us to cancel approach and fly back south as fast as we could due to lack of available covering fighters in that critical sector. I air refuelled and headed south towards Khark Island area to offer aerial protection for a convoy of some twenty massive oil tankers fully loaded with Iran’s one month worth of crude oil output. We were on station for more than an hour and nearing bingo fuel status with 8500 lbs left in the tanks. I was about to head to our tanker for another mid-air refuelling when the radar controller warned us of 10 approaching bogeys.

It did not take long when these bogeys became bandits. But the problem was that my aircraft was quite low on fuel for any engagement. We turned our F-14 heading south initially, but again turned to heading 300 degrees as 13 targets began appearing on the radar scope flying at 500ft ASL. We later found out they were eight upgraded MiG-23 bombers known as MiG-27* and five French built Mirage F1s acting as escort. I had no choice but to engage the enemy fighters in order to protect the convoy of tankers from a horrendous air assault. I told my backseater to be ready to bail out whenever I instructed him to do so. I set my altimeter to 35ft ASL and thought out my engagement strategy as I began dropping altitude.

(*probably actually MiG-23BN)

At about 20NM, with our fuel at 2,000lbs the escort fighters fired some 20 Matra missiles at us aimlessly as the onboard ECM, Chaff and flares began to work their magic. We started defeating the missiles by making hard left and right turns called “Jinking” and turned into the Iraqi strike package. Fortunately, the MiGs jettisoned their payload and broke formation as we maneuvered between the enemy fighters and frightened them. The escort fighters which were flying in two groups had also broken formation and as I passed the last three Mirages, I banked hard and got behind them watching the Mirages light up their afterburners as they headed back. I thought of chasing them but my fuel gauge was now reading 600lbs almost 50NM southwest of Khark Island, so I disengaged and eased back on the throttle to military power returning towards Busher air base.
I asked Lt. Sanaatkar if we had been hit or anything but he confirmed that all systems were working just fine. I called the ground radar but didn’t receive a reply. I tried again and still got no reply. After my third call, the operator replied asking if we were still in our aircraft?! They had assumed we had been targeted by all those Matra missiles that had run their course and exploded mid-air. I told them that we may have to ditch the plane and may require immediate SAR helicopter over head. But right then I was interrupted by my dear friend Col. M. Reza Moharrami (nicknamed Mamish), the pilot of a KC-707 fuel tanker, saying that we will be shaking hands soon. To our astonishment this brave and marvel of a pilot had flown toward the engagement area faking radio communications with other aircraft to give the enemy side the false belief that more friendly fighter aircraft is headed to my engagement zone. We hooked up with the tanker at 2,000ft and gradually climbed to 22,000ft receiving much needed fuel in the process. On our way back to base, I was informed by ground based radar that one MiG-27* and two Mirage F1s had not been able to make it back which was icing on the cake!”

With special thanks to ‘Michael’ in Tehran for facilitating the interview
—-

Interview by Kash Ryan

Kash Ryan a native of Iran, hails from a military family. Both his father and grandfather were professional service members. His father served in the Iranian Air Force retiring as a Lt colonel. Kash served mandatory service in Iranian Air Force in the late 1990s.
Growing up on an air base planted the seeds of curiosity about aviation and aircraft in him. He is a qualified private pilot currently splitting his time between Canada and the United States. As a military history enthusiast he was compelled to bring several fascinating combat memoirs of the Iranian Air Force pilots to a wider audience in the English speaking world for the first time.

Note

It may be that Bud Anderson has 0.25 more kills than Col. Mazandarani, but the latter remains the greatest living jet ace. Another candidate for the title is Giora Epstein with 17 kills (one was a helicopter).

“If you have any interest in aviation, you’ll be surprised, entertained and fascinated by Hush-Kit – the world’s best aviation blog”. Rowland White, author of the best-selling ‘Vulcan 607’

I’ve selected the richest juiciest cuts of Hush-Kit, added a huge slab of new unpublished material, and with Unbound, I want to create a beautiful coffee-table book. Pre-order your copy now right here  

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From the cocaine, blood and flying scarves of World War One dogfighting to the dark arts of modern air combat, here is an enthralling ode to these brutally exciting killing machines.

