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History

The legendary Tuskegee Airmen member Brig. Gen. Charles McGee passed away

by Till Daisd July 22, 2023

On January 16, 2022, retired Brig. Gen. Charles McGee, a renowned member of the Tuskegee Airmen, passed away at 102 years old

On January 16, 2022, retired Brig. Gen. Charles McGee, a renowned member of the Tuskegee Airmen, passed away at 102 years old. Throughout his career, McGee completed 409 air combat missions.

He was one of the last surviving pilots from the Tuskegee Airmen — a group of African American pilots who were credited not only for their service in World War II but also for breaking barriers.

McGee was one of just 8 combat-experienced pilots left out of the 355 Tuskegee pilots, according to WTOP News.

McGee, who was born on December 7th, 1919, in Cleveland, excelled as a leader from a young age and attained the rank of outstanding Eagle Scout. He continued to lead throughout his military career after entering the US Army as a pilot on October 26, 1942, according to the article Tuskegee Airman celebrates 102nd birthday at 12th FTW by Lori A. Bultman, 502nd Air Base Wing Public Affairs.

On June 30, 1943, McGee earned his pilot’s wings. He flew his first mission on Valentine’s Day in February 1944 while stationed in Italy with the 301st Fighter Squadron of the 332d Fighter Group.

McGee-Tuskegee — Retired Brig. Gen. Charles McGee, a documented Tuskegee Airman, holds up a bottle of cola to honor the tradition of shooting down an enemy aircraft during his tour of the 99th Flying Training Squadron on Dec. 6, 2021, at Joint Base San Antonio, Texas.

McGee escorted Consolidated B-24 Liberator and Boeing B-17 Flying Fortress bombers over Germany, Austria, and the Balkans while flying the Bell P-39Q Airacobra, Republic P-47D Thunderbolt, and North American P-51 Mustang fighter planes during World War II. McGee had completed 137 combat missions by the time he was elevated to the rank of captain. In December 1944, he traveled back to the US and started working as an instructor for North American B-25 Mitchell bombers at Tuskegee Army Air Field. He remained there until the base’s closure in 1946.

During the war, McGee was transferred to Lockbourne Air Field in Columbus, Ohio, where he took the position of base operation and training officer before being enrolled in an air refueling unit and attending a technical course for aircraft maintenance. McGee flew P-51 Mustangs once more in the 67th Fighter Bomber Squadron at the start of the Korean War, flying 100 missions and rising to the rank of major.

He continued his career as a fighter pilot in the US Air Force, the Department of Defense’s newest aviation division. Then-Lt. Col. McGee flew 172 combat flights in a McDonnell RF-4 photo reconnaissance aircraft during the Vietnam War. This concluded a 30-year active service career in which he participated in 409 combat missions as a fighter.

Since his retirement about 50 years ago, he has been honored with numerous awards, including the Congressional gold medal and inclusion into the National Aviation Hall of Fame by President George W. Bush.

Yet, McGee’s career did not stop with receiving accolades. In fact, according to his family, the last three years of his life were some of the greatest. He flew three state-of-the-art business jets to commemorate his 99th and 100th birthdays. His last journey was made in an Air Force T-37 VIP Air Transport on December 6, 2021, to visit the 99th Flying Training Squadron, 12th Flying Training Wing, at Joint Base San Antonio-Randolph in honor of his 102nd birthday.

During a heritage tour of the 99th Flying Training Squadron, McGee and many members of his family observed a T-1A Jayhawk with his name on the side on the nearby flightline. Three of McGee’s children were among the visitors who later went to a facility with flight simulators and took part in a training mission in a T-1A aircraft simulator.

A model T-7A Red Hawk was given as a gift at the end of the visit, and squadron members serenaded McGee as a cake was placed in front of him. The Tuskegee Airmen and the P-51 Mustang “Red Tail” aircraft that they flew during World War II are remembered in the Air Force’s newest trainer aircraft, the T-7 Red Hawk.

