Catalina consolidada em construção

Catalina consolidada em construção

Unidades PBY Catalina da Marinha dos EUA da Guerra do Pacífico, Louis B Dorny Osprey Combat Aircraft 62. Esta entrada na série Combat Aircraft examina os diversos usos do Catalina no teatro do Pacífico, onde serviu com tanto sucesso como um avião de reconhecimento de longo alcance, um bombardeiro noturno (o "Gato Preto") e no ar - resgate no mar ou deveres de Dumbo. O texto é bem apoiado com contas em primeira mão, fotografias contemporâneas e ilustrações coloridas. [ver mais]


Consolidado de aeronaves, aviões e aeronaves

Lista de todos os aviões e tipos de aeronaves da Consolidated Aircraft, com imagens, especificações e outras informações. Esses aviões da Consolidated Aircraft ativos e aposentados estão listados em ordem alfabética, mas se você estiver procurando por uma aeronave específica, pode procurá-la usando a barra de "pesquisa". As aeronaves da Consolidated Aircraft nesta lista incluem todos os aviões, jatos, helicópteros e outros veículos voadores já fabricados pela Consolidated Aircraft. A menos que você seja um especialista em aviação, provavelmente não consegue pensar em todas as aeronaves fabricadas pela Consolidated Aircraft, então use esta lista para encontrar alguns aviões e helicópteros populares da Consolidated Aircraft que foram muito usados ​​ao longo da história.

As aeronaves nesta lista incluem o Consolidated B-24 Liberator e o Consolidated PBY Catalina.

Esta lista responde à pergunta: "Quais aeronaves são feitas pela Consolidated Aircraft?

Foto: Metaweb (FB) / Domínio público

Catalina consolidada em construção - História

Tomado em Força / Carga com a Marinha dos Estados Unidos com BuNo 48423.

Para proprietário desconhecido com c / r N4002A.

Para Survair de Ottawa com novo c / r CF-JJG.
Operado com marcações: Explorer One


Fotógrafo: Tim Martin
Notas: Foto de 1970 em Winnipeg - Originalmente construído para a Marinha dos Estados Unidos em 1941, este PBY-5A consolidado está aqui, especialmente modificado para uso em trabalhos de pesquisa mineral para o Canadian Aero Service. Em 1986 foi vendido nos Estados Unidos como N423RS, após o qual passou algum tempo voando para o Greenpeace e, mais tarde, no Reino Unido, pintado como uma máquina RAF WW-II

Para Canadian Aero Service, mantendo c / r CF-JJG.

À Spartan Air Services Ltd mantendo c / r CF-JJG.

De 1976 a 25 de abril de 1986

Para Kenting Earth Sciences mantendo c / r CF-JJG.

Retirado do uso.
Armazenado em Reno NV.

Certificado de aeronavegabilidade para NX423RS (PBY-5A, 48423) emitido.

Para Red Stevenson com novo c / r N423RS.

Certificado de aeronavegabilidade para N423RS (PBY-5A, 48423) emitido.


Fotógrafo: Fotógrafo desconhecido
Notas: Fotografado na RAF Costford.


Fotógrafo: Fotógrafo desconhecido

Para Catalina Angels Ltd mantendo c / r N423RS.
Operado em nome do Greenpeace para uso em atividades de vigilância de poluição.


Fotógrafo: Desconhecido


Fotógrafo: Peter M. Garwood
Notas: Esta Catalina muito colorida foi armazenada em Duxford após a aposentadoria pelo Greenpeace. Infelizmente, o logotipo foi removido, mas o esquema de cores do arco-íris permaneceu.

Certificado de aeronavegabilidade para N423RS (PBY-5A, 48423) emitido.

Ao administrador da Southern Aircraft Consultancy Inc, Cornwall mantendo c / r N423RS.

Para Wells Fargo Bank Northwest Na Trustee, Salt Lake City, UT mantendo c / r N423RS.

Certificado de aeronavegabilidade para N423RS (PBY-5A, 48423) emitido.

Para proprietário desconhecido com c / r VR-BPS <2>.

Para HMS Daedalus (anteriormente), Lee On Solent Airport, Hampshire, Inglaterra.
Veja o Dossiê de Localização

Baseado no Aeroporto de North Weald, Harlow, Essex, Inglaterra.
Veja o Dossiê de Localização


Fotógrafo: Terry Fletcher
Notas: Foto de 2012 - em restauração em North Weald


Fotógrafo: Terry Fletcher
Notas: Foto de 2012 - em restauração em North Weald

Baseado no Missionary Flights International, Aeroporto Internacional do Condado de Saint Lucie, Fort Pierce, FL.
Veja o Dossiê de Localização

Para Wells Fargo Trust Co Na Trustee, Salt Lake City, UT com o novo c / r N423RS.


