Today we bring you a quickie... 'tis an original period post card showing a Ju 87 Stuka during engine installation at the factory.
Project 914 Archives
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Monday, August 22, 2016
Einhängung eines Jumo-motors bei einer Ju 87
Today we bring you a quickie... 'tis an original period post card showing a Ju 87 Stuka during engine installation at the factory.
Fade to Black...
Sunday, August 21, 2016
Blue Streaks Sabre
A couple'a installments back we shared a photo showing two F-86As of the 91st Fighter Interceptor Squadron on takeoff. Well, since then we've come across this color shot showing one of the jets from that other photo... enjoy...
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From: Before Centuries: USAFE Fighters, 1948–1959 by David Menard (via Wiki)
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Tails Of Independence
Around these parts we like us some color... particularly color as done by US Naval Aviation in the latter half of the 20th century, especially if it's emblazoned on birds that are painted gull-gray and white. So, from back in the colorful glory days of NAVAIR, we bring you some color, courtesy of a few RONs that were assigned to Carrier Air Wing Seven aboard the USS Independence during her Med Cruise from March to October 1977.
From top to bottom, we see:
F-4J Phantom II BuNo. 157309 of VF-102 'Diamondbacks'
F-4J Phantom II BuNo. 155748 of VF-33 'Tarsiers'
KA-6D Intruder BuNo. 15292? of VA-65 'Tigers'
A-7E Corsair II BuNo. 157443 of VA-66 'Waldos'
F-4J Phantom II BuNo. 157305 of VF-102 'Diamondbacks'
Most notable among the five is the A-7; this jet was VA-66's CAG bird. Each squadron from an air wing has one aircraft assigned to the air wing's commander, referred to as the 'CAG bird' or 'CAG jet', and it's almost always the most colorfully decorated aircraft of the squadron. The acronym 'CAG', which means 'commander air group', is actually a holdover from the days when a carrier's complement of aircraft was known as a 'carrier air group'. Why the old moniker was kept we don't know for sure... but our guess is that, as acronyms go, 'CAG' simply rolls off the tongue a bit more smoothly than 'CAW'. Anyhoo, VA-66's CAG bird is notable in this instance because it still carries the special markings applied the previous year for the USA's Bicentennial celebrations and is therefore just a bit more colorful than would otherwise be the case.
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From top to bottom, we see:
F-4J Phantom II BuNo. 157309 of VF-102 'Diamondbacks'
F-4J Phantom II BuNo. 155748 of VF-33 'Tarsiers'
KA-6D Intruder BuNo. 15292? of VA-65 'Tigers'
A-7E Corsair II BuNo. 157443 of VA-66 'Waldos'
F-4J Phantom II BuNo. 157305 of VF-102 'Diamondbacks'
US Navy photo - published in 'All Hands', February 1978 via Wiki Commons
Most notable among the five is the A-7; this jet was VA-66's CAG bird. Each squadron from an air wing has one aircraft assigned to the air wing's commander, referred to as the 'CAG bird' or 'CAG jet', and it's almost always the most colorfully decorated aircraft of the squadron. The acronym 'CAG', which means 'commander air group', is actually a holdover from the days when a carrier's complement of aircraft was known as a 'carrier air group'. Why the old moniker was kept we don't know for sure... but our guess is that, as acronyms go, 'CAG' simply rolls off the tongue a bit more smoothly than 'CAW'. Anyhoo, VA-66's CAG bird is notable in this instance because it still carries the special markings applied the previous year for the USA's Bicentennial celebrations and is therefore just a bit more colorful than would otherwise be the case.
Fade to Black...
Friday, August 19, 2016
Blue Streaks Scramble
Another quickie today... this time we bring you a super-groovy shot showing a pair of F-86A Sabres from the 91st Fighter Interceptor Squadron, the 'Blue Streaks', just after leaving the runway. The photo was possibly taken at Moses Lake AFB, Washington in 1950.
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Project 914 Archives
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Thursday, August 18, 2016
Satan's Kittens Gunfighter
A quickie this time 'round...
Your blogmeister has stated a number of times in the past that he rather fancies this bird or that a bit more than all the rest. Well, here's another he holds just a bit higher than the masses; the Vought F-8 Crusader... also known as the Gunfighter. And in this particular photo we see a Gunfighter from one of your blogmeister's favorite US Navy FITRONs, VF-191 Satan's Kittens, about to trap aboard the USS Oriskany, CVA-34, off the coast of California back in 1970.
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Your blogmeister has stated a number of times in the past that he rather fancies this bird or that a bit more than all the rest. Well, here's another he holds just a bit higher than the masses; the Vought F-8 Crusader... also known as the Gunfighter. And in this particular photo we see a Gunfighter from one of your blogmeister's favorite US Navy FITRONs, VF-191 Satan's Kittens, about to trap aboard the USS Oriskany, CVA-34, off the coast of California back in 1970.
US Navy photo via the National Naval Aviation Museum
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Thursday, August 4, 2016
Brewster's Bane
Interrupting our series on the P-51 once again...
The Brewster Aeronautical Corporation's legacy is one of failure. Through a combination of poor designs and production techniques and, most importantly, utterly deplorable management, Brewster would seem to have been doomed from the start. Its greatest achievement, the F2A Buffalo, could be termed only a moderate success at best, with two other original Brewster designs, the SBA/SBN and SB2A Buccaneer, each barely worthy of the term 'successful'. Even the F3A-1, Brewster's license-built variant of the otherwise grandly successful Vought F4U Corsair, was deemed a failure because of substandard materials and components as well as poor overall workmanship.
