Saturday, February 18, 2017

F-51 Korean war pictures

From what I can see the F-51 used during the Korean where pretty abused aircraft.  What I have read these aircraft flew numerous sorties a day.  With very little maintenance, only what was needed to keep the aircraft flying.  Almost all had been painted with silver paint after the second world war.  Spare parts became a problem.  Open air repairs.  Let say it was a major mess.

Note: Most of the cockpits had been painted black on the F-51's.  

  Here are the picture to show how rough the aircraft where.  All pictures are reference and I claim no ownership on them.









Amazing amount dirt from firing the guns.








Note the wear of the wing root.  One can see the prime paint and skin

Sunday, February 12, 2017

Thursday, February 9, 2017

Remembering an old friend Dave Boksanski

 As sit here late at night not being able to sleep well.  It came to me the my good buddy pasted away on Valentines day 1983.   Dave was my buddy.  Our family use to get together for dinner.  He was one of the Premier model builder in 60's, 70's and early 80's.   A lot of his aircraft where in the old Scale Modeler Magazines.   This clean sweep at the IPMS Reg 4 regional.

Miss you Boh.  Hard to believe its been 33 years since I seen that great smile.





Some quotes about Dave.

One last thought. Anyone who attended the 1977 IPMS nationals in San
Francisco would have no trouble explaining why that was the best convention ever,especially
the banquet. This area has also been the home to some of the finest modelers in the world including the late, very lamented George Lee and Dave Boksanski.

Happy Modeling
Tom
David "Boh" Boksanski.
Anyone remember this incredibly talented, cigar-chomping character?  Heard this story, which might, in fact
be apocryphal:
A modeler wsa bragging about his output to am IPMS chapter in California. Fellow IPMS'ers "Boh" Boksanski
and (the late) Mike Dario then built  AN ENTIRE CARRIER AIR GROUP by the next month's meeting to show the first what output REALLY meant!  Don't know whether THAT was true.... but I personally know
Boh constructed 14 Revell 1/48 109G-10 in little over two week's time.
Anyone have similar "Boh" anecdotes?

David L. Veres

Yes Boh, Mike and another individual did indeed build an entire CAG. Whats more they did it over one weekend,
cleaned out all the decals in the Northern CA to do it.
Boh also took second at the St Louis IMPS Nats ( one before the last) with a Combat F-101.  Couldn't
figure out how he did it, (make the Combat kit look so good). Before he died Mike Dario told me that the rear end
came from a Revell 1/32 F-4.   Creative Modeling.





Wednesday, February 8, 2017

Sunday, February 5, 2017

1/48 scratch built Noratlas by Renaud Pouge

Here is post on face book Cold war models


Hello everyone,
A few days ago, someone published a picture of a C-135FR expressing regret at not seeing enough transport planes.
I am pleased to present my model of North 2501 Noratlas, a Cold War transport aircraft that served in the French Air Force from 1954 to 1986, as in German Luftwaffe or Hellenic Air Force.
This model is the one that brought me into the world of Cold War planes (before I devoted myself to the allied aircraft of the Second World War).
No, this is not the Heller model in 1/72. This model is fully scratch built in 1/48 scale.
Hope you like it ;




















)

Wednesday, February 1, 2017

P-40 restoration at the Glen H. Curtiss museum

In August 2011, the Restoration Shop at the Glenn H. Curtiss Museum purchased the remnants of 3 P-40 Warhawks, one of which is being restored to display condition.  Two of the aircraft were originally recovered from a Florida swamp just off the Suwannee River after a mid-air collision in 1945, while the third crashed at St. Simon Island around the same time. Although it will never fly again, it’s mechanical systems will be functional. The P-40 will be displayed in a flight attitude and one will be able to sit in the cockpit and work the controls for flaps, landing gear, lights, and other systems. The Allison V-1710 V-12 will be re-installed in the aircraft.
The P-40 was made famous by the pilots of the American Volunteer Group (AVG), universally known as the “Flying Tigers”, and those who managed to get airborne over Oahu on December 7, 1941. The variants acquired by the Museum are the later N models. When the restoration is complete the Warhawk will be painted in the scheme it wore when it was lost.



When these wrecks were recovered they had been half-buried and one of the engines was 12 feet underwater. A number of parts are being made to replace those that could not be saved.  An aircraft that is recovered from the ocean is often too corroded for many parts to be used, but the two that were recovered from the swamp were in better shape because the fresh water on top of salt water helped preserve them.  The recoveries were made over a three-year period, and it was not easy as volunteers worked against alligators, snakes and mosquitoes to reclaim the aircraft.  Visitors to the Glenn H. Curtiss Museum are able to watch the progress of the restoration and speak with the volunteers working on the project.


