The Hunt for the \"Sabre\" part I |
A word from the translator The following is the first part (read the second part here) of the article by two Russian historians, Leonid Krylov and Yuri Tepsurkayev, about the history of air combat between the Soviet VVS and the U.S. air forces during the Korean War. The article was published in the \"Mir Aviatsii (\"The Aviation World\") magazine in 1998 and includes a lot of information from the recently - declassified Soviet archives from that period. The article deals with the effort by the VVS to capture a working \"Sabre\" by forcing it to land at a Soviet airfield. American claims of 10:1 kill ratio (or some other fantastic ratio of this sort) during the Korean war in favor of the U.S. pilots is commonly explained by the \"superior\" training of American pilots. It is admitted by most Western historians and, most importantly, by many American pilots themselves, that technically the MiG-15 was at least a match for the best American jet fighter of the Korean War - the F-86 \"Sabre.\" It would be appropriate to mention that the UN air forces in Korea included many other aircraft types considerably inferior to the MiG-15. In general, Western historians do not like to talk about why they think American pilots were the most experienced during the Korean War. There\'s certainly no way to support this position with facts simply because its erroneous. It is a fact that the Soviet pilots flew approximately 3.5 million combat sorties during the Second World War. This is 2-3 times more that the number of sorties flown by the U.S. pilots during this war. [\"Red Phoenix\", by Von Hardesty.] While the number of American W.W.II fighter aces, who shot down 20 or more aircraft, barely exceeds two dozen, the number of Soviet aces, who shot down 29 or more aircraft is well over a hundred. The number of Soviet aces credited with shooting down 20 or more aircraft during the Second World War is in hundreds. [Soviet Aces of World War 2, Hugh Morgan, Osprey aerospace, 1998] This is a very important fact, considering that the Soviet pilots in Korea were represented by the best-of-the-best the VVS could offer. Many of the Second World War aces participated in the Korean war as pilots and commanders. This was a new era of jet aircraft, but the weapons used on aircraft were essentially the same old cannons and machine-guns taken from the propeller fighters of the W.W.II and most elements of air combat remained unchanged. Most but not all. As you will find out from the story below, W.W.II experience did not mean an automatic victory in Korea, especially when some high-ranking officials ignored warnings of experienced pilots. There was an enormous gap is the number of experienced pilots in the US and the USSR after the Second World War. And this gap remained during the Korean War as well, allowing the Soviet VVS to attain a favorable 3.3:1 kill ratio against the UN aircraft. During the Korean War the VVS pilots flew 1,872 combat sorties and downed 1,106 US-made aircraft, of which 650 were F-86 \"Sabres.\" In air combat over Korea against the VVS, Americans lost about two \"Sabres\" for every downed Soviet MiG-15. [\"Russian Weapons: War and Peace,\" by Vladimir Babych, 1997] During the Korean War, the best American ace, Capt. MacConnel, was credited with shooting down 16 MiG-15s, while the best Soviet ace, Capt. Sutyagin, downed 23 American aircraft. [\"Duel\" N 20 (42) - 21(43), 1997] The gap between Soviet and American aces remained during the Korean War: there were 40 American aces who were credited with shooting down 5 or more enemy fighters, while the number of Soviet aces with 5 or more kills was 51. [\"Duel\" N 20 (42) - 21(43), 1997] The number of Soviet non-combat losses was only 10 aircraft. The number of non-combat losses, officially admitted by the US, is 945 [\"The United States Air Force in Korea 1950-1953\" by Robert Futrell]. This enormous number non-combat losses is a testament to the \"superior\" training of American pilots as well as to the attempts on the part of the US government and the military to present combat losses as \"accidents.\" The Chinese and Korean air forces lost 231 fighters in combat, which brings the total number of MiG losses to 576 aircraft. The Americans claimed to have shot down 2,300 \"Communist aircraft.\" [Aviation Encyclopedia, 1977, New-York] This was one of many wild claims made by the media and certain unscrupulous historians, contradicting even the USAF claims. Later claims by the US of enemy aircraft downed during the Korean War, were revised to 976 and then further to 935 - still hundreds of aircraft more than the actual number of \"Communist\" aircraft downed. Americans admitted to losing a total of 1,035 aircraft, of which 816 were downed by ground fire, 147 shot down in air-to-air combat, and 72 aircraft lost to unknown causes. [\"The United States Air Force in Korea 1950-1953\" by Robert Futrell] Other sources put just the USAF losses at 1,144 aircraft, 1,176 killed and 386 wounded in action. [Korean-War.com web site, by Ed Evanhoe] Translation notes: In some cases I had to reverse-translate some of the text quoted by the article\'s authors from English-language sources. I tried to make the translation as accurate as possible, however, the exact text of the English-language original may differ slightly. If you are interested in the exact text of the quote, a list of sources is given at the end of the article. Venik
 
Tail section of the MiG-15bis, s/n: 0715385, piloted by Capt. G.I. Ges\', which was damaged by a nearby explosion of an F-51 Mustang on June 20, 1951.