When war came for America in 1941, only the Buffalo was to see action with American combat outfits... and then only very briefly during the early months of fighting. Past mid-1942, the Buffalo and all other aforementioned types, including the license-built Corsairs, would see service only with training units. Obsolete well before entering production in 1941, the mere thirty examples of the SBA/SBN to be produced (and produced by the Naval Aircraft Factory, not by Brewster) were withdrawn from service in August of 1942 and scrapped or relegated to duty as instructional airframes for ground crews.
If the poor records of all these types produced by Brewster were deemed detrimental to the company's health, then the XA-32 could be considered its death knell.
The XA-32 was slow in jumping from the drawing board to the production floor... its first flight was on May 22nd, 1943... nearly two years after it was originally designed. The type was also slow... well, it was just slow... and fell short in nearly every other category of performance. Maximum speed achieved by either of the two prototypes built was 279mph, which, on the surface, seems to be on par with the type's contemporaries... until you take stock of the fact that that speed was just barely attained without internal armament and other weighty equipment, or external stores... the addition of which naturally degraded performance.
Long story short, the XA-32 was poorly designed and fell short of projected performance numbers. Waaaaay short. Brewster was already in hot water with the government for its piss-poor management practices and the apparent ineptness demonstrated by the company's design section was the proverbial straw that broke the camel's back. In April of 1942 the government literally seized control of the company, placing the head of the Naval Aircraft Factory, G.C. Westervelt, in charge.
The XA-32 was the last original design to be built by Brewster and its failure is credited as having put the company out of business. Brewster was shut down in October of 1944, shortly after testing on the XA-32 ceased, and the company was officially dissolved by its shareholders in April of 1946.
Fade to Black...
The Brewster Aeronautical Corporation's legacy is one of failure. Through a combination of poor designs and production techniques and, most importantly, utterly deplorable management, Brewster would seem to have been doomed from the start. Its greatest achievement, the F2A Buffalo, could be termed only a moderate success at best, with two other original Brewster designs, the SBA/SBN and SB2A Buccaneer, each barely worthy of the term 'successful'. Even the F3A-1, Brewster's license-built variant of the otherwise grandly successful Vought F4U Corsair, was deemed a failure because of substandard materials and components as well as poor overall workmanship.
When war came for America in 1941, only the Buffalo was to see action with American combat outfits... and then only very briefly during the early months of fighting. Past mid-1942, the Buffalo and all other aforementioned types, including the license-built Corsairs, would see service only with training units. Obsolete well before entering production in 1941, the mere thirty examples of the SBA/SBN to be produced (and produced by the Naval Aircraft Factory, not by Brewster) were withdrawn from service in August of 1942 and scrapped or relegated to duty as instructional airframes for ground crews.
If the poor records of all these types produced by Brewster were deemed detrimental to the company's health, then the XA-32 could be considered its death knell.
The XA-32 was slow in jumping from the drawing board to the production floor... its first flight was on May 22nd, 1943... nearly two years after it was originally designed. The type was also slow... well, it was just slow... and fell short in nearly every other category of performance. Maximum speed achieved by either of the two prototypes built was 279mph, which, on the surface, seems to be on par with the type's contemporaries... until you take stock of the fact that that speed was just barely attained without internal armament and other weighty equipment, or external stores... the addition of which naturally degraded performance.
1943... a fine inflight view of the first XA-32, serial number 42-13568.
Project 914 Archives
Long story short, the XA-32 was poorly designed and fell short of projected performance numbers. Waaaaay short. Brewster was already in hot water with the government for its piss-poor management practices and the apparent ineptness demonstrated by the company's design section was the proverbial straw that broke the camel's back. In April of 1942 the government literally seized control of the company, placing the head of the Naval Aircraft Factory, G.C. Westervelt, in charge.
Two views of the second XA-32, serial number 42-13569, circa 1944.
National Museum of the United States Air Force
National Museum of the United States Air Force
The XA-32 was the last original design to be built by Brewster and its failure is credited as having put the company out of business. Brewster was shut down in October of 1944, shortly after testing on the XA-32 ceased, and the company was officially dissolved by its shareholders in April of 1946.
Fade to Black...
Sunday, July 17, 2016
Working With the Colonials
So far in our series on the P-51, we've covered only the prototype and early, Allison-powered Mustangs of the RAF. After all, the type was designed and initially built for the Brits, so we figured we'd give 'em first billing. But the US Army eventually got into the derby as well. So as something of a segue before we delve into star-clad Ponies, we thought to share a groovy photo showing Royal Air Force and US Army Air Forces wrench-turners getting familiar with an RAF Mustang I, serial AG411, at RAF Burtonwood on April 1st, 1943.
Here's the NARA caption for this photo:
"Allied servicemen receive instructions on repairing airplanes at Burtonwood Repair Depot, Warrington, England. Shown, checking instruments and electrical connections on a P-51 Mustang are (left to right) F/Sgt R.A. Wellersman, Margate, England; S/Sgt Arthur Cunningham, Brewster, Minn.; T/Sgt F.L. Resnak, Washington D.C.; LAC S.H. Cooke, London, England; and T/Sgt Robert Root, Corbin, Kentucky."
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Here's the NARA caption for this photo:
"Allied servicemen receive instructions on repairing airplanes at Burtonwood Repair Depot, Warrington, England. Shown, checking instruments and electrical connections on a P-51 Mustang are (left to right) F/Sgt R.A. Wellersman, Margate, England; S/Sgt Arthur Cunningham, Brewster, Minn.; T/Sgt F.L. Resnak, Washington D.C.; LAC S.H. Cooke, London, England; and T/Sgt Robert Root, Corbin, Kentucky."
