Grumman J2F Duck, part three

 

The J2F-5 was the last variant manufactured before the USA entered the war. It was powered by a 950 hp Wright R-1820-50 radial engine, fitted inside a broad chord cowling which had the oil cooler incorporated. This variant was also fitted with stronger bomb racks, making it capable to carry 325 pound depth charges, and the rear .30 caliber machine gun. During the war, most J2F-5s were retained at bases in the United States or far from the frontline, other Ducks saw distinguished service in the Pacific, as they were used by the Marines and the US Navy to recover downed pilots from the sea and Japanese held islands.

It was a J2F-5 assigned to the naval base at Cavite, Philippines, that provided supply and medical evacuation for the Bataan garrison in early 1942. On 8th April 1942 a single J2F-5 left Cabcaben, in Bataan, with six men, among them president Carlos Romulo, who would later become president of the Republic of The Philippines. 

In order to free Grumman for production of fighters and torpedo-bombers, the US Navy transferred production of the Duck to Columbia Aircraft Corporation in Valley Stream, Long Island, New York. With the designation of J2F-6, Columbia manufactured 330 J2F-6s from 1942 until August 1945. The only remarkable difference between the J2F-5 and the J2F-6 was the introduction of the 1.050 hp Wright R-1820-54 air-cooled radial engine.

The final mission for the Duck in Coast-Guard/US Navy service took place in 1946/1947. A single J2F-6 assigned to USCGC Northwind (WAGB-282), a Wind-class icebreaker, took part, as Navy Task Force 68 in the Antarctic expedition named Operation High Jump, with Rear Admiral Richard E. Byrd as Officer-in-Charge of scientific programs. That Duck performed reconnaissance flights over the South Pole region, liaison and supply flights, weather reconnaissance and acted as standby rescue and medical evacuation aircraft. The J2F-6 and the crew of the Northwind, under the command of Captain Charles W. Thomas, earned the praise of Byrd and received much of the credit the success of supporting operations for the scientific programs.

The Duck also served with the United States Army Air Force (USAAF) when a single naval J2F-5 was transferred during 1942. It was designated Grumman OA-12 and it served mostly in the North Atlantic region, based at Newfoundland and Fort MacAndrews, in Nova Scotia, Canada. It returned to the United States in 1945 and was disposed off as a surplus at Bush Field, in Augusta, Georgia on 15th June 1945.

Later, additional OA-12s were drawn from surplus US Navy stocks and overhauled at Warner Robins, Georgia for Arctic operations. Five OA-12s were assigned to the 10th Air Rescue Squadron (which would eventually become the 10th Air Rescue Group) assigned to the Alaskan Air Command, after the creation of the United States Air Force (USAF). Those Ducks operated from Elmendorf Air Force Base (AFB) in Anchorage and at Ladd AFB in Fairbanks from 1948 until early 1950s. One OA-12A crashed on Lake Chekatna in August 1948 during landing. It was recovered during the 1970s and nowadays is at display (and remains airworthy) in Alaska Aviation Museum, in Anchorage.

Sources:

1. https://en.wikipedia.org/wiki/Grumman_J2F_Duck

2. Squadron Signal - Aircraft in Action Mini 7 - Grumman JF Duck

3. https://www.valka.cz/Grumman-J2F-6-Duck-t11170

4. https://aerialvisuals.ca/AirframeDossier.php?Serial=86152

Messerschmitt Bf.108, part two

The Messerschmitt Bf.108 was widely used across the world. Some of the users were:

• Nationalist China: Apparently Nationalist China had at least one Bf.108B-2 in the ranks of their Air Force at the year 1939. Further information is required and the drawing should be considered as speculative.
• United Kingdom: The Royal Air Force (RAF) interned four Bf.108s at the outbreak of the war and put them into service under the designation of "Messerschmitt Adlon". They became the fastest communication aircraft of the RAF but they were often mistaken for Bf.109s, so they weren't employed very much. After the war, captured exemplars were used until at least 1948.
• Poland: The Polish Air Force used some captured Bf.108 after the war. They served until the very late 1940s.
• USSR: Before the war with Germany, the Soviet Air Force bought some few Bf.108s for evaluation. During the World War 2, many captured exemplars were put into service with the Soviet Air Force.
• United States: The U.S. Army Air Force (USAAF) evaluated some captured exemplars that were shipped to Freeman Army Airfield, in Indiana in September 1945. Apparently some of them served until the foundation of the U.S. Air Force (USAF) and flew for some time with the new American roundel in 1947.