The Hush-Kit Book of Warplanes is a beautifully designed, highly visual, collection of the best articles from the fascinating world of military aviation –hand-picked from the highly acclaimed Hush-kit online magazine (and mixed with a heavy punch of new exclusive material). It is packed with a feast of material, ranging from interviews with fighter pilots (including the English Electric Lightning, stealthy F-35B and Mach 3 MiG-25 ‘Foxbat’), to wicked satire, expert historical analysis, top 10s and all manner of things aeronautical, from the site described as:

“the thinking-man’s Top Gear… but for planes”.

The solid well-researched information about aeroplanes is brilliantly combined with an irreverent attitude and real insight into the dangerous romantic world of combat aircraft.

FEATURING

• Interviews with pilots of the F-14 Tomcat, Mirage, Typhoon, MiG-25, MiG-27, English Electric Lighting, Harrier, F-15, B-52 and many more.
• Engaging Top (and bottom) 10s including: Greatest fighter aircraft of World War II, Worst British aircraft, Worst Soviet aircraft and many more insanely specific ones.
• Expert analysis of weapons, tactics and technology.
• A look into art and culture’s love affair with the aeroplane.
• Bizarre moments in aviation history.
• Fascinating insights into exceptionally obscure warplanes.

The book will be a stunning object: an essential addition to the library of anyone with even a passing interest in the high-flying world of warplanes, and featuring first-rate photography and a wealth of new world-class illustrations.

Rewards levels include these packs of specially produced trump cards.

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Look at early design studies of British aircraft in the late 1940s to the late ’50s and you’ll see a lot of ‘T’ tails. But why? I asked Jim Smith to find out. 

Well, it’s quite an interesting story. This will be a longer explanation than you expect, because we need to look first at some civil aircraft to understand ‘why T-tails at all?’, and why the Royal Aircraft Establishment might have been interested. Let’s start with the Comet, we’ll move on to the Caravelle, 1-11 and DC-9. After which, to the Javelin.

Comet and Caravelle

The Comet was designed with a very clean wing, and quite big flaps. Why? Because initial engine power was quite low, and there was a desire to operate the aircraft all over ‘The Empire’. Operating into shorter airfields in hot conditions, it is helpful to have an efficient wing, with effective high-lift devices (flaps and slats). All the more necessary with relatively low thrust.

This is still a design driver today. To be fuel efficient in the cruise, you need the smallest possible wing, and the smallest (well, least thirsty) engines possible. But a small wing increases approach speed and take-off and landing distances. This in turn affects payload – if your approach and take-off speeds are high, and you have to design to operate out of (say) Denver on a hot day, then your payload is going to be limited to what you can lift while complying with take-off and landing airworthiness rules at Denver, on that hot day. So efficient airliners have good high lift systems.

Why do Airbus airliners have the best wings in the world? Because they are designed by British Aerospace, who partnered with the RAE, and later DERA, in the UK National High-Lift Program, which generated hugely useful data enabling high-lift design to be better systematised and understood.

Before the well-known structural failures, there had been two Comet accidents on take-off in hot conditions (One at Rome and one at Karachi). The cause is thought to have been over-rotation on take-off, compounded by loss of control effectiveness in the wake of the wing. On the Comet, the fix for the take-off problem was to droop the leading edge slightly and add a wing fence, both of these measures delaying the stall to an incidence above that reached in the take-off rotation.

However, when Sud Aviation designed the Caravelle, two rear-mounted engines were used, again maximising the efficiency of the wing, but requiring the tailplane to be moved, to a new position half way up the fin. The Caravelle. was intended to operate into regional airports, some with minimal infrastructure and relatively short runways, and the clean, efficient wing will have helped cruise efficiency and take-off and landing performance. Other benefits of the fuselage mounted engines and raised tail were the ability to incorporate a rear airstair into the fuselage design, a quieter cabin, and less likelihood of foreign object ingestion (FOI) into the engines. Sud Aviation drew on de Havilland experience with the Comet, because they had an information sharing agreement with each other, leading to the Comet cockpit design being re-used for the Caravelle.

Current thinking for airliner configurations, is that two engines in nacelles on the wing is a better solution, because the weight of the engines offsets lift and manoeuvre loads, allowing a lighter structure – this is known as ‘inertia relief’. Airfields are no longer austere, so built-in airstairs are not needed, runways are longer, and FOI is not generally a problem. But wing-mounted engines do have some disadvantages. A taller undercarriage is needed, which adds weight, and the engines can interfere with the airflow over the wings, complicating high lift device design, and stability and control (737Max).