NARA via Fold3.com
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Monday, July 4, 2016
The Independence Day Raid
During the early stages of the United States' involvement in the war against Hitler's Germany, the gears in the USA's war machine turned somewhat slowly. The first elements of the U.S. military to set up shop 'over there' were of the USAAF's Eighth Air Force, with the first contingent of personnel (mostly HQ staff) arriving in May of 1942. Soon thereafter, combat outfits began arriving... slowly... and it wouldn't be until the Fall of that year that the Eighth's VIII Bomber Command was able to mount its first heavy bomber mission against the Axis.
With the powers that be eager to see our boys in action against the Germans as quickly as possible, if only for the purposes of a morale-boost aimed at the folks back home, VIII Bomber Command's 15th Bombardment Squadron (Light), the only complete AAF combat outfit in the UK at the time, was tossed into the fray. Attached to No.226 Squadron of the Royal Air Force at Swanton Morley, the 15th was 'learning the ropes', so to speak, from their experienced compadres. Though we mentioned that the 15th BS was the only 'complete' AAF outfit in the UK, this was only so far as personnel was concerned. The squadron had no aircraft of its own and, for the time being, was flying 226 Squadron's aircraft... the Douglas Boston, known to us Yanks as the A-20 Havoc.
The date for the USAAF's first 'official' mission against the Axis was set for July 4th, 1942... no doubt an effort to stir the pot of patriotism that was boiling in the USA. The targets were four German airfields in Holland, at DeKooy, Bergen Alkmaar, Valkenburg, and Haamstede. Though labeled as the first USAAF mission in the ETO, this was to be a joint RAF/AAF operation. Of the twelve 226 Squadron ships participating in this mission, half would be manned by American crews.
The first Boston lifted off from Swanton Morley at 07:09 hours on the morning of the 4th. Within five minutes all twelve ships were airborne and, after forming up over the Norfolk countryside, headed toward the coast at low-level. While over the North Sea, the Bostons encountered some enemy coastal patrol vessels which probably alerted the Luftwaffe to their presence. On reaching the Dutch coast, the formation of twelve split up into four formations of three and headed toward their targets.
At Haamstede all three ships, 'G for George', flown by Flt.Lt. A. 'Digger' Wheeler, a New Zealander, 'F for Freddie', flown by Plt.Off. Eltringham, and 'M for Monkey', piloted by AAF Capt. Bill Odell, bombed and strafed the target successfully shortly before 08:00.
The attack on Bergen Alkmaar saw the mission's first casualties. Arriving at about 08:02 and led by Flt.Lt. R. 'Yogi' Yates in 'Y for Yorker', all three ships managed to bomb the target but AAF Lt. Stan Lynn's ship, 'V for Vic' was hit by flak within seconds of bomb release and crashed on the airfield, with all aboard killed. Minutes later, upon leaving the target area, Plt.Off. 'Hank' Henning's 'U for Uncle' was shot down by Uffz. Johannes Rothenow of IV Gruppe/JG 1. Rothenow had managed to get an Fw 190 from Bergen Alkmaar airborne during the attack and chased the remaining two attackers to the coast.
At Valkenburg, a navigational error and a mistake in using the bomb bay door controls by Sqn.Ldr. John Castle, flying 'A for Ac', saw this three-ship fail to drop its bombs, instead strafing only. Castle, along with AAF Capt. Martin Crabtree in 'D for Don' and AAF Lt. Leo Hawel in 'J for Johnnie' returned to Swanton Morley with full bomb loads.
The third loss of the mission, and very nearly a fourth, occurred at DeKooy. Another navigational error and intense flak saw this formation also fail to bomb its target. The leader of this flight, Sqn.Ldr. Kennedy in 'X for X-ray', was able to strafe anti-aircraft positions and personnel near the target, and would have had to return with a full bomb load had he not found some targets of opportunity on the way home... two trawlers in the sea. His bombs missed but he was able to strafe both vessels. The third loss of the mission was AAF Lt. Jack Loehrl's 'P for Pip'; the ship was hit by flak north of the airfield and crashed onto a beach, killing all aboard except the bombardier, AAF Lt. Draper who became a POW.
Boston 'Z for Zebra', flown by AAF Capt. Charles Kegelman, the 15th Bombardment Squadron's CO, almost became the fourth loss of the day. Taking a hit in the starboard engine that blew the prop off, Kegelman almost augered in... bouncing off the ground and at one point cutting a furrow in the grass with the starboard wingtip. Kegelman jettisoned his bombs and began to limp back home, strafing a flak tower on the way. 'Z for Zebra' was the last to arrive back at Swanton Morley, a few minutes past 09:00.
All in all, not the most auspicious of beginnings for the fledgling USAAF organization that would later become known as the 'The Mighty Eighth'.
But it was indeed only the beginning.
With his painting 'The First Mission', Nixon Galloway depicts a very tense moment for Captain Kegelman and the crew of 'Z for Zebra'...
A closer look...
On July 11th, 1942, a recently-promoted Major Kegelman and his crew were honored in an awards ceremony. Kegelman received the Distinguished Service Order, while bombardier 2Lt. Dorton, and gunners Sgt. Cunningham and T/Sgt. Golay each received the Distinguished Flying Cross.
Left to right, Cunningham, Golay, Dorton, Kegelman.
Another view of the four honorees with a 226 Squadron Boston.
Fade to Black...
