Military Aviation - dj737 - Chomikuj.pl, Strona 9

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Kenn C. Rust - Checkertail Clan; The 325th Fighter Group in North Africa and Italy (1969).jpg

The Checkertail Clan! Twenty seven aces, one of them the second highest scoring ace in their theater, 534 enemy aircraft downed in aerial combat, 52 more listed as probables, and an additional 88 damaged. The 325th Fighter Group's final mission total stood at 567. That was almost one air victory a mission, and had it been policy to count aircraft destroyed on the ground, their final victory count would have been 815 kills.
As a group the Clan earned two Distinguished Unit Citations, while as individuals the men were awarded four Distinguished Service Crosses, nine Legions of Merit, 28 Silver Stars, 67 Bronze Stars, 38 Purple Hearts and several thousand Air Medals or Oak Leaf Clusters in lieu of additional medals.
Among other accomplishments, the 325th was the first group in the North African theater to sling a thousand pound bomb under the belly of a P-40 and stagger into the air with it, despite the fact that tech manuals said it could not be done. Its experiments with fuses on belly tanks may have played a part in the development of the napalm bomb. The Group was the first allowed to carry a distinctive group marking on its aircraft during World War II, and it was one of only a few groups to fly three different types of fighter aircraft in combat. In North Africa the Group ran up a string of 59 bomber escort missions without losing, to enemy fighters, a single bomber entrusted to its care, marking the Clan as one of the most expert groups so far as escort work was concerned. Their reputation in this respect resulted in their being selected as the group to provide protection for President Roosevelt's party enroute to a high level conference.

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Kenn C. Rust - Checkertail Clan; The 325th Fighter Group in North Africa and Italy (1969).pdf

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SOKO Mostar - Soko J-20 Kraguj. Light Strike Aircr aft (1983).jpg

The »Kraguj« is an all metal, single seat, light weight aircraft; developed for many military roles and capable to carry required ordnance to a target with minimum cost. The simplicity of design requires minimum of pilot training.
The operation in very close proximity to the front line is ensured since take-off and landing from small, unprepared grass airstrips is possible. Single aircraft or in squadron strength can be moved quickly to almost any locality near the front line. Armed with rockets, bombs, napalm, small bombs for troop targets and machine guns, this aircraft can be used against limited enemy troop actions, troop concentrations, supply trains, convoys of truck tanks, mobile artillery, small boats etc. The Kraguj may be also used for light transport roles both in army and civil services. Useful load of about 500 kg is available for such purposes.
The Kraguj has been under development for several years of extensive design, testing and production. The development of this aircraft was carried out in collaboration between the Yugoslav Aeronautical Research Establishments and the Yugoslav Aircraft Industry. The aircraft was built in accordance with the latest Military Airworthiness Requirements and Tactical and Operational Study. Many internationally known Yugoslav and foreign firms supplied high quality equipment for this aircraft.
Particular attention was paid to simplicity of design and technological processes in manufacture so that this aircraft can be manufactured in the countries with limited technological possibilities and smaller capacities of the aircraft industry.

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2 cze 13 11:30

SOKO Mostar - Soko J-20 Kraguj. Light Strike Aircr aft (1983).pdf

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Squadron - Aircraft in Action 1208 - Larry Davis - P-47 Thunderbolt (2007).jpg

