The Bird of Prey is a single-seat stealth technology demonstrator used to test "low-observable" stealth techniques and new methods of aircraft design and construction. The secret Bird of Prey project ran from 1992 to 1999, and the aircraft first flew in the fall of 1996. The Bird of Prey was named for its resemblance to the Klingon spacecraft from the science fiction series Star Trek.

In its 38 flights, the Bird of Prey tested ways to make aircraft less observable to the eye and to radar. It also validated new ways to design and build aircraft using large single-piece composite structures, "virtual reality" computerized design and assembly, and disposable tooling. The Bird of Prey was revealed in 2002 because its design techniques had become standard practice -- Boeing used them in its X-32 Joint Strike Fighter demonstrators and later in its X-45A Unmanned Combat Air Vehicle prototype.

The aircraft demonstrates advanced stealth concepts, notably its "gapless" control surfaces that blend smoothly into the wings to reduce radar visibility, and an engine intake completely shielded from the front. The Bird of Prey, however, used some "off the shelf" technology to reduce costs and speed production. Its control system is all-manual with no computer assists, and the landing gear is adapted from Beech King Air and Queen Air aircraft.

Boeing donated the Bird of Prey to the museum in 2002.

TECHNICAL NOTES:

Engine: One Pratt & Whitney JT15D-5C turbofan of 3,190 lbs. thrust

Maximum speed: 300 mph

Ceiling: 20,000 ft.

PT-OIL

Designed and built in great secrecy during World War II, the P-59 was America's first jet aircraft. Although it never saw combat, the Airacomet provided training for USAAF personnel and invaluable data for the development of higher performance jet airplanes.

The P-59 was powered by two General Electric turbojets developed from the British Whittle engine. Unfortunately, the relatively low thrust of the XP-59’s engines and its heavy, conventional airframe design resulted in disappointing performance.

Bell built 50 P-59A and P-59B production aircraft, some of which were flown by the 412th Fighter Group, the U.S.’s first jet fighter unit. The P-59B on display was obtained from Kirtland Air Force Base, N.M., in February 1956.

TECHNICAL NOTES:

Weight: 10,532 lbs. loaded

Armament: One 37mm cannon and three .50-cal. machine guns

Engines: Two General Electric J-31s of 1,650 lbs. thrust each

Maximum speed: 450 mph

Range: 440 miles

Service ceiling: 43,400 feet

During the Korean War, airborne forward air controllers (FACs) chose the T-6 as the best available aircraft because it could operate from small, rough airstrips and was easy to maintain. More importantly, the T-6 was faster and more rugged than the light liaison aircraft they initially flew. Even though this World War II trainer was not designed to fly in combat, it performed well in its role as an airborne FAC (or "Mosquito"). The T-6, originally known as the Texan, was the sole single-engine advanced trainer for the USAAF during WWII, and 15,495 were built between 1938 and 1945. The T-6 continued to train pilots in the newly formed USAF.

The T-6D on display at the museum (S/N 42-84216) flew as an early Mosquito with the 6147th Tactical Air Control Group during the first two years of the Korean War. Ironically, it was converted to a mosquito spraying aircraft in 1952. Two years later, the USAF transferred it to the fledgling Republic of Korea Air Force (ROKAF). After retiring this aircraft, the ROKAF placed it on display outside for several years. The National Museum of the United States Air Force acquired it in 1995, and after restoration it went on display in 2001.

TECHNICAL NOTES:

Maximum speed: 206 mph

Range: 1,000 miles with a 55-gallon drop tank

Span: 42 ft.

Length: 29 ft. 6 in.

Height: 10 ft. 10 in.

Weight: 5,617 lbs. loaded

Serial number: 42-84216

The Super Courier was a light utility transport developed from a civilian design first tested in 1949. Its short takeoff and landing (STOL) capability allowed it to operate from a clearing the size of a football field, and its ability to fly slowly at speeds of approximately 25-35 mph made it an excellent aircraft for visual reconnaissance. The original version of the U.S. Air Force Super Courier made its first flight in 1958. The USAF purchased three aircraft for evaluation the same year, designating them L-28As and later redesignating them U-10As.

Eventually, more than 100 additional U-10As were ordered, mainly for use by air commando units in Southeast Asia. It was used for liaison, light cargo, small supply drop operations, psychological warfare (dropping leaflets and broadcasting propaganda), forward air controller (FAC) and reconnaissance missions.

The U-10D on display is painted and marked as an aircraft assigned to the 5th Air Commando Squadron in Southeast Asia in 1968.