BAC 1-11, Trident and DC9

On to the BAC 1-11, Trident and DC-9. All the same ideas are in play, plus the use of a T-tail. The T-tail makes fin, rudder and tailplane design simpler and more efficient, partly because the tailplane is clear of the wake from the wing and fuselage in all normal flying conditions, partly because the tailplane acts like an endplate to the fin and rudder, increasing its effectiveness (or allowing a smaller, lighter design), and partly because the fin structure is simpler. The DC-9 also incorporated rear-airstairs, as did some 727s, because early aircraft were still operating into small regional airfields.

Because civil aircraft payload-range is critically dependent on the weight that can be lifted from hot and high airfields, take-off and landing performance is important. Landing performance is strongly dependent on the approach speed, which determines the kinetic energy at touch down, after which, it’s all down to lift dumpers, brakes, and so on, to determine the maximum weight for safe landing operations at the worst-case design airfield. The approach speed is normally required to be no less than 1.3 x the demonstrated minimum control speed of the aircraft in the landing configuration, and this will be determined by the wing area, landing weight and high-lift performance of the wing.

From this, one can see why a clean wing with good high-lift devices might be a good idea, and lead to a T-tail design. However, with the BAC 1-11 (and later the Javelin among others), one problem arose with a T-tail design. Determining the minimum control speed requires the aircraft to be flown as slowly as possible, without stalling, and this has to be demonstrated i.e. actually flown, not established using some aerodynamic model.

This turns out to be a highly marginal exercise. As the aircraft slows down and is held in level flight by increased power and increased incidence, there may come a point where the T-tail moves into the disturbed airflow over the wing, and if this happens the aircraft can enter an irrecoverable condition known as a ‘deep stall’. In a ‘deep stall’, the tailplane and elevator lose their effectiveness, and it may be impossible to reduce incidence to recover.

This happened in the flight testing of the BAC 1-11, leading to the loss of G-ASHG in October 1963; this also occurred with Trident G-ARPY in June 1966, and had previously occurred with Javelin WD808 back in June 1953. Consequently, T-tail configured aircraft are often fitted with a stick-pusher, triggered if the aircraft is at too high an incidence to the airflow. Normal air traffic operations should not take aircraft anywhere near this condition, but the systems are there as a protection, just in case.

A Hawker-Siddeley test engineer I worked with in the 5m wind tunnel had flown as an observer on some of the Trident minimum control speed tests. He very much admired the flying skills of the Company test pilot John ‘Cats-Eyes’ Cunningham, but hated being on board when he was flying, because he could, and did, fly the aircraft 5knots slower than anyone else. The whole experience was heightened by being able to observed the stalled airflow over the wings, as they were covered with wool tufts and filmed as part of the test process.

As a quick aside, take-off performance is also important for civil aircraft design. The accelerate-stop rejected take-off case will be important in lift dumper, brakes, thrust reverser and undercarriage design. From the aerodynamic perspective, the required climb gradient after the loss of one engine is generally more important, as it is likely to determine propulsion system requirements. The requirement to achieve a certain climb gradient (generally 3%) with one engine failed is the main reason why twin-engine aircraft are seen to climb much more steeply than four-engine aircraft after take-off. They have to demonstrate the climb gradient requirement on 50% power, not the 75% available to four-engine aircraft, and consequently can achieve a much greater climb gradient when all engines are operating.

The Royal Aircraft Establishment and the Lightning

At the time of the BAC 1-11, Trident and Javelin deep stall accidents, and before that the Comet take-off accidents and structural failures, the RAE was deeply involved in assisting British Industry to understand all aspects of advanced aircraft design, and assisting with resolving issues, whether they be related to handling qualities, performance shortfalls or accidents. The RAE’s main base and low-speed aerodynamic research facilities were at Farnborough in Hampshire, and this location was also shared with the RAF Institute of Aviation Medicine, and the Air Accident Investigation Branch. The RAE was directly involved with resolving the problems of the Comet, and would also have assisted with the investigation of the BAC 1-11, Trident, and, possibly, Javelin accidents. They also, as indicated earlier, were directly involved with the understanding of high-lift system design.

