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Posted on 05/14/2004 12:02:42 AM PDT by snippy_about_it
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 are acknowledged, affirmed and commemorated.
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 In mid-1944, AAF moved to checkmate a potentially disastrous German threat to the UK and perhaps even to the US.  Operation Crossbow, the Allied bombing campaign against German V-weapon launching sites in northwest France, held top priority in early 1944. Despite hundreds of strikes against these sites, German attacks with V-1 buzz bombs against urban targets in the United Kingdom began in June 1944 and soon resulted in extensive loss of life and great property damage. It was known that the Germans were working on a supersonic guided missile, the V-2, which was believed by many to be technically infeasible at that time. But surprise. The first V-2 hit the London area in September of that year, with 800 to follow.  In the V-weapon launching area, a number of very different large sites were under construction--their walls 12- to 14-feet thick and with massive steel doors. Were they intended to launch V-2s, or perhaps a rumored V-3, a missile with the range to hit targets in the eastern US? The Germans were striving to develop nuclear weapons, though progress in that area was not known. At any rate, the possibility of an operational V-2, or perhaps a nuclear-armed V-3, was not a threat to be taken lightly. These mysterious, heavily defended sites were attacked at night by the Royal Air Force, using 12,000-pound Tall-boy bombs, and during the day, by Eighth Air Force. Damage was minimal. A solution had to be found.  It was concluded that the most vulnerable element of the structures was their steel doors, which were virtually immune to damage by high-altitude bombing. Tactical fighters coming in at low altitude did not have the punch to do the job. Gen. Carl A. "Tooey" Spaatz and his scientific, technical, and operational advisors came up with a novel idea. Why not use war-weary B-17s as guided missiles? That would call for more than a few innovations.  The plan, labeled Project Aphrodite, was tested inconclusively at Air Proving Command in Florida. Essentially, the idea was that a completely stripped-down and explosive-laden B-17 with a crew of two--a pilot and an autopilot technician--would take off from a base in the UK. Once safely in the air, control of the B-17 would be turned over to a mother ship cruising at 20,000 feet, whose crew would fly it by radio signals fed into the B-17's autopilot. The B-17 crew would bail out over England. The mother ship then would fly the bomber, at an altitude of 200 to 400 feet, to the target and dive it into the steel doors. This, of course, was not an "any day" operation. Ceiling--and-visibility--unlimited weather was essential so that the mother ship's crew could follow the progress of its charge. Crews for the 10 modified B-17s were volunteers from bomb groups of the Eighth Air Force 3d Division. Each B-17 had been stripped of everything but a pilot's seat and loaded with 22,000 pounds of RDX, the most powerful explosive available. The war-weary bombers were given new engines and beefed-up landing gear, since they would be about 5,000 pounds over designed gross weight. The boxes were connected and fused so the load would detonate simultaneously.  On Aug. 4, the weather was good enough to launch the first two B-17 flying bombs. The first to go was piloted by Lt. Fain Pool with autopilot technician SSgt. Philip Enterline. They had to enter and leave the aircraft through the navigator's escape hatch, the only entrance not sealed. After making sure the controls operated properly on radio signals, Enterline bailed out at 1,200 feet. Pool followed at a much lower altitude after he had armed the load. When he landed, several British civilians came up to inquire what had happened. Since Aphrodite was highly classified, he told them his plane was on fire, forcing him to use his parachute. Almost immediately they heard a terrific explosion, caused not by Pool's aircraft but by the second B-17 flying bomb.  Its elevator control had malfunctioned, causing the plane to stall and crash before the pilot, Lt. John Fisher, could get out. Pool's plane made it to the target under radio control but on its second pass was shot down by ground fire. The crews of two other modified B-17s that were launched that day survived, but neither reached its target. Never wanting to be far behind the Air Force, the Navy adopted the Aphrodite technique, using its version of the B-24, but with two pilots who also were to bail out over England, while their aircraft was to proceed under radio control to submarine pens at Heligoland, Germany. The first pilot was Navy Lt. Joseph Kennedy, Jr., older brother of John F. Kennedy, 35th US President. His copilot was Lt. Bud Willy. While still over England, the aircraft exploded, killing both men.  No aircraft subsequently launched under Project Aphrodite or its Navy counterpart hit its target. As the Germans retreated in the weeks after D-Day, the large sites in France no longer were within their reach, and the project was abandoned. Despite its lack of success, Aphrodite was a daring, imaginative undertaking that might be considered a first, short step toward the development of American guided missiles. The crews that volunteered for these missions were stepping into an unprecedented, but dangerous, venture. For each of them, it was an act of exceptional valor. By John L. Frisbee, Contributing Editor Thanks to Herbert F. Mellor, president of the McChord Air Museum Foundation, and to Lt. Col. Fain Pool, USAF (Ret.). Published August 1997. Copyright © Air Force Magazine      |
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Air Power |
Air Ministry Specification B.12/36 called for the design and development of a strategic four-engined heavy bomber that could quickly is placed into production, giving the RAF Bomber Command a high-speed aircraft capable of delivering a large bombload at long ranges. It was to be crewed by seven or eight men with defensive armament consisting of multi-gunned nose, ventral and tail turrets. The initial maximum take-off weight had to be between 48,000 lbs (21769 kg) and 53,000 lbs (24036 kg), but with the capability of that figure being increased to around 65,000 lbs (29478 kg). The weapons bays also had to be compatible with all standard RAF bomb ordnance in use at that time. The specification also demanded that the aircraft be capable of lifting off a 500 ft (152.4 m) runway and is able to clear 50 ft (15.2 m) trees at the end, with the wingspan not exceeding 100 ft (30.48 m).