Catalina consolidada em construção - História

História da Aeronave
Construído pela Consolidated. Entregue à Marinha dos EUA (USN) como PBY Catalina, número do escritório desconhecido.

História da Guerra
Este Catalina foi designado para a Real Força Aérea Australiana (RAAF), Marinha dos Estados Unidos (USN) ou Força Aérea do Exército dos Estados Unidos (USAAF) como um OA-10 Catalina. História de guerra desconhecida.

História da Missão
Este Catalina caiu a aproximadamente Lat 9 ° 25 '60S Long 147 ° 28' 0E a leste de Sogeri, a nordeste de Port Moresby. Após o acidente, a área do local do acidente foi batizada de Catalina.

Justin Taylan acrescenta:
& quotEsta Catalina é um mistério para mim. Não está claro se isso é Catalina durante a guerra ou o acidente de Catalina civil no pós-guerra. Possivelmente, foi uma perda não fatal, não em combate, sem nenhum registro óbvio de guerra. Nenhuma derrota de Catalina da Real Força Aérea Australiana (RAAF) corresponde a esta derrota. Nem qualquer perda de Catalina da Marinha dos Estados Unidos (USN). Possivelmente, foi um U. S. Army OA-10 Catalina ou alguma outra unidade. & Quot

Destroços
Os destroços deste Catalina permaneceram in situ perto da entrada de Catalina sob um arvoredo. Durante 1991, os destroços foram demolidos ou desapareceram.

Bob Piper lembra:
& quot [Na década de 1960] Eu rapidamente olhei para ele um dia e de minha memória, ele estava ao lado da estrada para a Barragem de Sirinumu no
certo indo para aquela barragem, e bem perto da estrada - talvez em um jardim em uma plantação. & quot

Referências
Snake Road páginas 225-226
& quotA plantação [Catalina Estate] tem o nome de um barco voador Catalina que caiu perto da estrada durante a guerra. Até desaparecer na metade de 1991, os destroços podiam ser vistos sob um grupo de árvores perto da entrada da plantação. É provável que tenha se tornado outra vítima na remoção ilegal de relíquias de guerra.
. Existem várias teorias sobre o Catalina que estava aqui, mas a mais provável é que foi um avião da Força Aérea dos Estados Unidos [sic] que caiu ao retornar de um voo de reconhecimento de longo alcance ao longo da costa norte da ilha em algum momento de 1943 .
Ted Johnson, anteriormente da plantação Sogeri, lembra que este Catalina caiu durante uma forte tempestade no planalto: O piloto estava fora do curso e fez uma aproximação e aterrissagem perfeitas no que ele pensava ser o porto de Port Moresby. Isso é verificado pelo círculo do piloto e pela descida gradual através das nuvens na direção exata da bússola da zona de pouso do porto de Port Moresby. A aeronave fez um grande corte nas copas das árvores. & Quot
Obrigado Bob Piper por informações adicionais

Contribuir com informações
Você é parente ou associado a alguma pessoa mencionada?
Você tem fotos ou informações adicionais para adicionar?


Fora da caixa grande

O venerável Catalina da Consolidated nasceu de uma exigência de 1933 da Marinha dos EUA para um novo barco voador de longo alcance. Voado pela primeira vez em 1935, o projeto amadureceu e se tornou o distinto bimotor, aeronave de patrulha de asa alta que entrou em serviço em todos os teatros da Segunda Guerra Mundial. Ao longo de sua longa e distinta carreira, ele passou por inúmeras atualizações e melhorias para incluir o crescimento de & quotlegs & quot para a versátil variante PBY-5A anfíbia. Mais Catalinas foram construídas do que qualquer outro barco voador na história e superaram as vendas e sobreviveram a muitas das substituições mais "modernas".

Provavelmente uma das aeronaves mais lentas da Guerra, o Catalina, no entanto, registrou um recorde de serviço impressionante. Foi um RAF Catalina que avistou o Bismarck e outro Catalina que assumiu a guarda e transmitiu a posição do navio de guerra à frota britânica que o perseguia. O Comando Costeiro Catalinas lutou com os submarinos alemães na batalha do Atlântico, protegendo as rotas marítimas. Os PBYs no Pacífico realizaram muitas missões diferentes, incluindo busca e resgate, transporte e trabalho de torpedo-bombardeiro. Os famosos & quotBlack Cats & quot patrulhavam o oeste do Pacífico à noite em busca de navios japoneses usando radar e em busca de pilotos aliados abatidos.