The P-47 — it was known by several names. Officially the Thunderbolt, it was also called the Jug, 'Bolt, T-Bolt, Juggernaut, and names by the Germans that can't be mentioned. The P-47 was the biggest and most heavily armed single-engine fighter developed during World War II. It was also one of the fastest. Several P-47 experimental aircraft topped 507 mph, and several pilots claim to have flown the big fighter to transonic speeds.
By the end of the war, Republic Aviation Corp. had delivered 15,682 P-47 Thunderbolts in six major production variants — the P-47B, P-47C, razorback P-47D, bubbletop P-47D, P-47M, and P-47N. The record of achievement of the P-47 and its pilots is incredible. Between March 1943 and the end of the war in August 1945, P-47s operated in every theater of war. P-47s served with no less than 132 squadrons in the U.S. Army Air Forces (USAAF), 16 squadrons in the Royal Air Force (RAF), four squadrons in the French Air Force, and an unknown number of Soviet Air Force units. One group of Brazilian P-47Ds was attached to the 350th Fighter Group (FG), one Mexican squadron was attached to the 58th FG, and one Chinese squadron was attached to die 81st FG.
Thunderbolt pilots flew more than 546,000 combat sorties, dropped more than 132,000 tons of bombs, fired more than 60,000 5-inch High Velocity Aircraft Rockets (HVARs), and expended some 135 million rounds of .50-caliber ammunition. The toll? More than 9,000 locomotives, 86,000 rail cars, 68,000 trucks, 6,000 tanks, and 60,000 horse-drawn vehicles were destroyed. In the air, the awesome power of the eight .50-caliber machine guns accounted for 7,067 enemy aircraft: 3,752 shot out of the air and 3,315 shot up on the ground. Enemy aircraft shot down 824 P-47s in combat, resulting in a victory ratio of 4.6 to 1 in favor of the Jug pilots. Enemy flak knocked down another 1,642.
The number of aces who flew the P-47 is staggering, with 49 accounted for in the 56th FG alone. The total included the top two aces in the European Theater of Operations (ETO), Francis "Gabby" Gabreski with 28 kills and Bob Johnson with 27. Both pilots flew with the 56th FG. Pilots flying the Jug stood a good chance of coming home, which is what the airplane was designed for.

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2 cze 13 11:30

Squadron - Aircraft in Action 1208 - Larry Davis - P-47 Thunderbolt (2007).pdf

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2 cze 13 11:30

Osprey - Aircam Aviation 41 - Rene J. Francillon - McDonnell F-4 Phantom II (1973).jpg

The Phantom F-4E, squat and powerful, ugly yet right. Exceeding sixty feet in length and when configured for a MIG CAP mission weighing more than twenty-five tons. With 2,000 gallons of fuel internally and 1,340 gallons externally in drop-tanks the intercept range is not far short of 1,000 miles and the ferry range in excess of 2,000 miles. More than once under combat conditions with MIG-19s over North Vietnam the Phantom has exceeded twelve G's and come home with the wings intact. Wing shape is semi-delta with leading and trailing edge flaps, coupled with these is a boundary layer control system which enables the Phantom to operate off reasonably short runways. The outer wing panels are angled up to provide more stability at high degrees of attack; the tail plane is angled down to compensate for the bent wings rolling tendency when the aircraft yaws. Herewith follows a general specification covering the Phantom F-4E. McDonnell Douglas Corporation. Basic design 1953. First flight May 1958. First flight of production F-4E on 30 June 1967.

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Squadron - Fighting Colors 6504 - Robert Robinson - USAF Europe in Color 1948-1965 (1981).jpg

In early 1950, while assigned to Shaw AFB, the 20th flew F-84D aircraft in rather strange markings. They carried their squadron colors on the nose, extending aft to the canopy and under the fuselage to just behind the nose gear doors, while the fuselage top decking behind the canopy and including the fin fillet and a band encircling the extreme rear of the fuselage were in the same colors. The squadrons assigned at this time were the 55th, 77th, and 79th, and their colors assigned were Dark Blue, Red, and Yellow respectively.
In late 1951, the group transferred to Langley AFB, where they aquired F-84Bs to be used until brand new F-84G aircraft were ready. These Bs carried the same colors for each squadron, but simplicity was the order of the day, as the colors were displayed on the intake lip and just over the horizontal stabilizer, with the point of the pennant towards the trailing edge of the fin. Buzz numbers on the nose were the factory style, except for a few aircraft flown by Commanders of the group and squadrons. The 20th badge was painted on both sides of the fin, just above the serial.
During the spring of 1952, the F-84Gs were delivered and markings became much more elaborate, with the squadron colors remaining the same. Each squadron had a colored nose band from which a lightning flash extended aft to the rear of the wing's leading edge root, and many aircraft also had color bands painted around the extreme rear of the fuselage under the rudder. Buzz numbers were behind the fuselage star insignia, and some were shadowed with tho squadron color. The Group/Wing insignia was carried on both sides of the fin, just over the serial and some aircraft carried the squadron insignia on the nose stripe, just ahead of the cockpit. The tip tanks also carried lightning flash markings. The squadron colors were sometimes outlined in black.

