Warplanes of the USA: California, Irvine, Flying Leatherneck Aviation Museum

California Warplanes, Irvine, Flying Leatherneck Aviation Museum

Irvine, Flying Leatherneck Aviation Museum, Flying Leatherneck Historical Foundation, T2002 Anderson Ave, Marine Corps Air Station Miramar, 92145-0316.  This Museum closed in March 2021. It moved to Irvine, California and may reopen in 2026.

(Author Photos)

AAI RQ-2 Pioneer UAV, "Cutter".

(Author Photo)

Beechcraft T-34 Mentor (BuNo. 140688).

The aircraft on display was the 22nd T-34B built. On August 10, 1955 it was accepted by the Navy and served with VT-1 at Saufley Field near NAS Pensacola. In 1964 it was transferred to NAS Glynco, GA, and spent two years there as a station aircraft. It returned to Saufley Field and VT-1 and trained aspiring Naval Aviators for twelve more years. In April 1976 it was sent to the Flying Club at NAS Corpus Christi. In 1980 it was moved to the Camp Pendleton Flying Club and then ended its flying career with North Island Flying Club. This aircraft is on loan from the National Naval Aviation Museum. (FLAM)

Bell HTL-6/TH-13M Sioux Helicopter (Serial No. 64-15338), painted as USMC (BuNo. 142394), in storage.

(FLAM Photo)

Bell OH-13G Sioux Helicopter (Serial No. 52-7873), in storage/boneyard.

hanks to the opening credits of the long-running television series “M*A*S*H,” a helicopter delivering wounded men to a field hospital remains one of the most enduring images of the Korean conflict. The aircraft featured on that show was a Bell Model-47, the same type flown by the Marines under the designation HTL and by the Army and Air Force as the H-13.The Model-47 first flew in 1946, was granted the first ever U.S. commercial helicopter license in 1947, and remained in production for almost 30 years. Military versions saw extensive service in both Korea and Vietnam, and several generations of naval aviation helicopter pilots learned to fly using HTLs. Early model HTL-2 trainers used at Lakehurst Naval Air Station, New Jersey, mounted wheels instead of skids and were covered in fabric when the first Marine trainees learned to fly rotary-wing aircraft. The Chief of Naval Operations designated the HTL as the prospective observation helicopter in 1949. The press of combat operations in Korea, particularly the need for a more suitable aerial medical evacuation platform than the HO3S, led to a massive influx of HTL-4s to Marine Observation Squadron 6 at the end of 1950.The unique technical feature of all Bell helicopters was a two-bladed rotor and stabilizer system that reduced flying weight without harming performance, and the unique visual feature of the HTL was its clear Plexiglas “goldfish bowl” cabin canopy that allowed all-round vision. The HTL-4’s squat configuration and skids allowed it to land in rough terrain while the inclusion of two exterior stretcher pods made it the preferred aircraft for field evacuations of seriously wounded men. Unfortunately, it had an unreliable engine and a notoriously weak electrical system that together required inordinate maintenance time while its limited fuel supply severely reduced the helicopter’s combat radius.Several generations of naval aviators learned to fly using HTL trainers, and the Bureau of Aeronautics eventually purchased more than 200 HTLs, the last of which were still regularly flying more than two decades after the first one took to the air. Advanced versions of the HTL developed into the UH-1 Huey and AH-1 Cobra, the utility and attack helicopters that arm today’s Fleet Marine Forces. (FLAM)

(Author Photo)

Bell UH-1N Iroquois Helicopter (Serial No. 159198).

UH-1N (BuNo 159198) was accepted by the U.S. Marine Corps on July 18, 1974 and sent to HMX-1 at MCAF Quantico, VA as a weapons systems evaluator. In April 1982 it was sent to HMT-303 at MCAS Camp Pendleton (where it served with our AH-1J SeaCobra) to train new Huey pilots and crew. It later served with HMLA-169 and HMLA-367 before being retired on April 26, 2010. (FLAM)

Bell TH-1L/UH-1L Iroquois Helicopter (Serial No. 157824), in storage/boneyard.

(Author Photo)

Bell 214ST Super Transport Iroquois Helicopter (Serial No. 5722), c/n 28166, captured from the Iraqi Armed Forces during Operation DESERT STORM.

This particular 214ST had been purchased by the Iraqi government sometime in the 1980s and was in the service of the Iraqi military at the time of Desert Storm. On the morning of February 27, 1991, elements of the First Marine Division entered and began clearing Kuwait International Airport. In the midst of burned out aircraft hulks and vandalized buildings stood a pristine Bell 214ST helicopter in Iraqi markings. Marines of the First Division immediately laid claim to this “war prize,” and arranged to have it shipped back to the US. The aircraft was given to the Third Marine Aircraft Wing (3rd MAW), then based at MCAS El Toro, as a token of appreciation for their outstanding support during Desert Storm. This Bell 214ST had 750 hours on the airframe when it was captured and is currently valued at over $2.5 million. The aircraft is on loan from the National Museum of the Marine Corps. (FLAM)

(Author Photo)

Bell AH-1J Cobra Helicopter (BuNo. 157784).

Bell AH-1J (BuNo. 157784) was the 28th SeaCobra built. It was accepted by the Marine Corps on October 31, 1970 and assigned to HMA-369 at MCAS Futenma, Okinawa. In May 1972 ‘784 was attached to USS Denver (LPD 9) and USS Dubuque (LPD 8) for Operation MARHUK. In July 1973 it was assigned to augment HMM-164 aboard USS New Orleans (LPH 11) and participated in Operation End Sweep – the removal of mines in North Vietnamese waters. In November it was attached to HMH-462 at MCAS Futenma to support their heavy lift operations. In June, 1974 ‘784 returned to USS Dubuque for further operations off the coast of North Vietnam. After a maintenance period at NAS Atsugi, it was attached to HMM-165 (along with our CH-46) operating out of MCAS Futenma. In January 1977, it was transferred to MCB Camp Pendleton and the “Vipers” of HMA-169, replacing their aging AH-1G’s originally borrowed from the US Army in 1969. In August 1978, ‘784 was attached to HMM-165 (and reunited with our CH-46 again) aboard USS Okinawa (LPH 3). In April 1979 it returned to HMA-369, then after a brief stop at H&MS 39 to repair damage, it was transferred to HMT-303 Atlas, a west coast fleet training squadron (where it served with our UH-1N). It lastly served with the “Coyotes” of HMLA-775 and in 1993, after reaching 4,398 airframe hours ’784 was stricken from active inventory and was assigned to the Flying Leatherneck Aviation Museum. This aircraft is on loan from the National Museum of the Marine Corps. (FLAM)

(USMC Photo)

(Author Photo)

Boeing Vertol CH-46E Sea Knight Helicopter (BuNo. 154803), "Lady Ace".

