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Another post-war marvel. The 1946 Lockheed R6V Constitution (XR6O-1) was the largest fixed-wing aircraft ever operated by the US Navy it had a 189-ft wingspan and a double-decker pressurized fuselage. Only two prototypes flew. It was also tested with six JATO rockets mounted in the wing roots—shortened takeoff run... show more

Aviation Archive - Tim Farmer

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168,745 просмотров • 5 месяцев назад •via X (Twitter)

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Go BIG or go home. The Beardmore Inflexible, aka Rohrbach Ro VI, was the world's largest aircraft in 1928 with a 157-ft wingspan—16 ft wider than the WWII B-29 Superfortress. This all-metal prototype used advanced stressed-skin construction, powered by three 500-hp Rolls-Royce engines. Built in Scotland, it first flew March 5, 1928, but was underpowered, saw no production, and was scrapped in 1930.👀

Go BIG or go home. The Beardmore Inflexible, aka Rohrbach Ro VI, was the world's largest aircraft in 1928 with a 157-ft wingspan—16 ft wider than the WWII B-29 Superfortress. This all-metal prototype used advanced stressed-skin construction, powered by three 500-hp Rolls-Royce engines. Built in Scotland, it first flew March 5, 1928, but was underpowered, saw no production, and was scrapped in 1930.👀

Tim Farmer

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I like big 1920's planes and I can not lie. The Massive Blackburn T.4 Cubaroo was a 1924 British prototype torpedo bomber, among the largest single-engine aircraft ever built. With an 88 ft wingspan and powered by a 1,000 hp Napier Cub engine, it could carry a 21-inch torpedo over 800 miles. Only two prototypes flew; none entered service.

I like big 1920's planes and I can not lie. The Massive Blackburn T.4 Cubaroo was a 1924 British prototype torpedo bomber, among the largest single-engine aircraft ever built. With an 88 ft wingspan and powered by a 1,000 hp Napier Cub engine, it could carry a 21-inch torpedo over 800 miles. Only two prototypes flew; none entered service.

Aviation Archive - Tim Farmer

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The Lockheed C-5M Super Galaxy is the U.S. military's largest aircraft, and the Emirates Airbus A380-800 is the world's biggest passenger plane. But the truly massive one that actually flew? The Antonov An-225 Mriya—the largest and heaviest aircraft ever built.Built to carry the Soviet Buran space shuttle and Energiya rocket components, it was an enlarged version of the An-124 Ruslan, with a longer fuselage and six engines for hauling oversized, ultra-heavy payloads no other plane could handle. It was expensive to operate but legendary for its capabilities. Sadly, the sole An-225 was destroyed in February 2022 during the Battle of Antonov Airport amid the Russian invasion of Ukraine. (Plans to rebuild or complete a second airframe have been discussed, but as of now, it's gone.)Now you know the story of this aviation giant!

The Lockheed C-5M Super Galaxy is the U.S. military's largest aircraft, and the Emirates Airbus A380-800 is the world's biggest passenger plane. But the truly massive one that actually flew? The Antonov An-225 Mriya—the largest and heaviest aircraft ever built.Built to carry the Soviet Buran space shuttle and Energiya rocket components, it was an enlarged version of the An-124 Ruslan, with a longer fuselage and six engines for hauling oversized, ultra-heavy payloads no other plane could handle. It was expensive to operate but legendary for its capabilities. Sadly, the sole An-225 was destroyed in February 2022 during the Battle of Antonov Airport amid the Russian invasion of Ukraine. (Plans to rebuild or complete a second airframe have been discussed, but as of now, it's gone.)Now you know the story of this aviation giant!

Croxxed Out

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Russia's Typhoon (Akula)-class nuclear submarine. This isn't just a submarine-it's a moving city beneath the ocean. At 175 meters long and over 48,000 tons submerged, it remains the largest submarine ever built. For perspective: even stacking two massive Boeing 747s wouldn't match its length. Inside, the Typhoon had a swimming pool, gym, and full crew living areas. Its enormous size was made possible by a double-hull design with two fully pressurized, parallel hulls-something no other submarine has matched at this scale. That double hull also gave it incredible survivability. Even if the outer hull was damaged, the submarine could continue its mission. Power came from two nuclear reactors, each producing around 190 MW of thermal power, giving it virtually unlimited range and enough strength to surface through Arctic ice.

Russia's Typhoon (Akula)-class nuclear submarine. This isn't just a submarine-it's a moving city beneath the ocean. At 175 meters long and over 48,000 tons submerged, it remains the largest submarine ever built. For perspective: even stacking two massive Boeing 747s wouldn't match its length. Inside, the Typhoon had a swimming pool, gym, and full crew living areas. Its enormous size was made possible by a double-hull design with two fully pressurized, parallel hulls-something no other submarine has matched at this scale. That double hull also gave it incredible survivability. Even if the outer hull was damaged, the submarine could continue its mission. Power came from two nuclear reactors, each producing around 190 MW of thermal power, giving it virtually unlimited range and enough strength to surface through Arctic ice.

𝐃𝐚𝐯𝐢𝐝 𝐙 🇷🇺🇮🇪

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The Blackburn Perth was Britain's largest biplane flying boat to serve with the RAF in the 1930s. Built as an upgraded Blackburn Iris, this massive three-engine beast (Rolls-Royce Buzzard engines, each pumping out over 800 hp) had a 97-foot wingspan, could haul 2,000 lb of bombs or depth charges, and flew with a crew of five or six. Its standout feature was the bow-mounted Coventry Ordnance Works (C.O.W.) 37mm automatic cannon — a rapid-firing anti-shipping weapon that fired up to 100 rounds per minute with a one-mile range, meant to target enemy vessels from the air. K3580 seen here was lost in heavy seas off Stornoway in 1935 when a wing float tore away during takeoff, sealing the type's short RAF career with No. 209 Squadron before monoplane flying boats took over.

The Blackburn Perth was Britain's largest biplane flying boat to serve with the RAF in the 1930s. Built as an upgraded Blackburn Iris, this massive three-engine beast (Rolls-Royce Buzzard engines, each pumping out over 800 hp) had a 97-foot wingspan, could haul 2,000 lb of bombs or depth charges, and flew with a crew of five or six. Its standout feature was the bow-mounted Coventry Ordnance Works (C.O.W.) 37mm automatic cannon — a rapid-firing anti-shipping weapon that fired up to 100 rounds per minute with a one-mile range, meant to target enemy vessels from the air. K3580 seen here was lost in heavy seas off Stornoway in 1935 when a wing float tore away during takeoff, sealing the type's short RAF career with No. 209 Squadron before monoplane flying boats took over.