In the design of the Lightning, they were concerned to ensure stability and control of this ‘notched delta’ design would meet requirements, and the Shorts SB5 experimental aircraft was designed to investigate low-speed handling. The SB5 could be configured with three different wing-sweep angles, and could have either a T-tail or low mounted tailplane. Testing showed that the low-mounted tailplane recommended by English Electric for the Lightning was preferable. I have not seen anything definitive on why the T-tail was not, but would assume that interaction with the wing leading edge vortices and/or the wing /fuselage flows more generally, would have driven undesirable handling characteristics.

Gloster Javelin

The Javelin – why a T-tail. Well, like almost all weird design outcomes, the answer lies in the specified requirements. The requirements for the Javelin, in addition to the main requirements for a two-seat all weather fighter, required that the aircraft take-off from runways no more than 4500 ft in length. To quote Wikipedia:

“The specification called for a two-seat night fighter, that would intercept enemy aircraft at heights of up to at least 40,000 feet. It would also have to reach a maximum speed of 525 kn at this height, be able to perform rapid ascents and attain an altitude of 45,000 feet within ten minutes of engine ignition.”
Additional criteria given in the requirement included a minimum flight endurance of two hours, a takeoff distance of 1,500 yards, structural strength to support up to 4g manoeuvres at high speed and for the aircraft to incorporate airborne interception radar, multi-channel VHF radio and various navigational aids.”

Given the payload and endurance requirements, the Javelin was always going to be a large aircraft. I assume Gloster selected a delta wing to allow large wing area (to meet altitude performance requirements), and to provide significant internal volume (to meet endurance requirements). Operation off a short runway (4500 ft is just over half the normal NATO runway of 7000 ft – and many are longer than that) would require some form of high lift system, something that is not normally possible on a pure delta, because of the difficulty of trimming the aircraft once flaps are deployed. The relatively thick wing section was probably also selected to allow a slower approach speed for landing.

Without today’s computer technology, an unstable canard solution would not have been available, and Tejas-like LEVCONs had not been invented. So, a tailplane and elevators were used, freeing up the wing trailing edge to allow large flaps and airbrakes to meet the take-off and landing requirement, as well as ailerons for roll control. In the end, that ‘take-off distance of 1500 yards’, or more importantly, the implicit landing on to the same runway, drove the whole design. Another good example of the importance of getting the requirements right in the first place.

Who knows, without that requirement, and with a thin wing, the UK might have had a Mirage-like world-beater in the mid-fifties. Realistically, though, that would not have happened, because the big radar, two seats, the high endurance requirement, and lack of knowledge of area rule, and of supersonic intake design, would all have worked against such a concept.

“If you have any interest in aviation, you’ll be surprised, entertained and fascinated by Hush-Kit – the world’s best aviation blog”. Rowland White, author of the best-selling ‘Vulcan 607’

I’ve selected the richest juiciest cuts of Hush-Kit, added a huge slab of new unpublished material, and with Unbound, I want to create a beautiful coffee-table book. Pre-order your copy now right here  

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From the cocaine, blood and flying scarves of World War One dogfighting to the dark arts of modern air combat, here is an enthralling ode to these brutally exciting killing machines.

The Hush-Kit Book of Warplanes is a beautifully designed, highly visual, collection of the best articles from the fascinating world of military aviation –hand-picked from the highly acclaimed Hush-kit online magazine (and mixed with a heavy punch of new exclusive material). It is packed with a feast of material, ranging from interviews with fighter pilots (including the English Electric Lightning, stealthy F-35B and Mach 3 MiG-25 ‘Foxbat’), to wicked satire, expert historical analysis, top 10s and all manner of things aeronautical, from the site described as:

“the thinking-man’s Top Gear… but for planes”.

The solid well-researched information about aeroplanes is brilliantly combined with an irreverent attitude and real insight into the dangerous romantic world of combat aircraft.

FEATURING

• Interviews with pilots of the F-14 Tomcat, Mirage, Typhoon, MiG-25, MiG-27, English Electric Lighting, Harrier, F-15, B-52 and many more.
• Engaging Top (and bottom) 10s including: Greatest fighter aircraft of World War II, Worst British aircraft, Worst Soviet aircraft and many more insanely specific ones.
• Expert analysis of weapons, tactics and technology.
• A look into art and culture’s love affair with the aeroplane.
• Bizarre moments in aviation history.
• Fascinating insights into exceptionally obscure warplanes.