The CH-46D on display (BuNo 154803) was accepted by the USMC on February 19, 1968 and assigned to HMM-263 at MCAF Santa Ana, CA. The “Thunder Chickens” joined MAG-36 at Phu Bai Combat Base in January 1969 and remained there until April 1971 when it was transferred to the “White Knights” of HMM-165. Operating off USS Tripoli (LPH 10), they operated as part of the Special Landing Force in support of activities in the Republic of Vietnam. It then transferred to HMM-164 “Flying Death” flying combat support and search and rescue operations off the coast of Vietnam. In April 1972 HMM-164 deployed aboard the USS Okinawa (LPH 3) where it continued to provide Joint Service combat support in Operation Song Than and Operation Lam Son 719 until returning to MCAS Futenma in 1973. In July ‘819 transferred back to HMM-165 aboard USS Okinawa. At the end of April 1975, the helicopters of HMM-165 played a key role in the evacuation of Saigon, Operation Frequent Wind. At 0500 on 30 April 1975, under direct orders from President Gerald Ford, the crew of Lady Ace 09 (our aircraft) evacuated U.S. Ambassador Graham Martin from the US Embassy, Saigon, prior to the Fall of Saigon. In November 1977, the White Knights moved to Marine Corps Air Station Kaneohe Bay, Hawaii where they were reassigned to MAG 24. In December 1979 at a time of high international tension arising from the Iran hostage crisis and the Soviet invasion of Afghanistan, HMM-165 deployed to the Arabian Sea with the 31st Marine Amphibious Unit (31st MAU) aboard the USS Okinawa. In 1981, HMM-165 was again deployed to the Western Pacific and Arabian Sea with the 31st MAU on board the USS Belleau Wood (LHA 3). While deployed HMM-165 performed humanitarian work assisting the government of Sri Lanka. Following this deployment, ‘803 briefly joined the U.S. Navy, flying with HC-3 “Pack Rats” out of NAS North Island. In May 1982 ‘803 went into Naval Air Rework Facility, Cherry Point to be upgraded to the CH-46F model. Upgrade complete, it joined the Marine Corps Reserve’s HMM-764 at MCAS El Toro. When the base was closed in 1999, HMM-764 relocated to Joint Reserve Base, Edwards AFB, CA. In 2001 it was transferred to HMM-774 at NAS Norfolk. In July 2004, the squadron was mobilized and deployed to Al Asad, Iraq in support of Operation Iraqi Freedom until it was demobilized in July 2006 and this aircraft was retired from service. (FLAM)

(FLAM Photo)

Consolidated/Stinson OY-1 Sentinel (Serial No. 14198).

The OY-1 was originally built by the Stinson Division of Consolidated Váltee as the commercial Model 105 "Voyager". Following the outbreak of war, the "Voyager" was redesigned to meet the role of a military liaison aircraft. Originally produced for the US Army Air Force and renamed ""Sentinel"", the L-5 is a single-engine, two-place, high-wing design, with a fabric covered aluminum and wood frame. The L-5 was used for general liaison, light transport, artillery spotting and medical evacuation.The Marine Corps acquired 306 L-5s and designated them as the OY-1. The first aircraft was delivered on January 11, 1943, with deliveries continuing through August 1945. In early 1944, four artillery spotting squadrons were reorganized into Marine Observation Squadrons (VMOs) 1 through 4, each to serve with a Marine combat division. VMOs 2 and 4 were first to participate in a major island invasion, flown ashore from escort carriers (CVE) on D-day plus 2 onto Saipan in June 1944.Through the remainder of the Pacific island campaigns, OY-1s were at the heart of the battles. In preparation for the Iwo Jima invasion, VMOs 4 and 5 experimented with launches from tank landing ships (LST) using a device called the Brodie gear, but aircraft losses due to ship rolling and other difficulties terminated this experiment.The use of OY-1's for casualty evacuation was a high priority. Army experience had previously recognized this use so subsequent models of the L-5 (B through G) had a boxy rear fuselage and revised rear cabin door, accommodating a stretcher patient aft of the cabin. Regardless of the Army model, all Marine Corps aircraft were designated OY-1s. V-J Day saw the OYs continue to operate with Marine ground troops as they took up their occupation duties in Japan and postwar activities in Guam and China, After WWII, the OY-1 served with distinction in the Korean War and continued in active service with the USMC until at least November 1954.This aircraft is on loan from the National Museum of the Marine Corps. (FLAM)

(FLAM Photo)

Douglas R4D-8/C-117D Skytrain (Serial No. 50835), PX display, VMJ 352 Iwakuni MCAS.

Emerging from the blueprint of the Douglas DC-4, a prominent civilian airliner crafted by the Douglas Aircraft Company in the 1940s, the R4D-8 Super Gooney was a revelation in military aviation. This aircraft, initially loved in commercial circles for its sturdy design, caught the eye of the U.S. Navy. The naval force, realizing its potential, adapted the DC-4, resulting in the birth of the R4D-8. Specifically tailored for military imperatives, this incarnation was equipped with superior engines and other modifications, making it apt for reconnaissance, transport, and logistic missions.Its true mettle was put to the test during the demanding days of the Korean War between 1950-1953. The R4D-8 was indispensable, playing a pivotal role in transporting troops and essential supplies, thereby strengthening the position of U.S. and United Nations forces on the Korean Peninsula. Notably, its significance wasn't restricted to the Navy alone. The United States Marine Corps (USMC) heavily relied on the R4D-8. For the Marines, this aircraft was more than just a transport vehicle—it represented agility, swift response, and the ability to operate in challenging terrains, crucial attributes for the USMC's expeditionary nature and rapid deployment philosophy.With time and advancements in aviation technology, the R4D-8 underwent a transformation, re-emerging as the C-117. This new guise saw it sustain its essential role as a reliable transport and cargo aircraft. However, as newer jet-powered marvels like the Lockheed C-130 Hercules came to the forefront, the sun began to set on the C-117’s operational days.Yet, the legacy of the R4D-8 Super Gooney, coupled with its successor the C-117, remains indelible. For the U.S. military, especially the Marine Corps, it wasn't just an aircraft—it was a symbol of reliability, tenacity, and adaptability, virtues that echoed the very ethos of the Marines. The chronicles of its service, marked by its significant contributions during both war and peace, solidify its esteemed position in military aviation history.

Douglas R5D-2Z/C-54P Skymaster (Serial No. 090392), QF, PX display, Reg. No. N74813.

Douglas A-4B Skyhawk (BuNo. 142879), in storage/boneyard.

(Jerry Gunner Photo)

(Author Photo)

Douglas A-4C/A4D-2N Skyhawk (BuNo. 148492), c/n 12645, WP 8492, 12, USMC.

A-4C Bureau Number 148492 was accepted by the U.S. Navy on April 12, 1961, and assigned to Navy Attack Squadron 192 (VA-192) “Golden Dragons” just prior to its deployment aboard USS Bon Homme Richard (CVA-31). In January 1963 it deployed again for the Western Pacific with VA-55 “Warhorses” on the USS Ticonderoga (CV-14). During the deployment, USS Ticonderoga was rerouted to the South China Sea following several defeats of neutralist forces by the Communists in Laos. After a ceasefire agreement was arranged, the ship resumed normal Seventh Fleet operations. It returned to NAS Lemoore for service with VA-125 in the fleet training of A-4C pilots. In May 1968 ‘492 was loaned to VA-873 at NAS Alameda after it was called up to active status following the capture of the USS Pueblo by a North Korean patrol boat. A few months later it returned to VA-125 when VA-873 returned to reserve status. In October 1968 it entered a depot maintenance period at NAS Jacksonville. Once repairs were completed, it was sent to VA-44, the East Coast fleet training squadron at NAS Cecil Field FL. In November 1970 it was flown across town to NAS Jacksonville for service with the Marine Air Reserve Training Detachment (MARTD). In 1971, it was transferred to MARTD MCAS El Toro, where it retired on October 7, 1974 with 1,438 airframe hours. It has been restored with the markings of VMA-214, circa 1965. (FLAM)

(Jerry Gunner Photo)

(Author Photo)

Douglas A-4F Skyhawk (BuNo. 154204), c/n 13661, MF-111, VMA-134, USMC.

