Ethereal GIF taken at the Aerospace Maintenance and Regeneration Group at Davis-Monthan AFB. On their way out, the Talons still have nevertheless a place in nowadays USAF, not so in the case of the Cessna O-2s.
The two disparate worker bees of this Spanish charter airline during the 1960s. One of the three Metropolitans acquired second-hand which became the first pressurised airlines of the company and one of the two DC-4s converted by Aviation Traders into pedestrian Carvairs by Aviaco’s order.
Neat and clever publicity art in the “AVIÓN” magazine. I find quite irresistible the stylist design chosen for the CV-440 compared with the realistic drawing of the Carvair.
June 30, 1968. The first Galaxy (66-8303) took its maiden flight at Marietta, Georgia. The Galaxy is one of those rare aircraft which can claim it started a new era. The winner of the middle 1960s USAF CX-LHS (Cargo Experimental Heavy Logistics System) requirement, this 100t giant has proven time and time again its superlatives qualities. It was not a rosy road though. The program had to face unexpected aerodynamic drag; overweight problems; wing structure cracks and, last but not least, shameful cost overruns. All those things overcome, the Galaxy is now at fifty healthier and abler than in its younger years.
The largest aircraft at the time of its birth, the Galaxy is still an utterly impressive airplane…, specially compared to that cute Van’s RV-7.
The IK-2 was born in curious circumstances. In the late 1920s Royal Yugoslav AF in order to improve the technical knowledge of the indigenous industry send to France a number of young aeronautical engineers. Two of them, Ljubomir Ilić and Kosta Sivčev, went back full of ideas, but found themselves in no position to exploit them. No problem. In 1931 they simply decided to design their dream at their spare time and with their own funds.
By 1933 they were noticed at last by some officials and the project reached the prototype stage with the IK-1. Like the later IK-2, a stunning gull-winged metal monoplane powered by one of those Hispano-Suiza “Moteur Canon” engines. The prototype took its maiden flight in 1935 and proved its potential despite its lost during the third flight due to wing fabric detachment.
Modified with metal-covered wings, the resulting IK-2 was tested successfully starting in 1936. After overcoming some opinion differences rooted on the IK-1’s crash, a dozen production model were ordered. Regrettably by then the various delays in development had caught the design and by 1939, the IK-2 was obsolescent. The dozen saw service in WW2 against the Germans and they conducted themselves quite honorably. Around a third even survived to serve with the pro-German Croatian AF.
Splendidly French-looking (their interwar fighters were quite handsome) and fast for a fixed-undercarriage fighter. An old favorite of mine.
The A-25A Shrike was a land-based variant of the Curtiss Helldiver procured in quantity (around 900) by the USAAF. In the end an almost utter wastage of a decent warplane. The USAAF had never been found of the dive bomber concept in reality, and they never found an use from their maybe “too-US. Navy” Shrikes. They served as trainers and target tugs with the USAAF and almost half of the production even reverted somehow to their naval heritage when transferred to the US. Marines for the same duties. No war record with the Marines either.
Neat propaganda poster. I kinda like the Curtiss’ family tree at the bottom; the original Shrike included.
Supreme photograph of one of the Air France re-engined Languedocs. Its American Pratt & Whitney R-1830 SIC-3-G engines not only gave these SE-161s more power and safety, they also improved their beauty with these gorgeous engine nacelles.