Welcome remarks and a brief history of aviaiton in North Texas by museum Executive Director, Jim Hodgson.

Welcome to the Petting Zoo!

Our CH-53 was originally constructed by <a href="http://en.wikipedia.org/wiki/Sikorsky_Aircraft" target="_blank" style="color:rgb(51, 51, 51);">Sikorsky Aircraft</a> in <a href="http://en.wikipedia.org/wiki/Stratford,_Connecticut" target="_blank" style="color:rgb(51, 51, 51);">Stratford</a>, Connecticut in 1967. It was accepted by the Naval Plant Representative Office (NAVPRO) on June 29, 1967. It was assigned Navy Bureau of Aeronautics Number 153715 and was Sikorsky Serial Number 65-105. The aircraft is a wounded, Vietnam Veteran and was used to trained countless Marines in its later training role.The aircraft was first assigned to Marine Heavy Helicopter Squadron FOUR SIX TWO, <a href="http://en.wikipedia.org/wiki/HMH-462" target="_blank" style="color:rgb(51, 51, 51);">HMH-462</a>, “Heavy Haulers” in September 1967. It carried the aircraft number YF-#? (RESEARCHING). The Heavy Haulers were part of Marine Air Group FIVE SIX (MAG-56) at <a href="http://en.wikipedia.org/wiki/Marine_Corps_Air_Station_Tustin" target="_blank" style="color:rgb(51, 51, 51);">Marine Corps Air Facility Santa Ana</a>, California.”The aircraft arrived in Vietnam during 1968 and was assigned to Headquarters and Maintenance Squadron SIXTEEN, H&amp;MS-16, Marine Air Group SIXTEEN (<a href="http://en.wikipedia.org/wiki/Marine_Aircraft_Group_16" target="_blank" style="color:rgb(51, 51, 51);">MAG-16</a>), at <a href="http://en.wikipedia.org/wiki/Marble_Mountains_(Vietnam)" target="_blank" style="color:rgb(51, 51, 51);">Marble Mountain Air Facility</a> near <a href="http://en.wikipedia.org/wiki/Da_Nang" target="_blank" style="color:rgb(51, 51, 51);">Da Nang</a>. This assignment ran from May until June 1968. From June 1968 until September 1969, the helicopter was assigned to Marine Heavy Helicopter Squadron FOUR SIX THREE, <a href="http://en.wikipedia.org/wiki/HMH-463" target="_blank" style="color:rgb(51, 51, 51);">HMH-463</a>, “Pegasus” which was also part of MAG-16 at Marble Mountain. It carried the aircraft number YH-#?. During its period of service, which included resupplying Marine base camps and other transport missions, the aircraft was on the receiving end of periodic enemy rocket attacks launched against its base of operations. During one such attack in 1968-1969, the helicopter was peppered by shrapnel from a near miss. Repairs applied to the holes in the airframe are still readily visible and are responsible for the helicopters nickname “Patches.” The name was painted in red forward of the starboard hatch.From September 1969 until July 1971, it was assigned to and operated by H&amp;MS 56 COSA, MAG-56 at HMH-361, California. In July 1971, H&amp;MS 56 was redesignated H&amp;MS 16. In October 1971, the helicopter was assigned to Marine Heavy Helicopter Squadron THREE SIX ONE, <a href="http://en.wikipedia.org/wiki/HMH-361" target="_blank" style="color:rgb(51, 51, 51);">HMH-361</a>, “Flying Tigers” at Santa Ana, California. It carried the aircraft number YN-#?. From September 1974 until May 1980, the helicopter was in deep preservation at <a href="http://en.wikipedia.org/wiki/309th_Aerospace_Maintenance_and_Regeneration_Group" target="_blank" style="color:rgb(51, 51, 51);">Military Aircraft Storage and Disposal Center</a> (MASDC) at Davis-Monthan AFB in Tucson, Arizona. It was assigned MASDC number 2J0024 in October 1974. In May 1980, the helicopter was removed from storage and sent to the <a href="http://en.wikipedia.org/wiki/Naval_Support_Activity_Mid-South" target="_blank" style="color:rgb(51, 51, 51);">Naval Air Technical Training Center Millington</a> (NATTC Millington) in Memphis, Tennessee. The helicopter became a training aid in the Basic Helicopter Maintenance School. It was during this time that the left-hand “D” <a href="http://en.wikipedia.org/wiki/Sponson" target="_blank" style="color:rgb(51, 51, 51);">sponson</a> was installed with a 650-gallon drop tank thus becoming a CH-53D. The helicopter remained at Millington until 1997 when it was transferred to the <a href="http://www.navalaviationmuseum.org/" target="_blank" style="color:rgb(51, 51, 51);">National Naval Aviation Museum</a> in Pensacola, Florida, for outdoor display (Museum Accession Number 1996.388.001, date 30/09/1996). The Fort Worth Aviation Museum acquired the helicopter in 2013 on loan from the National Naval Aviation Museum (NNAM).

The CH-53 Sea Stallion is the common name for the Sikorsky S-65 family of heavy-lift transport helicopters. These were originally developed for use by the Marine Corps as they sought a replacement for the piston-powered helicopters in 1960.


In March 1962, the US Navy’s Bureau of Naval Weapons, acting on behalf of the Marines, issued a request for a Heavy Helicopter Experimental or HHX. The specifications dictated a load capability of 8,000 pounds with an operational radius of 100 nautical miles at a speed of 170 mph. The goal was for an aircraft for assault transport, aircraft recovery, personnel transport, and medical evacuation roles. Sikorsky won the contract in July 1962.


The first YCH-53A prototype flew on 14 October 1964 production CH-53s began in 1966. The first CH-53A arrived in Vietnam in January 1967. A total of 141 CH-53As were built, including two prototypes. The Navy used a version of the helicopter along with the Air Force who ordered the HH-53B in September 1966. The Air Force called theirs “Jolly Green Giants.” The Marines order a more powerful version – the CH-53D – in 1969. Two of these served as Presidential, VIP transports.


Versions of the CH-53 were also acquired by Germany, Iran, Israel, and Mexico. Although similar in appearances, a CH-53E Super Stallion with a third engine was introduced in 1980. In 2007, the Marines began replacing some CH-53s with MV-22B Ospreys. The plans are to replace the CH-46Es and CH-53Ds, but not their CH-53Es. A new and improved CH-53 is in the works – the CH-53K — for Navy and Marine Corps capabilities.

Sikorsky CH-53 Sea Stallion "Patches"

This is a walking tour of the Fort Worth Aviaiton Musuem's "Petting Zoo."

This F-14 was originally a Grumman F-14A-85-GR Tomcat, Navy Bureau of Aeronautics No. 159600, c/n 147, and was manufactured by Grumman Aerospace in Calverton, New York. It was a Block 85 F-14A model delivered July 16, 1975. This was the longest serving F-14 Tomcat in the US Navy. This aircraft spent a lot of time training new Tomcat pilots, as we await the full Navy records, we know this aircraft served with:VF-124 Gunfighters at NAS Miramar,VF-101 Grim Reapers at NAS Oceana,In 1987, 159600 transferred to the fleet, serving, in order, withVF-142 Ghostriders,VF-14 Tophatters,and again with VF-142 Ghostriders with at NAS Oceana. In 1978, the aircraft served with VF-84 Jolly Rogers (marked as “AJ 210”). In the 1983-84 timeframe, the aircraft arrived at VF-14 Tophatters (as “AE 104”) who operated the aircraft until 1988. The Tomcat then joined VF-142 Ghostriders (“AG 206”). In 1990 the aircraft arrived at the now closed Naval Aviation Depot Norfolk, Virginia, for conversion into an F-14D (serial number DR-5). Perhaps 1994 or 96? By 1994, the aircraft was flying with VF-2 Bounty Hunters (as “NE 115”) at NAS Miramar. During this tour, NAS Miramar transferred to the Marine Corps and VF-2 relocated to NAS Oceana. It remained with this squadron for ten years, but changed its call number to “NE 110” about January 1999. In 2003, this aircraft would return to her roots and once again serve in Fleet Readiness Squadron VF-101 Grim Reapers. The following year, 159600 would be assigned to VF-31 Tomcatters where she would remain until the Tomcat’s retirement in September 2006. In 2004, the aircraft has returned to VF-2 (and remained “NE 100”). In 2004, VF-101 operated the aircraft (as “AD-160”). A year later in 2005, VF-31 operated the aircraft (as “AJ-111”). It was while assigned to VF-31 that it received the nickname “Christine” after the Stephen King thriller. While on it’s final cruise (September 2005-March 2006) aboard the USS (ship), this aircraft would experience a structural failure — a bulkhead blew out during routine maintenance. The aircraft became a maintenance challenge for months, but was returned to flight status. This aircraft has a long combat history including a role as a Forward Air Controller (Airborne), Forward Air Controller (Airborne) (“FAC(A)”) in Desert Storm and Afghanistan. Locally, Tomcats were flown by Navy fighter squadrons, VF-201 and VF-202 at NAS Dallas and the Joint Reserve Base at Carswell for fifteen years. The aircraft arrived in Fort Worth aboard a Lockheed C-5A Galaxy on March 3, 2007. This F-14 Tomcat is on loan from the National Naval Aviation Museum (NNAM) in Pensacola, Florida.