A-4F (BuNo 154204) was accepted by the Navy’s VA-23 “Black Knights” in August 1967 and joined the squadron aboard USS Ticonderoga (CV 13) on Yankee Station as a replacement aircraft. In February 1968 ‘204 remained on Yankee Station when it was transferred to the “Blue Blazers” of VA-93 aboard the USS Bonhomme Richard (CV 31) where it conducted missions supporting the U.S. Marines at the battle of Khe Sanh. On May 28, 1968 it was sent to the Fleet Air West Repair Facility (FAWPRA) at NAS Atsugi for major repairs. After the repairs were completed it was moved to the Combat Operational Support Activity (COSA) at NAS Atsugi for reassignment. It was picked up by the “Blue Tail Flies” of VA-153 aboard the USS Coral Sea (CV 43) on their way back to the states. Upon its return to NAS Lemoore it was transferred to the “Rampant Raiders” of VA-212 and returned to Vietnam aboard the USS Hancock (CV 19) in August 1969.After a successful deployment it joined VA-127 “Royal Blues” where it to provided advanced all-weather jet instrument training for fleet replacement pilots and refresher training for light jet attack pilots. During its 5 year stint with VA-127 it was briefly loaned to VX-4 at NAS Pt. Mugu to conduct guided missile testing.It returned to combat duty with VA-55 “Warhorses” and back aboard the USS Hancock for its last Vietnam deployment where it participated in Operations Frequent Wind, Eagle Pull and Blue Sky. When the USS Hancock returned to Naval Station Alameda, California, ‘204 stayed on base and was transferred to the Marine Corps Reserve’s “Dragons” of VMA-133 (MAG 42) at NAS Alameda. It remained with the Dragons for 14 years until October 1989 when it was transferred to the Naval Reserve and VFC-13 “Saints” as an adversary aircraft providing Dissimilar Air Combat Training (DACT) at NAS Miramar. It was here that its characteristic avionics “hump” was removed. In 1991 it was removed from service and placed on display at the museum at MCAS El Tr. This aircraft is on loan from the National Museum of the Marine Corps. (FLAM)

 (Cdydatzigs Photo)

Douglas A-4M Skyhawk II (BuNo. 160264), c/n 14607, QP-00, USMC.  Last A-4 produced.

The aircraft on display was the last of 2,960 A-4s built. Initially delivered to the “Bumblebees” of VMA-331 in March 1979, it was reassigned to Naval Weapons Center, China Lake for missile testing. It was returned to the Marine Corps with VMA-223 “Bulldogs” in December of that year. One of only two A-4s wired to carry and deliver AGM-65E Maverick missiles, it was sent to the “Vampires” of Air Development Squadron 5 (VX-5) at NAF China Lake in October 1981. In September 1983 it was transferred to Naval Air Test Center in Patuxent River, MD. It returned to China Lake, participating in various test programs until February 1991. In March 1991 it was returned to the USMC with the “Whistling Death” of VMA-124 at NAS Memphis until retired from service and assigned to this museum in 1994. This aircraft is on loan from the National Museum of the Marine Corps. (FLAM)

(Curimedia Photo)

McDonnell-Douglas TA-4J Skyhawk (BuNo. 158467), c/n 14272, A-374, TM.

The TA-4J on display entered Naval service on May 18th, 1972 with the VT-7 “Eagles” at NAS Meridian, MS, where student aviators completed their advance jet training. In July 1992 it was on a cross-country training flight leaving MCAS El Toro when it ran off the end of the runway and into a strawberry patch after an aborted takeoff. It came to a stop with its nose buried in the ground approximately 200 yards past the end of runway Seven Left. The two aircrew, a student and instructor pilot, walked away from the incident unharmed. The aircraft however was determined to be beyond economical repair and assigned to the Flying Leatherneck Aviation Museum which at the time was at MCAS El Toro. This aircraft is on loan from the National Museum of the Marine Corps and is painted in the colors of H&MS-11 which flew the TA-4F as a FastFAC in Vietnam. (FLAM)

(Author Photo)

Douglas F3D-2Q Skyknight (BuNo. 124630), c/n 7500, WF-23, USMC. Being refurbished in Irvine, California.

124630 was the 36th F3D-2 to be built at Douglas Aircraft Corporation’s El Segundo plant. It was accepted by the Navy on March 21, 1952 and delivered to the Marine Corps at MCAS El Toro, CA. It spent two years with Marine Night Fighter Squadron 542 (VMF(N)-542) where the Tigers used the Skyknight to train pilots and Radar Operators for duty with VMF(N)-513 in Korea. On April 7, 1954 ‘630 entered a seven-month overhaul period at NAS North Island before being shipped to Fleet All Weather Training Unit Pacific at NAS Barbers Point, Territory of Hawaii. FALLWEATRAPAC trained U.S. Navy aircrew’s night fighter tactics. In April 1955 it transferred with the unit to NAS North Island, San Diego. On May 2, 1958 Fleet All Weather Training Unit Pacific was re-designated Fighter Squadron (All Weather) THREE (VF(AW)-3), the only U.S. Navy fighter unit assigned to the North American Air Defense Command (NORAD) to defend the southwest Pacific coast against enemy aircraft. On October 28, 1959 VF(AW)-3 completed its transition to the F4D Skyray and ‘630 was placed in storage at Litchfield Park, AZ. It was brought out of storage and on December 10, 1960 it began service with the Naval Combat Information Center Officer School at NAS Glynco, GA as a training aircraft. In November 1963 it was sent to the Research, Development, Test & Evaluation unit at NAF China Lake, CA where an A-4E nose was bolted on to develop the AGM-45 Shrike missile system. On February 28,1968 124630 was stricken from the inventory. It was then loaned to Raytheon and the U.S. Army as one of three Skyknights to support Patriot missile testing at White Sands, NM. In June 1987 the remaining two Skynights departed New Mexico, one heading west to MCAS El Toro (this aircraft), and the other east to NAS Pensacola and the National Museum of Naval Aviation. (FLAM)

Douglas F-6 Skyray (BuNo. 134875).

(Author Photos)

Douglas F4D Skyray (BuNo. 139177).

