North American B-45 Tornado

The North American B-45 Tornado was a medium-range, tactical nuclear bomber used by the US Air Force in the late 1940s and early 1950s. Although it had a limited career with the Strategic Air Command, it would be developed into an efficient photo-reconnaissance aircraft; the RB-45C. In this role, the Tornado carried out some of the most secret spy missions of the Cold War as a handful of the aircraft flew combat sorties in the Korean War.

The prototype of the North American B-45 Tornado, the XB-45, performed its maiden flight on March 17, 1947. It was flown by test pilot George Krebs and it was powered by four General Electric J47 turbojet engines. The flight test phase would take slightly more than a year as it was introduced into service with the US Air Force on April 22, 1948, as the B-45A. Since it represented only little advance in terms of speed and technology, this bomber was considered a stop-gap bomber until the arrival of some powerful long-range strategic bomber, like the B-52 Stratofortress.

In all, 143 Tornado aircraft would be built, in the B-45A, B-45B, and B-45C version. The last one, the B-45C, would be fitted with cameras and special avionics to carry out reconnaissance missions over Korea and the Soviet Union; it was the RB-45C. A 9,979-kg (22,000-lb) bombload could be carried by the improved B-45C variant. The reason it had a short career as a bomber was that, by the early 1950s, it was already too slow to survive attacks by the new and fast Soviet interceptors and fighters.

Below, the reconnaissance variant of the aircraft in flight. You can notice it had a solid nose, in contrast to the bomber variants, which had a glazed nose for the bomb aimer.

Technical Description

The North American B-45 Tornado was a four-seat, four-engine, subsonic monoplane. It had an all-metal fuselage and straight, shoulder-wing. The tail assembly was conventional but with a swept tail plane (horizontal stabilizer), which was mounted at the root of vertical stabilizer (fin). The B-45C variant was powered by four General Electric J47-GE-13 turbojet engines, which were mounted in pairs in pod-like nacelles in the aircraft wing. All variants featured a glazed nose section, which accommodated the bomb aimer. However, the reconnaissance version had a solid nose which housed the radar.

Specifications

Type: medium-range tactical bomber

Length: 23.14 m (76 feet)

Wing Span: 29.26 m (96 feet)

Wing Area: 109.16 m2 (1,200 square feet)

Height: 7.67 m (25 feet)

Power Plant: four General Electric J47-GE-13/5 turbojet engines, with each one of them being able to deliver 6,000 pounds of thrust.

Maximum Speed: 917 km/h (570 mph)

Range: 4,072 km (2,525 miles)

Service Ceiling: 12,270 m (40,250 feet)

Crew: 4

Armament: two 12.7-mm (.50-cal.) M7 Browning Machine guns; 9,979-kg of either conventional or nuclear bombs.

Below, the first version of the bomber, the B-45A, in 1949. You can see the nose glazing.

The B-45C version of the Tornado in flight in the 1950s. You can notice the 1,200-gallon wing-tip tanks to extend the aircraft range. These tanks were retained in the RB-45C reconnaissance variant.

North American FJ Fury

The North American FJ Fury was a single-seat, jet fighter in service with the US Navy during the Cold War period. It was the first operational carrier-based jet fighter in American naval history. It was also the US Navy's equivalent of the Air Force F-86 Sabre. It was also used by the US Marines Corps. Except for the first version, the FJ-1, which had straight wing, all the other variants of the aircraft were swept-wing planes. With a very long career, it would remain in Naval Reserve service well into the 1960s.

The North American FJ Fury first flew, as the prototype XFJ-1, on November 27, 1946. It took only one year of flight tests before it was accepted into US Navy service in September 1947 as the FJ-1 in Navy Squadron VF-5A.  It was the only straight-wing version and it was powered by one General Electric J35-GE-2 turbojet engine, which could deliver 3,820 pounds of thrust. This would be followed by the FJ-2 variant, which was the first swept-wing aircraft of the Fury series, with its first flight taking place in late 1951. Not only had the second variant new wing configuration but it also had a more powerful power plant; one General Electric J47-GE-2 turbojet engine, which produced 6,000 pounds of thrust.

