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Deagle Boltface Patches On Sale Now!



No. 20292 ID: 9dcda2
  Northrop F5 Freedom Fighter HD

I want one.
32 posts omitted. Last 50 shown. Expand all images
>> No. 20338 ID: 83d63c
File 145987247713.jpg - (195.96KB , 1800x1200 , Russian MiG-31 Foxhound 1975 interceptor 6.jpg )
20338
And the Russian MiG-31 Foxhound 1975 interceptor.
The Foxbat and Foxhound were used successfully as high altitude reconnaissance planes.
>> No. 20339 ID: 83d63c
File 145987249892.jpg - (211.82KB , 1920x1200 , Russian MiG-31 Foxhound 1975 interceptor 7.jpg )
20339
>> No. 20340 ID: 83d63c
File 145987257961.jpg - (121.42KB , 1800x1200 , Russian MiG-31 Foxhound 1975 interceptor 8.jpg )
20340
>> No. 20341 ID: 83d63c
File 14598727839.jpg - (171.96KB , 1799x1293 , US B-70 Valkyrie landing at Edwards AFB after its .jpg )
20341
Pic of the XB-70 Valkyrie landing at Edwards Air Force Base after its first flight on 21 September 1964. A rescue helicopter can be seen hovering nearby.
>> No. 20342 ID: 83d63c
File 145987309157.jpg - (191.41KB , 1500x1200 , US B-70, North American XB-70A Valkyrie 1964 high .jpg )
20342
US North American XB-70A Valkyrie 1964 high altitude Mach 3 bomber.
The wings fold down down to compress the thin air to achieve the high altitude and speed she needs. Other experiments in space planes and high altitude recon aircraft have been toying with riding shockwaves and such.
>> No. 20343 ID: 83d63c
File 14598735541.jpg - (417.43KB , 2818x1895 , US B-70, North American XB-70A Valkyrie 1964 high .jpg )
20343
It was too susceptible to SAM's so it had no future. After one of the two prototype planes crashed in 1966 in a freak accident the project was eventually abandoned. It occurred during a photo op mission for aircraft powered by General Electric engines. An F-104 got sucked into a wingtip vortex and smashed into the rear. Both disintegrated. https://www.reddit.com/r/aviation/comments/3623b5/xb70_with_dropped_wingtips_at_high_speed/
Longest flight: 3:40 hours (1/12/66)
Fastest speed: 2,020 mph (3,250 km/h) (Mach 3.08 ) (on 1/12/66)
Highest altitude: 74,000 ft (23,000 m) (3/19/66)
Length: 189 ft 0 in (57.6 m)
Wingspan: 105 ft 0 in (32 m)
Height: 30 ft 0 in (9.1 m)
Wing area: 6,297 ft² (585 m²) - this is five times the size of my condo in Boston.
Weight: 253,600 lb - Max. takeoff weight: 542,000 lb
Dry thrust: 19,900 lb per each of 6 engines. With afterburner: 28,800 lbf each.
Range: 3,725 nmi (4,288 mi, 6,900 km) on combat mission
>> No. 20344 ID: 83d63c
File 145987394860.jpg - (2.27MB , 3600x2400 , US B-70, North American XB-70 Valkyrie cockpit 1.jpg )
20344
North American XB-70 cockpit at the National Museum of the U.S. Air Force.
>> No. 20345 ID: 83d63c
File 145987406776.jpg - (503.52KB , 1800x1333 , US B-70, North American XB-70 Valkyrie cockpit 2.jpg )
20345
The futuristic XB-70A was originally conceived in the 1950s as a high-altitude, nuclear strike bomber that could fly at Mach 3 (three times the speed of sound) -- any potential enemy would have been unable to defend against such a bomber.

By the early 1960s, however, new Surface-to-Air Missiles (SAMs) threatened the survivability of high-speed, high-altitude bombers. Less costly, nuclear-armed ICBMs (Intercontinental Ballistic Missiles) were also entering service. As a result, in 1961, the expensive B-70 bomber program was canceled before any Valkyries had been completed or flown.

Even so, the USAF bought two XB-70As to test aerodynamics, propulsion and other characteristics of large supersonic aircraft. The first XB-70A, on display here, flew in September 1964, and it achieved Mach 3 flight in October 1965. The second Valkyrie first flew in July 1965, but in June 1966, it was destroyed following an accidental mid-air collision. The third Valkyrie was not completed.