Several companies submitted their designs to the Air Ministry, these being Armstrong Whitworth, Short Brothers and Supermarine. The Armstrong Whitworth design was rejected, and both Short Brothers and Supermarine were asked to construct prototypes. Supermarine's Type 317 prototype was still under construction when the factory was bombed by the Luftwaffe early in the war. The factory and prototype were virtually destroyed, causing Supermarine to withdraw from the competition leaving only the Short Brothers design.
Short initially proposed a design that would give good high-altitude performance provided by a wing spanning 112 ft 0 in (34.14 m) and was to be powered by four Rolls Royce Goshawk engines. Provision was also made for a remote control turret in the lower portion of the rear fuselage. Short would incorporate the same structural and aerodynamic concepts they had used on the Short S.25 Sunderland (maritime reconnaissance flying boat). The RAF rejected this proposal based on the wingspan, demanding it to be made shorter so that the aircraft would fit in RAF aircraft hangers that had standard door openings of 100 ft (30.48 m). This requirement would severely restrict the Stirlings operational altitude. The Short design team had therefore to revise its concept with a wing of reduced span and greater chord, the resulting decrease in aspect ratio inevitably reducing high-altitude capability. Even though this meant a reduction of capabilities of the Stirling, the need for an aircraft of this type was so urgent, the Air Ministry was forced to continue with the project and ordered two prototypes designated Short S.29 Stirling. Production orders for the aircraft followed even before the prototypes flew.
To test the aerodynamics and controllability of the new type, the S.31 was designed as the half-scale prototype with a powerplant of four 90 hp (67 kW) Pobjoy Niagara III radial engines. The Short S.31 made its first flight on 19 September 1938 and revealed good overall handling characteristics. Short had originally decided on an incidence of 3° giving the best possible cruise performance, but the RAF asked that the incidence be increased to 6.5°, being more concerned with improving take-off performance than the cruising speed. In order to accommodate the RAF request for increased wing incidence a major re-design of the central fuselage would have normally be undertaken, but because of time restraints, Short decided on a "quick fix" by lengthening the main landing gear legs to give a higher ground angle.
At the end of 1938, this change was incorporated on the Short S.31 prototype. Other changes included the installation of four 115 hp (86 kW) Pobjoy Niagara IV radial engines. In order to address longitudinal control problems horn-balanced elevators were installed but these were soon replaced by a larger tailplane with conventional elevators.
The construction of two Short S.29 prototypes started in 1939 and the first prototype (L7600) was flown for the first time on 14 May 1939 powered by four 1,375 hp (1025 kW) Bristol Hercules II engines. It would also be its last flight, as on landing one of the wheel brakes seized causing one of the landing gear legs to shear off slamming the aircraft into the ground. Damage was so extensive, the aircraft was written off. The failure was traced to the light alloy undercarriage back arch braces which were replaced on succeeding aircraft by stronger tubular steel units. The main landing gear units on the second prototype (K7605) were redesigned, with this aircraft first flying on 3 December 1939. During the spring of 1940, the prototype spent four months undergoing service tests at Boscombe Down. Main production had already started by this time, with the first Short S.29 Stirling Mk I flying on 7 May 1940 powered by four 1,595 hp (1189 kW) Hercules XI radial engines. The revised landing gear would later give the aircraft a tendency to swing violently unless handled carefully during take-off and landing.