Sources:

1. https://en.wikipedia.org/wiki/Messerschmitt_Bf_108

2. http://www.warbirdalley.com/bf108.htm

3. Wydawnictwo Militaria 149 - Messerschmitt Bf-108 Taifun

4. https://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=347

Messerschmitt Me.262. Part three. - Foreign users part one

On this post, we're going to cover many foreign users of the Messerschmitt Me.262.

• Russian Liberation Army: According to some sources, only one Me.262 served with the Russian Liberation Army Air Force. It was part of the Aufklarungstaffel 3. (3rd recce escadrille) piloted by CO Hptm. Artemejev. The machine was delivered in February 1945, in the airfield Cheb (Eger) in West Bohemia. The fate of the aircraft is unknown, but was most likely destroyed because when the 5. Jagdstaffel of the Russian Liberation Army moved on to the airfield in Nemecky Brod (Deutsch Brod - nowadays Havlickuv Brod) in Eastern Bohemia and by then they didn't have any Me.262 in their inventory.
• USSR: When the war was on its last stages, the Soviet troops managed to capture many Me.262 left over by their previous users. They were sent to the NII-VVS (the test unit of the Soviet Air Force) and were flight-tested both at the end of the war and in its aftermath. It was the main inspiration for the Sukhoi Su-9 (1946).
• United States of America: The USAAF (United States Army Air Force) managed to have some Me.262 in its ranks.
  The Me.262A-1a 'Screamin Meemie' was maybe the most famous case. It was surrendered to American troops in Lechfeld's airfield, in Bavaria and was given to Watson's Whizzers (the USAAF Foreign aircraft test unit). It was nicknamed as 'Screamin Meemie' and sent to the US Navy Flight Test Division where it was used to test the reaction of jet aircraft to a wave off from an aircraft carrier. It was withdrawn from testing and put into storage in 1947, where it stood for ten years. In 1957 it was donated to the USAF's museum where it can be seen nowadays.

Sources:

1. https://en.wikipedia.org/wiki/Messerschmitt_Me_262

2. https://ww2aircraft.net/forum/threads/free-russian-airforce.7574/

3. https://books.google.es/books?id=8dUGAQAAQBAJ&pg=PT16&lpg=PT16&dq=Messerschmitt+Me.262+Screaming+Meemie&source=bl&ots=vAN-ETxH4m&sig=ACfU3U2QpvIoa0V1fpAof1uzjuAePoY0Uw&hl=es&sa=X&ved=2ahUKEwj_qI2-pvzhAhVVA2MBHUswDx8Q6AEwDHoECAcQAQ#v=onepage&q=Messerschmitt%20Me.262%20Screaming%20Meemie&f=false