The book will be a stunning object: an essential addition to the library of anyone with even a passing interest in the high-flying world of warplanes, and featuring first-rate photography and a wealth of new world-class illustrations.

Rewards levels include these packs of specially produced trump cards.

Pre-order your copy now right here  

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When the international news broke in 1903 that two American brothers – Wilbur and Orville Wright – had completed the first successful flight in a heavier-than-air bicanard aircraft, the overwhelming reaction in Germany was laughter. The ‘lying brothers’[1], as they were soon christened, initially garnered only a small number of German admirers.

Indeed, even Otto Lilienthal’s pioneering glider flights were not taken very seriously at first by his fellow Germans. [2] Within the same decade as the Wright brothers flight, however, the German public found itself gripped by the Zeppelin craze. In the next one, the Imperial German Army would be assisted by a dedicated Luftstreitkräfte (‘German Air Force’) in the First World War. Eventually, between 1935 and 1945, the Third Reich proudly wielded one of history’s most iconic air forces – the Luftwaffe – to devastating, but ultimately ill-fated effect.
The latter two subjects have commanded the most attention to date in both English- and German-language historiography, yet this scholarly fixation has often come to the detriment of understanding how Germany’s long-standing Traum vom Fliegen (‘Dream of Flying’) was able to materialise in the first place. Before the awe-inspiring construction of powered airships gripped Germans at the turn of the twentieth century, it was ballooning that first signalled a physical manifestation of this ‘Dream of Flying’. Observational balloon units were first adopted in Germany during the 1880s and 1890s after the Prussians recorded France’s use of observation balloons during the Franco-Prussian War (1870-71).
However, the Prussians had also witnessed the non-offensive use of balloons wielded to great effect by their French opponents. In the Siege of Paris between 19 September 1870 and 28 January 1871, the encircled French forces used balloons to evacuate 102 passengers and over eleven tons of mail (11176kg) – around two-and-a-half million letters – away from advancing Prussian troops and to the outside world. [3] Despite their haphazard nature and unpredictable trajectories, their successful evasive deployment in the siege, in Kate Turner’s words, ‘heralded a new era in terms of ballooning.’ [4] Once considered a cheap means of entertainment, this reinvention of their role in warfare strongly illustrated the multifaceted opportunities that ballooning presented in terms of military observation, communication and transportation.

Turner further notes that their use during the siege offered a ‘powerfully emotional symbol upon which [France] was able to pin its hopes’. [5] This effect of ballooning as a rallying cause for national unity was not lost upon the Prussians. In 1881, the Deutscher Verein zur Förderung der Luftschifffahrt (‘Society for the Promotion of Aeronautics’) was established in order to promote the German development of ballooning for both peaceable and military purposes. [6] This Society possessed an esteemed membership of glider testers that included Lilienthal himself, along with meteorologists and airship engineers. Later, the Deutscher Luftschiffer-Verband (DLV – ‘German Airship Association’) was founded in 1902.
This development reflected the increasing popularity of dirigible construction in Germany at the start of the twentieth century. Indeed, Count Ferdinand von Zeppelin had already succeeded in flying his early airship prototypes over the Bodensee as early as July 1900. Zeppelin’s behemothic dirigibles would become a fixture across the German countryside in the nineteenth and early twentieth centuries, commanding international attention with each aeronautical triumph. Unfortunately, public awareness of airships also rose with their intermittent crashes – particularly the tragic Deutschland airship disaster at Berlin Tempelhof on 12 June 1897, in which both the pilot, Friedrich Hermann Wölfert, and his mechanic Robert Knabe died. [7]
Nevertheless, ballooning continued to retain its appeal in the face of this early airship craze in Germany, although one German newspaper highlighted the snobbery which free balloon racer pilots often experienced compared to airship engineers and pilots in 1910:
There are people who, very wrongly, want to deny free balloon racing any technical and scientific value. But even they will have to admit, without further ado, that the fulfilling of the same tasks under the same conditions of action spurs each individual competitor to a higher development of his knowledge, ability and determination than he usually uses in a single journey. [8]
The article concludes that ‘all the large and small races in the free balloon have greatly increased the general interest in the airship’[9], and that this wider appeal had further contributed towards the ‘sympathetic participation of all sections of the population in the great and complicated problems of modern engine airships.’ [10]
This exponential interest in German aviation can be further seen in how the original DLV evolved into the Deutscher Luftfahrer-Verband (‘German Aviation Association’) in 1911, which possessed over 74,000 members across 74 separate associations a year later. [11] By September 1913, however, this number had swollen to 78,000 members within 88 different branches: demonstrating how, as Sabine Höhler pointed out, the DLV became one of the largest sporting associations in Germany and thus enjoyed a position of ‘considerable economic and scientific importance’[12] before the First World War. Among the wider German public, then, an obsession with aviation had begun to firmly take root.