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Squadron - Fighting Colors 6504 - Robert Robinson - USAF Europe in Color 1948-1965 (1981).pdf

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Aero Series 09 - H.Nowarra & E.Maloney - Dornier D o.335 Pfeil (1966).jpg

During World War II the German aircraft industry developed many outstanding military aircraft. In this stable of modern and unique aircraft was the most unconventional piston engine design to come out of the war. The Dornier Do-335 "Arrow" (Pfeil) featured a unique push-pull engine combination.
In 1942 the Technical Office of the German Air Ministry issued a request for a high speed bomber of twin engine design. Such an aircraft was already at hand—the Heinkel He-219 —but Ernest Heinkel was in disfavor by the German Air Ministry (R.L.M.) and his design was rebuffed. The design request was sent only to Junkers, Arado, and Dornier. All three firms undertook the project, but only the initial Dornier P-231 design was accepted.
In 1937 Claude Dornier took out patent rights on a push-pull engine aircraft. In 1940 he gave an order to Ulrich Hutter, a well known glider designer, to build an aircraft with an engine in front and another engined mounted on the aft fuselage driving a pusher propeller. This tandem engine design was to be used as a prototype design aircraft for future push-pull aircraft. Hutter drew experience from the Dornier Do-17 "Flying Pencil" for fuselage design and from the Dornier "Wal" flying boats.

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Aero Series 09 - H.Nowarra & E.Maloney - Dornier D o.335 Pfeil (1966).pdf

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Osprey - Air Combat - David A. Anderton - North Am erican F-100 Super Sabre (1987).jpg

The North American F-ioo Super Sabre—the Hun, familiarly—was the first supersonic aircraft in the inventory of the United States Air Force. Designed for an air superiority mission, it was the first of the Century series, a group of aircraft developed for the US AF as fighters, interceptors, and fighter-bombers.
It originated in a time-honoured, evolutionary manner, within the NAA organization. Company engineers studied ways to modify the F-86 Sabre, then barely out of flight test, to gain speed performance. The basic features of the Sabre—its sweptback wing and tail, nose inlet with straight-through flow to a single jet engine, power control systems—held the potential for a new layout using updated technology. Those potentials coalesced, and led to the first of a new generation of combat aircraft capable of supersonic speeds.
The F-ioo was off to a brilliant start when unpredictable problems suddenly stopped the programme dead in its tracks. The losses of several early aircraft and their pilots in rapid succession, including the ninth F-iooA with North American's chief test pilot George Welch, trigged an investigation that was thorough and, finally, fruitful.
The Super Sabre was not welcome at first in the Air Force. The F- 100A day fighters were in active service a relatively short time before being transferred to Air National Guard units which were, by long tradition and standard practice, equipped with the castoff aircraft of the active forces. The later F-iooC was more acceptable to the US AF, bur only because it was capable of fighter-bomber missions. And in that role of an air-to-ground weapon, the Super Sabre finally came into its own.

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2 cze 13 11:30

Osprey - Air Combat - David A. Anderton - North Am erican F-100 Super Sabre (1987).pdf

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2 cze 13 11:30

Squadron - Fighting Colors 6561 - Steve Birdsall, Don Greer - B-17 Flying Fortress in Color (1986).jpg

All B-17F Flying Fortresses wore a basic paint scheme of matt lacquers developed at Wright Field and applied to the bomber on the factory production line. In accordance with a Technical Order dating to April of 1941. this color scheme was Dark Olive Drab (Shade 41) for the upper surfaces and Neutral Gray (Shade 43) for the lower surfaces. The colors were blended by over-spraying where they joined.
In addition to the camouflage there were numerous other markings: maintenance directions and other technical data were applied to the aircraft in 1/2 inch letters in Black on the Olive Drab areas, mbm and in Insignia Blue (Shade 47) on the Neut-nil Gray areas. The aircraft's type, model, serial number and crew weight were painted in Black letters 1 inch high on the left side of the nose.
Above the left wing and below the right wing was a 74 inch diametercocarde. an Insignia Blue circle containing an Insignia White star. There were similar cocardes. 50 inches in diameter on either side of the fuselage just forward of the waist windows. On the tail was the airplane designator, an abbreviated form of the airplanes serial number, later this was commonly referred to as the radio call number"; these 15 inch high numbers were painted in Identification Yellow (Shade 48). and were 80 inches below the tip of the tailfin.

