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On December 6, 1959, U.S. Navy Commander Lawrence

On December 6, 1959, U.S. Navy Commander Lawrence E. Flint Jr. took the YF4H-1 Phantom II on a record-breaking climb from Edwards AFB, soaring to 98,557 feet, an altitude no jet aircraft had reached before. To get there, Flint accelerated to Mach 2.5 at 47,000 feet, then pitched up into a 45° climb, he had to rely on momentum after shutting down the engines to prevent overheating. He restarted them on descent and landed safely.

It was the first of several records for the prototype Phantom, setting the tone for a legendary career. For Flint, it earned him a Distinguished Flying Cross!

The F-104 Starfighter was one of the most striking

The F-104 Starfighter was one of the most striking aircraft of the Jet Age, a razor-thin, needle-nosed interceptor born from Lockheed engineer Clarence “Kelly” Johnson’s vision of unmatched speed and simplicity. Inspired by feedback from Korean War pilots facing Soviet MiGs, Johnson and his famed Skunk Works team created a lightweight, high-thrust design that shattered performance barriers.

The F-104 set numerous world records for speed and altitude, including Jacqueline Cochran’s women’s world speed record, and became a mainstay in several NATO air forces. However, its record was clouded by the Lockheed bribery scandal, which involved foreign sales of the aircraft during the 1960s and ’70s.

During the Vietnam War, the F-104C served primarily as an escort and close air support aircraft, protecting radar-equipped EC-121 Warning Stars and other critical missions. This example bears the markings of S/N 57-0925 “Smoke II,” honoring Lt. Col. Arthur T. Finney, who was killed in action over Vietnam on August 1, 1966.

As the world entered the Space Age, three modified NF-104As equipped with rocket engines and reaction control systems were used to train astronauts, reaching altitudes above 120,000 feet, where conventional flight controls no longer worked.

This F-104C was never flown and was used by Lockheed for testing new parts configurations. It was never assigned a USAF serial number and was previously displayed at March Field Air Museum before joining our collection in January 2013.

Looking for the perfect aviation gift this season?

Looking for the perfect aviation gift this season? From model aircraft and graphic tees to hats, posters, and unique collectibles, our gift store has something for every aviation fan. Visit us in person or shop online at YanksAir.org Linked in our bio!

On December 3, 1945, the jet age officially touche

On December 3, 1945, the jet age officially touched down at sea. Flying the de Havilland Sea Vampire prototype LZ551, Lieutenant-Commander Eric “Winkle” Brown became the first pilot to land a jet aircraft on an aircraft carrier. The Sea Vampire had been modified from an early DH.100 prototype and retained its short, twin-boom design to accommodate the early jet engine’s short exhaust path.

This milestone proved that jets could operate from carriers, paving the way for modern naval aviation. As for Brown, this was just one entry on a staggering resume; he flew 487 different aircraft types, made over 2,600 carrier landings, and remains one of the most accomplished test pilots in history.

One day in late 1909, Geoffrey de Havilland made t

One day in late 1909, Geoffrey de Havilland made the first and only flight of the aircraft that would become known as the de Havilland No. 1. Built with borrowed money and designed in partnership with fellow engineer Frank Hearle, the fragile biplane lifted off from Seven Barrows, Hampshire, but moments later, a wing collapsed and the aircraft was destroyed. De Havilland escaped unharmed, and salvaged the engine for his next design. The exact date of the flight is unknown as de Havilland was an unknown figure at the time, and few outside his immediate circle took note of the attempt.

Though the No. 1 ended in wreckage, it marked the quiet beginning of one of Britain’s most influential aircraft designers. De Havilland went on to create iconic aircraft such as the DH.4 bomber of World War I, the sleek Comet racer, the versatile Mosquito of World War II, and the pioneering jet-powered Comet airliner. His company, the de Havilland Aircraft Company, became a cornerstone of British aviation before being absorbed into Hawker Siddeley and later into what is now BAE Systems. The brief flight of the No. 1 was the first step in a legacy that helped define British aerospace engineering for decades.

The Kellet KD-1A Autogiro represents a pivotal ste

The Kellet KD-1A Autogiro represents a pivotal step in the evolution of rotary-wing flight. The first successful autogiro, created by Juan de la Cierva in 1923, introduced the principle of autorotation, where unpowered rotor blades provide lift by freely spinning in the airflow. Unlike a helicopter, the rotor was not driven by the engine, making flight possible even without direct power to the blades.

One of the key challenges in early rotary flight was dissymmetry of lift, the uneven lift produced across a rotor disc as it spins. This was solved by using flexible blades with hinged mounts that allowed each blade to flap up and down, balancing lift and drag. The KD-1’s “D” stood for direct control, allowing pilots to maneuver without depending on airspeed. Its light controls and sensitive handling made it remarkably responsive for its time.

Before World War II, autogiros were used by the U.S. Army and the U.S. Border Patrol, including patrol missions along the U.S.–Mexico border. In 1938, seven YG-1Bs were purchased by the Army for America’s first rotary aircraft training school in Dayton, Ohio, a crucial step toward the development of the modern helicopter.
This KD-1A, acquired from the Fyfield Estate, is the only surviving example of the seven built. No detailed service history is available.

