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Posted on 03/24/2004 12:00:17 AM PST by SAMWolf
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 are acknowledged, affirmed and commemorated.
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| Our Mission: The FReeper Foxhole is dedicated to Veterans of our Nation's military forces and to others who are affected in their relationships with Veterans.
Where the Freeper Foxhole introduces a different veteran each Wednesday. The "ordinary" Soldier, Sailor, Airman or Marine who participated in the events in our Country's history. We hope to present events as seen through their eyes. To give you a glimpse into the life of those who sacrificed for all of us - Our Veterans.
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The U.S.A.T. Dorchester was an aging, luxury coastal liner that was no longer luxurious. In the nearly four years from December 7, 1941 to September 2, 1945 more than 16 million American men and women were called upon to defend human dignity and freedom on two fronts, in Europe and the Pacific. Moving so large a force to the battlefields was a monumental effort, and every available ship was being pressed into service. Some of these were converted into vessels of war, others to carrying critical supplies to the men and women in the field. The Dorchester was designated to be a transport ship. All non-critical amenities were removed and cots were crammed into every available space.  USS (USAT) Dorchester The intent was to get as many young fighting men as possible on each voyage. When the soldiers boarded in New York on January 23, 1943 the Dorchester certainly was filled to capacity. In addition to the Merchant Marine crew and a few civilians, young soldiers filled every available space. There were 902 lives about to be cast to the mercy of the frigid North Atlantic. As the Dorchester left New York for an Army base in Greenland, many dangers lay ahead. The sea itself was always dangerous, especially in this area known for ice flows, raging waters, and gale force winds. The greatest danger, however, was the ever present threat of German submarines, which had recently been sinking Allied ships at the rate of 100 every month. The Dorchester would be sailing through an area that had become infamous as "Torpedo Junction". Most of the men who boarded for the trip were young, frightened soldiers. Many were going to sea for the first time and suffered sea-sickness for days. They were packed head to toe below deck, a steaming human sea of fear and uncertainty. Even if they survived the eventual Atlantic crossing, they had nothing to look forward to, only the prospects of being thrown into the cauldron of war on foreign shores. They were men in need of a strong shoulder to lean on, a firm voice to encourage them, and a ray of hope in a world of despair. In their midst moved four men, Army Chaplains, called to put aside their own fears and uncertainties to minister to the needs of others.  The Four Chaplains by Art Seiden Perhaps Chaplain Fox thought of his own 18-year old son, serving in the Marine Corps, as he walked among the young soldiers on the Dorchester, giving strength and Spiritual hope to those he could. Before leaving he had said goodbye to his wife and 7 year old daughter Mary Elizabeth. It was Chaplain Fox's second war, for the "war to end all wars" ..... HADN'T! In other parts of the ship Father Washington likewise did his best to soothe the fears of those about him. As a Catholic Priest he was single and hadn't left behind a wife or children, but there were eight brothers and sisters at home to fear for him and pray for his safety. Now his closest brothers were the other three Chaplains on the Dorchester. They leaned on each other for strength, as they tried daily to mete that strength out to others. Surely as he prayed for his make-shift parish, Father Washington also whispered a prayer for Chaplain Fox, Chaplain Poling and Rabbi Goode. Not only had Chaplain Fox left a son and daughter behind, Rabbi Goode had left behind a loving wife and 3 year old daughter. Chaplain Poling's son Corky was still an infant, and within a month or two his wife would be giving birth to their second child. In time of war, perhaps being single had its advantages.  With so many men crammed into so small a space, all of them so much in need of the ray of hope Spiritual guidance could afford, differences ceased to be important. All of the soldiers shared the same level of misery and fear, whether Protestant, Catholic, or Jew. The title "Rabbi", "Father", or "Reverend" was of little consequence when a man needed a CHAPLAIN. A prayer from Rabbi Goode could give strength to the Catholic soldier as quickly as a hymn from the beautiful voice of Father Washington could warm the heart of a Protestant. The Jewish soldier facing an uncertain future on foreign shores could draw on the strength of a Protestant to help him face tomorrow. When sinking in the quicksand of life one doesn't ask for the credentials of he who offers the hand of hope, he simply thanks God that the helping hand is there. The crossing was filled with long hours of boredom and misery. Outside, the chilly Arctic winds and cold ocean spray coated the Dorchester's deck with ice. Below deck the soldiers' quarters were hot from too many bodies, crammed into too small a place, for too many days in a row. Finally, on February 2nd, the Dorchester was within 150 miles of Greenland. It would have generated a great sense of relief among the young soldiers crowded in the ship's berths, had not the welcomed news been tempered by other news of grave concern. One of the Dorchester's three Coast Guard escorts had received sonar readings during the day, indicating the presence of an enemy submarine in "Torpedo Junction".  