The concept of the MX-1018, the programs official call-sign, was devised from the FICO (Fighter Conveyor) system. A program initiated by the US Air Force in the 1950s to test the feasibility of utilizing a B-29 Superfortress bomber as a ‘mother ship’ from which a pair of Republic’s F-84 Thunderfalsh fighters would operate. FICO became fully operational in 1955, but only a handful of missions were ever flown.

In the Tom-Tom structure, the parasite fighter plane would shut down its engine to save fuel while it’s been towed. It will restart and detach from the moving airplane to intercept enemy aircrafts, rejoining the bomber once it has accomplished the mission.

For this configuration, two F-84Ds (versions 48-641 and 48-661) from the BASUT based at Wright-Patterson AFB in Ohio were especially modified to carry a lance-like structure on their port and starboard wingtips platforms. The re-configurated aircraft was given the EF-84D designation.

For the initial test phase of the concept, a modified EB-29A-60-BN, tail number 44-62093 was selected. The bomber was fitted with booms installed at the wing tips onto which the F-84D’s lance would be attached to just before being withdrawn into the mother ship’s wing to lock both planes together.

The first hook-on trials were carried out on July 21st 1950 in the skies above Long Island, New York. With Major Clarence Anderson flying the starboard and Major John Davis running the port plane, the initial connecting test proved a resounding success. In the beginning both F-84Ds experienced heavy turbulence in their pitch and yaw while in the process of hooking into the booms, but after that the ride proved to be more smothering than many anticipated. Re-engaging the Thunderflash’s engine was also relatively easy and after several months, the program was ready for it next phase.

The morning of September 15th 1952 marked another milestone in the project’s life when the Thunderfalsh made their first, long lasting link up with the bomber. That was followed by another 43 additional connections. After a brief, inactive period, testing resumed in full swing on March 1953.

A month later, tragedy hit the program. On April 24th during an engaging maneuver, Major Davis’s F-84D lost surface control, rolling upside down hitting the upper wing structure of the EB-29A. Both aircrafts plummeted into the Peconic Bay with the lost of Davis and the entire bomber crew.

The news of the accident hit the program hard, but it did not end it. After several months, the program was back on track. Now two new RF-84s, this time an F variant (tail number 51-1848 and 51-1849) would attempt to connect, but not with a now obsolete B-29, but with the new and massive B-36 Peacemaker. JRB-36F, serial number 49-2707, was fitted with a new link up platform that would cope with the small fighter’s swept wing arrangement. The system consisted on a hinged arm on the ‘mother ship’ that trapped the fighter in a jaw-type position on its wingtip structure. The first test connection was made on April 24th 1956. With Beryl A. Eickson at the controls, the improved Thunderfalsh performed several quick, connection-detachment operations.

Almost 50 hookups were made during a five month period. Then, on the afternoon of September 26th, tragedy almost hit the program again. While engaging the connecting mechanisms, Eickson’s plane began to rift out of control, very much like Davis’ did three years before. Fortunately for both aircrafts, he was able to detach in time and both airplanes were able to land at Carswell AFB in Texas.

Although only minor damages were reported, most of them on the RF-84F, the AF decided to cancel the entire program soon after the incident.

Concept Aircraft: Prototypes, X-Planes and Experimental Aircraft, Editor Jim Winchester, Thunder Bay Press 2005
Air Power: The men, machines, and ideas that revolutionized war, from Kitty Hawk to Gulf War II, Stephen Budiansky, Penguin Books 2004
Air Power in the Age of Total War, John Buckley, Indiana University Press 1999

An article by Raul Colon: rcolonfrias@yahoo.com

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Until the late 1940s, many air forces around the world still viewed the flying boat as an instrumental part of their force structure. The same applied to the civilian sector where the ‘Big Boat’ was considered the main asset for transportation.

The flying boats ability to take-off with a higher all-up-weight made it a perfect platform for long range operations over the sea lanes. It could also be employed in far off places, even those venues where no air strip was available.

The Royal Air Force [RAF] was the first air service to fully exploit the flying boat range and payload capacity. Although the RAF employed a long list of boats for maritime reconnaissance patrols during World War II, its history is dominated by two main platforms, the invaluable Consolidated’s Catalina and the Short Brother’s Sunderland.