Perhaps the most widely recognized Navy fighter thanks to its starring role in Top Gun, the F-14 Tomcat served as an advanced interceptor and air superiority fighter, capable of attacking six enemy aircraft simultaneously at a range of over 100 miles with the AIM-54 Phoenix missile.


It was a failed attempt at standardization that resulted in the design of perhaps the most famous fighter of the modern era. When a Navy version of the U.S. Air Force F-111 failed to meet exacting requirements for a carrier-based fighter, the Navy initiated a design competition for a new air superiority aircraft. The result was a design marvel featuring a unique variable-sweep wing—the F-14 Tomcat.


Equipped with a weapon control system that enabled the aircraft’s crew to track 24 hostile targets at a range of 195 miles and attack six simultaneously with AIM-54 Phoenix missiles, deliveries to the Navy began in June 1972 with the deployment of operational carrier squadrons in 1975. The F-14 made a brief appearance over Vietnam, flying protective patrols for helicopters effecting the final evacuation of American personnel and foreign nationals from Saigon with no opposition from enemy fighters. The Middle East was destined to become the scene of the Tomcat’s combat initiation during encounters with Libyan fighters during the 1980s. Upgraded F-14A (plus) and F-14Ds came into service in the late1980s and early 1990s, boasting enhanced avionics and more powerful F110-GE-400 turbofans. The aircraft also proved an outstanding air-to-ground platform employing a capability present from the initial design work, but rarely employed. At peak employment, thirty Navy squadrons operated F-14s. Tomcats flew combat missions during the Gulf War and in missions over Iraq and Afghanistan from 2001 until the F-14’s retirement in 2006.

Grumman F-14D Tomcat "Christine"

The Fort Worth Aviation Museum’s <a href="http://en.wikipedia.org/wiki/F-111" target="_blank" style="color:rgb(51, 51, 51);">F-111E</a> was Air Force serial number 68-0009. It was constructed by <a href="http://en.wikipedia.org/wiki/General_Dynamics" target="_blank" style="color:rgb(51, 51, 51);">General Dynamics</a> (c/n A1-178, E-19) here in <a href="http://en.wikipedia.org/wiki/Fort_Worth" target="_blank" style="color:rgb(51, 51, 51);">Fort Worth</a>, Texas. It is there where it received it’s nickname “Balls 9” as the Air Force serial number depicts zeros and a “9.” It was accepted by the Air Force on November 10, 1969. It was first assigned to the <a href="http://en.wikipedia.org/wiki/27th_Special_Operations_Wing" target="_blank" style="color:rgb(51, 51, 51);">27th Tactical Fighter Wing</a>, <a href="http://en.wikipedia.org/wiki/Tactical_Air_Command" target="_blank" style="color:rgb(51, 51, 51);">Tactical Air Command</a>, at <a href="http://en.wikipedia.org/wiki/Cannon_AFB" target="_blank" style="color:rgb(51, 51, 51);">Cannon Air Force Base</a>, New Mexico. It was then assigned to the <a href="http://en.wikipedia.org/wiki/20th_Fighter_Wing" target="_blank" style="color:rgb(51, 51, 51);">20th Tactical Fighter Wing</a> “Gamblers,” <a href="http://en.wikipedia.org/wiki/United_States_Air_Forces_in_Europe" target="_blank" style="color:rgb(51, 51, 51);">US Air Forces Europe</a>, beginning in January 1971. It carried the tail code “UH” as it was based at <a href="http://en.wikipedia.org/wiki/RAF_Upper_Heyford" target="_blank" style="color:rgb(51, 51, 51);">RAF Upper Heyford</a>, Great Britain, for just over 21 years. During this time, the aircraft was seen in the markings of the <a href="http://en.wikipedia.org/wiki/77th_Fighter_Squadron" target="_blank" style="color:rgb(51, 51, 51);">77th Tactical Fighter Squadron</a> (TFS) and possibly the <a href="http://en.wikipedia.org/wiki/79th_Fighter_Squadron" target="_blank" style="color:rgb(51, 51, 51);">79th TFS</a>. After retirement, “Balls 9” was transferred to <a href="http://en.wikipedia.org/wiki/309th_Aerospace_Maintenance_and_Regeneration_Group" target="_blank" style="color:rgb(51, 51, 51);">AMARC</a> as FV0093 on May 11, 1992, for storage. It remained in “the Boneyard” in Tucson, Arizona, until 2003. A museum in Connecticut acquired it but soon went out of business and “Balls 9” languished until 2007. The Fort Worth Aviation Museum discovered the aircraft in a salvage yard. With help from the B-36 Peacemaker Museum this aircraft was brought home to Fort Worth in 2008.

The General Dynamics F-111 "Aardvark" was a swing-wing tactical bomber built in Fort Worth.  It was retired in 1996 from active service with the United States Air Force.

The Royal Australian Air Force continued to operated the aircraft until 2011.


General Dynamics F-111E Aardvark "Balls 9"

The Fort Worth Aviation Museum’s <a href="http://en.wikipedia.org/wiki/Northrop_Corporation" target="_blank" style="color:rgb(51, 51, 51);">Northrop</a> <a href="http://en.wikipedia.org/wiki/Northrop_F-5" target="_blank" style="color:rgb(51, 51, 51);">F-5E Tiger II</a>, originally Air Force serial no. 74-1558, c/n U.1218, was eventually transferred to the US Navy and assigned Bureau of Aeronautics No. 741558. The musem acquired this aircraft in February 2006 on loan from <a href="http://en.wikipedia.org/wiki/National_Naval_Aviation_Museum" target="_blank" style="color:rgb(51, 51, 51);">NNAM</a>. The aircraft served with US Navy Fighter Squadron Composite Thirteen or <a href="http://en.wikipedia.org/wiki/VFC-13" target="_blank" style="color:rgb(51, 51, 51);">VFC-13</a> as an “Aggressor” or adversary aircraft. It has a two-tone brown and tan desert “Tiger Stripe” camouflage with a red star on the tail and number 13 painted on the nose to simulate Russian type markings. In 1984, this aircraft was in Air Force service with the <a href="http://en.wikipedia.org/wiki/64th_Fighter_Weapons_Squadron" target="_blank" style="color:rgb(51, 51, 51);">64th Aggressor Squadron</a> at <a href="http://en.wikipedia.org/wiki/Nellis_Air_Force_Base" target="_blank" style="color:rgb(51, 51, 51);">Nellis Air Force Base</a>, Nevada. Interestingly, it has a Swiss F-5 wing installed (originating aircraft ID is unknown), as the original wing was low time sent to F-5/T-38 SLEP program. It flew in the 1986 movie <a href="http://en.wikipedia.org/wiki/Top_gun" target="_blank" style="color:rgb(51, 51, 51);">Top Gun</a> as one of the Black MIGs. Locally: This F-5 is similar to the <a href="http://en.wikipedia.org/wiki/Northrop_T-38_Talon" target="_blank" style="color:rgb(51, 51, 51);">T-38s</a> flown from bases in Texas and Oklahoma for pilot training.

This Northrop F-5E Tiger II served in the US Navy as an “Aggressor” adversary aircraft. Its two-tone brown and tan desert “Tiger Stripe” camouflage with a red star on the tail and number 13 painted on the nose simulates Russian type markings.


The F-5 is a supersonic fighter combining low cost, ease of maintenance, and great versatility. More than 2,000 F-5 aircraft have been procured by the USAF for use by allied nations. The F-5, which resembles the USAF Northrop T-38 trainer, is suitable for various types of ground-support and aerial intercept missions, including those which would have to be conducted from sod fields in combat areas.


The F-5 first flew on July 30, 1959, and deliveries to the Tactical Air Command for instructing foreign pilots began in April 1964. Pilots from Iran and South Korea were the first to be trained in the F-5, followed by pilots from Norway, Greece, Taiwan, Spain, and other Free World nations that have adopted the F-5. A two place combat trainer version, the F-5B, first flew in February 1964. In 1966-1967, a USAF squadron of F-5s flew combat missions in Southeast Asia for operational evaluation purposes.