Initial deliveries began in August 1940 to No. 7 Squadron based at Leeming, replacing their Handley Page Hampdens. The Stirling was used operationally for the first time on the night of 10/11 February 1941, when three aircraft from No.7 Squadron attacked oil storage tanks at Rotterdam. The Stirling was thus the RAF's first four-engined monoplane bomber into service, the first to be used operationally in World War II, and also the first to be withdrawn from the bomber role after a final operational sortie on 8 September 1944. This occurred when there were adequate supplies of the Avro Lancaster and Handley Page Halifax bombers for Bomber Command requirements, for the Stirling had an inadequate operational ceiling and could not carry the larger high-explosive bombs that had been introduced by that time. Total production of bomber versions then amounted to 1,759 aircraft, comprising of the Stirling Mk I (712) and Stirling Mk III (1,047) aircraft. The designation Stirling Mk II was allocated to a planned production version to be built in Canada with 1,600 hp (1193 kW) Wright R-2600-A5B Cyclone radial engines, but this was cancelled after only two prototypes were produced by converting two Mk I aircraft.
As 1942 progressed, No. 7 squadron (with its Stirling's) and other Bomber Command squadrons were transferred to form the nucleus of the newly formed No. 8 (Pathfinder) Group. By the end of the year, the new Mk.III Stirling's, equipped with 1,675 hp Bristol Hercules XVI engines and a new dorsal turret design, were entering service and slowly replacing the Mk I's.
By late 1943, German flak defenses were inflicting serious losses to the Stirlings, mostly due to its low ceiling caused by its restricted wing span. It was soon evident that such losses could not continue and Air Marshal Harris, was forced to withdraw the aircraft from operations. By early 1944, as supplies of the Avro Lancaster became available, most of the Stirling squadron's began to re-equipped with this type. Although, it would not be until September 8, 1944 that No. 149 squadron, flew last operation Stirling sorties against Le Havre.
The Stirling never lived up to it potential as a great bomber (in no small part to the RAF Bomber Commands requirement changes) but it a proved very popular aircraft with its crews, who dubbed it the "fighter bomber" due to its excellent maneuverability and rugged construction. On one occasion four German night fighters attacked a Stirling from No. 218 Squadron on a night raid in 1942. Maneuvering for its life, the Stirling managed to shoot down three of the attackers before returning to base safely, although a little battered. As a result of its high wing loading, the Stirling had a high roll rate and was maneuverable enough to out-turn the Junkers Ju 88 and Bf 110 night fighters.
From early 1944 the Stirling's primary role changed to that of glider tug and transport. For the former role two Stirling Mk IIIs were converted as prototypes, losing their nose and dorsal gun turrets, retaining the tail turret and gaining glider towing equipment to become designated Stirling Mk IV. They proved efficient in this new role, towing one General Aircraft Hamilcar or two Airspeed Horsas for assault and up to five General Aircraft Hotspurs on a ferry flight or for training. The Stirling Mk IV also saw service With No. 100 (Bomber Support) Group, carrying out Electronic Counter Measure (ECM) sorties. They also took part in the D-Day operations in Normandy, in the airborne operations at Arnhem and the March 1945 crossing of the Rhine. Production of the Stirling IV totaled 549.
The Stirling Mk V transport was the last version of the aircraft built for RAF Transport Command. This was configured to carry 40 troops, or 20 fully equipped paratroops, or 12 stretchers and 14 seated casualties. It could be used also for loads such as two jeeps with trailers, or a jeep with a field gun, trailer and ammunition. The Mk Vs were the last Stirlings in service, being gradually replaced by the Avro York, with the last of them withdrawn from use in 1946. Production on Belfast built Mk V totalled 160 aircraft. During 1947 Airtech Limited of Thame, Oxon, converted 12 Stirling Mk Vs for use by a Belgian civil operator under the name Silver Stirling.
Official service figures credit the Stirling with 18,440 sorties flown in which 27,821 tons (28268 tonnes) of bombs were dropped and 20,000 mines were laid, for the loss of 769 aircraft.
Specifications:
Contractor: Short Brothers
Primary function: Heavy bomber
Power plant: Four 14cylinder Bristol Hercules XVI radial engines with 1,650 HP each
Crew: 7-8
First flight: 5/14/1939 (Happy Birthday!)