F4D-1 (BuNo 139177) was accepted at Douglas Aircraft’s El Segundo Plant on October 7, 1958. It was flown to NAS Alameda where it was placed on a ship to supplement Marine Fighter Squadron (All Weather) – ONE ONE FIVE (VMF(AW)-115) which was supporting the Formosa Straits Crisis. VMF(AW)-115 along with other MAG-11 units flew missions out of Pingtun North airfield in Taiwan. Once the crisis died down, MAG-11 returned to NAS Atsugi and ‘177 was transferred to the Navy’s VF-141 aboard the USS Ranger (CV-61) during its first WESTPAC cruise. Prior to USS Ranger’s return to Alameda, ‘117 was flown off to NAS Atsugi where it then joined VF-213 aboard USS Lexington (CV-16) for its WESTPAC cruise. It returned with USS Lexington to NAS North Island in December 1959. On February 18, 1960 it was transferred back to the Marine Corps and VMF(AW)-314 where it returned to NAS Atsugi. In September 1960 it was sent to VMF(AW)-513 at MCAS El Toro where it made several deployments to NAS Atsugi with ‘513 and VMF(AW)-542. On June 25, 1963 ‘177 was placed in storage at NAF Litchfield Park, Arizona. It was pulled out of storage on April 2, 1965 and returned to service with Naval Air Test Center’s Research, Test, Development and Evaluation lab at NAS Patuxent River, Maryland. On May 1, 1966 it moved over to the Naval Test Pilot School where it remained until it was struck off charge on November 25, 1969 with 1,744 total airframe hours. It was displayed at the USMC Air/Ground Museum at Quantico, VA in February 1970 before moving to the Flying Leatherneck Aviation Museum. This aircraft is on loan from the National Museum of the Marine Corps. (FLAM)

(FLAM Photo)

Fairchild R4Q-2 Packet (BuNo. 131708) USMC.

The R4Q-2 Packet, designed and manufactured by Fairchild Aircraft, holds a significant place in the history of the United States Marine Corps (USMC). Introduced during the 1950s, the R4Q-2 Packet was a versatile transport aircraft that played a crucial role in the Marine Corps' logistical operations and troop movements. Derived from the C-119 Flying Boxcar, the R4Q-2 Packet possessed enhanced capabilities that made it well-suited for tactical and strategic airlift missions. Its large cargo hold and capacity to carry heavy equipment made it invaluable for transporting troops, supplies, and vehicles to various locations, particularly in challenging and remote terrains. The Packet's ability to operate from unprepared or austere airstrips further amplified its utility, enabling the USMC to extend its reach and mobility.The aircraft's significance to the USMC lay in its pivotal role in supporting military operations, disaster relief efforts, and humanitarian missions. During conflicts such as the Korean War and the Vietnam War, the R4Q-2 Packet played a vital role in delivering troops and supplies to the frontlines, sustaining the Marine Corps' operational effectiveness. Furthermore, its involvement in rescue missions and medical evacuations showcased its adaptability in responding to diverse situations. Beyond combat operations, the Packet's contribution to disaster relief efforts, including delivering aid and supplies to disaster-stricken areas, underscored its versatility and commitment to service.In essence, the R4Q-2 Packet stands as a testament to the enduring partnership between Fairchild Aircraft and the United States Marine Corps. Its robust performance in a variety of missions, ranging from military campaigns to humanitarian endeavors, solidified its status as an essential asset for the USMC. The aircraft's legacy continues to remind us of the critical role that reliable and adaptable transport platforms play in maintaining military readiness and safeguarding the well-being of individuals, both in times of conflict and during times of need. (FLAM)

(Author Photo)

Grumman (Eastern) TBM-3E Avenger (BuNo. 53726).

TBM-3E (BuNo 53726) was accepted by the U.S. Navy on June 16, 1945. On June 1, 1946 it was assigned to the aircraft pool at NAS San Diego CA. In September 1946 it was transferred to the island of Oahu, Territory of Hawaii, and assigned to the aircraft pool at NAS Ford Island, and then NAS Barbers Point. After an overhaul period in San Diego it was assigned to NAS Norfolk and then the Naval Aviation Reserve Training Unit (NARTU) at NAF Anacostia, Washington DC. In late 1949 it was refurbished at NAS Corpus Christi, TX. It spent the next two years in storage at Litchfield Park, AZ. It was pulled out of storage to support the surge in pilot training during the Korean War. In 1952 it served at the NARTU at NAS Birmingham, AL before heading to Carrier Qualification Training Unit FOUR (CQTU-4) and Basic Training Unit THREE (BTU-3) at Naval Air Auxiliary Field Barin Field, AL. In 1954 this aircraft returned to Litchfield Park for storage and was stricken from Navy inventory in April 1962. It was purchased by Marsh Aviation in 1963 and converted to an air tanker. In 1965 it was sold to Reeder Aviation and was used for the Spruce Budworm aerial spray program in Newfoundland and New Brunswick Canada. In 1987 this aircraft was purchased by Northwest Warbirds Inc. in Twin Falls, Idaho. In 1988 it was purchased by the National Museum of the Marine Corps and displayed at MCAS El Toro. In 1999 it moved to its current location at MCAS Miramar. It is painted in the colors of VMBT-132 when in July 1945 it was deployed in the escort carrier USS Cape Gloucester (CVE-109) and participated in the battle of Okinawa. (FLAM)

(Jerry Gunner Photo)

(Author Photo)

Grumman F9F-2 Panther (BuNo. 123652).

The F9F-2 Panther on display was delivered to the US Navy on October 20, 1950. It was first assigned to Fighter Squadron 721 (VF-721) aboard the aircraft carrier USS Boxer where it saw service in the skies over Korea. It later served with VF-821, VF-51, and Naval Training Units at Naval Air Stations Glenview, Kingsville, Memphis, Corpus Christi, Sherman Field, and Jacksonville. It was retired in 1956 with 1,575 airframe hours. It is painted as a VMF-311 aircraft flown by Captain W.A. Bloomer, who years later as Brigadier General Bloomer, Commander Marine Corps Air Bases West, and was instrumental in helping establish the Flying Leatherneck Aviation Museum. (FLAM)

(Cdydatzigs Photo)

(Jerry Gunner Photo)

(Author Photo)

Grumman F9F-8P Cougar (BuNo. 141722).

The F9F-8P Panther on display is one of 110 photo-reconnaissance variants produced in the 1950s. It has a longer nose to accommodate the modification which included elimination of the guns and related equipment and incorporation of photographic equipment and an automatic pilot. Its systems allow it to perform reconnaissance and mapping operations both during the day and at night. At the end of its service life in 1960, it was replaced by the F8U-1P (RF-8), which is also on display at this museum.F9F-8P 141722 was delivered to the Marine Corps on August 21, 1956 and assigned to Marine Composite Reconnaissance Squadron 3 (VMCJ-3). It served its entire service life with that squadron at MCAS El Toro, CA and MCAS Iwakuni, Japan. In October 1959, after accumulating 1,196 hours it was stored with the Bureau of Naval Weapons at NAS Alameda. It was struck from service on May 19, 1960. This aircraft is on loan from the National Museum of the Marine Corps. (FLAM)

(Curimedia Photo)

(Author Photo)

Grumman A-6E Intruder (BuNo. 154170), c/n I-305, DT-05.

