Superb “Crociera-Aerea Transatlantica Italia – Brasile”, IXº Anno -Era Fascista- (1931) stamp.
Already warm and lively,thanks to the groundcrews, this pilot climbs in to the cockpit of his RAF 30 Sqn’s Thunderbolt Mk.II on the Burmese airfield of Jumchar. This photo emphasizes the Jug’s 8 x.50 Brownings mighty punch, the not very often seen Hamilton Standard Hydromatic propeller and the special South East Asia Command identification marks: white striping on nose, wings and tail surfaces. The British Jugs did a praiseworthy work over those distant lands, sadly not very well-known.
Record speedsters sharing -the obvious- colour and engine type. The Gloster VI and Major Henry Seagrave’s Golden Arrow were powered by the superlative 23.9 litre Napier Lion liquid cooled W12 engine.
Envious of such craftmanship…,and envy is a capital sin.
The B.E.2 series was one the best known aircraft of the Great War; famous or infamously. Designed to be easy to fly inherently stable aircraft, a requirement view as vital for its intended use as recon aircraft. The B.E.2’s proved,at first, more than adecuate for their duties and well-loved by the crews. The advent of the first true fighters -the Fokker Eindekker- changed that; the B.E.2’s soon turned into “easy meat” heated by their crews. Ordered in huge numbers the different B.E.2 models continued to soldier on in first line service well into 1917; it proved to be difficult to change the procurement inertia. They paid dearly. Still in action on the Western Front during the “Bloody April” (1917) they were slaughtered by the Albatri.
According to its quote on Wikipedia: “a French pilot made an emergency landing on private land after a failed attack on German Zeppelin hangars near Brussels, 1915”. I have my serious doubt about this info, for starters: the aircraft is obviously a British R.A.F B.E.2C and early in the war the Royal Flying Corps (RFC)’s B.E.2C’s wore these strangely placed cockades on their tailplane.
Almost unbeliable pic, such a incredible document.
In the early 70s Boeing allocated the number 908 to all of its fighter projects. The 908-909 was the second design proposed by Boeing to the USAF’s Lightweight Fighter (LWF) – the first was the bolder 908-618-2. Keeping the former -618-2’s weapons and engine Boeing changed the rest: the “very YF-16” leading edge extensions (LERX) were gone replaced by a slim chine around the nose, the wing was lowered and with no anhedral and the ventral fin were smaller. All in all a more conventional looking design, but with a lot of charm; I’m very partial here, I know.
One of the objectives of the LWF contest was to evaluate different new approach to the same problem. As I’ve said both the Boeing and the GD YF-16 were quite similar. This neat project was, it seems, the favorite at first to compete against the Northrop YF-17 Cobra but the YF-16 was cheaper and…well, the rest is history.
Too modern maybe to be here, but I can’t help it. It’s Leloup’s fault:
Rare photograph of the 1925 Schneider Trophy taken at Bay Shore Park, Baltimore. The elegant rear end of the M.33 in the foreground. The hangar was shared with the British Gloster IIIA competitor seen in the background. Piloted by Lt Giovanni de Briganti, the M.33 achieved a disappointing 3rd position in that race.
Photo: Michael Gough, Airpower Nov 2005.
Powered only by an old American Curtiss D-12, but what a stunning engine nacelle.
Roger Leloup with his neat brainchild: Yoko Tsuno comic’s Colibri.
Shades of some of the USAF’s Lightweight Fighter (LWF) contenders -specially the Boeing 908-909- and the Rockwell HiMAT in this neat artifact.