Unlike many other facilities of the US Air Force, closed or mothballed after the end of World War II, the demand for the Eglin airbase and the nearby training ground only increased in the post-war period. In the 1950s, after the Air Force Armament Center moved to Eglin, the crews of the Convair B-36 Peacemaker strategic bombers trained at a nearby training ground, dropping large-sized models of nuclear bombs. The airbase was practicing the procedure for equipping bombers with nuclear bombs and preparing for an emergency flight. The Peacekeepers, loaded to capacity with fuel, circled over the Gulf of Mexico, after which they carried out test bombing. All crews of "strategists" admitted to combat duty had to go through this exercise. Later, B-36s from Carswell Air Force Base in Texas began to fly to the Eglin test site. Often, before the bombs were dropped at the range, interceptor fighters would rise to meet them, trying to drive the bombers into their sights before reaching the bombing line.
In a number of cases, these trainings almost led to tragic consequences. So, on July 10, 1951, 9 B-36Ds were in the air, accompanied by 18 F-84 Thunderjets. Several F-86s rose to meet them. During a training air battle, one of the Sabers almost collided with a bomber. Soon, the B-36D crew from Carswell, when opening the bomb bay doors due to a faulty switch, inadvertently dropped a Mark 4 nuclear bomb simulator equipped with 2300 kg of high explosives. Fortunately, the explosion took place in the air over a deserted area, and no one was injured.
In 1953, as part of the FICON project in Florida, modified GRB-36F and GRF-84F were tested. Initially, the project provided for the suspension of the fighter under the bomber to protect it from attacks by enemy interceptors. However, later, the US military decided to create a long-range carrier - a high-speed reconnaissance aircraft for conducting reconnaissance over well-covered air defense systems.
After completing the reconnaissance mission, the GRF-84F, created on the basis of the RF-84F tactical reconnaissance aircraft, returned to the carrier aircraft using a special trapezoid. At the end of the test cycle, the US Air Force ordered 10 GRB-36D carriers and 25 RF-84K photo reconnaissance vehicles. The RF-84K aircraft, unlike the GRF-84F, was armed with four 12.7 mm machine guns and could conduct an air battle. The reconnaissance aviation complex had an impressive range of more than 6,000 km. However, the GRB-36D service was short-lived; in reality, uncoupling and docking of the jet reconnaissance aircraft with the carrier aircraft was a very difficult matter. After the appearance of the Lockheed U-2 high-altitude reconnaissance aircraft, the complex was considered obsolete.
The bombing specialization of the test site in the vicinity of the airbase led to the fact that many serial and experienced American bombers were tested at Eglin. The first American jet bomber tested in Florida was the Convair XB-46. An experimental aircraft with an elongated streamlined fuselage and two engines under a thin straight wing took off in April 1947.
The aircraft with a maximum takeoff weight of 43455 kg by the standards of the late 40s showed good flight data: a maximum speed of 870 km / h and a flight range of 4600 km. The maximum bomb load reached 8000 kg. It was supposed to repel the attacks of enemy fighters using a coaxial 12, 7-mm machine-gun mount with radar guidance in the tail section. Although the XB-46 made a very favorable impression on the test pilots, it lost the competition to the Boeing B-47 Stratojet bomber.
A wing with a sweep angle of about 30 degrees, more powerful engines and an impressive supply of fuel on board provided the B-47 with better flight performance. With a maximum takeoff weight of over 90,000 kg, the Stratojet could bombard a range of 3,000 km and reach a maximum speed of 970 km / h at high altitude. The maximum bomb load was 9000 kg. In the 50s, the Americans positioned the B-47 as the fastest long-range bomber.
In 1951, the first B-47 arrived at Eglin. Subsequently, on several pre-production "Stratojets" in Florida, they worked out the fire control system of a defensive 20-mm installation with AN / APG-39 radar and bomber sights. From 7 to 21 October 1953, nine practical tests of the ejection seat were carried out. For this, a training version of the TB-47B (modified B-47B) was used. In the 50-60s, until the withdrawal of the B-47 from service, several bombers were at the airbase on a permanent basis.