TECHNICAL NOTES:

Armament: None

Engine: One Lycoming GO-480 six-cylinder engine of 295 hp

Crew: One (plus five passengers)

Maximum speed: 180 mph

Cruising speed: 160 mph

Range: 1,100 miles

Ceiling: 20,500 ft.

Span: 39 ft.

Length: 30 ft. 8 in.

Height: 8 ft. 10 in.

Weight: 3,600 lbs. loaded

Serial number: 66-14360

Northrop X-4 Bantam

During World War II, engineers in the U.S. and UK studied semi-tailless aircraft, and the German Luftwaffe fielded the semi-tailless Me 163 (one of which is on display in the museum’s World War II Gallery). After the war ended, Northrop built two X-4s to test if this configuration could perform at transonic (near-supersonic) speeds better than conventional aircraft.

Flight testing of the X-4 began in 1948, and in 1950 both X-4s were turned over to the NACA (National Advisory Committee for Aeronautics), predecessor to NASA (National Aeronautics and Space Administration). The first X-4 was grounded after only 10 flights, and only the second X-4 (on display at the museum) was used in the joint USAF/NACA program. Instability of the X-4 at high speed led to the conclusion that semi-tailless aircraft were not suitable for transonic flight (with the technology then available).

The X-4 on display was transferred to the museum shortly after the program ended in 1953. It was restored by the Western Museum of Flight, Hawthorne, Calif.

TECHNICAL NOTES:

Engines: Two Westinghouse XJ30 turbojet engines of 1,600 lbs. thrust each

Maximum speed: 640 mph

Maximum endurance: 44 minutes

Service ceiling: 44,000 feet

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Bell X-5

The X-5 was the world's first high-performance airplane to vary the sweepback of its wings in flight. It investigated the characteristics of variable sweep aircraft in flight and the feasibility of producing aircraft with this feature. The X-5 was based upon the design of a Messerschmitt P. 1101 airplane discovered in Germany at the end of World War II (and which could vary its sweep only on the ground).

Two X-5s were built, and the first flight occurred in June 1951. One of the X-5s was destroyed in October 1953, when it failed to recover from a spin at 60 degrees sweepback. The other was delivered to the museum in March 1958.

TECHNICAL NOTES:

Engine: Allison J35 of 4,900 lbs. thrust

Maximum speed: 690 mph

Range: 500 miles

Service ceiling: 50,700 feet

Wingspan: 32 feet, 9 inches with wings extended; 22 feet, 8 inches with wings swept

Weight: 9,800 lbs loaded

The B-45 achieved many "firsts." It was the first American four-engine jet bomber to fly; the first American production jet bomber; the first jet bomber capable of carrying an atomic bomb; and the first multi-jet reconnaissance aircraft to refuel in mid-air.

Design of the Tornado began during World War II, and the B-45 made its first flight in March 1947. North American built 142 B-45s, including 10 long-range B-45Cs with wingtip fuel tanks and 33 RB-45Cs configured for high-altitude photo reconnaissance and aerial refueling.

Based at RAF Sculthorpe, England, from 1952-1958, B-45s of the 47th Bomb Wing (Light) were a key nuclear deterrent against a Soviet ground attack in Europe. Also flying from RAF Sculthorpe were USAF RB-45Cs from the USAF 19th Tactical Reconnaissance Squadron and Royal Air Force (RAF) Special Duty Flight crews. These RAF RB-45 crews flew highly classified reconnaissance missions deep into communist territory.

The aircraft on display was returned to the USAF by Pratt & Whitney Aircraft Division, where it had been on loan for engine testing. Flown to the museum in 1971, it is painted in the markings of the 47th Bomb Wing (Light).

TECHNICAL NOTES:

Armament: Two .50-cal. machine guns in the tail and 22,000 lbs. of bombs

Engines: Four General Electric J47s of 6,000 lbs. thrust each

Maximum speed: 570 mph

Range: 1,000 miles

Ceiling: 37,550 ft.

Span: 89 ft.

Length: 75 ft. 4 in.

Height: 25 ft. 2 in.

Weight: 110,000 lbs. maximum

Serial number: 48-0010

During the Korean War, the Douglas B-26 played an important part in the U.S. Air Force's interdiction campaign against communist ground forces. Initially, B-26 crews flew during the day, but the introduction of the MiG-15 jet fighter forced them to fly most missions at night.