A-6A (Bureau Number 154170 was accepted by the Navy in March 1968 and sent to the Naval Weapons Evaluation Facility (NWEF) at Kirtland AFB, NM. It was here that the Navy tested and certified all nuclear capable fighter and attack aircraft. Following ordnance related accidents aboard USS Oriskany in 1966 and USS Forrestal in 1967, NWEF also applied their protocols to conventional weapons handling for all Navy aircraft. After a short stay in New Mexico, ‘170 continued west and joined the Golden Intruders of VA-128, the west coast A-6 Fleet Replacement Squadron at NAS Whidbey Island. After two years of training Pilots and Bombardier Navigators (BNs) for the fleet, it joined the Eagles of VA-115. It left for Vietnam on April 16, 1971 aboard USS Midway (CV-41) for single carrier operations on Yankee Station. Immediately after its return from deployment ‘170 returned to VA-128 and spent another 3 1/2 years training aircrews for the fleet. In June 1975 it was sent back to the Grumman factory to be upgraded to the A-6E variant. It returned to VA-128 in October 1976 where it spent a year before being transferred to the Main Battery of VA-196, also at NAS Whidbey Island. While with VA-196 it made 3 WESTPAC deployments with Carrier Air Wing (CVW)-14, two aboard USS Enterprise (CVN-65) and one aboard USS Coral Sea (CV-43). Following a depot period back at the Grumman factory, ‘170 returned in 1983 to the west coast as a test aircraft. Its first stop was the Pacific Missile Test Center at NAS Point Mugu. It was there for 2 years before heading to NAF China Lake and the Vampires of VX-5 and the Naval Air Warfare Center Weapons Division, where it was used to develop and evaluate tactics and techniques for airborne weapons delivery. It was retired in 1996 and flown to the Flying Leatherneck Aviation Museum at MCAS El Toro. This aircraft is on loan from the National Museum of the Marine Corps. (FLAM)

(Author Photos)

Hawker Siddley AV-8C Harrier (BuNo. 158387).

Israel Aircraft Industries RQ-2B Pioneer.

Kaman UH-43D Huskie Helicopter (BuNo. 139990), 33840, c/n 080-2073, SU-02, in storage.

Lockheed F-80C/TO-1 Sea Star (BuNo. 133840), WL.

In September 1948 TO-1 33840 was accepted by the U.S. Navy at Lockheed's Vega Factory in Burbank, CA, and assigned to the USMC and VMF-311 at MCAS El Toro. In September 1950 '840 was transferred to the U.S. Navy and Jet Transitional Training Unit ONE (JTTU-1) at NAS Whiting Field, FL. During this period, the unit transitioned the U.S. Navy's Flight Demonstration team, ""Blue Angels,"" to jet aircraft. On Aug. 20, 1951, JTTU-1 moved to NAS Kingsville, TX, and was redesignated Advanced Training Unit THREE (ATU-3). Late in 1952, ATU-3 became ATU- 200. In July, 1954 '840 was placed into storage at NAF Litchfield Park. In April 1956, 33840 was stricken after accumulating 1,691 flight hours. In 1958 it went on display at the Cuyahoga County Airport near Cleveland, OH. In 1976 it was sent to the National Naval Aviation Museum in Pensacola, FL, for restoration. 1993 saw '840 return to MCAS El Toro and the Flying Leatherneck Aviation Museum and moved with the Museum in 2000 to its current location here at MCAS Miramar. This aircraft is on loan from the National Museum of the Marine Corps. (FLAM)

(Jerry Gunner Photo

(Author Photos)

McDonnell F2H Banshee (BuNo. 124988).

The Banshee on display was delivered to the U.S. Navy on June 28, 1951, and was assigned to Fleet Aircraft Service Squadron (FASRON-104) at Port Lyautey, Morocco. In June 1952 it was assigned to VF-22 at NAS Jacksonville. In May 1953 it was transferred to VF-172 also based at NAS Jacksonville. In February 1954 it saw service with VF-12 at NAS Cecil Field and deployed with Carrier Group 1 aboard USS Midway (CVA-41) for an around the world cruise. In 1959 it was loaned to Westinghouse Aviation Gas Turbine Div. in Kansas City for engine research and development. This Banshee was retired in 1961 with 1,704 total airframe hours. It is displayed with markings of the “Candystripers” of VMF-122. It is on loan from the National Museum of the Marine Corps. (FLAM)

McDonnell Douglas F-4B-6-MC Phantom II (BuNo. 148373), TM.

McDonnell Douglas F-4B-22-MC Phantom II (BuNo. 152244).

McDonnell Douglas F-4B Phantom II (BuNo. 153110).

(Author Photos)

(Jeff Nelson Photo)

McDonnell Douglas F-4S Phantom II (BuNo. 157246), USMC.

The F-4J on display was delivered to the US Navy on January 10, 1969 and assigned to the “Aardvarks” of Fighter Squadron 114 (VF-114), home based at NAS Miramar, to replace their F-4Bs. The squadron was deployed twice aboard the USS Kitty Hawk (CV 63) to Southeast Asia for combat over Vietnam. After tours with VF-213 “Black Lions” and VF-121 “Pacemakers”, also at Miramar, it was assigned to Marine Fighter Attack Training Squadron 101 (VMFAT-101) at MCAS Yuma where it was used in the training of crews for Fleet Marine Force squadrons.In 1980 it was transferred to MCAS Kaneohe Bay Hawaii and served with the “Death Angels” of Marine Fighter Attack Squadron 235 (VMFA-235) and VMFA-212 “Lancers”. In November of 1983 it was reworked into an F-4S at the Naval Air Rework Facility (NARF) at NAS North Island. It returned to Hawaii and served with VMFA-232 “Red Devils” and finally back to VMFA-235. It was stricken from the inventory in 1986 after 17 years of service and 4,680 flight hours, and transferred to the Museum. It has been restored in the markings of VMFA-134 “Smoke”, a Reserve squadron that flew the Phantom out of MCAS El Toro. This aircraft is on loan from the National Museum of the Marine Corps. (FLAM)

(Tomas Del Coro Photo)

(Jerry Gunner Photo)

McDonnell Douglas RF-4B-22-MC Phantom II (BuNo. 151981), c/n 1012, RF, VMFP3.

The RF-4B Phantom II on display was initially accepted on 15 October 1965 and delivered to VMCJ-3 at MCAS El Toro, spending its entire service with that squadron and its successor, VMFP-3. ‘1981’s career included deployments to MCAS Cherry Point, MCAS Iwakuni and multiple detachments aboard USS Midway (CV-41). It was retired on April 25, 1990 with 5,364 airframe hours and presented to the Command Museum. It is painted in the colors of Marine Tactical Reconnaissance Squadron 3, while based at MCAS El Toro. This aircraft is on loan from the National Museum of the Marine Corps. (FLAM)

(Author Photos)

McDonnell-Douglas F/A-18 Hornet (BuNo. 161749).

This F/A-18A on display (BuNo. 161749), was the 77th Hornet built by McDonnell Douglas. It was accepted by the Marine Corps on August 8th, 1983 and sent to the first USMC Hornet squadron, the “Black Knights” of Marine Fighter Attack Squadron 314 (VMFA-314) at MCAS El Toro, California. On May 22nd 1985 it was sent to the Naval Air Rework Facility (NARF) at NAS North Island for upgrades. On October 26th 1985, it was transferred to VFA-125 “Rough Raiders”, the west coat Navy F/A-18 training squadron. In June 1986 it returned to NARF North Island for more upgrades. Upon leaving the NARF it rejoined VMFA-314 and served there until it was removed from service in 1996 and sent to the Flying Leatherneck Museum. This aircraft is on loan from the National Museum of the Marine Corps. (FLAM)

(Jerry Gunner Photo)

(Author Photo)

McDonnell-Douglas F/A-18A Hornet (BuNo. 163152), SH.