The FJ-3 and FJ-4 would be the other two versions of the aircraft, with each of them having sub-variants, such as the FJ-3M and the FJ-4B. The difference lay in their power plants and the capability to carry different sets of armament. They were equipped with one Wright J65-W-48 and one Wright J65-W-16A respectively. However, all variants could fold up their outer wing panel for hangar stowage. A total of 1,350 Fury aircraft were produced, with the first 200 being the straight-wing FJ-1 variant. They marked the beginning of a period of great progress in aviation at the start of the development of jet aircraft and preceded the supersonic age of combat aircraft.

Below, ventral view of an FJ-3 variant of the aircraft as it banks right, in the 1950s. It belonged to one US Marines Corp squadron. Notice the speed brakes at the sides of tail portion of fuselage.

Specifications (FJ-4)

Type: fighter/fighter-bomber

Length: 11.07 m (36 ft, 4 in)

Wing Span: 11.91 m (39 ft, 1 in)

Wing Area: 31.49 m2 (339 sq. ft)

Height: 4.24 m (13 ft, 11 in)

Power Plant: one Wright J65-W-16A turbojet engine.

Maximum Speed: 1,094 km/h (678 mph)

Range: 3,250 km (2,015 miles)

Service Ceiling: 14,265 m (46,800 ft)

Crew: one

Armament: four 20-mm cannons; plus 1,360-kg (3,000-lb) of weapons, which included bombs, rockets, and ASM-N-7 Bullpup, or AIM-9 Sidewinder air-to-air missiles.

Below, the first variant, the FJ-1 in flight in 1948.

An FJ-3M model of the aircraft of the VF-142 Squadron from the USS Hornet aircraft carrier.

Below, ventral view of the FJ-4b, carrying three Bullpup missiles, one bomb, and two drop fuel tanks.

Dorsal view of four FJ-3s of VF-191 Squadron in flight.

Northrop F-89 Scorpion

The Northrop F-89 Scorpion was the first jet-powered aircraft designed from the start to be an all-weather interceptor. Despite its ungainly look, it was a very capable and reliable combat aircraft. It was in service with the US Air Force from 1950 to 1969, a long career that outlasted other contemporary military jet planes. During its 19-year service, its armament changed from cannons to rockets and nuclear missiles.

The maiden flight of the Scorpion prototype, the XF-89, No 46-678, took place on August 16, 1948. Flown by test pilot Fred Bretcher, the lift-off from the runway occurred at 125 mph. It was powered by two Allison J35-A-9 turbojet engines mounted slung and side by side on the belly of fuselage. After two years of flight tests, during which many technical flaws were corrected, it was finally introduced on September 20, 1950, under the designation F-89A. A total of 1,052 all-weather interceptors would be built, with the F-89C and F-89D being the most massively produced.

With 682 aircraft built, the F-89D Scorpion was a very successful aircraft, very stable and maneuverable, and it was a considerable improvement over the first three variants. This version dispensed with the nose-mounted 20-mm cannons, which was replaced by rockets launched from pods set up on the wing tips. Later, it would also be equipped with AIM-4 Falcon air-to-air missiles. Since its main job was to guard the continental territory of the United States from intruding Soviet bombers, it would not see combat action in Korea.

Below, the last production variant of the Scorpion, the F-89J, is about to touch down on the runway of a USAF base in the 1960s.

Technical Description

The Northrop F-89 Scorpion was a two-seat, twin-engine monoplane, which was built with all metal fuselage. The design was quite large, exceeding over 50 feet both in length and wingspan. It had straight, mid-wing, which was mounted on the circular fuselage. The low aspect ratio of the wing allowed a fairly high top speed. It also eliminated the poor slow speed handling of early swept wing designs. It had a conventional tail assembly, with the horizontal stabilizer located high on the fin (vertical stabilizer).

The structure of the Scorpion was made of high strength aluminum alloy, featuring flush riveted semi-monocoque construction. The F-89D version was powered by two Allison J35-A-35, which delivered 7,200 pounds of thrust each. It was equipped with one AN/APG-33 radar and one E-9 fire control system. The landing gear was of the tricycle type and sturdy, with the forward wheel folding up into the fuselage and the main wheels retracting into the roots of wing.