Aviation Archive - Tim Farmer

12,440 просмотров • 5 месяцев назад

🚨 The Submarine That Was a Floating Underwater City Russia’s Typhoon-class nuclear submarine was the largest ever built. At 175 meters long and over 48,000 tons submerged, even two Boeing 747s stacked end to end wouldn’t match its length. Designed for long missions, it included crew living areas, a gym, and a swimming pool. Its double hull design increased survivability, even if the outer hull was damaged, the submarine could continue operating. Powered by two nuclear reactors producing around 190 MW each, it had virtually unlimited range and could surface through Arctic ice. All Typhoon-class submarines have now been decommissioned, with the last one, TK‑208 Dmitry Donskoy, retired in 2023. Plans are underway to convert it into a museum ship. A remarkable achievement in naval engineering, unmatched in size and ambition.

🚨 The Submarine That Was a Floating Underwater City Russia’s Typhoon-class nuclear submarine was the largest ever built. At 175 meters long and over 48,000 tons submerged, even two Boeing 747s stacked end to end wouldn’t match its length. Designed for long missions, it included crew living areas, a gym, and a swimming pool. Its double hull design increased survivability, even if the outer hull was damaged, the submarine could continue operating. Powered by two nuclear reactors producing around 190 MW each, it had virtually unlimited range and could surface through Arctic ice. All Typhoon-class submarines have now been decommissioned, with the last one, TK‑208 Dmitry Donskoy, retired in 2023. Plans are underway to convert it into a museum ship. A remarkable achievement in naval engineering, unmatched in size and ambition.

Defence Index

21,286 просмотров • 7 месяцев назад

Jetran, owner of Boeing 777-200LR N705DN, just issued a statement on that risky test flight maneuver in Texas. They’re not happy with the crew’s actions, stressing the aircraft isn’t Qatar Airways’ yet — no Qatar pilots were onboard. The plane is still theirs during passenger-to-cargo conversion by Mammoth Freighters. Jetran expects a full investigation and accountability for those responsible. That right wingtip was extremely close to the ground on that pass. When I first watched it I thought I was going to be watching a crash. Extremely reckless. The aircraft according to data if correct was at 760ft, the airport is at 722ft. That’s only 38ft up and then making that turn I bet that wing was only a few ft from the ground. 📹 Eric Breno ✈️🇧🇷 #Boeing #Aviation #N705DN

Jetran, owner of Boeing 777-200LR N705DN, just issued a statement on that risky test flight maneuver in Texas. They’re not happy with the crew’s actions, stressing the aircraft isn’t Qatar Airways’ yet — no Qatar pilots were onboard. The plane is still theirs during passenger-to-cargo conversion by Mammoth Freighters. Jetran expects a full investigation and accountability for those responsible. That right wingtip was extremely close to the ground on that pass. When I first watched it I thought I was going to be watching a crash. Extremely reckless. The aircraft according to data if correct was at 760ft, the airport is at 722ft. That’s only 38ft up and then making that turn I bet that wing was only a few ft from the ground. 📹 Eric Breno ✈️🇧🇷 #Boeing #Aviation #N705DN

SLCScanner

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BOEING HAS QUIETLY SCRAPPED ONE OF ITS EARLIEST-BUILT 777-9 AIRCRAFT As first reported by The Air Current, Boeing has dismantled WH007 (Line No. 1611), the seventh Boeing 777-9 ever built, after the aircraft sat undelivered at Everett since 2019. The jet, originally destined for Emirates as A6-EZT, even rolled out with its folding wingtips painted in Emirates' livery. Instead of being delivered, it was reportedly disassembled in late summer 2025 due to the extensive and costly modifications required to bring it up to the final certified design standard. The aircraft later formed part of the billions of dollars in charges Boeing has accumulated on the delayed 777X program. Every aircraft built before certification must undergo "change incorporation"—a process of retrofitting already-assembled airframes to match the final certified configuration. Boeing has around 40 already-built 777X aircraft requiring these complex reworks, and reports indicate that some customers are reluctant to accept the earliest-build airframes because of the amount of modification involved. WH007 ultimately became the first known 777-9 to be scrapped before ever entering commercial service. 📹: SkyEye787

BOEING HAS QUIETLY SCRAPPED ONE OF ITS EARLIEST-BUILT 777-9 AIRCRAFT As first reported by The Air Current, Boeing has dismantled WH007 (Line No. 1611), the seventh Boeing 777-9 ever built, after the aircraft sat undelivered at Everett since 2019. The jet, originally destined for Emirates as A6-EZT, even rolled out with its folding wingtips painted in Emirates' livery. Instead of being delivered, it was reportedly disassembled in late summer 2025 due to the extensive and costly modifications required to bring it up to the final certified design standard. The aircraft later formed part of the billions of dollars in charges Boeing has accumulated on the delayed 777X program. Every aircraft built before certification must undergo "change incorporation"—a process of retrofitting already-assembled airframes to match the final certified configuration. Boeing has around 40 already-built 777X aircraft requiring these complex reworks, and reports indicate that some customers are reluctant to accept the earliest-build airframes because of the amount of modification involved. WH007 ultimately became the first known 777-9 to be scrapped before ever entering commercial service. 📹: SkyEye787

Turbine Traveller

394,447 просмотров • 23 дней назад

The shot-down movie star On this day in 1943: BOAC Flight 777, a DC-3, is shotdown by Luftwaffe Ju-88s over the Bay of Biscay. All 17 aboard die, including actor Leslie Howard. The aircraft was attacked around 218 mi North of Spain. Contemporary inquiries pointed to the misidentification of the civilian plane by the Luftwaffe. Aircraft operating the Lisbon–Whitchurch route flew unmolested at the start of the war, as both Allied and Axis powers respected Portugal’s neutrality. However, by 1942, aerial combat had intensified over the Bay of Biscay, north of Spain and off the west coast of France. The aircraft lost in this attack had previously survived Luftwaffe fighter engagements in November 1942 and April 1943. Do note that despite the aircraft being painted in the standard RAF camo pattern, it was a civilian aircraft. Both aircraft and crew were from KLM (in fact, it was the first ever DC-3 received by the Dutch airline) and had escaped to the UK after the invasion, where they ended up flying for BOAC. An established Hollywood actor in the 30s, Leslie Howard is mostly remembered by his role as Ashley Wilkes in the 1939 classic “Gone with the Wind” (in the video below, you can see him - he is the gentleman on the receiving end of the love slap)