A damaged VK-1 jet engine.
Damage to the airbrake of a MiG-15 bis from 324th IAD sustained from a 12.7-mm bullet.
Some of the Soviet pilots of the Korean War (number of victories is given in parenthesis)
From left to right: G.U. Ohaj (11), N.M. Shvernik, N.V. Sutyagin (22-23), D.A. Samojlov (10)
Ye.G. Pepelyaev (19)
A.P. Smorchkov (12), D.P. Os\'kin (15)
S.M. Kramarenko (13)
M.A. Zyukov (4), D.A. Samojlov (10)
S.P. Subbotin (9)
M.I. Mihin (9), V.S. Miheyev (4)
G.I. Ges\' (8)
V.N. Alfeyev (7)
L.N. Ivanov (7)
S.A. Fedorets (7)
F.A. Shebanov (6)
B.V. Bokach (6)
A.M. Karelin (6)
B.S. Abakumov (5)
I.K. Shelomonov (5)
G.N. Berelidze (5)
V.P. Lepikov (4)
P.V. Ninervin (3)
K.N. Degtyarev (3)
Yu.N. Dobrovichan (3)
N.I. Shkodin (3)
F.G. Afanasyev (3)
N.I. Ivanov (3), N.P. Plishin, V.R. Veryaskin (1), L.I. Rusakov (1), N.V. Syuchev (2)
The MiG-15bis fighter of the 351st Fighter Aviation Regiment. Andun airbase, North Korea, fall of 1952.
Pre-flight preparation of the MiG-15bis, s/n: 53210546 of the 351st Fighter Aviation Regiment.
In the foreground: Ye.G. Pepelyaev, the second best ace of the Soviet AF during the Korean War. Later served as the commander of the \"Red Five\" MiG-15 demonstration team at the Kubinka AFB.
The F-86A-5-NA, s/n: 49-1319 downed by Pepelyaev on Oct. 6, 1951.
The MiG-15bis, s/n: 1315325 piloted by Pepelyaev and damaged in combat on Oct. 6, 1951.
The same MiG-15bis as above following repairs.
Maj. I.P. Golyshevsky in the cockpit of his MiG-15bis, s/n: 53210546 at the Andun airfield during the fall of 1952.
A flight of USAF B-29s being attacked by Capt. Suchkov on Apr. 7, 1951.
An F-86 being attacked by Col. Pepelyaev on Nov. 28, 1951.
MiG-15, s/n: 111025, of 1st Lt. A.P. Gogolyev of the 2nd Aviation Squadron, 176 Guards Fighter Aviation Regiment, 324 Fighter Aviation Division. Andun airfield, April 1951.
The MiG-15, s/n: 108023, damaged in combat on Apr. 12, 1951, and disassembled for repairs. Andun airfield, April 1951.
Maj. N.M. Zameskin, deputy commander of the 3rd Aviation Squadron, 878 Fighter Aviation Regiment, before a combat mission. Myaogou airfield, February 1953.
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[Part I | Part II]
\"In November of 1950 MiG-15 fighters, flown by Soviet pilots, began operating in Korean airspace adjacent to the Chinese border. By the end of November all Soviet VVS units and squadrons participating in the Korean War were joined in the 64th Fighter Aviation Corps (IAK). As MiGs entered combat, UN air forces lost the unchallenged air superiority they enjoyed since July of 1950 in the skies over Korea. Soviet pilots took control of the airspace along the southern bank of the Yalutszyan river - an area later called \"The MiG Alley\" - making it one of the most dangerous places for UN pilots.
Unfortunately, we can\'t compare the number of victories achieved by the 64th IAK during the period from November to December of 1950 with the number of losses reported by the UN air forces. Western researchers are avoiding the specifics when discussing this period of the war. Nevertheless, they agree that \"...the MiG-15, designed as a dedicated fighter aircraft, did not encounter any difficulties in maintaining air superiority in its area of operation. Practically nothing could challenge MiG\'s control of the North Korean airspace, which allowed MiG-15s to effectively neutralize efforts by the enemy bomber aviation, in the process destroying such aircraft as B-26, B-29, F-80 and F-84.\" [1] In most cases MiGs would accomplish their combat tasks simply by showing up to intercept UN strike aircraft, forcing the enemy fighter-bomber pilots to dump their bombs and either to engage in air combat or to retreat. It is understandable that no military would accept such a situation. As the renown W.W.II fighter ace, James Johnson said, \"... United Nations pilots no longer had unlimited freedom in the Korean sky, and Weyland decided that the situation required to fight for air superiority over and to the south of Yalutszyan. He brought the \"Sabres\" to Korea, and in December they begun operating from Kimpho, near Seoul.\" [2] To be precise we must say that the \"Sabres\" were brought to Korea in December of 1950 by Gen. George Stratemeyer [8], while Otto P. Weyland [9] replaced him as the commander of the USAF in the Far-East in June of 1951. Most importantly, as J. Johnson correctly pointed out, for the first time since the beginning of the war, the USAF has sent aircraft to Korea with a single task in mind - to maintain air superiority.