That did not mean that other, promising airplane designs were not pursued. In fact, no less than 55 flying boat blue prints were submitted between June 1938 and December 1944. Those designs, known by many historians as the ‘Unlucky Few’, were filled with promise but due to high costs associated with their development, most were discarded. One of the few that were able to gather enough momentum to gain pre-production funds from a cash-starved British Ministry of Defense [MoD] was the Blackburn B.32.

In July 1938, the MoD, through the Air Ministry, crafted Specification Order R.5/39 intended to develop the successor to the by-then venerable Sunderland. The Order called for a plane with a total serviceable load capacity of 5,000 pounds with a faster proposed speed than that of the Sunderland’s. To achieve this important requirement, the MoD stated that four power plants, generating upwards of 1,000 pounds of thrust should be installed.

By early 1939, the MoD added two additional requirements to the R.5/39. First, it must have a nominal range of at least 1,500 nautical miles while cruising at a minimum speed of 253mph. The other had to do with the fitting of a more robust offensive armament. The first version of the R.5 called for ‘only’ two forward firing heavy machine guns. In the 1939 modification, the Air Ministry asked for a 4 cannon, nose firing mechanism.

Four corporations submitted bids, but the most interesting of them all was that of Blackburn Aircraft. Tagged by the company as Project Project B.32, Blackburn’s proposal called for a revolutionary flying boat aircraft. It would achieve a long sought after balance between aerodynamic performance and in-water interaction.

The design featured many innovating aspects such as a tailplane with a pronounced dihedral which would have increased the clearance between the outer surface of the structure and the wave formation trailing from the main step. This, on paper, would have kept hull depth at a minimum, which would have enabled the aircraft to takeoff in a relative short time. All tip floats, retractable or fixed, where implemented as wingtips. The structure was augmented by slotted flaps.

To achieve the speed profiled on the R.5, the designers chose the Hercules power plant instead of the most popular Griffon engine. The four engines were to be fitted forward to the leading edges of the wing structure in order that the full slipstream effect on list was present at the moment of takeoff. Bombs could be fitted in three different compartments or cells. Cells were located at each center plane while bombs could also be carried on swinging carriers at both ends of the hull.

Armament consisted of a four cannon turret mounted between the two main wing spars. It had a 12-feet diameter cupola, shaped in the form of a sphere rotation in conjunction with the turret. A pillar-mounted cannon was fitted in the tail turret.

Total fuel load was to be 3,190 gallons, giving the aircraft a theoretical maximum operating range of 4,080 miles. The cruising speed was determined to be 262 mph at a 2,000′ operational ceiling. Top serviced ceiling was 30,700”. Climb rate was slated at 1,830′.

The final design was ready for pre-production mock-up trials when fate intervened. In April 1939, the British government decided that it would be a most costly-saving proposition to buy Catalinas than to develop their own advanced version. Quantity triumphed quality.

Still, the B.32 effort was not forgotten as several of its innovating features such as the dihedral pronounced tailplane, had been a stable of many second generation flying boats designs ever since.

An article by Raul Colon: rcolonfrias@yahoo.com>

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Unlike the U-2 Dragon Lady, the SR-71 Blackbird and B-52 Stratofortress, its eventual replacement, the massive B-36 was never assigned an official name by the US Air Force. Despite this sobering fact, today much of the world recognized the huge propellant pusher bomber as the ‘Peacemaker’. The history behind the name is as interesting as the aircraft’s own life cycle. It all started back in December 1948, when the Convairiety, the Consolidated Vaultee Aircraft Corporation’s newsletter, announced a dedication and naming contest for the new plane.

“Needed is a name appropriate to their size and purpose. A name which will be in keeping with the fine, historic traditions of Convair’s fighting ships in days gone by, the Liberators, Catalinas, Coronados and Vengeance dive bombers”, read the headlines of the piece. Further instructions were provided, “the name should be one word and should not be a ‘made-up’ combination. Duplication or possible confusion with another Army or Navy aircraft names should be avoided. Preference will be given to names which relates to the size, weight, power, range, purpose and mission of the B-36″.