(Curimedia Photo)

(Author Photo)

Mikoyan-Gurevich MiG-15 Fagot (Serial No. 81072).

The MiG-15bis on display is an originally Soviet built and was damaged in combat during the Korean War. It was repaired in China and re-designated a J-1. It was acquired from the Chinese Aviation Museum near Beijing in 1988 and stored at Chino Airport until 1992 It is currently on loan from the National Museum of the Marine Corps. (FLAM)

(Jerry Gunner Photo)

North American SNJ-5 Texan  (Serial No. 90866), WD, VMT-3.

The T-6 Texan “The Pilot Maker” is a single-engine advanced trainer aircraft that was used to train pilots from multiple countries was first launched April 1, 1935. Depending on the country and model the Texan is known by a variety of designations with “The Harvard” being the most popular name outside of the USA. USAAC and USAAF models are designated by SNJ U.S. Navy pilots flew the airplane extensively, under the SNJ designation, the most common of these being the SNJ-4, SNJ-5 and SNJ-6. The US retired the T_6 from active duty by the end of the 1950’s. (FLAM)

(Jerry Gunner Photos)

North American B-25J-30/32-NC Mitchell (Serial No. 44-86727), c/n 108-47481, Reg. No. N92875, in storage pending restoration.

The Museum’s PBJ-1J is originally an USAAF B-25J-30-NC Mitchell, aircraft serial number 44-86727. It was accepted by the Army Air Force (AAF) at the North American Aviation plant in Kansas City in June 1945 and sent to the AAF Training Command Advanced Flying School at Mather Army Air Force Base in Sacramento, CA. At the conclusion of World War II it was placed in storage at Independence Army Air Field, Kansas. It was then moved in 1947 to Pyote AAF, Texas to be cocooned for flyable reserve storage. On November 18, 1951 it was transferred to Air Material Command at Brookley AFB in Mobile, Alabama in preparation for transfer to the Royal Canadian Air Force. It was then flown north to Saskatchewan and the 406 Squadron at RCAF Saskatoon. It then served with the No. 1 Advanced Flying School also at RCAF Station Saskatoon followed by the No. 2 Air Observers School at RCAF Station Winnipeg before being placed in inactive reserve at RCAF Lincoln Park, Alberta. In May 1962, it was sold to Woods Body Shop of Lewistown, Montana then spent the next 16 years with various owners around the United States and performed various jobs, including air tanker and meteorological research. In 1978 it became property of the Marine Corps Museum in Quantico, VA. In 1987 it was loaned to the Flying Leatherneck Aviation Museum. (FLAM)

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Developed in parallel with the Martin B-26 Marauder, the North American B-25 Mitchell was designed to meet a January 1939 Army Air Corps requirement for a five-place medium bomber. In order to speed deliveries, and with a promising design at hand, the Army Air Corps ordered almost 200 of the aircraft ‘off the drawing board’, without first building and testing a prototype.

By war’s end, nearly 10,000 B-25’s Mitchell’s had been built utilizing two different production lines, one in Kansas and the other in California. All branches of the U.S. military, as well as the air forces of most allies, flew the B-25 during World War II. Numerous variants were built and the airframe could be adapted to almost any mission required by the military.

To fulfill a requirement for an aircraft with longer range and hitting power than the single- engine aircraft they were currently using, 706 of the twin-engine Mitchell bombers were procured by the Navy for the U.S. Marine Corps and designated PBJs. The Marines trained a total of 16 bombing squadrons (VMBs), all at MCAS Cherry Point, North Carolina. However, only seven Marine squadrons would eventually operate the PBJ in combat. These were VMB-413, VMB-423, VMB 433, VMB-443, VMB-611, VMB-612, and VMB-613. The first squadron to take them into combat was VMB-413, attacking Rabaul in March 1944, while VMB-612 pioneered the use of radar directed night rocket attacks on shipping off Saipan.

26 PBJs were lost in combat and 19 were lost in operational accidents while in a combat zone.

One of the more successful field modifications performed on the B 25s were conversions to heavily-armed strafers.

The basic concept for the strafer seems to have originated with B-25 units based in Australia. Medium-altitude bombing attacks against Japanese shipping had not been all that successful, since most of the bombs tended to miss their targets. This was due partly to the fact that medium and high-altitude bombing was subject to inherent errors in accuracy due to uncertain winds and to difficulties in sighting, but also due to the fact that ships could often see the bombs coming their way and had enough time to get out of their path. General Kenney (Chief of Army Air Forces Southwest Pacific) felt that the development of skip-bombing techniques would give a much better chance of success. In skip bombing, the pilot approaches the target ship at a speed of 200 mph and at an altitude no higher than 250 feet off the water. Releasing the bomb at that height or lower caused it to skip off the water and slam into the ship just above the waterline, giving a much better chance of a hit than conventional bombing from
medium altitudes. However, this technique required a low-level straight-on approach against intense anti-aircraft fire from heavily armed ships. It was felt that heavy forward-aimed firepower aboard the attacking aircraft was needed to counter this defensive fire.

The Museum’s PBJ-1J is originally an USAAF B-25J-30-NC Mitchell, aircraft serial number 44-86727. It was accepted by the Army Air Force (AAF) at the North American Aviation plant in Kansas City in June 1945 and sent to the AAF Training Command Advanced Flying School at Mather Army Air Force Base in Sacramento, CA. At the conclusion of World War II it was placed in storage at Independence Army Air Field, Kansas. It was then moved in 1947 to Pyote AAF, Texas to be cocooned for flyable reserve storage. On November 18, 1951 it was transferred to Air Material Command at Brookley AFB in Mobile, Alabama in preparation for transfer to the Royal Canadian Air Force. It was then flown north to Saskatchewan and the 406 Squadron at RCAF Saskatoon. It then served with the No. 1 Advanced Flying School also at RCAF Station Saskatoon followed by the No. 2 Air Observers School at RCAF Station Winnipeg before being placed in inactive reserve at RCAF Lincoln Park, Alberta. In May 1962, it was sold to Woods Body Shop of Lewistown, Montana then spent the next 16 years with various owners around the United States and performed various jobs, including air tanker and meteorological research. In 1978 it became property of the Marine Corps Museum in Quantico, VA. In 1987 it was loaned to the Flying Leatherneck Aviation Museum.

(Jerry Gunner Photo)

(Author Photo)

North American FJ-3 Fury (BuNo. 135883), USMC.

(Author Photo)

Northrop F-5E Tiger II (Serial No. 74-1564).

(Author Photo)

Northrop F-5E Tiger II (Serial No. 74-1564).

(Jerry Gunner Photo)

(Author Photo)

North American Rockwell OV-10D Bronco (Serial No. 155494).