According to a statement from McGee’s family, he was a “living legend known for his kind-hearted, and humble nature, who saw positivity at every turn.”

Photo by U.S. Air Force photo by Sean M. Worrell

July 22, 2023 0 comment

History

The Fleet Air Arm F4Fs that overwhelmed Luftwaffe Bf-109Gs

by Till Daisd July 21, 2023

written by Till Daisd

In the closing stages of the war, some Messerschmitt Bf-109Gs of III Gruppe/JG5 were defeated by Fleet Air Arm Squadron 882 F4F Wildcat fighters

The British Royal Navy was in dire need of a powerful single-seat monoplane fighter at the outbreak of World War II. This requirement was met by the brand-new Grumman F4F-4 Wildcat fighter produced in America.

Martlets in the Battle of the Atlantic and on Arctic Convoys distinguished themselves by providing efficient fighter support from escort carriers and successfully collaborating with Fairey Swordfish to find German U Boats.

Fleet Air Arm Squadron 882 F4F Wildcat(Martlets were renamed Wildcats in 1944 to align with combined US and British operations) fighters even defeated a few Messerschmitt Bf-109Gs of III Gruppe/JG5 in the last days of the war.

‘On 26 March 1945, in a last action, FM-2s from 882 Squadron Lieut Comdr. GAM Flood, RNVR) off ‘Searcher,’ escorting a flight of Avengers along the coast of Norway, was attacked near Christiansand by a flight of eight III Gruppe JG 5 Me-109Gs that may have been the -14 model,’ Pete Feigal, Former Pro Military Artist and Aviation Expert, says on Quora.

‘The Wildcats shot down four of the Bf-109Gs at a cost of one Wildcat damaged. A fifth 109 was claimed as damaged.

‘As near as can be determined from available Luftwaffe loss lists, there were three 109’s lost, werk# 412398 (Fw. Hermann Jaeger), 782139 (Uffz. Gottfried Rösch), and 782270 (Fw. Heinrich Dreisbach). One other 109 crashed, (pilot unknown) on landing, however, the information available does not indicate if the crash was due to pilot error or from battle damage. Damage to this airplane was noted as 25%. Available Luftwaffe credit lists show no claims from this action.

‘One other 109 crashed, (pilot unknown) on landing, however, the information available does not indicate if the crash was due to pilot error or from battle damage. Damage to this airplane was noted as 25%. Available Luftwaffe credits lists show no claims from this action.

‘Capt. Eric Brown wrote about the F4F Wildcats (Martlets) vs the Messerschmitt Bf 109:

“The Wildcat, although faster and more maneuverable than the Sea Hurricane, was still some 60mph slower than the German fighter. The lower the altitude the less the odds favoured the Me109F. The Wildcat also had a heavier punch to deliver. Verdict: As a dogfighter, the Wildcat was superior to the Me 109F, but the initiative always lay with the Germans because of its superior performance. At low altitudes, the Me109F had the edge over the Wildcat, but not by much.”’

Feigal concludes;

‘However, by the time the Wildcat VI was on the scene (1944), his assessment was rather less rosy:

“Wildcat VI Versus Messerschmitt 109G-6: The agile little Wildcat could outmaneuver the latest version of the Me 109, but the performance differential had widened and the German could run rings around the Wildcat. If the Me 109G-6 was tempted to mix it in a dogfight, the Wildcat had a better-than-even chance of success. Verdict: The Wildcat was no real match for the Me 109G-6, but the German could not afford to take liberties with his angry little opponent.”’