With the powers that be eager to see our boys in action against the Germans as quickly as possible, if only for the purposes of a morale-boost aimed at the folks back home, VIII Bomber Command's 15th Bombardment Squadron (Light), the only complete AAF combat outfit in the UK at the time, was tossed into the fray. Attached to No.226 Squadron of the Royal Air Force at Swanton Morley, the 15th was 'learning the ropes', so to speak, from their experienced compadres. Though we mentioned that the 15th BS was the only 'complete' AAF outfit in the UK, this was only so far as personnel was concerned. The squadron had no aircraft of its own and, for the time being, was flying 226 Squadron's aircraft... the Douglas Boston, known to us Yanks as the A-20 Havoc.
The date for the USAAF's first 'official' mission against the Axis was set for July 4th, 1942... no doubt an effort to stir the pot of patriotism that was boiling in the USA. The targets were four German airfields in Holland, at DeKooy, Bergen Alkmaar, Valkenburg, and Haamstede. Though labeled as the first USAAF mission in the ETO, this was to be a joint RAF/AAF operation. Of the twelve 226 Squadron ships participating in this mission, half would be manned by American crews.
The first Boston lifted off from Swanton Morley at 07:09 hours on the morning of the 4th. Within five minutes all twelve ships were airborne and, after forming up over the Norfolk countryside, headed toward the coast at low-level. While over the North Sea, the Bostons encountered some enemy coastal patrol vessels which probably alerted the Luftwaffe to their presence. On reaching the Dutch coast, the formation of twelve split up into four formations of three and headed toward their targets.
At Haamstede all three ships, 'G for George', flown by Flt.Lt. A. 'Digger' Wheeler, a New Zealander, 'F for Freddie', flown by Plt.Off. Eltringham, and 'M for Monkey', piloted by AAF Capt. Bill Odell, bombed and strafed the target successfully shortly before 08:00.
The attack on Bergen Alkmaar saw the mission's first casualties. Arriving at about 08:02 and led by Flt.Lt. R. 'Yogi' Yates in 'Y for Yorker', all three ships managed to bomb the target but AAF Lt. Stan Lynn's ship, 'V for Vic' was hit by flak within seconds of bomb release and crashed on the airfield, with all aboard killed. Minutes later, upon leaving the target area, Plt.Off. 'Hank' Henning's 'U for Uncle' was shot down by Uffz. Johannes Rothenow of IV Gruppe/JG 1. Rothenow had managed to get an Fw 190 from Bergen Alkmaar airborne during the attack and chased the remaining two attackers to the coast.
At Valkenburg, a navigational error and a mistake in using the bomb bay door controls by Sqn.Ldr. John Castle, flying 'A for Ac', saw this three-ship fail to drop its bombs, instead strafing only. Castle, along with AAF Capt. Martin Crabtree in 'D for Don' and AAF Lt. Leo Hawel in 'J for Johnnie' returned to Swanton Morley with full bomb loads.
The third loss of the mission, and very nearly a fourth, occurred at DeKooy. Another navigational error and intense flak saw this formation also fail to bomb its target. The leader of this flight, Sqn.Ldr. Kennedy in 'X for X-ray', was able to strafe anti-aircraft positions and personnel near the target, and would have had to return with a full bomb load had he not found some targets of opportunity on the way home... two trawlers in the sea. His bombs missed but he was able to strafe both vessels. The third loss of the mission was AAF Lt. Jack Loehrl's 'P for Pip'; the ship was hit by flak north of the airfield and crashed onto a beach, killing all aboard except the bombardier, AAF Lt. Draper who became a POW.
Boston 'Z for Zebra', flown by AAF Capt. Charles Kegelman, the 15th Bombardment Squadron's CO, almost became the fourth loss of the day. Taking a hit in the starboard engine that blew the prop off, Kegelman almost augered in... bouncing off the ground and at one point cutting a furrow in the grass with the starboard wingtip. Kegelman jettisoned his bombs and began to limp back home, strafing a flak tower on the way. 'Z for Zebra' was the last to arrive back at Swanton Morley, a few minutes past 09:00.
All in all, not the most auspicious of beginnings for the fledgling USAAF organization that would later become known as the 'The Mighty Eighth'.
But it was indeed only the beginning.
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With his painting 'The First Mission', Nixon Galloway depicts a very tense moment for Captain Kegelman and the crew of 'Z for Zebra'...
A closer look...
On July 11th, 1942, a recently-promoted Major Kegelman and his crew were honored in an awards ceremony. Kegelman received the Distinguished Service Order, while bombardier 2Lt. Dorton, and gunners Sgt. Cunningham and T/Sgt. Golay each received the Distinguished Flying Cross.
Left to right, Cunningham, Golay, Dorton, Kegelman.
American Airpower Museum (Roger Freeman collection)
Another view of the four honorees with a 226 Squadron Boston.
American Airpower Museum (Roger Freeman collection)
Fade to Black...
Monday, June 27, 2016
A Pair of Ponies
Today we continue our series on the P-51 Mustang with a pair of photos showing a pair of ponies from 2 Squadron, Royal Air Force. The following is the Imperial War Museum's caption for the first photo:
"Mustang Mark Is, AG550 ‘XV-U’ and AM112 ‘XV-X’, of No. 2 Squadron RAF based at Sawbridgeworth, Hertfordshire, in flight over Cambridgeshire. AG550 is being flown by Wing Commander A.J.W. Geddes, the squadron commander."
And here's a second view that shows these same two Mustangs on the ground...
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"Mustang Mark Is, AG550 ‘XV-U’ and AM112 ‘XV-X’, of No. 2 Squadron RAF based at Sawbridgeworth, Hertfordshire, in flight over Cambridgeshire. AG550 is being flown by Wing Commander A.J.W. Geddes, the squadron commander."
Imperial War Museum
And here's a second view that shows these same two Mustangs on the ground...