Specifications

Type: all-weather interceptor aircraft

Length: 16.41 m (53 feet, 10 inches)

Wing Span: 18.19 m (59 feet, 8 inches)

Wing Area: 60.39 m2 (650 square feet)

Height: 5.36 m (17 feet, 7 inches)

Power Plant: two Allison J35-A-35 turbojet engines

Maximum Speed: 1,023 km/h (634 mph)

Rate of Climb: 2,546 m/min. (8,350 feet per minute)

Range: 2,200 km (1,334 miles)

Service Ceiling: 14,995 m (49,200 feet)

Crew: two (pilot/radar operator)

Armament: six 20-mm cannons in the nose; 70-mm and 127-mm rockets (on F-89D version).

Below, the XF-89 prototype in flight from Muroc Air Force Base in 1948.

Front view of the F-89D variant on a military base in 1954. It has the flaps down and the speed brakes open.

Below, four F-89D aircraft from the North East Air Command fly near Yuma in 1955.

Below, the F-89A, the first version, in flight in 1950.

The prototype of the interceptor at the end of its flight test phase, before being introduced. You can see the belly of aircraft, with its two Allison J35 engines.

Below, the rocket pod on one of the wing tips of the F-89H version. The armament also included AIM-4 Falcon missiles.

This cutaway view of the Scorpion shows the configuration in details.

North American RA-5C Vigilante

The North American RA-5C Vigilante was a long-range, carrier-based reconnaissance aircraft used by the US Navy during the Cold War years. It was developed from the A-5 Vigilante strategic bomber, which had entered service in June 1961. The conversion into the RA-5C from the A-5B version of the bomber took place in 1963, with the US Navy receiving a first batch of eighteen reconnaissance aircraft in December that year. In this role, it began flying sorties over North Vietnam in 1967.

During the Vietnam War, the North American RA-5C was the eye and ear of the US Navy. It took off from the American carriers sailing in the Gulf of Tonkin to fly intelligence-gathering sorties over North Vietnam, Laos, and Cambodia. To carry out the task of collecting information, the aircraft was fitted with a special reconnaissance equipment, which included frame and panoramic cameras, side-looking airborne radar (SLAR), and a compliment of electronic countermeasures equipment, which was fully capable of dealing with advanced electronic warfare scenarios. This equipment was located in a specially-designed ventral canoe (on the belly of aircraft), and it was precisely this feature which differentiated the reconnaissance from the original bomber model.

The RA-5C Vigilante proved to be remarkable successful in its reconnaissance role as the Navy had no other available aircraft at that moment to fly these types of sorties. One of the advantages it had was its supersonic speed, as it flew at the constant speed of Mach 1.3, with afterburner, at high altitudes. It also had good handling characteristics flying at low altitudes. The RVAH-5 was the first squadron to be equipped with this aircraft. In all, 156 RA-5Cs were built and they were retired from active service in 1979. The word 'vigilante' is Spanish and it means 'watchful' or 'alert'.

Below, the efficient reconnaissance aircraft about to take off from the flight deck of USS Constallation (CVA-64).

Technical Description

The North American RA-5C was a two-seat, twin-engine monoplane of all-metal construction. It was a reconnaissance platform of the A-5 attack bomber. Like the original combat version, it had shoulder-mounted, swept wing, which was made of aluminum-lithium alloy. The tail assembly consisted of movable horizontal stabilizers, which acted as elevators and a single-piece slab-type vertical stabilizer (fin). The aircraft was powered by two General Electric J79-GE-10 turbojet engines, each of which could develop 16,500 pounds of thrust.

Photographic Equipment and Avionics

The aerial photographic systems installed in the North American RA-5C Vigilante endowed the aircraft with a capability of obtaining day and night high-resolution aerial photographs over a broad range of altitudes, speed, and atmospheric conditions. Thus, it was fitted with one forward oblique KA-51A or KA-51B, with a 6-inch focal length, serial frame (S/F) camera, as well as with one azimuth/vertical (Az/V) S/F camera. These cameras were controlled from a control panel in the systems operator/navigator compartment, which was located behind the pilot seat. High-altitude photography required cameras with longer focal lengths and higher-resolution lenses to maintain a scale that would provide a sufficient image size to produce enough resolution for detailed study.