The first encounter between MiGs and \"Sabres\", that took place on December 17, 1950, resulted in the victory of Lt. Col. Bruce Hinton, the commander of the 336th Squadron, 4th Air Wing, when he downed a technical instructor of the 50th Fighter Aviation Division (IAD), Maj. Yakov Efromeyenko. In three days, on December 21, Capt. Ivan Yurkevich from the 29th Guards Fighter Aviation Regiment (GvIAP), 50th IAD, downed the first F-86 of the war. According to American reports, the first \"Sabre\" was lost a day later.
December 22, 1950, in the West is called a big day for the UN pilots, when \"Sabres\" conducted a number of battles against the MiGs of the 50th IAD. Early in one of such battles, Capt. Nikolay Vorobyov of the 177th IAP downed the aircraft of Capt. Lawrence Bach of the 4th FW. During this day the warring sides claimed five downed F-86s and six destroyed MiG-15s (while the actual losses were only one \"Sabre\" and two MiGs).
The F-86 made a big difference in the air war over Korea. During the one-and-a-half months before the F-86 appeared in the \"MiG Alley,\" the Soviet divisions lost three MiG-15s in air combat. Just as many MiGs were lost during the two weeks after the F-86s entered combat...
* * * The F-86 - the only aircraft that could challenge the MiG-15 - attracted enormous interest of all Soviet military and aviation organizations. The \"Sabre\" had to be studied if only to find the most effective means of defeating it. However, there was little hope of obtaining this aircraft as a trophy. If an F-86 was still able to fly after being damaged, the pilot would take it to the Korean gulf, where he could safely leave the aircraft. The excellent search and rescue units operated by the US and the dominance of the US Navy in the waters near the shore offered pilots a good chance to survive after ejecting. Soviet experts could even hope to recover an aircraft that crashed a few kilometers from the shore. If the \"Sabre\" sustained serious combat damage and crashed in Northern Korea - with or without the pilot - the aircraft\'s wreck could tell nothing more about the aircraft than the ashes of a burned book can tell about its content. Finally, the answer - or something that seemed as the answer to the high command - was found.
In April of 1951 a group of test pilots from the GK NII VVS (Soviet AF research organization) arrived to northeastern China with the order from the VVS Supreme Commander to force a \"Sabre\" to land at a Soviet airfield. It was impossible to determine the exact date of the GK NII VVS group\'s arrival, however, it is known that an oral order was given by the commander of the fighter division of the GK NII VVS, Lt. Gen. Blagoveshchensky, on April 26 to accept the group of test pilots at the 151st GvIAD - a second-echelon division of the 64th Fighter Aviation Corps. This was the first of the few records found about this group in the documents of the 64th IAK. In this documents the test pilots are identified as the \"Blagoveshchensky\'s group,\" - Gen. Blagoveshchensky was in charge of the group - but more often the test pilots were identified as the \"Comrade Dzyubenko\'s group - Dzyubenko was the immediate commander of the GK NII VVS group of test pilots. Due to the limited documented information, our story will rely to a great extent on the interviews with the veterans of the 64th IAK.
According to the available documents, the GK NII VVS group included Gen. Blagoveshchensky and twelve more pilots: Lt. Col. Dzyubenko, Engineer-Major Trofimov, Majors Gulyayev, Mitusov, and Perevozchikov, Captains Makhalin and Kurashev, 1st Lieutenants. Alikhnovich, Bobonin, Semenenko, Serdyuk and Tikhomirov - these are the pilots who directly participated in the combat flights. According to 64th IAK veterans, the group consisted of 16 men and included Lt. Col. Roslyakov (either Gen. Blagoveshchensky\'s deputy or the group\'s staff commander) and Suprun (his rank and position are not known) - the brother of the famous test pilot, Stephan Suprun. The group was comprised of highly-skilled pilots with considerable combat experience: test pilots and combat pilots with ranks of unit commander and above. In particular, Lt. Col. Roslyakov was a deputy division commander, Col. Dzyubenko was a regiment commander, and Maj. Mitusov was a deputy regiment commander.
For about a month the group of test pilots remained at the second-echelon airfields, training for their mission. At the same time the test pilots gave lectures to the pilots of the 64th IAK on the subject of high-speed aerodynamics in regard to the MiG-15. Meanwhile, Gen. Blagoveshchensky visited the frontal airfield of Andun. Combat reports of the 324th IAD mention, that on May 10, 1951, at 1359 local time a group of 10 MiG-15bis of the 18th GvIAP, 303rd IAD, lead by Capt. Maznyev, were dispatched to provide air cover to the airfield and areas around Andun and Suiho. Gen. Blagoveshchensky participated in this mission, escorted by two pilots from the 196th IAP, 324 IAD - 1st Lieutenants. Soskovets and Savchenko.