Project 914 Archives
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Wednesday, June 22, 2016
Misty Cat on the... Cat
We interrupt our series on the P-51 to bring you this kickass quickie...
I know, it's beginning to sound like a broken record. Your blogmeister has something of an affinity for the Grumman F-14 Tomcat... so you'll be seeing that BAMF'n jet here fairly often. 'Purty pikshurs are also favored around here... so today we bring you a super-freakin'-groovy shot of a Cat being positioned for hookup just prior to a cat-shot.
Fade to Black...
I know, it's beginning to sound like a broken record. Your blogmeister has something of an affinity for the Grumman F-14 Tomcat... so you'll be seeing that BAMF'n jet here fairly often. 'Purty pikshurs are also favored around here... so today we bring you a super-freakin'-groovy shot of a Cat being positioned for hookup just prior to a cat-shot.
U.S. Navy photo
Fade to Black...
Monday, June 20, 2016
The First to Mount Up
Continuing our series on the North American P-51 Mustang...
The first Royal Air Force outfit to be equipped with the Mustang was 26 Squadron, at Gatwick, which had previously operated the Curtiss Tomahawk and Westland Lysander. The outfit received its first Mustangs in either January or February of 1942, depending on whose account(s) you choose to believe. Let's just call it 'early 1942'... how's-about-that? Anyhoo, at this time 26 Squadron was tasked with tactical reconnaissance and 'daytime intruder' missions... low-level affairs for which the Allison-powered Mustang was ideal.
Here's a couple'a views of a 26 Squadron Mustang I, serial AM148. This ship was flown by Squadron Leader Goodale during the Dieppe Raid on August 19th, 1942 and was damaged by flak, running off the runway during landing back at Gatwick. She was repaired and went on to serve with 430 (RCAF) Squadron, finally being struck off charge in April of 1944.
Fade to Black...
The first Royal Air Force outfit to be equipped with the Mustang was 26 Squadron, at Gatwick, which had previously operated the Curtiss Tomahawk and Westland Lysander. The outfit received its first Mustangs in either January or February of 1942, depending on whose account(s) you choose to believe. Let's just call it 'early 1942'... how's-about-that? Anyhoo, at this time 26 Squadron was tasked with tactical reconnaissance and 'daytime intruder' missions... low-level affairs for which the Allison-powered Mustang was ideal.
Here's a couple'a views of a 26 Squadron Mustang I, serial AM148. This ship was flown by Squadron Leader Goodale during the Dieppe Raid on August 19th, 1942 and was damaged by flak, running off the runway during landing back at Gatwick. She was repaired and went on to serve with 430 (RCAF) Squadron, finally being struck off charge in April of 1944.
Project 914 Archives (S.Donacik collection)
Project 914 Archives
Fade to Black...
Sunday, June 5, 2016
Second Out Of the Gate
In this second installment of our series on the P-51 we bring you a couple'a views of the first production Mustang I, AG345. She made her maiden flight on April 23rd, 1941 and differed externally only slightly from the prototype, most noticeably in the area of the redesigned windscreen. Though this ship was the first built for the Royal Air Force, she was never delivered to the Brits. North American retained this airframe at Inglewood for testing and development to work the bugs out.
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Here we see AG345 in her original configuration, with the short carburetor intake, shortly after completion.
Project 914 Archives
Eventually AG345 was decked out with an RAF camouflage scheme.
Note the lengthened carburetor intake which became the standard for all Allison-powered Mustangs.
Project 914 Archives
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Wednesday, May 18, 2016
The First Pony
The North American P-51 Mustang was arguably the finest piston-engined pursuit ship produced and fielded by the U.S.A. during the Second World War. So it may come as a surprise to some that this fighter was not originally intended for use by the country in which it was designed and manufactured.
Early on in the European war, Great Britain had two excellent fighter aircraft in service... the Hawker Hurricane and Supermarine Spitfire. In capable hands, both were quite the match for their enemy counterparts but, as it was still early in the game, neither was available in great enough numbers to satisfy the needs of a Royal Air Force at war on multiple fronts. So the Brits turned to the U.S.A. for help, acquiring a number of American-built types for use by the RAF. Among the pursuit types chosen were the Bell P-39 and the Curtiss P-40. Of these two, the Brits found the P-40 to be far more desirable and were looking to order more than the Curtiss production lines could handle at the time. So a search was started for another firm that could manufacture the P-40 under license specifically for Great Britain. North American Aviation, which had been building their NA-16 'Harvard' trainer for the Brits, was approached with said proposition...
We'd like to imagine that the conversation went something like this:
NAA: "Oh hey, the Brits are calling. Maybe they wanna buy more trainers. Heck, maybe we can get 'em to buy B-25s, too."
Brits: "Hey dudes, can you build P-40s for us?"
NAA: "Oh."
Brits: "Well, can you?"
NAA: "You in the market for a medium bomber?"
Brits: "No. Well, maybe later, chaps. Right now we have a problem. Curtiss had to open a second factory just to keep up, so we want someone else to build more P-40s for us. Is that you?
NAA: "Well, we could do that, yeah... if you really want... but..."
Brits: "What?"
NAA: "We can do better."
Brits: "Pray tell."
NAA: "We can make a better fighter than the P-40. Real quick-like."
Brits: "How quick is quick?"
NAA: "How quick you want it?"
Brits: "120 days."
NAA: "Geez... no pressure or anything."
Brits: "Can you do it or no?"
NAA: "Yeah, yeah... sure."
Okay, so maybe it didn't go exactly like that, but you get the gist.
