Military History Books
by Harold A. Skaarup   www.SilverHawkAuthor.com   
 
Warplane Survivors USA: Ohio, Dayton, National Museum of the USAF (Part I), Aero to Lockheed

National Museum of the USAF (Part I)

Aero to Lockheed

Data current to 1 Oct 2019.

Dayton, National Museum of the United States Air Force (NMUSAF), 1100 Spaatz St., Wright-Patterson AFB, 45433-7102.

 (NMUSAF Photo)

Aero Commander U-4B (Serial No. 58-4647), C/N 680-315-10.

 

 (NMUSAF Photos)

Aeronca L-3B Grasshopper (Serial No. 42-36200).  Built during the Second World War, the L-3B on display in the NMUSAF found its way into private hands as surplus after the war.  Completely restored by its previous owner, Paul Grice of Waynesville, Ohio, the airplane was flown to the museum in 1984.

 

 (NMUSAF Photos)

American Helicopter Co. XH-26 Jet Jeep (Serial No. 01841).  The XH-26 is a one-man, pulsejet-driven helicopter powered by two pulsejets on the end of each rotor blade tip.  American Helicopter chose the name "Jet Jeep" because the XH-26 would be used like an aerial Jeep.  When collapsed, its storage container fit on a trailer towed by the one-quarter ton Jeep.  If stripped for air drop, the Jet Jeep weighed less than 300 pounds, and it could be assembled by two men in just 20 minutes.  It could also burn the same fuel as a Jeep.  The Army and USAF evaluated five prototype Jet Jeeps, and they performed well.  Unfortunately, the pulsejets were so loud that the Army found the aircraft unsuitable, and cost considerations forced the cancellation of the program.

 (Pi3.124 Photo)

Apollo 15 Command Module Endeavour.  Apollo 15 was the ninth manned mission in the United States' Apollo program, the fourth to land on the Moon, and the eighth successful manned mission.  It was the first of what were termed "J missions", long stays on the Moon, with a greater focus on science than had been possible on previous missions.  It was also the first mission on which the Lunar Roving Vehicle was used.  The mission began on 26 July1971, and ended on 7 August.  At the time, NASA called it the most successful manned flight ever achieved.  Apollo 15 used Command/Service Module CSM-112, which was given the call sign Endeavour, named after the HMS Endeavour, and Lunar Module LM-10, call sign Falcon, named after the USAF Academy mascot. 

 (NMUSAF Photo)

Avro 504K, replica, Reg. No. G-CYEI, painted as 1620, D.9029.  The Royal Canadian Air Force's Aircraft Maintenance & Development Unit built the aircraft on display in 1966-1967 with a 110-hp Le Rhone J rotary engine and original parts.  It arrived at the NMUSAF in May 2003, and it is painted to represent one of the 52 Avro 504K aerobatic trainers used at the AEF No. 3 Instruction Center, Issoudun, France, in 1918.

 (Valder137 Photo)

 (NMUSAF Photos)

Avro CF-100 Canuck Mk. 4A (Serial No. 100504).  The all-weather CF-100 was the only Canadian-designed and Canadian-built fighter to go into large-scale production.  Powered by two Canadian-designed Orenda jet engines, the CF-100 entered service with the 445 Squadron in 1953.  In 1957 the two-seat CF-100 became an integral part of the newly formed U.S.-Canadian North American Air Defense (NORAD) system.  Side-by-side with USAF units, nine Royal Canadian Air Force (RCAF) CF-100 squadrons helped protect the continent from potential Soviet bomber attack across the North Pole.  Although RCAF fighter squadrons phased out the CF-100 in 1961-1962, it continued to serve as an electronic warfare aircraft well into the 1970s.  Placed on display in 2005, the NMUSAF's aircraft is painted to appear as a 428 Squadron CF-100 Mk. 4A in the mid-1950s.

 (NMUSAF Photos)

 (Alvintrusty Photo)

 (Clemens Vasters Photo )

Avro Canada VZ-9AV Avrocar (Serial No. 58-7055), AV-7055.  The Avrocar was the result of a Canadian effort to develop a supersonic, vertical takeoff and landing (VTOL) fighter-bomber in the early 1950s.  However, its circular shape gave it the appearance of a “flying saucer” out of science fiction movies of the period.  A.V. Roe (Avro) Aircraft Limited (later Avro Canada) based its design concept for the Avrocar on using the exhaust from turbojet engines to drive a circular “turborotor” which produced thrust.  By directing this thrust downward, the turborotor would create a cushion of air (also known as “ground effect”) upon which the aircraft would float at low altitude.  When the thrust was directed toward the rear, the aircraft would accelerate and gain altitude.  In 1952, the Canadian government provided initial funding but dropped the project when it became too expensive.  Avro offered the project to the U.S. government, and the U.S. Army and U.S. Air Force took it over in 1958.  Each service had different requirements: the Army wanted to use it as a subsonic, all-terrain troop transport and reconnaissance craft, but the USAF wanted a VTOL aircraft that could hover below enemy radar then zoom up to supersonic speed.  Avro’s designers believed they could satisfy both services, but these two sets of requirements differed too much.  Research data originally indicated that a circular wing might satisfy both the Army’s and Air Force’s requirements, and Avro built two small test vehicles to prove the concept.  Designated the VZ-9AV Avrocar (VZ stood for experimental vertical flight, 9 for the ninth concept proposal, and AV for Avro).  Tests with scale models at Wright-Patterson AFB, Ohio, indicated that the cushion of air under the Avrocar would become unstable just a few feet off the ground.  The aircraft would be incapable of reaching supersonic speeds, but the testing went ahead to determine if a suitable aircraft could be developed for the Army.  The first prototype, the Avrocar on display in the NMUSAF, was sent to the National Aeronautics and Space Administration (NASA) Ames Research Center at Moffett Field, California.  There, wind tunnel tests proved that the aircraft had insufficient control for high speed flight and was aerodynamically unstable.  The second Avrocar prototype underwent flight tests that validated the wind tunnel tests.  If it flew more than three feet above the ground, the Avrocar displayed uncontrollable pitch and roll motions, which the Avro engineers called "hubcapping."  The Avrocar could only reach a maximum speed of 35 mph, and all attempts to end the hubcapping failed.  The project was cancelled in December 1961.  The second prototype aircraft went to the U.S. Army Transportation Museum at Fort Eustis, Virginia, and the first prototype Avrocar came to the NMUSAF in 2007.

 (NMUSAF Photos)

Beechcraft GB-2 (UC-43) Traveler/Staggerwing (Serial No. 44-76068), painted as 9139.  The aircraft on display in the NMUSAFwas donated by Maj. Richard River, USAF (Ret), of Chillicothe, Ohio.  It was flown to the museum in May 1974.  Procured by the Army during the Second Worlfd War, it was assigned to the Navy as a GB-2.  It is painted as a UC-43 assigned to the 8th Air Force in England in 1943.

 (NMUSAF Photo)

Beechcraft C-45H Expeditor (Serial No. 41-27561), painted as (Serial No. 52-37493).

Beechcraft C-45H Expeditor (Serial No. 52-10893).

 (NMUSAF Photo)

Beechcraft AT-10 Wichita (Serial No. 127193).  The museum placed this AT-10 on display in June 1997. 

 (Stahlkocher Photo)

Beechcraft AT-11 Kansan (Serial No. 42-37493), C/N 4086.  The AT-11 on display in the NMUSAF is one of 1,582 ordered by the USAAF between 1941 and 1945, 36 of which were modified as AT-11A navigation trainers.  It was donated to the museum by the Abrams Aerial Survey Corp., Lansing, Michigan, in 1969, and is painted to represent a trainer in service during the autumn of 1943.

 (NMUSAF Photo)

Beechcraft VC-6A King Air (Serial No. 66-7943).

 (NMUSAF Photos)

Beechcraft  QU-22B Pave Eagle (Serial No. 69-7699), C/N EB-7.  The NMUSAF's QU-22B went on display in 2002.

 (NMUSAF Photos)

Beechcraft  T-34A Mentor (Serial No. 53-3310), TD-310, C/N G-71.  Suspended from the ceiling.  The Mentor was the standard USAF primary trainer until the introduction of the Cessna T-37 jet trainer in the late 1950s.  As they were replaced by T-37s, many T-34s were turned over to base aero clubs.  In all, the USAF acquired 450 T-34As.  350 were built in the United States and 100 more were produced in Canada under license.  The US Navy and 10 foreign militaries also used the T-34.

 (Master Sgt. David Richards, USAF Photo)

Beechcraft T-6A Texan II (Serial No. 06-3851).  The Texan II is a single-engine, two-seat primary trainer designed to train Joint Primary Pilot Training, or JPPT, students in basic flying skills common to USAF and Navy pilots.  The trainer is phasing out the aging T-37 fleet throughout Air Education and Training Command.  The T-6A in the NMUSAF was assigned to the 71st Flying Training Wing at Vance Air Force Base, Oklahoma, and was received by the museum in 2010.

 (NMUSAF Photos)

Bell P-39Q Airacobra (Serial No. 44-3887), 31, painted as (Serial No. 41-7073).  The NMUSAF's P-39Q is painted as a P-39D flown by Lt. Leslie Spoonts of the 57th Fighter Squadron on Adak Island during the Aleutians Campaign.  The P-39Q on display was obtained by the Air Force Museum Foundation from Hardwick Aircraft Co., El Monte, California, in 1966.

 (Goshimini Photo)

 (NMUSAF Photos)

 (Clemens Vasters Photo)

Bell P-63E Kingcobra (Serial No. 43-11728), 1L76, painted to represent an RP-63A.  The P-63E on display in the NMUSAF was donated by Bell Aircraft Corp. in 1958.  Although it lacks the armour plate and other "pinball" features, it is marked and painted in the unusual color scheme of an RP-63A.

 

Bell XP-59A, one of three prototypes.  The first prototype XP-59A flew in the fall of 1942 at Muroc Dry Lake (now Edwards Air Force Base), California.  (USAF Photo)

 (NMUSAF Photo)

 (Ken LaRock, USAF Photos)

 (Valder137 Photo)

 (Clemens Vasters Photo)

Bell P-59B Airacomet (Serial No. 44-74936), painted as (Serial No. 44-22650), C/N 27-58.  Bell built 50 P-59A and P-59B production aircraft, some of which were flown by the 412th Fighter Group, the USAF’s first jet fighter unit.  The P-59B on display in the NMUSAF was obtained from Kirtland Air Force Base, New Mexico, in February 1956.

 (USAF Photo)

Bell UH-13J Sioux (Serial No. 57-2728), C/N 1575.

 (NMUSAF Photos)

Bell UH-1P Iroquois (Serial No. 64-15476), C/N 7026.  The UH-1P nicknamed the "Huey" on display in the NMUSAF, served in South Vietnam with the 20th Special Operations Squadron flying dangerous, highly-classified missions inserting special operations personnel into Laos and Cambodia.  In June 1969, it was converted into a UH-1P gunship equipped with two rocket pods and two miniguns.  The museum's UH-1P is configured and painted to appear as the UH-1F flown by Captain Jim Fleming on 26 Nov 1968.  On this day, he braved intense enemy fire to rescue a small reconnaissance team that was about to be overrun by a much larger enemy force.  For his bravery, Fleming was awarded the Medal of Honor.

Bell TAH-1P Cobra (Serial No. 76-22599), C/N 24033).

 (Jaydec Photo)

 (Clemens Vasters Photo)

 (USAF Photos)

 (Don Popp, USAF Photos)

 (NMUSAF Photos)

Bell X-1B (Serial No. 48-1385).  The X-1B was one of a series of rocket-powered experimental airplanes designed to investigate supersonic flight problems.  The X-1B’s flight research primarily related to aerodynamic heating and the use of small “reaction” rockets for directional control.  The X-1B made its first powered flight in October 1954.  A few months later, the U.S. Air Force transferred the X-1B to the NACA (National Advisory Committee for Aeronautics), predecessor to NASA (National Aeronautics and Space Administration), which conducted the heating and control tests.  The X-1B tests played an important role in developing the control systems for the later X-15.  On test missions, the X-1B was carried under a "mother" airplane and released between 25,000-35,000 feet.  After release, the rocket engine fired under full throttle for less than five minutes.  After all fuel (an alcohol-water mixture) and liquid oxygen had been consumed, the pilot glided the airplane to earth for a landing.  The X-1B made its last flight in January 1958, and it was transferred to the NMUSAF a year later.