The first XB-70A airplane continued to fly and generate valuable test data in the research program until it came to the museum in 1969. http://www.nationalmuseum.af.mil/Visit/MuseumExhibits/FactSheets/Display/tabid/509/Article/195767/north-american-xb-70-valkyrie.aspx
>> No. 20346 ID: 83d63c
File 145987413828.jpg - (3.12MB , 2100x1500 , US B-70, North American XB-70 Valkyrie cockpit 3.jpg )
20346
TECHNICAL NOTES:
Engines: Six General Electric YJ93s of 30,000 lbs. thrust each with afterburner
Maximum speed: 2,056 mph (Mach 3.1) at 73,000 feet
Range: 4,288 miles
Service ceiling: 77,350 feet
Length: 185 feet, 10 inches
Height: 30 feet, 9 inches
Weight: 534,700 lbs. loaded
>> No. 20347 ID: 83d63c
File 145987422257.jpg - (1.41MB , 2100x1500 , US B-70, North American XB-70 Valkyrie cockpit 4.jpg )
20347
>> No. 20348 ID: 83d63c
File 14598742659.jpg - (2.75MB , 2100x1500 , US B-70, North American XB-70 Valkyrie cockpit 5.jpg )
20348
>> No. 20349 ID: 83d63c
File 145987438665.jpg - (382.61KB , 2100x1500 , US B-70, North American XB-70A Valkyrie 1964 high .jpg )
20349
Restoration staff move the North American XB-70 Valkyrie into the new fourth building at the National Museum of the U.S. Air Force on Oct. 27, 2015.
>> No. 20350 ID: 83d63c
File 145987448044.jpg - (233.39KB , 1491x1162 , US B-70, North American XB-70A Valkyrie 1964 high .jpg )
20350
The sleek Valkyrie took advantage of "compression lift," where the shock wave generated by the airframe at supersonic speed supports part of the airplane's weight. The XB-70A could also droop its wingtips as much as 65 degrees for additional stability at high speeds.
>> No. 20351 ID: 83d63c
File 145987452991.jpg - (410.93KB , 1800x1430 , US B-70, North American XB-70A Valkyrie 1964 high .jpg )
20351
>> No. 20352 ID: 83d63c
File 145987464048.jpg - (418.30KB , 1800x1440 , US B-70 Valkyrie 6 turbojet engines 180,000 pounds.jpg )
20352
The Valkyrie’s six large turbojet engines together provided an impressive 180,000 pounds of thrust.
>> No. 20353 ID: 83d63c
File 14598752355.png - (698.45KB , 977x693 , US XF-108 Rapier Mach-3 interceptor B-70 Valkyrie .png )
20353
And here's a design of the Valkyrie's engines used in an interceptor.
The North American XF-108 Rapier was a proposed long-range, high-speed interceptor aircraft designed by North American Aviation intended to defend the United States from supersonic Soviet strategic bombers. The aircraft would have cruised at speeds around Mach 3 (2,300 mph; 3,700 km/h) with an unrefueled combat radius over 1,000 nautical miles (1,900 km; 1,200 mi), and was equipped with radar and missiles offering engagement ranges up to 100 miles (160 km) against bomber-sized targets.

To limit development costs, the program shared engine development with the North American XB-70 Valkyrie strategic bomber program, and used a number of elements of earlier interceptor projects. The program had progressed only as far as the construction of a single wooden mockup when it was cancelled in 1959, due to a shortage of funds and the Soviets' adoption of ballistic missiles as their primary means of nuclear attack. Had it flown, the F-108 would have been the heaviest fighter of its era. https://en.wikipedia.org/wiki/North_American_XF-108_Rapier
>> No. 20354 ID: 83d63c
  North American XF-108 Rapier https://youtu.be/XqOF7ssWHCY
The North American XF-108 Rapier was a proposed American design for a long-range, high-speed interceptor aircraft to defend the United States and Canada from supersonic Soviet bombers.

The F-108 had a very large "cranked" delta wing, with a 58° sweep angle at the leading edge and wingtip extensions of about 40°, with a 4° anhedral. There were fixed ventral stabilizers on the wings, mounted at mid-span, and a tall all-moving vertical tailfin, supplemented by two ventral stabilizers that extended when the landing gear retracted. Although some earlier versions of the design had had separate tailplanes and later forward canards, both were abandoned in the final design. There were two General Electric J93 turbojet engines, also used in North American's XB-70 Valkyrie bomber, in the fuselage; USAF requests for an alternate installation of the Pratt & Whitney J58 later used in the SR-71 came to naught. The engines were fed by side-mounted intakes with a shape very similar to the later North American A-5 Vigilante.