The rest of the GK NII VVS group followed Gen. Blagoveshchensky to Andun in late May. Commander of the 196th IAP, 324th IAD, Yevgeniy G. Pepelyaev remembers:
\"Blagoveshchensky again arrived to Andun on a transport plane along with a group of test pilots and pilots from combat units. This led to an argument: Blagoveshchensky\'s pilots wanted to fly on the aircraft of my regiment, but I was against it. They tried to offer me something in return:
-- Let\'s do this, we will give you all of out victories.
I replied:
-- I don\'t need your victories and won\'t have any. You will be lucky if you manage to stay alive.
After that the division commander finally persuaded me. It was agreed that the aircraft of the same squadron are being flown by my pilots every other day.\"
An order, issued by the commander of the 324th IAD I. Kozhedub on May 29, assigned Dzyubenko\'s flight group # 043 to the 196th IAP, under the tactical command of the regiment commander, Col. Pepelyaev. According to this order, of the16 new MiG-15bis, 13th series manufactured at the Novosibirsk factory # 153, 13 were assigned to the 196th IAP and only three - to the 176th GvIAP. The regiment commanders were to receive the aircraft from the technical unit of the 151st division in Anshan, which, evidently, handled the final assembly of the aircraft received from the manufacturer. Interesting that the three MiGs of the 13th series were given to the 176th GvIAP ten days before the order was issued. It is possible that the order was written after the MiGs have been already distributed between the two regiments to provide a legal basis for the distribution of the aircraft. The same order assigned crews to the aircraft, which in the 196th IAP meant that each of the 13 new MiG-15bis had two pilots - one from the regiment and the other one from Dzyubenko\'s group.
Pilots and technicians of the 324th IAD jokingly called the test pilots \"the Group Nord,\" and the group\'s task was regarded with considerable skepticism. The overall situation was described by the Lieutenant-technician of the 3rd Squadron, 176th GvIAP, Nikolay M. Chepelev:
\"The \"Sabre\" was a difficult aircraft to shoot down, and as to forcing it to land... That was easy only on paper for people sitting in Moscow.\" There was also a lot of skepticism regarding the Dzyubenko\'s team\'s ability to participate in air combat against the Americans. Excellent individual training and W.W.II experience, of course, are all very good things, but there was concern regarding the test pilot\'s ability to function as a group in combat, their knowledge of tactics. Of course, the main aspects of air combat remained unchanged since the Second World War, however, every war has its unique aspects and the new jet aircraft used in Korea were one of such aspects. Higher speeds and altitude of air combat meant greater distances in maneuvering, less time for attack and defense. At high altitudes, group maneuvers of MiG-15s had some new aspects; the same was true for low-altitude group maneuvers. Air combat with \"Sabres\" - the subject of Dzyubenko\'s team\'s hunt - had many uncommon elements. Not knowing and not having practiced these skills, a \"hunter\" faced a likely defeat. An increased attention was paid to precision formation flying, correct distribution of combat and observation zones among pilots in the group, ability to launch precision, well-coordinated attacks. New tactical maneuvers were invented and some of the old ones were substantially changed. The list of skills required from a fighter pilot in Korea can be continued further, however, let\'s stop here - this is enough to understand that without preliminary training even an experienced pilot in Korea was rather a pray than a hunter.
Ye.G. Pepelyaev remembers:
\"As I found out from the conversations with the pilots, their task was to force a \"Sabre\" to land. This aircraft was equipped with an anti-g suite, which presented a considerable interest for our aviation industry. However, when a \"Sabre\" was shot down and the pilot ejected, all that remained with the pilot was the suite itself and a pipe, which connected the suite to a system controlling pressure in the suite. The pressure control system - the most important part of the whole thing - was installed inside the aircraft and, of course, was destroyed along with the plane. In order to get the functioning pressure control system we had to get a working aircraft.
I was amused by this assignment. Individual experience of the test pilots was substantial, but the pilots from combat units were not too well trained. I can judge their abilities because some of them were later transferred to my regiment. Before coming to us, Blagoveshchensky\'s team was training either in Anshan or Mukden; they were training all by themselves, conducting flight training and air combat exercises for about a month or so. They figured this kind of training will suffice, but I knew for sure that this was not enough. We had trained for three months when we got an opportunity to work on our skills. If it wasn\'t for these months of training, we would have suffered heavy losses. I offered Blagoveshchensky\'s group my help: at least to talk with them and explain a few things. They declined my offer.\"
Lev N. Ivanov, back then a Captain and the commander of a fighter unit of the 196th IAP, remembers:
\"They had a lot of attitude - all commanders. They had to land a \"Sabre.\" We would always make fun of them. They were surprised:
-- Why?
-- You\'ll find out when you come to you senses!\"
On May 31st Dzyubenko\'s team left on the fist combat mission over the Korean peninsula. As everyone feared, the result was most unfortunate.