 

 (NMUSAF Photos)

 (Valder137 Photos)

Bell X-5 (Serial No. 50-1838).  The X-5 was the world's first high-performance airplane to vary the sweepback of its wings in flight . It investigated the characteristics of variable sweep aircraft in flight and the feasibility of producing aircraft with this feature . The X-5 was based upon the design of a Messerschmitt P. 1101 airplane discovered in Germany at the end of the Second World War (and which could vary its sweep only on the ground).  Two X-5s were built, and the first flight occurred in June 1951 . One of the X-5s was destroyed in October 1953, when it failed to recover from a spin at 60 degrees sweepback.  The other was delivered to the NMUSAF in March 1958.

 (NASA Photo)

 (Bell Helicopter Textron Photo)

 (Ken LaRock, USAF Photos)

 (Valder137 Photos)

 (Alvintrusty Photo)

Bell 200 (XV-3) (Serial No. 54-0148).  The Bell XV-3 became the world's first successful Vertical Short Take Off and Landing (VSTOL) tilt-rotor aircraft.  By combining the takeoff and hovering capabilities of a helicopter with the speed and range of a fixed-wing aircraft, the XV-3 offered great military potential.  Bell completed two XV-3s and began hover tests in 1955.  The first XV-3 was damaged beyond repair, but testing continued with the second aircraft.  The first complete conversion from takeoff to horizontal flight and back,  the first ever for a tilt-rotor aircraft, took place in December 1958.  The XV-3 did not go into production, but it paved the way for the modern tilt-rotor CV-22 Osprey.  After testing ended in 1965, the surviving XV-3 went on display at Fort Rucker, Alabama, and later into storage . In 2004, the XV-3 was moved to the Bell Helicopter Textron facility at Arlington, Texas, where a group of current and retired Bell engineers restored the aircraft.  It arrived at the NMUSAF in 2007.

 

 (NMUSAF Photos)

Bell-Boeing CV-22B Osprey, ex-USN (BuNo. 165839), USAF (Serial No. 99-0021).  The CV-22 Osprey is a tiltrotor aircraft that combines the vertical takeoff, hover and vertical landing qualities of a helicopter with the long range, fuel efficiency and speed characteristics of a turboprop aircraft.  Its mission is to conduct long-range infiltration, exfiltration and resupply missions for special operations forces.  Built by Bell Helicopter Textron Inc. and the Boeing Co., the CV-22 is a Special Operation Forces variant of the U.S. Marine Corps MV-22 Osprey.  Equipped with integrated threat countermeasures, terrain-following radar, forward-looking infrared sensor (FLIR) and other advanced avionics systems, the CV-22 can operate at low altitude, in bad weather and high-threat environments.  The first operational CV-22 was delivered to Air Force Special Operations Command's 8th Special Operations Squadron at Hurlburt Field, Florida, in November 2006.  The Osprey at the NMUSAF was originally built as a pre-production aircraft for the U.S. Navy.  In 2005 this aircraft was modified into a CV-22B and was designated an Additional Test Asset (ATA).  At Edwards AFB, California, it flew more than 200 developmental test missions.  It was transferred to the USAF in 2007, and was assigned to the 413th Flight Test Squadron, at Hurlburt Field.  Completing over 400 additional test missions, it was flown to the museum in December 2013.

 (USAF Photo)

 (NMUSAF Photos)

Bensen X-25A Gyrocopter (Serial No. 68-10770).  In early 1968, the U.S. Air Force ordered three X-25 type aircraft to test methods of improving the odds of a downed flyer’s escape.  At the time, the USAF was suffering heavy losses in the Rolling Thunder air campaign over North Vietnam.  The unpowered Bensen X-25 Discretionary Descent Vehicle (also called a “Gyroglider”) theoretically could be stowed in an aircraft, ejected with the pilot and deployed during descent.  Its rotary wings would be brought up to speed as it fell, and the pilot would fly it as an autogyro to a safer landing area.  The X-25A Gyrocopter on display in the NMUSAF represented a more advanced concept with a limited "fly-away" capability.  Though similar to the X-25, the X-25A had a more robust structure, and it was powered by a small engine.  The two-seat X-25B was originally used as an unpowered, towed trainer, but it was later fitted with an engine.  Tests proved that pilots could be quickly and easily trained to fly the X-25.  Even so, with the air war in Vietnam winding down, and doubts about its operational feasibility, the X-25 program ended.  The X-25A was delivered to the museum in 1969.

 (NMUSAF Photo)

Blériot, 1909.  Mr. Ernest C. Hall of Warren, Ohio, built the Bleriot on display in 1911 from factory drawings.  With it, he taught himself to fly.  Mr. Hall donated the aircraft to the museum in 1969.

 

(Boeing P-12B Kelly Field USAF Photo, SDASM Archives)

 (NMUSAF Photos)

 (Martin McGuire Photo)

Boeing P-12E (Serial No. 31-559).

 (USAAC Photos)

 (NMUSAF Photos)

Boeing P-26A Peashooter, replica, (Serial No. 0001).  This P-26A is a reproduction, painted to represent the Commander's aircraft of the 19th Pursuit Squadron, 18th Pursuit Group, stationed at Wheeler Field, Hawaii, in 1938.

 

 (NMUSAF Photos)

Boeing Stearman PT-13D Kaydet (Serial No. 42-17800).  The NMUSAF's PT-13D was donated in 1959 by Boeing, and it is painted as it looked leaving the assembly line.

 (B-17D)

 (USAAF Photos)

 (Valder137 Photos)

Boeing B-17D Flying Fortress (Serial No. 40-3097), C/N 2125, the “Swoose”.  The Swoose saw extensive use in the Southwest Pacific theatre of the Second World War and survived to become the oldest B-17 still intact.  It is the only early "shark fin" B-17 known to exist, and the only surviving B-17 to have seen action in the 1941–42 Philippines Campaign, operating on the first day of the United States entry into the war.  It is on loan to the NMUSAF from the NASM.

 (USAAF Photo)

Boeing B-17 Flying Fortress "The Memphis Belle" on her way back to the United States, 9 June 1943, after successfully completing 25 missions from an airbase in England.

  

 (NMUSAF Photos)

Boeing B-17F Flying Fortress (Serial No. 41-24485), DF-A, C/N 3170 "Memphis Belle".

Boeing B-17G Flying Fortress (Serial No. 42-32076), C/N 7190.

Boeing B-17G Flying Fortress (Serial No. 44-83624), VE, C/N 32265.  On loan to the Air Mobility Command, Dover AFB.

 (NMUSAF Photos)

 (Greg Hume Photo)

 (Goshimini Photo)

Boeing B-17G Flying Fortress (Serial No.), "Shoo Shoo Shoo Baby".  In March 1944 this B-17G was assigned to the 91st Bomb Group, "The Ragged Irregulars", and based at Bassingbourn, England.  There its crew named it Shoo Shoo Shoo Baby, after a popular song.  It flew 24 combat missions during the Second World War, receiving flak damage seven times.  Its first mission, to Frankfurt, Germany, was on 24 March 1944, and its last mission, to Posen, Poland, was on 29 May 29 1944, when engine problems forced it to land in neutral Sweden where the airplane and crew were interned.  In 1968 Shoo Shoo Shoo Baby was found abandoned in France, and the French government presented the airplane to the USAF.  In July 1978 the 512th Military Airlift Wing moved it to Dover Air Force Base, Delaware, for restoration by the volunteers of the 512th Antique Restoration Group.  After a massive 10-year job of restoration to flying condition, the aircraft was flown to the museum in October 1988.

 (B-29, USAAF Photo)

 

 (NMUSAF Photos)

Boeing B-29 Superfortress (Serial No. 44-27297), 77, C/N 3615, "Bock’s Car".  The B-29 on display in the NMUSAF, Bockscar, dropped the Fat Man atomic bomb on Nagasaki on 9 August 1945, three days after the atomic attack against Hiroshima.  Bockscar was one of 15 specially modified "Silverplate" B-29s assigned to the 509th Composite Group.  Bockscar was flown to the museum on 26 Sep 1961.

 (NMUSAF Photo)

Fat Man Atomic Bomb under Bock's Car.

Boeing B-29A Superfortress (Serial No. 44-62139), C/N 11616, fuselage only.

 (NMNA Photo)

Boeing KB-50J refueling U.S. Marine Corps North American FJ-4B Fury (BuNo. 143636) of Marine Attack Squadron VMA-214 Black Sheep, 1960.

Boeing KB-50J Superfortress (Serial No. 49-0389), painted as (Serial No. 48-0114), C/N 16165.

 (USAAF Photo)

Boeing B-50D-95-BO, (Serial No. 49- 8096), ca 1946.

 (USAF Photo)

Boeing WB-50D (Serial No._48-115), ca 1949.

 (Greg5030 Photo)

 (NMUSAF Photos)

Boeing WB-50D Superfortress (Serial No. 49-0310), C/N 16086.  In 1953 the USAF decided to replace its aging WB-29 weather reconnaissance aircraft with modified B-50Ds.  Stripped of their defensive armament, 36 B-50Ds were equipped for long-range weather reconnaissance missions with high-altitude atmospheric samplers, Doppler radar, weather radar and a bomb-bay fuel tank for extended range.  Some WB-50 aircraft also flew missions to sample the air for radioactive particles indicating that the Soviet Union had detonated a nuclear weapon.  The WB-50D aircraft accomplished special weather reconnaissance missions with SAC's 97th Bomb Wing until April 1955, when all WB-50s went to the Air Weather Service.  In 1963 the USAF started phasing out the WB-50Ds, and in 1965 the aircraft on display in the NMUSAF became the last WB-50D to be retired.  It was delivered to the museum in 1968.

 (USAF Photo)

Boeing KC-97L Stratotanker (Serial No. 53-0355) of the Texas Air National Guard refueling two Fairchild Republic A-10A Thunderbolt IIs, ca 1975.

 (Clemens Vasters Photos)

 (Mike Freer - Touchdown-aviation Photo)

 (NMUSAF Photo)

Boeing KC-97L Stratofreighter (Serial No. 52-2630).  The aircraft on display in the NMUSAF was flown by the 160th Air Refueling Group of the Ohio Air National Guard.  It is named the "Zeppelinheim", and was flown to the museum in August 1976.

 (USAF Photo)

Boeing B-47E Stratojet (Serial No. 53-2280), c/n 450-1093.  In 2013 this aircraft was transferred to the National Museum of Nuclear Science & History in Albuquerque, New Mexico for permanent display.

 (USAF Photo)

 

 (NMUSAF Photos)

 (Clemens Vasters Photos)

Boeing RB-47H Stratojet (Serial No. 53-4299), c/n 450-1323.  During the early part of the Cold War, the U.S. Air Force needed an aircraft to gather information about Soviet air defense radar systems, including details like their location, range and coverage.  The electronic reconnaissance RB-47H, developed from the B-47E, met this requirement, and Boeing completed the first RB-47H in 1955.  Boeing produced 32 newly built RB-47Hs and converted three B-47Es into ERB-47Hs.  The RB-47H first entered service in August 1955.  Over the next decade, RB-47H crews of the 55th Strategic Reconnaissance Wing (SRW) flew thousands of dangerous “ferret” missions. Flying in radio silence at night along, and sometimes over, the border of the Soviet Union and other communist nations, RB-47Hs collected essential intelligence about the size and capability of Soviet air defense radar networks.  The need for this information and the relatively small number of RB-47Hs forced crews to spend much of their time deployed to places around the world, away from their homes at Forbes AFB, Kansas.  The RB-47H continued in service until the more capable RC-135 replaced it in the mid-1960s.  The NMUSAF’s RB-47H was delivered to the USAF in October 1955.  The aircraft served with the 55th SRW from 1955 until its retirement in 1966.  During this time, it deployed to several locations, including Incirlik Air Base, Turkey, and Yokota Air Base, Japan, and flew missions over the Soviet Union.  The aircraft was acquired by the museum in 1998 from the City of Salina, Kansas.  After extensive restoration by museum personnel, the aircraft went on display in 2003, marked as it appeared in 1960.