The shot-down movie star On this day in 1943: BOAC Flight 777, a DC-3, is shotdown by Luftwaffe Ju-88s over the Bay of Biscay. All 17 aboard die, including actor Leslie Howard. The aircraft was attacked around 218 mi North of Spain. Contemporary inquiries pointed to the misidentification of the civilian plane by the Luftwaffe. Aircraft operating the Lisbon–Whitchurch route flew unmolested at the start of the war, as both Allied and Axis powers respected Portugal’s neutrality. However, by 1942, aerial combat had intensified over the Bay of Biscay, north of Spain and off the west coast of France. The aircraft lost in this attack had previously survived Luftwaffe fighter engagements in November 1942 and April 1943. Do note that despite the aircraft being painted in the standard RAF camo pattern, it was a civilian aircraft. Both aircraft and crew were from KLM (in fact, it was the first ever DC-3 received by the Dutch airline) and had escaped to the UK after the invasion, where they ended up flying for BOAC. An established Hollywood actor in the 30s, Leslie Howard is mostly remembered by his role as Ashley Wilkes in the 1939 classic “Gone with the Wind” (in the video below, you can see him - he is the gentleman on the receiving end of the love slap)

Francisco Cunha

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🇨🇳 Nobody was supposed to see this, but someone filmed it. China flew what could be its first sixth-generation fighter, the Chengdu J-36. A massive tailless aircraft with a diamond-shaped wing, powered by three engines and built without a vertical tail. Bigger than anything China has ever put in the air in this category. It looks closer to a long-range strike platform, possibly with a 2-seat cockpit and internal weapons bays built for extended missions. And during testing, it pulled off a full vertical loop. That alone tells you this isn’t just a concept. Why this matters China hasn’t officially confirmed it exists. The world only saw it because people on the ground captured it on their phones. And now, China may have just stepped into the next generation of air warfare. Source: DefenceDec YT

🇨🇳 Nobody was supposed to see this, but someone filmed it. China flew what could be its first sixth-generation fighter, the Chengdu J-36. A massive tailless aircraft with a diamond-shaped wing, powered by three engines and built without a vertical tail. Bigger than anything China has ever put in the air in this category. It looks closer to a long-range strike platform, possibly with a 2-seat cockpit and internal weapons bays built for extended missions. And during testing, it pulled off a full vertical loop. That alone tells you this isn’t just a concept. Why this matters China hasn’t officially confirmed it exists. The world only saw it because people on the ground captured it on their phones. And now, China may have just stepped into the next generation of air warfare. Source: DefenceDec YT

Mario Nawfal

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This is VT-ANB, a Boeing 787-8 Dreamliner, captured here gracefully taxiing for takeoff at Kansai Airport, Japan—11 years ago. 🎥: akino33 Today, this very aircraft was involved in the tragic crash of Air India flight AI171, marking the first-ever hull loss of the Boeing 787-8. 💔 Flight #AI171 was en route from Ahmedabad (AMD) to London Gatwick (LGW) on June 12, 2025, when disaster struck shortly after takeoff. VT-ANB, bearing MSN 36279 / LN 26, first took to the skies on December 14, 2013, and was delivered to Air India on January 31, 2014. It was powered by two GE GEnx-1B engines and had served the airline faithfully for over a decade. Our thoughts are with the passengers, crew, families, and all those affected by this heartbreaking event.🕊️💐

This is VT-ANB, a Boeing 787-8 Dreamliner, captured here gracefully taxiing for takeoff at Kansai Airport, Japan—11 years ago. 🎥: akino33 Today, this very aircraft was involved in the tragic crash of Air India flight AI171, marking the first-ever hull loss of the Boeing 787-8. 💔 Flight #AI171 was en route from Ahmedabad (AMD) to London Gatwick (LGW) on June 12, 2025, when disaster struck shortly after takeoff. VT-ANB, bearing MSN 36279 / LN 26, first took to the skies on December 14, 2013, and was delivered to Air India on January 31, 2014. It was powered by two GE GEnx-1B engines and had served the airline faithfully for over a decade. Our thoughts are with the passengers, crew, families, and all those affected by this heartbreaking event.🕊️💐

Turbine Traveller

1,486,234 просмотров • 1 год назад

The Convair 880, a remarkable yet underappreciated jet airliner in aviation history, completed its final flight in 1991, nearly two decades after its commercial retirement in 1973. Manufactured by Convair, a division of General Dynamics based in the United States, this sleek aircraft was designed to compete with industry giants like the Boeing 707 and Douglas DC-8. Introduced in 1959, the Convair 880 was celebrated for its impressive cruising speed of approximately 615 mph (990 km/h), making it one of the fastest commercial jetliners of its era, capable of rivaling or even surpassing the Boeing 707 in speed. Powered by four General Electric CJ805-3 turbojet engines, it was engineered for efficiency and performance, with a range of about 3,000 miles (4,800 km) and a capacity to carry up to 110 passengers in a typical configuration. Despite its technological achievements, the Convair 880 faced significant challenges. High operating costs, driven by its fuel-hungry engines, and fierce competition from more economical and versatile rivals limited its market success. Production ceased in 1962 after a brief six-year run, with only 65 units built—a stark contrast to the hundreds of Boeing 707s and DC-8s produced. The aircraft primarily served major U.S. carriers like TWA, Delta, and United, but its high costs led to its gradual phase-out by the early 1970s. The final flight in 1991, departing from the Mojave Air and Space Port in California, marked the end of the Convair 880’s operational life, as it was retired to storage or scrapped. Today, the Convair 880 is a rare relic of aviation’s jet age, with only a handful of airframes preserved. Notable examples include one displayed at the Delta Flight Museum in Atlanta and another in private hands, occasionally used for film productions or as a static display. Its sleek, narrow-body design and historical significance as a symbol of the early jet era make the Convair 880 a cherished piece of aviation heritage, though its limited production and short service life render it a largely forgotten gem in the shadow of its more successful competitors.