Hans Danielson, the Dorchester's captain, listened to the news with great concern. His cargo of human lives had been at sea for ten days, and was finally nearing its destination. If he could make it through the night, air cover would arrive with daylight to safely guide his ship home. The problem would be surviving the night. Aware of the potential for disaster, he instructed the soldiers to sleep in their clothes and life jackets....just in case. Below deck however, it was hot and sweaty as too many bodies lay down, closely packed in the cramped quarters. Many of the men, confident that tomorrow would dawn without incident, elected to sleep in their underwear. The life jackets were also hot and bulky, so many men set them aside as an unnecessary inconvenience. Outside it was another cold, windy night as the midnight hour signaled the passing of February 2nd and the beginning of a new day. In the distance a cold, metal arm broke the surface of the stormy seas. At the end of that arm, a German U-Boat (submarine) captain monitored the slowly passing troop transport. Shortly before one in the morning he gave the command to fire. Quiet moments passed as silent death reached out for the men of the Dorchester, then the early morning was shattered by the flash of a blinding explosion and the roar of massive destruction. The "hit" had been dead on, tossing men from their cots with the force of its explosion. A second torpedo followed the first, instantly killing 100 men in the hull of the ship. Power was knocked out by the explosion in the engine room, and darkness engulfed the frightened men below deck as water rushed through gaping wounds in the Dorchester's hull. The ship tilted at an unnatural angle as it began to sink rapidly, and piles of clothing and life jackets were tossed about in the darkness where no one would ever find them. Wounded men cried out in pain, frightened survivors screamed in terror, and all groped frantically in the darkness for exits they couldn't find. Somewhere in that living hell, four voices of calm began to speak words of comfort, seeking to bring order to panic and bedlam. Slowly soldiers began to find their way to the deck of the ship, many still in their underwear, where they were confronted by the cold winds blowing down from the arctic. Petty Officer John J. Mahoney, reeling from the cold, headed back towards his cabin. "Where are you going?" a voice of calm in the sea of distressed asked?  Stained glass window from the Chapel at the Pentagon. "To get my gloves," Mahoney replied. "Here, take these," said Rabbi Goode as he handed a pair of gloves to the young officer who would never have survived the trip to his cabin and then back to safety. "I can't take those gloves," Mahoney replied. "Never mind," the Rabbi responded. "I have two pairs." Mahoney slipped the gloves over his hands and returned to the frigid deck, never stopping to ponder until later when he had reached safety, that there was no way Rabbi Goode would have been carrying a spare set of gloves. As that thought finally dawned on him he came to a new understanding of what was transpiring in the mind of the fearless Chaplain. Somehow, Rabbi Goode suspected that he would himself, never leave the Dorchester alive.  Stained glass windows from the Chapel at West Point Before boarding the Dorchester back in January, Reverend Poling had asked his father to pray for him, "Not for my safe return, that wouldn't be fair. Just pray that I shall do my duty...never be a coward...and have the strength, courage and understanding of men. Just pray that I shall be adequate." He probably never dreamed that his prayer request would be answered so fully. As he guided the frightened soldiers to their only hope of safety from the rapidly sinking transport, he spoke calm words of encouragement, urging them not to give up. In the dark hull of the Dorchester, he was more than adequate. He was a hero. Likewise Reverend Fox and Father Washington stood out within the confines of an unimaginable hell. Wounded and dying soldiers were ushered into eternity to the sounds of comforting words from men of God more intent on the needs of others, than in their own safety and survival. Somehow, by their valiant efforts, the Chaplains succeeded in getting many of the soldiers out of the hold and onto the Dorchester's slippery deck. In the chaos around them, life boats floated away before men could board them. Others capsized as panic continued to shadow reason and soldiers loaded the small craft beyond limit. The strength, calm, and organization of the Chaplains had been so critical in the dark hull. Now, on deck, they found that their mission had not been fully accomplished. They organized the effort, directed men to safety, and left them with parting words of encouragement. In little more than twenty minutes, the Dorchester was almost gone. Icy waves broke over the railing, tossing men into the sea, many of them without life jackets. In the last moments of the transport's existence, the Chaplains were too occupied opening lockers to pass out life jackets to note the threat to their own lives.  