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Squadron - Fighting Colors 6561 - Steve Birdsall, Don Greer - B-17 Flying Fortress in Color (1986).pdf

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Squadron - Walk Around 05 - W.E. Scarborough - PBY Catalina (1996).jpg

The intent of the WALK AROUND series is to provide maximum information in a limited number of pages. This led us to the decision to restrict this book to the PBY-5/5A/6A and their variants, USAF OA-lOA and Catalinas/Cansos of the Allied Air Forces.
Considered obsolete by many as the Second World War II began, the PBY proved a tremendous asset to all the services that flew her, performing in roles never envisioned by her designers. Maritime patrol, convoy escort and ASW were her primary duties, but in all combat areas, especially the South Pacific, the PBY proved to be a capable bomber and outstanding Search and Rescue Dumbo, saving hundreds of survivors. Bombing and strafing "Black Cats", overall Black PBYs flying at night, were the scourge of enemy efforts to supply bypassed forward area bases. Basically unchanged from first production in 1936 to the last PBY, delivered in 1945, the Catalina's operational capability had increased enormously with improved armament, power-boosted ammunition supply, armor, fuel dump valves, self-sealing fuel tanks, thermal deicing, radar and communication gear.
PBYs continued to serve many armed services after the war. The last Navy Catalina, a PBY-6A, flew until 1957 in the Naval Reserve. Foreign air forces operated PBYs into the 1970s, principally for search and rescue and logistic support of outlying installations.
Catalinas have served in many civilian roles since the Second World War, providing passenger and freight service to remote areas and for many more exotic pursuits. Some serve as water bombers, fighting forest fires all over the World with water scooped into hull tanks through retractable probes as the PBY skimmed over a lake or river surface. Several have been configured as air yachts by private owners. For improved performance, many have been re-engined with 1,700 hp Wright R-2600 engines and nacelles from B-25 bombers. A revised vertical tail improves stability and control and has led to a new name - "Super Cat".

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2 cze 13 11:30

Squadron - Walk Around 05 - W.E. Scarborough - PBY Catalina (1996).pdf

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Squadron - Walk Around 13 - Glen Phillips - Alliso n Engine Mustangs (1998).jpg

Bright blue skies and fluffy white clouds. In the distance, thick white contrails stream behind formations of heavy bombers. Above, around, and to the front, smaller contrails are etched against the sky in a gently weaving pattern. At the front of each trail, are small silvery fighters, each suddenly shedding a pair of drop tanks and pulling around in a hard diving turn. The song of the Merlin and the rattle of machine gun fire and another Luftwaffe fighter begins its long smoking descent to the fields of Germany 25,000 feet below. One more that won't get to the bombers...
Mention the P-51 Mustang to any World War II buff and that, or a similar image, is what comes lo mind. It wasn't always that way. The Mustang started life as a private venture — some might say gamble — on the part of the fledgling North American Aviation Company to build a fighter for Britain's Royal Air Force. The RAF wanted North American to license build Curtiss P-40s, however, company president James H. "Dutch" Kindelberger convinced the British Purchasing Commission that he could build a fighter that was faster, more maneuver-able, and could fly farther than the P-40 while using the same engine. It was a tall order. Using data purchased from Curtiss and NACA, the North American design and construction teams worked around the clock. Some 120 days later, the NA-73X airframe was rolled out in September of 1940. Although lacking an engine, and being rolled out on borrowed wheels, the new ship looked every inch the fighter it promised to be.
Powered by an Allison engine, the first RAF machine rolled off the assembly line in mid-April 1941. The first RAF combat mission took place in May of 1942. The Mustang started it's combat life, not as a high altitude fighter, but as a low level reconnaissance and Army Cooperation aircraft. The Allison engine simply lacked power at higher altitudes — altitudes above 20,000. The problem was not so much with the engine as it was with the simple single stage supercharger.
Through 1942 and into 1943, the Allison-powered Mustangs evolved into a potent dive bomber, reconnaissance, and ground attack aircraft. At lower altitudes, they could hold their own and then some against enemy fighters, including the Luftwaffe's vaunted h'ocke Wulf Fwl90. Almost 1600 Allison engined Mustang I. P-51, A-36, and P-51A aircraft were built. Their homes ranged from the mud and fog of an English country airfield, to the blazing sands of North Africa, to the hot and humid sub-tropics of India and Burma.
Silvery? Not these aircraft. Despite their clean lines and racing plane looks, their world was down low where they used dull greens, browns, and grays to blend in with the terrain. Often at the end of the supply line, their drab, patchy, and faded colors were streaked with fluids and exhaust stains. The early Mustang and its Allison engine was a worker. Hard, dirty, and sweat stained, this was its world. It was Cinderella — Before the ball...

