Off to work I must go back tonight
Regards
alfa6 ;>}
Posted on 01/21/2007 6:11:53 PM PST by snippy_about_it
Now I understand why Orr and Yossarian both decided to paddle to Sweden.
(Read "Catch-22" if you don't know what I am talking about)
The B-25 was really a great airplane. Does anybody know how it compared to our other medium bombers? Say the B-26.
They must have preferred it over the B-26 as they seemed to use the B-25 almost exclusively in the Brenner Pass campaign.
Off to work I must go back tonight
Regards
alfa6 ;>}
I will try to answer your question tonight when I get home from work.
Regards
alfa6 ;>}
Good morning and ((HUGS)) to everyone at the Foxhole. How's it going, Snippy?
January 22, 2007
READ: Colossians 1:9-14
Walk worthy of the Lord, fully pleasing Him. —Colossians 1:10
A story is told about a vendor who sold bagels for 50 cents each at a street corner food stand. A jogger ran past and threw a couple of quarters into the bucket but didn’t take a bagel. He did the same thing every day for months. One day, as the jogger was passing by, the vendor stopped him. The jogger asked, “You probably want to know why I always put money in but never take a bagel, don’t you?” “No,” said the vendor. “I just wanted to tell you that the bagels have gone up to 60 cents.”
Too often, as believers, we treat God with that same kind of attitude. Not only are we ungrateful for what He’s given us—but we want more. Somehow we feel that God owes us good health, a comfortable life, material blessings. Of course, God doesn’t owe us anything, yet He gives us everything.
G.K. Chesterton wrote, “Here dies another day, during which I have had eyes, ears, hands, and the great world round me. And with tomorrow begins another. Why am I allowed two?” The psalmist said, “This is the day the Lord has made; we will rejoice and be glad in it” (Ps. 118:24).
Each day, whether good or bad, is one more gift from our God. Our grateful response should be to live to please Him.
Good one, snippy! "Death From Above!"
"Pinewood Derby." Oh, boy, does that bring back some memories. I still have one young enough to be in cubbies. Our Derby is Friday. He wants to do a more conventional, sleek racer. One pack we were in had an "open" division where people could race novelty cars like your tank and still race a conventional racer in the regular division. Good luck!
Thanks F-117A. Those B25s and the B17s sure could take a lot and still fly our boys home.
She's a beauty. Go team Go!
LOL. You know we did. You are so clever. :-)
Thanks.
It's been years but I read it. :-)
Good to see you.
In preparation for large-scale introduction of the Marauder into combat, the USAAF had set up B-26 Transition Training Fields at MacDill Field, Tampa, Florida and at Barksdale Field, Shreveport, Louisiana. Nine new USAAF medium bomber groups had been activated in 1942 as Marauder-equipped units.
Unfortunately, many of the pilots trying to master the Marauder at these fields had no previous twin-engined experience. In 1942, a series of training accidents took place stateside which placed the future of the entire Marauder program in doubt. Most of these accidents took place during takeoff or landing. The increases in weight that had been gradually introduced on the B-26 production line had made the wing loading of the Marauder progressively higher and higher, resulting in higher stalling and landing speeds. Veteran pilots in combat overseas had enough experience that they could handle these higher speeds, but new trainees at home had serious problems and there were numerous accidents, causing the Marauder to earn such epithets as "The Flying Prostitute", "The Baltimore Whore", "The Flying Vagrant", or "The Wingless Wonder", these names being given because the B-26's small wing area appeared to give it no visible means of support. Other derisive names being given to the B-26 were "The Widow Maker", "One-Way Ticket", "Martin Murderer", "The Flying Coffin", "The Coffin Without Handles", and the "B-Dash Crash". In particular, there were so many takeoff accidents at MacDill Field during early 1942 that the phrase "One a Day Into Tampa Bay" came to be a commonplace lament.
The USAAF was concerned about the high accident rate and seriously considered withdrawing the Marauder from production and service. The US Senate's Special Committee to Investigate the National Defense Program (better known as the Truman Committee, after its chairman, Sen. Harry S. Truman of Missouri), which had been charged with ferreting out corruption, waste, and mismanagement in the military procurement effort, also began looking into the Marauder's safety record. By July, the Committee had heard so many Marauder horror stories that they recommended that B-26 production be stopped. However, combat crews in the South Pacific, who were more experienced, were not reporting any particular problems with the airplane, and they went to bat for the Marauder. They exerted pressure, and the USAAF decided to continue with production of the Marauder.
However, by September of 1942, the situation had gotten even worse and training accidents had become even more frequent. By that time, the reputation of the Marauder had gotten so bad that civilian crews contracted to ferry USAAF aircraft to their destinations were often quitting their jobs rather than having to ferry a B-26. The Air Safety Board of the USAAF was forced to initiate an investigation into the cause. In October, the Truman Committee was again on the warpath and once again recommended that production of the B-26 be discontinued.
