We cancelled the Montana-class boats yes?
Heavy Metal
- Thread starter amazinblue82
- Start date
3175375
Old Man with a Hat
The Montana class battleships were cancelled at the end of World War II. I believe one hull was laid upon the end of the war.
oh wow. something made me think it was in past decade.
reason it was in my mind, maybe, because of a documentary i saw on Japan's Yamato. biggest, baddest, ever ... launched exactly when battleships, as a weapons platform, were obsolete.
carriers/planes/missiles ... that was/is the way to fight what we did to Yamato in '45 ... 3,000 men went down with it when we (US Navy) got through with it.
yeah, its was war .. and by definition bad s**t happens, but whatta waste.
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3175375
Old Man with a Hat
The B-26 (Marauder) named "Shootin' In" of the 556th Squadron was one of the squadron's most resilient and dependable aircraft, having successfully completed 135 combat missions by the end of the war.
3175375
Old Man with a Hat
The Dornier Wal Flew from Spain to Argentina in 1926
The Dornier Wal Flew from Spain to Argentina in 1926 - AMZ Newspaper
Dornier Do J Wal - Wikipedia
The Dornier Wal Flew from Spain to Argentina in 1926 - AMZ Newspaper
Dornier Do J Wal - Wikipedia
3175375
Old Man with a Hat
His military career was surrounded with heavy metal. Happy Heavenly Birthday, Joe Foss! What an amazing man!
I am a proud member of the Joe Foss Squadron of the CAF here in Sioux Falls, South Dakota. We’re getting ready for the air show next year.
Happy Birthday Joe Foss!
Joe was born this day in 1915.
He received the Medal of Honor for his service in Guadalcanal flying Wildcats, downing 26 Japanese planes.
After the war, he developed a flying service in Sioux Falls. In 1946, he formed the South Dakota Air National Guard, flying P-51s.
During the Korean War, he was called to active service and served as Director of Operations and Training for the Central Air Defense Command, reaching the rank of Brigadier General.
Running for office brought him to the SD legislature and then two terms as Governor.
Professional football then asked for his help, becoming the Commissioner of the newly formed AFL.
His love of the outdoors was demonstrated in the tv series, "The American Sportsman" and "The Outdoorsman".
Throughout his life philanthropy was a constant activity as well as teaching children civics.
Happy Birthday Joe-your influence is still strong!
Joe Foss - Wikipedia
I am a proud member of the Joe Foss Squadron of the CAF here in Sioux Falls, South Dakota. We’re getting ready for the air show next year.
Happy Birthday Joe Foss!
Joe was born this day in 1915.
He received the Medal of Honor for his service in Guadalcanal flying Wildcats, downing 26 Japanese planes.
After the war, he developed a flying service in Sioux Falls. In 1946, he formed the South Dakota Air National Guard, flying P-51s.
During the Korean War, he was called to active service and served as Director of Operations and Training for the Central Air Defense Command, reaching the rank of Brigadier General.
Running for office brought him to the SD legislature and then two terms as Governor.
Professional football then asked for his help, becoming the Commissioner of the newly formed AFL.
His love of the outdoors was demonstrated in the tv series, "The American Sportsman" and "The Outdoorsman".
Throughout his life philanthropy was a constant activity as well as teaching children civics.
Happy Birthday Joe-your influence is still strong!
Joe Foss - Wikipedia
3175375
Old Man with a Hat
Lifted from Facebook (I never knew of the ‘Big Tail’ SR-71):
Thanks to this article by @Tony Landis
Tony Landis is a well-known photographer of all the Blackbirds and a great guy. I met him at the Blackbird reunion last June. The reasons for Big Tail were that they wanted a camera that they could use in all weather, good or bad and that ECM electric countermeasures extend to cover the back of the Habu. 
The countermeasures that they had were excellent they proved their worth by confusing the enemy so much that we believe it’s possible that one MiG shot itself accidentally.  In another story that I reported on Darrell Cobb's SR-71 Pilot expressed that he felt it was highly possible. ?
Big Tail - One of a Kind Variant
Shortly after the first SR-71s began flying operational missions over North Vietnam, the Air Force was looking into ways of expanding the capabilities of the aircraft. With the interchangeable noses, mission planners had to choose from flying either optical cameras or side-looking radar, depending upon the mission requirements and the weather over the target area.