Reflecting this trend, a widespread psychological study on ‘zeppelin enthusiasm’ was conducted in 1908 – not long after the Zeppelin LZ4 caught fire at Echterdingen in the August of that year. [13] Despite incident, Peter Fritzsche has documented how the study’s participants cited ‘awe at the immense size of the ship, satisfaction that the air had been conquered, and pride in Germany’s achievements’[14] as having drawn them to the airships. In addition to the aesthetic spectacle that the giant airships provided, some members of the German public were fortunate enough to experience the cutting-edge technology for themselves after the airships increasingly began to run a public service.
Airships were often packaged in Germany and abroad as the ultimate alternative to traditional cruise ships – complete with fine dining, sweeping vistas and luxurious interiors. One German newspaper reporter gave their own favourable review of these new airborne tours:
You cannot have a warm beefsteak or a well-done goose for the time being, but a cold plate can be served. The cabin is so firmly anchored by twelve steel wires […] that no noticeable vibrations are to be perceived. And everything is planned for comfort. We have not only a restaurant, but toilets too, and we sit comfortably on wicker chairs and look like we are in a salon or a luxury train. [15]

An English newspaper, The Daily Express, reported in June 1910 that the local hotels in Düsseldorf were ‘doing an excellent trade catering for those who are awaiting their turn to ascend’[16], with the LZ 7 Deutschland – which sadly crashed later in the month – proving so popular that the next twelve trips in Düsseldorf had already been fully booked.
Such was the keenness of the passengers that their premature assembling enabled the zeppelin to depart a quarter of an hour before schedule. [17] However, though increasingly affordable, airship trip bookings remained dominated by the wealthy and the ‘well-to-do’. [18] For most Germans, the main pleasure derived from the dirigibles came in the form of the community spirit that their presence evoked. Swarms of onlookers and well-wishers congregated to watch the great airships depart and arrive across the nation. In 1909, for instance, 100,000 people witnessed the arrival of the LZ 3 Zeppelin at Berlin’s Tempelhof Field, with an additional two million observers having watched its descent from the city’s rooftops. [19]

Mass German crowds of all ages and both sexes flocked to watch their countrymen’s valiant attempts to realise the Traum vom Fliegen in altitude, endurance and design on behalf of the Kaiser’s Germany: evoking strong feelings of national pride and technological wonder in the little human dots below. The nascent field of aviation in this period, as Felix Ingold has written, wedded ‘the idea of superhuman exaltation and omnipotence with the utopia of total liberation, cosmopolitan solidarity and universal peace.’ [20] Walter Meyerheim, a passenger on the Deutschland in June 1910, spoke with wonder at how the zeppelin had ‘passed over German’s great mining and manufacturing district around Dortmund’[21], providing an entirely new eagle’s eye view of German industry and achievement.

Thus, German aviation became – as Wolfgang Behringer and Constance Ott-Koptschalijski put it – ‘the epitome of the scientific-technical revolution, the new era par excellence’. [22] It represented an elite band of humanity, from glider test pilots to airship engineers, that actively made German aviation history as well as witnessed it. Before biplanes, triplanes, gliders and airliners became celebrated in the national psyche, it was the quainter balloons and airships that had ignited the German public’s early fascination with aviation. By the mid-1910s, der Traum vom Fliegen had truly gripped the nation that had once laughed at the ‘lying brothers’ and Lilienthal: demonstrating a tangible shift in the way that aviation was perceived in the country before the outbreak of the First World War in 1914.