 

Boeing B-52 Stratofortress preparing to taxi on Andersen Air Force Base, Guam, 24 Aug 2016.  The B-52s have served non-stop rotations since 2006, which have been shared between the bomber squadrons from Minot AFB, North Dakota, and Barksdale AFB, Louisiana. (Staff Sgt. Benjamin Gonsier, USAF Photo)

Boeing B-52 Stratofortress (Serial No. 53-0394).

 (USAF Photo)

Boeing B-52D-40-BW Stratofortress (Serial No. 56-0695) in flight launching Quail decoy (Serial No. 061127)

 (NMUSAF Photo)

 (Martin McGuire Photo)

Boeing B-52D Stratofortress (Serial No. 56-0665), c/n 464036.  In June 1965, B-52s entered combat in Southeast Asia.  By August 1973, they had flown 126,615 combat sorties with seventeen B-52s lost to enemy action.  The aircraft on display saw extensive service in Southeast Asia and was severely damaged by an enemy surface-to-air missile on 9 April 1972.  In December 1972, after being repaired, it flew four additional missions over North Vietnam.  Transferred from the 97th Bomb Wing at Blytheville Air Force Base, Arkansas, this aircraft was flown to the Museum in November 1978.

 (Valder137 Photo)

Boeing CIM-10 Bomarc Surface to Air Missile.

  (NMUSAF Photo)

 (Clemens Vasters Photo)

Boeing NKC-135A Stratotanker (Serial No. 55-3123), C/N 17239.  Airborne Laser Laboratory (ALL).

 (Greg Hume Photo)

 (Clemens Vasters Photo)

Boeing EC-135E (Serial No. 60-0374), C/N 18149.

 (NMUSAF Photo)

 (KLaRock Photo)

Boeing VC-137C SAM 26000 (Serial No. 62-6000), C/N 18461/303.

 (USAF Photo)

Boeing Joint Strike Fighter X-32B demonstrator lifts off on its maiden flight from the company's facility in Palmdale, California, 18 Sep 2000.

 (Valder137 Photos)

Boeing X-32A Joint Strike Fighter.  CTOL version.

 (NASA Photo)

 (Sixflashphoto)

Boeing X-40A Space Maneuver Vehicle.

 (NMUSAF Photo)

Boeing Bird of Prey UAV.  The Bird of Prey is a single-seat stealth technology demonstrator used to test "low-observable" stealth techniques and new methods of aircraft design and construction. The secret Bird of Prey project ran from 1992 to 1999, and the aircraft first flew in the fall of 1996. The Bird of Prey was named for its resemblance to the Klingon spacecraft from the science fiction series Star Trek.  Boeing donated the Bird of Prey to the NMUSAF in 2002.

 (NMUSAF Photos)

Boeing YQM-94A Compass Cope B (Serial No. 71-1840), UAV.

 (Greg Davis Photo)

Boeing C-17A Globemaster III aircraft assigned to the 3rd Airlift Squadron, 436th Airlift Wing, unloading cargo pallets off the ramp during a combat offload training scenario 6 Nov 2013, at Dover Air Force Base, Delaware.  Combat offloading is used to prevent an aircraft from remaining on the ground in hostile areas for extended periods.

Boeing YC-17A Globemaster III (Serial No. 87-0025), ED, C/N F-2/T-1.

 (NMUSAF Photo)

Boeing YCGM-121B Seek Spinner.  The BRAVE 200 was designed and built by Boeing Military Airplane Co. in the early 1980s and received the military designation YCGM-121B.  It is an unmanned aerial vehicle designed to seek out and attack the radars that control enemy anti-aircraft artillery or surface-to-air missile defenses.  Some radar antennas rotate or spin, hence the name "Seek Spinner."  It is launched from the ground with rocket assistance.  Using instructions programmed into its computer, the YCGM-121B flies to a designated target where it loiters or circles until its sensors detect the enemy radar signal.  The vehicle then follows the radar beam to its source and detonates its warhead, damaging or destroying the radar site.  The Seek Spinner underwent testing for a number of years with promising results.  However, it never became operational.  The last test flight took place in late 1989.  The program was then cancelled due to cost and the availability of alternative systems.  The museum received the Seek Spinner in late 1989.

 (Senior Master Sgt. David H. Lipp, USAF Photo)

Bombardier Aerospace Learjet C-21A , North Dakota Air National Guard (NDANG), 119th Fighter Wing (Happy Hooligans), 19 March 2007.  

Bombardier Aerospace Learjet C-21A (Serial No. 84-0064).  This aircraft arrived at the NMUSAF on 28 Aug 2013.

 (RAF Photo)

Bristol Beaufighter TF Mk. X (Serial No. NV427), EO-L, RCAF No. 404 Squadron based at Dallachy, Morayshire in the UK, breaking formation during a flight along the Scottish coast, 17 Feb 1945.

 (RCAF Photo)

Bristol Beaufighter Mk. X (Serial No. NE255), EE-H, RCAF No. 404 Squadron, RAF Davidstow Moor, UK, 21 Aug 1944.

 (USAAF Photo)

Bristol Beaufighter in service with the USAAF, 414th Night Fighter Squadron, at Grottaglie Airfield, Italy, Nov 1943.

 (NMUSAF Photos)

 (Dsdugan Photos)

 (Goshimini Photo)

Bristol 156 Beaufighter Mk. 1C (Serial No. A19-43), with parts from (Serial No. KV912).  The NMUSAF's aircraft was built under license by the Fairey Aviation Co. in Stockport, England, and delivered to the Royal Australian Air Force in 1942.  Although flown in combat in the south-west Pacific by 31 Squadron, Royal Australian Air Force, A19-43 is painted as (Serial No. T5049), "Night Mare", a USAAF Beaufighter flown by Capt. Harold Augspurger, commander of the 415th Night Fighter Squadron, who shot down a Heinkel He 111 carrying German staff officers in September 1944.  The Beaufighter was recovered from a dump at Nhill, Australia, in 1971, where it had been abandoned in 1947.  It was acquired by the USAF Museum in 1988.  A19-43 has been on public display at the National Museum of the United States Air Force, Dayton, Ohio since October 2006.

 (NMUSAF Photos)

Caproni Ca.36 (Serial No.).  This aircraft was restored by museum specialists.  The NMUSAFobtained the Ca. 36 on display from the Museo Aeronautica Caproni di Taliedo in Italy in 1987.

 (NMUSAF Photos)

 (Dsdugan Photo)

Caquot Type R Observation Balloon.  Caquot balloons were manufactured in great numbers during the First World War; nearly 1,000 were made in the United States in 1918-1919.  During the Second World War, the British produced Caquots once again, but in limited numbers.  The balloon displayed at the museum was manufactured in 1944 in England, and is believed to be the only survivor.  The British used it for parachute testing and noncombat aerial observation and photography until 1960.  The British Ministry of Defense, Royal Aircraft Establishment, presented the Caquot to the museum after it was located with the aid of American and British Firt World War balloon veterans in 1975.  Assisted by the Goodyear Aerospace Corp. of Akron, Ohio, which had produced these balloons during the First World War, NMUSAF personnel mended and sealed the balloon fabric and prepared it for inflation.  It was placed on display in May 1979.

 (NMUSAF Photo)

 (Clemens Vasters Photo)

Cessna UC-78B Bobcat (Serial No. 42-71626).  The UC-78 on display in the NMUSAF is one of the 1,806 UC-78Bs built for the USAAF and was acquired by the museum in 1982. 

 (Greg Goebel Photo),

 (NMUSAF Photos)

Cessna O-1G Bird Dog (Serial No. 51-11917).  The USAF ordered more than 3,200 Bird Dogs, most of which were built as L-19As between 1950 and 1959.  The O-1G on display was transferred to the museum in 1971.

 (NMUSAF Photo s)

 (Greg Goebel Photo)

Cessna O-2A Super Skymaster (Serial No. 67-21331), C/N 337M-0037.  Suspended from the ceiling.  The O-2A on display was assigned to the 20th Tactical Air Support Squadron at Da Nang, South Vietnam, in the late 1960s.  It was transferred to the museum in December 1982.

 (NMUSAF Photo)

Cessna U-3A Blue Canoe (Serial No. 58-2124).  The aircraft on display in the NMUSAF is one of several USAF U-3As that were transferred to the U.S. Army.  It was flown to the museum in September 1984.

 (NMUSAF Photos)

Cessna LC-126A (Serial No. 49-1949), AR-949, C/N 7328.  Suspended from the ceiling.  Equipped with Edo floats, the LC-126A on display in the NMUSAF is marked as it appeared while serving with the 10th Rescue Squadron at Elmendorf Air Force Base, Alaska, in 1949.

 (Valder137 Photos)

 (NMUSAF Photos)

Cessna A-37A(YA) Dragonfly (Serial No. 62-5951), C/N 40719.  Mounted on pylons.  The A-37 on display in the NMUSAF was one of the two prototype YAT-37Ds evaluated by the USAF.  It was retired to the museum in December 1964.  However, it was recalled to active service in August 1966 for final design testing of the urgently needed A-37 attack aircraft.  This aircraft retired to the museum for a second time in July 1970 as the YA-37A.

Cessna T-37B Tweet (Serial No. 54-2729).

 (NMUSAF Photo)

Cessna T-37B Tweet (Serial No. 57-2289), C/N 40222.  Suspended from the ceiling.  The T-37B on display in the NMUSAF was flown to the museum on 8 Oct 1991. 

 (NMUSAF Photo)

Cessna T-41A Mescalero (Serial No. 65-5251), Reg. No. N5251F, C/N 17253351.  Suspended from the ceiling.  The T-41 on display was flown to the museum in April 1993. 

 

 (NMUSAF Photos)

Chance-Vought/LTV XC-142A (Serial No. 62-5924).  Five tilt-wing XC-142As were built in the 1960s to explore the suitability of Vertical/Short TakeOff and Landing (VSTOL) transports.  VSTOL transports permit rapid movement of troops and supplies into and out of unprepared areas.  XC-142As were tested extensively by the US Army, US Navy, USAF and NASA.  An XC-142A first flew conventionally in September 1964 and performed its first transitional flight (vertical takeoff, changing to forward flight, and landing vertically) in January 1965 . In tests, XC-142As were flown from airspeeds of 35 mph backwards to 400 mph forward.  Although the XC-142A did not go into production, it foreshadowed future operational VSTOL transports like the V-22 Osprey.  The aircraft on display in the NMUSAF, the only remaining XC-142A, was flown to the museum in 1970.

 (NMUSAF Photos)

Consolidated PT-1 Trusty (Serial No. 26-233).  The PT-1 featured a welded fuselage framework of chrome-molybdenum steel tubing.  A departure from the all-wood structures found in other trainers, the structure proved so sturdy and dependable that the PT-1 earned the nickname "Trusty".  Easy to fly, the Trusty made some students overconfident, and they received a shock when they advanced to faster airplanes with more difficult handling characteristics.  The museum obtained the airplane on display from The Ohio State University in 1957. 

 (NMUSAF Photos)

 (Clemens Vasters Photo)

Consolidated PBY-5 Catalina (Serial No. 44-6595), (BuNo. 46595), painted as OV-10 (Serial No. 44-33879), C/N 1959.  The Brazilian Air Force was one of several Allied nations that received Catalinas during the Second World War.  It operated this Catalina in a variety of roles in the Amazon Basin until 1981.  It was flown to the museum in 1984, and was restored and painted as an OA-10A assigned to the 2nd Emergency Rescue Squadron in the Pacific Theater during the Second World War.