The large fuselage and wing had nine tanks for a total of 7,109 gallons (26,911 liters) of JP-6 fuel, giving an estimated combat radius of some 1,271 mi (2,033 km), which could be extended by in-flight refueling. Top speed was estimated at 1,980 mph (3,190 km/h), about Mach 3, at 72,800 ft (22,200 m). It was stressed for +5.33/-3.00 g.

The aircraft had a crew of two, a pilot and a weapon systems officer (WSO), in a tandem cockpit arrangement. Each crewman had an escape capsule designed to permitting safe ejection even at extreme speeds and altitudes. The weapon systems operator in the rear seat had no flight controls.

The F-108 was intended to carry the Hughes AN/ASG-18 radar, the U.S.'s first pulse doppler radar set. It was to have look-down/shoot-down capability, but could only track one target at a time. It was a massive 2,100 lb (950 kg) installation filling most of the long nose. The radar was paired with an infrared search and track (IRST) system on the wing leading edges.
>> No. 20355 ID: 83d63c
File 145987970361.jpg - (36.58KB , 1024x699 , US XF-108 Rapier Mach-3 interceptor B-70 Valkyrie .jpg )
20355
During the first half of the Cold War, a supposed “bomber gap” existed between the Soviet Union and the U.S., which prompted a long line of interceptor aircraft for the USAF’s ADC (Air Defense Command) including the F-102 Delta Dagger, the F-101B Voodoo, the F-104 Starfighter, the F-106 Delta Dart, and lastly the proposed but never built North American F-108 Rapier. North American planned to build the Rapier in conjunction with their supersonic bomber project, the XB-70 Valkyrie for SAC (Strategic Air Command).

When it became evidently clear that a bomber gap did not exist, the F-108 was cancelled. The practice of promulgating supposed threats via the media is known as policy by press release, and was used several times throughout the cold war to attain large amounts of funding and resources for a project that was built on a threat that was either exaggerated or did not exist.

It is not hard to see the practice of policy by press release being employed on topics outside of defense projects today. http://flytofight.tumblr.com/post/129804062007/during-the-first-half-of-the-cold-war-a-supposed
>> No. 20356 ID: 83d63c
File 145987984019.jpg - (53.88KB , 1023x777 , US XF-108 Rapier Mach-3 interceptor B-70 Valkyrie .jpg )
20356
>> No. 20357 ID: 83d63c
File 145988022683.jpg - (376.86KB , 1400x937 , US XF-108 Rapier Mach-3 interceptor B-70 Valkyrie .jpg )
20357
>> No. 20358 ID: 83d63c
File 145988070470.jpg - (207.85KB , 920x1247 , US XF-108 Rapier GAR-9 (Hughes AIM-47 Falcon) in m.jpg )
20358
US XF-108 Rapier mock-up showing GAR-9 (Hughes AIM-47 Falcon) missiles in the missile bay.
The Falcon was a large active radar homing air-to-air missile with ranges out to 100 miles and could pack a .25 kiloton nuclear warhead. This developed into the F-14 Tomcat's AIM-54 Phoenix missiles.
>> No. 20365 ID: 83d63c
  XB-70 VALKYRIE BOMBARDERO NUCLEAR SILENCIOSO!! - GTA 5 Mod STUNT MONTAGE - Tramcaman https://youtu.be/oqpk_QIpo4Q
Should use the sprawling city maps of the GTA games with the aircraft and mechanics of Ace Combat.
>> No. 20366 ID: 83d63c
  But since this is an aircraft documentaries thread...
Great Planes | North American XB-70 Valkyrie | Documentary https://youtu.be/FrYhiNhp-L0
Ahead of its time - the XB-70 Valkyrie could travel at three times the speed of sound. Over more than a half century after its first flight, the XB-70 is still one of aviation's most interesting achievements.
>> No. 20397 ID: 7c90e8
File 145997292475.jpg - (358.57KB , 1520x1022 , Canadair_CF-116A_Freedom_Fighter_01_April_1987_jpe.jpg )
20397
CF-5 is interesting, 240 of the original 847 F-5 Freedom fighters were CF-5s.