On that day the 12 pilots of the group were flying a patrol mission over combat zone. On the approach to Andju at an altitude of 11 kilometers, they noticed a pair of B-29 flying at their lower left and escorted by four \"Sabres.\" Lt. Col. Dzyubenko led the first unit into the attack in a turning dive. Along with his wingman, Maj. Gulyayev, at high speed he attacked the first \"Superfortress,\" which was also attacked by the second pair of the unit - 1st Lieutenants. Bobonin and Alikhnovich. When exiting the attack, Dzyubenko noticed a pair of F-86s and attacked them head-on, later getting on their tail. The \"Sabres\" pulled a sharp turn and managed to escape toward the sea. Dzyubenko\'s wingmen tried to engage the second pair of F-86s, which did not accept the fight and evaded. After that Maj. Gulyayev and 1st Lt. Bobonin launched another attack against the B-29. At that time Bobonin\'s wingmen, Alikhnovich, was attacked by two F-86s and was forced to leave combat after his aircraft sustained seven hits. Bobonin\'s aircraft was also damaged: a dent was left on the tail section of the fuselage from fuel tanks dropped by someone from above.
Other units of MiGs also tried to engage the \"Superfortresses,\" however, every time they forced to engage the \"Sabres.\" The pilots did not see any effect of their attacks on the bombers, which was not surprising considering that they fired from 2000 - 2500 meters away. Attacks against the F-86s also yielded no results. During one of the attacks against a B-29, 1st Lt. Semenenko got ahead of his leader, Maj. Perevozchikov and, after exiting the attack in a combat turn, he lost the sight of the his leader. Nobody saw Maj. Perevozchikov since. According to N.M. Chepelev, an investigative commission, which later arrived to the area, established that Perevozchikov \"... was shot down by an F-86, he ejected and deployed his parachute, but slipped out of the harness and fall to the ground. Later it was established that the parachute was not his and the harness was not properly fit.\" L.N. Ivanov remembers: \"When Perevozchikov was sitting in the cockpit before take-off, he unbuckled the parachute - it was more comfortable that way. He forgot to fasten the parachute before taking-off.\" After this mission airfield technicians and pilots changed the nickname of Dzyubenko\'s team to \"Team Feathers,\" implying that that\'s what was flying when the team encountered the numerically-inferior enemy.
After Maj. Perevozchikov\'s funeral at a new Russian cemetery in Port Arthur, commanders of the NII VVS, after witnessing first-hand lack of experience on the part of their pilots, officially requested assistance from the command of the 196th IAP. After several lectures on tactics, conducted by Col. Pepelyaev, the group returned back to Korea. The next flight went well, but during landing a tragedy struck.
In group flights aircraft were taking-off and landing in a predetermined order and position: planes would take-off in pairs and land one after another, separated by about 1000 - 1500 meters from each other. The first aircraft would touch down at the left edge of the landing strip and the plane behind it would keep to the right side of the runway, etc. The first to land was Dzyubenko\'s wingman, Maj. Gulyayev - on the left side of the landing strip. Dzyubenko, however, touched down at the center of the runway and came dangerously close to the first aircraft. Adding to the problem was strong side wind, which pushed Dzyubenko\'s plane toward his wingman. Dzyubenko ignored the command from the ground control center to abort the landing and when he tried to stabilize his aircraft after touchdown, Dzyubenko found himself in the turbulent path of the MiG in front of him. His aircraft tilted to the side and the wing scraped the runway. The aircraft flipped over its nose section and slid along the runway on it upper fuselage, grinding down its tail and canopy, along with the pilot\'s head. The engine was still running and the aircraft, escorted by mechanics running alongside it, continued to be dragged across the airfield until it hit a fence.
Lt. Col. Dzyubenko died in this accident, which took place on June 5, and the next day the NII VVS group is mentioned in the official documents of the 196th IAP for the last time. After June 7 \"Blagoveshchensky\'s group\" disappears from all combat reports of the division. The group no longer participated in any combat operations.
The last time the test pilots were mentioned in documents of the 64th IAK was in late July. On July 29, 1951, the commander of the 64th IAK ordered the group to be dismissed from the 151st division. Some of the pilots remained in combat units operating in Korea, Majors Gulyayev and Mitusov, as well as the 1st Lt. Serdyuk were sent to the 324th IAD, 1st Lieutenants. Bobonin and Semenenko - to 303rd IAD. Under the leadership of experienced commanders all these pilots successfully continued operations in Korea and received combat awards. Maj. Mitusov, who served as the deputy commander of the196th IAP was even considered for the Hero of the Soviet Union award and later replaced Col. Pepelyaev as the regiment commander. The rest of the pilots, except for the 1st Lt. Alikhnovich, who was sent to the VVS personnel department, returned back to their work at the GK NII. Thus ended the first stage of the \"hunt for the \"Sabre\". END OF PART I
[Part I | Part II]
Notes:
1) R.F. Dorr, J. Lake, W. Thompson. Korean War Aces. London, Osprey Publishing 1995, p. 16.