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Squadron - Walk Around 13 - Glen Phillips - Alliso n Engine Mustangs (1998).pdf

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Waffen-Arsenal 97 - Joachim Engelmann - V-1 Die Fl iegende Bombe Fi 103 (1986).jpg

Im August 1939 legte Dipl.Ing. Dr. Ernst Steinhoff, Abteilungsleiter in Peenemünde-Ost, dem Reichsluftfahrt-Ministerium eine Denkschrift vor über den "Anflug von Feindzielen mit unbemannten Flugzeugen" mit dem Vorschlag, unter Ausnutzung gegnerischer Rundfunksender mit besonderen Funk-Navigations-Verfahren pilotenlose Bomber an ihre Ziele heranzuführen. Es hatte schon 1930 erste Versuche damit gegeben und 1937 bereits Flugversuche von Flugkörpern mit Autopiloten nach Entwürfen der "Deutschen Versuchsanstalt für Luftfahrt". Das Ministerium bezog keine Stellung. Das 1941 erneut vorgelegte Angebot wurde strikt abgelehnt, weil Hitler am 11. September 1941 langfristige Waffenentwicklungen verboten hatte. Als 1942 die Entwicklung der V 2 zu stocken schien, die eigenen Luftangriffe auf England immer verlustreicher wurden und "Vergeltungsschläge" für britische Luftangriffe auf deutsche Städte geführt werden sollten, zudem England "friedensbereiter" gemacht werden sollte, tauchte der Gedanke eines Fern-Beschusses mit neuen Waffen und großer Sprengstoffmenge wieder auf. Er mündete in einem kleinen unbemannten Verlust-Flugzeug, billig, ferngesteuert, mit 800 kg Sprengstoff auf 250 Kilometer Entfernung gegen ein Flächenziel von 20 xlO Kilometer, also einer Boden-Boden-Waffe. Dabei mußte ein Sonderantrieb verwendet werden und der Start von einer Startanlage oder Träger-Flugzeug erfolgen. Die Geschwindigkeit war begrenzt, die Flughöhe lag zwischen 300 und 2.500 Metern Höhe.

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Waffen-Arsenal 97 - Joachim Engelmann - V-1 Die Fl iegende Bombe Fi 103 (1986).pdf

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Peter W Merlin - Mach 3+; NASA-USAF YF-12 flight r esearch, 1969-1979 (2002).jpg

During the 1950s, American aircraft designers emphasized configurations that flew increasingly high and fast, a trend that continued for nearly two decades. Then, during the 1970s, efficiency, noise reduction, and fuel economy also became important considerations, in part because military analysts no longer deemed speed and altitude the paramount capabilities necessary to ensure national security.
Among the aircraft designs that transitioned from paper to hardware during the high-speed era, the Lockheed Blackbirds hold a unique place. The A-12, YF-12A, M-21, D-21, and SR-71 variants outperformed all other jet airplanes in terms of altitude and speed. To this day, they remain the only production aircraft capable of sustained cruise in excess of Mach 3. Developed in utmost secrecy, they eventually became some of the world’s most famous aircraft.
Conceived originally as spyplanes, several Blackbirds saw service with the National Aeronautics and Space Administration (NASA) as research platforms. This monograph describes the first major NASA project involving the Blackbirds. Conducted with the U.S. Air Force (USAF) as a partner, the NASA/USAF YF-12 research lasted 10 years, and produced a wealth of data on materials, structures, loads, heating, aerodynamics, and performance for high-speed aircraft.
More than two decades after the program ended, no comprehensive history of the joint program has yet been written. This monograph is an attempt to rectify that deficiency. Until recently, security restrictions prevented the release of some information relative to the YF-12. Since then, numerous documents have been declassified, and program participants are free to speak about previously restricted aspects of the project. Unfortunately, some who contributed to the NASA/USAF YF-12 investigations have not outlived the blanket of security that covered their work. Those who have must reach back more than 20 years to retrieve anecdotes and historical details. In a sense, the oral history interviews in this monograph amount to a sort of salvage archeology into the fading memories of the remaining YF-12 participants.
Over the years, numerous books and articles have been written about the Blackbirds, but few give more than a brief description of the YF-12 and its role as a research aircraft. In this monograph, I briefly describe the origins of the Blackbird family of aircraft and how NASA became involved with them. Each of the following chapters then describes a facet of the NASA/USAF YF-12 research program in detail. This monograph would not have been possible without access to numerous technical reports (some recently declassified), briefings, and other source material from the NASA Dryden Historical Reference Collection, as well as the oral interviews that fleshed out the story and provided an insider’s view of the project.

