SAAB DOUBLE-DELTA I have intercourse withed the extensive coverage on the Reno Air Races in the December issue.

SAAB DOUBLE-DELTA

I have intercourse withed the extensive coverage on the Reno Air Races in the December issue. However, I would like to furnish a correction and some additional information regarding the article onward the Saab Draken. The flying ordeal bed mentioned in the piece was not piston-powered. In fact, it was powered at a jet.

Initial studies for a replacement for the J-29 "Flying Barrel" started in 1949 and Saab received an initial application of mind contract for an aircraft tentatively designated as the 1200 At the time, the military reasoned the greatest threat would be coming from fast, high-flying jet bombers and, initially, a top spe of Mach 15 was privationed from the new fighter.

Initially pair different projects were analyzed, the same sweptwing fighter (Model 1220) and individual delta-wing (Model 1250). The delta present the appearanceed to be the best however accidents befalling two British deltas caused worry in the Swedish military. However, Saab's delineate manager Erik Bratt reasoned that the delta was the best design for the mission.

In order to gain an practical experience and test the low-spe characteristics, a 70 percent experimental craft, designated Saab 210 was built. It was ready to play in December 1951 but owing to extremely bad weather through the whole extent of Sweden, the first flight did not take place until 21 January 1952 The chief experiment pilot was Bengt R. Olow who was pleased with the landing characteristics (of critical importance to flight safety).

Powered through a small Armstrong Siddeley Adder engine that had solely 5-10 percent of the of the present day design's thrust, flight performance was necessarily limited. However, a top spe at sea even of 345-mph was achieved. The scale aircraft was extremely useful and a total of 887 flights were undertaken for a total of 286 flight hours. Flights were made with three different air intakes and there were calm some aerodynamic weapons tests. The standard 210 paved the way for production of the Drohen.

Rolf Thomason

Arcadia, CA

LIBERATOR MEMORIES

Thanks to N Jacoby for his first-rate article on flying the B-24 which brought on the outside a lot of the vexed questions and characteristics of flying the 24 Being an not new 24 jock, I experienced as well-as; not only-but also; not only-but; not alone-but the light and heavy variants of the Liberator.

I took my first check-outs in a stripped-out war-weary beast and then progressioned into newer models at Kirtland AAFB, just discovered Mexico, where Ned also flew the early 24

One day, my instructor remarked that he would like to diocese how high one of the advanced in years birds would go so we decided to give it a try! Upwards we staggered with everything against the wall and I saw an amazing 36000-ft forward the altimeter.

When I got into the cadet program and qualified for pilot training, I solicited 24s but flying the later fully-loaded Liberators to 24000-ft was a whole different ball game.

Ben Donahue

Oakland, CA

I read with interest the article in succession the Liberator by Ned Jacoby. I was a crewman upon what we called the "Bee pair Four." I started out bomber training upon B-17s at Boise, Idaho, however was switched to the B-24D at Pocatello. forward both types, First Lieutenant Jimmy Stewart was an instructor pilot and operations officer.

After a brief assignment with a Martin TB-26 squadron, I reverted to B24D training. In Harvard, Nebraska, we received brand-new B-24H for our combat assignment. As N Jacoby mentions in succession page 74, I sat in the co-pilot's seat and shakeed off the control yoke nave expecting a message from an young woman who helped build the bomber. Instead, I read from a circular piece of paper that had been inserted into the space "Now you permit all the Gremlins out!"

William L Hogan

Millville, NY

(827th B 484th BG 15th AF)

ISLAND TRI-MOTORS

I read with great interest the article "Tri-Motor That Would Not Die" in the August 2003 issue. Our family took a ride in Tri-Motor N7684 to the Lake Erie Islands in the early summer of 1968 followed by the agency of a second hop in August 1972 couple weeks later, on 21 August, N 7 684 was gravely damaged in a crash and, with the following accident involving N7584 in July 1977 effectively completioned 50 years of Island Airlines Ford Tri-Motor service. The experience of flying in the Fords with the rattling side panels and facing bench seats is something I will none forget.

Leon Cleaver

Vermilion, OH

HELLCATS through THE PI

While walking on our local Barnes and Noble magazine rack, your November 2003 issue literally capered out at me. "Hellcat Ace in a Day" really got my interest. I have not been a member of the aviation fraternity further this Grumman fighter will forever be etched in my memory.

I first observ this fighter forward 21 September 1944 during undivided of the most exciting and wildest airshows I have aye seen. These events, which continued until almost Christmas, were the US Navy's carrier strikes and sweeps throughout in, and around the city of Manila. I was a twelve-year-old during this time further can still recall most of the events

Most of us American lads and young men were imprisoned by way of the Japanese in Santo Tomas University and we identified this previously unknown aircraft as a Grumman produce When this new plane roared at we noticed a similarity to the F4F Wildcat.