PBY da academia

A fina série Catalina em escala 1/72 da Academy já existe há vários anos. Incluídos na linha estão o PBY-2, o PBY-4 e o PBY-5 e o anfíbio PBY-5A & quotBlack Cat. & Quot. Esses kits são típicos dos lançamentos posteriores da Academy e incluem linhas de painel recuado, detalhes internos decentes e bom ajuste. Os kits são grandes - apesar de ter apenas dois motores, o PBY era um avião muito grande com envergadura semelhante a de um B-17.

Minha variante escolhida é o PBY-5 na (temida) combinação de metal natural com asa superior amarela e caudas horizontais. Atualmente moro na Coréia, o que me permite aproveitar os preços muito bons do país em todos os kits da Academia coreanos e não hesitei em adicionar esse kit à minha coleção cada vez maior de kits da Academia.

Este projeto foi originalmente iniciado para sair de uma modelagem & quotrut & quot em que eu estava. Jurei começar e terminar rapidamente o kit logo que saísse da caixa, sem esforços adicionais para melhorar as peças do kit. Bem, eu mantive a parte fora da caixa, mas devido a agendas de vida ocupadas e compromissos de trabalho demorou um ano de 10 minutos aqui e 30 minutos ali antes que minha Catalina estivesse na minha prateleira!

Construindo o kit

A construção começou com o interior que inclui o cockpit e as estações dos artilheiros de cintura. Essas áreas são básicas e poderiam suportar o uso de alguns acessórios de scratch ou aftermarket, mas estava faltando material de referência e novamente, queria sair de uma queda, então pintei o interior de verde médio e lavei / destaquei os detalhes fornecidos. O cockpit é bastante vazio de detalhes, mas não se pode ver muito através do vidro do cockpit. As grandes bolhas de observação fornecem os meios para obter os detalhes para as posições da cintura e esta área é um pouco melhor representada pelo kit para incluir passarelas, duas armas de calibre .50 e detalhes do anteparo.

Os detalhes do cockpit estão no lado espartano, mas não muito disso pode ser visto através do capô fortemente emoldurado. As posições das armas na cintura são melhor equipadas com anteparos, passarelas e armas.

Antes de colar as metades da fuselagem, fiz uma pequena alteração na forma como a torre do nariz deveria caber na aeronave. Conforme fornecida, a torre do nariz tem um anel moldado ao redor de sua base que fica preso em uma fenda quando a fuselagem é colada. Eu queria permitir que a torre do nariz fosse removida da fuselagem para facilitar a pintura e o manuseio. O anel da base da torre foi cuidadosamente lixado e uma rosquinha fina foi fabricada com uma folha de estireno que se encaixava na ranhura da torre nas metades da fuselagem. Este anel foi inserido quando as metades da fuselagem foram encaixadas e permite que a torre do nariz seja colocada no nariz após a pintura e o detalhamento serem concluídos. Buracos para o equipamento de praia também foram abertos antes de colar a fuselagem.

Assim que a fuselagem foi concluída, o trabalho progrediu na asa. Aqui é o único lugar onde tive alguns problemas de ajuste. Uma vez que as metades superior e inferior das asas foram coladas, o ajuste resultante na parte dianteira das nacelas do motor tinha muito a desejar. Isso, por sua vez, levou a um ajuste inadequado entre as capotas do motor e as nacelas do motor. Fiz uma quantidade considerável de trabalho com lixas para obter um melhor ajuste nesta área. A Academy fornece peças para exibir a ponta da asa flutua na posição para cima ou para baixo, um belo toque. Observe que há vários orifícios a serem abertos na asa inferior para permitir que o resfriador de óleo, os tubos de injeção de combustível e os porta-bombas (se desejado) sejam fixados posteriormente. A asa não foi montada na fuselagem até que a pintura e o decalque fossem concluídos.

O kit forneceu motores foram pintados e lavados / escovados para destacar os detalhes. Os motores não foram instalados nas capotas e hélices neste momento para permitir a pintura das capotas junto com o resto da aeronave.

O Academy PBY é um kit grande que requer bastante espaço na mesa. Observe a quantidade abundante de fita adesiva necessária para cobrir a asa para pintar as listras pretas.