Stained glass windows from the Chapel at West Point In less than half an hour, water was beginning to flow across the deck of the sinking Dorchester. Working against time the Chaplains continued to pass out the life vests from the lockers as the soldiers pressed forward in a ragged line. And then....the lockers were all empty...the life jackets gone. Those still pressing in line began to realize they were doomed, there was no hope. And then something amazing happened, something those who were there would never forget. All Four Chaplains began taking their own life jackets off....and putting them on the men around them. Together they sacrificed their last shred of hope for survival, to insure the survival of other men.... most of them total strangers. Then time ran out. The Chaplains had done all they could for those who would survive, and nothing more could be done for the remaining...including themselves. Those who had been fortunate enough to reach lifeboats struggled to distance themselves from the sinking ship, lest they be pulled beneath the ocean swells by the chasm created as the transport slipped into a watery grave. Then, amid the screams of pain and horror that permeated the cold dark night, they heard the strong voices of the Chaplains. "Shma Yisroel Adonai Elohenu Adonai Echod." "Our Father, which art in Heaven, Hallowed be Thy name. Thy kingdom come, Thy will be done."  Truman at the dedication of the Chapel of the Four Chaplains Looking back they saw the slanting deck of the Dorchester, its demise almost complete. Braced against the railings were the Four Chaplains...praying...singing, giving strength to others by their final valiant declaration of faith. Their arms were linked together as they braced against the railing and leaned into each other for support, Reverend Fox, Rabbi Goode, Reverend Poling, and Father Washington. Said one of the survivors, "It was the finest thing I have ever seen this side of heaven." And then, only 27 minutes after the first torpedo struck, the last vestige of the U.S.A.T. Dorchester disappeared beneath the cold North Atlantic waters. In it's death throes it reached out to claim any survivors nearby, taking with it to its grave the four ministers of different faiths who learned to find strength in their diversity by focusing on the Father they shared. On that day.............
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Starr Bumble Bee II : (1988) 85hp Continental C-85; span: (I) 6'6" ( II) 5'6" length: (I) 9'4" ( II) 8'10" v: 180/150/80 range: 30 (3-gal tankage) ceiling: 5,000'. Gross wt ( II): 396#. Claimed as the smallest-ever piloted aircraft and earning a place as such in Guiness Book of Records, production cost $6,500. II crashed after an engine failure on 5/8/88, reported as "totally destroyed," but apparently was restored for display at Pima Air Museum.
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Air Power |
Last of the line of piston engined carrier based fighters which Grumman initiated with the FF of 1931, the Grumman FBF Bearcat was designed to be capable of operation from aircraft carriers of all sizes and to serve primarily as an interceptor fighter, a role which demanded excellent manoeuvrability, good low-level performance and a high rate of climb. To achieve these capabilities for the two XF8F-1 prototypes ordered on 27 November 1943, Grumman adopted the big R-2800 Double Wasp that had been used to power the F6F and F7F, but ensured that the smallest and lightest possible airframe was designed toaccommodate the specified armament, armour and fuel.
First flown on 21 August 1944, the XF8F-1 was not only smaller than the US Navy's superb Hellcat, but was also some 20 per cent lighter, resulting in a rate of climb about 30 per cent greater than that of its predecessor. Grumman had more than achieved the specification requirements, but also crowned this by starting delivery of production aircraft in February 1945, only six months after the first flight of the prototype.
A cantilever low-wing monoplane of all-metal construction, the initial F8F-1 had wings which folded at about two thirds span for carrier stowage, retractable tailwheel landing gear, armour, self-sealing fuel tanks and by comparison with prototypes, a very small dorsal fin had been added. Powerplant of these production aircraft was the Pratt & Whitney R-2800-34W and armament comprised four 12.7 mm (0.50 in) machine guns.