— Victoria Taylor, Aviation historian (Britain/Germany) Asst. Ed. @Balloons2Drones@NECAHpostgrade,PhD candidate @uniofhull&@sheffhallamuni

 

References

[1] AIR 1/626/17/33. ‘The Flying Ground at Johannisthal in Berlin’. Lecture by Count Zeppelin on German airships. The National Archives [TNA], Kew.

[2] Ibid.
[3] R. Bluffield, Over Empires and Oceans: Pioneers, Aviators and Adventurers – Forging the International Air Routes 1918-1939 (Ticehurst: Tattered Flag, 2014), 60
[4] K. Turner, ‘Balloons over Bismarck: The Interplay of Fact and Fiction in Representations of the Fabulous History of the Balloon during the Siege of Paris’ in N. Harkness, (ed.), Visions/revisions: Essays on Nineteenth-century French Culture (Bern: Peter Lang, 2003), 139 – 156.
[5] Ibid.
[6] H. Fabien, ‘Aeronautical Research Comes into Being During the Time of the Empire’, in E. Hirschel et. al, Aeronautical Research in Germany – from Lilienthal until Today (Berlin: Springer, 2004), 19 – 47.
[7] W. J. Boyne, The Influence of Air Power Upon History (Barnsley: Pen & Sword Aviation, 2005), 23.
[8] AIR 1/2478. ’German aviation: newspaper and periodical cuttings, 1908 – 1911.’ TNA, Kew. Original: „Es gibt Leute, die den Freiballon-Wettfahrten, sehr zu Unrecht, jeden technischen und wissenschaftlichen Wert absprechen möchten. Aber auch sie werden doch ohne weiteres zugeben müssen, dass die Lösung der gleichen Aufgaben unter gleichen Aktionsbedingungen jeden einzelnen Konkurrenten zu einer höheren Entfaltung seines Wissens und Könnens und seiner Entschlusskraft anspornt, als er sie gemeinhin bei einer einzelnen Fahrt anzuwenden pflegt.“
[9] Ibid. Original: ‚Es unterliegt auch weiter keinem Zweifel, dass alle die grossen und kleinen Wettfahrten im Freiballon das allgemeine Interesse für die Luftschifffahrt mächtig gefördert und dadurch den Boden wohl vorbereitet haben für die verständnisvolle Teilnahme aller Bevölkerungskreise an den grossen und komplizierten Problemen der modernen Motorluftschiffahrt.‘

[10] Ibid.

[11] S. Höhler, Luftfahrtforschung und Luftfahrtmythos: wissenschaftliche Ballonfahrt in Deutschland, 1880-1910 (Frankfurt; New York: Campus, 2001), 183.

[12] Ibid.

[13] P. Fritzsche, A Nation of Fliers. German Aviation and the Popular Imagination (Cambridge, Mass; London: Cambridge University Press, 1992), 22.

[14] Ibid.

[15] AIR 1/2478. ‚German aviation: newspaper and periodical cuttings, 1908 – 1911.’ Original: „Man kann dort vorläufig zwar nicht ein warmes Beefsteak oder eine gut gebratene Gans haben, aber eine kalte Platte lässt sich servieren. Die Kabine ist durch zwölf Stahldrähte so fest verankert […] dass keine merkbaren Erschütterungen zu besorgen sind. Und für den Komfort ist alles vorgesehen. Wir haben nicht nur Restaurationsbetrieb, sondern auch Toilette, und wir sitzen bequem auf Korbstühlen und schauen wie im Salon oder im Luxuszug.“

[16] Ibid. ‘100-Mile Flight by Cloud Train. Aerial Express Loaded with Passengers.’ The Daily Express. Düsseldorf, Friday 24th June 1910.

[17] Ibid.

[18] Ibid.

[19] A. Whitehouse, The Zeppelin Fighters (New York: Ace Books, 1966), 33.

[20] F. Ingold, Literatur und Aviatik. Europäische Flugdichtung 1909 – 1927 (Frankfurt: Suhrkamp, 1980), 14.

[21] AIR 1/2478. ‘Zeppelin Air Liner, A Regular Service. From Our Own Correspondent in Berlin’. The Daily Express, Thursday 30 June 1910.

[22] W. Behringer & C. Ott-Koptschalijski, Der Traum vom Fliegen: Zwischen Mythos und Technik (Frankfurt a. M.: S. Fischer, 1991), 413.

 

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