Quadro

Depois de mascarar o interior, as partes apropriadas do modelo foram aeradas com SNJ e polidas com o composto de polimento de alumínio. A asa superior e os aviões traseiros foram retocados com tinta amarela da marca Tamiya. Não tenho certeza se estou feliz com a decisão de parar em uma camada de amarelo, mas não queria que fosse muito brilhante. Já ouvi histórias ruins sobre o decalque da Academy (um a seguir abaixo) e não tinha a confiança de que as listras pretas finas da passarela na asa superior serviriam, então mascarei e retifiquei todas as listras e marcações pretas no modelo. O preto com divisa aparada em branco na asa superior é um decalque do kit que foi usado e funcionou bem. Foram usadas lavagens & quotsludge & quot em cinza escuro e marrom para destacar as linhas do painel rebaixado no modelo.

O cockpit, a torre do nariz e a moldura da bolha de observação foram pintados à mão primeiro com a cor verde do interior e, em seguida, com tinta esmalte prata cromada Academy. Todas as transparências foram mergulhadas no Future antes e depois de serem pintadas.

Apliquei os decalques do kit após retocar uma camada de Future. Comecei com a insígnia abaixo da asa para o caso de os decalques da Academia me darem problemas, mas descobri que funcionam bem e respondem bem ao tratamento Micro Set / Sol, então continuei com a insígnia da asa superior. Depois de colocar temporariamente a insígnia superior esquerda, percebi que ele precisava se mover para a popa e para o motor de popa. Bem, nos 30 segundos que demorei para verificar as instruções e uma imagem na caixa, minha insígnia ficou presa rapidamente! A tinta amarela e / ou a combinação do Micro Set não me permitiram qualquer margem de manobra para mover o decalque. Em vez de ter uma asa torta (ou arriscar bagunçar a pintura amarela), optei por colocar a insígnia da asa superior direita para coincidir com a esquerda. Viva e aprenda. Todos os outros decalques do kit funcionaram bem e fiquei satisfeito com a forma como eles se acomodaram nos detalhes do painel rebaixado / rebite. A lavagem de lodo também foi usada por cima dos decalques para atenuá-los. Depois que o decalque foi concluído, filmei o modelo com uma camada transparente semibrilhante Aeromaster para misturar tudo junto. Neste ponto, a asa estava presa à fuselagem. Fiquei agradavelmente surpreso com o encaixe perfeito de todos os quatro suportes das asas. Giz pastel foi usado para manchas de exaustão na asa superior.

As várias antenas, sonda pitot e detalhes foram adicionados após o contato sobre a realização deste artigo. As antenas de radar ASV montadas na asa do meu kit tinham várias das antenas quebradas. Eu os achei difíceis de limpar e instalar. Ainda não tenho certeza se obtive a orientação correta para essas antenas, então não use meu modelo como referência! Estes parecem um pouco grossos demais para a escala e seriam um ótimo lugar para adicionar alguns acessórios de reposição de latão delicados ao seu modelo.

Recebi bons comentários de outras pessoas que devem ser mencionados. As instruções de pintura / decalque do kit não indicam nenhuma bota de descongelamento tipo asa ou cauda vertical que aparentemente foi fornecida na maioria dos PBYs, verifique suas referências. Além disso, o enquadramento da cúpula de olho de inseto na posição da cintura deve incluir alguma estrutura adicional onde a transparência encontra a fuselagem. Isso poderia ser facilmente pintado (se você pegá-lo primeiro!)

Todas as fotos foram tiradas com uma Nikon CoolPix 995. As fotos em andamento foram tiradas no interior usando o flash embutido da câmera. As fotos do modelo concluído foram tiradas ao ar livre em um dia nublado sem flash no modo & quotautomatic & quot.

Minha & quot construção rápida & quot acabou não sendo tão rápida, mas serviu ao propósito e me tirou da depressão. O kit final parece ótimo e me inspirou a começar a construir novamente. No geral, gostei do PBY da Academia e se eu vir outro aqui na Coréia antes de sair, provavelmente vou pegá-lo!

Imagens adicionais, clique para ampliar


Esta página:
Foi atualizado pela última vez:
O URL da página é:
Baixado em:


Copyright 1997-2006 por IPMS Stockholm e os membros da comunidade. Todos os direitos reservados.
O layout e os gráficos deste site, HTML e código do programa são de Copyright 1997-2006 Martin Waligorski. Usado com permissão.

Termos de uso: Este site é uma comunidade interativa de entusiastas interessados ​​na arte da modelagem em escala de aeronaves, armaduras, figuras, espaçonaves e assuntos semelhantes. Todo o material deste site é protegido por direitos autorais e só pode ser reproduzido para uso pessoal. Você deve entrar em contato com o (s) Autor (es) e / ou Editor para obter permissão de uso de qualquer material deste site para qualquer finalidade que não seja o uso privado.