Anyhoo, North American designed and built the airplane, known as the NA-73X, in 102 days... albeit without an engine. The NA-73X was to be powered by an Allison V-1710... the same basic engine used by the P-38, P-39, and P-40. As aircraft engines were 'government-supplied equipment' and the NA-73X was not a government project and classified as a 'private venture', production of the three pursuit types mentioned took priority and delivery of an Allison for the new airplane didn't take place for another month.
In early October of 1940 the engine, a non-supercharged 1100HP V-1710-F3R, was finally delivered, with the first flight taking place on the 26th with veteran test pilot Vance Breese behind the stick. North American had not only delivered the prototype ahead of schedule... during this flight the NA-73X proved to be 25MPH faster than the latest model of the P-40, providing the first bit of evidence that the company was also going to deliver on its promise of producing something better than the P-40.
Disaster struck on November 20th, 1940 during the fifth test flight. NAA Chief Test Pilot Paul Balfour, who was flying the NA-73X for the first time, made an oopsie, forgetting to switch fuel tanks. The engine conked out and, about twelve minutes after takeoff from Mines Field, California, the ship came to rest on its back in a farmer's field. Balfour was undoubtedly shaken, but otherwise unhurt.
Though the NA-73X was out of action for several months, the program was not significantly delayed because the incident was caused by pilot error and not due to any fault in the aircraft itself.
More to come.
Fade to Black...
Early on in the European war, Great Britain had two excellent fighter aircraft in service... the Hawker Hurricane and Supermarine Spitfire. In capable hands, both were quite the match for their enemy counterparts but, as it was still early in the game, neither was available in great enough numbers to satisfy the needs of a Royal Air Force at war on multiple fronts. So the Brits turned to the U.S.A. for help, acquiring a number of American-built types for use by the RAF. Among the pursuit types chosen were the Bell P-39 and the Curtiss P-40. Of these two, the Brits found the P-40 to be far more desirable and were looking to order more than the Curtiss production lines could handle at the time. So a search was started for another firm that could manufacture the P-40 under license specifically for Great Britain. North American Aviation, which had been building their NA-16 'Harvard' trainer for the Brits, was approached with said proposition...
We'd like to imagine that the conversation went something like this:
NAA: "Oh hey, the Brits are calling. Maybe they wanna buy more trainers. Heck, maybe we can get 'em to buy B-25s, too."
Brits: "Hey dudes, can you build P-40s for us?"
NAA: "Oh."
Brits: "Well, can you?"
NAA: "You in the market for a medium bomber?"
Brits: "No. Well, maybe later, chaps. Right now we have a problem. Curtiss had to open a second factory just to keep up, so we want someone else to build more P-40s for us. Is that you?
NAA: "Well, we could do that, yeah... if you really want... but..."
Brits: "What?"
NAA: "We can do better."
Brits: "Pray tell."
NAA: "We can make a better fighter than the P-40. Real quick-like."
Brits: "How quick is quick?"
NAA: "How quick you want it?"
Brits: "120 days."
NAA: "Geez... no pressure or anything."
Brits: "Can you do it or no?"
NAA: "Yeah, yeah... sure."
Okay, so maybe it didn't go exactly like that, but you get the gist.
Anyhoo, North American designed and built the airplane, known as the NA-73X, in 102 days... albeit without an engine. The NA-73X was to be powered by an Allison V-1710... the same basic engine used by the P-38, P-39, and P-40. As aircraft engines were 'government-supplied equipment' and the NA-73X was not a government project and classified as a 'private venture', production of the three pursuit types mentioned took priority and delivery of an Allison for the new airplane didn't take place for another month.
Project 914 Archives
In early October of 1940 the engine, a non-supercharged 1100HP V-1710-F3R, was finally delivered, with the first flight taking place on the 26th with veteran test pilot Vance Breese behind the stick. North American had not only delivered the prototype ahead of schedule... during this flight the NA-73X proved to be 25MPH faster than the latest model of the P-40, providing the first bit of evidence that the company was also going to deliver on its promise of producing something better than the P-40.
North American photo via Larry Davis (from: The P-51 Mustang in World War II Color by Ethell)
Disaster struck on November 20th, 1940 during the fifth test flight. NAA Chief Test Pilot Paul Balfour, who was flying the NA-73X for the first time, made an oopsie, forgetting to switch fuel tanks. The engine conked out and, about twelve minutes after takeoff from Mines Field, California, the ship came to rest on its back in a farmer's field. Balfour was undoubtedly shaken, but otherwise unhurt.
N.Nurmi collection
Though the NA-73X was out of action for several months, the program was not significantly delayed because the incident was caused by pilot error and not due to any fault in the aircraft itself.
More to come.
Fade to Black...
Sunday, May 15, 2016
An Inter-War Eyesore
With this installment of TWW, we continue a series that we like to call 'So Ugly Only a Mother Could Love It', or, 'That Thing Flies?'.
The Vickers Wellesley is hardly what anyone would call 'beautiful'. To be quite honest, in your blogmeister's opinion, it's pretty freakin' ugly. We here at TWW can't imagine that anyone actually designed this thing to look as it did, so here's our take on how the Wellesley came to be:
One day in 1934 a Vickers design engineer was sitting in the back garden, partaking in some tea and crumpets, or... whatever... just enjoying a day off, when his rambunctious little pain in the arse son came outside with a dozen different model planes he'd built and proceeded to blow 'em all to smithereens with firecrackers, utterly shattering the idyllic atmosphere that his father was so blissfully taking in. As the startled and irked father was about to suggest to the beastly little brat that he clear off, the kid began assembling all the unscathed bits and pieces together to make a totally new and different airplane. He then handed it to his father, said, "make a real one, daddy", and skipped away with his eye on the neighbor's cat. Totally dumbfounded by the unexpected creativity demonstrated by his son, the Vickers dude sat back, lit a pipe, and said in a half-whisper to himself, "By jove... cracking, my boy."