Accordingly to the statement, entries will be allowed from the 5th of January until the 28th of February 1949, after which a judging committee composed of Amon Carter, the editor of the Dallas-based Fort Worth Star, Major General Rodger M. Ramey, the head of the Eighth Air Force and Lamotte T. Cohu, Convair’s president; would pick a winner. Prize for the selected one was settled at 50 dollars, plus a barrage of publicity appearance.

In late 1949, the Air Force Munitions Board Aircraft Committee, the organization in charge of matters such as name tagging, gave the contest a passive approval, but with a caveat. In a January 1949 memo, the Board stated that “The MBAC reserve the right to chose any other name if desired”. Because of this, Convair modified the rules adding that “if some name submitted by a Convair employee other than the winner of the contest is subsequently selected by the Munitions Board, the employee who submitted the name chosen will also be awarded $50″.

Although the contest was not limited to the Dallas-Fort Worth area, where the plane was actually developed, the region accounted for more than 95% of the entrees, the rest came from the San Diego assembly plant section. Overall, 813 submissions were received, six hundred and forty (640) ballots from Texas and 173 out of California. Among the most popular proposed names out of Dallas were ‘Longhorn’, ‘Texas’, ‘Texans’, and ‘Gardua’. Others such as ‘Condor’ and ‘Crusader’ topped the San Diego-area submissions. Interesting enough, 60 entries (49 from Dallas, 11 out of San Diego) called for the name ‘Peacemaker’.

The word ‘Peacemaker’ has its roots in the Texas’ Old West. It was used to describe the powerful Colt .45 caliber revolver, often used as a deterrence mechanism. Most of the people who conjured the word did so believing that the B-36 would serve in a similar matter. “I think that this incredible plane will be like a Colt. A weapon people respect and fear. It maintained the peace in an un-settling time. So will the B-36, said J.G. Bohn, a Fort Worth toolmaker who, along with J.L. McDaniels, L.R. Harris, C.W. Cannon, E.M. Wilson and G.E. McKenzie were chosen to represent all the winners.

Originally, the announcement of the winner was slated for 30th March 1949. But due to a logistical mix up the judging committee did not receive the final ballots until the last week of February. The revelation of the selection was made on the April 1949 issue of Convairiety. “Convair proudly announce that….have won the B-36 naming contest. This would be forwarded to the AF Munitions Board Aircraft Committee for approval”, expressed the editorial section of the paper.

Sadly for Cohu, Bohn, McKenzie and all involved with the program, religious objections by various groups dissuaded the Air Force from branding the B-36, the Peacemaker, deferring the decision to a later date. But like most bureaucratic actions that are postponed, the official name-tagging of this amazing bomber was lost in the time. As of today, the AF Arsenal Registry has no official name listed beside the B-36.

An article by Raul Colon: rcolonfrias@yahoo.com>

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Tom Cruise reportedly owns three private jets so it’s unlikely he will ever be stuck for a lift. Perhaps this is a bit over the top and unnecessary but many businesses choose to send their employees by private jet charter because it actually saves them money in the long term. If you take into consideration the cost of a taxi to the airport, the flight prices, food at the airport and the time you have to pay the employee for, this all adds up. Flying by private jet charter saves so much time which means that employers aren’t paying for so much of their employees’ time.

Stars such as John Travolta have even taken it a step further and have learnt how to fly their own planes. Not content with a Boeing 707, he also has four other jets in his front garden. Whilst not everyone can afford this type of extravagance, a flight on a private jet charter can be a great way to impress potential customers and work colleagues. Being picked up in your very own aeroplane is likely to score points with anyone which means that they are more likely to use your company in the future.

Flying by private jet charter can have many advantages. For example, Simon Cowell prefers this method because he can smoke on his own planes whereas he can’t if he flies on a standard aircraft. Other advantages include the fact that if it is for travel purposes you can even conduct meetings on the planes so you save time when you get to the other side. You are also guaranteed complete privacy which means that all passengers can relax and feel comfortable.