Modelador de ferro

A Catalina Story

Qualquer fã de pássaros de guerra da Segunda Guerra Mundial conhece o Consolidated PBY Catalina / Canso - o barco voador / aeronave anfíbia de aparência deselegante e de asa alta. & # 0160 Bem, conheci algumas dessas aeronaves em minha carreira, o a primeira delas foi um PBY-5A Canso construído pela Boeing-Canadá, que a empresa para a qual eu trabalhava adquiriu em 1989 ou 1990. conhecido como 28-5ACF e deveria ser usado como caminhão de carga ou bombeiro. & # 0160 Durante essa mudança, ela substituiu as bolhas da cintura da arma por portas de carga e instalou o nariz & quotclipper & quot posterior que eliminou a torre da arma e janela - essas modificações removeram muito do caráter que transformava um PBY em PBY. & # 0160 Mas eu tive que fazer um pequeno trabalho de aviônica nela, além de lembrar a você mesmo que há muitos lugares para bater a canela ou bater sua cabeça nesta velha (e há dois tipos de pessoas que trabalham em torno de barcos voadores - o os que bateram com a cabeça ou canelas em alguma coisa, e quem vai!), foi mais ou menos uma alegria. & # 0160 Sim, havia óleo por toda parte também - qualquer avião com motor radial terá uma película de óleo cobrindo a maior parte do avião depois de muito tempo, e este PBY não foi exceção.

Fazendo alguma pesquisa, parece que meu primeiro PBY foi um pouco como uma celebridade. & # 0160 Ela nasceu como o número de construção 22022 e foi para a Força Aérea Real Canadense como RCAF9793 em 1943. & # 0160 Após a guerra, ela chutou cerca de um pouco - ela carregava, em um momento ou outro, os seguintes registros: YV-P-APE, OB-LDM-349, HK-996X, HP-289, HR-236, N6108 e TG-BIV. & # 0160 Eu a conheci como November Five Four Zero Four Juliet.

Uma de suas reivindicações à fama? & # 0160 Ela foi usada pela Southern Air Transport por um tempo e, enquanto trabalhava, serviu como uma aeronave de retransmissão de comunicações durante a malfadada invasão da Baía dos Porcos. & # 0160 Para o topo que ela também foi supostamente usada no filme de ataque a Pearl Harbor & quotTora Tora Tora! & quot. & quot. & quot. & quot. & quot. & quot. & quot. & quot. & quot. & quot. & # 0160 Para colocar a cereja no topo de sua carreira, ela foi usada por um tempo pelo oceanógrafo Jacques Cousteau.

(Faça uma pesquisa no Google sobre & quotN5404J & quot e você obterá dezenas de resultados. & # 0160 Realmente. & # 0160 Eu poderia postar as informações aqui, mas estou trabalhando uma daquelas semanas de meio-dia - sete dias, doze turnos de horas. & # 0160 Estou me sentindo um pouco preguiçoso neste domingo.)

Zero-Four Juliet & # 0160 ficou conosco por mais ou menos um ano. & # 0160 Não tenho certeza do que fizemos com o avião até 1990, mas chegou um momento em que os caras da manutenção começaram a trabalhar em chapas de metal . ” transportar passageiros, e você não pode ter líquidos voláteis (leia: 100 Gasolina de aviação de baixo chumbo, também conhecida como 100LL AVGAS). & # 0160 No final das contas, ela seria trazida para a Nova Zelândia para ser usada como um museu voador . & # 0160 Infelizmente, isso não aconteceria - pelo menos, não para Zero Four Juliet. & # 0160 O avião deixou nossas instalações no final de 1993. & # 0160 Eu ouvi pouco sobre ela até que um amigo me disse que ela caiu em janeiro de 1994 enquanto viajava de Hilo, HI para Papeete, na Polinésia Francesa. & # 0160 Ela afundou no Pacífico. & # 0160 Felizmente, os ocupantes nós re resgatado.

Uma postagem do The Warbird Information Exchange, que veio do site do The Catalina Group of New Zealand & # 39s:

Meu segundo encontro com um Catalina aconteceu quase na mesma época - era o avião agora conhecido como N4NC, e talvez eu conte a vocês sobre ele (e outras histórias do hangar) algum dia. pois, como Zero Four Juliet era um burro de carga, Four November Charlie era um iate voador.

Havia ainda outra Catalina que eu conhecia também - N7179Y, um PBY-6A - e (em setembro de 2009) ela reside nas instalações de restauração da ala de Minnesota da Força Aérea Comemorativa. & # 0160 Ela foi ligada suas costas durante uma tempestade há cerca de 12 anos. & # 0160 É uma pena também - Seven Niner Yankee sobreviveu ao furacão Andrew em 1991 sem nenhum arranhão. & # 0160 Parece que eles vão combinar as melhores partes do Seven Niner Yankee e outro PBY-6A. & # 0160 Não fui capaz de desenterrar nada mais atual.