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Peter W Merlin - Mach 3+; NASA-USAF YF-12 flight r esearch, 1969-1979 (2002).pdf

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N. J. McCamley - Disasters Underground (2004).jpg

The rapid expansion of the RAF during the mid/late 1930s necessitated a massive storage requirement for high explosive bombs and other ordinance. Drawing on the experience of the Great War ammunition factories, the authorities set about identifying underground sites around Britain safe from the threat of air attack. Limestone quarries such as Chilmark in Wiltshire and slate mines (Llanberis) were ideal. Unfortunately in the haste of the moment safety arrangements were not a high priority and as a result there were over the ensuing years a number of appalling accidents; the most serious occurred in November 1944 at the huge (45 acre) Fauld Gypsum Quarry, Staffordshire. 4,800 tons of HE bombs detonated at the same time and resulted in the deaths of 68 people directly and more from gassing later. The book goes on to discuss the post-war disposal programme.

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N. J. McCamley - Disasters Underground (2004).pdf

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Peter Caygill - Flying the Buccaneer; Britain's Co ld War Warrior (2008).jpg

Originally conceived as a carrier-born maritime attack aircraft, the Blackburn design included many original features such as Boundary Layer Control, a system which blew hot air over the flying surfaces to increase lift when landing. The rotating bomb bay was also new and enabled easier maintenance, accessibility and reduced drag. The first model, the S Mk 1, entered operational service with the Fleet Air Arm in 1961. S Mk 2 became operational in 1964, powered by Rolls-Royce Spey engines that gave considerably more thrust. The aircraft were armed with rocket pods, up to 1,000 lb free-fall bombs, Martel air-to-ship missiles or the nuclear Red Beard system.During the financial upheavals of the mid 1960s, the government decided to retire the RN carrier fleet, thus eliminating a fixed-wing aircraft requirement. Simultaneously, the TSR2 development programme was abandoned and left the RAF without a new attack aircraft. Enter the S Mk2B, a land-based Buccaneer, with increased range and payload, which joined the RAF in 1969, and by the early 1970s the ex-Fleet Air Arm aircraft were also carrying RAF markings.

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Peter Caygill - Flying the Buccaneer; Britain's Co ld War Warrior (2008).pdf

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Wojciech Butrycz, Tomasz A. Bartyzel - 80 lat Pols kich Sił Powietrznych (1998).jpg

Omówiono zasady i sposoby malowania oraz oznakowania wybranych typów samolotów, na których latali polscy piloci w okresie od 1918 r. do 1998 r.
Polish Air Force aircraft 1918 - 1998: camouflage and markings.

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Ospret - Aircraft of the Aces 23 - Finnish Aces of World War 2 (1998).jpg

Always outnumbered by their Soviet counterparts, the small band of Finnish fighter pilots who defended their Scandinavian homeland from the 'communist hordes' in three separate wars between 1939 and 1945 amassed scores only bettered by the Luftwaffe's Jagdflieger. Initially equipped with a motley collection of biplane and monoplane fighters garnered from sources across the globe, the Finnish Air Force was thrust into combat through the invasion of its eastern border in November 1939. Given little chance against the massive Soviet force, the Finnish fighter pilots confounded the sceptics and proceeded to decimate the attacking fighter and bomber formations to the extent that the Russians had to call a halt in March 1940.

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Peter M. Bowers, David W. Menard - Buzz Numbers, T he Explanations and Regulations Behind America's M ilitary Aircraft Identification System (2006).jpg

Military Aviation - Peter M. Bowers, David W. Menard - Buzz Numbers, T...icas Military Aircraft Identification System 2006.jpg

The Buzz Number system, the famous identification system for U.S. Army and U.S. Air Force aircraft from late 1945 into the mid-1960s, was developed as a deterrent to 8th Air Force pilots engaged in unauthorized low-level flying over post-war Europe. This practice, called 'buzzing', prompted the need for ground observers to be able to identify and report a particular offending aircraft. In response to this need, a system of letters and numbers was developed to uniquely identify each aircraft in inventory. This book includes an in-depth explanation of the buzz number system as well as its many applications. This book is the ultimate buzz number reference for modelers and aviation enthusiasts.

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