Unfortunately several missions were rendered useless when weather over the target area prevented the use of the optical camera systems installed. There was also the possibility that future ground defenses had the ability to reach the SR-71 from behind since it carried no aft facing countermeasures.
In 1974, the Air Force identified a requirement for aft facing ECM requirement on the SR-71. Several proposals examined by the Air Force included conformal packages, belly pods as well as an extended tail fairing. After researching all the possibilities, the extended tail appeared to be the most viable option based on lowest cost, added volume and least aerodynamic drag.
The new “Big Tail” assembly is 13-feet, 9-inches long and weighs 1,273 lbs. with 49 cubic feet of space to carry 864 lbs. of payload.
The primary payload consisted of aft-facing ECM as well as the 24-inch Optical Bar Camera.
The new assembly needed to articulate 8.5 degrees up and down to clear the runway during take-off and landing.
The tenth SR-71 built (61-7959) was selected to receive the new modification. This aircraft was already being used for flight test duties at Palmdale at the time so there would be no effect on the operational fleet. Between April and November 1975, ‘959 received the modification with the new tail fairing; necessary modifications included a 51-inch adapter unit for the new tail, air conditioning for cameras and other equipment as well as routing the fuel vent along the upper surface of the tail. In addition to the tail modification, chine bays were modified to accommodate the 24-inch Optical Bar Camera.
SR-71A fueling
The modified tail assembly shows up well in this view as SR-71A 61-7959 ‘Big Tail’ takes on fuel from a KC-135Q tanker aircraft. The extended tail required the fuel dump port to be routed across the top of the new tail assembly.
With the stress and vibration testing completed, ‘Big Tail’ was taken out for the first high-speed taxi test on November 20, 1975, by Lockheed test crew Darrell Greenamyer (pilot) and Steven Belgeau (Reconnaissance Systems Officer-RSO). Two weeks later, on December 3, the same crew took Big Tail up on its first flight. Lasting just over one hour, the crew performed basic flight checks as well as tail deflections and fuel dump tests. With each test flight with the same Lockheed crew, Big Tail flew to higher speeds and altitudes achieving Mach 3 at 75,000 ft during the 6th flight on January 28, 1976. Before turning the aircraft over to Air Force test crews, Greenamyer performed 4 solo flights to prove the system could be run by just a single crewmember. The RSO’s seat is occupied by a ballast dummy affectionately known as “Sierra Sam”.
Once Lockheed crews proved the system worked, the Air Force took over all flight testing. Tom Pugh and Bob Riedenauer became the pilots and RSO duties went to William Frazier and John Carnochan with the first Air Force flight taking place on May 5, 1976.
Over the next 6 months these Air Force crews made 23 flights in ‘Big Tail’, testing various camera systems in the tail and chine bays, as well as new ECM systems such as the DEF I, DEF J and DEF A-2.
Although ‘Big Tail’ proved to be a viable system, the Air Force chose not to pursue the concept any further. After only 36 flights with the extended tail, ‘959 made its last flight on October 29, 1976, and then simply placed in outdoor storage at Palmdale. Though it only had a total of 866 hours of flight time and a total of 304 flights to its credit, ‘959 became a source of spare parts for other flight test SR-71s until it was finally transferred to the Air Force Armament Museum at Eglin AFB, Florida in the fall of 1991.
Be sure to check out Linda Sheffield Miller (Col Richard (Butch) Sheffield’s daughter, Col. Sheffield was an SR-71 Reconnaissance Systems Officer) Twitter X Page Habubrats SR-71, Instagram Page SR71Habubrats and Facebook Page Born into the Wilde Blue Yonder Habubrats for awesome Blackbird’s photos and stories.
Thanks to this article by @Tony Landis
Tony Landis is a well-known photographer of all the Blackbirds and a great guy. I met him at the Blackbird reunion last June. The reasons for Big Tail were that they wanted a camera that they could use in all weather, good or bad and that ECM electric countermeasures extend to cover the back of the Habu. 
The countermeasures that they had were excellent they proved their worth by confusing the enemy so much that we believe it’s possible that one MiG shot itself accidentally.  In another story that I reported on Darrell Cobb's SR-71 Pilot expressed that he felt it was highly possible. ?
Big Tail - One of a Kind Variant
Shortly after the first SR-71s began flying operational missions over North Vietnam, the Air Force was looking into ways of expanding the capabilities of the aircraft. With the interchangeable noses, mission planners had to choose from flying either optical cameras or side-looking radar, depending upon the mission requirements and the weather over the target area.