Date deployed: May 1940
Number built: 2,375 (incl. Mk.V)
Dimensions:
Wingspan: 99.1 ft
Length: 87.3 ft
Height: 22.8 ft
Wingarea: 1,460 sq ft
Weight: Empty 46,900 lbs / Max. 70,000 lbs
Performance:
Speed: 270 mph 435 km/h
Initial climb rate: 800 ft/min 244 m/min
Ceiling: 17,000 ft 5,182 m
Range: 2,010 mi 3,235 km
Armaments:
Guns:
2 × 7.7 mm (0.303 in) Browning trainable forward-firing machine-guns in the power-operated Frazer-Nash F.N.5 nose turret.
2 × 7.7 mm (0.303 in) Browning trainable machine-guns in the power-operated Frazer-Nash F.N.50 (Boulton-Paul) dorsal turret.
4 × 7.7 mm (0.303 in) Browning trainable rearward-firing machine-guns in the power-operated Frazer-Nash F.N.20A tail turret.
Payload:
Disposable stores were carried in a lower fuselage weapons bay rated at 11,000 lbs (4989 kg) and in 6 wing cells each rated at 500 lbs (227 kg). Normal loadout usually consisted of 2,000 lbs (907 kg) armour-piercing bombs and/or 500 lbs (227 kg) general-purpose high explosive bombs. The main bomb-bay in the fuselage is formed of two main longitudinal girders with arched members to the main floor. The bay is 42 ft 7 in (13.0 m) long and fitted with six hinged doors. Internal stowage for bombs is also provided in the centre-section inboard of the inner engine nacelles. A bomb overload of up to 25,500 lbs (11567 kg) was possible but it reduced the range considerably.
LOL .. did it go into reverse on the second firing?
Good morning Iris7.
That should make us worry what could be out there today in the hands of our fanatical enemies.
Good morning EGC. Lots of storms yesterday, except here. :-)
Good morning Mayor. Cloudy this moring. Looks like we may have light rain for the weekend.
LOL. That was a funny series.
He grated about 'military oversight' on his projects during the war, the 'oversight comittee' had a habit of hindering his research.
Darn those "oversight comittees"!!
Oversight comittees, the bane of the overseen.
Hooray for Friday!
Thanks Johnny. We saw Rall on tv, he's a screaming liberal puke, imo.
Morning Dark. I think his first love was his work.
Hiya stand watie.
free dixie bump!!!!
Good morning Colonel. Overslept and paying for it. I left word at feathers Lair that it was Conspiracy Guys fault. He stole my time. :-)
Morning feather.
"As a result of its high wing loading, the Stirling had a high roll rate and was maneuverable enough to out-turn the Junkers Ju 88 and Bf 110 night fighters."
No wonder the guys who actually flew the plane liked it.
LOL .. I *knew* there would be a problem there! :)
Some 10 yrs back...while posting at a Genealogical forum, had an American Family member contact me out of the blue.
He was a member of the 44th Bomb group...part of the Mighty 8th...the scariest ride of his life was *Black Sunday...the Ploesti raid.
Ploesti nearly became everyman for himself......nearly.
Article excerpt:
Across the Mediterranean
Despite careful preparation the operation was marred by bad luck from the start, one B-24 crashed on take-off. Since the mission was flown in radio silence the bomber groups became somewhat separated on the long flight across the Mediterranean. Then just off Corfu, Greece the lead aircraft carrying the route navigator inexplicably plunged into the water. A second plane of the 376th with the deputy route navigator followed down to see if there were any survivors. Unable to regain formation the bomber turned back to base. This left the lead bomber group without the expert navigators to guide them through the difficult low-level approach to the target. Thick clouds greeted the incoming bombers as they approached the mountains. While the two lead groups threaded their way through or under the cloud layers the 98th, 44th and 389th crossed at various altitudes. By the time these three bomber groups were formed up and heading for the first IP (Initial Point) they were 29 minutes behind the 376th and the 93rd.
Sometime after our chat..watched a documentary on the Ploesti raid....actual live action film from inside one B-24.
Flying on the deck.....you can see B-24's getting hit....augering in and exploding.
Of the 177 bombers that took part in the mission 54 were lost, a further 53 planes were heavily damaged.
Amazing resolve and bravery during this mission...
Then a long ride home....with others falling out on the way.
Today....the same Bravery and resolve is seen in the U.S. Military.
It just sucks that some schmuck like Andy Rooney gets to say...."Their not hero's".
None better, always were always will be.
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