Como mencionei acima, o trabalho tem sido mais do que agitado nas últimas três semanas. & # 0160 Não tive muito tempo para fazer nada, então me perdoe pela falta de atualizações ultimamente.


PBY significa Patrol Bomber, o & # 8220Y & # 8221 simplesmente denota o fabricante que foi a Consolidated Aircraft Co. O PBY era um avião incrivelmente versátil que podia pousar em pistas de água e terra. Eles podiam lançar torpedos, cargas de profundidade e bombas, enquanto se defendiam com várias metralhadoras de alto calibre. Essas aeronaves exclusivas foram usadas em todo o mundo, especialmente ao longo das áreas costeiras, para patrulhar frotas inimigas e realizar resgates.

O Pai do PBY

Isaac M. Laddon liderou o projeto do PBY para a Consolidated Aircraft.

OUTUBRO DE 1936

Em 1927, após uma extensa carreira em engenharia preliminar, Isaac M. Laddon ingressou na Consolidated Aircraft e liderou o projeto do protótipo do barco voador. Em 28 de outubro de 1933, este protótipo fez com que a Consolidated recebesse o contrato da Marinha dos EUA para 60 PBY-1s, tornando-se a maior encomenda de aeronaves da Marinha dos EUA. O consolidado fez um total de 2.387 aviões para a Marinha dos EUA e 636 aviões para outros estados e organizações. O primeiro esquadrão recebeu sua aeronave PBY em 5 de outubro de 1936.

JANEIRO DE 1941

Os planos para criar a segunda instalação naval em Puget Sound começaram em 18 de janeiro de 1941. A área selecionada foi Crescent Harbor e Maylors Point em Oak Harbor. O desenvolvimento naval também incluiu a criação do Ault Field, hoje conhecido como NAS Whidbey Island. Com o bombardeio japonês de Pearl Harbor em dezembro de 1941, a base estava começando a se expandir rapidamente com pessoal, aviões e instalações adicionais.

Base do hidroavião em construção

A terra foi limpa, toneladas de rocha foram despejadas e imensas quantidades de concreto foram despejadas.

PBY on the Tarmac em Oak Harbor

O hangar atrás da aeronave agora é o Navy Exchange.

DEZEMBRO 1942

Em dezembro de 1942, os primeiros esquadrões PBY começaram a voar para fora da recém-construída base de hidroaviões de Oak Harbor. Esses esquadrões de bombardeiros de patrulha desempenharam um papel importante no Pacífico, voando em missões para o porto holandês, Cold Bay, Umnak, Nazan Bay, Adak, Amchitka, Shemya e Attu. A missão PBYs & # 8217 incluía uma variedade de responsabilidades, incluindo treinamento, patrulha, bombardeio, reconhecimento e busca e resgate.

JUNHO DE 1942

Durante a Segunda Guerra Mundial, devido à sua idade e capacidades, os PBYs desempenharam um papel amplamente defensivo com missões cada vez mais focadas em busca, resgate e transporte. Esta tripulação PBY foi a primeira a detectar a aproximação da Frota Japonesa antes da Batalha de Midway.

A Batalha de Midway

Esta tripulação PBY descobriu a frota japonesa antes da batalha.

PBY faz uma aterrissagem de emergência

LTJF Lloyd G. Alvey no topo da asa de seu PBY-6A após pouso de emergência nas Ilhas Salomão durante a Segunda Guerra Mundial.

JUNHO DE 1949

No final de 1943, os PBYs começaram a se retirar e foram substituídos por Martin PBM Mariners. Em 1 de junho de 1949, o último esquadrão da Marinha dos Estados Unidos relatou a última Catalina em seu inventário.

MAIO 1965

Nosso PBY-5A Catalina em 1965, logo após ser comprado da Marinha. Observe que o número de registro civil na parte de trás do casco parece temporariamente riscado e uma nova torre no nariz e uma cúpula de radar com pintura bem envelhecida sumiram. Todas as antenas externas foram removidas e foi desmilitarizado com a retirada dos canhões.

Nosso PBY, que apelidamos de Gigi

Esta foto foi tirada logo depois que a aeronave foi vendida como excedente pela Marinha em 1965.

Restauração em andamento

Voluntários estão restaurando nossas aeronaves vintage com amor, venha ver por si mesmo!

HOJE

Nosso PBY-5A Catalina está em exibição no centro de Oak Harbor, WA e aberto para visitas públicas com a compra de admissão ao museu. Estamos no processo de restauração de como ela seria quando serviu. Veja abaixo alguns dos itens que ainda estão em nossa lista de necessidades de restauração.