 (NMUSAF Photos)

Consolidated B-24D Liberator (Serial No. 42-72843), 24, C/N 2413, "Strawberry Bitch".  The B-24D on display in the NMUSAF flew combat missions from North Africa in 1943-1944 with the 512th Bomb Squadron.  It was flown to the museum in May 1959.  It is the same type airplane as the "Lady Be Good", the world-famous B-24D that disappeared on a mission from North Africa in April 1943 and was found in the Libyan Desert in May 1959.

 (NMUSAF Photos)

 (Martin McGuire Photo)

Convair B-36J Peacemaker (Serial No. 52-2220), C/N 361.  The B-36 made its maiden flight in August 1946, and in June 1948 the Strategic Air Command received its first operational B-36.  Some B-36s served as photographic reconnaissance aircraft, and others were adapted to launch and retrieve specially modified RF-84F/K reconnaissance planes.  Powered by six Pratt & Whitney R-4360 engines, the B-36J cruised at 230 mph, but for additional bursts of speed its four General Electric J47s increased the maximum speed to 435 mph.  It carried 86,000 pounds of nuclear or conventional bombs.  When production ended in August 1954, more than 380 B-36s had been built for the USAF.  In 1958-1959, the USAF replaced the B-36 with the all-jet B-52.  Although never used in combat, the B-36 was a major deterrent to enemy aggression.  Making the last B-36 flight ever, the aircraft on display flew to the NMUSAF from Davis-Monthan Air Force Base, Arizona, on 30 April 1959. 

 (USAF Photo)

Convair XC-99 (Serial No. 43-52436) in flight near La Jolla, California, a prototype heavy cargo aircraft, which first flew on 23 November 1947.

 (USAF Photo)

Convair XC-99 at Kelly AFB, Texas, 1954.

 (USAF Photo)

Convair XC-99 (Serial No. 43-52436), a prototype heavy cargo aircraft, which first flew on 23 November 1947.  In 1953, an AN/APS-42 weather radar with its distinctive “thimble” radome (the black dome on the nose of the aircraft) was installed.  The spectators are looking into the cargo bay, which used a special hoist to load cargo, 31 Dec 1952.

 (Mike Freer, Touchdown Aviation Photo)

Convair XC-99 (Serial No. 43-52436).

Convair B-58 Hustler in flight.  (USAF Photo)

 (USAF Photo)

Convair RB-58A Hustler (Serial No. 58-1011), with two component pod (TCP).

 (USAF Photos)

Convair B-58A Hustler.

 (NMUSAF Photos)

 (Martin McGuire Photo)

Convair B-58A Hustler (Serial No. 59-2458), C/N 61.  Convair built 116 B-58s: 30 test and pre-production aircraft and 86 for operational service.  Hustlers flew in the Strategic Air Command between 1960 and 1970.  Setting 19 world speed and altitude records, B-58s also won five different aviation trophies.  The B-58A on display in the NMUSAF set three speed records while flying from Los Angeles to New York and back on 5 March 1962.  For this effort, the crew received the Bendix and Mackay Trophies for 1962.  It was flown to the museum in December 1969.

 (NMUSAF Photos)

Convair XF-92A (Serial No. 46-0682), (XP-92), C/N 7-002.  The XF-92A was the world's first jet aircraft to fly with the radical delta-wing configuration pioneered by Germany's Dr. Alexander Lippisch.  Convair used the knowledge learned from the XF-92 to design the delta-wing F-102, the USAF’s first operational supersonic interceptor.  The original 1945 F-92 design concept was a short-ranged, swept-wing, supersonic interceptor powered by a ramjet and several rocket engines.  In the end, this propulsion system proved impractical, and the USAF canceled the F-92 interceptor program.  The USAF, however, accepted the turbojet-powered XF-92A prototype to conduct delta-wing flight research.  The sole XF-92A was flown by Air Force and NACA (National Advisory Committee for Aeronautics), predecessor to NASA (National Aeronautics and Space Administration), test pilots from 1948 until its nose gear collapsed on landing in October 1953.  The NMUSAF’s aircraft was delivered in 1969 from the University of the South, Sewanee, Tennessee. 

 (NMUSAF Photos)

 (Valder137 Photo)

 (Clemens Vasters Photos)

 (Martin McGuire Photo)

Convair F-102A Delta Dagger (Serial No. 56-1416), C/N 8-10-363.  The F-102A on display in the NMUSAF served the 57th Fighter-Interceptor Squadron in Iceland . On various occasions, it encountered Soviet aircraft flying reconnaissance missions over the arctic.  It was flown to the museum in 1971.

 (NMUSAF Photo)

Convair F-106A Delta Dart (Serial No. 58-0787), painted as (Serial No. 59-0082), C/N 8-24-118.  49th FIS.  The aircraft on display in the NMUSAF was involved in an unusual incident.  During a training mission from Malmstrom Air Force Base on 2 Feb 1970, it suddenly entered an uncontrollable flat spin forcing the pilot to eject.  Unpiloted, the aircraft recovered on its own, apparently due to the balance and configuration changes caused by the ejection, and miraculously made a gentle belly landing in a snow-covered field near Big Sandy, Montana.  After minor repairs, the aircraft was returned to service.  It last served with the 49th Fighter Interceptor Squadron before being brought to the museum in August 1986.

 (NMUSAF Photo)

Convair C-131D Samaritan (Serial No. 55-0301), C/N 329.

 (NMUSAF Photos)

 (Clemens Vasters Photo)

 (Valder137 Photo)

Convair NC-131H TIFS (Serial No. N793VS), C/N 245.  Total In-Flight Simulator.  This one-of-a kind aircraft was an important in-flight simulator primarily used to study how an aircraft would handle before building an expensive, full-scale prototype.  It was created for the USAF in the late 1960s by the Cornell Aeronautical Laboratory of Buffalo, New York (later the Calspan Corp.).  Engineers found the TIFS especially useful for studying how large aircraft would handle during takeoff and landing.  Vertical fins on the wings generated side forces to simulate crosswinds and provided test data.  The TIFS first flew in 1970, and its first research project simulated the B-1 bomber’s flying characteristics.  During its long and successful career, the TIFS simulated many military and NASA aircraft, including the X-40, Tacit Blue, Space Shuttle, B-2, YF-23 and C-17.  Civilian aircraft development projects included the Boeing Supersonic Transport (SST), MD-12X and Indonesian N-250.  It also served to train test pilots. The TIFS came to the NMUSAF in 2008. 

(NMUSAF Photo)

 (Valder137 Photos)

Culver PQ-14B Manned Aerial Target (Serial No. 44-68462).  The PQ-14B on display in the NMUSAF was donated in 1983 by Mr. Robert E. Parcell of Fort Worth, Texas.  It is painted and marked in a typical Second World War paint scheme, although some PQ-14s remained in service for several years after the war.

 (NMUSAF Photos)

Curtiss 1911 Model D.  In 1911 the U.S. Army Signal Corps purchased its second airplane, a Curtiss Model D Type IV.  The military version of the Curtiss Model D could be easily disassembled and transported on Army wagons.  Like other Curtiss aircraft of the time, the Model D was a pusher, meaning the rear-mounted propeller "pushed" the aircraft.  Designated Signal Corps Airplane No. 2, it was accepted at Fort Sam Houston, Texas, on 27 April 1911, one of five airplanes ordered by the Army that year.  The control system for the Curtiss Model D operated differently than that used on Signal Corps No. 1, a Wright aircraft.  A pilot flying the Curtiss operated the ailerons with his shoulders, and the front elevator and rear rudder with the wheel mounted on a column in front of him. Also, rather than sitting next to the pilot, the observer sat behind the pilot.  The Signal Corps scrapped the original aircraft, so museum personnel constructed the reproduction on display, completing it in 1987.  They relied heavily on measurements scaled from early photographs of the original Signal Corps No. 2, because the original drawings and adequate written descriptions were not available.  Additional details were gathered from an existing factory-built Curtiss pusher and from recent drawings.  Except for the engine, which is made of wood and plastic, all materials used in the reproduction are essentially the same as those used in the original. 

 (Greg Hume Photo)

 (NMUSAF Photo)

Curtiss JN-4D Jenny (Serial No. 2805). 

 (NMUSAF Photos)

 (Valder137 Photos)

 (Martin McGuire Photo)

Curtiss P-6E Hawk (Serial No. 32-0261), painted as (Serial No. 32-0240).  The NMUSAF's Hawkt is the only original P-6E still in existence.  The P-6E is painted in the colours and markings of the airplane assigned to Captain Ross G. Hoyt, Commanding Officer of the 17th Pursuit Squadron, 1st Pursuit Group, based at Selfridge Field, Michigan in 1933.  Edward S. Perkins of Anniston, Alabama, donated it to the museum, and the Department of Aviation Technology at Purdue University restored it in 1963.

 (NMUSAF Photos)

 (Martin McGuire Photo)

Curtiss P-36A Hawk (Serial No. 38-0001), 69, C/N 12415.  The P-36A on display in the NMUSAF was the first P-36A delivered to the US Army Air Corps (USAAC).  It was donated by Edward S. Perkins of Anniston, Alabama, in April 1959.  It is painted to represent the P-36A flown by Lt. Philip Rasmussen during the Japanese attack on Pearl Harbor, 7 Dec 1941.

 (USAAC Photo)

 (Bill Larkins Photo)

Curtiss A-12 Shrike (Serial No. 42-80449).  The A-12 Shrike was the USAAC's second monoplane ground-attack aircraft, and its main attack aircraft through most of the 1930s. A-12s served with the 3rd Attack Group plus the 8th and 18th Pursuit Groups.  Surviving Shrikes were grounded just after the Japanese attack on Pearl harbor in December 1941.

 (USAAC Photo)

Curtiss P-40E Warhawk in flight. 

 (NMUSAF Photos)

Curtiss P-40E Kittyhawk Mk. 1A, ex-RAF (Serial No. AK987), ex-RCAF (Serial No. 1068), USAAF (Serial No. 42-65406), 104, C/N 18731.  The aircraft on display in the NMUSAF is a Kittyhawk (the export version of the P-40E, built for the RAF).  It is painted to represent the aircraft flown by then Colonel Bruce Holloway, a pilot in both the Flying Tigers and its successor Army Air Forces unit, the 23rd Fighter Group.  This P-40 was obtained from Charles Doyle, Rosemount, Minnisota.

 (NMUSAF Photos)

Curtiss O-52 Owl (Serial No. 40-2763).

 (NMUSAF Photos)

Curtiss C-46D Commando (Serial No. 44-78018), C/N 33414. The C-46D on display in the NMUSAF is painted as a C-46 flying the Hump in 1944.  This aircraft was retired from USAF service in Panama in 1968 and was flown to the museum in 1972.

 (NMUSAF Photos)

Curtiss Wright AT-9A Fledgling (Jeep) (Serial No. 41-12150), built 1942-1943.  The aircraft on display in the NMUSAF was not complete when the museum acquired it.  Some of the parts used to restore it were taken from another incomplete AT-9, while other parts had to be built from "scratch" by museum restoration specialists.

 (JFK Presidential Library and Museum Photo)

 (Valder137 Photo)

Curtiss Wright X-19.

de Havilland DH-4B,at the Dayton-Wright South Airfield, ca 1918.  (NMUSAF Photo)

de Havilland DH-4B at McCook Field in Dayton, Ohio, ca 1918.  (NMUSAF Photo)

 (NMUSAF Photos)

de Havilland DH-4B (Serial No. N-489).  This reproduction DH-4B is marked as a photographic aircraft used by the 12th Aero Squadron in the early 1920's to take pictures of the US/Mexico border and potential emergency landing fields.

de Havilland DH.82A Tiger Moth (Serial No. N-390H).  This aircraft was donated to the museum by Susan and Kurt Hofschneider of Colonia, New Jersey, and J.P. Jordan of Slippery Rock, Pennsylvania.