The F-5E Tiger II was a greatly improved version of the earlier F-5A Freedom Fighter. Redesigned as a highly maneuverable, lightweight, and inexpensive air superiority fighter, the E model featured an air-to-air fire control radar system and a lead computing gunsight. More powerful J85 engines required the fuselage to be both widened and lengthened. The forward wing root was redesigned to give the “Tiger II” wing its characteristic triple delta shape.


The first flight of the F-5E was on Aug. 11, 1972. The first USAF unit to receive the aircraft was the 425th TFS at Williams Air Force Base, Arizona, responsible for training foreign pilots in the F-5 aircraft. The most well-known use of the “Tiger II” was as an aggressor aircraft at the USAF Fighter Weapons School, Nellis Air Force Base, Nevada. The aggressor pilots of the 64th Fighter Weapons Squadron were trained in Soviet tactics and used the simulate MiG-21s for training USAF pilots in aerial combat skills. Eventually, aggressor squadrons were formed at RAF Alconbury, England, and Clark Air Base, Philippines, for training USAF pilots stationed overseas along with pilots of friendly foreign nations.

Northrop F-5E Tiger II "MIG-28"

The Fort Worth Aviation Museum’s <a href="http://en.wikipedia.org/wiki/Lockheed_T-33_Shooting_Star" target="_blank" style="color:rgb(51, 51, 51);">Lockheed T-33A</a> is the oldest jet in the our collection. Specifically, it is a Lockheed T-33A-1-LO Shooting Star, Air Force Serial No. 53-5215, c/n 580-8554, manufactured by <a href="http://en.wikipedia.org/wiki/Lockheed_Corporation" target="_blank" style="color:rgb(51, 51, 51);">Lockheed</a> at Burbank, California, and delivered to the USAF on 20 September 1954. It went immediately to the <a href="http://en.wikipedia.org/wiki/McClellan_Air_Force_Base" target="_blank" style="color:rgb(51, 51, 51);">Sacramento Air Material Center</a>, California, for modifications. In November 1954, the aircraft was assigned to the <a href="http://en.wikipedia.org/wiki/Alaskan_Air_Command" target="_blank" style="color:rgb(51, 51, 51);">Alaskan Air Command’s</a> <a href="http://en.wikipedia.org/wiki/66th_Fighter-Interceptor_Squadron" target="_blank" style="color:rgb(51, 51, 51);">66th Fighter Interceptor Squadron</a> at <a href="http://en.wikipedia.org/wiki/Elmendorf_AFB" target="_blank" style="color:rgb(51, 51, 51);">Elmendorf Air Force Base</a>, Alaska. The following month, it was assigned to the <a href="http://en.wikipedia.org/wiki/449th_Fighter_Interceptor_Squadron" target="_blank" style="color:rgb(51, 51, 51);">449th Fighter Interceptor Squadron (FIS)</a> at <a href="http://en.wikipedia.org/wiki/Ladd_Air_Force_Base" target="_blank" style="color:rgb(51, 51, 51);">Ladd AFB</a>, Alaska.In February 1955, the aircraft went to the 5001st Operations Squadron also at Ladd AFB. During March 1955, the T-33 was assigned to the <a href="http://en.wikipedia.org/wiki/433d_Weapons_Squadron" target="_blank" style="color:rgb(51, 51, 51);">433rd Fighter Interceptor Squadron</a> again at Ladd AFB. In November 1955, the aircraft returned to Elmendorf AFB and went to the 5039th Aircraft Repair Squadron. A month later, the aircraft was back with the 433rd Fighter Interceptor Squadron at Ladd AFB. In August 1956, the aircraft returned to the 5039th Maintenance Squadron at Elmendorf AFB. In December 1956, the aircraft was assigned to the 5001st Operations Squadron at Ladd AFB. In November 1957, the aircraft was assigned to the 5060th Operations Squadron also at Ladd. In April 1958, the T-33 went to the 5060th Consolidated Logistics And Maintenance Group at Ladd. In October 1964, the aircraft was sent to <a href="http://en.wikipedia.org/wiki/Lear-Siegler" target="_blank" style="color:rgb(51, 51, 51);">Lear-Siegler</a> at <a href="http://en.wikipedia.org/wiki/Elmendorf_Air_Force_Base" target="_blank" style="color:rgb(51, 51, 51);">Elmendorf AFB</a>. The following month, the aircraft was operating with the 5040th Consolidated Logistics And Maintenance Group also at Elmendorf AFB. In October 1966, the aircraft returned to the <a href="http://en.wikipedia.org/wiki/McClellan_Air_Force_Base" target="_blank" style="color:rgb(51, 51, 51);">Sacramento Air Material Area</a>, California, for work. In January 1967, the aircraft joined the <a href="http://en.wikipedia.org/wiki/Pacific_Air_Forces" target="_blank" style="color:rgb(51, 51, 51);">Pacific Air Forces</a> and the 6486th Air Base Wing at <a href="http://en.wikipedia.org/wiki/Hickam_AFB" target="_blank" style="color:rgb(51, 51, 51);">Hickam AFB</a>, Hawaii. In November 1971, the aircraft went to the <a href="http://en.wikipedia.org/wiki/15th_Air_Base_Wing" target="_blank" style="color:rgb(51, 51, 51);">15th Air Base Wing</a> also at <a href="http://en.wikipedia.org/wiki/Hickam_Field" target="_blank" style="color:rgb(51, 51, 51);">Hickam Field</a>. In March 1973, the T-33 was removed from the USAF inventory. Following military service the aircraft was at <a href="http://www2.honolulu.hawaii.edu/" target="_blank" style="color:rgb(51, 51, 51);">Honolulu Community College</a> from 1973 until 1988 and carried the civil registration of N8361. It was later owned by Jack A. Myers and John C. Macidull circa 1988 and then to the Coleman Warbirds Museum in Coleman, Texas, 1990-1992. <a href="http://www.dixieairpartssupply.com/" target="_blank" style="color:rgb(51, 51, 51);">Dixie Air Parts</a> in San Antonio acquired the aircraft, 1991-1992. David Clark and Adam Galan of Arlington, Texas, acquired the aircraft August 1993. In December 2003, the Texas Air Command Museum purchased the aircraft. The Fort Worth Aviation Museum acquired the aircraft in [date]. Locally, T-33s were assigned to most military units as utility aircraft and trainers. They were in service for decades.

The two-place Lockheed T-33 Shooting Star was designed for training pilots already qualified to fly propeller-driven aircraft to fly jets.  It was developed from the single-seat F-80 fighter by lengthening the fuselage about three feet



Here are some photos from our restoration work on the T-33A in February:

            

The two-place Lockheed T-33 Shooting Star was designed for training pilots already qualified to fly propeller-driven aircraft to fly jets. 

It was developed from the single-seat F-80 fighter by lengthening the fuselage about three feet to accommodate a second cockpit. Originally designated the TF-80C, the T-33 made its first flight in 1948. More than 6,500 T-33s were built. In addition to its use as a trainer, the T-33 has been used for such tasks as drone director and target towing, and in some countries even as a combat aircraft. 

The RT-33A, a reconnaissance version made primarily for use by foreign countries, had a camera installed in the nose and additional equipment in the rear cockpit. The T-33 is one of the world’s best-known aircraft, having served with the air forces of more than 20 different nations over several decades.