The RA-5C was also equipped with one Westinghouse side-looking airborne radar (SLAR) system, which was designated AN/APD-7. It also had an AN/AAS-21 infrared detector set, which was referred to as the IR mapping system, which detected, recorded, and photographed surface infrared (heat) radiation. The aircraft was also fitted with a passive electronic countermeasures system designated AN/ALQ-61.

Specifications

Type: long-range reconnaissance

Length: 23.32 m (76 feet, 6 inches)

Wing Span: 16.15 m (53 feet)

Height: 5.91 m (19 feet, 5 inches)

Power Plant: two General Electric J79-GE-10 turbojet engines

Maximum Speed: Mach 2.1

Range: 4,800 km (2,983 miles)

Service Ceiling: 19,500 m (63,976 feet)

Crew: two

Below, the second RA-5C aircraft, BuNo 150824, flying over the USA's territory in 1963.

A watchful Vigilante in flight as it is about to bank left, showing its underside, which features the underbelly canoe containing the photographic and sensor equipment.

Below, the aircraft, with BuNo 150823, during low-speed flight, with leading and trailing edge flaps and landing gear extended. You can notice it carries four external tanks, for extra range (3,500 miles).

North American A-5 Vigilante

The North American A-5 Vigilante was a carrier-borne strategic bomber of the Cold War. It was in service with the US Navy between 1961 and 1979, flying missions over Vietnam for a few years. However, during its 19-year-long career, it flew more sorties as a long-range reconnaissance aircraft than as a bomber. It had originally been designated A3J Vigilante. Later, the Department of Defense would change its name.

The bomber prototype YA3J-1 first flew on August 31, 1958. It was flown by North American Aviation's test pilot Dick Wenzel. It was powered by two General Electric YJ79-GE-2 turbojet engines. The roll out of the aircraft had taken place on May 16, 1958. After more than three years of flight tests and trials on carrier, the aircraft finally entered into service with the US Navy on June 25, 1961, as the A3J-1, which would be redesignated A-5A in 1962. This was the first version of the bomber. Nevertheless, it would perform the role of a reconnaissance aircraft, as the RA-5C, during most of its career.

During the Vietnam War, A-5 Vigilante reconnaissance planes took off from American aircraft carriers in the Gulf of Tonkin on intelligence-gathering missions to locate with pin-point precision the most heavily guarded areas of North Vietnam. The information they collected was stored in a memory bank aboard the carriers. This information was very useful during combat missions carried out by ground-ground aircraft. These missions were so important to the US Navy that they were usually escorted by McDonnell F-4 Phantom II fighters.

As a long-range aircraft, the North American A-5 Vigilante carried plenty of internal fuel, flying in afterburner acceleration speed throughout a mission usually at Mach 1.1 or 1.3. The first four operational A3J-1 aircraft were assigned to Squadron VAH-3. However, the first squadron to be equipped with the RA-5C version was the RVAH-5, which was exclusively created to operate these reconnaissance planes. During the war in Southeast Asia, eighteen aircraft were lost to enemy SAMs as they flew over North Vietnam. The RA-5C first flew on June 30, 1962; it was equipped with a Side-Looking Airborne Radar (SLAR) and a photographic equipment.

Below, the first version of the bomber, the A-5A (A3J-1). You can see it had a flat belly, in comparison with the reconnaissance variant, which had a ventral canoe that protruded from it.

Technical Description

The North American A-5 Vigilante was a two-seat, twin-engine, supersonic monoplane. It was designed for either carrier-based or land-based operations. The fuselage of the aircraft was of conventional semi-monocoque, all-mental construction. The main materials used were aluminum and steel, as well as some titanium for the engine bay. The aircraft had swept wing, which was mounted on shoulder of fuselage. The wing skins were aluminum-lithium alloy, which was stronger than conventional aluminum alloys. The tail assembly horizontal stabilizers were movable and acted as elevators. The A-5B version of aircraft was powered by two General Electric J79-GE-8 turbojet engines, which generated 16,500 pounds of thrust.