Photo by Clemens Vasters from Viersen, Germany, Germany, and Rob Hodgkins via Wikipedia

July 21, 2023 0 comment

History

The F-16 painted to commemorate the 31st Tiger Squadron of the Belgian Air Component’s 70th anniversary

by Till Daisd July 18, 2023

written by Till Daisd

Our F-16 2021 XTM X-Tiger is now prepared to stalk the skies in an XT-ROAR-DINARY paint for a special event

These awesome images of the new Belgian Air Component “Tiger” F-16 were taken on July 20, 2021, by Andrew Timmerman of Finn Aviation Photography. The aircraft, known as the 2021 XTM X-Tiger, is part of the 31st Tiger Squadron, which is headquartered at Kleine-Brogel Air Base.

“On Friday, July 16, at 10 am, the freshly painted FA-136 “X-Tiger” took to the skies,” reports 31TIGERSQN.BE. Johan Wolfs’ design was carried out by the KeeBee paintshop and plotter section.

“An XT-ROAR-DINARY paint for an extraordinary event, our 2021 XTM X-Tiger is now ready to prowl the skies.”

Timmerman said that the ‘31st Tiger Squadron has been active since 1st October 1951 and they are celebrating their 70th anniversary this year. There will be a special X tiger event that will be held from the 7th-14th of September this year and is also the weekend of the International Sanicole Airshow. Will be several participating members of the NATO Tiger Association joining the exercise so can be sure of some special things for the airshow.’

An F-16 with a specially painted tail was unveiled in October of 2021 by the Belgian Air Component to commemorate 45 years of the Multi-National Fighter Program (MNFP). After the agreement by Belgium, Denmark, the Netherlands, and Norway (the so-called European Participating Governments, EPG), to purchase the F-16, the MNFP was established in June 1975.

Several nations clearly acknowledged the need for new fighter aircraft. The NATO requirement had to be met at the same time, which encouraged these air forces to use a single aircraft. The F-16 multinational aircraft program was started by the EPG’s decision to purchase the F-16 air combat fighter in June 1975. While the European governments purchasing the F-16s are known as the EPG, the air forces flying and maintaining the aircraft are part of the European Participating Air Forces (EPAF).

The USAF’s 1972 Lightweight Fighter prototype program, which attempted to develop a small, cheap, high-performance, air superiority day fighter, gave rise to the F-16.

The EPG had a significant impact in transforming the Lightweight Fighter Program into a significant, multi-faceted acquisition program. The decision to purchase the F-16 made good financial sense because the four EPG nations—Belgium, Denmark, the Netherlands, and Norway—were solid NATO allies of the US and sought to update their F-104G Starfighter interceptor.

July 18, 2023 0 comment

History

An overview of the F-107A Ultra Sabre, the Century Series fighter that never was

by Till Daisd July 17, 2023

written by Till Daisd

The USAF decided to purchase the F-105 Thunderchief instead of producing the F-107A after giving it some serious thought

A mid-1950s improvement on the popular F-100 Super Sabre was the North American F-107A Ultra Sabre. The F-107A was distinguished by its engine air intake located above the cockpit, all-moving vertical fin, and system (known as a Variable Area Intake Duct) that automatically adjusted the quantity of air supplied to the jet engine.

The F-107A (serial number 55-5118), the first of three prototypes, flew in September 1956 and reached Mach 1. A few months later, F-107 flew at Mach 2 (twice the speed of sound).

Notably, the F-107A had issues “tuning” the intake at a high number of Mach during its flight test campaign, an issue that had essentially afflicted the whole Century Series. Several undesirable flying properties were discovered during the subsequent, more thorough study. The automatic variable inlet duct system developed a recurring issue as the flight test campaign went on, limiting the maximum altitude for sustained flying to 51,000 feet.

The U.S. Air Force (USAF) did not finally decide to cancel the F-107 and purchase the F-105 Thunderchief until March 1957, as Ted Spitzmiller explains in his book Century Series, The USAF Quest Air Supremacy 1950-1960.