It’s hardly surprising that so many celebrities opt to travel by private jet charter. With such busy schedules waiting around an airport or being stuck in traffic for hours can cause massive problems. However, when flying by a private plane all you need to do is simply tell your chosen company what time you need to be somewhere and the rest will be done for you. Perhaps this is the reason why so many companies now choose to send their employees to meetings and conferences by this method of transport.

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<p>Count Ferdinand von Zeppelin is considered by most to be the father of the dirigible. He was the first to take a powered machine to the air when Zeppelin I took off on July 2nd, 1900. Further development on lighter-than-air technology enabled the Count to built additional models, each more advanced than the preceding one. Although designed primarily as a commercial platform, it wasn’t long before the military began to realize the potential of the airship. In early 1909, the Army purchased two (Zeppelin I or Z.I and Z.II) units. Two additional samples were ordered in the fall. Not to be outdone, the Imperial Navy joined the fray and in 1912 ordered its first dirigible.</p>

<p>At the outbreak of hostilities in August 1914, the Imperial German Army possessed 10 operational airships. Nine of them Zeppelins, three of them DELAG units militarized and one Schutte-Lanz. Johann Schutte and Karl Lanz entered the airship-building industry in 1909 and began selling its platforms to the armed forces, mainly the Navy, in 1911. Four of those Zeppelins were assigned to the Western Front while three others took station on Prussia’s eastern frontier. The Navy’s sole sample, L.3, was posted on western Germany (Duren).</p>

<p>The Army was slow at recognizing the true power projection of the Zeppelin. In the beginning of the war, Army’s airships were used more as a low-level platform supporting the infantry crossing into Holland and Belgium. Because of its relative low operational range, British and French troops deployed in the Belgium frontier were able to shoot them down with some ease. In the first five weeks of the conflict, the German army lost 3 dirigibles. Before August ended, one more airship was lost at the Battle of Tannenberg in the eastern front. That left just 4 (3 army, 1 navy) units, including one Schutte-Lanz, available for operations.</p>

<p>That number (4) began to increase steadily after August ended. The Navy was the first to augment its fleet two-fold. On September 1st, the service received the first of the M-class of dirigibles, the L.4. Next January, the L.10 joined the ranks. Not to be outdone on September 3rd, the army placed an order for the newer Zeppelin P-class ship. With a hull of 531 feet, a gas capacity of 1,126,00 cubic feet and the addition of a fourth engine which gave it a top operational speed of 62 mph, the P version was the most advanced airship in the world. Twenty two (22) Ps were purchased. The first to be delivered was the LZ.38, which officially became operational on April 3rd 1915. The rest of the units were incorporated to the service between May and July.</p> 

<p>With an increase in fleet size, fleet housing them became a top priority. Since early 1913, the navy and army began selecting locations where to build the huge sheds needed to service the airships. Places such as Nordholz and Cuxhaven, both located in northern Germany, were the first airship bases in Europe. Each of these locations was fitted to house four dirigibles. Other bases included Tondern, Hamburg, Duren and Wittmundhaven. Later on during the war, Namur (Belgium) and The Hague (Holland) were incorporated. The army bases were located at Düsseldorf and Spich (Germany). After August and following the invasion of the Lower Countries, the German army erected several strategically located facilities. Belgium became the center of operations for the army’s fleet. No less than five (Maubeuge, Eterbeek, Berchem Ste. Agathe, Gontrode and Evere) bases were developed with the sole purposes of attacking Britain.</p>

<p>With ships and bases ready to go, the process now shifted to the strategists inside Germany. With most of the airship commanders urging their superiors to unleash their platforms and bomb England, German Kaiser Wilhelm and his advisors, wanting to slip the Western Allies, decided to hold-off the decision until the following summer. Unfortunately for the Kaiser, events on the ground forced his hand.</p>

<p>Lead by the First Lord of the Admiralty, Winston Churchill, the British struck first hitting several of the newly constructed sheds. On October 8th, the Royal Naval Air Service (RNAS) bombed the army complex at Düsseldorf destroying Z.IX. On the 21st of November, the RNAS attacked the main Zeppelin factory at Friedrichshafen causing severe damage to the facility’s production line. A month later, on a clear Christmas Eve afternoon, the British attempted their most daring raid up to date. The target was the newly built Nordholz sheds. Although the attack failed to hit any structure, the German navy was very concerned that if these types of attacks continued, England would eventually be able to destroy their nascent airship fleet before it could mount an offensive operation. Similar concerns were ushered by army officials. The pressure on the Kaiser was too much to bear and on January 15th 1915 he finally gave the go-ahead to bomb much of England. London would be spared for at least a few more months as the Kaiser restricted attacks on the British capital.</p>

more coming soon….