In the early 60s, early modifications of the B-47 bombers were converted into QB-47 radio-controlled targets. They were used in tests of long-range air defense systems and interceptors. A number of incidents have been associated with these vehicles at Eglin Air Force Base. So, on August 20, 1963, QB-47 deviated from the course during the landing approach and accidentally landed on the freeway, which ran parallel to the runway. A few days later, another QB-47 crashed into target aircraft at the airbase during an emergency landing, destroying several vehicles and killing two mechanics on the ground. After this incident, the base command decided, if possible, to abandon unmanned landings of heavy unmanned aircraft. As a rule, the return of the QB-47 after takeoff was not envisaged.
To facilitate the development and testing of new types of aviation weapons, the Air Force Armaments Center was formed at Eglin Air Force Base in 1950. This structure was entrusted with the process of evaluating, fine-tuning and adapting for the use of non-nuclear aviation weapons from new and promising combat aircraft. This made it possible to optimize the development and testing of aviation ammunition. This function of the Eglin airbase has survived to this day.
In the late 50s, the army command was concerned with increasing the capabilities of the airborne units. Helicopters were still few in number, and their carrying capacity, range and flight speed left much to be desired. In this regard, a competition was announced to create a light two-engine military transport aircraft capable of landing on minimally prepared sites. Also, a program for the creation of airborne assault gliders of greater carrying capacity was launched.
Beginning in August 1950, Florida tested: Fairchild C-82 Packet, Chase C-122, Fairchild C-123 Provider, Northrop C-125 Raider and Chase XG-18A and Chase XG-20 landing gliders. In 1951, the tests were joined by a Douglas YC-47F Super equipped with solid-propellant accelerators for short takeoff and brake parachutes and a transport Fairchild C-119 Flying Boxcar with additional turbojet engines operating on takeoff.
On the basis of the Fairchild C-82 Packet, the transport Fairchild C-119 Flying Boxcar was later developed, which became widespread. The three-engine Northrop C-125 Raider was built in a small series and was used mainly in the Arctic.
The most successful was the Fairchild C-123 Provider, built in over 300 units. The prototype for the C-123 was the Chase XG-20 airframe equipped with two engines.
The aircraft, which had the ability to take off and land shortly, was never used as an airborne assault, it was used by the Air Force to deliver aviation spare parts to forward airfields, was involved in search and rescue operations and evacuation missions, delivered supplies to forward bases in Vietnam and sprayed defoliants over the jungle. Modified aircraft with special equipment on board participated in covert CIA operations, several machines were converted into "gunships".
The fighting on the Korean Peninsula revealed the need for an artillery fire spotter. In late 1950, the North American T-28A Trojan.
The aircraft of the first modification with an 800 hp radial piston engine. developed a speed of 520 km / h and, after refinement, was actively used in numerous local conflicts as a light attack aircraft, an aircraft controller and an artillery fire spotter.
After the outbreak of the Korean War, it became clear that the B-26 Invader piston bombers are extremely vulnerable during the daytime. The US Air Force urgently needed a tactical bomber whose top speed would be comparable to that of a MiG-15 fighter. Since there was no ready-made bomber that would satisfy such requirements in the United States, the generals turned their attention to the British jet English Electric Canberra, which was put into service by the RAF in the spring of 1951. "Canberra", which developed a maximum speed of 960 km / h, had a combat radius of 1300 km with 2500 kg of bombs on board.
In the same year, the bomber was comprehensively tested in the United States, after which it was accepted into service under the designation B-57A. However, the process of fine-tuning and mastering the bomber dragged on, and he did not have time to take part in the Korean War.
In the UK, they acquired a license, and the production was taken up by Martin, which received an order from the Air Force for 250 aircraft. Serial B-57A took place in a freezer specially built at the Eglin airbase, climatic tests and practiced weapons at the test site.
In 1952, flight tests of the Piasecki H-21 Workhorse helicopter were carried out at the airbase. This "flying banana" was originally developed for Arctic rescue operations. But the Air Force needed a transport-assault helicopter capable of transporting half a platoon of infantrymen with heavy machine guns and mortars, and the combat debut of the vehicle took place in the jungles of Indochina.
For its time, the helicopter demonstrated very good characteristics: a maximum speed of 205 km / h, a flight range of 430 km. With a takeoff weight of 6893 kg, the H-21 could accommodate 20 armed paratroopers. During trials, the Piasecki H-21 Workhorse was accompanied by a light Sikorsky YH-5A.