A quick look at the F-107A Ultra Sabre, the Century Series fighter that never was

The National Advisory Committee for Aeronautics (NACA), the forerunner of NASA (National Aeronautics and Space Administration), then leased the first and third F-107A prototypes for use in high-speed flight research, with the third F-107A’s variable intake serving as one of the primary investigation points. A fixed intake subsequently replaced the variable-area inlet duct, which reduced the top speed to Mach 1.2. Nonetheless, the variable-area inlet duct proved to be a recurrent cause of mechanical issues.

According to Spitzmiller “a second area of interest to NACA and the USAF was the evaluation of a “side-stick” installed on the right side of the F-107A cockpit in addition to the traditional center position. The North American Aviation X-15 rocket plane, then in the final stages of design, would use a ‘hand controller’ that cradled the pilot’s right arm so that the high acceleration forces imparted by the rocket engine would not cause unintended control input. The traditional center stick was for use after burnout of the rocket engine.”

As Spitzmiller explains “the first prototype had so many problems that NACA eventually grounded it and used t as a spares donor for the other two. The third plane, which was turned over to NACA in February 1958 for variable duct research and side-stick evaluation, completed forty flights before an incident ended its flying days. Test Pilot Scott Crossfield, who was preparing to fly the X-15, was piloting 55-5120 [F-107A third prototype] during take-off when he encountered control problems. The plane ground looped, blowing both main tires, and a small brake fire resulted. Although the airplane was not badly damaged, it was decided not to invest in repairs. Crossfield indicated that the desired attributes of the side stick had been demonstrated and that no further testing was needed. The plane was cut up for use as a fire-fighting training form.”

Airframe 55-5118 was purchased by the Pima Air Museum in Tucson while the second prototype (F-107A 55-5119, which was employed for weapons testing with both conventional and atomic bombs) is on display at the Air Force Museum in Dayton, Ohio.

Photo by U.S. Air Force

Additional source: National Museum of the U.S. Air Force

July 17, 2023 0 comment

History

The F-14 Tomcat was designed from the beginning to be a “Bombcat”

by Till Daisd July 16, 2023

written by Till Daisd

The F-14A Tomcat’s AWG-15 fire-control system was always configured in CCIP-mode, meaning the jet could always drop “dumb” bombs

For those who still don’t know: the F-14A Tomcat’s AWG-15 fire-control system was always configured in the CCIP-mode, and the jet was always capable of dropping “dumb” bombs. AWG-9 only refers to the radar, whereas AWG-15 is the entire fire-control system of the Tomcat.

As can be seen in the main image of this post (which features one of the 10+1 prototypes equipped with Mk.82s, AIM-7 Sparrows, and AIM-9 Sidewinders), Grumman actually oversaw the associated flight-testing in 1973–1974.

This is also the reason why, despite the fact that the Iranians were the first to use the F-14A as a “bomber” – either in 1982 or 1986, it appears even they cannot agree on this – all 80 F-14As made for Iran were built and delivered (aside from one that was never delivered) with the CCIP-mode as well as all the shackles and other equipment required to carry and deploy bombs in combat.

In fact, the USN’s VF-32 Squadron conducted several bombing exercises in the period between 1973 and 1974, just after switching to the new jet.

The idea that the F-14 is a “pure interceptor” was only established by modern Navy “flags” (admirals), and it was subsequently repeated in virtually all related English-language sources until it was accepted as dogma. It was a similar dogma like ‘AIM-54 is only good to kill bombers and cruise missiles’ – while the weapon was perfectly capable (and thoroughly tested, and then proven as such in combat) in deployment against ‘small and nimble’ fighters (which was no surprise: already the AIM-54’s predecessor, AIM-47 Falcon – which was to be armed with a nuke, and then installed on the stillborn YF-12A Mach-3-capable interceptor – scored 7 direct hits in 9 tests).

Unsurprisingly, a little over ten years later, when a new generation of flags realized their error, it was no problem for USN’s F-14-units to (re-)start “flight testing” and even do some training in the release of bombs, in the late 1980s. This paved the way for what eventually developed into the “Bombcat” of the late 1990s and early 2000s, as youngsters know it.