The Douglas B-26 (originally designated the A-26) was a World War II attack aircraft used for level bombing, ground strafing, and rocket attacks. It made its first flight in July 1942, and production delivery began in August 1943. The A-26 entered combat over Europe in November 1944. When production halted after the war, 2,502 Invaders had been built. The A-26 was redesignated the B-26 in 1948 (thus creating everlasting confusion with the WWII Martin B-26 Marauder).

Early in the Southeast Asia War, the Invader returned to action for the third time. Also, the USAF ordered 40 modified B-26Bs with more powerful engines and increased structural strength. Designated the B-26K, these airplanes performed special air warfare missions.

The A-26C on display (S/N 44-35733) was flown to the museum in September 1957. It is painted to represent a B-26C used during the Korean War by the 34th Bomb Squadron flying night intruder missions.

TECHNICAL NOTES:

Armament (as displayed): Six .50-cal. machine guns (two in each under wing pod; two in the upper, remote controlled turret); 6,000 lbs. of bomb carried internally and under wings

Engines: Two Pratt & Whitney R-2800s of 2,000 hp each

Maximum speed: 373 mph

Span: 70 ft.

Length: 51 ft. 3 in.

Height: 18 ft. 3 in.

Weight: 35,000 lbs. loaded

During the Korean War, the Douglas B-26 played an important part in the U.S. Air Force's interdiction campaign against communist ground forces. Initially, B-26 crews flew during the day, but the introduction of the MiG-15 jet fighter forced them to fly most missions at night.

The Douglas B-26 (originally designated the A-26) was a World War II attack aircraft used for level bombing, ground strafing, and rocket attacks. It made its first flight in July 1942, and production delivery began in August 1943. The A-26 entered combat over Europe in November 1944. When production halted after the war, 2,502 Invaders had been built. The A-26 was redesignated the B-26 in 1948 (thus creating everlasting confusion with the WWII Martin B-26 Marauder).

Early in the Southeast Asia War, the Invader returned to action for the third time. Also, the USAF ordered 40 modified B-26Bs with more powerful engines and increased structural strength. Designated the B-26K, these airplanes performed special air warfare missions.

The A-26C on display (S/N 44-35733) was flown to the museum in September 1957. It is painted to represent a B-26C used during the Korean War by the 34th Bomb Squadron flying night intruder missions.

TECHNICAL NOTES:

Armament (as displayed): Six .50-cal. machine guns (two in each under wing pod; two in the upper, remote controlled turret); 6,000 lbs. of bomb carried internally and under wings

Engines: Two Pratt & Whitney R-2800s of 2,000 hp each

Maximum speed: 373 mph

Span: 70 ft.

Length: 51 ft. 3 in.

Height: 18 ft. 3 in.

Weight: 35,000 lbs. loaded

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After the single-seat, supersonic F-100 fighter entered service in 1954, it developed a high accident rate, in part due to pilot inexperience with the Super Sabre. In response North American built a two-seat training version -- the F-100F -- to train new Super Sabre pilots.

The F-100F retained the basic combat capabilities of the F-100D, including six wing hardpoints to carry external stores, but reduced the number of 20mm cannon from four to two. North American delivered the last of 339 F-100Fs in 1959.

When F-100 units deployed to Southeast Asia, they included a mix of one- and two-seat F-100s, and both types participated in traditional bombing missions in support of ground forces. As tactics developed, the two-seat F-100F became an important aircraft for two new missions -- surface to air missile (SAM) suppression, known as "Iron Hand," and high-speed forward air control (FAC), known as "Misty FAC."

The aircraft on display, F-100F (s/n 56-3837), was a Misty FAC aircraft assigned to the 37th Tactical Fighter Wing at Phu Cat Air Base, Vietnam. It was flown in combat by several notable USAF figures, including Gen. Merrill McPeak and Gen. Ronald Fogleman (former USAF chiefs of staff), and Col. Richard Rutan (the chief pilot of the first around-the-world unrefueled flight). Painted as it appeared in March 1968, this aircraft went on display in 2003.

TECHNICAL NOTES:

Armament: Two M-39 20mm cannons with 175 rounds and a maximum of 5,000 lbs. of external stores

Maximum speed: 875 mph

Range: 1,661 miles

Designed by helicopter pioneer Frank Piasecki, the Vertol H-21 first flew in April 1952. With two main rotors, its long fuselage could hold large numbers of people or heavy cargo loads. Later adaptations allowed the aircraft to perform rescue and assault operations under combat conditions. In addition to the pilot and copilot, the H-21 could carry either 20 fully-equipped troops or 12 litter patients and two medical attendants.