Located in Hammondsport, New York on Keuka Lake in the heart of the State’s Finger Lakes region, the Glenn H. Curtiss Museum is home to a priceless collection of items related to early aviation and dedicated to the “Father of Naval Aviation”, Glenn Curtiss.  He made the amphibian, seaplane and flying boat a reality by developing the technology associated with enabling an aircraft to take off and land on water. He also worked with the U. S. Navy to train its first pilots and built its first aircraft. Visitors to the museum will see a full-scale reproduction of this first naval aircraft along with other vintage aircraft.












article on P-38 in the ETO

This is great information on the P38 ops in europe.  Great read.  Link to more about the P-38


Thirteen P-38 FGs were deployed in Europe and Med Theaters:
1, 14, 20, 55, 78, 81, 82, 350, 364, 367, 370, 474, 479.

Photo recon versions of the P-38 (F-4 and F-5) served in Europe and the
Med in five PRGs:
3, 5, 10, 67, 68.

The 1FG and 14FG were first to receive P-38 in spring, 1941.

P-38s equipped a total of 27 FG and 10 PRG.

In Europe, the P-38 flew some 130,000 sorties.  That compares with about
214,000 for the P-51 and 423,000 for the P-47.

Aside from about 20 F-4/5s given to the Free French air force, only the
USAAF used P-38s during the war (a handful of non-turbo, non-handed
versions went to and were rejected by the RAF).  One of these proved the
coffin of Antoine de Saint Exupery, author of "Wind, Sand and Stars" and
other aviation literature standards, who disappeared on a flight over
southern France, 31 July, 1944.

The first German plane shot down by the USAAF in WWII is generally
credited to a P-38 on 14 Aug., 1942, an FW-200C downed by Elza Shaham of
342 Composite FG.

The first allied fighters over Berlin were P-38s of the 55FG on 3 March,
1944.

The 1FG was the only USAAF fighter group during the war to win two
Presidential Unit Citations in less than a week, for actions in the MTO.

On two occasions, once in the Pacific and once in the Med, a lone P-38
escorting a group of bombers succeeded in driving off numbers of enemy
fighters attempting to attack the bombers, in each case shooting down one
e/a that got too close.  The Pacific incident involved a P-38 from the
475FG, which shot down a Ki-61 from a gaggle going after B-25s, and the
Med incident invoved a P-38 from the 1FG that shot down an Me-109 from a
gaggle going after B-25s.  In each case, the lone P-38 had been late off
the runway, missed the rendevous and proceeded on alone hoping to catch up
to the rest of the squadron, which was, in each case, turned back by bad
weather that the late starter missed.

The leading P-38 aces in the Med were Micheal Brezas who shot down 12
German planes (2 Me-210, 4 Me-109, 6 FW-190)  while serving with the 14FG,
and William Sloan, who shot down 12 German and Italian a/c (6 Me-109, 2
Mc-200, 1 Mc-202, 1 Re-2001, 1 Ju-88, 1 Do-217) while serving with the
82FG.

The 55FG began operations out of England on 15 Oct., 1943, one day after
Black Thursday when some 60 B-17s were lost on the second Schweinfurt
raid.  First encounter with Luftwaffe on 3 Nov., shot down 3 Me-109 with
no loss to selves.  On 5 Nov., down five Me-109s with no loss.  On 13
Nov., in a sprawling, large-scale battle, shot down 3 FW-190, 2 Ju-88, 1
Me-109, 1 Me-210 but lost 5 P-38s shot down.  Two more were lost due to
engine problems.  On 29 Nov. 7 P-38s were shot down for the loss of no
German planes.
Problems that surfaced with the P-38 in northern European theatre included
its poor performance above 30,000 ft compared to the Me-109, caused by its
lack of high activity propellers able to make use of the power the engines
were delivering at that altitude.  The F models used also had insufficient
intercooler capacity.  Some indication that TEL anti-knock compound was
not being properly mixed into avgas as well (at this time TEL was still
blended by hand into fuel shortly before use rather than being blended
when produced.  This was because in those days the compound tended to
precipitate out if left standing too long.  This problem later corrected.
Others believed either too much (leading to plug fouling) or not enough
(detonation) TEL was being added, causing engine problems.
Another problem that was revealed by the Nov. actions was that 55FG pilots
were attempting to dogfight e/a.  Their airplane may have been up to the
job, but the pilots weren't (many had as little of 20 hours total time on
the P-38, and little or no air to air gunnery training, and were
especially lacking in deflection shooting skills.  Many after-action
contact reports tell of repeated bursts of fire at deflection angles with
no results.  Most kills were the result of dead-astern shots). An 8th AF
report examining the failures of the 55FG noted one main problem was that
the P-38 as an airplane was simply too complicated and too demanding for a
low-time service pilot to fly skillfully, let alone dogfight in. It noted
that many pilots were afraid of the P-38.  55FG lost 17 P-38s in combat in
Nov., while being credited with 23 e/a destroyed in the air.
Morale in 55FG plummeted, and numerous pilots aborted missions claiming
mechanical problems--giving the a/c type a bad rep for mechanical
unreliability, although u/s reports reveal that in most cases the ground
crew could find nothing wrong with the aircraft.  In many instances the
ground crews hinted that the pilots were merely cowards.  In one u/s
report, the pilot had aborted the mission because he claimed the piss tube
was too short and he could not use it.  The ground crew chief wrote in his
report:  "Piss tube to spec.  Problem is pilot's dick is too short."