2) J.E. Johnson. Full Circle. The Story of Air Fighting. London, Chatto & Windus, 1964, p. 268
3) According to American sources, two F-86s of the 336th FS, 4th FW, were lost on Oct. 6, 1951. The F-86E #50-671 was shot down by a MiG. Pilot ejected. The F-86A #49-1319 was damaged in combat and had to land on water. Another F-86A #49-1178 of the same FS was damaged in combat.
4) TsAMO RF, 324 IAP files, 539839s, 1, 226-227
5) In modern terminology - \"afterburning.\" The non-afterburning J47 engines installed on the \"Sabres\" left a black trail of smoke, however, this smoke was not the sign of afterburning, which is often mentioned in the documents of the 64th IAK. In this case the \"Sabre\" was smoking probably because of combat damage. (author\'s note)
6) TsAMO RF, 176th GvIAP files, 539888s, 7, 133
7) The B-26 Invader, which operated during the night, was nicknamed the \"night watchman.\" (author\'s note)
8) Stratemeyer, George Edward--General Stratemeyer became the commanding general, Far East Air Force in April 1949 and was in command there when the Korean War began. He suffered a severe heart attack in May 1951 and relinquished his command to Gen. Otto P. Weyland in June 1951. He retired from active duty Jan. 31, 1952.
9) Weyland, Otto Paul--Named commanding general of the Tactical Air Command in July 1950. He replaced General Stratemeyer as commanding general, Far East Air Force in June 1951 and remained in that position for the remainder of the war.
(\"The Hunt for the Sabre\" by Leonid Krylov and Yuri Tepsurkayev, Mir Aviatsii, #2 (16), 1998; translated by Venik;
the original article in Russian and more photos and articles can be found at the Russian Air Force web site;
A comprehensive list of UN aviation losses during the Korean war can be found at the Korean War web site. On this site you can also find the order of battle of the Soviet AF in the Korean War and some other useful information;
I would like to thank Alex Medvedev for locating photos of Soviet AF operations in Korea.)
| Fighter aircraft of the Korean War Mikoyan & Gurevich MiG-15
\"The MiG-15 came as a surprise to the Allies during the Korean War, where it was a match for any fighter it met, including early versions of the United States\' famed North American F-86 Sabre. Fast, agile, and reasonably well armed, the MiG-15 was a dangerous foe when flown by an experienced, aggressive pilot. During the course of the Korean War, the telling difference between the performance of the MiG-15 and the F-86 was attributed to pilot training and the more advanced weapon system of the American aircraft. The first mass-produced Soviet jet fighter, the MiG-15 was powered by a Klimov turbojet developed from the Rolls-Royce Nene engine. Today, some MiG-15s continue to serve in several of the world\'s air forces, nearly a half-century after the prototype\'s first flight.\"
(source: Knowledge Adventure)
| SPECIFICATIONS | | Country | Russia | | Manufacturer | Mikoyan & Gurevich | | Designation | MiG-15 (NATO code named Fagot) | | Type | Fighter; Trainer; Recon. | | Service Dates | 1948 to present | | Length | 36\'-4\" | | Wingspan | 33\'-1\" | | Height | 11\'-1.75\" | | Empty Weight | 8,320 lbs | | Gross Weight | 11,268 lbs | | Maximum Speed | 683 mph at sea level | | Maximum Range | 1,200 miles | | Maximum Altitude | 51,000 ft | | Number of Crew | 1 (2 in trainer) | | Engine Type | Jet | | Engine Manu- facturer | Klimov | | Engine Designation | VK-1 x 1 | | Engine Thrust | 5,935 lbs |
Republic F-84 Thunderjet
\"Republic\'s F-84 was one of the earliest US jet fighters and was direct competition for the smaller and lighter Lockheed F-80. Fast and agile, the Thunderjet proved to be a transition fighter for the period between World War II and the 1950s, when innovative technology such as the swept wing was rapidly becoming standard for aircraft of the Thunderjet\'s type. These first-generation F-84s were equipped with straight wings, which limited their maximum speed but improved their ability to carry heavy external loads. With this capability, they were assigned the primary role of ground-attack aircraft and were used successfully in Korea. Following service with the US Air Force, many Thunderjets were provided to NATO (North Atlantic Treaty Organization) air forces and served well until being removed from service.\"
(source: Knowledge Adventure)
| SPECIFICATIONS | | Country | United States of America | | Manu- facturer | Republic | | Designation | F-84 Thunderjet | | Type | Fighter | | Service Dates | 1947 to late 1950s | | Length | 38\'-1\" | | Wingspan | 36\'-5\" | | Height | 12\'-7\" | | Empty Weight | 11,095 lbs | | Gross Weight | 23,525 lbs | | Maximum Speed | 622 mph at sea level | | Maximum Range | 2,000 miles | | Maximum Altitude | 40,500 ft | | Number of Crew | 1 | | Engine Type | Jet | | Engine Manufacturer | Allison | | Engine Designation | J35 x 1 | | Engine Thrust | 5,600 lbs |
