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We know Easter is coming up soon and plans are bei

We know Easter is coming up soon and plans are being made already, so don't forget that we have an egg hunt right here at our museum one week from today!

You and the whole family can search for eggs, meet the Easter Bunny, and stop by Ark Coffee (@_arkcoffee) for some delicious drinks to fuel up before (and after) the hunt. What kind of plane do you think the bunny would deliver eggs in?

Find tickets here: https://shop.yanksair.org/products/easter-celebration-eggs-citing-egg-hunt

Tomorrow, from 10am-12pm, we are honored to welcom

Tomorrow, from 10am-12pm, we are honored to welcome Vietnam Veterans for a special morning dedicated to gratitude, remembrance, and connection. You'll be able to find our Huey Helicopter as our featured aircraft on display for the event, as well as complimentary coffee, donuts, museum admission, and a guided tour, all free for Vietnam Veterans.

We look forward to spending time together, listening to stories, sharing memories, and recognizing the lasting legacy of those who served.

Casey is back from vacation! He's got a lot in sto

Casey is back from vacation! He's got a lot in store for you coming up, but we had to start with a new project that's been right under our noses for a long time. Can you believe we found this so close to home? Check out what a WACO UPF 7 looks like stripped down, as we work on getting it back in the air someday. Ever flown in a barnstormer plane before?

On March 25, 1955, Vought test pilot John W. Konra

On March 25, 1955, Vought test pilot John W. Konrad took the prototype XF8U-1 Crusader (Bu. No. 138899) up from Edwards AFB, and made history on its very first flight. The Navy fighter went supersonic in level flight, the first U.S. jet to crack 1,000 mph without a dive, vaulting carrier aviation into the Mach 1 era.

From drawing board to sky in just 21 months, this swept-wing jet featured a revolutionary variable-incidence wing: hinged to tilt 7° upward for carrier launches and traps (dropping landing speeds below 105 knots) while keeping the fuselage level for improved visibility. A single Pratt & Whitney J57 turbojet lit the afterburner for Mach 1.5+ flights up to 42,000 feet, arming it with four 20 mm Colt cannons helping earn it the nickname "The Last of the Gunfighters".

Over 1,260 built flew Navy and Marine Vietnam missions, French carrier ops, even NASA fly-by-wire tests. The prototype endures, restored at Seattle's Museum of Flight.

Two Grumman “cats,” separated by a generation, tel

Two Grumman “cats,” separated by a generation, tell the story of how naval air combat evolved from raw speed to long-range, sensor-driven dominance.

The F11F-1 Tiger arrived at the dawn of the supersonic Navy. Born from the Panther and Cougar lineage but redesigned so thoroughly it earned a new designation, the Tiger paired a 35-degree swept wing with a coke-bottle fuselage to cut transonic drag and push carrier fighters into a new performance class. It was the Navy’s fastest carrier-borne fighter of its day, and it became one of the rarest Grumman cats, with only about 200 built. It later gained a second life in the public eye as a Blue Angels performer, dazzling crowds while the Navy’s tactics and technology advanced at a rapid pace.

The F-14A Tomcat shows where that evolution led. Designed at the height of the Cold War, the Tomcat was built to defend carriers from long-range Soviet bomber threats, and it did so with a weapons and radar combination that was unprecedented for its time. The AWG-9 radar and Phoenix missile gave the Navy the ability to detect, track, and engage targets at ranges that simply were not part of the Tiger era. Beginning in 1981, the Tomcat also expanded into the reconnaissance role with TARPS, turning an air-superiority fighter into a platform that could find targets as well as fight them. And of course, the F-14 became a cultural icon after its starring role in Top Gun, but its real legacy is how it defined fleet defense when the stakes were measured in hundreds of miles and seconds of warning time.

Put side by side, these two aircraft capture the Navy’s shift from the early supersonic era, where aerodynamic breakthroughs defined the cutting edge, to the Cold War world of intercept geometry, radar screens, and long-range missiles.

Our F11F-1 Tiger was delivered in 1957 and stricken in July 1967. We acquired it in 2005, and today it is displayed in the markings of VF-21. Our F-14A Tomcat was delivered in 1973 and stricken in 1992. We acquired it in 2001; it now wears the markings of VF-2 “Bounty Hunters.”

📷 @paddybphotography

🐣 Fly on over for some Easter fun! 🐣 Don’t miss o

🐣 Fly on over for some Easter fun! 🐣

Don’t miss our Easter Event on April 4th from 1–3 PM! Join us for an afternoon full of activities, rides, an egg hunt and a special photo op with the Easter Bunny 🐰📸

Bring the whole family and celebrate with us, we can’t wait to see you there! Visit our website or events page on Facebook to purchase your Easter Tickets. Pre-Registration Required, Limited Supply

Don’t forget to fuel up with @_arkcoffee , our amazing on-site partners serving up delicious coffee, refreshing lemonade, and handcrafted artisanal drinks throughout the celebration!