Lockheed T-33A Shooting Star

The Fort Worth Aviation Museum’s Douglas A4D-2N Skyhawk was accepted by the Navy on April 29, 1960. It carries Navy Bureau of Aeronautics Number 147715, c/n 12479, and was redesignated as an A-4C in 1962. The aircraft was assigned to <a href="http://en.wikipedia.org/wiki/VA-93_(U.S._Navy)" target="_blank" style="color:rgb(51, 51, 51);">Attack Squadron NINETY-THREE, VA-93</a>, “Blue Blazers” from 09 Sep 1960 to 07 Aug 1961 at <a href="http://en.wikipedia.org/wiki/NAS_Alameda" target="_blank" style="color:rgb(51, 51, 51);">NAS Alameda</a>, California. On 11 October 1961, the A-4 joined <a href="http://en.wikipedia.org/wiki/VFA-125" target="_blank" style="color:rgb(51, 51, 51);">Attack Squadron ONE TWENTY FIVE, VA-125</a>, “Rough Riders” at <a href="http://en.wikipedia.org/wiki/NAS_Lemoore" target="_blank" style="color:rgb(51, 51, 51);">NAS Lemoore</a>, California. On 04 Jan 1967, the aircraft was assigned to NARF at NAS Alameda, CA. On 25 Jun 1967, the aircraft joined <a href="http://en.wikipedia.org/wiki/VA-112_(U.S._Navy)" target="_blank" style="color:rgb(51, 51, 51);">Attack Squadron ONE TWELVE, VA-112</a>, “Broncos”, at <a href="http://en.wikipedia.org/wiki/NAS_Lemoore" target="_blank" style="color:rgb(51, 51, 51);">NAS Lemoore</a>, CA. On 05 Oct 1967, the A-4 returned to VA-125 at <a href="http://en.wikipedia.org/wiki/NAS_Lemoore" target="_blank" style="color:rgb(51, 51, 51);">NAS Lemoore</a>. The aircraft joined <a href="http://en.wikipedia.org/wiki/VA-873_(U.S._Navy)" target="_blank" style="color:rgb(51, 51, 51);">Attack Squadron EIGHT SEVENTY THREE, VA-873</a>, at <a href="http://en.wikipedia.org/wiki/NAS_Alameda" target="_blank" style="color:rgb(51, 51, 51);">NAS Alameda</a>, CA, on 18 May 1968, it returned to VA-125 on August 19, 1968, and then to <a href="http://en.wikipedia.org/wiki/VC-7" target="_blank" style="color:rgb(51, 51, 51);">Fleet Composite Squadron SEVEN, VC-7</a>, at <a href="http://en.wikipedia.org/wiki/NAS_Miramar" target="_blank" style="color:rgb(51, 51, 51);">NAS Miramar</a> on April 7, 1969, and stayed until March 1973. It was administratively stricken from the record in <a href="http://en.wikipedia.org/wiki/Naval_Support_Activity_Mid-South" target="_blank" style="color:rgb(51, 51, 51);">NAS Memphis</a> on July 13, 1973. The plane was used for ground training in Memphis and was seen there during 1975. Although it wore <a href="http://en.wikipedia.org/wiki/Blue_angels" target="_blank" style="color:rgb(51, 51, 51);">Blue Angels</a> colors, it was never a Blue Angels aircraft. In June-July 2007, the plane was disassembled by a small crew from our museum and was moved to Fort Worth. This Skyhawk is on loan from the <a href="http://www.navalaviationmuseum.org/nnam/virtualtour/#MUSEUM/MAIN/M01_Welcome/M01_Welcome" target="_blank" style="color:rgb(51, 51, 51);">National Naval Aviation Museum (NNAM)</a>. Locally, A-4s of this type were operated by the US Navy in the Naval Air Reserve Unit at NAS Dallas from 1958 through 1982 for proficiency flying and <a href="http://en.wikipedia.org/wiki/Air_combat_manoeuvring" target="_blank" style="color:rgb(51, 51, 51);">air combat maneuvering (ACM)</a> training. The A-4M was also operated by the Operations Maintenance Detachment (OMD) in an adversary role based at <a href="http://en.wikipedia.org/wiki/Naval_Air_Station_Dallas" target="_blank" style="color:rgb(51, 51, 51);">NAS Dallas</a>, Texas for the Naval Air Reserve. Many of the aviators that flew the four jets were attached to NAS Dallas, including the Commanding Officer of the air station. The aircraft were instrumental in training and development of Air Combat Maneuvers (ACM) for Naval Air Reserve fighter squadrons <a href="http://en.wikipedia.org/wiki/VFA-201" target="_blank" style="color:rgb(51, 51, 51);">VF-201</a> and <a href="http://en.wikipedia.org/wiki/VF-202" target="_blank" style="color:rgb(51, 51, 51);">VF-202</a> flying the <a href="http://en.wikipedia.org/wiki/McDonnell_Douglas_F-4_Phantom_II" target="_blank" style="color:rgb(51, 51, 51);">F-4 Phantom II</a> and later the <a href="http://en.wikipedia.org/wiki/Grumman_F-14_Tomcat" target="_blank" style="color:rgb(51, 51, 51);">Grumman F-14 Tomcat</a>. The unit also completed several missions involving target towing to <a href="http://en.wikipedia.org/wiki/Naval_Air_Station_Key_West" target="_blank" style="color:rgb(51, 51, 51);">NAS Key West</a>, Florida; <a href="http://en.wikipedia.org/wiki/Naval_Air_Station_Kingsville" target="_blank" style="color:rgb(51, 51, 51);">NAS Kingsville</a>, Texas, and deployments to <a href="http://en.wikipedia.org/wiki/Marine_Corps_Air_Station_Miramar" target="_blank" style="color:rgb(51, 51, 51);">NAS Miramar</a>, California and <a href="http://en.wikipedia.org/wiki/Naval_Air_Station_Fallon" target="_blank" style="color:rgb(51, 51, 51);">NAS Fallon</a>, Nevada for adversary support. The detachment was under the operational command of the Commander Fleet Logistics Support Wing (CFLSW), also based at NAS Dallas.

This plane was most recently used for ground training in Memphis and was seen there during 1975. Although it wore Blue Angels colors, it never served as one of the Blue Angels aircraft.

The Douglas A-4 was developed as a jet-powered attack aircraft to replace the propeller-driven AD or A-1 Skyraider. Once designed, the aircraft weighed only half of the Navy’s specification and it’s small wing did not have to be folded for carrier stowage. The small Skyhawk soon received nicknames like “Scooter”, “Kiddiecar”, “Bantam Bomber”, and “Tinker Toy Bomber.” Each of these was a misnomer for this powerful aircraft.

The A-4 pioneered the concept of “buddy” air-to-air refueling allowing the aircraft to supply others of the same type, eliminating the need of dedicated tanker aircraft. The A-4 could also make an emergency landing on two drop tanks which put the aircraft out of service for a few hours.

The first prototype first flew in 1954 and deliveries began in 1956. The aircraft had a long life and remained in production until 1979, with 2,960 aircraft built, including 555 two-seat trainers. The A-4 was chosen for the Blue Angels flight demonstration team.

The A-4 was used extensively in the Vietnam War. The two-seat trainer version, the TA-4J, replaced the TF-9J Cougar until it was replaced by the T-45 Goshawk. They were retired from front line squadrons in 1978. The Marines began retiring them in the mid-1980s and were complete by 1994. The US Navy retired their last aircraft in 2003.