The bomber had a two-seat cockpit, in which the pilot and the systems operator sat in tandem. The flight controls and direction and altitude indicators were located in front of the pilot, while the navigation and bombing indicators were installed in the systems operator's panel, right behind the pilot's seat. The cockpit was pressurized, with two-independent oxygen supply installed. The aircraft was fitted with a fully retractable, tricycle landing gear, which was electrically-controlled and hydraulically-actuated. To land on flight deck, the plane had an arrestor hook.

Specifications

Type: strategic nuclear bomber

Length: 23.32 m (76 feet, 6 inches)

Wing Span: 16.15 m (53 feet)

Wing Area: 70 m2 (754 square feet)

Height: 5.91 m (19 feet, 5 inches)

Power Plant: two General Electric J79-GE-8 turbojet engines.

Maximum Speed: Mach 2.1 (2,230 km/h or 1,356 mph) at 12,000 m (39,370 feet)

Range: 4,800 km (2,983 miles)

Armament: capacity for 3,600 kg of bomb-load; two hardpoints for two conventional Mk-84 bombs; one B28 free-fall nuclear bomb.

Crew: two

Below, the A-5B flying over the western part of the United States in the mid 1960s.

A color picture of the Vigilante in flight in the 1970s.

Below, the A-5 Vigilante on the flight deck of USS Independence (CVA-62).

This picture shows the bomb-load capacity of the aircraft.

Cessna O-1 Bird Dog

The Cessna O-1 Bird Dog was an observation aircraft in service with the US Army during the Cold War. It was extensively used in the Korean and the Vietnam War as a liaison, observation, even ground-attack and light cargo plane to supply isolated American Special Forces troops who were deep in the jungle of Southeast Asia. Originally known as the L-19, it was developed from the Cessna 170 of the 1940s. It would enjoy a long and successful career both with the Army and US Air Force. It was also used by the French and other European and Latin American armies.

The O-1 Bird Dog had been designed in 1949 by the Cessna Engineering Department, using the wings from the Model 170 and the tail assembly from the Model 195. The prototype, Model 305, first flew on December 14, 1949, beginning the flight test period. It was powered by one Continental E-190, six-cylinder piston engine, which delivered 213 horsepower and drove a metal, two-bladed, McCauley propeller. The excellent power to weight ratio of the Continental power plant allowed the prototype to have a high cruising speed yet retain enough power reserves for emergencies. On May 29, 1950, the US Army granted Cessna the production contract, ordering a first batch of 418 aircraft, which entered service under the designation L-19. That year, on June 25, the Korean War would break out, and the Army would use it right away.

The Cessna L-19 Bird Dog would go on to be built in five different models and became known under two different designations; in the US Army service it was known as the L-19, and as the OE-1 by the US Navy/Marine Corps. However, the Department of Defense would later standardize aircraft designations and all Bird Dogs were redesignated O-1 regardless of service. This versatile aircraft produced a number of 'firsts'. It was the first all-metal, high-wing aircraft in service with Army Aviation; the first turboprop light aircraft to fly over 35,000 feet (experimental); and the first military aircraft built by Cessna to the US Army, which would eventually accept a total of 3,105 L-19s.

Below, the first production L-19A (O-1A), No 14829, parked on an airfield.

Technical Characteristics

The Cessna O-1 Bird Dog was a two-seat, single-engine monoplane of all-metal construction. It had a high-wing configuration. Wings were propped up by two oblique struts attached to the plane airframe. The fuselage assembly was of semi-monocoque riveted metal construction, employing aluminum alloy bulkheads and stringers, as well as an aluminum alclad skin covering. Using aluminum for its construction made this versatile military plane both a rugged and a light aircraft at the same time.

The Bird Dog was fitted with a conventional, fixed landing gear, with two main wheels anchored to the belly of the fore portion of airframe/fuselage, and a small tail wheel. However, many aircraft were equipped with reinforced tandem landing gear, with four front wheels, to land on rough unprepared terrain during special operations. The cockpit had two side-by-side seats, plus two passanger seats behind. The cockpit also had a canopy which allowed an all-around vision capability. It was powered by one Continental O-470-11 air-cooled piston engine, which produced 213 HP.

Specifications (O-1E)

Type: light observation/liaison aircraft

Length: 7.85 m (25 feet, 9 inches)

Wing Span: 10.97 m (35 feet)

Wing Area: 16.16 m2 (170 square fee)

Height: 2.22 m (7 feet, 3 inches)

Power Plant: one 213-HP, Continental O-470, six-cylinder, piston engine.