The Convair 880, a remarkable yet underappreciated jet airliner in aviation history, completed its final flight in 1991, nearly two decades after its commercial retirement in 1973. Manufactured by Convair, a division of General Dynamics based in the United States, this sleek aircraft was designed to compete with industry giants like the Boeing 707 and Douglas DC-8. Introduced in 1959, the Convair 880 was celebrated for its impressive cruising speed of approximately 615 mph (990 km/h), making it one of the fastest commercial jetliners of its era, capable of rivaling or even surpassing the Boeing 707 in speed. Powered by four General Electric CJ805-3 turbojet engines, it was engineered for efficiency and performance, with a range of about 3,000 miles (4,800 km) and a capacity to carry up to 110 passengers in a typical configuration. Despite its technological achievements, the Convair 880 faced significant challenges. High operating costs, driven by its fuel-hungry engines, and fierce competition from more economical and versatile rivals limited its market success. Production ceased in 1962 after a brief six-year run, with only 65 units built—a stark contrast to the hundreds of Boeing 707s and DC-8s produced. The aircraft primarily served major U.S. carriers like TWA, Delta, and United, but its high costs led to its gradual phase-out by the early 1970s. The final flight in 1991, departing from the Mojave Air and Space Port in California, marked the end of the Convair 880’s operational life, as it was retired to storage or scrapped. Today, the Convair 880 is a rare relic of aviation’s jet age, with only a handful of airframes preserved. Notable examples include one displayed at the Delta Flight Museum in Atlanta and another in private hands, occasionally used for film productions or as a static display. Its sleek, narrow-body design and historical significance as a symbol of the early jet era make the Convair 880 a cherished piece of aviation heritage, though its limited production and short service life render it a largely forgotten gem in the shadow of its more successful competitors.

aircraftmaintenancengineer

14,567 просмотров • 1 год назад

$Two air forces started the Pacific war. One trained its pilots, then kept them fighting until they died. The other trained its pilots, then often pulled many of its experienced combat pilots out to teach everyone else. This is one of the reasons America won the Pacific air war, let's dive in.. Japan's Elite Aviators At the start of the war, Japan had some of the finest fighter pilots in the world. The aviators who attacked Pearl Harbor were elite. Many had hundreds of hours in the cockpit and real combat experience from the fighting in China. Flying the nimble A6M Zero, they cut through Allied opposition in the early months of the war and earned a fearsome reputation. But Japan made a fateful choice about these men. It kept them in combat, more or less indefinitely. Japanese pilots flew mission after mission with no real system to rotate them home. They fought until they were shot down, crippled, or killed. It seemed ruthless and efficient. In reality, it was a slow-motion disaster. The Difference in Philosophy Because every time Japan lost one of those veterans, everything he knew died with him. America did the opposite. It regularly rotated many of its experienced combat pilots back home once they had done their share of fighting. There, they became instructors, pouring everything they had learned in real air combat directly into the next generation of pilots. So the two systems pulled in opposite directions. Japan's pool of skill drained away with every ace it buried. America's pool of skill grew, as each returning veteran multiplied his knowledge across hundreds of students. One nation was teaching. The other was simply dying. The Training Gap The gap became a chasm, and it was made worse by sheer scale. By 1944, the United States was training around 8,000 new aviators every month, each of them getting well over a year of instruction and hundreds of hours in the air before they ever saw combat. Japan could not come close. As its veterans vanished, its training program collapsed, and it was crippled by something else, too. Fuel. Japan was running so short of it that many trainees could barely fly enough hours to learn their trade. By the later part of the war, Japanese pilots were being rushed into battle with barely 100 hours of flying time, and sometimes far less. They were teenagers with almost no training, being sent up against American veterans who had been taught by the best combat pilots in the fleet. The outcome was no longer a contest. It was a slaughter. The Great Marianas Turkey Shoot Nowhere was that clearer than in the skies over the Mariana Islands in June 1944. When the Japanese launched hundreds of aircraft against the American fleet, they flew into a wall of Hellcat fighters, guided by radar and expert fighter direction that positioned the Americans at the perfect height and moment to strike. The green Japanese pilots in their now outdated Zeros never had a chance. In and around that battle, Japan lost nearly 480 aircraft, while the Americans lost only a few dozen. It was so one-sided that the American aviators nicknamed it the Great Marianas Turkey Shoot. Japan's naval air power, once the terror of the Pacific, was broken in a matter of days. Better Aircraft, Better Technology It was not only the pilots. It was the machines too. America kept producing better and better aircraft, like the tough, heavily armed F6F Hellcat, designed after studying a captured Zero and built to beat it. It could take punishment, out-dive and out-gun its opponent, and it was forgiving enough that even a less experienced pilot could survive his first fights and become a veteran. Over the war, Hellcat pilots claimed more than 5,000 enemy aircraft for a tiny fraction of that in losses. Japan, meanwhile, kept sending men up in the aging Zero, a plane that had been revolutionary in 1941 but was now underpowered, fragile, and outclassed. It was fast and agile, but a single burst of American fire could tear it apart, because it had traded armor and protection for maneuverability. Better pilots, in better planes, backed by better technology. The advantages stacked on top of one another. The Spiral Ends By the end, Japan had reached the final, desperate stage of the spiral. With almost no trained pilots left, and no way to make more in time, it turned to the kamikaze. A pilot did not need 500 hours of training to crash his aircraft into a ship. He only needed to take off, aim, and die. It was the last resort of an air force that had run out of the one thing it could never mass produce. Experienced men. America won the Pacific air war for many reasons. Its factories out-built the enemy. Its radar and intelligence gave it eyes the Japanese lacked. Its aircraft grew deadlier every year. But underneath all of it was something simpler. America treated its best pilots as a resource to be protected and passed on. Japan treated them as fuel to be burned. One of those choices built an air force that kept getting stronger. The other burned brightly, and then burned out. This was why America won the Pacific air war. I post a story like this every single day. Most people never see them. Follow so you don't miss the next one.$