Douglas A-4C Skyhawk

From the logbook and memories of Craig “Spike” Taylor who flew this A-7:<blockquote>I had flown that particular aircraft. You prompted me to check my logbook, and these are the dates and missions that I flew the aircraft. Our logbooks were maintained by a clerk, so I cannot attest the accuracy.</blockquote><blockquote>1969 Date, Hours, Flying From, Mission (to the best of my recollection)</blockquote><blockquote>February 6, 2.2 hours, Lemoore, Mirror Practice</blockquote><blockquote>February 28, 1.5 hours, Cubie Point, Low Level training</blockquote><blockquote>March 6, 2.4 hours, CVA-14 (USS Ticonderoga), Maintenance Test Flight</blockquote><blockquote>March 8, 2.0 hours, CVA-14, Combat – troop support north of Danang</blockquote><blockquote>March 11, 2.2 hours, CVA-14, Combat – Laos near Tchepone with FAC</blockquote><blockquote>March 30, 2.4 hours, CVA-14, Training – Mines, if I remember correctly</blockquote><blockquote>As I recall, the airplane became a “Hanger Queen” serving as a parts donor during April, May and June, when parts shortages were acute. This probably could be verified through the VA-25 maintenance records, or the aircraft logbooks if they are available.</blockquote><blockquote>July 1, 2.3 hours, CVA-14, Combat – Laos with FAC</blockquote><blockquote>July 15, 2.2 hours, CVA-14, Combat – Laos with FAC (I believe that it was on this hop that I chased a yellow bulldozer away from road reconstruction at least twice! (Probably it was made in Peoria IL and shipped to North Vietnam in an English freighter…). I do not think that I got any direct hits, but I slowed him down a bit with pairs of 500# bombs!</blockquote><blockquote>July 20, 2.0 hours, CVA-14, Combat – probably near the tri-border area with FAC</blockquote><blockquote>July 21, 2.3 hours, CVA-14, Combat – Central Laos with FAC</blockquote><blockquote>July 23, 1.8 hours, CVA-14, Night Combat – probably in Laos. During this time we were triple-cycling (3 back to back flights day and night: 2 hour brief, 2 hour flight, 2 hour debrief for a total of 18 hours a day). I dozed off in the cockpit going feet wet, and felt the shadow of Ross Underhill’s aircraft pass over me. It was a huge adrenalin shot! At 0300 I got an OK-3 pass, and needed an extra shot of medicinal alcohol from the flight surgeon.</blockquote><blockquote>July 24, 2.3 hours, CVA-14, From the length of the flight, this should be the flight that I went out as a spare with our sister squadron, VA-86. At the target in Laos the division leader set up a racetrack pattern (we always made our runs from separate directions to make the bad guys firing solutions difficult). After my second pass and pulling up to the racetrack pattern, a number of tracers (37mm or 57mm) came up in the direction I was flying. I rolled inverted, and pulled down about 2000 feet. Rolling upright I saw the flash of the AAC shells going off right where I would have been. I had no gun control radar warnings, and we were flying lights out. I can only surmise that they were tracking us aurally! The NVA were good!</blockquote><blockquote>July 27, 2.1 hours, CVA-14, Day Combat</blockquote><blockquote>July 28, 1.8 hours, CVA-14, Day combat, near the tri-border in South Vietnam</blockquote><blockquote>I wish that I had kept a diary, so that I could give specific mission data. I hope that this helps. Of course, we were not assigned a specific aircraft, but flew whatever aircraft Maintenance could provide for us. We returned from cruise in late September. I flew the aircraft several times at Lemoore before transitioning to the A-7E.</blockquote><blockquote>It is possible that BuAer # 154479 did sustain some damage. If the logbooks show damage to the radome and radar, it is possible that it was the aircraft that encountered a 20mm dummy (blue) round, which struck the radome and radar during a dive bomb run. As I recall the round impacted the radome sideways, as though it was spent and was falling. It did inflict quite a bit of damage. In addition, the round showed no rifling. Our spook at the time surmised that it was possible that the NVA salvaged a MK 12 cannon from a downed aircraft and made their own smoothbore barrel. This may also be the reason that the aircraft was out of service for so long. But why was the round a blue dummy?</blockquote><blockquote>Courtesy of the FIST OF THE FLEET ASSOCIATION: <a href="http://www.fistofthefleet.org/" target="_blank" style="color:rgb(51, 51, 51);">http://www.fistofthefleet.org</a></blockquote><blockquote> </blockquote>Our Vought A-7B-3-CV Corsair II, Navy Bureau of Aeronautics No. 154479, c/n B-119, was built in 1968 in Dallas or Grand Prairie, Texas. The Navy accepted the aircraft on August 21, 1968.In October 1968, the A-7 was assigned to <a href="http://en.wikipedia.org/wiki/VFA-122" target="_blank" style="color:rgb(51, 51, 51);">Attack Squadron ONE TWENTY TWO, VA-122</a>, “Flying Eagles” at <a href="http://en.wikipedia.org/wiki/NAS_Lemoore" target="_blank" style="color:rgb(51, 51, 51);">NAS LeMoore</a>, California. The unit was also known as “Corsair College.” It carried tail code “NJ” and the aircraft number “_(researching)_”. This unit was a fleet replacement squadron. The aircraft then served with <a href="http://en.wikipedia.org/wiki/Attack_Squadron_25_(U.S._Navy)" target="_blank" style="color:rgb(51, 51, 51);">Navy Attack Squadron TWENTY FIVE, VA-25, “Fists of the Fleet”</a>, beginning in October 1968. It carried the tail code “AH” and was numbered “503.” The squadron made three deployments to Vietnam. The first deployment was from February 1, 1969, until September 18, 1969, on the USS Ticonderoga to Western Pacific/Vietnam. The second deployment was October 27, 1970, until June 17, 1971, aboard the USS Ranger to the Western Pacific/Vietnam.The third deployment was also aboard the USS Ranger from November 16, 1972, until June 23, 1973, to Western Pacific/Vietnam.

This A-7B Corsair II, Bu No. 154479, was built in Grand Prairie, Texas by Chance Vought in 1968.

The Vought A-7 Corsair II was developed in the early 1960s as a carrier-capable subsonic light attack aircraft intended to replace the Douglas A-4 Skyhawk. The A-7 airframe was based on the successful Vought F-8 Crusader. It was one of the first combat aircraft to feature a heads-up display (HUD), an inertial navigation system (INS), and a turbofan engine. Vought Aircraft of Dallas received a contract for the first batch A-7s in 1964. The aircraft was named “Corsair II” after Vought’s famous F4U Corsair of World War II. The World War II-era fighter was actually aircraft to have the name — the first was the O2U Corsair biplane from the 1920s. The A-7 made its first flight in September 1965 with the Navy receiving its first operational aircraft in 1966. Navy Attack Squadron ONE FOUR SEVEN, VA-147, “Argonauts” was the first to operate the A-7 in 1967. By the end of the year, the aircraft was flying over Vietnam.

The 35,000 Vought employees in Dallas turned out one aircraft a day for several years. The aircraft was also adopted by the United States Air Force and the Air National Guard to replace the Douglas A-1 Skyraider, North American F-100 Super Sabre, and Republic F-105 Thunderchief. Almost 1,600 aircraft were built in 15 different models. The last US A-7 was retired in 1989.