Originally called the "flying banana," the H-21 served with the U.S. Air Force, the U.S. Army, the French navy, the Royal Canadian Air Force and the West German Air Force. The museum obtained the CH-21B on display from Eglin Air Force Base, Fla., in January 1965.

TECHNICAL NOTES:

Engine: Wright R-1820 of 1,425 hp

Maximum speed: 132 mph

Range: 400 miles

Rotor diameter: 44 ft.

Fuselage length: 52 ft. 7 in.

Overall length: 86 ft. 4 in. (including rotor arcs)

Height: 15 ft. 4 in.

Weight: 10,223 lbs. loaded

Serial number: 51-15857

The museum’s YRF-84F participated in two U.S. Air Force experimental programs, the development of the F-84F fighter-bomber and later testing of the “parasite” fighter concept.

The museum’s YRF-84F was the prototype of the F-84F Thunderstreak, which became a standard USAF fighter-bomber in the 1950s (an F-84F is on display in the museum's Cold War Gallery). Consisting of an F-84E Thunderjet fuselage with swept-back wings and tail, it made its initial flight in June 1950.

In 1951 it was modified into the YRF-84F FICON ("FIghter CONveyor"), and first flew in this configuration in March 1953. The concept envisioned carrying a “parasite” aircraft under (and partially enclosed within) a B-36 as a way to extend fighter range. When needed, the fighter was lowered on a boom and released to protect the bomber or to conduct reconnaissance or bombing missions on its own. After completing its mission, the fighter would return to the B-36 (a B-36 is on display in the museum's Cold War Gallery).

The U.S. Air Force employed FICON aircraft operationally for a brief period in the mid-1950s with RF-84Ks (an RF-84K is on display in the museum's Cold War Gallery). By the late 1950s, however, the successful development of mid-air refueling ended the use of parasite fighters.

TECHNICAL NOTES:

Engine: Allison J35-A-25 jet engine of 5,200 lbs. thrust

Maximum speed: 670 mph

Range: 1,800 miles

Service ceiling: 45,000 feet

The Soviet Union developed the MiG-15 following World War II and the fighter entered service in 1949. By 1952 the Soviets provided the MiG-15 (NATO code name "Fagot") to a number of communist satellite nations, including North Korea. In 1950 the Soviets began production of a more capable version, the MiG-15bis. The MiG-15bis used a more powerful engine and hydraulically boosted ailerons. During the Korean War, both versions of the MiG-15 operated extensively against United Nations forces.

A defecting North Korean pilot flew the airplane on display to Kimpo Air Base in South Korea on Sept. 21, 1953. The airplane provided important intelligence data, especially since it was the advanced version of the MiG-15. After considerable flight-testing, the U.S. offered to return the airplane to its "rightful owners." The offer was ignored, and in November 1957 it was transferred to the museum for public exhibition.

TECHNICAL NOTES:

Armament: Two 23mm cannons and one 37mm cannon plus rockets or 2,000 lbs. of bombs

Engine: Klimov VK-1 of 6,000 lbs. thrust (developed from the British Rolls-Royce "Nene" engine)

Maximum speed: 670 mph

Range: 500 miles

Ceiling: 51,000 ft.

Span: 33 ft. 1 1/2 in.

Length: 33 ft. 3 5/8 in.

Height: 11 ft. 2 in.

Weight: 11,270 lbs. maximum

Serial number: 2015357

The MiG-21 is one of the world's most famous jet fighters. This Soviet-made aircraft first flew in 1955, and more than 50 countries have used various versions. Western forces code-named the MiG-21 "Fishbed," and some versions have flown well into the 21st century. The USSR built more than 10,000 MiG-21s before ending production in 1985.

In the Southeast Asia War, the MiG-21 was a dangerous adversary. Fast

as U.S. jets, it was more agile than the F-4 Phantom, its main opponent. Although American forces lost about 50 aircraft to North Vietnamese MiG-21s, the U.S. Air Force shot down 68 MiG-21s in air combat.

North Vietnam had more than 200 MiG-21s. The aircraft on display, a MiG-21PF, carried air-to-air missiles but no guns. It is painted to represent a plane from North Vietnam's elite 921st Fighter Regiment.

TECHNICAL NOTES:

Engine: Tumansky R-11F2-300 with more than 13,000 lbs. thrust

Maximum speed: 1,300 mph

Armament: Two K-5 "Alkali" radar-guided or K-13 "Atoll" heat-seeking missiles

Range: 870 miles, 1,110 miles with auxiliary tank

Ceiling: 62,000 ft.