Some changes were:
- A complex pneumatic landing gear which allowed the CF-5 to boost themselves off the airfield quicker.
- A midair refueling probe because of large Canadian airspaces.
- Much better navigation systems, also because of large patrol airspaces.
- Engines which were less powerful but more capable of handling FOD.

As a result of the weaker engines it could just barely exit the transonic flight regime.
>> No. 20440 ID: 9dcda2
  >>20292
Something a little different:
Air Crash Confidential S01E01 Pilot Error
>> No. 21152 ID: 088449
  >>20292

Ooo, this one's really good. It includes a section on the J79 engine development. Apparently, the first fighter engine to include variable stators. (Stay-tors)

So smokey.
>> No. 21188 ID: 9dcda2
  >>21152
Discovery Channel Wings F 105 Thunderchief

This one's alright. More about the struggle for survival the pilots had to go through.
>> No. 21234 ID: e222c7
>>20292
There was a small shitstorm in the news here in Norway a couple of years ago when the air force sold off two fully operational F5's to Ross Perot Jr. for 120,000 NOK (roughly $20k) a piece.

That's so affordable even I could have bought one.
>> No. 21236 ID: 8effed
File 147233369174.jpg - (381.21KB , 1280x838 , US F-5A Norwegian Freedom Fighter & F-4D Phant.jpg )
21236
>>21234
$20,000 for a Northrop F-5? Get a car loan and pick that up!
Reminds me of hearing some executive talking about buying a used Ferrari for cheap, but the maintenance was more expensive than an airplane.
- A U.S. Air Force McDonnell Douglas F-4D Phantom II aircraft of the New Jersey Air National Guard flying in close formation with a Royal Norwegian Air Force Northrop F-5A "Freedom Fighter" aircraft during exercise Coronet Rawhide on 1 September 1982.
>> No. 21373 ID: 9dcda2
  >>20292
I didn't know the Vietnam war was so fun and wholesome.
>> No. 21376 ID: cce514
File 147572922839.jpg - (130.01KB , 1181x787 , 1*onXE1-sIduWVC2_XvMpKcw_jpeg.jpg )
21376
Ethiopian F-5s vs Somali MiG-21s.
https://warisboring.com/which-is-better-the-f-5e-tiger-ii-or-the-mig-21-e92e5c5a1ef3
>> No. 21400 ID: cd5ece
  Some slav shit. Pretty cool, actually. A different perspective from what we're used to.
>> No. 21508 ID: 9dcda2
  >>20292
Badass Pilot Buys Own Fighter Jet | AARP

Art Nalls has had a life long dedication to flying. His addiction to the sky has lead him to an honorable military career and an even more adventurous retirement. Nalls has had the unique opportunity to purchase his own British Harrier Jump Jet. Find out how this retired Lt. Col test pilot uses his passion for flight to help preserve military history with the maintenance and upkeep of the last three remaining Sea Harriers.
>> No. 21540 ID: 9dcda2
  >>20292
Great Planes | Martin B-57 Canberra | Documentary

A plane I knew very little about, that's more interesting than I expected.
>> No. 21541 ID: e188a9
File 148607341486.jpg - (39.12KB , 473x453 , 1369176589_asher_snir.jpg )
21541
>>21376
More Soviet trash getting trounced:
https://en.wikipedia.org/wiki/Operation_Rimon_20
>Russians send their best and brightest air defense pilots to Egypt
>16 Israelis face off against 24 new MiG-21s
>3 minutes later the Russians flee, loosing 5 aircraft and 4 pilots (including the Squadron CO) in exchange for 1 Mirage damaged
>"The Egyptians themselves reacted with ill-concealed delight at the outcome of the engagement. They had previously suffered intense criticism of their own performance and boasts of superior Soviet skills, when in fact the Soviets had fallen for tactics the Egyptians were already familiar with."

"we warned u dogg, we told u!"
>> No. 21542 ID: 334c17
>>21541
>How do I know there are Russian pilots in Egypt? Very simply because we had shot down four Soviet planes that were flown by Soviet pilots.
Seems legit.
>> No. 21543 ID: 9723b1
>>21542
>How do I know there are Russian pilots in Egypt? Very simply because we had shot down four Soviet planes and we heard the pilots accent as they ejected.
INFA 100%
>> No. 21599 ID: 9dcda2
  Great Planes | Lockheed F-104 Starfighter | Documentary

The missile with a man in it.
>> No. 21603 ID: 9dcda2
  Discovery Channel - Great Planes - Consolidated B-24 Liberator