4. Salamander Books - The complete book of fighters

Curtiss SC Seahawk

The Curtiss SC Seahawk was started to be designed back in June 1942 after a request from US Navy Bureau of Aeronautics for scout aircrafts. Curtiss submitted the Seahawk on 1st August 1942 with a contract for two prototypes and five test service aircrafts awarded on 25th August which was followed by a production order for 500 SC-1s in June 1943 prior even to the first flight of the prototype.
Initialy it was intended to seat the pilot, but a bunk was provided in the aft fuselage, for rescue operations or personnel transfer missions. It was armed with two 0.5in (12,7mm) M2 Browning Machine guns in the wings and had two underwing hardpoints to carry either 250lb (113kg) of bombs or, in the right wing a surface-scan radar. The wings were foldable and the main float was designed to have a small bomb bay, but apparently, it suffered from leaks and was, therefore, modified to acommodate an additional fuel tank. It was powered by one supercharged Wright R-1820-62 Cyclone 9-cylinder radial engine which delivered 1350hp (1007Kw) of power.
The first prototype flew for the first time on 16th February 1944 as XSC-1, at Curtiss plant in Columbus, Ohio. Flight testing continued until 28th April, when the last of the seven pre-production aircrafts took to the air. Nine more prototypes were built with a second seat and a slighlty modified cockpit, the SC-2, but it wasn't manufactured in numbers.
The first Seahawks were delivered on 22nd October 1944 to the USS Guam (CB-2) and, all of them were manufactured with conventional fixed wheeled landing gear and were flown to their respective Naval Air Station where they were fitted with their characteristics floats.
As it was able of fitting either floats or wheels, it was most probably the best American floatplane scout to serve in the World War 2. However, it entered service too late to see significant action in the war. In fact, it wasn't until June 1945 during the pre-invasion bombardment of Borneo that the Seahawk got involved in a military operation.
It served through the early postwar, until seaplanes were less desiderable by the US Navy and the types were gradually replaced by helicopters until 1948 the last of them was officially withdrawn and replaced.

Sources:
1. https://en.wikipedia.org/wiki/Curtiss_SC_Seahawk
2. https://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=831

Martin AM Mauler, part one

The Martin AM Mauler, which originally was called XBTM, was a single-seat shipboard attack aircraft of the United States Navy. It was designed during the World War II but due to development delays, it couldn't enter service until 1948 and in small numbers.
It turned out to be troublesome though and only remained in active service until 1950 when it passed to serve with the Navy Reserve as it was replaced by the Douglas AD Skyraider.
They remained in the Navy Reserve until 1953.
Initially, the first Maulers were assigned to the Atlantic Fleet Squadrons, being the Attack Squadron 17A (VA-17A) the first one to receive the AM-1 in March and April 1948.
The squadron passed their carrier qualification trials aboard USS Kearsage (CV-33) and USS Leyte (CV-32) in late December 1948 and early 1949. Later that year, they were briefly assigned to the USS Midway (CV-41) in order to perform the search for a British South American Airways Avro Tudor that went missing in the Caribbean. Thanks to the longer runway of the Midway, it was easier for the pilots to land the Mauler, and, unlike previous destinations, the Mauler didn't suffer any landing accident when deployed on that carrier. Upon return, the squadron passed their Maulers to VA-44 and VA-45 squadrons, both assigned to the Midway.

Sources:
1. https://en.wikipedia.org/wiki/Martin_AM_Mauler
2. http://www.aviastar.org/air/usa/martin_mauler.php
3. http://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=1066

Martin Baltimore, part six

The Martin Baltimore GR.VI was a purpose built maritime reconnaissance version intended to serve with the Royal Air Force's Coastal Command that never went beyond the prototype stage. It had a slightly lengthned fuselage in order to fit extra fuel tanks, a torpedo and a radome for a radar in the nose. The program was cancelled in April 1944 with an order of 900 airplanes being cancelled as the Lockheed Ventura was already fullfiling that role.
The United States Navy employed a modified Baltimore (serial number 09804) in 1946. It was called A-30 Baltimore and was fitted with many instruments and control surface tests to break the sound barrier. Thanks to its powerful engines and light, yet robust construction of the fuselage, the airplane managed to achieve mach 0.74 during a dive.

Sources:
1. https://en.wikipedia.org/wiki/Martin_Baltimore
2. http://forum.keypublishing.com/showthread.php?42970-Last-Martin-Baltimore

McDonnell XF-88 Voodoo

The McDonnell XF-88 Voodoo was a long-range twin-engine jet fighter aircraft with swept wings. It was designed to meet a requirement for a single-seat long range escort fighter. It was a recipient of a contract for two airplanes on 14th February 1947. It was powered by two 3000lb st (1361kgp) Westinghouse XJ34-WE-13 turbojets.
The first XF-88 flew for the first time on 20th October 1948 and it proved to be seriously underpowered forcing the second prototype to be refitted with two XJ34 WE-15 with short afterburners which boosted the maximum thrust to 4825lb (2190kgp), but performance wasn't enough yet. However, it was considered by the United States Air Force that this design had development potential and a letter of intent was issued covering further evolution on what would eventually become the McDonnell F-101 Voodoo. It was later refitted with an Allison XT-38-A-5 Turboprop in the nose and was used as a testbed for transonic and supersonic propellers and received the denomination of XF-88B.