Vougth A-7B Corsair II

FWAM’s F-105D-10-RE <a href="http://en.wikipedia.org/wiki/F-105" target="_blank" style="color:rgb(51, 51, 51);">Thunderchief</a> was Air Force serial number 60-5385, c/n D235, and was manufactured at <a href="http://en.wikipedia.org/wiki/Farmingdale,_New_York" target="_blank" style="color:rgb(51, 51, 51);">Farmingdale</a>, New York, by <a href="http://en.wikipedia.org/wiki/Republic_Aviation" target="_blank" style="color:rgb(51, 51, 51);">Republic Aviation</a>. It was accepted by the Air Force on November 1, 1961. Interestingly, all 10 of the aircraft constructed prior to this one were lost in combat or accidents from 1961 until 1977. The aircraft was sent to the Mobile Air Logistics Area, <a href="http://en.wikipedia.org/wiki/Brookley_Air_Force_Base" target="_blank" style="color:rgb(51, 51, 51);">Brookley Air Force Base</a>, Alabama. In December 1961 the aircraft arrived at its first assignment with the <a href="http://en.wikipedia.org/wiki/36th_Wing" target="_blank" style="color:rgb(51, 51, 51);">36th Tactical Fighter Wing</a>, <a href="http://en.wikipedia.org/wiki/United_States_Air_Forces_in_Europe" target="_blank" style="color:rgb(51, 51, 51);">US Air Forces Europe</a>, at <a href="http://en.wikipedia.org/wiki/Bitburg_Air_Base" target="_blank" style="color:rgb(51, 51, 51);">Bitburg Air Base</a>, Germany. At the time, the unit was deployed to <a href="http://en.wikipedia.org/wiki/Wheelus_Air_Base" target="_blank" style="color:rgb(51, 51, 51);">Wheelus Air Base</a>, Libya. The following describes to activities of the 36th TFW. <blockquote>The three squadrons of the 36th TFW (22nd, 23rd, and 53rd Fighter Squadrons) began receiving their F-105D Thunderchief fighter-bombers in mid-May 1961. Formal US Air Force Europe acceptance of the Mach 2 fighter-bombers was held at the Paris Air Show on June 3, 1961. Deliveries of the F-105D model were completed in 1963, and the 36th carried on its Cold War mission of tactical nuclear weapons delivery. The F-105s were specifically designed for the nuclear strike role, with the primary armament being a “special store” (a euphemism for a nuclear weapon) housed in the Thud’s bomb bay. This weapon was usually a Mark 28 or a Mark 43 nuclear weapon. However, a Mark 61 store could be carried underneath the left or right inboard underwing pylon and a Mark 57 or a Mark 61 store could be carried underneath the centerline pylon. However, as a nuclear conflict became less and less likely in the European theater, the nuclear weapon carried in the bomb bay was usually replaced by a 390-gallon internal fuel tank, the offensive load being carried on four underwing pylons and/or on a pylon mounted underneath the fuselage on the centerline (attached to the bomb bay doors).</blockquote><blockquote>The Wing’s operation of the Thunderchief dwindled in 1966 as new F-4D Phantoms in European camoflage were delivered from St. Louis to carry on the nuclear delivery mission. By December 1966, all the 36th TFW Thuds had been ferried Stateside for combat crew training duties at McConnell AFB, Kansas, or on to the war in Vietnam after stateside refurbishment.</blockquote><blockquote><a href="http://www.bitburgbarons.org/bbaai/36thhistory.html" target="_blank" style="color:rgb(93, 45, 145);">http://www.bitburgbarons.org/bbaai/36thhistory.html</a></blockquote><blockquote> </blockquote>In May 1966, FWAM's Thunderchief was assigned to the <a href="http://en.wikipedia.org/wiki/49th_Tactical_Fighter_Wing" target="_blank" style="color:rgb(51, 51, 51);">49th Tactical Fighter Wing</a>, <a href="http://en.wikipedia.org/wiki/Spangdahlem_Air_Base" target="_blank" style="color:rgb(51, 51, 51);">Spangdahlem Air Base</a>, Germany, which was also deployed to Wheelus Air Base in Libya.In February 1967, the aircraft was transferred to the <a href="http://en.wikipedia.org/wiki/23d_Wing" target="_blank" style="color:rgb(51, 51, 51);">23rd Tactical Fighter Wing</a>, <a href="http://en.wikipedia.org/wiki/Tactical_Air_Command" target="_blank" style="color:rgb(51, 51, 51);">Tactical Air Command</a>, at <a href="http://en.wikipedia.org/wiki/McConnell_Air_Force_Base" target="_blank" style="color:rgb(51, 51, 51);">McConnell Air Force Base</a>, Kansas, which was deployed to <a href="http://en.wikipedia.org/wiki/George_AFB" target="_blank" style="color:rgb(51, 51, 51);">George Air Force Base</a>, California. It remained at George until early 1971. On February 26, 1971, the F-105, was transferred to the <a href="http://en.wikipedia.org/wiki/192d_Fighter_Wing" target="_blank" style="color:rgb(51, 51, 51);">192nd Tactical Fighter Wing</a> (<a href="http://en.wikipedia.org/wiki/Virginia_Air_National_Guard" target="_blank" style="color:rgb(51, 51, 51);">Virginia Air National Guard</a>) at Byrd Field, Virginia, who operated the aircraft for ten years. It was assigned to the <a href="http://en.wikipedia.org/wiki/23rd_Tactical_Fighter_Wing" target="_blank" style="color:rgb(51, 51, 51);">23rd</a> and <a href="http://en.wikipedia.org/wiki/36th_Tactical_Fighter_Wing" target="_blank" style="color:rgb(51, 51, 51);">36th Tactical Fighter Wings</a> of the <a href="http://en.wikipedia.org/wiki/Virginia_Air_National_Guard" target="_blank" style="color:rgb(51, 51, 51);">Virginia Air National Guard</a>. Specifically, this aircraft was assigned to the <a href="http://en.wikipedia.org/wiki/149th_Tactical_Fighter_Squadron" target="_blank" style="color:rgb(51, 51, 51);">149th Fighter Squadron</a> from October 1974 until October 1980 and was nicknamed ‘Fireball Express.”The aircraft arrived at <a href="http://en.wikipedia.org/wiki/AMARC" target="_blank" style="color:rgb(51, 51, 51);">AMARC</a> on May 29, 1981, and was assigned number “FK0042” for storage and eventual disposal. In February 1983, the aircraft was dropped from the Air Force inventory and declared surplus. The aircraft sat in the Arizona desert for almost two decades. By 2004, the F-105 was at the <a href="http://en.wikipedia.org/wiki/Texas_Air_%26_Space_Museum" target="_blank" style="color:rgb(51, 51, 51);">Texas Air and Space Museum</a> in Amarillo, Texas, where it remained until the museum closed in 2007. The aircraft was then relocated to Fort Worth. Locally, the <a href="http://en.wikipedia.org/wiki/Air_Force_Reserve_Command" target="_blank" style="color:rgb(51, 51, 51);">Air Force Reserve</a> operated F-105s “Thuds” with the <a href="http://en.wikipedia.org/wiki/301st_Fighter_Wing" target="_blank" style="color:rgb(51, 51, 51);">301st Tactical Fighter Wing’s</a> 457th Tactical Fighter Squadron from 1972 to 1982 at <a href="http://en.wikipedia.org/wiki/Carswell_Air_Force_Base" target="_blank" style="color:rgb(51, 51, 51);">Carswell AFB</a>.

This aircraft has a distinguished history, with Air Force squadrons in the 23rd and 36th Tactical Fighter Wings and the Virginia Air National Guard. It also appears this aircraft survived the Ho Chi Minh Trail flying from Korat Royal Thailand Air Force Base in Southeast Asia.

In 1951, Republic Aviation began a project to develop a supersonic tactical fighter-bomber to replace the F-84. The result was the F-105 Thunderchief, later affectionately nicknamed the “Thud.” The prototype YF-105A first flew on October 22, 1955, but the first F-105D did not fly until June 9, 1959. F-105s were produced in the single-seat B and D models, and also in two-seat F and G models. Some of the 143 F-models were modified to become electronic warfare aircraft with radar jamming and homing equipment and the missile to shoot back at SAM missile radar sites. A version with more advanced electronics became the F-105G. These latter 105s became known as “Wild Weasels” after the animal that would chase a predator into its own den. A total of 833 Thunderchiefs of all types were built, including 610 F-105Ds. The F-105 could carry over 12,000 pounds of ordnance, a heavier bomb load than a World War II B-17. Interestingly, the B-17 was only 10 feet shorter than the F-105. The F-105 could carry up to 8,000 pounds or ordnance internally in the bomb bay. The F-105s were used extensively in the Vietnam War. They cumulatively flew over 20,000 missions against North Vietnam with half the aircraft being lost. The last F-105D was withdrawn from USAF service on July 12, 1980.

Republic F-105D Thunderchief "The Thud"

The Fort Worth Aviation Museum has two F-4 Phantom aircraft. After a lengthy service career this one was converted into a target drone and was re-designated as a QF-4. However, it all began long before in St. Louis, Missouri, where it was built. McDonnell Douglas built this F-4J-30-MC and it was assigned Navy Bureau of Aeronautics Number 153821, c/n 2135. It had the service nickname “Rhino” and was the last Navy/Marine Corps F-4 to fly. We are awaiting the official history from the Navy, but we know this aircraft served with:<ul><li>VMFA-451 “Warlords” 9/75 to 11/78 MCAS Beaufort with tailcode VM</li><li>NARF NASCFS Naval Air Rework Facility Naval Air Systems Command Fleet Support 12/78</li><li>VMFA-251 “Thunderbolts” 11/79 to 4/84</li><li>Naval Air Rework Facility, Cherry Point, North Carolina, 5/84 to 9/84</li><li>Back to VMFA-251 “Thunderbolts” 9/84 to 9/95</li><li>VMFA-333 “Fighting Shamrocks” or “Trip Trey” 10/85 to 6/86</li><li>VMFA-312 “Checkerboard” 6/86 to 11/86</li><li>VMFA-212 “Lancers” 12/86 to 6/88</li><li>VMFA-235 “Death Angels” 8/88 to 2/89</li><li>Naval Aviation Depot, Cherry Point, North Carolina, 2/89 to 7/98. It was during this time that the aircraft was converted to a QF-4 drone (8/97)</li><li>Naval Weapons Test Squadron, Point Mugu, Calif. 7/98 to 4/02</li><li>Air Test and Evaluation Squadron 30 (AIRTEVRON THREE ZERO),VX-30, “Bloodhounds” at Point Mugu, California. 5/02 to 9/04. Aircraft Number 107.</li><li>Reported to also have been operated by VFA-31 “Tomcatters” and flew combat missions over Vietnam from the USS America while with VMFA-333.</li></ul> Although this F-4 was converted into a target drone or QF-4S, it did not get used for that purpose. This was the first aircraft acquired by the museum in 2004 and is on loan from the National Naval Aviation Museum (NNAM) in Pensacola, Florida. Locally, F-4s were operated by the USAF/USN/USMC at Carswell AFB and NAS Dallas. They were also operated by the Air National Guard and Air Force around the state of Texas. Formerly known as “Scooby,” the F-4 was restored in October 2013 by members of VMFA-112 “Cowboys” from JRB Fort Worth. With financial support of the Trip Trey (VFMA-333) Association, the aircraft now looks like the F-4 flown by “Bear” Lasseter and “Lil John” Cumming’s 11 September 1972 after shooting down a 1.5 Mig-21s. The original Bureau of Aeronautics number 153821 was retained.

This plane flew combat in Vietnam and was aboard the “America” when 333 earned the only Marine Mig kill.