Two air forces started the Pacific war. One trained its pilots, then kept them fighting until they died. The other trained its pilots, then often pulled many of its experienced combat pilots out to teach everyone else. This is one of the reasons America won the Pacific air war, let's dive in.. Japan's Elite Aviators At the start of the war, Japan had some of the finest fighter pilots in the world. The aviators who attacked Pearl Harbor were elite. Many had hundreds of hours in the cockpit and real combat experience from the fighting in China. Flying the nimble A6M Zero, they cut through Allied opposition in the early months of the war and earned a fearsome reputation. But Japan made a fateful choice about these men. It kept them in combat, more or less indefinitely. Japanese pilots flew mission after mission with no real system to rotate them home. They fought until they were shot down, crippled, or killed. It seemed ruthless and efficient. In reality, it was a slow-motion disaster. The Difference in Philosophy Because every time Japan lost one of those veterans, everything he knew died with him. America did the opposite. It regularly rotated many of its experienced combat pilots back home once they had done their share of fighting. There, they became instructors, pouring everything they had learned in real air combat directly into the next generation of pilots. So the two systems pulled in opposite directions. Japan's pool of skill drained away with every ace it buried. America's pool of skill grew, as each returning veteran multiplied his knowledge across hundreds of students. One nation was teaching. The other was simply dying. The Training Gap The gap became a chasm, and it was made worse by sheer scale. By 1944, the United States was training around 8,000 new aviators every month, each of them getting well over a year of instruction and hundreds of hours in the air before they ever saw combat. Japan could not come close. As its veterans vanished, its training program collapsed, and it was crippled by something else, too. Fuel. Japan was running so short of it that many trainees could barely fly enough hours to learn their trade. By the later part of the war, Japanese pilots were being rushed into battle with barely 100 hours of flying time, and sometimes far less. They were teenagers with almost no training, being sent up against American veterans who had been taught by the best combat pilots in the fleet. The outcome was no longer a contest. It was a slaughter. The Great Marianas Turkey Shoot Nowhere was that clearer than in the skies over the Mariana Islands in June 1944. When the Japanese launched hundreds of aircraft against the American fleet, they flew into a wall of Hellcat fighters, guided by radar and expert fighter direction that positioned the Americans at the perfect height and moment to strike. The green Japanese pilots in their now outdated Zeros never had a chance. In and around that battle, Japan lost nearly 480 aircraft, while the Americans lost only a few dozen. It was so one-sided that the American aviators nicknamed it the Great Marianas Turkey Shoot. Japan's naval air power, once the terror of the Pacific, was broken in a matter of days. Better Aircraft, Better Technology It was not only the pilots. It was the machines too. America kept producing better and better aircraft, like the tough, heavily armed F6F Hellcat, designed after studying a captured Zero and built to beat it. It could take punishment, out-dive and out-gun its opponent, and it was forgiving enough that even a less experienced pilot could survive his first fights and become a veteran. Over the war, Hellcat pilots claimed more than 5,000 enemy aircraft for a tiny fraction of that in losses. Japan, meanwhile, kept sending men up in the aging Zero, a plane that had been revolutionary in 1941 but was now underpowered, fragile, and outclassed. It was fast and agile, but a single burst of American fire could tear it apart, because it had traded armor and protection for maneuverability. Better pilots, in better planes, backed by better technology. The advantages stacked on top of one another. The Spiral Ends By the end, Japan had reached the final, desperate stage of the spiral. With almost no trained pilots left, and no way to make more in time, it turned to the kamikaze. A pilot did not need 500 hours of training to crash his aircraft into a ship. He only needed to take off, aim, and die. It was the last resort of an air force that had run out of the one thing it could never mass produce. Experienced men. America won the Pacific air war for many reasons. Its factories out-built the enemy. Its radar and intelligence gave it eyes the Japanese lacked. Its aircraft grew deadlier every year. But underneath all of it was something simpler. America treated its best pilots as a resource to be protected and passed on. Japan treated them as fuel to be burned. One of those choices built an air force that kept getting stronger. The other burned brightly, and then burned out. This was why America won the Pacific air war. I post a story like this every single day. Most people never see them. Follow so you don't miss the next one.

Untold War Stories

155,561 просмотров • 1 месяц назад

#Today on October 14 2023, .Madonna opened "The Celebration Tour" at the O2 Arena in London and ended on May 4, 2024 with a free concert on Copacabana Beach at Rio de Janeiro. As her first retrospective tour, it was based entirely on her back catalogue and 40-year career. On January 20, Billboard reported that the tour was "98% sold out", and that 600,000 tickets had sold out in a matter of hours throughout Europe and North America. Over 200,000 fans queued to buy tickets for the London shows, and nearly 30,000 did in the Netherlands. Over 1.2 million tickets had been sold by June 30, 2023, according to Billboard. Celebration became one of the world's fastest-selling concert tours, with The New York Times describing it as "one of the year's big-ticket events". Billboard reported Celebration to have grossed over $225.4 million from an audience of 1.1 million, scoring the highest-grossing tour of 2024 so far. It making Madonna the first touring female artist to gross over $100 million in six different tours. The free concert in Rio de Janeiro drew a crowd of over 1.6 million people, which became Madonna's largest crowd of her career and set records for the largest audience ever for a stand-alone concert and the largest all-time crowd for a female artist.

#Today on October 14 2023, .Madonna opened "The Celebration Tour" at the O2 Arena in London and ended on May 4, 2024 with a free concert on Copacabana Beach at Rio de Janeiro. As her first retrospective tour, it was based entirely on her back catalogue and 40-year career. On January 20, Billboard reported that the tour was "98% sold out", and that 600,000 tickets had sold out in a matter of hours throughout Europe and North America. Over 200,000 fans queued to buy tickets for the London shows, and nearly 30,000 did in the Netherlands. Over 1.2 million tickets had been sold by June 30, 2023, according to Billboard. Celebration became one of the world's fastest-selling concert tours, with The New York Times describing it as "one of the year's big-ticket events". Billboard reported Celebration to have grossed over $225.4 million from an audience of 1.1 million, scoring the highest-grossing tour of 2024 so far. It making Madonna the first touring female artist to gross over $100 million in six different tours. The free concert in Rio de Janeiro drew a crowd of over 1.6 million people, which became Madonna's largest crowd of her career and set records for the largest audience ever for a stand-alone concert and the largest all-time crowd for a female artist.

Madonna Records

23,289 просмотров • 10 месяцев назад

49 years ago today: America´s worst air disaster May 25 1979: American Airlines Flight 191, a DC-10, crashes on takeoff from O'Hare (Chicago, US). All 271 aboard plus 2 on the ground die, the deadliest airliner crash in US, a figure only surpassed by the 9/11 terrorist attacks. On take-off, the engine separated from the wing due to improper maintenance, damaging hydraulics, and causing loss of control, as detailed below. Specifically, it was determined that during takeoff rotation, the No. 1 (left) engine separated from the left wing, flipped over the wing, and landed on the runway. The separation severed the hydraulic lines that lock the leading-edge slats in place and damaged a 3-foot (1 m) section of the left wing’s leading edge. Aerodynamic forces then caused an uncommanded retraction of the outboard slats. As the aircraft climbed, the damaged left wing generated substantially less lift than the right wing, whose slats remained deployed, and the engine provided full takeoff thrust. The resulting aerodynamic imbalance produced an abrupt left roll to a 112° bank angle—partially inverted—before the aircraft crashed in an open field adjacent to a trailer park near the runway’s end. The engine separation was caused by structural damage to the pylon, resulting from improper maintenance procedures at American Airlines, which are detailed in the thread below 1/6 ⬇️ 🧵 Video – Plane N´ Boom (animation from Mayday ACI series)

