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The Blackburn Firebrand was a British single-engine strike fighter for the Fleet Air Arm of the Royal Navy designed during World War II by Blackburn Aircraft. Originally intended to serve as a pure fighter, its unimpressive performance and the allocation of its Napier Sabre piston engine by the Ministry of Aircraft Production for the Hawker Typhoon caused it to be redesigned as a strike fighter to take advantage of its load-carrying capability. Development was slow and the first production aircraft was not delivered until after the end of the war. Only a few hundred were built before it was withdrawn from front-line service in 1953. The Firebrand did not see action in World War II, as TF 4s were not issued to 813 Naval Air Squadron until 1 September 1945. The squadron was disbanded 30 September 1946 without deploying to sea. It was reformed with TF 5s on 1 May 1947 and flew them from the carrier HMS Implacable, later HMS Indomitable, until it was re-equipped with turboprop Westland Wyvern attack aircraft in February 1953. 827 Naval Air Squadron received their TF 5 and 5As on 13 December 1950 and flew them primarily off the carrier HMS Eagle until it disbanded on 19 November 1952. A variety of second-line squadrons were issued Firebrands of various marks for training or trials at one time or another. In test pilot and naval aviator Captain Eric Brown's opinion the aircraft was "short of performance, sadly lacking in manoeuvrability, especially in rate of roll". The position of the cockpit even with the trailing edge of the wing gave the pilot a very poor view over the nose, inhibited his ability to view his target and to land his aircraft aboard a carrier, sufficient for Brown to call it "a disaster as a deck-landing aircraft". Variants Blackburn B-37 Three prototypes ordered to meet Specification N.11/40, named Firebrand on 11 July 1941. Second prototype re-built as T.F. II prototype.[15] Firebrand F. I Production variant of the Blackburn B.37 with an order for 50 aircraft to be built at Brough, most completed as T.F. II and T.F. III variants, first nine completed as F. Is. Firebrand T.F. II Improved variant, 12 built from original production branch. Firebrand T.F. III Blackburn B-45, a Centarus VII powered-variant, two prototypes to S.8/43[16] and 27 production aircraft for original production batch. Firebrand T.F. IV (Specifications below) Blackburn B-46, improved variant with 2,520 bhp (1,880 kW) Centaurus IX or Centaurus 57,[16] 250 ordered, but only 170 were completed, of which 124 were converted to T.F. 5 standard, some before delivery.[11] Six were modified and designated as T.F. IV(mod). Firebrand T.F. 5 Improved variant, 124 modified from T.F. IV, two conversions to T.F. 5A. Firebrand T.F. 5A One prototype modified from a T.F. 5 and six conversions from either T.F. IV or Vs

The North American A-5 Vigilante is an American carrier-based supersonic bomber designed and built by North American Aviation (NAA) for the United States Navy. Before the 1962 unification of Navy and Air Force designations, it was designated A3J. Development of the A-5 had started in 1954 as a private venture by NAA, who sought to produce a capable supersonic long-distance bomber as a successor to the abortive North American XA2J Super Savage. It was a large and complex aircraft that incorporated several innovative features, such as being the first bomber to feature a digital computer, while its ability to attain speeds of up to Mach 2 while carrying a nuclear strike payload was also relatively ambitious for the era.[2] The US Navy saw the value of such a bomber, leading to a contract for its full development and production being issued to the firm on 29 August 1956. The type performed its first flight just over two years later, on 31 August 1958. The Vigilante was introduced by the US Navy during June 1961; it succeeded the Douglas A-3 Skywarrior as the Navy's primary nuclear strike aircraft, but its service in this capacity was relatively brief due to the deemphasising of manned bombers in American nuclear strategy. A far larger quantity of the RA-5C tactical strike reconnaissance variant were also procured by the service, which saw extensive service during the Vietnam War. It also established several world records in both long-distance speed and altitude categories. During the mid-1970s, the withdrawal of the type commenced after a relatively short service life, largely due to the aircraft being expensive and complex to operate, as well being a victim of post-Vietnam military cutbacks. For details of development, design, operational history and eleven variants, click here.