 (NMUSAF Photos)

de Havilland DH.89A Dominie (Serial No. NR695), C/N 6794.  Previously painted as (Serial No. X7454), modified to civil Dragon Rapide standards.  USAAF DH.89s carried RAF serial numbers.  The Dominie was built in the United Kingdom as a military version of the DH 89 Dragon Rapide, an eight-passenger civilian light transport.  The DH 89 was first flown in 1934, and by the time production ended about 10 years later, 728 of the small biplane transports had been built.  More than 530 Dominies were produced for the Royal Air Force and used in communications, transport and training roles.  Six were turned over to the USAAF's Eighth Air Force between 1942 and 1944.  They were used primarily by the 27th Transport Group.  As far as is known, all Dominies flown by Americans carried RAF serial numbers and no USAAF serial numbers were assigned.  The Dominie on display in the NMUSAF was built in 1944 and carried RAF (Serial No. NR695).  It was sold to the government of India in 1945, then sold again to a private concern in 1946.  Eventually, it came to the United States where it was modified to the civilian Dragon Rapide passenger configuration seen here.  It was obtained by the museum and flown there in November 1989.  The aircraft has been modified and painted to represent one of the six Dominies flown by the USAAF during the Second World War.

 (NACA Photo)

de Havilland Canada Mosquito B Mk. XX, flown with the U.S. National Advisory Committee for Aeronautics (NACA) Langley Research Center, Virginia, during longitudinal stability and control studies of the aircraft in 1945. This aircraft was  the Canadian version of the Mosquito B Mk. IV bomber aircraft. 145 were built, of which 40 were converted into photo-reconnaissance aircraft for the USAAF, which designated the planes F-8.

 (USAAF Photo)

de Havilland DH.98 Mosquito PR Mk. XVI (Serial No. NM345), USAAC, 654th Bomb Squadron, 25th Bombardment Group, at RAF Watton, UK, 1944.

 (NMUSAF Photos)

de Havilland DH.98 Mosquito B35 (Serial No. N9797),ex-G-MOSI, ex-G-ASKA, painted as USAAF F-8 (Serial No. NS519).   Mosquitoes were flown by several U.S. Army Air Force units as photographic and weather reconnaissance aircraft and as night fighters.  During the Second World War, the USAAF acquired 40 Canadian Mossies and flew them under the American F-8 (photo reconnaissance) designation.  In addition, the British turned over more than 100 Mosquitoes to the USAAF under Reverse Lend-Lease.  These aircraft retained their British designations.  The aircraft on display in the NMUSAF is a British-built B. Mk. 35 manufactured in 1946 (later converted for towing targets) and is similar to the P.R. Mk. XVIs used by the USAAF.  It was flown to the museum in February 1985.  This Mosquito, serial RS709, has been restored to a Mk. XVI configuration and painted as NS519, a weather reconnaissance aircraft of the 653rd Bombardment Squadron based in England in 1944-1945.  Just before the D-Day, 6 June 1944, invasion of France, black and white stripes were applied almost overnight to a vast majority of American and British aircraft to clearly identify them during the Normandy landings.  In the rush to mark all the aircraft, masking and spraying sometimes gave way to more expeditious method of painting them by hand.  Invasion stripes, like the ones being applied by the ground crewman in the museum's exhibit, would have completely encircled the wings and fuselage.  The 25th Bombardment Group adopted a red tail for their Mosquitoes in August 1944 and removed the invasion stripes from the upper wing and upper fuselage surfaces in September 1944.

 (NMUSAF Photo)

de Havilland Canada U-6A Beaver (Serial No. 51-16501), C/N 277.  de Havilland Aircraft of Canada manufactured the U-6A (designated L-20 until 1962), delivering nearly 1,000 to the United States' armed services.  Although flown mostly by the U.S. Army, the USAF employed more than 200 U-6As, primarily for aeromedical evacuation.  However, the USAF also used the U-6A aircraft for courier service, passenger transport, light cargo, reconnaissance, rescue and aerial photography missions.  The U-6A saw USAF service in both the Korean and Southeast Asia Wars.  The museum acquired the U-6A on display in 1980.  It carries markings typical of USAF L-20/U-6 aircraft during the late 1950s and 1960s. 

 (NMUSAF Photos)

de Havilland Canada C-7A Caribou (Serial No. 62-4193), KA, C/N 138.  The C-7A is a twin-engine, short takeoff and landing (STOL) utility transport built by De Havilland Aircraft of Canada, Ltd.  It was used primarily for tactical airlift missions from short, unimproved airstrips in forward battle areas.  It could carry either 26 fully equipped paratroops, 20 litter patients, or more than three tons of equipment.  In 1961 De Havilland delivered the first 22 out of a total of 159 C-7s to the Army.  Originally designated AC-1, the aircraft was redesignated CV-2 in 1962, and it retained that designation for the remainder of its Army service.  In January 1967, when responsibility for all fixed-wing tactical transports was transferred to the U.S. Air Force, the Caribou received the designation C-7. During the Southeast Asia War, the Caribou's STOL capability made it particularly suitable for delivering troops, supplies, and equipment to isolated outposts. The C-7A on display in the NMUSAF is a Southeast Asia combat veteran that later served with the Air Force Reserve.  It is painted to appear as one of the C-7As flown by Maj. Hunter Hackney on 25 Aug 1968.  On this day, he flew several aerial resupply missions at low altitude through intense enemy fire, incurring heavy damage.  For his heroism, Hackney was awarded the Air Force Cross.

 (NMUSAF Photos)

Douglas O-38F, biplane (Serial No. 33-0324), C/N 1117.  Suspended from the ceiling.  The NMUSAF's O-38F was one of the first military aircraft assigned to Alaska, landing at Ladd Field near Fairbanks, Alaska, in October 1940.  This aircraft flew various missions until it crashed on 16 June 1941, due to engine failure about 70 miles southeast of Fairbanks.  Uninjured, the pilot, Lt. Milton H. Ashkins, and his mechanic, Sgt. R.A. Roberts, hiked to safety after supplies were dropped to them.  The abandoned aircraft remained in the Alaskan wilderness until the museum arranged for its recovery by helicopter in June 1968.  Despite being exposed to the Alaskan weather for 27 years, the aircraft remained in remarkable condition.  Only the wings required extensive restoration.

 (USAAC Photo)

Douglas O-46A aircraft assigned to the Maryland National Guard's 104th Observation Squadron fly over the Chesapeake Bay on 25 June 1938.  The 104th flew O-46s from February 1937 to June 1941.

 (SDA&SM Archive Photo)

Douglas O-46A (Serial No. 35-214), ca 1942.

 (NMUSAF Photo)

Douglas O-46A (Serial No. 35-179), C/N 1441.  Suspended from the ceiling.  The NMUSAF holds the only surviving O-46A.  It is currently in storage.  On 27 November 1942, this O-46A of the 81st Air Base Squadron landed downwind at Brooks Field, Harlingen, Texas, ran out of runway and overturned.  Written off, it was abandoned in place.  More than 20 years later it was discovered by the Antique Airplane Association with trees growing through its wings, and in 1967, it was rescued and hauled to Ottumwa, Iowa.  Restoration turned out to be beyond the organization's capability, and in September 1970, it was traded to the NMUSAF for a flyable Douglas C-47 Skytrain.  The (then) Air Force Museum had it restored at Purdue University, and placed it on display in 1974, the sole survivor of the 91 O-46s built.

 (NMUSAF Photos)

 (Clemens Vasters Photo)

 (Clemens Vasters Photo)

 (Martin McGuire Photo)

Douglas B-18A Bolo (Serial No. 37-0469), R33, C/N 2469.  Stationed at Wright Field from 1939 to 1942, the B-18A on display intne MNUSAF was acquired and restored by the museum in 1971.  It is painted as a B-18A serving with the 38th Reconnaissance Squadron in 1939.

 (NMUSAF Photos)

Douglas C-47D Skytrain (Serial No. 43-49507), painted as (Serial No. 43-15213), L4-W, C/N 15323/26768.  D-Day markings.  The C-47D on display in the NMUSAF was the last C-47 in routine USAF use, and was flown to the museum in 1975.  It is painted and marked to represent the C-47A flown by 2nd Lt. Gerald "Bud" C. Berry of the 91st Troop Carrier Squadron, 439th Troop Carrier Group, to recover gliders used in the invasion of France on D-Day, 6 June 1944.  "Snatched" from the ground in Normandy, the gliders were towed back to England for reuse.  On 22 March 1945, Lt. Berry used that aircraft to "snatch" a glider filled with wounded soldiers at Remagen, Germany.

 (NMUSAF Photos)

 (Dsdugan Photo)

 (Goshimini Photo)

 (Clemens Vasters Photos)

Douglas A-20G Havoc (Serial No. 43-22200), R, C/N 21847, Reg. No. NL63004.  Painted as (Serial No. 43-21475), "Little Joe".  In 1961 the Bankers Life and Casualty Co. of Chicago, Illinois, donated this A-20G to the NMUSAF.  It is painted to represent "Little Joe" of the 5th Air Force, 312th Bomb Group, 389th Bomb Squadron, with 150 missions. 

 (NMUSAF Photos)

Douglas SBD-4 Dauntless (BuNo. 10575), Douglas A-24B Banshee (Serial No. 42-54582), painted as (Serial No. 41-15786), C/N 17421.

 (NMUSAF Photo)

Douglas B-23 Dragon (Serial No. 39-0037), 17B-9, C/N 2723.

 (NMUSAF Photo)

Douglas C-39A (Serial No. 38-0515), 10TG-15, C/N 2072, DC-2-243 ex Reg. Nos. XA-DUF, XA-YAV and N6097C.  Donated to the NMUSAF in 1970.

 (USAF Photo)

Douglas C-54G-1-DO Skymaster (Serial No. 45-521), c/n 35974, ca 1960s. 

 (NMUSAF Photo)

Douglas VC-54C Skymaster (Serial No. 42-107451), painted as (Serial No. 42-72252), President Truman`s “Sacred Cow”.

 (NMUSAF Photo)

Douglas A-26C Invader (Serial No. 44-35733), c/n 29012.  The Marauder on display in the NMUSAF was flown in combat by the Free French during the final months of the Second World War.  It was obtained from the Air France airline's training school near Paris in June 1965.  It is painted as a 9th Air Force B-26B assigned to the 387th Bomb Group in 1945.  It was flown to the museum in September 1957.  It is painted to represent a B-26C used during the Korean War by the 34th Bomb Squadron flying night intruder missions.

 (Clemens Vasters Photo)

 (NMUSAF Photos)

Douglas A-26A(K) Invader (Serial No. 64-17676), formerly A-26B, 41-39596.   Modified by On Mark Engineering, the B-26K had a rebuilt fuselage and tail, strengthened wings, improved engines, reversible propellers, wing-tip fuel tanks and other refinements.  Redesignated A-26As, Counter Invaders remained in Southeast Asia until 1969 and retired from USAF service.  The aircraft on display in the NMUSAF was originally an A-26C converted to B-26K.  It was one of the first six to arrive at Nakhon Phanom Royal Thai Air Force Base in 1966.  In November 1980 it was flown to the museum.

 

Douglas A-1E Skyraider escorting a Sikorsky HH-3C rescue helicopter on a CSAR mission in 1966. (USAF Photo)

 (NMUSAF Photos)

 (Valder137 Photos)

Douglas A-1E Skyraider (Serial No. 52-132649), C/N 9506.  The A-1E on display in the NMUSAF is the aircraft flown by Maj Bernard Fisher on 10 March 1966, when he rescued a fellow pilot shot down over South Vietnam.  For this deed, Fisher received the Medal of Honor.  The A-1E was severely damaged in further combat in South Vietnam, before it came to the museum in 1968 for preservation.

 (USAF Photo)

Douglas A-1H Skyraider (BuNo. 137512) of attack squadron VA-152 Friendlies in flight in 1966.  VA-152 was assigned to Attack Carrier Air Wing 16 (CVW-16) aboard the aircraft carrier USS Oriskany (CVA-34) for a deployment to Vietnam from 26 May to 16 November 1966.