The H-5, originally designated the R-5 ("H" for "Helicopter;" "R" for "Rotorcraft"), was designed to provide a helicopter with a greater useful load, endurance, speed and service ceiling than the earlier R-4. The first of four XR-5s made its initial flight in August 1943. In March 1944 the U.S. Army Air Forces ordered 26 YR-5As for service testing, and in February 1945 the first YR-5A was delivered.

During its service life, the H-5 flew rescue and mercy missions throughout the world. It gained its greatest fame during the Korean War when it was called upon repeatedly to rescue United Nations pilots shot down behind enemy lines and to evacuate wounded personnel from frontline areas.

More than 300 H-5s had been built by the time production ended in 1951. The YH-5A on display was obtained from Eglin Air Force Base, Fla., in March 1955.

TECHNICAL NOTES:

Engine: Pratt & Whitney R-985 of 450 hp

Maximum speed: 90 mph

Range: 280 miles

Main rotor diameter: 48 ft.

Tail rotor diameter: 8 ft. 5 in.

Fuselage length: 41 ft. 2 in.

Height: 12 ft. 11 in.

Weight: 4,815 lbs. loaded

Serial number: 43-46620

Evolved from the straight-wing F-84, the F-84F prototype first flew in June 1950. Deliveries began in 1954, with most of the aircraft going to the Tactical Air Command as a ground support fighter bomber. Republic built 2,112 F-84Fs while General Motors fabricated 599 more. Of these, 1,301 were delivered to NATO air forces. Production of a reconnaissance version, the RF-84F, totaled 715 aircraft, including 386 for allied countries. To accommodate cameras in the nose, Republic moved the RF-84F's air intakes to the wing roots.

Through the late 1950s, the U.S. Air Force replaced its F-84Fs with supersonic F-100s, and the Thunderstreaks went to Air National Guard units. However, some F-84Fs temporarily returned to USAF service in the early 1960s due to the Berlin crisis.

The aircraft on display was flown to the museum in 1970 following its assignment to the Ohio Air National Guard. During its career, it served in England, Greece, Alaska and the continental United States. In 1961 it participated in the mass deployment of 200 fighters across the Atlantic Ocean to Europe in response to the Berlin situation.

TECHNICAL NOTES:

Armament: Six .50-cal. machine guns and 24 5-in. rockets; 6,000 lbs. of bombs externally

Engine: Wright J65-W-3 of 7,220 lbs. thrust

Maximum speed: 685 mph

Range: 1,900 miles

Span: 33 ft. 7 in.

Length: 43 ft. 5 in.

Height: 15 ft.

Weight: 27,000 lbs. maximum

Serial number: 52-6526

The Soviet MiG-17 (NATO code-name "Fresco") was designed to replace the famous MiG-15 of the Korean War. Although similar in appearance to the MiG-15, the MiG-17 had more sharply swept wings, a longer fuselage, an afterburner, and better speed and handling characteristics. The first flight of a MiG-17 prototype took place in January 1950, and production began in late 1951. The first operational MiG-17s appeared in 1952, but they were not available in sufficient quantities to take part in the Korean War. Five versions of the aircraft eventually were produced. The MiG-17 has served in the air arms of at least 20 nations throughout the world -- including nations friendly to the United States -- and was flown against U.S. aircraft in Southeast Asia.

The North Vietnamese Air Force (VPAF) created its first MiG-17 unit, the 921st Fighter Regiment, in February 1964, after its pilots had received training in communist China. The VPAF also flew Chinese-built MiG-17s (called J-5s). U.S. Air Force fighter pilots were careful to use their considerable speed advantage to shoot down the more maneuverable MiG-17. Between July 10, 1965, and Feb. 14, 1968, USAF F-105s and F-4s downed 61 MiG-17s.

The aircraft on display was presented to the museum by the Egyptian Air Force in 1986 as a symbol of friendship and cooperation between the two nations. It is painted to represent a VPAF MiG-17.

TECHNICAL NOTES:

Armament: One 37mm and two 23mm cannons and 16 rockets in underwing pods or 1,100 lbs. of bombs

Engine: Klimov VK-1F of 7,452 lbs. thrust

Maximum speed: 711 mph

Range: 510 miles (1,160 miles with external tanks)

Ceiling: 57,000 ft.

Span: 31 ft. 7 in.

Length: 36 ft. 5 in.

Height: 12 ft. 6 in.