Maximum Speed: 205 km/h (146 mph)

Range: 853 km (530 miles)

Service Ceiling: 5,640 m (18,500 feet)

Armament: four target marking rockets

Crew: two.

Below, the Bird Dog flies over the jungle of Vietnam.

An L-19A makes a low pass to snatch the line stretched out on the ground by two soldiers during an aerial message pick-up. Aerial message deliveries were made in areas where radio silence was enforced.

Below, an O-1 Bird Dog in service with the French Army (Armée de Terre).

The L-19B (O-1B) in flight over Kansas in the 1950s.

Below, six O-1s perform a formation aerial re-supply drop to ground troops.

A L-19A with a special tandem landing gear, which allowed operations from unprepared landing strips.

Cessna T-37

The Cessna T-37 was the primary training aircraft in service with the US Air Force for more than fifty years. Nicknamed the 'Tweet', it was a very stable and reliable jet trainer, with two side by side seats. Every US Air Force's pilot flew it during basic training in the Cold War period. The prototype, the XT-37, had performed its first flight on October 12, 1954, entering service in 1957. After several decades, it would be phased out in 2009.

The Cessna T-37 Tweet had been designed in 1952 to meet a USAF requirement for a jet-engine-powered primary trainer. It was a very practical trainer, with a low and wide-tracked landing gear to ease landing and ground handling. The side-by-side seating arrangement made student instruction easier, allowing for close coordination between the instructor and the fledgling during all phases of training. The flight characteristics of this trainer allowed students to solo after as little as six and a half hours of dual instruction. The aircraft's stability enabled it to be safely used for formation flying.

The US Air Force ordered a total of 444 T-37A aircraft, which was the first version that was built until 1959. Then Cessna switched production to the T-37B variant, with 466 aircraft being produced; this version had upgraded Continental J69 turbojet engines and improved navigation and communications equipment. The T-37C was the last Tweet, but it was never used by the USAF as it was produced only for export, with 269 trainers being sold to ten countries. This trainer would be developed into the A-37 Dragonfly, a ground-attack aircraft used in the Vietnam War.

Below, the T-37B version of Tweet in flight in the 1960s.

Technical Description

The Cessna T-37 was a two-seat, twin-engine monoplane, with a straight, cantilever, low-wing configuration. The fuselage was all-metal semi-monocoque. The cockpit had two side-by-side ejection seats, with a canopy that was blown off (jettisoned) during emergency, and oxygen equipment; however it was not pressurized, which limited the service ceiling to 25,000 feet (7,620 m).

The Tweet had wide-track, short landing gear. This feature made landing easier for the new pilots and also eliminated the need for ground stands and ladders as all areas of the engine compartment was readily accessible from ground level. The T-37B version was powered by two Continental J69-T-25 turbojet engines which were buried in wing roots. They were the license-built version of the French Turbomeca Marboré used in the Fouga Magister.

Specifications (T-37B)

Type: trainer

Length: 8.92 m (29 feet, 3 inches)

Wing Span: 10.30 m (33 feet, 9 inches)

Wing Area: 17 m2 (184 square feet)

Height: 2.68 m (8 feet, 10 inches)

Power Plant: two Continental J69-T-25 turbojet engines, each delivering 1,026-lb thrust

Maximum Speed: 685 km/h (425 mph)

Range: 972 km (600 miles)

Rate of Climb: 1,067 m/min.

Service Ceiling: 7,620 m (25,000 feet)

Crew: two

The prototype of the Tweet, the XT-37, on the tarmac of an airbase, around 1955.

Below, three T-37A aircraft. The US Army tested the first variant of the trainer in the summer of 1957 under the High Performance Army Observation Aircraft program (HPAOA). However, the Tweet would not be accepted by the Army as it would choose the Grumman OV-1 Mohawk instead.

The Tweet in flight. It was a T-37A, the second one built, No 42730. It was on its acceptance flight over the Kansas prairie.

Below, the Cessna trainer on final approach for landing. Its wide-track landing gear made landings easy for fledgling pilots.