20FG entered N. Euro. combat at the end of Dec, '43. Did not appear to
suffer from the morale and leadership problems of the 55FG.  First
contacted Luftwaffe on 29 Jan. '44.  Downed 3 FW-190, 3 Me-110, 3 Me-210,
1 Me-109.  No P-38s lost.  3 FWs downed by Lindol Graham, who used only
his single 20mm cannon, 12 shots per plane. (Lindol later crashed and was
killed while attempting to kill the fleeing crew of an Me-110 he had just
forced down in a low-level fight.  The two men were floundering across a
snow-covered field and it appeared that Lindol attempted to hit them with
his props.  His plane seemed to hit the ground, then bounce back up,
soaring into a chandelle, then falling off on its nose and diving straight
into the ground.)
On 8 Feb. James Morris of 20FG downed 3 FW-190s in a single combat,
involving tight turns (in which the P-38's maneuvering flap setting [8
degrees extension] was used) and an Me-109 as returning home, the first
quadruple kill for an 8AF fighter.  All kills were made with dead astern
shots.  Morris missed all his deflection shots. Interestingly, two of the
FWs were first encountered head-on and Morris was able to reverse and
maneuver onto their tails while they tried with all their might to get on
his--and failed. Three days later he downed an Me-109, making him the
first P-38 ace flying out of England. (He would score a total of 8
victories before being shot down on 7 July, the highest score of any
UK-based P-38 pilot.)

364FG arrived in UK in Feb., '44.  Led by Col John Lowell, who had helped
develop the P-38 at Wright-Pat, on its first mission over Berlin on 6
March, he downed 2 Me-109s, and two more on 8 March.  On 9 March he downed
an FW-190.  He was eventually to tally 11 kills in the P-38, but several
were downgraded to probables after the war.
Col Mark Hubbel took over the 20th on 17 March.   He believed P-38
excellent fighter against Luftwaffe and proved it by promptly shooting
down 2 Me-109 and sharing a third with his wingman.  He may have downed a
fourth Me-109 which he was seen pursuing as it streamed smoke in a dive.
He was last seen chasing yet another Me-109,  this time through the door
of a church.  Neither planes nor church survived the encounter.
During the late winter of 1944 ocurred the famous dual between a
Griffon-engined Spitfire XV and a P-38H of the 364FG.  Col. Lowell few the
P-38, engaging the Spitfire at 5,000 ft. in a head-on pass.  Lowell was
able to get on the Spitfire's tail and stay there no matter what the
Spitfire pilot did.  Although the Spitfire could execute a tighter turning
circle than the P-38, Lowell was able to use the P-38's excellent stall
characteristics to repeatedly pull inside the Spit's turn radius and ride
the stall, then back off outside the Spit's turn, pick up speed and cut
back in again in what he called a "cloverleaf" maneuver.  After 20 minutes
of this, at 1,000 ft. altitude, the Spit tried a Spit-S (at a 30-degree
angle, not vertically down).  Lowell stayed with the Spit through the
maneuver, although his P-38 almost hit the ground.  After that the
Spitfire pilot broke off the engagement and flew home.  This contest was
witnessed by 75 pilots on the ground.

Ultimately 7 P-38 FG were operational in northern Europe.  The 474th was
the only one to retain the P-38 till the end of the war.  As pilots grew
used to the plane and developed confidence in it, it successes against the
Luftwaffe grew.  On 7 July, '44, P-38s of the 20FG downed 25 out of 77 e/a
destroyed that day, the highest of any group.
The last UK-based P-38 ace was Robin Olds of the 479FG.  On 14 Aug., '44,
while flying alone, he encountered two FW-190s and engaged them in a
dogfight, shooting both down.
On 25 Aug, P-38s from 367 encountered FW-190s of JG-6, a top Luftwaffe
unit.  Wild, low-level  battle ensued in which 8 P-38s and 20 FW-190s were
down.  Five of the FWs were shot down by Capt. Lawrence Blumer.   367
received a Presidential Unit Citation as a result of this battle.
On the same day, P-38s from 474 shot down 21 FW-190s for the loss of 11
P-38s.  The same day Olds' of 479 downed three Me-109s in a running battle
that saw his canopy shot off.
On 26 Sept., P-38s of the 479 downed 19 e/a near Munster.  Shortly after
that most P-38s were gradually replaced by P-51s.
The last long-range bomber escort in northern Europe by P-38s was on 19
Nov. '44 when 367FG escorted bombers to Merzig, Germany.  FW-190s
attempted to intercept.  P-38s downed six with no losses.  No bombers were
lost either. It was a good way to end the P-38s air-superiority role in
northern Europe