História

No início da tarde de 15 de novembro de 1941, a construção número 300 papéis fora da linha de produção. Este era um de uma série de 33 aeronaves encomendadas pela Marinha dos Estados Unidos em dezembro de 1939. Este é o início da ilustre história dessa aeronave. Ninguém poderia prever que essa aeronave afundaria três submarinos, sobreviveria a muitos ataques e combateria incêndios florestais no Chile e no Canadá após a guerra. E, eventualmente, 75 anos depois, ainda voar em uma base regular na Europa como um avião histórico. Atualmente é o mais antigo PBY-5A Catalina voador do mundo!

Pelo Naval Air Office Building número 2459 foi concedido. A primeira vez que o 2459 foi mencionado foi em 23 de dezembro de 1941 no diário de bordo do esquadrão de patrulha VP-73 da Marinha dos EUA. Foi declarado que o VP-73 ocuparia cinco PBY-5A do VP-83. Três aeronaves na Naval Air Station Norfolk, Virgínia, foram colocadas novamente em operação e parcialmente desmontadas para serem embarcadas no leilão de aeronaves USS Albemarle (AV-5) para transferência para a Islândia. Uma dessas três aeronaves era o 2459 que carregava a matrícula 73-P-9. O USS Albemarle partiu no dia 28 daquele mês. O percurso foi passando por Quonset Point, Rhode Island e Argentina, Newfoundland. Em Quonset Point outros dois Catalina de VP-83 foram levados a bordo, completando o esquadrão VP-73. A licitação da aeronave veio no início de janeiro de 1942 no porto de Hvalfjord, Islândia. Entre 12 e 16 de janeiro, os Catalinas foram transportados para a Base Aérea da Frota de Reykjavik. Os cinco anfíbios substituíram cinco barcos voadores Catalina do VP-73 (Destacamento Islândia). Esta mudança foi considerada necessária devido às condições meteorológicas extremas nesta área. Isso provou ser o caso quando uma forte tempestade assolou a área de Reykjavik em 15 de janeiro. Três barcos voadores Catalina atracados em bóias nas águas de Skerjafjördur, do outro lado da baía de Reykjavik, correram soltos e bateram na costa durante rajadas de vento entre 90 e 120 nós. O dano foi tão grande que a aeronave foi considerada perdida. Dos cinco PBY-5A recém-chegados, havia agora quatro no aeroporto de Reykjavik, aqui todos os ponteiros foram necessários para pesar a aeronave com correntes a fim de mantê-la na pista.

Comando Costeiro

Durante o mês de janeiro, o número de voos foi minimizado pelo mau tempo e pelos voos de familiarização necessários da tripulação com o novo tipo de aeronave. Em 1 de fevereiro de 1942, o 73-P-9 iniciou sua vida operacional. Como a maioria de Catalina, nessas áreas consistiria em longas horas consecutivas de patrulhamento, uma atividade particularmente monótona com talvez apenas alguns momentos de excitação. Em fevereiro e março, o 73-P-9 realizou 20 voos operacionais, seis voos de escolta, dois "patrulha de gelo", um voo de patrulha submarina e onze os chamados 'Varreduras de Hvalfjord. Eram voos submarinos e de rastreamento de navios para proteger as rotas do porto para Hvalfjord e salvaguardar os navios inimigos. As patrulhas de gelo (73-P-9 voaram o primeiro em 9 de março) foram voos na área entre a Islândia e a Groenlândia (Rua da Dinamarca) para avaliar a situação e o número de icebergs e blocos de gelo por conta de navios e comboios, navegando em direção aos portos do norte da Rússia para suprimentos do aliado russo.

Embora as operações de vôo muitas vezes apresentassem muitos problemas com o clima, especialmente na forma de gelo e pouca visibilidade, o 73-P-9 teve que retornar apenas duas vezes sem conseguir terminar o vôo. Neste mês, foram realizados 15 voos operacionais. Em maio, uma nova função para o VP-73 surgiu. A chamada rota de ferry do Atlântico Norte tornou-se operacional, o que levou imediatamente a um fluxo quase constante de aeronaves para a Europa com Reykjavik como escala. VP-73 foi colocado em espera para qualquer operação de resgate nesta rota.

Em 23 de junho, o 73 P-9 estava realizando um voo de patrulha da calota polar para a ilha de Jan Mayen, um voo de pouco menos de 12 horas, quando a tripulação avistou um Heinkel He 111 alemão. A distância era grande demais para ser possível para atacar a aeronave. Um mês depois, os alemães mudaram de tática em relação aos ataques do comboio transatlântico. Por causa disso, o VP-73 envolveu-se intimamente na defesa desses comboios.