Shortly after initiation of the prototype's test programme in 1944, the US Navy placed a contract for 2,023 production F8F-1s, and the first of these began to equip US Navy Squadron VF-19 on 21 May 1945. This squadron, and other early recipients of Bearcats, were still in the process of familiarisation with their new fighters when VJ-Day put an end to World War II. it also cut 1,258 aircraft from Grumman's contract and brought complete cancellation of an additional 1,876 F8M-1 Bearcat fighters contracted from General Motors.
When production ended in May 1949, Grumman had built 1,266 Bearcats: 765 of the F8F-1; 100 of the F8F-1B, which differed by having the four standard machine guns replaced by 20 mm cannon; 36 of the F8F-1N variant equipped as night-fighters; 293 of the FBF-2 with redesigned engine cowling, taller fin and rudder, plus some changes in detail design, and adoption of the 20 mm cannon as standard armament; 12 of the night-fighter F8F-2N; and 60 photo-reconnaissance F8F-2P aircraft, this last version carrying only two 20 mm cannon. In late post-war service, some aireraft were modified to serve in a drone control capacity under the designations F8F-1D or F8F-2D.
By the time production ended, Bearcats were serving with some 24 US Navy squadrons, but all had been withdrawn by late 1952. Some of these, with a modified fuel system, were supplied to the French Armde de l'Air for service in Indo-China under the designation FSF-ID. One-hundred similar F8F-IDs and 29 F8F-1Bs were also supplied to the Thai air force.
A total of 1,265 Bearcats were delivered, including two civilian G.58's. Although too late for wartime service, F8F's served the USN until 1956. The Blue Angels operated Bearcats between 1946 and 1949. France, Thailand and South Vietnam operated surplus USN F8F's.
History
By late 1943, the Grumman F6F Hellcat had entered service with the U.S. Navy in the Pacific and had proved itself more than a match for Japan's Mitsubishi A6M Zero. The Navy realized, however, that an even higher performance design would eventually be needed to replace the Hellcat.
Curtiss and Boeing each submitted designs, designated the XF14C and XF7B respectively, both of which were much larger and heavier than the Hellcat. The Curtiss design was to be powered by a new Lycoming XH-2740-4 24-cylinder, liquid-cooled engine, initially rated at 2,200 hp, but the engine was not produced. A Wright R-3350-16 of 2,300 hp with turbo-supercharger was then fitted in the XF14C-2. Empty weight of the Curtiss was over 10,500 pounds. The Boeing XF8B-1 was powered by a Pratt & Whitney XR-4360-10 28-cylinder, four-row radial of 3,000 hp, then the world's largest aircraft engine, and was even heavier, with an empty weight of over 14,000 lbs.
Grumman, however, favored a lighter and more maneuverable design more like the German Focke Wulf Fw 190, of which a captured example was flown by Grumman test pilot Bob Hall in England. The resulting Grumman design, the XF8F-1, weighed only 7,017 pounds empty and was sometimes described as the smallest airframe built around the most powerful, fully-developed engine, a real "hot rod."
Powered by a Pratt & Whitney R-2800-22W engine, the first Bearcat prototype flew in late August 1944. Besides the P&W R-2800 engine, the design also retained the Hellcat's successful NACA 230 airfoil for the wings. After minor modifications, including the addition of a dorsal fin, the first production F8F-1s began armament tests and carrier qualification trials in early 1945. By May of 1945, the Bearcat was cleared for operational service, with very few flight restrictions over its wide speed range. A total of 654 F8F-1s were delivered, all fitted with the 2,100 hp (1566 kw) R-2800-34W engine.
The Bearcat was the first U.S. Navy fighter to feature a full "bubble" canopy, giving excellent all around vision. It was also fitted with so called "safety wing tips," the outer 40 inches of which were designed to break off cleanly if the wing was overstressed in a dive or other maneuver. After several non-combat incidents where one or both wing tips tore off and the aircraft landed safely, this feature was eliminated from later production Bearcats.