Does this look like a four‑engined C‑47 to anyone

Does this look like a four‑engined C‑47 to anyone else? You wouldn’t be the first to think so. This is the Douglas XC‑112A. It was the prototype for what became the DC‑6, a pressurized, stretched evolution of the C‑54 Skymaster (itself a militarized DC‑4), and it carried forward that same utilitarian, durable DNA. But behind the familiar silhouette was a substantially reworked machine: longer, faster, fully pressurized, and powered by four 18‑cylinder Pratt & Whitney Double Wasp radials.

Originally ordered as a wartime transport for the U.S. Army Air Forces, the XC‑112A flew too late to see combat. Instead, it morphed into the civilian DC‑6, which entered airline service in 1947 to go head‑to‑head with the Lockheed Constellation. An early grounding after fatal fuel‑system fires nearly killed the program, but once corrected, the DC‑6 earned a reputation as one of the most reliable piston airliners of its era. It was rugged, economical, and flying passenger and cargo flights well into the jet age. It even outlasted its more advanced sibling, the DC‑7, in day‑to‑day service.

The lone XC‑112A prototype was later converted to a DC‑6 standard configuration, sold off in the mid‑1950s, and passed through several operators, including time in Spain, before ending its days in a 1976 crash near Van Nuys as YC‑112A/DC‑6 N901MA. Its lineage, though, was anything but a dead end: from Harry Truman’s presidential VC‑118 Independence to bush and cargo DC‑6s still hauling loads in remote regions, the DC‑6 family helped carry the world for decades.

The North American SNJ‑5 Texan was the workhorse o

The North American SNJ‑5 Texan was the workhorse of advanced pilot training in World War II. Developed from North American’s 1937 competition-winning trainer design, it evolved into the AT‑6/T‑6 family and became the most widely used advanced trainer in Allied service, remaining in production into the 1950s. Known as the AT‑6 in the USAAF (and later T‑6), and as the SNJ in U.S. Navy service, it prepared thousands of young aviators for frontline fighters.

Naval cadets typically moved from weeks of pre‑flight academics to primary training in biplanes and N3Ns, then into the SNJ for about five months of advanced work. In the Texan they learned carrier approaches, formation flying, gunnery, bombing, and rocket attacks before heading to combat units. When the Japanese attacked Pearl Harbor, the Navy had only a few thousand combat‑qualified pilots. Trainers like the SNJ helped grow that force into tens of thousands of aviators by war’s end.

After 1945, thousands of Texans soldiered on in uniform around the world, including the well-known Harvard variants overseas, cementing the type’s reputation as “the pilot maker.”

Our aircraft was delivered on January 29, 1944, and assigned to VN 4D8 before serving with NART Barin Field, Alabama, from 1944 to 1945. In December 1945, it was placed in the overhaul pool, then moved through storage at NAS Pensacola and NAS Litchfield between 1946 and 1948, with additional assignment to NART Memphis in 1948. Declared surplus at Litchfield in 1957, it was struck from inventory on August 26, 1957. It was later purchased and restored in 1976 by our former curator, Stan Hoefler, and became part of our collection in 1999.

📸 @paddybphotography

The first photograph shows the Mark 1 prototype of

The first photograph shows the Mark 1 prototype of the Avro Canada CF-100 Canuck, Canada's first domestically designed jet fighter, which flew for the first time on January 19, 1950.

Born from an RCAF requirement for all-weather defense of Canada's vast northern frontier, the CF-100 was purpose-built as a long-range, radar-equipped interceptor. Powered initially by two Rolls-Royce Avon turbojets (before switching to the Canadian Orenda), this prototype launched the only Canadian fighter to reach full-scale production, with 692 eventually built.

From day one, the Canuck prioritized endurance and reliability over flash. It could scramble through brutal weather that grounded other jets, thanks to onboard radar and rugged construction. In 1952, test pilot Janusz Żurakowski pushed a CF-100 past Mach 1 in a dive. Early marks packed eight .50-caliber machine guns; later versions swapped them for wingtip rocket pods loaded with Mighty Mouse FFARs, perfect for bomber interception.

Nicknamed the "Clunk" for its utilitarian looks, the CF-100 equipped nine RCAF squadrons at peak strength, served with NATO in Europe, and stood NORAD watch against Soviet bombers. Belgium flew 53 as the sole export customer. Though overshadowed by the cancelled CF-105 Arrow, it soldiered on in training and electronic warfare roles until 1981.

By name, you know here at Yanks we specialize in American aircraft. But we like to highlight an aircraft built beyond our borders when it catches our attention.