In 1939, the Heinkel He 178 became the first aircr

In 1939, the Heinkel He 178 became the first aircraft in history to fly powered solely by a turbojet engine. Developed in secrecy by German engineer Hans von Ohain and backed by Ernst Heinkel, the He 178’s six-minute flight marked a turning point in aviation history. Just three days before Germany invaded Poland, test pilot Erich Warsitz lifted the compact, streamlined aircraft into the air using the HeS 3 engine, proving that jet propulsion was not just a theoretical concept but a viable path forward for flight.

The He 178 was built as a private venture without the support of the Luftwaffe and the Reich Air Ministry. Though its flight came too early to influence World War II in any meaningful way, it demonstrated the potential of jet engines for higher speeds and new performance thresholds. Senior Nazi officials, including Ernst Udet and Erhard Milch, were unimpressed with the aircraft’s relatively low top speed and short endurance. The program was not adopted for further development, but Heinkel used the data and experience from the He 178 to build the more advanced He 280, the world’s first jet fighter prototype.

While the He 178 never advanced beyond the prototype stage and was eventually destroyed during an Allied air raid in 1943, its legacy is profound. It proved the viability of jet propulsion and opened the door for the next generation of high-speed aircraft.

This is our Fairchild C-123K Provider. The C-123 b

This is our Fairchild C-123K Provider. The C-123 began as a heavy assault glider, built to silently deliver troops and equipment behind enemy lines. Designed by Chase Aircraft as the XCG-20, it was the largest glider ever built in the U.S. Eventually, the design was modified with radial engines, creating a rugged, short-field-capable transport that could operate where other aircraft couldn’t. Its piston-powered version became a workhorse, and later variants added jet-assist pods for even greater lift and flexibility.

In Vietnam, the C-123 flew resupply missions into jungle outposts, evacuated wounded under fire, inserted special forces at night, and sprayed defoliants under Operation Ranch Hand. It was even adapted for electronic warfare and covert ops. Over time, it served the Air Force, Coast Guard, and multiple allied nations—proving its worth across every theater and mission type.

On November 27, 1933, the U.S. Army Air Corps acce

On November 27, 1933, the U.S. Army Air Corps accepted its first Martin YB-10 bomber, ushering in a new era of military aviation. The YB-10 was a leap ahead of its time: it featured an all-metal monoplane design, a fully enclosed cockpit, internal bomb bay, retractable landing gear, and a powered nose turret. At over 200 mph, it was faster than the pursuit aircraft of its day.

The YB-10 evolved from Martin’s XB-907 prototype and marked a turning point in bomber design. Powered by twin Wright R-1820 Cyclone radial engines and manned by a crew of five, it could carry a respectable bomb load internally or externally. Its innovations earned it a full production run as the B-10B and served as a crucial stepping stone for future American bombers.

From our family to yours, happy Thanksgiving! Yan

From our family to yours, happy Thanksgiving!

Yanks Air Museum is closed today and tomorrow but business as usual Saturday!

On November 26, 2003, Concorde G-BOAF made the fin

On November 26, 2003, Concorde G-BOAF made the final flight of the world’s only supersonic passenger fleet, bringing an end to more than three decades of high-speed commercial travel. The sleek delta-winged jet took off from London Heathrow and touched down at its birthplace, Bristol Filton Airport, with 100 British Airways employees aboard. Piloted by Captains Les Brodie, Mike Bannister, and Paul Douglas, the hour-and-a-half flight included a final burst past the speed of sound, one last reminder of what Concorde could do.

Built in 1979, G-BOAF was the 20th and last Concorde ever constructed. The aircraft logged over 18,000 hours of flight time and went supersonic more than 5,600 times. After its retirement, it was preserved at Filton as the centerpiece of the Bristol Aerospace Centre, a fitting resting place for an aircraft that symbolized bold ambition and international collaboration.

The Concorde remains one of the most iconic aircraft in aviation history. Designed by British and French engineers and powered by four Rolls-Royce/SNECMA Olympus 593 engines, it cruised at Mach 2.05 and flew at altitudes up to 60,000 feet. Capable of crossing the Atlantic in under 3.5 hours, it redefined long-haul air travel. Though high operating costs, limited seating, and changing economic conditions ended its career, the Concorde still stands as a marvel of 20th-century aerospace engineering.

We just got our W550 Super Scarab engine back from

We just got our W550 Super Scarab engine back from the shop. We got our hands on this back in the ’70s, and it's been rebuilt piece by piece for our R4B helicopter. From the rare crankshaft to the fully restored Holley carb, it’s a true one-off. Huge thanks to Randy Brubaker for the masterful work. More R4B progress coming soon!