As soon as enough of the new fighters had been produced, two squadrons, VF-18 and VF-19, were equipped with F8F-ls. Their training was expedited in order to get the new fighter into service against Japanese 'kamikaze' suicide attacks in the Pacific. The Bearcat-equipped VF-19 was onboard the carrier USS Langley, enroute across the Pacific, when the war ended on Aug.16, 1945. There is little doubt that if the war had continued, the Bearcat's fantastic climb and acceleration would have been invaluable in combating the kamikaze menace.
The final production Bearcat was the F8F-2, introduced in 1947 with a more powerful R-2800-30W engine of 2,250 hp (1678 kW) and an automatic variable speed supercharger. The greater power required an extra foot to be added to the vertical fin, and F8F-2s carried a heavier armament of four 20 mm cannons. The F8F-2P was a photo-reconnaissance version, fitted with up to three cameras in the fuselage. By 1956, the last Bearcats were taken out of service and stored or scrapped, having been replaced by jets, including Grumman's own F9F Panthers and Cougars.
As a final demonstration of the Bearcat's fantastic climbing ability, an F8F is reported to have set the record for a climb to 10,000 feet from a standing start in 91 seconds. It is said to have held this record for almost three decades, until finally beaten by an F-16 Fighting Falcon. The author witnessed a maximum performance takeoff by a civilian Bearcat in the late 1960s, and the airplane went straight up and out of sight.
The Bearcat was the last, and perhaps the best, piston-engine fighter produced for the U.S Navy, and was a fitting culmination to Grumman's World War II line of splendid "Cats". Even today the Grumman F8F Bearcat is a favourite amongst the Nevada Air Racers owing to its outstanding speed and performance.
Variants
XF8F-1: two prototypes ordered on 27 November 1943.
F8F-1: production model with folding wings.
G.58: designation given to two aircraft built soley as civilian models.
F3M-1: were to be built by General Motors but the wars end saw their cancellation.
F8F-1B: armed with four 20 mm cannon instead of the four 12.7 mm (0.50 in) machine guns.
F8F-1N: 36 aircraft converted as night fighters.
F8F-2: airframe redesign and 20 mm cannon became standard.
F8F-2N: 12 aircraft converted as night fighters.
F8F-2P: 60 photo reconnaisance aircraft with only two 20 mm cannon.
F8F-1D/2D: were designated post war target drone control aircraft. F8F-1D was also the designation given to aircraft sold to the Armee de l'air.
Specifications:
Type: Single Seat Carrier Based Fighter/Interceptor
Design: Grumman Design Team
Manufacturer: Grumman Aircraft Engineering Corporation
Powerplant: One 2,100 hp (1566 kw) Pratt & Whitney R-2800-34W Double Wasp 18-cylinder radial piston engine.
Crew: One
Avionics: None.
History: First flight (XF8F-1) 21 August 1944; first deliveries (F8F-1) February 1945, equipped first naval squardrons 21 May 1945: production ended May 1949.
Operators: USN, (France, Thailand and South Vietnam operated surplus aircraft).
Performance :
Maximum speed: 421 mph (678 km/h) at 19,700 ft (6005 m)
Cruising speed: 163 mph (262 km/h)
Service ceiling: 38,700 ft (11795 m)
Initial climb rate: 4,570 ft (1395 m) per minute.
Range: 1,105 miles (1778 km) with internal fuel stores.
Dimensions:
Wing Span: 35 ft 10 in (10.92 m);
Length: 28 ft 3 in (8.61 m);
Height: 13 ft 10 in (4.22 m);
Wing area: 224 sq ft (22.67 sq m).
Weight: Empty 7,070 lbs (3207 kg) - Maximum take-off weight: 12,947 lbs (5873 kg).
Armaments:
(F8F-1) Four 12.7 mm (0.50 in) machine guns. - (F8F-1B/F8F-2) Four 20 mm cannon
Underwing hardpoints for two 1,000 lbs (454 kg) bombs, or
Four 5 in (127 mm) rocket projectile, or
Two 150 US gallon (568 litre) fuel drop tanks.
'Scuse me! Sounds like it was under fire to me.
Time for some silliness. LOL
Hey did you know John Kerry was in Vietnam?
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