Iran was quite eager to get its F-14s outfitted with the Rockwell International AGM-53 Condor when it placed an order for them. A TV-guided missile with a range of approximately 60 km (nearly 30 miles), Condor was something of a “predecessor” of what we today refer to as “precision guided munition” (PGM). It was being developed for the USN since the late 1960s.

Well, on the surface it may appear to be “not much more than the modern AGM-62 Walleye,” but Condor was considerably more advanced and, as shown above, also had a significantly greater range (AGM-62 was, essentially, a glide-bomb).

Unfortunately, Condor was discontinued in 1976 before the Iranians could place any orders due to its prohibitive cost: a single round cost more than AIM-54A Phoenix.

Check out Helion & Company’s website for books written by Tom Cooper.

Photo by U.S. Navy

July 16, 2023 0 comment

History

When a Japanese Kawanishi H6K “Mavis” flying boat was brought down by a USAAF B-17 Flying Fortress

by Till Daisd July 15, 2023

written by Till Daisd

The Japanese, who referred to the B-17 Flying Fortress as a four-engine fighter, gave it a bad reputation in the Pacific

One of the most recognizable aircraft ever constructed is the Flying Fortress. 28th July 1935 saw the first flight of the B-17 prototype.

When the British Royal Air Force received four B-17s for high-altitude missions in 1941, the first B-17s entered battle. The bombers need more armor and armament as World War II progressed.

The B-17E, the first Flying Fortress variant to be produced in large quantities, was equipped with nine machine guns and a 4,000-pound bomb load. Compared to the prototypes, it weighed several tons more and was heavily armed. For better control and stability during high-altitude bombing, it was the first Boeing aircraft with a distinctive, huge tail. Each variant had more powerful weapons.

The Fortresses were also renowned for their remarkable resilience under heavy assault. According to Walt Miller, Former 0311/0302 at United States Marine Corps (1973-1993), on Quora, the Japanese in the Pacific called the aircraft “four-engine fighters” because of its deadly reputation.

The following intriguing story from Roger Freeman’s book B-17 Fortress at War supports the assertion.

“Confidence in the Fortress was always high amongst men of the squadrons operating in the southwest Pacific. It was considered a ‘rugged ship’, highly durable which aircrew felt they had a chance and was quite able to give any formation of Zeros a tough time. […] A Japanese assessment of the B-17 referred to it as ‘a fighting plane used for all purposes’ rather than a heavy bomber. This attribute was not without foundation, for apart from general bombing, patrol, reconnaissance, and even transport, there were several instances when the Fortress had been used as a gunship, low-level strafer, and even pursuit plane. …Fortresses also intercepted and destroyed a number of enemy patrol bombers. One such incident involved a Kawanishi H6K ‘Mavis’ which a lone Fortress on oceanic patrol encountered. Captain Walter Lucas took his aircraft in to attack coming up below the four-engined flying boat so that the top turret and waist guns could bring fire to bear. Then, pulling up abreast of the enemy, a twenty-minute running battle took place until the Mavis had an engine catch fire and was forced to land in the sea where it was enveloped in flames.”

Photo by Jack Fellows illustration via Weapons and Warfare

July 15, 2023 0 comment

History

The first significant Japanese combatant ship sunk during WWII was submarine I-70, sunk by two SBD Dauntless aircraft from USS Enterprise

by Till Daisd July 14, 2023

written by Till Daisd

Enterprise had shed her first blood in response to the Japanese attack on Pearl Harbor

On the evening of December 8, 1941, the USS Enterprise CV-6 (The Big E) arrived back in Pearl Harbor, and by that point the entire American Strategic situation in the Pacific was a complete mess. While Oahu, the center of the US military in the Pacific, saw the majority of its air power decimated, the Pacific Fleet Battle Line was all but destroyed. The Wildcats Enterprise that had just been given to Japanese Land Based Naval Bombers from the Japanese-occupied Marshall Islands was lost at Wake Island, farther to the west across the International Dateline, with 8 of the 12 aircraft being lost.