Weight: 13,380 lbs. maximum

The turboprop-driven XF-84H -- a joint Air Force/Navy project -- was designed to combine the speed of jet aircraft with the long range, low fuel consumption, and low landing speed of propeller-driven aircraft. The XF-84H’s modified F-84F airframe included a T-tail and a triangular fin behind the cockpit to reduce the effect of torque from the propellers.

Between July 1955 and October 1956, two XF-84Hs made 12 test flights -- 11 of these flights ended with emergency landings. Although the XF-84H was one of the fastest single-engine, propeller-driven aircraft ever built, it never approached supersonic speed. Due to poor performance and high maintenance requirements, the XF-84H never became operational.

The aircraft on display was the first of the two prototypes produced by Republic, and it flew 8 of the 12 test flights. The museum obtained the aircraft from Kern County, Calif., in 1999.

TECHNICAL NOTES:

Engine: Allison XF-40-A-1 turboprop of 5,850 shaft hp

Maximum speed: 520 mph

Range: Beyond 2,000 miles

Service ceiling: Above 40,000 feet

Weight: 17,892 lbs.

Designed to replace the World War II era T-6 trainer, the T-28 possessed higher performance than its forerunner and was easier to maintain. Also, the Trojan's tricycle landing gear taught pilots to take off and land in the same fashion as the high-performance aircraft they were training to fly.

The first T-28 flew in September 1949, and the T-28A entered production in 1950. An 800-hp engine powered the U.S. Air Force version (T-28A) while the later U.S. Navy versions (T-28B and C) were powered by a 1,425-hp engine. When production ended, North American had built a total of 1,948 T-28s. Beginning in 1962 the USAF modified more than 200 T-28As as tactical fighter-bombers for counterinsurgency warfare. Equipped with 1,425-hp engines, these airplanes (redesignated the T-28D "Nomad") were effective weapons for close air support against enemy troops in Southeast Asia.

The USAF replaced the T-28 as a primary trainer in the mid-1950s with the piston-engined Beech T-34 Mentor and jet-powered Cessna T-37. Trojans, however, continued to be flown by the Air National Guard until the late 1950s, and by the U.S. Navy into the 1980s.

The Trojan on display was painted as a typical Air Training Command T-28A in the mid-1950s and was transferred to the museum in September 1965.

TECHNICAL NOTES:

Engine: Wright R-1300 of 800 hp

Maximum speed: 283 mph

Cruising speed: 190 mph

Range: 1,000 miles

Ceiling: 25,200 ft.

Span: 40 ft. 7 in.

Length: 32 ft.

Height: 12 ft. 8 in.

Weight: 7,812 lbs. without external load

Serial number: 49-1494

In complete secrecy, a team headed by Clarence L. "Kelly" Johnson at Lockheed's "Skunk Works" in Burbank, Calif., designed and built the U-2 to fly surveillance missions. With sailplane-like wings suited for the thin atmosphere above 55,000 feet (over 70,000 feet for later models), this single-engine aircraft made its first flight in August 1955. Entering operational service in 1956, its use remained secret until May 1, 1960, when a surface-to-air missile shot down a civilian-piloted U-2 on a reconnaissance flight over Soviet territory.

One of the most important U-2 missions took place on Oct. 14, 1962, when a U-2 piloted by Maj. Richard S. Heyser obtained the first photographs of Soviet offensive missile sites in Cuba. Eight days later, Maj. Rudolf Anderson Jr. was killed on a similar mission when his U-2 was shot down by a surface-to-air missile. U-2s have also been used for programs as diverse as mapping studies, atmospheric sampling and collecting crop and land management photographic data for the Department of Energy.

The aircraft on display at the museum is the last U-2A built. During the 1960s, it made 285 flights to gather data on high-altitude, clear-air turbulence and in the 1970s it flight tested reconnaissance systems. Delivered to the museum in May 1980, it is painted as a typical reconnaissance U-2.

TECHNICAL NOTES:

Armament: None

Engine: Pratt & Whitney J57-P-37A of 11,000 lbs. thrust (J75-P-13 of 17,000 lbs. thrust for later models)

Maximum speed: 494 mph

Range: 2,220 miles (over 3,000 miles for later models)

The T-41 trainer was a standard Cessna Model 172 light general aviation aircraft purchased "off-the-shelf" by the U.S. Air Force for preliminary flight screening of Air Force pilot candidates. The USAF ordered 170 T-41As in 1964, and an additional 34 in 1967. Most went into service at various civilian contract flight schools, each located near one of Air Training Command's Undergradute Pilot Training bases. In 1968 and 1969 the USAF Academy acquired 52 T-41Cs with more powerful engines for cadet flight training.

