Sunday, July 31, 2016
Saturday, July 30, 2016
Friday, July 29, 2016
“The Museum of Flying at Santa Monica Airport in November of 2012, unveiled its "Fly Douglas" mural, created by aviation artist, author and historian Mike Machat. The mural was commisioned by the Employees Community Fund of Boeing California. The mural depicts the Douglas Aircraft Company’s DC series of aircraft from the DC-1 to the DC-10.”
Thursday, July 28, 2016
Wednesday, July 27, 2016
A poor copy of Loft Sheet 32-0488, Sht 3, dated June 28,1968, showing the F-4 wing bumps. Also Loft Sheet 32-0359, dated June 30, 1970, is included showing the F-4 IR Seeker fairing cuts. Credit: Greg Kuklinski
Additional wing bump info here
Thursday, July 21, 2016
Wednesday, July 20, 2016
Tuesday, July 19, 2016
The small Quality Planning pocket card that I carried for many years with all the F-4 and RF-4 Waterlines, Buttock Lines, Stabilator Stations and Fuselage Stations. A valuable card to have when doing F-4 repairs. Cards are dated March 2, 1967.
Sunday, July 17, 2016
Another F-4 drawing showing some of the stores it could carry. This time, the Bullpup missile, centerline gun, several LAU rocket launchers and BLU/smoke bombs. Unfortunately, the Loft Sheet number has been cut off! Credit: Greg Kuklinski
Additional stores post here
Friday, July 15, 2016
Thursday, July 14, 2016
Details of the first time the McDonnell Douglas designed F-111escape capsule needed to be used. Additional info and credit to: Combat Reform
Much more on the escape module here
Wednesday, July 13, 2016
Tuesday, July 12, 2016
Monday, July 11, 2016
Sunday, July 10, 2016
Saturday, July 9, 2016
Friday, July 8, 2016
Thursday, July 7, 2016
Wednesday, July 6, 2016
Thanks to all the people who have given kind words, encouraged me and helped with material to publish.
Tuesday, July 5, 2016
Joe Baugher has this to say about this aircraft and program:
“In 1981, a late production F-15B (serial number 77-0166) was modified as the test vehicle for the Integrated Flight Fire Control (IFFC)/Firefly III program. The IFFC program was undertaken by McDonnell under a contract from the Air Force for the development of a system which would modify the Eagle's fire control and flight control systems to accept control inputs from both the pilot and the IFFC flight control system and to tailor flight control response to the various weapons delivery modes. The parallel Firefly III program was conducted by General Electric under an Air Force contract for further development of the fire control system for use against air-to-ground targets.
The coupling of IFFC with Firefly III allows for automatic positioning of the aircraft in order to attack targets that are detected by an electro-optical target designation pod. As part of the program, the F-15B carried a Martin Marietta ATLIS (Automatic Tracking Laser Illumination System) II designation pod in the port forward missile well, linked to the aircraft's fly-by-wire system via a computer. The designation pod enabled the aircraft to release air-to-ground weapons while maneuvering along a three-dimensional flight path, avoiding having to fly directly over the target and thus exposing itself to enemy ground fire.”
The IFFC/Firefly III system was never adopted for production F-15s. However, the work done on the system was helpful in development of the LANTIRN navigation and targeting system which was adopted for the F-15E Strike Eagle.
Monday, July 4, 2016
Sunday, July 3, 2016
Tommy Thomason commented on my last post with info that all should read:
“Two McAir F-101s collided on 8 June 1960 during production flight test from St. Louis. Because of the nature of these flights, the pilots of the Voodoos were 1) operating in a block of assigned air space rather than at ATC assigned altitudes on airways and 2) focusing on instrument readings, manually recording data, and making changes to switches and knobs: i.e. head down in the cockpit to a greater extent than usual.
As a result of the accident, Mr. Mac immediately implemented a company-funded program to develop a collision-warning system. This resulted in EROS. Once it was developed and qualified, McAir aircraft conducting experimental and and production flight test out of St. Louis routinely carried an EROS pod that communicated with the pods on other airplanes to provide collision warning.”
Also, he found a PDF from 1971 in the Clay Whitehead collection that contains several Collision Avoidance System Letters and Memoranda concerning the EROS project. Note page 10, especially.
A nice overview from Popular Science (Aug 1988) of all companies efforts in this field is here
Saturday, July 2, 2016
Original post here
Friday, July 1, 2016
From Wikipedia: “The Piaggio PD.808 was designed by the Douglas Aircraft Company of Long Beach, California, as a business jet.
No orders were received by Douglas, and the complete project was bought by Piaggio Aero, which flew the first prototype in August 1965. Piaggio also failed to secure any worthwhile commercial interest, but a few examples were taken by the Italian Air Force.
Only 24 examples of this type, with low-set wings and aft-mounted turbojet engines, were produced, and 22 of these went to the Italian Air Force.”