Half of the bomber strength and a third of the fighter strength of the US Forces in the Philippines had already been lost. The American war effort was essentially like a boxer who entered the ring expecting a battle but received a knockout blow just before the bell rung.

Vice Admiral Halsey’s resentment at what had been done to His Navy boiled like a pressure cooker aboard Enterprise, turning into a fierce hatred of the Japanese that would fester for the rest of his life. Halsey embodied the US Navy’s spirit of retribution, a burning determination to exact revenge, and a deep-seated contempt for the guilty.

Halsey had lost close friends, classmates, and men he had taught to an assault he was powerless to stop. His Enterprise Air Group and his troops had also suffered losses from both hostile and friendly fire. Last but not least, he would have been aware of the significant personal cost incurred by Admiral Kimmel, a classmate from the Naval Academy whom he had known for close to fifty years.

By ordering an all-hands drill and staying on board only long enough to take on more supplies, Enterprise was capable of resupplying within 7 hours and resume its journey before dawn. Nowadays, Enterprise would serve as the Hawaiian Islands’ Guardian, once more patrolling as a moving airbase and dispatching armed scout planes to every quadrant.

The pilots of Enterprise’s aircraft were equally eager for a fight because they had lost other pilots and because many of them had heard the startled final transmissions of those pilots as they were shot down as they approached Oahu on that morning of December 7. Halsey’s rage served as a conduit for the rage of everyone in his task force, and as time passed, it eventually permeated the whole war effort.

There was no doubt as to what would happen when two SBD Dauntless aircraft led by the VS-6 pilots sighted the Japanese Submarine I-70 on the surface. The loss of HMS Courageous in comparable circumstances in 1939 and following occurrences in 1942 established that the Sub posed a clear threat. I-70, a ship that took part in the attack on Pearl Harbor, was the first significant Japanese military ship sunk during World War Two.

Japanese-Submarine-I-65 — Japanese Submarine I-65, sister sub of the I-70 sank by Enterprise.

I-70 was one of a series of submarines dispatched to patrol off the coast of the Hawaiian Islands during the attack on Pearl Harbor on December 7, 1941, according to the Battleship Cove Facebook Page. It didn’t respond to a radio call that day. The submarine’s last radio transmission, on December 9, 1941, described seeing the USS Enterprise close to Naval Station Pearl Harbor.

A Douglas SBD-2 Dauntless aircraft from VS-6 observed it on December 10, 1941, after 6:00 AM. The aircraft scored a near-miss with a 1,000-pound bomb which damaged its hull and prevented it from diving. The SBD was able to climb to 5,000 feet and strike the ship amidships with a bomb, blowing numerous gunners overboard despite the submarine’s attempts to maneuver and even its ability to fire its 13 mm deck machine gun. About 45 seconds after the sub stopped, it vanished underwater.

The war was on, and in reaction to the Japanese attack on Pearl Harbor, Enterprise had shed her first blood. First to respond was the infamous BIG E.

Photo by U.S. Navy; Facebook Page Pensacola Aerospace Museum

SBD-VS-6-1 — An oft shown photo, but still historic view of the SBDs of Scouting Six over the Enterprise immediately prewar in October of 1941.

July 14, 2023 0 comment

History

How US Navy aircraft sank Imperial Japanese Navy’s Oite Kamikaze during Operation Hailstone

by Till Daisd July 12, 2023

written by Till Daisd

The Oite Kamikaze-class destroyer was unique in that, it was sunk entering Truk Lagoon rather than exiting it

Early in 1944, the island base of Truk served as the Japanese equivalent of Pearl Harbor; it was a formidable naval and aviation base that had to be destroyed before the Allies could advance farther toward Tokyo. Yet, Truk was also the best-defended naval base outside of the Japanese Home Islands, making an Allied attack expensive.