An article by Raul Colon: <a href=”mailto:rcolonfrias@yahoo.com”>rcolonfrias@yahoo.com</a>

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If you compare the three means just from the point of view of safety (leaving out variables such as the destination, distance, budget etc), then planes without a doubt are the safest way to travel. Over the decades, plane safety has considerably increased, and it is now six times better than what it used to be about 20 years ago. These improvements in safety can be credited to the advanced technology, tough competition and strict and regular industry audits and quality control checks. According to the Aviation Authorities, planes are the safest way to travel also because they have the least number of fatalities on per kilometre basis.

In spite of the safety, accidents do occur - but these are rare, and the annual number of deaths in plane accidents has decreased over the past ten years. There are many cases when fatal accidents have occurred and people became frightened of travelling in planes, but at the end of the day, planes still remain the safest means of travelling.

Trains are a convenient way of travelling and transporting goods. The number of accidents involving trains has increased over the past years. The major causes of accidents for trains are derailment, driver’s error, explosions, and collapsing of bridges. One of the important factors contributing to the increasing train accidents is the increased speed of trains.

As compared to planes and trains, automobiles have the greatest statistics for accidents and fatalities all around the world. More than half the car accidents occur due to negligence on the driver’s part. The most common causes of automobile accidents are drug intake, reckless driving and intoxication.

In case of trains and planes, there is less room for any negligence on the driver’s part because it is the driver who is responsible for hundreds of lives. The authorities keep a close check on the driver’s alcohol intake and other health factors. According to research, in the case of plane accidents that have occurred all around the world over the last five decades, 30% of accidents were caused wholly due to pilot error, while all the other accidents were caused due to mechanical, weather or some other condition.

Ultimately, it is not always safety that we think about while travelling. Automobiles are the least safe means of travel, but they are still most widely used. The way people travel depends on their own choice, resources and preferences.

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The Republic of Argentina was one of the most prosperous regions in Latin America. It had a big German population, a vast land region and Perodian government with a slight Nazi flavor. It also possessed one of the strongest militaries in the Western Hemisphere. With the arrival of several German engineers and technicians, the Argentines began formulating several advanced new military projects. Chief among them were the AM-1 and PT-1 missiles. The AM-1, an air-to-air system codenamed Tabano, had the distinction of being South America’s first indigenous developed missile. As was the PT-1 air-to-ground platform.

Spearheaded by a trio of legendary German engineers, Werner von Baumbach and Ernst and Emil Henrici, Argentina began the development of its own version of the famous Henschel Hs-293, the first operational guided air-to-ground missile in the world. Designed by Baumbach and the Henrici Bothers, and built by the Specialized Weapons Section (Seccion de Armas Especiales) of the Military Construction General Direction, a subdivision of the Gaucho Army. The Argentinean version of the 293, the PT-1, was basically a complete copy of the original.

The PT-1 or Guided Missile (Projectil Teledirijido), consisted on a 441 pound bomb warhead fitted inside a V1-type structure of 11 feet, 7 inch with a wing span of 9′10″. Total weight was 2,205 pounds. With an initial speed of 195 knots and capable of reaching speeds of 513 kts, the ‘Projectil’ had an effective 18.64 miles range. The optimum launch altitude was estimated at 22,000 feet. Operation of the system was also similar to its 293 cousin’s profile.