49 years ago today: America´s worst air disaster May 25 1979: American Airlines Flight 191, a DC-10, crashes on takeoff from O'Hare (Chicago, US). All 271 aboard plus 2 on the ground die, the deadliest airliner crash in US, a figure only surpassed by the 9/11 terrorist attacks. On take-off, the engine separated from the wing due to improper maintenance, damaging hydraulics, and causing loss of control, as detailed below. Specifically, it was determined that during takeoff rotation, the No. 1 (left) engine separated from the left wing, flipped over the wing, and landed on the runway. The separation severed the hydraulic lines that lock the leading-edge slats in place and damaged a 3-foot (1 m) section of the left wing’s leading edge. Aerodynamic forces then caused an uncommanded retraction of the outboard slats. As the aircraft climbed, the damaged left wing generated substantially less lift than the right wing, whose slats remained deployed, and the engine provided full takeoff thrust. The resulting aerodynamic imbalance produced an abrupt left roll to a 112° bank angle—partially inverted—before the aircraft crashed in an open field adjacent to a trailer park near the runway’s end. The engine separation was caused by structural damage to the pylon, resulting from improper maintenance procedures at American Airlines, which are detailed in the thread below 1/6 ⬇️ 🧵 Video – Plane N´ Boom (animation from Mayday ACI series)

Francisco Cunha

404,713 просмотров • 2 месяцев назад

Random Information Post ❗️ The F-15 S/MTD, part Ace Combat 7: Skies Unknown 's Experimental Aircraft Series Set DLC or available on it's own in the F-15 S/MTD Set DLC, is a semi-historical fictional aircraft. It is based on the real life F-15 STOL/MTD and later F-15 ACTIVE test aircraft. The aircraft used for the project was pre-production TF-15A (F-15B) No. 1 (USAF S/N 71-0290), the first two-seat F-15 Eagle built by McDonnell Douglas (out of 2 prototypes), the sixth F-15 off the assembly line, and was the oldest F-15 flying up to its retirement. The programs ran from September 7th 1988 to January 30th 2009, where the air frame was finally retired. The aircraft was used in several tests and experiments centered around thrust vectoring and advanced avionics equipment. the F-15 STOL/MTD program was intended to give F-15s the ability to take off from short or damaged runways in the event that a war with the Soviet Union damaged them or forced the use of sub-optimal backup airfields. The canards on the aircraft are stabilizers from an F/A-18 that were attached to the fuselage, removing the 20mm Vulcan cannon in the process to allow for the modification. The aircraft used two types of thruster nozzles, the first being a square 2D nozzle, allowing thrust vectoring up and down, and later a 3D nozzle allowing thrust to be vectored in all directions. The program showed good results, though not intended as a performance upgrade McDonnel Douglas engineers noted a 15% increase in the plane's overall dog fighting performance from the modifications. Also noting takeoff speeds as low as 42 mph (68 km/h), and a 25% reduction in the required runway length for takeoff. However the US Air Force did not buy these upgrades. No official reason was made public but the collapse of the Soviet Union in 1991 likely eliminated the need and enthusiasm to upgrade the fleet of F-15s. The test aircraft continued to serve on loan to NASA until 2008 however, and is now on display at Edwards AFB. Still a very cool aircraft to look at, and a common sight in Ace Combat games since Ace Combat 3, with it's fictional F-15S/MT Eagle+ variant being it's first appearance in the franchise, and is one of my favorite fictional aircraft in the series. Sources: Wikipedia, Acepedia, and offhand knowledge from various articles and mentions from informed friends.

Random Information Post ❗️ The F-15 S/MTD, part Ace Combat 7: Skies Unknown 's Experimental Aircraft Series Set DLC or available on it's own in the F-15 S/MTD Set DLC, is a semi-historical fictional aircraft. It is based on the real life F-15 STOL/MTD and later F-15 ACTIVE test aircraft. The aircraft used for the project was pre-production TF-15A (F-15B) No. 1 (USAF S/N 71-0290), the first two-seat F-15 Eagle built by McDonnell Douglas (out of 2 prototypes), the sixth F-15 off the assembly line, and was the oldest F-15 flying up to its retirement. The programs ran from September 7th 1988 to January 30th 2009, where the air frame was finally retired. The aircraft was used in several tests and experiments centered around thrust vectoring and advanced avionics equipment. the F-15 STOL/MTD program was intended to give F-15s the ability to take off from short or damaged runways in the event that a war with the Soviet Union damaged them or forced the use of sub-optimal backup airfields. The canards on the aircraft are stabilizers from an F/A-18 that were attached to the fuselage, removing the 20mm Vulcan cannon in the process to allow for the modification. The aircraft used two types of thruster nozzles, the first being a square 2D nozzle, allowing thrust vectoring up and down, and later a 3D nozzle allowing thrust to be vectored in all directions. The program showed good results, though not intended as a performance upgrade McDonnel Douglas engineers noted a 15% increase in the plane's overall dog fighting performance from the modifications. Also noting takeoff speeds as low as 42 mph (68 km/h), and a 25% reduction in the required runway length for takeoff. However the US Air Force did not buy these upgrades. No official reason was made public but the collapse of the Soviet Union in 1991 likely eliminated the need and enthusiasm to upgrade the fleet of F-15s. The test aircraft continued to serve on loan to NASA until 2008 however, and is now on display at Edwards AFB. Still a very cool aircraft to look at, and a common sight in Ace Combat games since Ace Combat 3, with it's fictional F-15S/MT Eagle+ variant being it's first appearance in the franchise, and is one of my favorite fictional aircraft in the series. Sources: Wikipedia, Acepedia, and offhand knowledge from various articles and mentions from informed friends.

HoraceVT 🪄🎬

23,777 просмотров • 7 месяцев назад

The "other" Tu-144 crash (everyone recalls the Paris Air Show Crash but this one is erased...) May 23: 1978: a Tupolev Tu-144 [CCCP-77111], on a pre-delivery test flight crash lands in Yegoryevsk (USSR), 2 of 8 aboard died. Jet developed a fire in the APU which led to engine problems. Conflagration´s start was later traced to a ruptured fuel line. Crew actions were also a factor. The excerpt here is from a video on the Soviet SuperSonic Transport (SST) and its safety record by the channel "Raven´s Eye" More info here (via ASN) "(...) At an altitude of 3000 m a fire started at the APU, located in the right delta-shaped wing. A turn was made to return to the airport and the both engines located in the right wing (engines no. 3 and 4) were shut down. The plane began to lose height. Fire trailed the plane and the cockpit filled with smoke. Then one of the remaining two engines failed. The crew managed to belly land the plane in a field, six minutes after the beginning of the fire. On impact, the nose cone collapsed under the fuselage, penetrating the compartment in which two flight engineers were seated. It appeared that 27 minutes before the ignition, a fuel line ruptured, causing eight tons of fuel to leak, entering several compartments of the right wing. The fuel readings were judged incorrect by the flight engineers and were thus not reported to the commander. "