McDonnell Douglas QF-4S BuPer 153821, now known as “Shamrock 201”
First flown in May 1958, the Phantom originally was developed for U.S. Navy fleet defense and entered service in 1961. The USAF evaluated it (as the F-110A Spectre) for close air support, interdiction and counter-air operations, and in 1962, approved a USAF version. The USAF’s Phantom II, designated F-4C, made its first flight on May 27, 1963. Production deliveries began in November 1963. In its air-to-ground role, the F-4 can carry twice the normal bomb load of a World War II B-17 Flying Fortress. USAF F-4s also flew reconnaissance and “Wild Weasel” anti-aircraft missile suppression missions. Phantom II production ended in 1979 after over 5,000 had been built — more than 2,800 for the USAF, about 1,200 for the Navy and Marine Corps, and the rest for friendly foreign nations.

McDonnell Douglas QF-4S Phantom II "Shamrock 201"

The Fort Worth Aviation Museum’s T-37B is Air Force serial number 57-2261. It was constructed by <a href="http://en.wikipedia.org/wiki/Cessna" target="_blank" style="color:rgb(51, 51, 51);">Cessna Aircraft Company</a> in <a href="http://en.wikipedia.org/wiki/Wichita,_Kansas" target="_blank" style="color:rgb(51, 51, 51);">Wichita</a>, Kansas, and delivered to the USAF on August 14, 1958. That same month it was assigned to the <a href="http://en.wikipedia.org/wiki/Air_Training_Command" target="_blank" style="color:rgb(51, 51, 51);">Air Training Command</a>, 3306th Pilot Training Group in <a href="http://en.wikipedia.org/wiki/Bainbridge_Air_Base" target="_blank" style="color:rgb(51, 51, 51);">Bainbridge AFB</a>, Georgia. In December 1960, it was transferred to the 3525th Pilot Training Wing at <a href="http://en.wikipedia.org/wiki/Williams_AFB" target="_blank" style="color:rgb(51, 51, 51);">Williams AFB</a>, Arizona. In March 1961, it was converted unto a T-37B. In January 1973, it joined the 82nd Flying Training Wing also at Williams AFB. In January 1979, the aircraft relocated to the 14th Flying Training Wing, <a href="http://en.wikipedia.org/wiki/Columbus_AFB" target="_blank" style="color:rgb(51, 51, 51);">Columbus AFB</a>, Mississippi. In November 1991, its Air Force career ended and it was transferred to the museum program. Before arriving in Fort Worth, the aircraft was on display at the Museum of Aviation at Warner-Robins AFB in Georgia. Locally, T-37s were used all over Texas to train Air Force pilots.

This is one of the most prominent trainer aircraft used by the US Air Force.

The T-37 is a twin-engine primary trainer used for teaching the fundamentals of jet aircraft operation and for flying on instruments, in formation and at night. Affectionately known as the “Tweety Bird,” it was the first U.S. Air Force jet designed from conception as a trainer. Its flying characteristics helped student pilots prepare to transition to the larger, faster T-38 Talon later in the pilot training program. Side-by-side seating in the T-37 made it easy for the instructor to observe and communicate with the student.

The prototype first flew in 1954, and the T-37A entered USAF service in 1957. In 1959 the T-37B entered service with more powerful engines, a redesigned instrument panel, and improved radio communications and navigational equipment. In time, all A-models were modified to B-models standards.

The T-37C, with provisions for armament and extra fuel, was built for export. Both T-37Bs and -Cs serve the air forces of several Allied nations. In all, nearly 1,300 T-37As, -Bs and -Cs were built before production ended in the late 1970s. In addition, nearly 600 A-37s — attack modifications of the T-37 — were built.

The T-37 served as the U.S. Air Force’s primary pilot training vehicle for over 52 years after its first flight. After completing Primary in the Tweet, students moved on to other advanced trainers. The last T-37 was removed from service in July 2009 and replaced by the T-6 Texan II.

Cessna T-37 "Tweet"

The Fort Worth Aviation Museum has two Cessna O-2s. One is Black,— Cessna O-2A-CE Super Skymaster – was also manufactured in Wichita, Kansas, but it is a composite of several airframes and was cobbled together to represent the “Kudy Jay” – a night FAC aircraft as it looked in 1970. This aircraft operated with the US Air Force, 23rd Tactical Air Support Squadron (TASS). It was restored by Jerry “Nail 57” Stephan and Glen Hill.The second O-2A was also restored by Jerry and Glen and represents the "day" NAIL FAC version.It is also a Cessna O-2A-CE Super Skymaster, “Oscar Deuce” or “The Duck,” Air Force Serial No. 67-21430, c/n 377M-0136, was built in 1967 in Wichita, Kansas, and delivered to USAF on November 20, 1967. Then to 504th TASG (Tactical Air Support Group) (Pacific Air Forces), Nha Trang AB, Vietnam in Jan. 1968. Then to Cam Ranh Bay AB, Vietnam and Da Nang AB, Vietnam, August 1969. Then to 110th TASG (ANG), Kellogg Field, Battle Creek, MI, September 1971. In June 1972, went to 105th TASG (ANG) at Westchester County Airport, NY. Went to 115th TASG (ANG), Traux Field, WI, in October 1974. In May 1976, transferred to 602nd TACW (Tactical Air Control Wing), Bergstrom AFB, Austin, TX. In July 1979, went to Davis-Monthan AFB, AZ, and finally was dropped from inventory in March 1980 by transfer to another agency. Acquired by the Forward Air Controller’s Museum (FACM), in 2001 for restoration. Locally: it was used by Raytheon at Meacham Field in Fort Worth during the late 1960s and early 1970s to develop the Pave NAIL laser designator system.Locally: O-2s were operated by Raytheon at Meacham Field during the late 1960s and early 1970s to develop the Pave NAIL laser designator system.

The Cessna Aircraft Company of Wichita, Kansas, built and sold a twin-engine civilian aircraft known as the Skymaster. The aircraft was unique in that it had one engine in front of the cabin, like most Cessnas, and one engine behind the cabin. The Cessna 336 first flew in 1961. In 1965, the Cessna 337 Cessna Super Skymaster was introduced. It was very similar to the 336 but had more powerful engines and retractable landing gear. The military evaluated this aircraft as a replacement to the 1940s-era Cessna L-19/0-1 Bird Dog. The aircraft began service with the US military in 1967. The aircraft were very effective as Forward Air Controllers (FACs). 178 were lost in Vietnam. Over 500 were constructed and the last was retired in 2010. The aircraft was nicknamed “Oscar Deuce” or “The Duck.”

Cessna O-2A Skymasters

The Fort Worth Aviation Museum has three OV-10s – this USMC aircraft, a USAF aircraft, and the production mockup. The Marine OV-10A Bronco, Bureau of Aeronautics No. 155426, c/n 305-66M37, was the 66th Bronco manufactured and was the 37th for the USMC. It was delivered to Marine Light Helicopter Squadron 267, HML-267, at Camp Pendleton, California, on June 28, 1968. This aircraft arrived in Vietnam on August 8, 1968, and was assigned to Marine Observation Squadron 2, VMO-2, which was a part of Marine Air Group 16, MAG-16, at MCALF Marble Mountain, Vietnam. In February 1970, it was moved to Da Nang Air Base when VMO-2 joined Marine Air Group 11, MAG-11. The aircraft spent 32 months in Vietnam and is estimated to have flown 2,500 hours in more than 1,000 missions in theater. The aircraft was transferred to Marine Observation Squadron 6, VMO-6, at MCAS Futenma, Okinawa, Japan, as part of the VMO-2 stand-down in March 1971. When VMO-6 was decommissioned in January 1977, the OV-10 was transferred to Headquarters and Maintenance Squadron 36, HMS-36, at Futenma. It returned to Camp Pendleton, California, in 1991 and served with VMO-2 as aircraft No. 16.Following a very short assignment with Marine Helicopter Training Squadron 301, HMT-301, in 1993, the aircraft was retired from the military. The OV-10 was one of seven acquired by the Bureau of Land Management (BLM) in Boise, Idaho. It carried civilian registration N97LM and was based in Fairbanks, Alaska. In December 1999, the OV-10 was transferred to California Department of Forestry and Fire Protection (CDF). Apparently CDF never flew it. CDF transferred the aircraft to the museum in April 2005. The Air Force Bronco is serial number 68-03825, c/n 321-15, was delivered to the USAF and served with 23rd TASS (Tactical Air Support Squadron) during the Vietnam War. It served later throughout West Germany with the 704th TASS and South Korea with the 19th TASS. Following military service, it flew with Bureau of Land Management (BLM) as N646 and the California Department of Forestry (CDF) to direct firefighting missions. The aircraft arrived at VMAP from California in January of 2006. Locally: The Broncos introduced laser guidance for bombing after development by Raytheon in Fort Worth. Also, the only OV-10 recipient of the Medal of Honor was posthumously awarded to North Texas native USAF Capt. Steve Bennett while flying the Bronco in South East Asia (SEA). Note gap from 74-78.  601st TCW, Sembach AB, Germany, 10/78?? - 8/84; Note another gap from 84 -87;  19th TASS Osan, Korea 87-89. The third gap from 89 – 91.  Transferred to BLM, Boise, ID 12/5/1991 with TTAF 10073.6 hours.    Slide from Terry Love.  Stripped, etched, alodined and painted in BLM scheme 5/11/92.  BLM N646, City of Fairbanks.  Operated from Fairbanks, AK 5/14/92 - 9/3/97.  Final BLM flight 10/1/97.  Was located at Boise, ID (9/98). Transferred to CDF and flown to CDF, Mather base 2/19/99 as spare (CDF inventory 5/12/99). Not flown at CDF.  TTAF 11164.7 hours. GSA transfer to OBA April 2005.  Currently at OBA Fort Worth 11/20/05.