OV-10 (BuNo 155494) was accepted by the Marine Corps on January 16th, 1969 and became one of 18 Broncos loaned to the Navy’s Light Attack Squadron (VAL-4) which was established with the mission of conducting surveillance and offensive operations in support of river patrol craft, as well as providing air support for SEALS and combined U.S. Army, Navy and South Vietnamese operations, complementing the operations of HA(L)-3 Hueys.‘494 was based at Binh Thuy Air Base, South Vietnam, for combat operations. On April 10th,1972 VAL-4 was disestablished and it was sent to the Philippines for shipment back to the United States. In September 1972 ‘494 was returned to the Marine Corps and was placed with VMO-2 at Camp Pendleton. In June 1976, it was transferred to the Marine Corps Reserve’s VMO-4 at NAS Atlanta, then MCAS New River. In August 1985 it underwent conversion to the OV-10D standard and returned to VMO-2 at Camp Pendleton. In August 1990, VMO-2 made aviation news by launching six OV-10’s on an unprecedented 10,000 mile journey to Saudi Arabia in support of Operation Desert Shield. Beginning in January 1991 the squadron flew a total of 286 combat missions totaling 900 flight hours during Operation Desert Storm. Missions were flown around the clock for the duration of the conflict, focusing primarily on controlling U.S. and Allied artillery, numerous attack aircraft, and naval gunfire, including spotting for the USS Wisconsin’s first combat firing since the Korean War. The squadron performed these demanding and crucial missions despite being targeted by Iraqi surface-to-air missile gunners over 94 times and while trying to avoid large concentrations of antiaircraft artillery. In May 1991, 494 was loaded onto USS Juneau (LPD 10) with other OV-10s from VMO-2 and VMO-1 bound for San Diego. On May 20th, 1993 VMO-2 was disestablished and four days later was flown to MCAS El Toro and the Flying Leatherneck Aviation Museum. (FLAM)

(Cdydatzigs Photo)

(Jerry Gunner Photo)

Piasecki HUP-2/UH-25B Retriever Helicopter  (BuNo. 128596), 596, “El Toro”, USMC.

he HUP-2 Retriever holds a significant place in the history of the United States Marine Corps (USMC) as a versatile utility helicopter. Developed by Piasecki Helicopter Corporation during the 1950s, the HUP-2 was designed to fulfill various roles such as search and rescue, medical evacuation, and general transport. Its introduction marked a pivotal advancement in the USMC's aviation capabilities, enabling them to extend their operational reach and enhance their effectiveness in a wide range of missions.The HUP-2 Retriever played a crucial role during the Korean War and the early stages of the Vietnam War, where its adaptability and reliability proved invaluable. Serving as a dependable platform for casualty evacuation, the HUP-2 facilitated the rapid and efficient transport of wounded personnel from the frontlines to medical facilities, ultimately saving countless lives. Furthermore, its utility in search and rescue missions allowed the USMC to swiftly respond to downed aircraft and personnel in need of assistance, showcasing its pivotal role in enhancing overall mission success and troop safety.Beyond its military applications, the HUP-2 Retriever also contributed to disaster relief efforts and humanitarian missions. Its ability to access remote or inaccessible locations, coupled with its capacity to transport essential supplies and personnel, made it a vital asset during natural disasters and other emergencies. By bridging the gap between military operations and humanitarian assistance, the HUP-2 demonstrated its versatility and adaptability in serving both the needs of the USMC and the broader civilian population.In conclusion, the HUP-2 Retriever's historical significance to the United States Marine Corps is indisputable. Its multifaceted capabilities as a utility helicopter not only played a crucial role in military operations but also exemplified the USMC's commitment to service and their ability to respond to a variety of challenges. The aircraft's legacy serves as a reminder of the critical role that aviation assets play in modern warfare, disaster response, and humanitarian efforts, showcasing the enduring impact of the HUP-2 Retriever on the USMC's operational effectiveness and legacy of service. (FLAM)

(Jerry Gunner Photo)

Sikorsky CH-19E Chickasaw Helicopter (BuNo. 130252), HRS-3, WW-00, Marines.

HRS-3 BuNo 130252 was accepted by the Marine Corps on March 31, 1953 at the Sikorsky factory in East Hartford, CT. It was flown across the country and joined Marine Helicopter Transport Squadron 163 (HMR-163) at MCAS Santa Ana on April 23, 1953. It was transferred to the “Golden Eagles” of HMR-162 prior to their deployment to the far east, arriving in Japan aboard the USS Bataan (CVL-29) August 19, 1953. It remained in Japan until it was transferred to NAS North Island for refurbishment in August 1956. On January 4, 1957 it was sent to the “Flying Tigers” of Helicopter Transport Squadron (Light) 361 (HMR(L)-361) at MCAS Santa Ana. In February 1958 HMR(L)-361 departed for Bikini Atoll aboard USS Boxer (CVS-21) to support the Operation Hardtack nuclear tests. In September 1958 it was transferred to the “Lucky Red Lions” of HMR(L)-363 at MCAS El Toro. It returned to NAS North Island for rework in May 1959 when HMR(L)-363 transitioned to the HUS (UH-34D). It entered service with the U.S. Navy at NAS Atsugi Japan and in June 1962 was assigned to Helicopter Utility Squadron ONE (HU-1) at NAAS Ream Field in Imperial Beach, CA. In October 1964 it returned to Marine Corps service with Marine Aircraft Maintenance Squadron 17 (MAMS-17) at MCAS Iwakuni, Japan. It returned to the depot at NAS North Island in July 1966 and then transferred to the Air Force Military Aircraft Storage and Disposition Center in Tucson, Arizona where it was stricken from inventory with 3,608 total hours. This aircraft is on loan from the National Museum of the Marine Corps. (FLAM)

(Jerry Gunner Photo)

(Author Photo)

Sikorsky HUS-1/UH-34D Seahorse Helicopter (BuNo. 150219), USMC.

UH-34D (BuNo 150219) was accepted by the Marine Corps on December 21, 1962 at the Sikorsky factory in Stratford, CT and assigned to the Purple Foxes of HMM-364. It was flown across country to its new base at MCAF Santa Ana. In September 1963 it deployed with HMM-364 to MCAS Futenma, Okinawa. In December 1963 it was transferred to the Flying Tigers of HMM-361 where they remained at Futenma until they were sent aboard the USS Valley Forge (LPH-8) for combat operations off Vietnam. ‘219 returned to the Purple Foxes aboard USS Iwo Jima (LPH-2) with continued combat operations off Vietnam. In December of 1964 it was transferred to the Ridge Runners of HMM-163 and returned to MCAS Futenma. It went in for maintenance at the depot at NAS Atsugi, Japan. After a short stay with Headquarters and Maintenance Squadron 16 back at MCAS Futenma, ‘219 was sent to Danang, Vietnam for duty with HMM-162 (Golden Eagles), HMM-365 (Blue Knights), and HMM-161 (Greyhawks). In December 1966 it moved to Marble Mountain Air Facility near Da Nang with the Flying Tigers of HMM-361 and the Thunder Chickens of HMM-263. After another maintenance period in NAS Atsugi it joined the Lucky Red Lions of HMM-363 in December 1967 aboard USS Okinawa (LPH-3). HMM-363 then deployed to Phu Bai, Vietnam in May 1968. ‘219 stayed on in Phu Bai with the Ugly Angels of HMM-362. The squadron would fly the last combat missions of the UH-34 “Huss” and on August 18, 1969 they held a ceremony at Phu Bai marking the end of its combat role. ‘219 was then flown to Da Nang to be shipped back to NAS Alameda where it was stored then stricken from inventory in February 1972. In 6 ½ years it flew with 12 squadrons totaling 4,124 hours, almost all in combat conditions. (FLAM)

(Author Photos)

Sikorsky CH-53A Sea Stallion (BuNo. 153304).