Since 1946, after passing tests in Florida, until 1955, several of these machines were based at Eglin airbase and were used for liaison purposes to monitor the tests of aircraft weapons and in rescue operations. The helicopter, designed by Igor Sikorsky, was one of the first to be built in a large series. The US military alone purchased more than 300 copies. During the Korean War, this vehicle was used to deliver messages, adjust artillery fire and rescue the wounded. A miniature helicopter with a take-off weight of 2190 kg, with full fuel tanks and two passengers could fly 460 km. The maximum speed was 170 km / h, cruising speed was 130 km / h.
In 1953, the GAM-63 RASCAL supersonic cruise missile was tested at the test site. In May 1947, Bell Aircraft began creating a guided cruise missile for arming the B-29, B-36 and B-50 bombers. A liquid-propellant rocket engine operating on fuming nitric acid and kerosene was chosen as the power plant. The target was to be hit by a 2 Mt W27 thermonuclear warhead. It was believed that the use of a supersonic cruise missile would significantly reduce the loss of strategic bombers from air defense systems. The procedure for refueling the rocket with fuel and oxidizer was rather complicated and unsafe, and if it was impossible to urgently refuel the GAM-63 before a combat mission, it was possible to drop the rocket as a conventional free-falling bomb.
During tests, a rocket weighing 8255 kg showed a range of slightly more than 160 km and developed a speed of 3138 km / h. The circular deviation is 900 meters. Initially, after launching from the carrier, the control was carried out by an inertial autopilot. After reaching the target area on board the rocket, which rose to an altitude of about 15 km, the radar was turned on, and the radar picture was broadcast to the bomber. The missile guidance was carried out on the basis of the received data over the radio channel.
By the time the cruise missile tests began, piston bombers were already considered obsolete, and it was decided to refine it for use with the B-47. Two B-47B bombers were converted for testing. The tests of the GAM-63 went hard, the process of unsuccessful launches was great. From 1951 to 1957, the rocket was launched 47 times. As a result, GAM-63 lost to the product of North American Aviation - AGM-28 Hound Dog.
The AGM-28 rocket was equipped with a turbojet engine running on aviation kerosene, which did not use an extremely dangerous oxidizer in circulation, had a launch range of more than 1200 km, astroinertial guidance and developed a speed of 2400 km / h at an altitude of 17 km.
In September 1953, the first batch of B-61A Matador cruise missiles arrived at the airbase for testing. The 5400 kg rocket was launched using a solid-propellant booster from a towed launcher.
The first American land-based cruise missile "Matador" with an Allison J33 (A-37) turbojet engine, which was put into service, accelerated to a speed of 1040 km / h and could theoretically hit targets with nuclear warheads at a distance of more than 900 km. During the flight on the first modification of the cruise missile, its location was tracked using the radar, and the course was controlled by the guidance operator. But such a guidance system did not allow the missile to be used at a range of more than 400 km, and on a later modification of the MGM-1C, the course was determined from the signals of the Shanicle navigation system radio beacons. However, the use of radio beacons in wartime was problematic, and the radio command guidance system was vulnerable to organized interference. Although the "Matadors" were built in large series and deployed on the territory of Germany, South Korea and Taiwan, they did not last long, and were removed from service in 1962.
From March to October 1954, the Eglin tested the Soviet MiG-15 fighter hijacked by the North Korean pilot No Geum Sok to South Korea. This was the first serviceable MiG-15 that the Americans inherited.
Experienced American test pilots tested the MiG during the interception of B-36, B-50 and B-47 bombers. It turned out that only the jet "Stratojet" has a chance to avoid an unwanted meeting with the MiG. Training air battles with the F-84 demonstrated the full advantage of the MiG-15. With the F-86, the fights were on an equal footing and more depended on the qualifications of the pilots.
In 1954, the F-86F was tested at the airbase training ground, converted into fighter-bombers. At the same time, the tactical aviation command was shown the possibility of bombing at night. Before that, the target at the range was "marked" with incendiary ammunition from a targeting aircraft or was illuminated by special bombs on parachutes dropped from support aircraft loitering above. Subsequently, this exercise at a training ground in Florida was practiced by the pilots of the F-100A Super Saber and F - 105 Thunderchief.