Douglas A-1H Skyraider (BuNo. 134600).

 (USAF Photo)

Douglas VC-118 Liftmaster (Serial No. 46-0505), C/N 42881/129.  President Harry S. Truman's "Independence", ca 1947.  This aircraft served as President Harry S. Truman's personal aircraft until he left office in 1953.  It later served as a VIP aircraft for other air force personnel, before being retired to the Museum in 1965.

 (USAF Photos)

Douglas XD-42A Mixmaster (Serial No. 43-50224).  The XB-42 Mixmaster was an experimental bomber, designed for a high top speed.  The unconventional approach was to mount the two engines within the fuselage driving a pair of contra-rotating propellers mounted at the tail in a pusher configuration, leaving the wing and fuselage clean and free of drag-inducing protrusions.  Two prototype aircraft were built, but the end of the Second World War changed priorities and the advent of the jet engine gave an alternative way toward achieving high speed.  The prototype was struck off charge in 1949 and was given to the NMUSAF, although it is currently in storage and has never been placed on display.  The wings were removed for transport but have since been inadvertently lost . In late 2010, the fuselage was transferred to the museum.

 (USAF Photos)

Douglas XB-43 Jetmaster (Serial No. 44-61509).  The Jetmaster was a 1940s jet-powered prototype bomber.  The XB-43 was a development of the XB-42, replacing the piston engines of the XB-42 with two General Electric J35 engines of 4,000 lbf (17.8 kN) thrust each.  Despite being the first American jet bomber to fly, it suffered stability issues and the design did not enter production.  (Serial No. 44-61509) is currently in storage in the NMUSAF awaiting restoration.

 

 (NMUSAF Photo)

Douglas X-3 Stiletto (Serial No. 49-2892).  The twin-turbojet X-3, the only one built, was designed to test sustained flight at twice the speed of sound.  It also explored the use of very short wings and titanium airframe construction.  Engine development difficulties forced the use of lower-powered engines than originally planned, prohibiting the X-3 from achieving its Mach 2 design potential.  Even so, data gained from the X-3 program greatly benefited the F-104, X-15, SR-71 and other high performance aircraft.  The X-3 made its first test flight at Edwards Air Force Base, California, in October 1952. The X-3 was transferred to the NMUSAF in 1956.

 (NMUSAF Photo)

Douglas RB-66B Destroyer (Serial No. 53-0475), JN, C/N 44356.  The aircraft on display in the NMUSAF flew combat missions in Southeast Asia and was delivered to the museum in 1970.

 (NMUSAF Photos)

Douglas C-124C Globemaster II (Serial No. 52-1066), painted as (Serial No. 51-0135), C/N 43975.  Most C-124s were transferred to the Air Force Reserve and the Air National Guard by 1970, and all were released from active service in mid-1974.  The aircraft on display in the NMUSAF was assigned to the 165th Tactical Airlift group of the Georgia Air National Guard following its service with the USAF.  It was flown to the museum in August 1975.

 (NMUSAF Photos)

 (Martin McGuire Photo)

Douglas C-133A Cargomaster (Serial No. 56-2008), C/N 45245, 436 Military Airlift Wing.  The C-133A on display in the NMUSAF established a world record for propeller-driven aircraft when, on 16 Dec 1958, it carried a cargo payload of 117,900 pounds to an altitude of 10,000 feet.  It was flown to the museum on March 17, 1971

 (NMUSAF Photos)

 (Valder137 Photo)

Eberhart SE-5E (Serial No. 22-325).  American-built Royal Aircraft Factory SE-5.  The NMUSAF acquired the SE-5E through a donation by the estate of Lt. Col. William C. Lambert, USAF Ret'd, a First World War ace with 21.5 victories.  Lambert flew the S.E.5A as an American member of the Royal Flying Corps and the Royal Air Force.  The Air Force Museum Foundation also helped to buy the aircraft.  It is painted to represent an SE-5E of the 18th Headquarters Squadron, Bolling Field, Washington, D.C., in 1925.

 (NMUSAF Photo)

Excelsior Gondola.

 (Fairchild UC-86, USAAF Photo)

 (NMUSAF Photos)

Fairchild 24-C8F (UC-61J), Reg. No. N16817, painted in Civil Air Patrol markings as worn during the Second World War.  The civilian production Model 24-C8F on display in th3e NMUSAF, served in the CAP at Coastal Base 2, Rehoboth, Delaware, during the Second World War.  The wartime owner of this airplane, CAP 1stLt M.M. Wilder, was awarded the Air Medal for his service at Coastal Patrol Base 2.  This aircraft has been repainted as it was while flying for the CAP.  It was donated to the museum in 1991 by Lt. Col. (Ret.) George L. Weiss, Fort Washington, Maryland. 

 (NMUSAF Photos)

Fairchild PT-19A Cornell (Serial No. 41-1466).

 Fairchild PT-26, ex-RCAF FH829, USAAF (Serial No. 42-14477), Bill Larkins Photo)

Fairchild PT-26 (Serial No. TBC).

 (USAF Photo)

 (Library and Archives Canada Photo)

Fairchild C-82 Packet, USAF (Serial No. 44-2300), ca 1950s.

 (JustSomePics Photo)

  (NMUSAF Photo)

 (Greg Hume Photo)

Fairchild C-82A Packet (Serial No. 48-0581), CQ-581, C/N 10216, painted as (Serial No. 45-57735), CQ-735.

 (NMUSAF Photos)

Fairchild C-119J Flying Boxcar (Serial No. 51-8037), C/N 10915.

 (NMUSAF Photos)

Fairchild C-123K Provider (Serial No. 56-4362).  The C-123K on display in the NMUSAF was accepted by the USAF in 1957 as a C-123B, and went to South Vietnam in 1961 to fly as a low-level defoliant sprayer in a program known as "Ranch Hand".  In 1965, it was redesignated to UC-123B.  It saw extensive service during the Southeast Asia War as a dedicated insecticide sprayer to control malaria-carrying mosquitoes.  In 1968, Fairchild converted it to a UC-123K.  Ranch Hand personnel developed a strong symbolic attachment to this aircraft.  It took almost 600 hits in combat, and was named "Patches" for the damage repairs that covered it.  Moreover, seven of its crew received the Purple Heart for wounds received in battle.  Patches came back to the U.S. in 1972, and served in the Air Force Reserve as a C-123K until it was retired to the museum in 1980. 

 ( Mike Freer - Touchdown-aviation Photo)

Fairchild T-46A Eaglet (Serial No. 84-0493).  One of three built.

 (NMUSAF Photos)

Fairchild Republic A-10A Thunderbolt II (Serial No. 78-0681), MB, C/N A10-0301.  The A-10A on display in the NMUSAF was flown on 21 Jan 1991, by Capt Paul Johnson on an eight-hour rescue support mission during Operation Desert Storm, for which he was awarded the Air Force Cross, the USAF's second highest award for valor.  The aircraft was delivered to the museum in January 1992.

Fairchild Republic A-10A Thunderbolt II (Serial No. 78-0699).  In Storage.

Fairchild Republic A-10A Thunderbolt II (Serial No. 79-0223), EL, C/N A10-0487.

Fairchild Republic YA-10A Thunderbolt II (Serial No. 71-1370), C/N 2.

 (NMUSAF Photos)

Fieseler Fi-156C-1 Storch (Wk. Nr. TBC), 5F+YK.  The aircraft on display in the NMUSAF is painted as the Storch used by Field Marshal Erwin Rommel in North Africa.  Built in 1940, it was exported to Sweden where it remained until 1948. The last German to fly it before its acquisition by the donors in 1973 was German Second World War ace Erich Hartmann.  The aircraft was donated to the museum by Lt. Col. Perry A. Schreffler and Maj. Robert C. Van Ausdell, Santa Paula, California, and was delivered to the museum in 1974.

 (NMUSAF Photos)

Fisher P-75A Eagle (Serial No. 44-44553).  The Fisher Body Division of General Motors developed the P-75 Eagle to fill an urgent need for an interceptor early in the Second World War.  The original P-75 design incorporated the most powerful inline engine available and components from other aircraft as a way to expedite production.  Flight tests in late 1943 revealed unsatisfactory performance with the first two XP-75 prototypes . At the same time, the Eagle’s mission was changed to long-range escort. Ultimately, the idea of using other aircraft components had to be abandoned.  Fisher continued development of the design with the heavily-modified P-75A.  By the fall of 1944, however, the U.S. Army Air Forces already had capable escort aircraft like the P-51 Mustang and P-47 Thunderbolt, and it canceled the order for 2,500 P-75As.  Only eight XP-75s and six P-75As were built.

 (NMUSAF Photos)

Focke-Achgelis Fa 330 Sandpiper.  The Fa 330 on display in the NMUSAF is one of very few in existence of the 200 constructed.  It was bought to the United States at the end of the Second World War.

 (NMUSAF Photos)

 (Clemens Vasters Photo)

  (Valder137 Photo)

 (Goshimini Photo)

Focke-Wulf Fw 190D-9 (Wk Nr. 601088), (Serial No. 9053Z01), 0324, HPS.  This Fw 190D-9 was originally assigned to the JG3 "Udet" Geschwader, one of the Luftwaffe's most famous fighter units.  JG3 was named for Ernst Udet, Germany's leading ace to survive the First World War.  The airplane, captured and brought to the United States for testing at the end of the Second World War, is on loan from the Smithsonian Institution's National Air and Space Museum.

 (NMUSAF Photos)

 (Martin McGuire Photo)

Fokker Dr. I Triplane (Serial No.1).  Suspended from the ceiling.  This reproduction is painted to represent the aircraft flown by Lt. Arthur Rahn in April 1918 when he served with Jagdstaffel 19.  Lt. Rahn is credited with six confirmed victories.  The aircraft was placed on display in the NMUSAF in April 1994.

 (NMUSAF Photos)

Fokker D.VII, replica (Serial No. 452).  Suspended from the ceiling.  The NMUSAF's reproduction aircraft on display is painted to represent the Fokker D. VII of Lt. Rudolph Stark, a squadron leader of Jasta(Fighter Squadron) 35b in October 1918.  It was placed on exhibit in May 1996.

 (NMUSAF Photo)

Fritz X bomb.

 (NMUSAF Photos)

General Atomics YMQ-9A Reaper (Serial No. 02-4002), C/N PB-002.  UAV.  Suspended from the ceiling.  The Reaper on display in the NMUSAF is one of the two pre-production YMQ-9s sent to Afghanistan.  This aircraft was used for the initial weapons testing, flew 14 missions for the Department of Homeland Defense during October-November 2003, and it was the first Reaper to fly in Afghanistan . In four years, it flew 3,266 combat hours and 254 combat sorties.  It came to the museum in May 2009.

 (NMUSAF Photos)

General Atomics RQ-1K Predator (Serial No. 94-3009), C/N P-009.  This UAV provided military commanders with an Intelligence, Surveillance and Reconnaissance (ISR) platform capable of flying over dangerous areas for extended periods without risk to a human pilot.  In flight, the UAV and its on-board sensors are controlled by the ground crew with a direct data link.  However, when the aircraft is flown beyond the range of a direct link, the ground crew maintains control though a satellite data link.  The equipment carried in the bottom turret can provide live video, still photographs, or radar imagery in all weather conditions, day or night.  Using satellite data links, the information gathered by a Predator can be shared instantaneously with commanders around the world.  In February 2001 the Predator successfully fired a laser-guided Lockheed Martin AGM-114 Hellfire anti-tank missile at a stationary target.  In May 2001 General Atomics Aeronautical Systems, Inc., presented the RQ-1K Predator on display in the NMUSAF.  It is painted to represent a Predator used in the early part of OPERATION ENDURING FREEDOM in Afghanistan.

 (NMUSAF Photos)

General Dynamics F-111A Aardvark (Serial No. 67-0067), NA, C/N A1-112.  The F-111A on display in the NMUSAF is marked as it appeared in 1972-1973 when it was assigned to the 474th Tactical Fighter Wing during "Linebacker II", conducting very effective night strikes against North Vietnamese targets.