The OV-10A is a twin-turboprop short takeoff and landing aircraft conceived by the U.S. Marine Corps and developed under a U.S. Air Force, Navy, and Marine Corps tri-service program for a Light Armed Reconnaissance Aircraft (LARA). The North American Rockwell aircraft first flew on July 16, 1965. The first production OV-10A was ordered in 1966, and its initial flight took place in August 1967.

The Bronco’s US military missions included observation, forward air control, helicopter escort, armed reconnaissance, gunfire spotting, utility and limited ground attack. The USAF acquired the Bronco primarily as a forward air control (FAC) aircraft. Adding to its versatility is a rear fuselage compartment with a capacity of 3,200 pounds of cargo or five combat-equipped troops or two litter patients and a medical attendant.

Another unique unit operating OV-10s was the US Navy’s Light Attack Squadron FOUR, VAL-4, “Black Ponies.” The unit was unusual in that it was ground-based. They provided fixed-wing close air support for River Patrol Boats in the Mekong Delta area of Vietnam.

On July 6, 1968, the Marines first OV-10s arrived at Marble Mountain, Vietnam, and flew its first mission that day. The first Air Force OV-10s also arrived shortly thereafter. The nearly 300 aircraft were all produced at Air Force Plant Number 85 at Port Columbus Airport in Ohio. The last one was built in 1976.

The Air Force retired their last OV-10 in 1991, but the Marines continued to operate theirs until July 1994. Foreign governments and other US Government agencies – Bureau of Land Management, Bureau of Alcohol, Tobacco, and Firearms, and the California Department of Forestry and Fire (CDF) – continued to operate OV-1

North American Rockwell OV-10A Broncos

The Fort Worth Aviation Museum’s McDonnell Douglas <a href="http://en.wikipedia.org/wiki/McDonnell_Douglas_F-4_Phantom_II" target="_blank">F/A-18A</a>-17-MC Hornet (Lot 8), Bureau of Aeronautics No. 162826, c/n 342/A285, was built in St. Louis, Missouri. This aircraft has had an impressive Navy career and is painted in its final service colors — that of a Blue Angel. It was first assigned to <a href="http://en.wikipedia.org/wiki/VFA-195" target="_blank">Strike Fighter Squadron One Nine Five (VFA-195) Dambusters</a> on the <a href="http://en.wikipedia.org/wiki/USS_Midway_(CV-41)" target="_blank">USS Midway</a> in 1986. At the time, VFA-195 was assigned to the newly established CVW-10. The wing was to deploy on the <a href="http://en.wikipedia.org/wiki/USS_Independence_(CV-62)" target="_blank">USS Independence</a> and was given the old CVW-19 tail code “NM”. However, CVW-10 was never deployed. VFA-195 was the only squadron of this wing that was not disestablished in 1987. Instead, the Dambusters were reassigned to CVW-5 aboard the <a href="http://en.wikipedia.org/wiki/USS_Midway_(CV-41)" target="_blank">USS Midway</a>, when CVW-5’s fighter squadrons transitioned from the <a href="http://en.wikipedia.org/wiki/McDonnell_Douglas_F-4_Phantom_II" target="_blank">McDonnell Douglas F-4S Phantom II</a> and the <a href="http://en.wikipedia.org/wiki/McDonnell_Douglas_F-4_Phantom_II" target="_blank">A-7E Corsair</a> to the <a href="http://en.wikipedia.org/wiki/McDonnell_Douglas_F-4_Phantom_II" target="_blank">F/A-18 Hornet</a>.VFA-195 joined the Forward Deployed Naval Forces in U.S. Fleet Activities Yokosuka, Japan on 1 July 1987. While ashore, the Dambusters operated out of <a href="http://en.wikipedia.org/wiki/Naval_Air_Facility_Atsugi" target="_blank">NAF Atsugi</a>, Japan. From November 1987 to February 1988, the squadron participated in <a href="http://en.wikipedia.org/wiki/Operation_Earnest_Will" target="_blank">Operation Earnest Will</a>, the escorting of reflagged Kuwaiti tankers through the Persian Gulf. In the fall of 1988 and again in 1989, the squadron embarked aboard Midway and made deployments to the Indian Ocean, along with several shorter deployments in the Western Pacific. VFA-195 was deployed aboard the USS Midway when Iraq invaded Kuwait in August 1990. During Operations <a href="http://en.wikipedia.org/wiki/Operation_Desert_Shield_(Iraq)" target="_blank">Desert Shield</a> and <a href="http://en.wikipedia.org/wiki/Gulf_War" target="_blank">Desert Storm</a> the Dambusters flew 564 combat missions, delivering 356 tons of ordnance, and became the first Hornet squadron to deliver a <a href="http://www.fas.org/man/dod-101/sys/smart/agm-62.htm" target="_blank">Walleye II</a> glide bomb in combat.In August 1991 CVW-5 switched from the Midway (which was being retired) to the new forward deployed carrier, the <a href="http://en.wikipedia.org/wiki/USS_Independence_(CV-62)" target="_blank">USS Independence</a>, near Hawaii. In March 1996, CVW-5 and the Dambusters deployed to calm tensions in the Taiwan Strait over Taiwan’s first direct presidential elections. Between 1991 and 1998 VA-195 made ten deployments aboard the Independence to the Western Pacific and the Indian Ocean.During 1993, this aircraft was assigned to Air Development Squadron Five or VX-5 Vampires (Aircraft number XE-05) at <a href="http://en.wikipedia.org/wiki/Naval_Air_Weapons_Station_China_Lake" target="_blank">NAF China Lake</a>, California. During June 1993, VX-5 and VX-4 were combined to create <a href="http://en.wikipedia.org/wiki/VX-9" target="_blank">VX-9</a> located at <a href="http://en.wikipedia.org/wiki/NAS_Point_Mugu" target="_blank">Pt. Mugu</a>, California. In November 1986, the Navy’s Flight Demonstration Squadron, better known as the <a href="http://en.wikipedia.org/wiki/Blue_Angels" target="_blank">Blue Angels</a>, re-equipped with F/A-18 Hornets. This aircraft was assigned to that squadron during the 1990s and flew with them until it was retired in 2009. It flew with tail numbers 1, 3, 4, and 5. Its last number was 3 and that is how it remains today — just as it was flown by then Marine Corps Maj. Chris Collins. The aircraft was scrapped or struck off charge (SOC) on December 4, 2009. It remained at the <a href="http://www.navalaviationmuseum.org/" target="_blank">National Naval Aviation Museum</a>, Pensacola, Florida, from 2010 to 2013 until it was loaned to the museum. This aircraft arrived at FWAM by truck on March 13, 2013.

The U.S. Navy began a program in the mid-1970s to develop a multirole aircraft to replace aging A-4 Skyhawks, the A-7 Corsairs, and F-4 Phantoms. General Dynamics proposed the YF-16 and Northrop the YF-17. The Navy didn’t care for the F-16 and asked McDonnell Douglas and Northrop to develop a new aircraft from the YF-17. In 1977 the Secretary of the Navy announced that the F-18 would be named “Hornet”. Northrop partnered with McDonnell Douglas and agreed to split component manufacturing with McDonnell Douglas conducting final assembly. In 1980, the aircraft began to be referred to as the F/A-18A combining the attack and fighter missions.

The F/A-18 is a twin engine, mid-wing, multi-mission tactical aircraft. It is highly maneuverable, owing to its good thrust to weight ratio, digital fly-by-wire control system, and leading edge extensions (LEX). The LEX allow the Hornet to remain controllable at high angles of attack. Canted vertical stabilizers are another distinguishing design element. Following successful flight tests, the aircraft joined fleet units in the early 1980s.

Fort Worth Aviaiton Museum Airpark Tour