The Fortresses get all the press, but the Liberator did its fair share of fighting.
>> No. 21604 ID: c94531
File 149058121219.jpg - (823.46KB , 4256x1692 , US WW2 B-24 Consolidated Liberator bomber 2.jpg )
21604
>>21603
The Consolidated B-24 Liberator was one of the most famous bombers of World War 2. More than 18,400 of this type were built, making it the most produced American wartime aircraft. It gained a distinguished war record with operations in the European, Pacific, African and Middle Eastern theaters. It followed in the footsteps of the other great American WW2 bomber, the Boeing B-17 Flying Fortress, but it did have its critics. The B-24 Liberator was designed with the high aspect-ratio Davis Wing that had drawbacks as far as durability was concerned, but it increased fuel efficiency and gave the B-24 a longer range than the Boeing B-17 Flying Fortress. Its flying characteristics were not as refined as the B-17 despite the Liberator having a higher top speed, heavier bomb load, and tricycle landing gear. http://www.aviation-history.com/consolidated/b24.html
>> No. 21605 ID: c94531
File 149058228730.jpg - (574.48KB , 3615x2912 , US WW2 B-24L Liberator hit over Lugo, Italy, 10 Ap.jpg )
21605
B-24L 'Stevonovitch II' of the of the 464th Bomber Group hit by German anti-aircraft fire over Lugo, Italy, 10 Apr 1945; only 1 out of the crew of 10 survived.
>> No. 21606 ID: c94531
File 149058295291.jpg - (1.86MB , 2048x1360 , US WW2 B-24 Consolidated Liberator Ford assembly l.jpg )
21606
Ford promised—and delivered—one B-24 Liberator every hour by the end of the war.
Ford used two nine-hour shifts to build the B-24 as the pilot and crew slept on cots waiting for delivery.