General Dynamics F-111F Aardvark (Serial No. 70-2390), LN, C/N E2-29/F-29.

General Dynamics F-111F Aardvark (Serial No. 72-1448), LN, C/N E2-78/F-78.

 (NMUSAF Photo)

General Dynamics EF-111A Raven (Serial No. 66-0057), CC, C/N A1-75.  EF-111A Ravens, known affectionately as "Fat Tails" and "Spark Varks," (the F-111 is known as the Aardvark), served as tactical electronic jamming aircraft in the 1980s and 1990s.  The USAF received 42 EF-111As between 1981 and 1985, and the aircraft supported several USAF operations in the 1980s and 1990s.  In the 1970s Grumman began modifying 42 F-111A fighters by adding jamming equipment to create the EF-111A.  A 16-foot-long, canoe-shaped radome on the underside for the fuselage housed high-powered transmitter antennas, and a fin-tip pod on the vertical stabilizer housed receiving antennas and other equipment, including a processor to detect hostile radar emissions.  This complex gear weighed about four tons.  Because the equipment required full-time attention in flight, the right seat crewmember, or Electronic Warfare Officer, no longer performed flight-related duties but instead monitored the jamming equipment.  In 1984 Grumman/General Dynamics Corp. began building additional modification kits for the EF-111A which enabled the aircraft to operate in three roles: standoff jamming, close in jamming and penetration/escort.  Ravens served first with the 390th Electronic Combat Squadron based at Mountain Home Air Force Base, Idaho . Later, they were based at Cannon Air Force Base, New Mexico.  The USAF retired its EF-111As in June 1998, and this aircraft was placed on display in the NMUSAFin July 1998.

 (NMUSAF Photos)

General Dynamics NF-16A Fighting Falcon (Serial No. 75-0750), c/n 61-5, AFTI testbed.  The USAF used this highly modified fighter for more than 20 years to test new ideas in flight control, electronic targeting, and cockpit design.  A one-of-a-kind aircraft, the Advanced Fighter Technology Integration (AFTI) F-16 made more than 700 flights in 10 different research programs between 1978 and 2000.  AFTI F-16 programs developed targeting lasers and computers, and new autopilot and ground-avoidance systems which allowed pilots to fly faster and lower while seeking and attacking targets.  Other AFTI advances included digital flight controls, a voice-activated maneuvering system that allowed the pilot to "point" the aircraft in unusual flight attitudes, and touch-sensitive cockpit displays.  The aircraft's last project tested new technology that reduced the F-35 Lightning II’s weight and increased its maneuverability.  One of the AFTI program's most significant achievements was the first-ever use of all-electric "power by wire" flight controls, with no hydraulic or mechanical backups to move the aircraft's control surfaces.  This milestone won the AFTI team the 2000 Aerospace Industry Award for Engineering, Maintenance, and Modification.  In 2001 the AFTI F-16 was retired and transferred to the NMUSAF.

 

 (NMUSAF Photo)

 (Martin McGuire Photo)

General Dynamics F-16A Fighting Falcon (Serial No. 81-0663), 1, C/N 61-344, Thunderbirds markings.  The F-16 on display in the NMUSAF was one of the first F-16s to be received by the Thunderbirds in 1982 when they transitioned from T-38s to F-16s.  The Thunderbirds continued to fly this aircraft until 1992 when they converted to F-16Cs.  It was then modified to operational condition and assigned to the Air Education and Training Command to train pilots at Luke Air Force Base, Arizona.  In 1996 the Thunderbirds repainted it in Thunderbird colours at Nellis Air Force Base, Nevada.  The museum placed it on display in October 1996. 

 (NMUSAF Photo)

Grumman OA-12 Duck, Reg. No. N67790,  (Serial No. 33587), painted as 48-0563.  The OA-12 Duck was the USAF version of the Navy J2F-6 amphibian.  After the Second World War, the USAF' Air Rescue Service needed special aircraft for overwater missions, and in 1948 the USAF acquired eight surplus Navy J2F-6s.  Designated the OA-12, five of these aircraft went to Alaska for duty with the 10th Air Rescue Squadron.  The Columbia Aircraft Corp. of Valley Stream, New York, built the Grumman-designed J2F-6 Duck on display in the NMUSAF.  it was delivered to the U.S. Coast Guard on 9 June1945, and became surplus in 1946. It served with a series of civilian owners and "starred" in several films, including "Murphy's War" of the early 1970s.  This aircraft is painted to represent one of the rescue OA-12s the USAF acquired in 1948. 

 (NMUSAF Photos)

Grumman HU-16B Albatross (Serial No. 51-5282), C/N G-163.  The HU-16 on display in the NMUSAF was one of the last operational USAF Albatrosses.  The aircraft established a world altitude record for twin-engine amphibians when it reached 32,883 feet on 4 July 1973.  Two weeks later, the aircraft was retired and flown to the museum.

 (USAF Photos)

 

 (NMUSAF Photos)

Grumman X-29A (Serial No. 82-0003).  In 1985 the X-29A on display became the world's first forward-swept aircraft to fly supersonically.  The X-29A program explored cutting-edge aircraft design features, including forward-swept wings, advanced materials, a forward-mounted elevator (or canard) and a computerized flight control system.  It was managed by the USAF and funded by DARPA (Defense Advanced Research Projects Agency), the USAF and NASA.  During the Second World War, Germany and the United States experimented with forward-swept wings, but both encountered problems with the metal wings bending dangerously at higher speeds.  As stronger composite materials became available in the 1970s, however, wing structures could be both lightweight and very rigid.  The NMUSAF’s aircraft is the first of two X-29As built by Grumman, and it made its first flight in December 1984.  The second X-29A first flew in 1989 and continued to perform test flights into the early 1990s.  After successfully completing the test program, the X-29A on display was retired to the museum in late 1994.

 (USAF Photo)

Grumman X-29 (Serial No. 82-0049).

 (NMUSAF Photos)

Halberstadt CL IV.  The museum acquired the Halberstadt CL IV on display in 1984. Badly deteriorated at the time, its restoration was a joint international cooperative venture by the Museum fur Verkehr und Technik in Berlin, Germany, the Smithsonian Institution's National Air and Space Museum and the National Museum of the United States Air Force.  It is marked as the CL IV of the squadron leader of the Schlachtstaffel 21, which is known to have engaged elements of the U.S. Army's 94th and 95th Aero Squadrons in mid-July 1918 during the battle of Chateau Thierry. 

 (NMUSAF Photos)

Hawker Hurricane Mk. IIa (Serial No. Z3174), XR-B.  This aircraft was built in Canada.  It is painted to represent an aircraft of RAF No. 71 (Eagle) Squadron, which was composed of American pilots that had volunteered to join the RCAF or the RAF beginning in September 1940 prior to US entry into the Second World War in Dec 1941.

 

 (NMUSAF Photos)

Hawker-Siddeley XV-6A Kestrel (Serial No. 64-18262).  The British-built Kestrel was a prototype Vertical/Short Take Off and Landing (VSTOL) aircraft successfully tested in the 1960s.  An improved version, known as the Harrier, became the world's first operational VSTOL fighter when it entered Royal Air Force (RAF) service in 1969.  The first Kestrel began flight trials in 1961 in Britain.  The next year, the United Kingdom, US, and the Federal Republic of Germany ordered nine aircraft for combined testing by those countries' representatives.  A joint evaluation squadron, which included USAF pilots, conducted Kestrel trials in 1965.  Six of these trial aircraft came to the United States where the US armed forces conducted additional testing. Although the USAF did not order it, the US Marine Corps and RAF operated the follow-on Harrier for several decades.  The Kestrel on display was delivered to the NMUSAF from Edwards Air Force Base, California, in 1970.

 (NMUSAF Photos)

Helio U-10D Super Courier (Serial No. 66-14360).  The U-10D on display in the NMUSAF is painted and marked as an aircraft assigned to the 5th Air Commando Squadron in Southeast Asia in 1968.

 (NMUSAF Photos)

Interstate L-6A Cadet (Serial No. 43-2680).

 (NMUSAF Photos)

Junkers Ju-52/3M (CASA 352L) Trimotor (Serial No. T2B-244), 901-20, C/N 135.

 (NMUSAF Photos)

Junkers Ju 88 D-1/Trop (Serial No. 0880430650), F6-Al, 105, C/N 430650.  Ex-RAF (Serial No. HK959).  ThisJu 88D-1/Trop (later designated Ju 88D-3), is a long-range photographic reconnaissance version modified for tropical use.  Known as the "Baksheesh", it was the best known Ju 88 of the 15,000 built.  Completed in June 1943, this aircraft was delivered to Romania, an ally of Germany during the Second World War.  In July 1943, a disillusioned Romanian pilot flew the aircraft to Cyprus to defect to British forces there.  The Royal Air Force turned over Baksheesh to the US Army Air Forces.  Test pilots at Wright Field flew the aircraft extensively.  At the end of the war, the USAAF stored it in the Arizona desert, until Jan 1960, when it was moved to the NMUSAF.  Baksheesh is painted in the Romanian Air Force markings it carried in July 1943.

 (NMUSAF Photos)

Kaman HH-43B Huskie (Serial No. 60-0263), C/N 87.  Suspended from the ceiling.  The HH-43B on display in the NMUSAF established seven world records in 1961-1962 for helicopters in its class for rate of climb, altitude, and distance traveled.  It was assigned to rescue duty with Detachment 3, 42nd Aerospace Rescue and Recovery Squadron, Kirtland AFB, New Mexico, prior to its retirement and flight to the museum in April 1973.

 (USN Photo)

 (NMUSAF Photos)

Kawanishi N1K2-Ja Shiden Kai (Serial No. 5312).  The NMUSAF's N1K2-Ja is a fighter-bomber variant of the Shiden Kai equipped with wing mounts to carry bombs.  It is painted as an aircraft in the Yokosuka Kokutai, an evaluation and test unit similar in function to the USAAF's flight test unit at Wright Field.  As a result of Japanese forces being pushed back on the battlefront, by the spring of 1945 Yokosuka Kokutai test pilots entered combat in a desperate defence against overwhelming Allied air attacks.  This aircraft is one of only three surviving restored examples in the world.

 (NMUSAF Photos)

Kellett K2/K3 Autogyro.  The aircraft on display in the NMUSAF, a modified K-2, was the first autogiro tested by the Army Air Corps at Wright Field in 1931.

 (NMUSAF Photo)

Kettering Aerial Torpedo "Bug".  In 1917 Charles F. Kettering of Dayton, Ohio, invented the unmanned Kettering Aerial Torpedo, nicknamed the "Bug."  Launched from a four-wheeled dolly that ran down a portable track, the Bug's system of internal pre-set pneumatic and electrical controls stabilized and guided it toward a target.  After a predetermined length of time, a control closed an electrical circuit, which shut off the engine.  Then, the wings were released, causing the Bug to plunge to earth, where its 180 pounds of explosive detonated on impact.  The Dayton-Wright Airplane Co. built fewer than 50 Bugs before the Armistice, and the Bug never saw combat.  After the war, the U.S. Army Air Service conducted additional tests, but the scarcity of funds in the 1920s halted further development.  Museum personnel built this full-size reproduction of the Bug, and it went on display in 1964.

 (NMUSAF Photo)

Laister-Kauffmann TG-4A Glider.  The TG-4A suspended from the ceiling of the Second World War Gallery in the NMUSAFm was donated to the museum in 1980 by Frederick A. Tietzel and placed on display in 2003.

 (USAAF Photo)

Lockheed P-38J Lightnings (Serial Nos. 42-67183 and 42-67332), ca 1944.