The "other" Tu-144 crash (everyone recalls the Paris Air Show Crash but this one is erased...) May 23: 1978: a Tupolev Tu-144 [CCCP-77111], on a pre-delivery test flight crash lands in Yegoryevsk (USSR), 2 of 8 aboard died. Jet developed a fire in the APU which led to engine problems. Conflagration´s start was later traced to a ruptured fuel line. Crew actions were also a factor. The excerpt here is from a video on the Soviet SuperSonic Transport (SST) and its safety record by the channel "Raven´s Eye" More info here (via ASN) "(...) At an altitude of 3000 m a fire started at the APU, located in the right delta-shaped wing. A turn was made to return to the airport and the both engines located in the right wing (engines no. 3 and 4) were shut down. The plane began to lose height. Fire trailed the plane and the cockpit filled with smoke. Then one of the remaining two engines failed. The crew managed to belly land the plane in a field, six minutes after the beginning of the fire. On impact, the nose cone collapsed under the fuselage, penetrating the compartment in which two flight engineers were seated. It appeared that 27 minutes before the ignition, a fuel line ruptured, causing eight tons of fuel to leak, entering several compartments of the right wing. The fuel readings were judged incorrect by the flight engineers and were thus not reported to the commander. "

Francisco Cunha

24,859 просмотров • 2 месяцев назад

The SR-71 Blackbird wasn’t just fast… it was a machine that literally OUTRAN missiles. 🚀🖤 Here’s why this aircraft is still unmatched today 👇 The Blackbird could fly at Mach 3+, over 85,000 ft, with a skin temperature so hot the jet expanded mid-flight. 🔥 It leaked fuel on the ground because the titanium panels only sealed when heated at speed. 😳 Its engines—part turbojet, part ramjet—were so advanced that after Mach 2.5, the shockwaves did most of the compression work. Pure engineering magic. ⚙️✨ And here’s the crazy part: No SR-71 was ever shot down. Every time a missile was launched, pilots simply pushed the throttles forward… and outran it. 🏃‍♂️💨✈️ Built in the 1960s. Still futuristic today. A masterpiece that flew faster than the edge of human imagination. 🖤 What should I cover next? Another legendary aircraft? 👇🔥 📸 by ig/jet.nerd

The SR-71 Blackbird wasn’t just fast… it was a machine that literally OUTRAN missiles. 🚀🖤 Here’s why this aircraft is still unmatched today 👇 The Blackbird could fly at Mach 3+, over 85,000 ft, with a skin temperature so hot the jet expanded mid-flight. 🔥 It leaked fuel on the ground because the titanium panels only sealed when heated at speed. 😳 Its engines—part turbojet, part ramjet—were so advanced that after Mach 2.5, the shockwaves did most of the compression work. Pure engineering magic. ⚙️✨ And here’s the crazy part: No SR-71 was ever shot down. Every time a missile was launched, pilots simply pushed the throttles forward… and outran it. 🏃‍♂️💨✈️ Built in the 1960s. Still futuristic today. A masterpiece that flew faster than the edge of human imagination. 🖤 What should I cover next? Another legendary aircraft? 👇🔥 📸 by ig/jet.nerd

aircraftmaintenancengineer

237,180 просмотров • 7 месяцев назад

In September 1951, following a meeting of Joseph Stalin with senior aircraft designers the Soviet Union issued design specifications for new helicopters, with the intent of rapidly accelerating Soviet helicopter development. One of those designs was the Yak-24 "Flying Railroad Car". The first prototype flew on July 3, 1952, powered by two 1,700-horsepower Shvetsov radials. It could carry 40 fully equipped troops or nearly 8,800 pounds (4,000 kg) of cargo. NATO named it Horse. On December 17, 1955 it set two world records, lifting 8,818 pounds (4,000 kg) to 9,521 feet (2,902 m) and 4,409 pounds (2,000 kg) to 16,673 feet (5,082 m). According to recent Russian sources, only 35 series helicopters were built in 1956–1958 in Leningrad, in addition to two prototypes and three pre-series helicopters (1953-1958).

In September 1951, following a meeting of Joseph Stalin with senior aircraft designers the Soviet Union issued design specifications for new helicopters, with the intent of rapidly accelerating Soviet helicopter development. One of those designs was the Yak-24 "Flying Railroad Car". The first prototype flew on July 3, 1952, powered by two 1,700-horsepower Shvetsov radials. It could carry 40 fully equipped troops or nearly 8,800 pounds (4,000 kg) of cargo. NATO named it Horse. On December 17, 1955 it set two world records, lifting 8,818 pounds (4,000 kg) to 9,521 feet (2,902 m) and 4,409 pounds (2,000 kg) to 16,673 feet (5,082 m). According to recent Russian sources, only 35 series helicopters were built in 1956–1958 in Leningrad, in addition to two prototypes and three pre-series helicopters (1953-1958).