Republic F-84F Thunderstreak
\"Republic\'s Thunderstreak continued in the tradition of the Thunderjet and Thunderbolt. It was capable of carrying a sizable payload and so was used primarily for ground attack, though it was a very capable air-to-air dogfighter when necessary. Fast but somewhat underpowered, it required a long runway for take-off in high temperatures and under other unfavorable conditions. Thunderstreaks were eventually provided to several NATO (North Atlantic Treaty Organization) countries and served there until replaced by more advanced aircraft during the mid-1970s.\"
(source: Knowledge Adventure)
| SPECIFICATIONS | | Country | United States of America | | Manufacturer | Republic | | Designation | F-84F Thunder- streak | | Type | Fighter | | Service Dates | 1952 to late 1980s | | Length | 43\'-4\" | | Wingspan | 33\'-7\" | | Height | 14\'-4\" | | Empty Weight | 19,340 lbs | | Gross Weight | 28,000 lbs | | Maximum Speed | 695 mph at sea level | | Maximum Range | 2,300 miles | | Maximum Altitude | 44,300 ft | | Number of Crew | 1 | | Engine Type | Jet | | Engine Manu- facturer | Wright | | Engine Designation | J65 x 1 | | Engine Thrust | 7,220 lbs |
Gloster Meteor
\"The Gloster Meteor was the first operational Allied jet-powered aircraft to fly -- and the only Allied jet-powered aircraft to actually participate in World War II. Using engine technology developed by the great British propulsion pioneer Frank Whittle, Gloster was second only to the Germans in getting a jet-powered aircraft into the air. The E.28/39 made its first flight in May of 1941. Design of the Meteor was completed not long afterward and by 1944 it was flying in combat against German aircraft. After the war, the Meteor was successful in the postwar Royal Air Force and continued in service for over two decades before being sidelined for more advanced aircraft.\"
(source: Knowledge Adventure)
| SPECIFICATIONS | | Country | Great Britain | | Manu- facturer | Gloster | | Designation | Meteor | | Type | Fighter; Trainer; Recon. | | Service Dates | 1945 to 1965 | | Length | 41\'-4\" | | Wingspan | 43\'-0\" | | Height | 13\'-0\" | | Empty Weight | 9,980 lbs | | Gross Weight | 15,175 lbs | | Maximum Speed | 585 mph at sea level | | Maximum Range | 2,000 miles | | Maximum Altitude | 44,000 ft | | Number of Crew | 1 (2 in trainer) | | Engine Type | Jet | | Engine Manu- facturer | Rolls-Royce | | Engine Designation | Derwent x 2 | | Engine Thrust | 3,600 lbs |
F-86 Sabre
\"First Flight: 1949. More than 6,000 F-86s were manufactured by North American\'s Los Angeles and Columbus, Ohio, divisions.
The first swept-wing airplane in the U.S. fighter inventory. Four models of the craft (F-86A, E, F and H) were day fighters or fighter bombers, while the F-86D, K and L versions were all-weather interceptors.
Successive models of the daylight versions--all designed to destroy hostile aircraft in flight or on the ground--were equipped with more powerful engines and armament systems that ranged from bombs and rockets to machine guns and cannon. All are rated in the 650 mph class with a 600-mile combat radius and a service ceiling of over 45,000 feet.
The three interceptor versions sported black radome noses, replacing the yawning jet intakes of the other models. The K model, manufactured in Turin, Italy, by Fiat, was flown by NATO forces. The F-86L had added equipment for use in conjunction with the U.S. SAGE (semi-automatic ground environment) defense system.
Forerunner of the operational Sabre was the XF-86, first flown Oct. 1, 1947, by North American test pilot George Welch. A few months later Welch became the first pilot to fly the plane at Mach 1 (the speed of sound) in routine flight. Although technically rated as subsonic, the Sabre is no stranger to supersonic speeds.
Various models of the Sabre held world\'s speed records for six consecutive years, setting five official records and winning several National Aircraft Show Bendix Trophies.
In September 1948, an F-86A set the Sabre\'s first official world speed record of 570 mph. This mark was bettered in 1952 by an F-86D that flew at 698 mph. The \"D\" became the first model of a fighter to better its own record, in 1953, with a run of 715 mph.
The F-86E and subsequent models incorporated a unique control system, developed by North American, called the \"all-flying tail.\" Where the F-86A contained a booster control system that called for the pilot to do part of the work of controlling the aircraft, the newer system added full- power operated control for better maneuverability at high speeds. An \"artificial feel\" was built into the aircraft\'s controls to give the pilot forces on the stick that were still conventional, but light enough for superior combat control.