The F-100C-25 Super Sabre brought the U.S. Air For

The F-100C-25 Super Sabre brought the U.S. Air Force fully into the supersonic era. Building on the interceptor-focused A/B models, this late-block C variant, specifically the -25 sub-block from Dallas production, transformed the design into a dedicated fighter-bomber with key upgrades.

The F-100C debuted the "wet wing" fuel tanks integrated into 1,602 gallons of internal capacity (nearly doubling early models), plus an in-flight refueling probe, underwing pylons for bombs/rockets, and advanced Low-Altitude Bombing System (LABS) radar for precision toss-bombing. Heat-resistant titanium construction handled Mach 1.3+ speeds, while automatic slats, pressurization, and fuel management made it reliable for high-low attack profiles.

This specific C-25 refinement cemented the Super Sabre's legacy, powering Bendix Trophy wins and paving the way for USAF tactical nuclear strike doctrine through the early Cold War.

Our aircraft was delivered on March 29, 1956, and initially assigned to the 413th Fighter-Day Group at George AFB, California, with a deployment to Shaw AFB, South Carolina. It later served with the 479th Tactical Fighter Group at George AFB, deploying to Langley AFB, Virginia, and McChord AFB, Washington. In 1959, it passed through McClellan AFB before assignments to the 4530th Combat Crew Training unit at Williams AFB, Arizona, and the 4510th CCTW at Luke AFB.

From August 1964 to May 1968, it flew with the 121st Tactical Fighter Group of the Ohio Air National Guard at Lockbourne AFB, followed by service with the 354th Tactical Fighter Wing at Kunsan AB, Korea. It returned to the 121st TFG in 1969 before going into storage at Davis-Monthan AFB in 1971. After a final stop at McClellan AFB, it was stricken from the inventory in December 1972.

This F-100C-25 joined our collection in 2004.

📷 @paddybphotography

On March 17, 1947, the prototype XB‑45 Tornado lif

On March 17, 1947, the prototype XB‑45 Tornado lifted off from Muroc Army Air Field and quietly made history as America’s first jet‑powered bomber. Test pilot George Krebs and flight engineer Paul Brewer spent an hour wringing out the new four‑engine jet over the Mojave, proving that heavy bombers could finally leave pistons and propellers behind.

Powered by four early Allison J35 turbojets buried in sleek under‑wing pods, the XB‑45 could top 500 mph and haul a World War II–sized bomb load from a much smaller, fighter‑like airframe. It was the bridge between the B‑29 and the swept‑wing bombers that defined the early Cold War.

The design led directly to the B‑45A Tornado, the first operational U.S. jet bomber and one of the first capable of carrying nuclear weapons. Though soon overshadowed by the B‑47 Stratojet, the Tornado’s first flight marked the moment U.S. bomber crews truly entered the jet age.

Designed as a supersonic, all‑weather nuclear stri

Designed as a supersonic, all‑weather nuclear strike fighter at the height of the Cold War, the F‑105 carried on Republic’s tradition from the P‑47 and F‑84, aircraft built around speed, toughness, and heavy ordnance capability. Nicknamed the “Thud,” it became the U.S. Air Force’s primary strike aircraft early in the Vietnam War and flew more attack sorties over North Vietnam than any other U.S. type.

Built for high‑speed, low‑level penetration, the F‑105 could haul over 12,000 pounds of conventional ordnance, more than a World War II B‑17 typically carried, and in tests lifted bomb loads approaching 14,000 pounds. Originally optimized for nuclear delivery, it proved highly effective in the conventional role, flying the bulk of the early Rolling Thunder missions into some of the most heavily defended airspace in the world. Its combination of speed, payload, and robust construction made it a true workhorse despite heavy losses in combat.

Our aircraft, serial number 59-1759, was delivered January 31, 1961, and initially assigned to the 4520th Combat Crew Training Wing at Nellis AFB, Nevada. It returned to Republic Aviation in 1963 before joining the 23rd Tactical Fighter Wing at McConnell AFB, Kansas, in 1964. In June 1965, it deployed to the 355th Tactical Fighter Wing at Takhli RTAFB, Thailand, followed by assignments with the 18th TFW at Kadena AB, Japan, and the 388th TFW at Korat RTAFB, Thailand, with additional deployments back to Takhli. It later returned stateside with the 23rd TFW at McConnell AFB before being transferred to the Aerospace Maintenance and Regeneration Center at Davis-Monthan AFB, Arizona, in March 1982, where it was dropped from the inventory.

📸 @paddybphotography

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We know Easter is coming up soon and plans are bei

We know Easter is coming up soon and plans are being made already, so don't forget that we have an egg hunt right here at our museum one week from today!