Sources:
1. Salamander Books - The Complete Book of Fighters
2. https://en.wikipedia.org/wiki/McDonnell_XF-88_Voodoo

McDonnell XF-85 Goblin

The McDonnell XF-85 Goblin was a post-war attempt at creating a parasite fighter (a fighter launched from a bomber in order to provide addittional defence). It was designed by a team leaded by Herman D. Barkley, it was intended to be carried by the massive Convair B-36 Peacemaker and they were ordered back in October 1945.
It was a really small egg-shaped aircraft with vertically folding wings and triple tail surfaces. It was intended to be launched from the aircraft and be recovered from a retractable trapeze which was extended by the parent bomber airplane so no undercarriage was fitted. The second prototype which was used for trials, was powered by a 3000lb (1361KGp) Westinghouse J34-WE-37 turbojet engine. It was tested five times on the trapeze of a purposelly modified Boeing B-29 Superfortress, denominated EB-29 on 23rd August 1948 when it was launched three times at 20000ft (6100m) all three of them terminating in emergency landings. Those three flights were followed by another three successful ones where the fighter was recovered successfully by the trapeze. However the programme itself was already a dismal failure and the project was terminated.

Sources:
1. Salamander Books - The Complete Book of Fighters
2. https://en.wikipedia.org/wiki/McDonnell_XF-85_Goblin

McDonnell F2H Banshee - Part One

The McDonnell F2H Banshee single-seat carrier-based jet fighter that served with the United States Navy and the United States Marine Corps from 1948 until 1961.
It served in the Korean war and was the only jet fighter that served with the Royal Canadian Navy, where it served from 1955 until 1962.
The Banshee was a development of the previous FH-1 Phantom and its origins can be traced back to April 1945 when a mock-up, originally designated XF2D-1 was completed but it wasn't until late 1946 that the first three prototypes were completed. It made its maiden flight under the designation of XF2H-1 on 11th January 1947 in Lambert Field, St. Louis, Missouri.
As the first version, named F2H-1 was similar enough to the FH-1 Phantom, they were completed in August 1948, just three months after the last FH-1 Phantom rolled out from the factory. It differed from the prototype from being longer and from having bigger fuel capacity. It had different redesigned empennage with reduced vertical tailplane fairing and without dihedral from the horizontal stabilizers. WIngs and tail-thickness ratio were also reduced to increase the critical mach number and it was retrofitted with 3150lbf (14Kn) Westinghouse J34 turbojet engines as they were available.
The F2H-1 wasn't used in combat.

Sources:
1. https://en.wikipedia.org/wiki/McDonnell_F2H_Banshee
2. Salamander Books - The Complete Book of Fighters

McDonnell FH-1 Phantom

The McDonnell FH-1 Phantom was the first shipborne pure jet aircraft. It's roots can be traced back to the 7th January 1943 when a letter of intent was issued by the bureau of aeronautics for two prototypes designated XFD-1.
The basic design wasn't completed until early 1944 and it was expected to be powered by two Westinghouse WE-19XB-2B but only one of them was ready for the installation at the beginning of 1945, and the first brief test being performed on 2nd January with a single engine and later, on 26th January it made its full flight tests with both engines fitted. It wasn't until 19th July 1946 that it was tested aboard a carrier, the USS Franklin D. Roosevelt and prior to that, on 7th March 1945 one-hundred of them had been ordered. Later, that contract was reduced to 60 which were delivered with the designation of FH-1 and the nickname of Phantom.
It was powered by two 1600lb (726kgp) Westinghouse J30-WE-20 turbojet engines and it was armed with four 0.5in machine guns placed in the upper section of the nose. It flew officially for the first time on 28th October 1946 and served both with United States Navy and the United States Marine Corps until being retired in 1950.

Sources:
1. Salamander Books - The Complete Book of Fighters
2. https://en.wikipedia.org/wiki/McDonnell_FH_Phantom