Unfortunately several missions were rendered useless when weather over the target area prevented the use of the optical camera systems installed. There was also the possibility that future ground defenses had the ability to reach the SR-71 from behind since it carried no aft facing countermeasures.
In 1974, the Air Force identified a requirement for aft facing ECM requirement on the SR-71. Several proposals examined by the Air Force included conformal packages, belly pods as well as an extended tail fairing. After researching all the possibilities, the extended tail appeared to be the most viable option based on lowest cost, added volume and least aerodynamic drag.
The new “Big Tail” assembly is 13-feet, 9-inches long and weighs 1,273 lbs. with 49 cubic feet of space to carry 864 lbs. of payload.
The primary payload consisted of aft-facing ECM as well as the 24-inch Optical Bar Camera.
The new assembly needed to articulate 8.5 degrees up and down to clear the runway during take-off and landing.
The tenth SR-71 built (61-7959) was selected to receive the new modification. This aircraft was already being used for flight test duties at Palmdale at the time so there would be no effect on the operational fleet. Between April and November 1975, ‘959 received the modification with the new tail fairing; necessary modifications included a 51-inch adapter unit for the new tail, air conditioning for cameras and other equipment as well as routing the fuel vent along the upper surface of the tail. In addition to the tail modification, chine bays were modified to accommodate the 24-inch Optical Bar Camera.
SR-71A fueling
The modified tail assembly shows up well in this view as SR-71A 61-7959 ‘Big Tail’ takes on fuel from a KC-135Q tanker aircraft. The extended tail required the fuel dump port to be routed across the top of the new tail assembly.
With the stress and vibration testing completed, ‘Big Tail’ was taken out for the first high-speed taxi test on November 20, 1975, by Lockheed test crew Darrell Greenamyer (pilot) and Steven Belgeau (Reconnaissance Systems Officer-RSO). Two weeks later, on December 3, the same crew took Big Tail up on its first flight. Lasting just over one hour, the crew performed basic flight checks as well as tail deflections and fuel dump tests. With each test flight with the same Lockheed crew, Big Tail flew to higher speeds and altitudes achieving Mach 3 at 75,000 ft during the 6th flight on January 28, 1976. Before turning the aircraft over to Air Force test crews, Greenamyer performed 4 solo flights to prove the system could be run by just a single crewmember. The RSO’s seat is occupied by a ballast dummy affectionately known as “Sierra Sam”.
Once Lockheed crews proved the system worked, the Air Force took over all flight testing. Tom Pugh and Bob Riedenauer became the pilots and RSO duties went to William Frazier and John Carnochan with the first Air Force flight taking place on May 5, 1976.
Over the next 6 months these Air Force crews made 23 flights in ‘Big Tail’, testing various camera systems in the tail and chine bays, as well as new ECM systems such as the DEF I, DEF J and DEF A-2.
Although ‘Big Tail’ proved to be a viable system, the Air Force chose not to pursue the concept any further. After only 36 flights with the extended tail, ‘959 made its last flight on October 29, 1976, and then simply placed in outdoor storage at Palmdale. Though it only had a total of 866 hours of flight time and a total of 304 flights to its credit, ‘959 became a source of spare parts for other flight test SR-71s until it was finally transferred to the Air Force Armament Museum at Eglin AFB, Florida in the fall of 1991.
Be sure to check out Linda Sheffield Miller (Col Richard (Butch) Sheffield’s daughter, Col. Sheffield was an SR-71 Reconnaissance Systems Officer) Twitter X Page Habubrats SR-71, Instagram Page SR71Habubrats and Facebook Page Born into the Wilde Blue Yonder Habubrats for awesome Blackbird’s photos and stories.
3175375
Old Man with a Hat
This amazing and unique image taken on 8 June 1966 features XB-70A No. 2 in close formation with four other aircraft (an F-4, F-5, T-38, and F-104) for a photoshoot at the behest of General Electric, manufacturer of the engines of all five aircraft..
Seconds after this image was taken, the unimaginable occurred...
Read more: Crash of The Valkyrie
Seconds after this image was taken, the unimaginable occurred...
Read more: Crash of The Valkyrie
Best laid plans .... what a tragic story from a benign objective.
But, wing tip vortices/wake turbulence was known about for centuries before airplane was even invented. these pilots were professionals too.
this 11 min vid details with visuals.