Well, the actual circumstances were undoubtedly somewhat different. But when you look at the following photos you should be able to see how it could have happened that way.
Anyhoo, by the time war erupted in Europe in 1939, the Wellesley was beyond obsolete even though it was just a few years old. It had been replaced in the RAF's home-based squadrons by newer and more capable types, but was still soldiering on in quieter areas such as the Middle East, and indeed took active part in the East African Campaign against the Italians, suffering some losses to Italian fighters. The last role played by the Wellesley before finally being retired for good in September of 1942 was that of maritime reconnaissance over the Red Sea.
Fade to Black...
The Vickers Wellesley is hardly what anyone would call 'beautiful'. To be quite honest, in your blogmeister's opinion, it's pretty freakin' ugly. We here at TWW can't imagine that anyone actually designed this thing to look as it did, so here's our take on how the Wellesley came to be:
One day in 1934 a Vickers design engineer was sitting in the back garden, partaking in some tea and crumpets, or... whatever... just enjoying a day off, when his rambunctious little pain in the arse son came outside with a dozen different model planes he'd built and proceeded to blow 'em all to smithereens with firecrackers, utterly shattering the idyllic atmosphere that his father was so blissfully taking in. As the startled and irked father was about to suggest to the beastly little brat that he clear off, the kid began assembling all the unscathed bits and pieces together to make a totally new and different airplane. He then handed it to his father, said, "make a real one, daddy", and skipped away with his eye on the neighbor's cat. Totally dumbfounded by the unexpected creativity demonstrated by his son, the Vickers dude sat back, lit a pipe, and said in a half-whisper to himself, "By jove... cracking, my boy."
Well, the actual circumstances were undoubtedly somewhat different. But when you look at the following photos you should be able to see how it could have happened that way.
Anyhoo, by the time war erupted in Europe in 1939, the Wellesley was beyond obsolete even though it was just a few years old. It had been replaced in the RAF's home-based squadrons by newer and more capable types, but was still soldiering on in quieter areas such as the Middle East, and indeed took active part in the East African Campaign against the Italians, suffering some losses to Italian fighters. The last role played by the Wellesley before finally being retired for good in September of 1942 was that of maritime reconnaissance over the Red Sea.
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A pair of 14 Squadron Wellesley Mk.Is over Palestine, 1939.
Imperial War Museum
May 15th, 1941... seventy-five years ago to the day... a Wellesley kicks up a trail of dust during takeoff from an Ethiopian airfield.
The Atlantic
A lineup of 45 Squadron Wellesley Is at Helwan, Egypt in 1938.
Project 914 Archives
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Saturday, May 14, 2016
The Cat From FITRON ONE ONE FOUR
As you, the readership of half-a-dozen or so may recall, your blogmeister kinda likes the Grumman F-14 Tomcat... and he's mentioned that you'll be seeing pix of the Tom now and again. So now, again, here's a Tomcat. This time it's a 1970s shot of the CAG jet from VF-114, the 'Aardvarks'. Enjoy...
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Project 914 Archives
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Sunday, November 22, 2015
A Falcon Named Oscar
This latest installment of 'TWW' features our favorite Japanese fighter aircraft from the Second World War... the Nakajima Ki-43 Hayabusa... known to the Allies as 'Oscar'. (Hayabusa ( ハヤブサ ) is Japanese for 'Peregrine Falcon'.)
Your blogmeister often refers to the Ki-43 as 'the other Zero' or 'the Army's Zero' (the Japanese Army, that is) because, as early war fighters are concerned, its performance was second only to the A6M Reisen... the original and much-vaunted 'Zero', known too by the Allied code name, 'Zeke'.
It's also somewhat fitting to refer to the Ki-43 as such because U.S. aircrew would often use the term 'Zero' in combat, regardless of the actual type of Japanese fighter that was encountered. This has undoubtedly led to the widely-held and sadly mistaken belief among the masses, even to this day, that the only Japanese fighters our boys fought during WWII were Zeroes. A belief that is especially strong among the more casual fans of the AVG, better known as the Flying Tigers, despite the fact that the AVG never met the A6M Reisen, the real 'Zero', in combat.
Anyhoo, here's a few shots of CBI Oscars...
This Ki-43-IIa is identified in some of our references as the Commanding Officer's ship from 2nd Chutai, 25th Sentai. China, 1944.
This Ki-43-II of the 204th Hiko Sentai was found abandoned at Lashio, Burma... photo dated March 11th, 1945.
A closer look...
This poor quality image shows the other side of the same ship...
That's it for now, though you'll probably see more Oscars in the future.
Fade to Black...
Your blogmeister often refers to the Ki-43 as 'the other Zero' or 'the Army's Zero' (the Japanese Army, that is) because, as early war fighters are concerned, its performance was second only to the A6M Reisen... the original and much-vaunted 'Zero', known too by the Allied code name, 'Zeke'.
It's also somewhat fitting to refer to the Ki-43 as such because U.S. aircrew would often use the term 'Zero' in combat, regardless of the actual type of Japanese fighter that was encountered. This has undoubtedly led to the widely-held and sadly mistaken belief among the masses, even to this day, that the only Japanese fighters our boys fought during WWII were Zeroes. A belief that is especially strong among the more casual fans of the AVG, better known as the Flying Tigers, despite the fact that the AVG never met the A6M Reisen, the real 'Zero', in combat.
Anyhoo, here's a few shots of CBI Oscars...