Aviation Archive - Tim Farmer

154,882 просмотров • 8 дней назад

Macchi C.205 pilots of the Aeronautica Nazionale Repubblicana with their fighters still in Luftwaffe markings in early 1944 full clip: The Aeronautica Nazionale Repubblicana was the air force of the Italian Social Republic, the World War II German puppet state in Italy after the 1943 armistice divided the nation. It received numbers of Italian aircraft, later augmented with their own local production, and further aircraft from Germany. This force was opposed to the Aviazione Cobelligerante Italiana, the Italian pro-Allied air force, though they never actually met in combat. The Macchi C.205 Veltro was an Italian World War II fighter aircraft built by the Aeronautica Macchi. Along with the Reggiane Re.2005 and Fiat G.55, this plane was one of the three "Serie 5" Italian fighters built around the powerful Daimler-Benz DB 605 engine. The C.205 was a development of the earlier C.202 Folgore. With a top speed of around 640 km/h and equipped with a pair of 20mm cannon as well as 12.7mm Breda machine guns, the C.205 was highly respected by Allied and Axis pilots alike. Widely regarded as one of the best Italian fighters of World War II, it proved to be extremely effective, destroying a significant number of Allied bombers. The Macchi C. 205 also proved capable of meeting advanced Allied fighters on relatively equal terms. While able to match the best Allied opponents in speed and maneuverability, the type's impact was limited as it was introduced late in the conflict. Due to the limitations of the Italian war economy, only a small production run was delivered before the end of the war. Like the Spitfire, the Veltro was challenging in its construction and slow to build. Italy's highest-scoring ace, Adriano Visconti, achieved 11 of his 26 credited victories in the few weeks he was able to fly the Veltro, with Sergente Maggiore pilota Luigi Gorrini shooting down 14 enemy aircraft plus six damaged with the C.205. A total of 29 C.205s reached northern airfields to be used by the Aeronautica Nazionale Repubblicana. Macchi produced the remaining 72 aircraft of the third series for the ANR before production was shut down by Allied bombing in May 1944. Statistics on aircraft production post-Armistice are unclear and incomplete. In general, C.205s fought well in ANR service: they were attached to units that had homogeneous equipment, or at least of comparable quality, and were guided by German radar stations. Though few in number, they achieved success in inflicting losses on Allied bombers and fighters. A few Veltros were delivered to 3° Gruppo, based in Vicenza, while further Veltros were scattered throughout other small units. The 1° Gruppo C.T. of the ANR based at the Campoformido airfield was equipped with C.205 and its first operation on 3 January 1944 was a success. led by Italian ace Capitano Adriano Visconti, a formation of Boeing B-17 Flying Fortresses and their escort of Lockheed P-38 Lightnings bombing factories in Villar Perosa was intercepted, and four of the escorts were shot down. The aircraft were still in Luftwaffe markings as seen in this footage. On 28 January, the C.205s, now with Italian markings, succeeded in shooting down a B-24 Liberator, their first four-engined American bomber. This air victory was credited to Sergente Marconcini, Visconti's wingman. By 25 February, 1° Gruppo C.T. had reported 26 victories for nine losses. An extremely bitter aerial combat took place on 11 March, where the Italians claimed 12 victories while losing three of their own pilots. These included 1st Lt Boscutti, who was reportedly killed by gunfire from a US P-38 Lightning after he had bailed out from his stricken fighter and was hanging from his parachute. On 18 March, 30 C.205s from 1° Gruppo C.T. and 60 Bf 109s from JG.77 tangled with about 450 Allied bombers and their escorts, shooting down at least four enemy aircraft. Corp. Zaccaria was killed in action, again apparently shot at by a P-38 after bailing out. Allied bombing in April 1944 destroyed most of the Macchi and Fiat facilities, bringing fighter production to an end. With production interrupted, the Italians were forced to re-equip their three groups almost fully with Bf 109s, largely because the Germans were quick to offer some of their best models, including Bf 109G-6s and Bf 109K-4s. The Allies were less generous with the Aviazione Cobelligerante Italiana, and Veltros, including some upgraded C.202s, were slowly replaced with worn-out P-39s and Spitfires, but not before Summer 1944. #macchi #c205 #veltro #anr #ww2 #wwi #sgm

Macchi C.205 pilots of the Aeronautica Nazionale Repubblicana with their fighters still in Luftwaffe markings in early 1944 full clip: The Aeronautica Nazionale Repubblicana was the air force of the Italian Social Republic, the World War II German puppet state in Italy after the 1943 armistice divided the nation. It received numbers of Italian aircraft, later augmented with their own local production, and further aircraft from Germany. This force was opposed to the Aviazione Cobelligerante Italiana, the Italian pro-Allied air force, though they never actually met in combat. The Macchi C.205 Veltro was an Italian World War II fighter aircraft built by the Aeronautica Macchi. Along with the Reggiane Re.2005 and Fiat G.55, this plane was one of the three "Serie 5" Italian fighters built around the powerful Daimler-Benz DB 605 engine. The C.205 was a development of the earlier C.202 Folgore. With a top speed of around 640 km/h and equipped with a pair of 20mm cannon as well as 12.7mm Breda machine guns, the C.205 was highly respected by Allied and Axis pilots alike. Widely regarded as one of the best Italian fighters of World War II, it proved to be extremely effective, destroying a significant number of Allied bombers. The Macchi C. 205 also proved capable of meeting advanced Allied fighters on relatively equal terms. While able to match the best Allied opponents in speed and maneuverability, the type's impact was limited as it was introduced late in the conflict. Due to the limitations of the Italian war economy, only a small production run was delivered before the end of the war. Like the Spitfire, the Veltro was challenging in its construction and slow to build. Italy's highest-scoring ace, Adriano Visconti, achieved 11 of his 26 credited victories in the few weeks he was able to fly the Veltro, with Sergente Maggiore pilota Luigi Gorrini shooting down 14 enemy aircraft plus six damaged with the C.205. A total of 29 C.205s reached northern airfields to be used by the Aeronautica Nazionale Repubblicana. Macchi produced the remaining 72 aircraft of the third series for the ANR before production was shut down by Allied bombing in May 1944. Statistics on aircraft production post-Armistice are unclear and incomplete. In general, C.205s fought well in ANR service: they were attached to units that had homogeneous equipment, or at least of comparable quality, and were guided by German radar stations. Though few in number, they achieved success in inflicting losses on Allied bombers and fighters. A few Veltros were delivered to 3° Gruppo, based in Vicenza, while further Veltros were scattered throughout other small units. The 1° Gruppo C.T. of the ANR based at the Campoformido airfield was equipped with C.205 and its first operation on 3 January 1944 was a success. led by Italian ace Capitano Adriano Visconti, a formation of Boeing B-17 Flying Fortresses and their escort of Lockheed P-38 Lightnings bombing factories in Villar Perosa was intercepted, and four of the escorts were shot down. The aircraft were still in Luftwaffe markings as seen in this footage. On 28 January, the C.205s, now with Italian markings, succeeded in shooting down a B-24 Liberator, their first four-engined American bomber. This air victory was credited to Sergente Marconcini, Visconti's wingman. By 25 February, 1° Gruppo C.T. had reported 26 victories for nine losses. An extremely bitter aerial combat took place on 11 March, where the Italians claimed 12 victories while losing three of their own pilots. These included 1st Lt Boscutti, who was reportedly killed by gunfire from a US P-38 Lightning after he had bailed out from his stricken fighter and was hanging from his parachute. On 18 March, 30 C.205s from 1° Gruppo C.T. and 60 Bf 109s from JG.77 tangled with about 450 Allied bombers and their escorts, shooting down at least four enemy aircraft. Corp. Zaccaria was killed in action, again apparently shot at by a P-38 after bailing out. Allied bombing in April 1944 destroyed most of the Macchi and Fiat facilities, bringing fighter production to an end. With production interrupted, the Italians were forced to re-equip their three groups almost fully with Bf 109s, largely because the Germans were quick to offer some of their best models, including Bf 109G-6s and Bf 109K-4s. The Allies were less generous with the Aviazione Cobelligerante Italiana, and Veltros, including some upgraded C.202s, were slowly replaced with worn-out P-39s and Spitfires, but not before Summer 1944. #macchi #c205 #veltro #anr #ww2 #wwi #sgm

hw97karbine

28,364 просмотров • 1 год назад