 (NMUSAF Photos)

Lockheed P-38L Lightning (Serial No. 44-53232), painted as (Serial No. 42-67855), a P-38J of the 55th Fighter Squadron, based in England in 1944.  The P-38L was donated to the museum in 1961 by the Kaufmann Foundation, Philadelphia, Pennsylvania.  The top hats on the left side of the aircraft represent the nine bomber escort missions flown by its pilot, 2nd Lt. Royal D. Frey, with the yellow hat signifying five and the white hats one each.

 (NMUSAF Photo)

Lockheed C-60A Lodestar (Serial No. 43-16445), C/N 18-2605.

 (Author Photos)

Lockheed RB-34A Vega (Serial No. AJ311), C/N 137-4449, ex-RAF Ventura III.  Previously on display with the Pueblo-Wiesbrod Aviation Museum, Colorado.

 (NMUSAF Photos)

Lockheed EC-121D Constellation (Serial No. 53-0555).  The EC-121, originally designated RC-121, was a radar-picket version of the USAF's C-121 passenger aircraft.  The EC-121 provided early warning by detecting and tracking enemy aircraft with the electronic gear in the large radomes above and below its fuselage.  The Air Force ordered 82 EC-121s between 1951 and 1955, 72 of which were EC-121Ds.  The EC-121 entered service with the Air Defense Command in 1953, flying patrols off the U.S. coasts as an aerial extension of the Distant Early Warning (DEW) Line.  EC-121s remained in service until they were replaced by more capable E-3 Sentry AWACS (Airborne Warning And Control System).  The last EC-121 was retired from the U.S. Air Force Reserve in 1978.  In Southeast Asia, these unarmed radar aircraft aided in downing enemy aircraft, directed U.S. aircraft to aerial refueling tankers, and guided rescue planes to downed pilots.  The aircraft on display in the NMUSAF was nicknamed "Triple Nickel" because of its serial number (53-0555).  On 24 Oct 1967, it guided a U.S. fighter into position to destroy a MiG-21 over the Gulf of Tonkin.  This action marked the first time a weapons controller aboard an airborne radar aircraft had ever directed a successful attack on an enemy aircraft.  Triple Nickel came to the museum in 1971.

 (NMUSAF Photo)

Lockheed VC-121E Constellation (Serial No. 53-7885), C/N 4151, (BuNo. 131650), Columbine III.

 (NMUSAF Photo)

Lockheed P-80R Shooting Star (Serial No. 44-85200).  

Col. Albert Boyd flew this P-80R to a new world's speed record of 623.753 mph, returning the record to the United States after nearly 24 years, on 19 June 1947, at Muroc Army Air Field (now Edwards Air Force Base), California.  The Army Air Force's quest to capture the world's speed record, then held by a British Gloster Meteor, after the Second World War, led to the creation of the specialized P-80R.  A high-speed variant of the standard P-80A Shooting Star, it had a smaller canopy, redesigned air intakes and a shorter wing with an extended leading edge.  In addition, the engine was modified, armament removed and replaced by a fuel tank, and all drag-producing openings sealed.  The P-80R on display in the NMUSAF is the only one built.  It was shipped to the museum from Griffiss Air Force Base, New York, in October 1954.

 (NMUSAF Photos)

Lockheed F-80C Shooting Star (Serial No. 49-0696), FT-696, C/N 080-2444.

 (NMUSAF Photos)

Lockheed T-33A Shooting Star (Serial No. 53-5974), TR-974, C/N 580-9456.  Suspended from the ceiling.  The T-33 is one of the world's best-known aircraft, having served with the air forces of more than 20 different nations over several decades. The T-33A on display in the NMUSAF was flown to the museum in 1962. 

 

 (NMUSAF Photos)

Lockheed NT-33A Shooting Star (Serial No. 51-4120).  The NT-33A was an in-flight simulator operated for decades in support of numerous Department of Defense projects.  The NT-33A was used to study flying qualities, cockpit displays, control sticks, and flight control design of many, widely-varied aircraft, including the X-15, A-10, F-15, F-16, F-18, F-117, and F-22.  It also trained hundreds of U.S. Air Force and Navy test pilots.  Modified from a standard T-33 trainer in the late 1950s, the NT-33A could be programmed to simulate the flight of a completely different aircraft.  It also had an “artificial feel” system that replicated the characteristics of the stick and rudder controls of the aircraft being simulated.  A civilian contractor, the Calspan Corp. (formerly the Cornell Aeronautical Laboratory), modified, operated and maintained the aircraft.  During the NT-33A's 40 years of distinguished service, Calspan performed numerous research programs around the country.  The NT-33A conducted its last research project in April 1997, and it was placed on display at the NMUSAF in August 1997. 

 

 (NMUSAF Photos)

 (Federal Government of the United States - Nevada Test Site Guide, DOE/NV-715 Photo)

Lockheed XF-90 (Serial No. 46-688), c/n 090-1002.  The Lockheed XF-90 was built in response to a USAF requirement for a long-range penetration fighter and bomber escort. The same requirement produced the McDonnell XF-88 Voodoo.  Lockheed received a contract for two prototype XP-90s (redesignated XF-90 in 1948).  The design was developed by Willis Hawkins and the Skunk Works team under Kelly Johnson.  Two prototypes were built (Serial Nos 46-0687 and 46-0688).  Developmental and political difficulties delayed the first flight until 3 June 1949, with Chief Test Pilot Tony LeVier at the controls.  The XF-90 was the first USAF jet with an afterburner and the first Lockheed jet to fly supersonic, albeit in a dive . It also incorporated an unusual vertical stabilizer that could be moved fore and aft for horizontal stabilizer adjustment.  Partly because Lockheed's design proved underpowered, it placed second to McDonnell's XF-88 Voodoo which won the production contract in September 1950, before the penetration fighter project was abandoned altogether.  Upon Lockheed losing the production contract, the two prototypes were retired to other testing roles.  The first aircraft (Serial No. 46-0687) was shipped to the NACA Laboratory in Cleveland, Ohio in 1953 for structural tests.  It was no longer flyable, and its extremely strong airframe was tested to destruction.  The second aircraft (Serial No. 46-688) survived three atomic blasts at Frenchmen Flat within the Nevada Test Site in 1952.  In 2003, the heavily damaged hulk was recovered from the Nevada test site and moved to the NMUSAF, where it is currently undergoing minor restoration in one of the Museum's restoration facility hangars.  Its wings have been removed, and its nose is mangled from the nuclear blasts.  During the decontamination process, all the rivets had to be removed to remove radioactive sand.  At present, the museum plans to display the XF-90 in its damaged, mostly unrestored condition, to demonstrate the effects of nuclear weaponry.

 (NMUSAF Photos)

Lockheed F-94A Starfire (Serial No. 49-2498).  The F-94A on exhibit in the NMUSAF was transferred from the active inventory to the museum in May 1957.

 (NMUSAF Photos)

Lockheed F-94C Starfire (Serial No. 50-0980), FA-054, painted as (Serial No. 50-1054), FA-054, C/N 880-8025.  The aircraft on display in the NMUSAF has been painted to represent an F-94C assigned to the 60th Fighter Interceptor Squadron at Otis Air Force Base, Massachusettts, during the late 1950s.

 (USAF Photo)

Lockheed F-104A-25-LO Starfighter (Serial No. 56-857), 56th Fighter-Interceptor Squadron, Wright-Patterson AFB, Ohio, May 1958.

 (NMUSAF Photo)

Lockheed F-104C Starfighter (Serial No. 56-0914).

Lockheed F-104C Starfighter (Serial No. 56-0754), painted as (Serial No. 56-0879), /FG-879, c/n 183-1042.  This aircraft is mounted on a pylon in front of the museum.  It was suffering from storm damage and corrosion, but has been restored and remounted.

 (NMUSAF Photos)

Lockheed YF-12A Blackbird (Serial No. 60-6935).  The YF-12 was developed in the 1960s as a high-altitude, Mach 3 interceptor to defend against supersonic bombers . Based on the A-12 reconnaissance aircraft, the YF-12A became the forerunner of the highly-sophisticated SR-71 strategic reconnaissance aircraft.  The first of three YF-12s flew in August 1963.  In May 1965, the first and third YF-12s set several records, including a speed record of 2,070.101 mph and an altitude record of 80,257.65 feet.  For their speed record flight, Col. Robert L. "Fox" Stephens (pilot) and LCol. Daniel Andre (fire control officer) received the 1965 Thompson Trophy.  Though the aircraft performed well, the F-12 interceptor program ended in early 1968.  High costs, the ongoing war in Southeast Asia, and a lower priority on air defense of the US all contributed to the cancellation.  The aircraft on display in the NMUSAF was the second one built.  It was recalled from storage in 1969 for a joint USAF/NASA investigation of supersonic cruise technology.  It was flown to the museum in 1979, and it is the only remaining YF-12A in existence (the first YF-12A was damaged beyond repair after a landing mishap, and the third YF-12A was destroyed after the crew ejected to escape an inflight fire).

 (NMUSAF Photos)

Lockheed SR-71A Blackbird (Serial No. 61-7976), C/N 2027.  Throughout its nearly 24-year career, the SR-71 remained the world's fastest and highest-flying operational aircraft.  From 80,000 feet, it could survey 100,000 square miles of Earth's surface per hour.  On 28 July 1976, an SR-71 set two world records for its class, an absolute speed record of 2,193.167 mph and an absolute altitude record of 85,068.997 feet.  On 21 March 1968, the aircraft on display in the NMUSAF made the first operational SR-71 sortie.  During its career, this aircraft accumulated 2,981 flying hours and flew 942 total sorties (more than any other SR-71), including 257 operational missions, from Beale Air Force Base, California, Palmdale, California, Kadena Air Base, Okinawa, and RAF (Base), Mildenhall, England.  The aircraft was flown to the museum in March 1990.

Lockheed D-21B UAV, C/N 535.

 (USAF Photo)

 (NMUSAF Photos)

Lockheed U-2A Dragon Lady (Serial No. 56-6722), C/N 389.  The aircraft on display in the NMUSAF is the last U-2A built.  During the 1960s, it made 285 flights to gather data on high-altitude, clear-air turbulence and in the 1970s it flight tested reconnaissance systems.  Delivered to the museum in May 1980, it is painted as a typical reconnaissance U-2.

Lockheed AC-130A Spectre (Serial No. 54-1626), C/N 182-3013.

 (NMUSAF Photos)

Lockheed AC-130A Spectre (Serial No. 54-1630), C/N 182-3017.  Named Azrael for the angel of death in Islam who severs the soul from the body.  This aircraft figured prominently in the closing hours of Operation Desert Storm.  On 26 February 1991, Coalition ground forces were driving the Iraqi Army out of Kuwait. With an Air Force Reserve crew called to active duty, Azrael was sent to the Al Jahra highway (Highway 80) between Kuwait City and Basra, Iraq, to intercept the convoys of tanks, trucks, buses, and cars fleeing the battle.  Facing SA-6 and SA-8 surface-to-air missiles and 37 mm and 57 mm radar-guided anti-aircraft artillery the crew attacked and destroyed or disabled most of the convoys. Azrael was also assigned to the 919th Special Operations Wing and retired to the NMUSAF in October 1995.

Lockheed C-130E Hercules (Serial No. 62-1787), C/N 382-3732.

 (Dsdugan Photo)

Lockheed VC-140B Jet Star (Serial No. 61-2492), C/N 5031.

 (NMUSAF Photo)

Lockheed C-141C Starlifter (Serial No. 66-0177), C/N 300-6203, "Hanoi Taxi".

 (NMUSAF Photo)

Lockheed YF-117A Nighthawk (Serial No. 79-10781), ED, C/N A.4006.  The aircraft on display in the NMUSAF is the second F-117A built and was specially modified for systems testing.  The USAF retired it to the museum in 1991 after its test program was completed.  It is marked as it appeared during tests conducted for the Air Force Systems Command between 1981 and 1991. 

Lockheed YF-22A Raptor (Serial No. 87-0700).  This aircraft was transferred to the Air Force Flight Test Center Museum at Edwards AFB, California.

 (NMUSAF Photo)

Lockheed Martin F-22A Raptor (Serial No. 91-4003), FF, C/N 645-4003.