USAAF commanding General Henry H. Arnold directed that Brig. Gen. James H. Doolittle (fresh from his famous Tokyo raid) investigate the problem with the B-26 personally. Doolittle had recently been given command of the B-26-equipped 4th Medium Bombardment Wing, which was scheduled to take part in the invasion of North Africa.
Both General Doolittle and the Air Safety Board concluded that there was nothing intrinsically wrong with the B-26, and there was no reason why it should be discontinued. They traced the problem to the inexperience of both aircrews and ground crews, and also to the overloading of the aircraft beyond the weight at which it could be safely flown on one engine only. Almost immediately after the Marauder had entered service, it had been found necessary to add more and more equipment, armament, fuel, and armor, driving the gross weight steadily upwards. By early 1942, the B-26 had risen in normal gross weight from its original 26,625 pounds to 31,527 pounds with no increase in power. It had been found that many of the accidents had been caused by engine failures, which were in turn caused by a combination of poor maintenance by relatively green mechanics and a change from 100 octane fuel to 100 octane aromatic fuel, which damaged the diaphragm of the carburetors. Many of the B-26 instructors were almost as green as the pilots they were trying to train, and did not know themselves how to fly the B-26 on one engine only, and so could not teach the technique to their students.
General Doolittle sent his technical adviser, Captain Vincent W. "Squeak" Burnett, to make a tour of OTU bases to demonstrate how the B-26 could be flown safely. These demonstrations included single-engine operations, slow-flying characteristics, and recoveries from unusual flight attitudes. Capt. Burnett made numerous low altitude flights with one engine out, even turning into a dead engine (which aircrews were warned never to do), proving that the Marauder could be safely flown if you knew what you were doing. Martin also sent engineers out into the field to show crews how to avoid problems caused by overloading, by paying proper attention to the plane's center of gravity.
The efforts of the Army and Martin to improve training soon began to pay off, and accidents at training fields began to fall off, and within a month had reached a fairly low level. The Truman Committee finally relented, and stopped its demands for the cessation of Marauder production. Nevertheless, the derogatory nicknames still persisted, and word had not gotten down to the grass roots level that the problems with the B-26 had been identified and corrected. Student pilots still believed the popular legend that the B-26 was a deathtrap, and very few graduates requested assignment to a B-26 group.
The A-20 was designed to meet an Army Air Corps attack specification in 1938 but was in use by the French and British before delivery to US squadrons. Begun as a company- funded venture, the Havoc eventually became the most-produced Army Air Forces attack aircraft. It was also the one of the first US combat aircraft to have a nosewheel. On July 4, 1942, the first Army Air Forces bomber mission over Western Europe was flown by US crews of the 15th Bomb Squadron operating British Bostons IIIs (the Royal Air Force's name for most of their Havocs) against airfields in the Netherlands. The A-20 was used in every theater of the war and was also flown by Australia, Brazil, South Africa, and the Netherlands. The Soviets actually received more A-20s than the US did, but little is known about the type's operational career there. Some of the Dutch aircraft were captured by the Japanese and appropriated into service. The export version of the A-20C was the first aircraft to be ordered under a lend-lease contract. The P-70 was a modified A-20 fitted with an airborne intercept radar and four 20-mm cannon in a belly package as an interim night fighter until the P-61 was available. The F-3A was the photoreconnaissance version.
The A-26, the last aircraft designated as an "attack bomber," was designed to replace the Douglas A-20 Havoc/Boston. It incorporated many improvements over the earlier Douglas designs. The first three XA-26 prototypes first flew in July 1942, and each was configured differently: Number One as a daylight bomber with a glass nose, Number Two as a gun-laden night-fighter, and Number Three as a ground-attack platform, with a 75-millimeter cannon in the nose. This final variant, eventually called the A-26B, was chosen for production.
Upon its delivery to the 9th Air Force in Europe in November 1944 (and the Pacific Theater shortly thereafter), the A-26 became the fastest US bomber of WWII. The A-26C, with slightly-modified armament, was introduced in 1945. The A-26s combat career was cut short by the end of the war, and because no other use could be found for them, many A-26s were converted to JD-1 target tugs for the US Navy.
A strange aircraft-designation swap occurred in 1948, when the Martin B-26 Marauder was deactivated and the Douglas A-26 was re-designated the B-26. (It kept this designation until 1962.) B-26s went on to serve extensively in both the Korean and Vietnam wars. In Vietnam, they were commonly used in the Counter-Insurgency (COIN) role, with very heavy armament and extra power. This version, the B-26K, was based in Thailand and was, to confuse things further, called the A-26 for political reasons. B-26s were also used for training, VIP transport, cargo, night reconnaissance, missile guidance and tracking, and as drone-control platforms.
HEY!!! There's no treads on that vehicle!!
Just making sure you're still on the job. ;-)
Nice picture! Hiya Feather. :-)
Nice picture! Hiya Feather. :-)
It's a beautiful thing. Good to see you CJ.
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