This Ki-43-IIa is identified in some of our references as the Commanding Officer's ship from 2nd Chutai, 25th Sentai. China, 1944.
San Diego Air & Space Museum
This Ki-43-II of the 204th Hiko Sentai was found abandoned at Lashio, Burma... photo dated March 11th, 1945.
NARA via Fold3.com
A closer look...
NARA via Fold3.com
This poor quality image shows the other side of the same ship...
Project 914 Archives
That's it for now, though you'll probably see more Oscars in the future.
Fade to Black...
Thursday, November 19, 2015
Apache Sunset
We've said it before and we say it again... we dig pretty pikshurs around here. Here's one showing a U.S. Army AH-64D Apache Longbow in the area of Najaf, Iraq on March 23rd, 2003.
Fade to Black...
REUTERS/Kai Pfaffenbach
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Monday, November 16, 2015
Chammal
If, by now, you're not aware of the events which took place in Paris on November 13th, 2015, then you're probably living under the proverbial rock.
I've been trying to think of what to write here. Nothing seems sufficient. So I will simply say that the Armée de l'air has stepped up its ongoing 'Opération Chammal' to include additional ISIS targets inside of Syria in response to the heinous and cowardly attacks which took place that night in Paris.
Not all of the following photos were taken after November 13th, 2015. But they all show Armée de l'air Rafales and Mirage 2000s whose crews have been taking the fight to ISIS in Iraq and Syria since 2014, and continue to do so.
I'll let the images do the rest of the talking...
Fade to Black...
I've been trying to think of what to write here. Nothing seems sufficient. So I will simply say that the Armée de l'air has stepped up its ongoing 'Opération Chammal' to include additional ISIS targets inside of Syria in response to the heinous and cowardly attacks which took place that night in Paris.
Not all of the following photos were taken after November 13th, 2015. But they all show Armée de l'air Rafales and Mirage 2000s whose crews have been taking the fight to ISIS in Iraq and Syria since 2014, and continue to do so.
I'll let the images do the rest of the talking...
All photos: Ministère de la Défense
Fade to Black...
Tuesday, November 10, 2015
Baby Jug
In today's installment of 'TWW' we present a somewhat obscure 1930s pursuit ship that proved a fairly impressive successor to its younger cousin, the Seversky P-35, but which was, in turn, almost completely overshadowed by its phenomenally successful big brother... the Republic P-47 Thunderbolt.
The Republic P-43 Lancer exhibited excellent performance as compared to the initial requirements it was intended to meet. But, as with most 'modern' U.S. fighters of that period, evaluation of its foreign contemporaries showed that the P-43 was already obsolete by the time production got underway. Fortunately for Republic, the P-47 was in the pipeline. But it would be a while before the 'Jug' was fully developed... so, in the meantime, Republic's assembly lines were kept open and well-oiled with production of the P-43 until its successor was ready. And once that happened, the P-43 was destined to be thought of as nothing more than a historical footnote... a mere stepping stone to something greater.
A fine shot of the first of thirteen YP-43s ordered by the U.S.A.A.C. Between 1939 and 1942, a total of 272 P-43s would be built.
Of the total number of P-43s constructed, 180 were originally earmarked for China. That number was then reduced to 125, and they were initially intended for use by an envisioned third American Volunteer Group. Ultimately, only fifty-one P-43s were delivered to China and there were no further 'A.V.G.' outfits formed.
Though a small number found their way into the hands of the first A.V.G., most of the P-43s were flown by Chinese pilots, as shown in this photo.
You can see another shot of a Chinese P-43 in one of our earliest installments of 'TWW'... HERE.
Fade to Black...
The Republic P-43 Lancer exhibited excellent performance as compared to the initial requirements it was intended to meet. But, as with most 'modern' U.S. fighters of that period, evaluation of its foreign contemporaries showed that the P-43 was already obsolete by the time production got underway. Fortunately for Republic, the P-47 was in the pipeline. But it would be a while before the 'Jug' was fully developed... so, in the meantime, Republic's assembly lines were kept open and well-oiled with production of the P-43 until its successor was ready. And once that happened, the P-43 was destined to be thought of as nothing more than a historical footnote... a mere stepping stone to something greater.
A fine shot of the first of thirteen YP-43s ordered by the U.S.A.A.C. Between 1939 and 1942, a total of 272 P-43s would be built.
Project 914 Archives
Of the total number of P-43s constructed, 180 were originally earmarked for China. That number was then reduced to 125, and they were initially intended for use by an envisioned third American Volunteer Group. Ultimately, only fifty-one P-43s were delivered to China and there were no further 'A.V.G.' outfits formed.
Though a small number found their way into the hands of the first A.V.G., most of the P-43s were flown by Chinese pilots, as shown in this photo.
NARA via Fold3.com
You can see another shot of a Chinese P-43 in one of our earliest installments of 'TWW'... HERE.
Fade to Black...
Saturday, November 7, 2015
Hurricane in the Clouds
Something's been naggin' at your blogmeister over the last couple'a days... he felt compelled to issue an installment of 'TWW' that featured the Hawker Hurricane. Now he knows why... yesterday, November 6th, was the 80th anniversary of the Hurri's first flight.
Proof positive that you should sometimes listen to those voices in your head.
Anyhoo, as we've made it clear that we dig pretty pikshurs around here, here's a real pretty one... dedicated to Mr. Sydney Camm, father of the Hurricane.
Fade to Black...
Proof positive that you should sometimes listen to those voices in your head.
Anyhoo, as we've made it clear that we dig pretty pikshurs around here, here's a real pretty one... dedicated to Mr. Sydney Camm, father of the Hurricane.
Project 914 Archives
Fade to Black...
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