CH-53A Bureau Number 153304 was the seventy fifth Sea Stallion built by Sikorsky Aircraft.It was accepted by the Marine Corps on January 31, 1967 and delivered to the "Flying Tigers" of Marine Heavy Helicopter Squadron 361 (HMM-361) at MCAS New River, NC. Once HMM-361 finished its transition from the UH-34D to the CH-53A they were deployed back to Vietnam with Marine Aircraft Group 36 at Phu Bai Combat Base in 1969. They returned stateside in 1970 and relocated to MCAS Santa Ana, CA. For the next two decades this aircraft served at various times with HMH-361, HMH-363, HMH-462, and HIMT-301 at the now named MCAS Tustin, CA. It was preserved at Tustin then came to the Flying Leatherneck Aviation Museum at MCAS El Toro. This aircraft is on loan from.the National Museum of the Marine Corps. (FLAM)

Stinson O-62 Sentinel, in storage.

(Author Photo)

Vought F4U-5P Corsair (BuNo. 122189).

F4U-5N (BuNo 122189) was delivered to the U.S. Navy on November 8, 1948 and was assigned to Composite Squadron FOUR (VC-4) at NAS Atlantic City. After undergoing 8 months of upgrades at NAS Jacksonville and NAS San Diego, it was transferred to VC-3 at NAS Moffett Field, CA on May 1st, 1952. One month later it was one of four aircraft assigned to VC-3 Unit 1 and attached to Air Task Group Two (ATG-2) aboard USS Essex (CV-9) for its second combat cruise in Korea. Once on station its primary mission was “Night Heckling”, striking convoys, trains and other targets of opportunity In November 1954 it returned to VC-4 and deployed aboard USS Antietam (CV-36) in April 1955. On November 30, 1955 122189 was retired and stored at NAS Quonset Point, RI. It was stricken on April 27, 1956 having accumulated 1,392 total flight hours in 55 months. It was acquired by the USMC museum system in 1975 and is displayed with the 1952 markings of the “Flying Nightmares” of VMF(N)-513. (FLAM)

(Jerry Gunner Photo)

(Author Photo)

Vought F-8U-1P (RF-8G) Crusader (BuNo. 150920).

F-8E BuNo 150920 was accepted by the U.S. Navy on July 16th1964 and delivered to “The Hunters” of VF-162 at NAS Miramar. On April 5, 1965 it set sail for Vietnam aboard USS Oriskany (CVA-34) and returned to NAS Miramar on December 16 th ,1965. On May 26th, 1966 it deployed again to Vietnam with VF-162 aboard the Oriskany. Its deployment was cut short on August 2nd , 1966 when it was off-loaded at NAS Atsugi, Japan for major repairs. The repairs were completed near the end of October 1966 and it was transferred to the Combat Operational Support Activity (COSA) Atsugi awaiting a new assignment. On January 3 rd , 1967 it was sent to the “Satan’s Kittens” aboard USS Ticonderoga (CV-14) as a replacement aircraft and again sailed to waters off Vietnam to fly combat missions against North Vietnam. When the Ticonderoga returned to San Diego on May 29,1967 ‘920 was offloaded and transferred to the Naval Air Rework Facility (NARF) North Island. In October 1967 it was sent back to the Vought factory in Dallas for upgrades to the “J” version. The modifications included greater slat and flap deflection to significantly increase wing lift due and the addition of a boundary layer control system. Also installed were “wet” pylons for external fuel tanks, J57-P-20A engine and the AN/APQ-124 radar. A total of 136 aircraft were rebuilt to this standard. In August 1968, upon completion of the upgrades it was sent to the Pacific Missile Center at NAS Point Mugu, CA. It returned to NAS Miramar in March 1973 with the Fighting Checkmates” of VF-211. On January 19 th , 1975 it returned to VF 191 when VF-211 began its transition to the F-14A Tomcat. On September 16 th , 1975 it deployed with VF-191 on the USS Oriskany’s last WESTPAC cruise. It returned to NAS Miramar on March 3rd , 1976. One week later it was flown to the boneyard at Davis Monthan AFB when VF-191 began its transition to the F-4J Phantom II. ‘920 was struck on August 31 st , 1984. It was then moved to MCAS El Toro where it served as a gate guard. This aircraft is painted in the colors of the Checkerboards of VMF(AW)-321. It is on loan from the National Museum of the Marine Corps. (FLAM)

Vought F-8U-1P (RF-8G) Crusader (BuNo. 146858), in storage.

(Author Photos)

Vought F-8U-1P (RF-8G) Crusader (BuNo. 144617).

F8U-1P BuNo 144617 was the 12 th Photo Crusader built by Chance Vought. It was accepted by the U.S. Navy on December 17 th , 1957 at the factory in Dallas, TX and delivered VFP-61 at NAS Miramar. It was part of the first F8U-1P carrier deployment when it sailed with VFP-61 DET A aboard USS Midway (CV-41) in August, 1958. Upon its return, ‘617 was sent back to the factory for 3 months of depot level maintenance. In October 1959 it was transferred to the Marine Corps and VMCJ-3 at MCAS El Toro. In November 1965 after six years (including a designation change to RF-8A) and nearly 1,100 hours of flight time it was sent back to the Vought factory in Dallas to be converted to a “G” model. The modifications included a J57-P- 22 engine rated at 10,700 lb.s.t. dry and 18,000 lb.s.t. with afterburner. They were also equipped with the ventral fins of later Crusaders and were provided with improved navigation and electronic equipment. In addition, they were equipped with underwing hardpoints for drop tanks, and four cameras mounted in the fuselage reconnaissance bay. On April 3 rd , 1966 it left Dallas for NAF Johnsville in Warminster, PA and spent the next 4 ½ years as a test project chase plane for the Naval Air Development Center. It then joined the Naval Reserve and VFP-206 at NAF Washington, D.C. During its 3 ½ year stint with the “Hawkeyes”, it deployed aboard USS John F. Kennedy (CV-67). On June 20th , 1973 it went into storage at Davis Monthan AFB “boneyard”. 5 ½ years later it was pulled out of storage and after six months of refurbishment at the Dallas factory, it was sent to VFP-63 at NAS Miramar. In a busy two years, ‘617 deployed with VFP-63 DET 3 aboard USS Constellation (CV-64) and VFP-63 DET 2 aboard USS Coral Sea (CV-43). After another 6 month depot period in Dallas, it returned to VFP-206 at NAF Washington on February 9 th , 1982. On December 3rd , 1984 it was placed back in storage. On January 10 th , 1986 it was pulled back out of storage by the Research, Test, Development and Evaluation program in Columbus, OH and quickly loaned with another RF-8G to Rockwell International for use as a chase plane during its X-31 Enhanced Fighter Maneuverability program flight phase at Edwards AFB, CA. The program concluded in 1992 with one RF-8G retiring at Edwards, and our aircraft flown to MCAS El Toro and the Flying Leathernecks Aviation Museum, making this the last Photo Crusader to fly. (FLAM)

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