The Blackburn B-1 Segrave was a 1930s British twin-engine four-seat touring aircraft built by Blackburn Aircraft. The aircraft was designed by the racing driver (and world land speed record holder) Sir Henry Segrave as a twin-engine four-seat touring monoplane. A wooden prototype, designated Saro Segrave Meteor I was built by Saunders Roe at Cowes. The prototype (registered G-AAXP) first flew on 28 May 1930. Development was delayed by the death of the designer on 13 June 1930 in a speedboat accident. The aircraft was demonstrated in Rome to the Italian Air Ministry, and a licence agreement was signed to produce the aircraft as the Piaggio P.12, although only two appear to have been made. With lack of space at Cowes and with the decision to build a metal version, two aircraft were built by Blackburn Aircraft at Brough Aerodrome with the designation Blackburn CA.18 Segrave. Blackburn changed the designation system, and the aircraft became the Blackburn B.1 Segrave. Despite sales tours around Europe, the aircraft was not ordered, and only one further example was built. This was completed by Blackburn as the Blackburn CA.20 Segrave II to test a new single-spar wing. Aircraft Segrave Meteor (registration G-AAXP) After use as a demonstrator, it was in private use until withdrawn from use at Brough in 1932. Segrave I (registration G-ABFP) The first metal version was used by the British Air Navigation Company for cross-Channel charters, then sold for private use; scrapped at Brough in 1934. Segrave I (registration G-ABFR) Was used by the North Sea Aerial & General Transport Company until 1935, mainly as a ferry across the River Humber, when it was sold to British Air Transport at Redhill Aerodrome. It was withdrawn from use in 1938. Segrave II (registration G-ACMI) First flown 2 February 1934, it was used by Blackburn for trials, until it was dismantled at Brough in 1935. It was later presented to Loughborough College as an instructional airframe. Piaggio P.12 Licensed version, two built.

The Sikorsky S-72 was an experimental compound helicopter developed by helicopter manufacturer Sikorsky Aircraft. RSRA The Rotor Systems Research Aircraft (RSRA) was developed by Sikorsky for NASA and the Army. The RSRA was developed to allow the inflight measurement of helicopter rotor characteristics. The airframe was developed using an existing Sikorsky S-61 main rotor, an S-61 roller gearbox, and a highly modified Sikorsky S-67 airframe. The RSRA could be fitted with TF34 turbofans and wings to allow compound helicopter configurations to be experimentally investigated at speeds up to 300 knots (560 km/h). In addition, it could fly as a fixed-wing aircraft without a main rotor. Unique among helicopters of its time, it was fitted with a crew emergency extraction system. This system, when activated, fired explosive bolts that severed the main rotor blades, escape panels were blown off the roof of the aircraft, then the crew was extracted using rockets. The RSRA was a unique pure research aircraft developed to fill the void between design analysis, wind tunnel testing, and flight results of rotor aircraft. The joint NASA/Army project began in December 1970, first flight on October 12, 1976 with the first of two aircraft arriving from Sikorsky to NASA on February 11, 1979. One notable test performed with the RSRA was the use of the main and tail rotor load measurement system to determine the vertical drag of the airframe. In 1981, NASA and the US Army solicited proposals for fitting a four-bladed main rotor to the RSRA. Sikorsky proposed fitting a UH-60A main rotor to the RSRA in their proposal, while Hughes Helicopters proposed fitting a YAH-64A main rotor and Boeing Vertol proposed fitting a YUH-61A OR Model 347 (four-blade CH-47) main rotor. In the end, this program did not proceed. The X-Wing The X-Wing circulation control rotor concept was developed in the mid-1970s by the David W. Taylor Naval Ship Research and Development Center under DARPA funding. In October 1976, Lockheed Corporation won a DARPA contract to develop a large-scale rotor to test the concept. Intended to take off vertically like a helicopter, the craft's rigid rotors could be stopped in mid-flight to act as X-shaped wings to provide additional lift during forward flight, as well as having more conventional wings. Instead of controlling lift by altering the angle of attack of its blades as more conventional helicopters do, the craft used compressed air fed from the engines and expelled from its blades to generate a virtual wing surface, similar to blown flaps on a conventional platform. Computerized valves made sure the compressed air came from the correct edge of the rotor, the correct edge changing as the rotor rotated. In late 1983, Sikorsky received a contract to modify one S-72 RSRA into a demonstration testbed for the X-Wing rotor system. The modified airframe was rolled out in 1986 and while many of the aircraft's technical issues had been resolved, with plans for it to begin flight tests with the rotor/wing system, it never flew and budgetary requirements meant that the program was cancelled in 1988. The X-Wing was conceived as a complement rather than replacement for helicopters and fixed-wing aircraft, intended to be used in roles such as air-to-air and air-to-ground operations, as well as airborne early warning, search and rescue and anti-submarine warfare, as these roles could take advantage of the aircraft's ability to hover and manoeuvre as low speeds while also cruising at high speeds.