Operation Sovereign or Operacion Soberania, the design and development of Argentina’s first air-to-surface missile system commenced in the summer of 1952, with an specially modified Douglas C-47 Dakota. The strong built transport was fitted with a ventral boom that was placed through a series of high stress aerodynamic tests. At the same time, the newly produced PT missile was extensively examined at the Fabrica Militar de Aviones (FMA) advanced wind tunnel. Also at FMA, a surplus Gloster Meteor I-087 was altered to carry a ventral pod with the tail of the missile. But the most promising launching platform was the venerable Avro Lancaster B-036 heavy bomber.

The Lancaster provided the PT with a more stable deployment system. As configured by the German engineers, the B-036 consisted of a launching rack, installed below the huge bomb bay doors. On April 22nd 1953, the Lancaster replaced the Dakota as the PT’s main deploying platform. Captain Federico Muhlenber was assigned to the initial test phase. Eventually, he will be replaced later by Captain Di Pardo in that task. It was Di Pardo who will have the honor of deploying the last PT missile nearly five years later.

The 036 was assigned to the 1st Air Brigade (I Brigada Aerea). The testing phase began at earnest in October 1953. Flying out of Monzon, the home base of the VII Air Brigade, Muhlenber took the Lancaster through his phases. First it was taxing and runway operations, which ran smoothly. Then, on the 6th, the aircraft took to the air for its initial flight with the PT attached to its belly. The bomber performed flawlessly that autumn morning turning and banking without much effort.

Several more flights were made until the afternoon of the 20th when, flying above the Rio Plata, one of the left engines failed forcing the aircraft to plunge near Quilmes, a suburb of Buenos Aires. Von Baumbach, Ernst Henrici and a mechanic die in the accident. The aircraft and the missile were also lost. After the tragedy, the Argentines when back at work on another altered Lancaster, tail sign B-037. As the same time work was done on preparing the new plane, the design team slightly altered the configuration of the original Projectil. The improve platform was called PAT-1. The only variant from the original was a larger fuel tank which gave the missile a top operational range of up to 30km. The first recorded launch of the PAT system occurred in late November 1954 at the General Soler firing range. Flying at 15,000′, the 037 entered a dive, a few seconds later Latin America’s first air-to-surface missile was released.

Work on the system continued until September 17th 1955, when the government decided to introduce it as part of their efforts to stem the tide of the rebel forces in the country’s Revolucion Libertadora. The first target of the PAT-1 was to be the Pajas Blanco Airport at Cordoba. But before the Lancaster B-037 was able to take off, an incoming rebel Lincoln aircraft bombed the Monzon base destroying the sole aircraft capable of firing the PAT platform.

By 1956, the air force had modified another Lancaster, B-043 and testing resumed at El Palomar Air Force Base at the outskirts of the River Plate. The first launch took place in the morning of October 5th. A second test was performed on the 18th. Several other deployments took place between the 19th and 21st. On the 22nd, while on take off, the 043 suffered a small fire forcing the pilot to abort the test mission.

The end of the Revolution in 1958 also signaled the end of the PAT-1 program. With the formation of a new and democratic government under the auspices of dovish President Frondizi, many military projects were closed down, including the much promising Operacion Soverania. Now, fifty years since its maiden flight, only one sample of the first Latin America guided missile exits. Its sits at the Military School Museum in Buenos Aires.

An article by Raul Colon: rcolonfrias@yahoo.com

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The flight schools offer Flight training programs for students. Those who are new or have no knowledge of aviation obtain admission in the pilot training programs as students. After this training, students can participate in the leisure sport of pilot training. After training, these students become eligible for private pilot training. In the private pilot training sessions, pilots learn some tips regarding obtaining a rigorous training of school grounds.

There are so many flight schools around the word. Flight schools work under U.S. rules and regulations of the Federal Aviation Administration. Some flight schools are specialized in training fixed wing aircraft while others provide training in rotary wing aircraft. Some centers also provide specialized training for flying helicopters.

Some schools also offer training to commercial pilots. These schools offer these training programs with professional and experienced drivers. These courses are a combination of ground training and practical courses.

Some flight schools offer excellent facilities for training pilots in aviation. Some schools also offer scholarships to their students and to provide ease of loans at low interest rates. Thus, these facilities are a great help for those who have not been able to pursue these courses because of funding problems.

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