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On December 6, 1959, U.S. Navy Commander Lawrence

On December 6, 1959, U.S. Navy Commander Lawrence E. Flint Jr. took the YF4H-1 Phantom II on a record-breaking climb from Edwards AFB, soaring to 98,557 feet, an altitude no jet aircraft had reached before. To get there, Flint accelerated to Mach 2.5 at 47,000 feet, then pitched up into a 45° climb, he had to rely on momentum after shutting down the engines to prevent overheating. He restarted them on descent and landed safely.

It was the first of several records for the prototype Phantom, setting the tone for a legendary career. For Flint, it earned him a Distinguished Flying Cross!

The F-104 Starfighter was one of the most striking

The F-104 Starfighter was one of the most striking aircraft of the Jet Age, a razor-thin, needle-nosed interceptor born from Lockheed engineer Clarence “Kelly” Johnson’s vision of unmatched speed and simplicity. Inspired by feedback from Korean War pilots facing Soviet MiGs, Johnson and his famed Skunk Works team created a lightweight, high-thrust design that shattered performance barriers.

The F-104 set numerous world records for speed and altitude, including Jacqueline Cochran’s women’s world speed record, and became a mainstay in several NATO air forces. However, its record was clouded by the Lockheed bribery scandal, which involved foreign sales of the aircraft during the 1960s and ’70s.

During the Vietnam War, the F-104C served primarily as an escort and close air support aircraft, protecting radar-equipped EC-121 Warning Stars and other critical missions. This example bears the markings of S/N 57-0925 “Smoke II,” honoring Lt. Col. Arthur T. Finney, who was killed in action over Vietnam on August 1, 1966.

As the world entered the Space Age, three modified NF-104As equipped with rocket engines and reaction control systems were used to train astronauts, reaching altitudes above 120,000 feet, where conventional flight controls no longer worked.

This F-104C was never flown and was used by Lockheed for testing new parts configurations. It was never assigned a USAF serial number and was previously displayed at March Field Air Museum before joining our collection in January 2013.

Looking for the perfect aviation gift this season?

Looking for the perfect aviation gift this season? From model aircraft and graphic tees to hats, posters, and unique collectibles, our gift store has something for every aviation fan. Visit us in person or shop online at YanksAir.org Linked in our bio!

On December 3, 1945, the jet age officially touche

On December 3, 1945, the jet age officially touched down at sea. Flying the de Havilland Sea Vampire prototype LZ551, Lieutenant-Commander Eric “Winkle” Brown became the first pilot to land a jet aircraft on an aircraft carrier. The Sea Vampire had been modified from an early DH.100 prototype and retained its short, twin-boom design to accommodate the early jet engine’s short exhaust path.

This milestone proved that jets could operate from carriers, paving the way for modern naval aviation. As for Brown, this was just one entry on a staggering resume; he flew 487 different aircraft types, made over 2,600 carrier landings, and remains one of the most accomplished test pilots in history.

One day in late 1909, Geoffrey de Havilland made t

One day in late 1909, Geoffrey de Havilland made the first and only flight of the aircraft that would become known as the de Havilland No. 1. Built with borrowed money and designed in partnership with fellow engineer Frank Hearle, the fragile biplane lifted off from Seven Barrows, Hampshire, but moments later, a wing collapsed and the aircraft was destroyed. De Havilland escaped unharmed, and salvaged the engine for his next design. The exact date of the flight is unknown as de Havilland was an unknown figure at the time, and few outside his immediate circle took note of the attempt.

Though the No. 1 ended in wreckage, it marked the quiet beginning of one of Britain’s most influential aircraft designers. De Havilland went on to create iconic aircraft such as the DH.4 bomber of World War I, the sleek Comet racer, the versatile Mosquito of World War II, and the pioneering jet-powered Comet airliner. His company, the de Havilland Aircraft Company, became a cornerstone of British aviation before being absorbed into Hawker Siddeley and later into what is now BAE Systems. The brief flight of the No. 1 was the first step in a legacy that helped define British aerospace engineering for decades.

The Kellet KD-1A Autogiro represents a pivotal ste

The Kellet KD-1A Autogiro represents a pivotal step in the evolution of rotary-wing flight. The first successful autogiro, created by Juan de la Cierva in 1923, introduced the principle of autorotation, where unpowered rotor blades provide lift by freely spinning in the airflow. Unlike a helicopter, the rotor was not driven by the engine, making flight possible even without direct power to the blades.

One of the key challenges in early rotary flight was dissymmetry of lift, the uneven lift produced across a rotor disc as it spins. This was solved by using flexible blades with hinged mounts that allowed each blade to flap up and down, balancing lift and drag. The KD-1’s “D” stood for direct control, allowing pilots to maneuver without depending on airspeed. Its light controls and sensitive handling made it remarkably responsive for its time.

Before World War II, autogiros were used by the U.S. Army and the U.S. Border Patrol, including patrol missions along the U.S.–Mexico border. In 1938, seven YG-1Bs were purchased by the Army for America’s first rotary aircraft training school in Dayton, Ohio, a crucial step toward the development of the modern helicopter.
This KD-1A, acquired from the Fyfield Estate, is the only surviving example of the seven built. No detailed service history is available.

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