The T-41 on display was flown to the museum in April 1993.

TECHNICAL NOTES:

Maximum speed: 139 mph

Range: 720 miles

Service ceiling: 13,100 ft.

Span: 35 ft. 10 in.

Length: 26 ft. 11 in.

Height: 8 ft. 10 in.

Weight: 2,300 lbs. loaded

Serial number: 65-5251

Developed from the T-33 Shooting Star, the two-place F-94 was the first American all-weather jet interceptor and the first U.S. production jet to have an afterburner. The large radar in the nose permitted the observer in the rear seat to locate an enemy aircraft at night or in poor weather. The pilot then flew the Starfire into proper position for an attack based upon the observer's radar indications.

During its service in the 1950s, the F-94 operated primarily in the defense of the United States against Soviet bomber attack, flying with USAF and Air National Guard units. During the Korean War, the USAF replaced the propeller-driven F-82 Twin Mustang with the more capable Starfire. In 1951 F-94s started flying in defense of Japanese air space, and the next year Starfires began flying night bomber escort and air defense missions from bases in Korea.

Lockheed produced 853 F-94s; of these, 110 were F-94As. The F-94A on exhibit was transferred from the active inventory to the museum in May 1957.

TECHNICAL NOTES:

Armament: Four .50-cal. machine guns

Engine: Allison J33 of 6,000 lbs. thrust with afterburner

Maximum speed: 630 mph

Range: 930 miles

Ceiling: 42,750 ft.

Span: 38 ft. 9 in.

Length: 40 ft. 1 in.

Height: 12 ft. 2 in.

Weight: 15,330 lbs.

Serial number: 49-2498

The turboprop C-133 was developed to fulfill USAF requirements for a large-capacity strategic cargo aircraft. The Cargo Master went directly into production as the C-133A; no prototypes were built. The first C-133A made its initial flight on April 23, 1956, and when production ended in 1961, Douglas had built 35 C-133As and 15 C-133Bs. C-133s began flying Military Air Transport Service (redesignated Military Airlift Command on Jan. 1, 1966) air routes throughout the world in 1958, and two C-133s established trans-Atlantic speed records for transport aircraft on their first flights to Europe. With its rear-loading and side-loading doors, the C-133 was capable of handling a wide variety of military cargo. Most significant was its ability to transport ballistic missiles, such as the Atlas, cheaper and more quickly than by trailer over highways. With the development of the larger Lockheed C-5A, the C-133 was released from the active inventory in 1971.

The C-133A on display established a world record for propeller-driven aircraft when, on Dec. 16, 1958, it carried a cargo payload of 117,900 pounds to an altitude of 10,000 feet. It was flown to the museum on March 17, 1971.

TECHNICAL NOTES:

Armament: None

Engines: Four Pratt & Whitney T34s of 7,000 hp each

Crew: Four

Maximum speed: 398 mph

Cruising speed: 311 mph

Range: 4,027 statute miles

Ceiling: 23,300 ft.

Span: 179 ft. 8 in.

Length: 157 ft. 6 in.

Height: 48 ft. 8 in.

Weight: 282,000 lbs. maximum

The YQM-94A was a high altitude, long-range, Remotely Piloted Aircraft (RPA) tested in the 1970s. It was designed for long-endurance photographic reconnaissance and electronic surveillance missions.

Piloted from the ground, the YQM-94A received guidance signals through a radio link. A television and other electronic equipment aboard Compass Cope sent in-flight data back to the ground-based pilot. The YQM-94A took off and landed from conventional runways.

The first prototype YQM-94A made its initial flight in June 1973 but was destroyed in a crash in August 1973. The vehicle on display is the second prototype, and it flew for the first time in November 1974. On one flight, this Compass Cope flew for 17 hours, 24 minutes at altitudes of more than 55,000 feet.

After the USAF canceled the program, this YQM-94A was retired to the museum in September 1979.

TECHNICAL NOTES:

Engine: One General Electric J97-GE-100 of 5,270 lbs. thrust

Maximum speed: 390 mph

Endurance: Over 24 hours

Range: 9,000 miles

Service ceiling: Over 55,000 feet

Wingspan: 90 feet

Length: 40 ft (including nose probe)

Weight: 14,400 lbs. maximum

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The Snark, a pilotless nuclear missile, represented an important step in weapons technology during the Cold War. The SM-62 (Strategic Missile) program lasted from 1945-1961, and it gave the U.S. Air Force valuable experience in developing long-range strategic nuclear missile systems. The SM-62 was a significant forerunner of cruise missiles developed many years later.