3175375
Old Man with a Hat
The sad part was that the entire flight was not approved by the Air Force and completely a GE propaganda flight.
photogs in the Lear chase plane were urging the five planes to "bunch up" to get better pics. didnt mean the pilots ignore what they surely knew (wake vortices) to be risks of close formation.
GE was being what big companies are ... self serving. Pilots? they know better, especially if the whole exercise was unsanctioned
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3175375
Old Man with a Hat
Found at the bottom of the sea off the coast of Norway, the Condor was put back together and rebuilt by Fritz Schneider and 150 others.
WATCH: Last Surviving WWII Focke Wulf FW 200 Restored
WATCH: Last Surviving WWII Focke Wulf FW 200 Restored
five minutes .... narration a little anthropomorphically silly but interesting. These things tear up pretty easily ... are they really that fragile or are those excavators reallly that prowerful?
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Slap Stick
Active Member
Hard to believe you can get some AF aircraft without approval from the AF.
Maybe some generals doing some CYA?
Incidentally, the camera chase plane was borrowed from Frank Sinatra.
3175375
Old Man with a Hat
3175375
Old Man with a Hat
I worked on a company funded effort where we purchased government range time and assets with company funds. There’s always a way to use government assets.
Slap Stick
Active Member
Without any approval from the gummint?
3175375
Old Man with a Hat
I believe so. A Colonel got fired from the accident.
3175375
Old Man with a Hat
“Puff the Magic Dragon” wasn’t a fairy tale in Vietnam—it was death from above.
The AC-47 Spooky, the first of America’s fixed-wing gunships, brought an entirely new kind of firepower to the skies of Southeast Asia. Based on the old reliable C-47 Dakota from WWII, this beast was reborn with teeth—three side-mounted 7.62mm miniguns capable of raining down up to 6,000 rounds per minute each.
Flying slow and low over the battlefield, the AC-47 could loiter for hours, circling enemy positions like a bird of prey. The fire from its guns stitched glowing red lines into the night—a continuous, searing stream of tracer rounds that earned it the nickname: “Puff the Magic Dragon.” To enemy fighters below, it was a nightmare in the sky. To friendly troops on the ground, it was salvation.
Whether defending a Special Forces outpost, lighting up an enemy ambush, or circling a village under siege, the AC-47 became a symbol of overwhelming American firepower. It could place a bullet in every square yard of a football field-sized target in just seconds—and then do it again... and again.
The Spooky’s success led to the evolution of even deadlier successors, like the AC-119 and the infamous AC-130 Spectre. But it all started with this retrofitted cargo bird turned guardian angel.
Tonight, we remember the roar, the fire, and the legend of Puff.
#AC47Spooky #PuffTheMagicDragon #VietnamWar #AirPower #GunshipLegacy #WarMachine #FirepowerFromAbove #C47Dakota #SpecialForcesSupport #CombatAirSupport #VietnamHistory #FlyingDeath
Nowadays, the C-130 gunships are carrying out the same role.
The AC-47 Spooky, the first of America’s fixed-wing gunships, brought an entirely new kind of firepower to the skies of Southeast Asia. Based on the old reliable C-47 Dakota from WWII, this beast was reborn with teeth—three side-mounted 7.62mm miniguns capable of raining down up to 6,000 rounds per minute each.
Flying slow and low over the battlefield, the AC-47 could loiter for hours, circling enemy positions like a bird of prey. The fire from its guns stitched glowing red lines into the night—a continuous, searing stream of tracer rounds that earned it the nickname: “Puff the Magic Dragon.” To enemy fighters below, it was a nightmare in the sky. To friendly troops on the ground, it was salvation.
Whether defending a Special Forces outpost, lighting up an enemy ambush, or circling a village under siege, the AC-47 became a symbol of overwhelming American firepower. It could place a bullet in every square yard of a football field-sized target in just seconds—and then do it again... and again.
The Spooky’s success led to the evolution of even deadlier successors, like the AC-119 and the infamous AC-130 Spectre. But it all started with this retrofitted cargo bird turned guardian angel.
Tonight, we remember the roar, the fire, and the legend of Puff.
#AC47Spooky #PuffTheMagicDragon #VietnamWar #AirPower #GunshipLegacy #WarMachine #FirepowerFromAbove #C47Dakota #SpecialForcesSupport #CombatAirSupport #VietnamHistory #FlyingDeath
Nowadays, the C-130 gunships are carrying out the same role.
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