Truk’s intact defense against long-range bombing would be a carnage, thus an idea was developed to destroy it with a series of enormous naval raids spearheaded by the expanding US carrier fleet. One of the most well-known operations carried out by American carriers in the Pacific was Operation Hailstone.

During Operation Hailstone, the US Navy focussed its efforts on the ships in Truk Lagoon and the air garrison at Truk, as stated by Mark Lardas in his book Truk 1944–1945. An early morning fighter sweep and the subsequent bomber attack with fragmentation bombs on the airfield effectively ended the air garrison’s chances of surviving the assault. The remainder of the day was then spent by the Navy sinking ships.

Less than a week before the US strike, the majority of Imperial Japan’s Combined Fleet left Truk quickly, but there were still a lot of commercial ships and warships in the harbor. On February 17, 1944, the US Navy sank eight warships as well as more than 30 merchant ships and naval auxiliary vessels. Most were downed by US Navy aircraft, and a few were sunk by surface warships circling the atoll to capture escapists.

The Oite was one of them. It was an old destroyer, the Japanese equivalent of the flush-deck destroyers used by the US Navy. It was one of nine Kamikaze-class destroyers constructed for the Imperial Japanese Navy in the early 1920s. Instead of the 127mm guns of the most recent classes of Japanese destroyers during World War Two, it was mounted with 4.7in guns. It and its sisters underwent modifications early on in the conflict to enhance their antisubmarine capabilities.

By 1944, it had three 4.7in main batteries and only four torpedo tubes due to the removal of one main gun and the aft torpedo tubes. The original armament was replaced by extra-depth charge throwers and 25mm antiaircraft guns. During the outbreak of World War Two, Oite and a number of her classmates had been demoted to the Fourth Fleet. In 1941, it took part in the invasion of Wake Island, and in 1942 and 1943, it served as a Central Pacific convoy escort.

In contrast to other ships, the Oite was sunk while entering Truk Lagoon. A US submarine protecting the channel between Truk and the Palau Islands had sunk the light cruiser Agano the day before. The Oite raced into the US airstrike after picking up 523 survivors and heading back to Truk to dump them.

The Oite sped through North Pass toward the navy anchorage off Dublon in an effort to flee the plane. Shortly after the Oite passed through North Pass, carrier planes captured it. Given that the Oite was traveling more than 20 knots and making erratic maneuvers, it was a stunning accomplishment when an Avenger from the USS Bunker Hill landed a torpedo amidships. The ancient destroyer was destroyed by the hit. It split in half and submerged nearly immediately. Trapped below decks, the 523 Agano survivors never stood a chance. All but 20 of the 172-person crew of the Oite also perished to a man.

The plate provided by Adam Tooby depicts the moment the Oite was hit by the torpedo, just after it had passed through North Pass and entered Truk Lagoon. On the far side, the ship can be seen dodging a torpedo that is going parallel to it as another torpedo strikes it from the front. During a strafing run on the destroyer, two Hellcat fighters can be spotted in front of the Oite.

In 1986, the wreck of the Oite was found. It was split in two, with the bow part capsized and the bridge submerged in the sea bottom, and the stern half standing upright. It is a well-liked diving target, located two hundred feet below the surface.

Truk 1944–45 is published by Osprey Publishing and is available to order here.

Photo by Adam Tooby via Osprey

July 12, 2023 0 comment

History

Germans mounted a DB 605A engine to a Spitfire during WWII and was superior to the Merlin version

by Till Daisd July 11, 2023

written by Till Daisd

Compared to the Merlin version, Spitfire’s performance with the DB 605 was excellent

Among British aircraft, the Supermarine Spitfire is arguably the most well-known. The aim to provide higher performance than had been previously accomplished by the F.7/30 design heavily affected Spitfire’s design, which was created by Supermarine Aviation Works (Vickers) Ltd initially on a private venture basis. Their concurrent development became an essential element of the Supermarine Spitfire tale as a result of this, along with a further drive to maximize the capabilities of the Rolls-Royce Merlin and Griffon engines.