U.S. production of the Sabre Jet ended in December 1956.\"
(source: Boeing)
| Specifications | | dimen- sions | Span: 37 feet; Length: 37 feet; Height: 14 feet | | wings | Spar: Aluminum
Ribs: Aluminum
Covering: Aluminum | | first flight | Sept. 23, 1950 | | first delivery | Feb. 9, 1951 | | power- plant | General Electric J-47-13 turbojet Thrust: 5,200 pounds | | preform- ance | Speed: 565 knots (650 mph) Class
Range: Approx. 870 nautical miles (1,000 statute miles)
Service Ceiling: over 45,000 feet | | weight | Combat weight: 14,000 pounds | | armament | Six .50 cal. machine guns 16 five-inch HVAR rockets or 2,000 pound max. bomb load | | mission | The destruction of hostile aircraft in flight. | | develop- ment | The F-86E is basically an F-86A modified to incorporate aerodynamic and system changes. The original model, the F-86A, was first operational swept-wing airplane to fly in the United States. | | descrip- tion | Special features are swept-back wing and tail, electrically operated flaps, hydraulically operated speed brakes, automatic wing leading-edge slats, hydraulic-power-operated irreversible controls with artificial feel for the all-movable horizontal tail and ailerons. |
North American P-51 Mustang
\" robably the most popular of all US World War II era fighters, North American\'s P-51 Mustang was a thoroughbred and highly respected by friend and foe alike. Fast, agile, well armed, and dependable, the Mustang was a very capable fighting machine. Thousands were built during the war, with improvements in engine power and range making it a valuable long-range escort fighter for Allied bombers over Germany. The introduction of the revolutionary bubble canopy on the P-51D afforded the pilot all-around visibility. After the end of hostilities, it remained in active and reserve status until the late 1950s. Even after that, a few aircraft were retained into the mid-1970s by the US Army for use as chase aircraft on research projects. Today a modest number of Mustangs survive as sport and racing aircraft.\"
(source: Knowledge Adventure)
| SPECIFICATIONS | | Country | United States of America | | Manufacturer | North American | | Designation | P-51 Mustang | | Type | Fighter | | Service Dates | 1942 to present | | Length | 33\'-4\" | | Wingspan | 37\'-0\" | | Height | 13\'-8\" | | Empty Weight | 7,125 lbs | | Gross Weight | 11,600 lbs | | Maximum Speed | 440 mph | | Maximum Range | 850 miles | | Maximum Altitude | 41,900 ft | | Number of Crew | 1 (2 in trainer) | | Engine Type | Reciprocating | | Engine Manufacturer | Rolls-Royce | | Engine Designation | V1650 Merlin x 1 | | Engine Horsepower | 1,650 hp |
Vought F4U Corsair
\"robably the most potent US Navy fighter to enter service during World War II, the Vought Corsair was a large, powerful fighter equipped with four 20-mm cannons and up to 10 rockets or a total of 1,600 pounds of bombs. It had a distinctive inverted gullwing design that lifted the engine well off the ground for adequate propeller clearance and, at the same time, enabled a short retractable undercarriage to be fitted. After service with the US Navy and United Kingdom\'s Royal Navy, the Corsair remained in production until the mid-1950s and fought in the Korean War. It was also supplied to the French and Argentine air forces.\"
(source: Knowledge Adventure)
| SPECIFICATIONS | | Country | United States of America | | Manufacturer | Vought | | Designation | F4U Corsair | | Type | Fighter | | Service Dates | 1943 to 1964 | | Length | 34\'-7\" | | Wingspan | 41\'-0\" | | Height | 14\'-9\" | | Empty Weight | 9,230 lbs | | Gross Weight | 12,399 lbs | | Maximum Speed | 450 mph at 26,000 feet | | Maximum Range | 1,120 miles | | Maximum Altitude | 41,000 ft | | Number of Crew | 1 | | Engine Type | Reciprocating | | Engine Manufacturer | Pratt & Whitney | | Engine Designation | R2800 radial x 1 | | Engine Horsepower | 2,100 hp |
Bomber aircraft of the Korean War
Boeing B-29 Superfortress
\"The Boeing B-29 Superfortress was the most impressive and capable heavy bomber in World War II. It set the standard for bomber design for several decades to come. Unlike any bomber before it, the B-29 was pressurized, very heavy, and had such a long range that it was capable of carrying a bomb load straight to the enemy without having to refuel. The success of the B-29, and its B-17 predecessor, set Boeing on the path to becoming the world\'s most successful manufacturer of large aircraft. The B-29 assured its place in history by dropping two atomic bombs on Japan, the only nuclear weapons ever used in warfare.\"
(source: Knowledge Adventure)
| SPECIFICATIONS | | Country | United States of America | | Manufacturer | Boeing | | Designation | B-29 Superfortress | | Type | Bomber | | Service Dates | 1944 to mid-1950s | | Length | 99\'-0\" | | Wingspan | 141\'-3\" | | Height | 29\'-7\" | | Empty Weight | 70,140 lbs | | Gross Weight | 124,000 lbs | | Maximum Speed | 358 mph | | Maximum Range | 3,250 miles | | Maximum Altitude | 31,850 ft | | Number of Crew | 10 + | | Engine Type | Reciprocating | | Engine Manufacturer | Pratt & Whitney | | Engine Designation | R3350 x 4 | | Engine Horsepower | 2,200 hp |
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楼主: ntrk
发表于 2008-7-3 10:07:38
楼主