You and the whole family can search for eggs, meet the Easter Bunny, and stop by Ark Coffee (@_arkcoffee) for some delicious drinks to fuel up before (and after) the hunt. What kind of plane do you think the bunny would deliver eggs in?

Find tickets here: https://shop.yanksair.org/products/easter-celebration-eggs-citing-egg-hunt

Tomorrow, from 10am-12pm, we are honored to welcom

Tomorrow, from 10am-12pm, we are honored to welcome Vietnam Veterans for a special morning dedicated to gratitude, remembrance, and connection. You'll be able to find our Huey Helicopter as our featured aircraft on display for the event, as well as complimentary coffee, donuts, museum admission, and a guided tour, all free for Vietnam Veterans.

We look forward to spending time together, listening to stories, sharing memories, and recognizing the lasting legacy of those who served.

Casey is back from vacation! He's got a lot in sto

Casey is back from vacation! He's got a lot in store for you coming up, but we had to start with a new project that's been right under our noses for a long time. Can you believe we found this so close to home? Check out what a WACO UPF 7 looks like stripped down, as we work on getting it back in the air someday. Ever flown in a barnstormer plane before?

On March 25, 1955, Vought test pilot John W. Konra

On March 25, 1955, Vought test pilot John W. Konrad took the prototype XF8U-1 Crusader (Bu. No. 138899) up from Edwards AFB, and made history on its very first flight. The Navy fighter went supersonic in level flight, the first U.S. jet to crack 1,000 mph without a dive, vaulting carrier aviation into the Mach 1 era.

From drawing board to sky in just 21 months, this swept-wing jet featured a revolutionary variable-incidence wing: hinged to tilt 7° upward for carrier launches and traps (dropping landing speeds below 105 knots) while keeping the fuselage level for improved visibility. A single Pratt & Whitney J57 turbojet lit the afterburner for Mach 1.5+ flights up to 42,000 feet, arming it with four 20 mm Colt cannons helping earn it the nickname "The Last of the Gunfighters".

Over 1,260 built flew Navy and Marine Vietnam missions, French carrier ops, even NASA fly-by-wire tests. The prototype endures, restored at Seattle's Museum of Flight.

Two Grumman “cats,” separated by a generation, tel

Two Grumman “cats,” separated by a generation, tell the story of how naval air combat evolved from raw speed to long-range, sensor-driven dominance.

The F11F-1 Tiger arrived at the dawn of the supersonic Navy. Born from the Panther and Cougar lineage but redesigned so thoroughly it earned a new designation, the Tiger paired a 35-degree swept wing with a coke-bottle fuselage to cut transonic drag and push carrier fighters into a new performance class. It was the Navy’s fastest carrier-borne fighter of its day, and it became one of the rarest Grumman cats, with only about 200 built. It later gained a second life in the public eye as a Blue Angels performer, dazzling crowds while the Navy’s tactics and technology advanced at a rapid pace.

The F-14A Tomcat shows where that evolution led. Designed at the height of the Cold War, the Tomcat was built to defend carriers from long-range Soviet bomber threats, and it did so with a weapons and radar combination that was unprecedented for its time. The AWG-9 radar and Phoenix missile gave the Navy the ability to detect, track, and engage targets at ranges that simply were not part of the Tiger era. Beginning in 1981, the Tomcat also expanded into the reconnaissance role with TARPS, turning an air-superiority fighter into a platform that could find targets as well as fight them. And of course, the F-14 became a cultural icon after its starring role in Top Gun, but its real legacy is how it defined fleet defense when the stakes were measured in hundreds of miles and seconds of warning time.

Put side by side, these two aircraft capture the Navy’s shift from the early supersonic era, where aerodynamic breakthroughs defined the cutting edge, to the Cold War world of intercept geometry, radar screens, and long-range missiles.

Our F11F-1 Tiger was delivered in 1957 and stricken in July 1967. We acquired it in 2005, and today it is displayed in the markings of VF-21. Our F-14A Tomcat was delivered in 1973 and stricken in 1992. We acquired it in 2001; it now wears the markings of VF-2 “Bounty Hunters.”

📷 @paddybphotography

🐣 Fly on over for some Easter fun! 🐣 Don’t miss o

🐣 Fly on over for some Easter fun! 🐣

Don’t miss our Easter Event on April 4th from 1–3 PM! Join us for an afternoon full of activities, rides, an egg hunt and a special photo op with the Easter Bunny 🐰📸

Bring the whole family and celebrate with us, we can’t wait to see you there! Visit our website or events page on Facebook to purchase your Easter Tickets. Pre-Registration Required, Limited Supply

Don’t forget to fuel up with @_arkcoffee , our amazing on-site partners serving up delicious coffee, refreshing lemonade, and handcrafted artisanal drinks throughout the celebration!

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