Did German engineers ever install a German engine in a captured Spitfire during World War II?

‘Yes, and they tested it at Rechlin – where it was found to be better than the Merlin version!’ Charles McDevitt, an aviation historian, explains on Quora.

‘In November 1942, Spitfire VB EN830 NX-X of 131 Squadron made a forced landing in a turnip field in German-occupied Jersey. The plane was repaired by German forces and re-engined with a DB 605A, amongst other modifications.

‘When the Merlin engine was removed it was discovered that the fuselage cross section was virtually identical to that of the engine nacelle of a Messerschmitt Bf-110G. Consequently, a new engine support structure was built onto the Spitfire’s fuselage, and the DB 605 engine and cowling panels added. A propeller unit and supercharger air intake from a Bf 109 G completed the installation.

‘Other changes made were to replace the Spitfire instruments with German types and to change the 12-volt electrical system to the German 24-volt type. In this form, the Daimler-Benz Spitfire started flying in early 1944.

‘The ease of switching between upright and inverted V12s should come as no great surprise since the first Bf 109 flew with a Rolls Royce Kestrel engine.’

McDevitt concludes;

‘The ‘mule’ retained the sweet handling of the original Spitfire and was popular with German pilots more used to the wilful landing performance of the Bf-109.

‘Performance with the DB 605 was superb – significantly better than the Merlin version – but then it had had all armament removed and was a lot lighter!

‘It was flown regularly until destroyed in a USAAF bombing raid on 14 August 1944.’

Photo by WW2aircraft.net

July 11, 2023 0 comment

History

The USS Austin, an amphibious transport ship being towed by a CH-53 heavy-lift helicopter

by Till Daisd July 10, 2023

written by Till Daisd

The USS Austin LPD-4 is being towed by a CH-53 heavy-lift helicopter in Long Island Sound in the picture in this post

The striking image in this post shows a CH-53 heavy-lift helicopter pulling the USS Austin LPD-4 in Long Island Sound in January 1968.

According to a tweet that was published, ‘After a Christmas and New Year leave period, Austin transported Underwater Demolition Team 21 to Key West, Florida in January 1968 for unit training, then visited San Juan and Roosevelt Roads, Puerto Rico and Port Everglades, Florida. This was followed by a visit to Bridgeport, Connecticut 12 through 23 February 1968 to participate in tests of the CH-53 helicopter with the Sikorsky Aircraft plant. Part of the test included Austin being towed by a CH-53 helicopter.’

Well I never!
A CH-53 acting as a tug for @USNavy USS Austin LPD-4 in Long Island Sound. 🇺🇸⚓️ pic.twitter.com/UJBnd5wfIb
— Seb H (@sebh1981) October 20, 2020

Notably, the US Navy is not the only one that uses helicopters to tow ships. Another Twitter user notes that the minesweeper HMS Gavington (about 360 tons) was pulled by a Westland Whirlwind (1 x 750 HP engine) in 1957 as part of tests to demonstrate the usefulness of helicopters in salvage work.

The rowing boats were also once employed by the Royal Navy (RN) to tow ships that had become stuck. The US Coast Guard (USCG) also used helicopters to tow boats, as the image below demonstrates. A USCG Sikorsky HO4S Tugbird helicopter is shown in the 1958 photograph towing the service buoy tender Juniper around the ocean off Florida.

The HO4S had a large compartment, a winch, and a rescue basket. For search and rescue, it was perfect. Early in 1958, 30 were stationed in coastal towns in the United States, according to Air & Space Magazine. Along the way, someone had the bright notion of using the helicopter to pull vessels, pleasure, and other kinds—out of harm’s way.

Photo by U.S. Navy, Royal Navy, and U.S. Coast Guard

July 10, 2023 0 comment

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