Designed by famed Detroit architect Albert Kahn, Willow Run was a monument to the mechanized world. The building featured 3.5 million square feet of assembly space, employed 35,000 to 42,000 people, built 8,600 B-24 Liberators during World War II, and had a mile-long assembly line with 28 stations. A special forge at the plant could crank out 5 million rivets a day. http://www.motortrend.com/news/detroits-production-battle-to-win-world-war-ii/
>> No. 21607 ID: c94531
File 149058326488.jpg - (2.81MB , 2952x2363 , US WW2 B-24D Liberator Tunnel Machine Gun 1.jpg )
21607
United States Army Air Force gunner Sgt. William Watts of Alexandria, Louisiana, demonstrates the tunnel-mounted Browning .50 caliber (12.7 mm) machine gun of the Consolidated B-24D/LB-30 Liberator. This photo appeared in the LB-30 Erection and Maintenance Instruction manual (TO 01-5ED-2) in 1942. This could have been a staged photo by Consolidated. It is not clear if he is engaged in combat, as he is not wearing an oxygen mask and the machine gun is not exhibiting recoil. Note spent .50 caliber casings caught in the gunner's window. The waist gunner is visible behind him. Originally introduced in the B-24C model, which did not see combat, the tunnel gun had a limited field of fire and was difficult to operate in combat. As result 287 B-24Ds were equipped with Bendix power turrets that could be retracted into the aircraft for takeoff and landings. The Bendix turret induced nausea and disorientation in the ball turret gunners, and soon the turret was deleted and replaced with the tunnel gun again. It was not until the successful Sperry turret was installed (like the one used on the B-17E/F, only it could be retracted into the fuselage) that the B-24 had a workable belly gun defense. Eventually a nose turret like the tail turret was also added, bringing the total number of .50 caliber machine guns to over thirteen. The B-24 never upgraded its engines, resulting in diminished performance since the extra turrets added significant weight. The first B-24D combat mission was on October 9, 1942 by the 93rd Bomb Group of the 8th Air Force against locomotive manufacturing in Lille, France. Out of twenty-four aircraft, one was shot down. http://worldwar2database.com/gallery/wwii0005
>> No. 21608 ID: c94531
File 149058352144.jpg - (882.22KB , 1855x1071 , US WW2 B-24 Consolidated Liberator bomber 3.jpg )
21608
Agony Wagon: The Consolidated B-24 Liberator, WWII’s Unsung Heavyweight
This article was first published in the April 1972 Wings magazine http://airwingmedia.com/articles/2016/agony-wagon-the-consolidated-b-24-liberator-wwiis-unsung-heavyweight/
The B-24 was no stranger to the barbed epithet. More than any other bomber of WW II, it was the target of criticism. Even its own pilots couldn’t agree on its qualities, exemplalry or dubious. Yet practically any bomber pilot would agree that the Boeing B-17 was a timeless classic. But what about the B-24? Even today, the aircraft remains an enigma. More of them were built for States and its Allies than any other American aircraft, bomber or fighter. The Liberator served in more roles than any other aircraft on Air Force inventory. Even its detractors admit it was versatile. Nevertheless, it disappeared, almost overnight, by the end of 1945.
Faster, capable of carrying heavier loads for longer distances than the legendary Flying Fortress, the B-24 Liberator is still referred to as the B-17’s bastard half brother. Among the slurs cast at the hardworking, but unglamorous B-24 was the label “crate” … “the crate, the B-17 came in.” It was the unkindest cut of all. The Liberator could live down the others: Thundermug, Big Ass Bird, Agony Wagon, Twin Tailed Timebomb, but “a crate for the B-17,” that was way off base.
Sitting on the taxi way’ like a boxcar attempting to fly, its brakes hissing like a Greyhound bus, the B·24 looked dumpy. When heavily loaded, she had to be handled gingerly on take off. Airspeed was highly critical in the Liberator, particularly at low altitudes where any increase in drag guaranteed disaster. In formation, the pilot was constantly on the throttles. The B-24 did not fly well at high altitude and its best performance was invariably turned in at speed, otherwise the aircraft just hung in the sky, its engines struggling to keep the high-lift Davis Wing in the air.
>> No. 21609 ID: c94531
File 149058374926.jpg - (419.08KB , 1920x1080 , US WW2 B-24 Consolidated Liberator bomber 4.jpg )
21609
Unlike the B-17, the B-24 was designed to carry cargo, any cargo, but preferably bombs. It was not designed as a flying machine, but rather a flying receptacle. Perpendicular to the long, nearly straignt wing, a cavernous oblong box was attached, with two huge rudders to give it directional control. This was the B-24’s fuselage. Lose power on the wing’s engines and it became difficult to direct the 32 ton gross-loaded air frei er. One engine out was trouble, but trl and auto-pilot would hold the big bomber steady. Two out on one side … prepare for a wake. Both pilots with their feet jammed down on the rudder pedals, holding against the turning impulse, going downhill all the time, was often not enough. To hold a 8-24 with two out, one had to have the strength of a Frankenstein monster, and then some.
Nevertheless, the aircraft continued to serve and perform. As a patrol craft, long range transport and a bomber, it was probably the Air Force’s most versatile bird. Toward the end of WW II, when the later Liberators came out with ball bearing controls, the wheel and rudders turned feather light. Experience was also a great teacher and a good 8-24 pilot was the best. Maligned, short· changed and sold short, the “24” was still a tough old bird. She took punish· ment as well or better than her glamorous Boeing stablemate. Yet time ran out on the 8-24.
They make movies about the B-17. For the 8-24 there are only epitaphs, like that of the Lady Be Good, a luckless Liberator which went down in the Libyan Desert, with her crew, yet remained virtually intact, their tomb for over 16 years. Somewhere in that dusty saga lies the message and the truth about the “crate the 8-17 came in!” Over 18,000 Consolidated Liberators rolled off five production lines to become the most extensively produced aircraft in the history of the American aviation industry. The airplane bearing this unique claim readily metamorphosed throughout the Second World War, a fact which made its continued production feasible from 1939 to 1945·. In other words, a lot of jobs were found for the B-24, but its active life was a short one, and its employment was swiftly terminated.
>> No. 21610 ID: c94531
File 149058451998.jpg - (4.60MB , 4422x2952 , US WW2 B-24 Consolidated Liberator 'Diamond L.jpg )
21610
>> No. 21611 ID: c94531
File 149058455134.jpg - (284.92KB , 1600x1200 , US WW2 B-24 Consolidated Liberator 'All Ameri.jpg )
21611
>> No. 21612 ID: c94531
File 149058464738.jpg - (4.05MB , 3000x2400 , US WW2 B-24 Consolidated Liberator & B-17 bomb.jpg )
21612
>> No. 21613 ID: c94531
File 149058539847.jpg - (2.47MB , 3000x2400 , US WW2 B-24 Consolidated Liberator & B-17 bomb.jpg )
21613
>> No. 21689 ID: 9dcda2
  Harrier - 1988 Documentary
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