In 1945 the U.S. Army Air Forces asked for proposals for a pilotless bomber that could deliver a 2,000-pound conventional (later nuclear) warhead. Northrop Aviation proposed the Snark design, an early and ambitious example of an intercontinental-range cruise missile. Guidance of the vehicle to the target proved to be the biggest technical challenge for the missile technology of the 1950s. To solve the problem, the near-supersonic Snark used an innovative guidance system that relied on inertial navigation updated and corrected by star tracking.

Development of intercontinental ballistic missiles (ICBMs) and newer, faster manned jet bombers complicated the SM-62's prospects. However, the Snark concept remained attractive because it was cheaper than ICBMs, and unlike bombers, did not risk aircrews, needed no tanker fleet for air refueling, and was easier to maintain. Guidance and aerodynamic issues, though, slowed the SM-62's progress, even as design variations made the Snark bigger, faster and able to deliver more powerful nuclear warheads.

While several test Snarks were launched from fixed platforms, operational missiles were to be launched from mobile platforms. At launch, solid rocket motors helped the Snark quickly gain speed, then dropped away as its jet engine took over. When the Snark approached its target, the nose separated, and the nuclear warhead inside continued on a ballistic path to the target.

The USAF placed its first Snark on alert in March 1960 with the 702nd Strategic Missile Wing (SMW), Presque Isle Air Force Base, Maine. Soon after, however, the USAF withdrew the missile from service. In June 1961 the 702nd SMW was inactivated after President John F. Kennedy declared Snark obsolete compared to the newest nuclear ballistic missiles and manned bombers.

TECHNICAL NOTES:

Armament: Nuclear warhead

Engines: Pratt & Whitney J57-P-1 jet engine of 10,500 lbs. thrust and two Aerojet-General solid-propellant booster rockets of 130,000 lbs. thrust each

Guidance: Doppler radar (at launch), celestial and back-up Doppler (midcourse), ballistic (terminal phase)

Range: 6,325 miles

Ceiling: 50,000 ft.

Speed: 650 mph

The H-5, originally designated the R-5 ("H" for "Helicopter;" "R" for "Rotorcraft"), was designed to provide a helicopter with a greater useful load, endurance, speed and service ceiling than the earlier R-4. The first of four XR-5s made its initial flight in August 1943. In March 1944 the U.S. Army Air Forces ordered 26 YR-5As for service testing, and in February 1945 the first YR-5A was delivered.

During its service life, the H-5 flew rescue and mercy missions throughout the world. It gained its greatest fame during the Korean War when it was called upon repeatedly to rescue United Nations pilots shot down behind enemy lines and to evacuate wounded personnel from frontline areas.

More than 300 H-5s had been built by the time production ended in 1951. The YH-5A on display was obtained from Eglin Air Force Base, Fla., in March 1955.

TECHNICAL NOTES:

Engine: Pratt & Whitney R-985 of 450 hp

Maximum speed: 90 mph

Range: 280 miles

Main rotor diameter: 48 ft.

Tail rotor diameter: 8 ft. 5 in.

Fuselage length: 41 ft. 2 in.

Height: 12 ft. 11 in.

Weight: 4,815 lbs. loaded

Serial number: 43-46620

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The F-86, the U.S. Air Force's first swept-wing jet fighter, made its initial flight in October 1947. The first production model flew in May 1948, and four months later, an F-86A set a new world speed record of 670.9 mph.

As a day fighter, the F-86A (and later F-86Es and F-86Fs) saw service in Korea as the primary opponent of the Russian-built MiG-15. By the end of hostilities, F-86 pilots had shot down 792 MiGs, with a kill ratio of about 8:1.

More than 5,500 F-86 day fighters were built in the U.S. and Canada. Air forces of 20 other nations, including West Germany, Japan, Spain, Great Britain and Australia, also operated the Sabre.

The F-86A on display was flown to the museum in 1961. It is marked as the 4th Fighter Group F-86A flown by Lt. Col. Bruce Hinton on Dec. 17, 1950, when he became the first F-86 pilot to shoot down a MiG.

TECHNICAL NOTES:

Armament: Six .50-cal. machine guns

Engine: General Electric J47 of 5,200 lbs. thrust

Maximum speed: 685 mph

Range: 1,200 miles

Ceiling: 49,000 ft.

Span: 37 ft. 1 in.

Length: 37 ft. 6 in.

Height: 14 ft. 8 in.

Weight: 13,791 lbs. loaded

Serial number: 49-1067

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