Em agosto, nove submarinos foram atacados pelo VP-73, o 73-P-9 participou de dois deles e afundou um submarino. Em 9 de agosto, o tenente (jg) Henry C. Colee decolou com 73-P-9 pouco antes do meio-dia para um voo anti-submarino a sudoeste da Islândia. Às 17h06, um submarino foi avistado a uma distância de três milhas. Apenas a torre estava visível e o submarino estava claramente tentando mergulhar. O tenente (jg) Colee mergulhou imediatamente, mas chegou um minuto depois que o submarino havia partido. Seis bombas de profundidade foram colocadas, 68 segundos depois que o submarino estava fora de vista, com uma configuração de 15 metros de profundidade. Todas as bombas explodiram, mas era concebível que o submarino não sofreu nenhum dano e escapou para uma profundidade segura. Este foi o quinto ataque submarino do esquadrão VP-73 e o segundo de Colee.

U464

Em 20 de agosto de 1942, a Força-Tarefa Britânica SN-73 passou 250 milhas a sudeste da Islândia. O tenente (jg) Robert B. Hopgood partiu com o 73-P-9 de Reykjavik alguns minutos antes das três da manhã para escolta de comboio. Pouco antes do amanhecer, o U464 (Kapitänleutnant Otto Harms) foi descoberto, um tanque U tipo XIV Milchkuh. Esse tipo de embarcação foi capaz de fornecer óleo e combustível a aproximadamente doze submarinos do tipo VIIC por um período de quatro semanas. O U464 havia deixado Kiel em 4 de agosto para sua primeira viagem de coleta de outros submarinos no Atlântico.

Um destruidor da Força-Tarefa foi o primeiro a localizar o U464 e uma mensagem foi enviada ao 73-P-9. O 73-P-9 avistou o submarino a uma milha e meia à frente. Imediatamente o ataque foi lançado e o tenente (jg) Hopgood teve todas as seis cargas de profundidade de 250 libras lançadas no submarino. Uma bomba permaneceu, mas as outras cinco caíram em um padrão ao redor do submarino. A explosão levantou o submarino quase totalmente para fora da água e causou vários danos. Em seguida Hopgood atacou com suas metralhadoras, este ataque foi respondido pelo inimigo com um antiaéreo razoavelmente preciso e Hopgood teve que recuar para uma distância segura (após retornar à base, descobriu-se que Catalina tinha sofrido 25 buracos de bala nas asas). Nos três quartos de hora subsequentes, o Catalina permaneceu a uma distância segura e seguiu o submarino até que um aguaceiro tornou impossível localizar o submarino.

O tenente Hopgood foi procurar o comboio para ver se era necessária mais assistência e permaneceu lá até aproximadamente 19h15. Enquanto isso, os navios acompanhantes foram informados sobre a situação. Quando o tempo melhorou, outra busca foi feita pelo U464. Após um derramamento de óleo, avistou-se o U464, que conseguiu manobrar ao lado do navio de pesca islandês Skaftfellingur. O submarino inclinou-se bruscamente para o lado e a tripulação estava se tornando o comandante do navio de pesca. O avião voou baixo sobre os dois navios e foi prontamente atacado pelas armas do U464. Por medo de acertar o cortador e / ou sua tripulação o fogo não foi respondido. Hopgood voltou ao comboio e dirigiu um dos contratorpedeiros (HMS Castletown) ao local do submarino. Depois disso, o 73-P-9 voltou à base. O HMS Castletown não encontrou nenhum vestígio do submarino, que provavelmente foi afundado por sua própria tripulação. O destróier tirou 52 sobreviventes do Skaftfellingur e os fez prisioneiros (dois marinheiros alemães foram mortos).

Um detalhe especial dessa vitória foi posteriormente fornecido pelo serviço secreto britânico. O golpe mortal no U464 veio principalmente de uma carga de profundidade que pousou no convés do submarino. A, probably inexperienced, sailor had in all his innocence rolled the bomb off the deck which, when the depth charge reached the depth at which the hydrostatic fuses were set the depth charge exploded immediately and caused fatal damage. Each submarine crew member should know that a depth charge had to be transferred to a lifeboat and cut loose in order to drift away.

Another interesting detail of Hopgood's successful attack was the later famous statement "Sank sub, open club." The base commander and commander of the detachment Iceland was Captain (later Rear Admiral) Daniel V. Gallery, Jr., a serious and inflexible naval officer. Gallery was displeased by the fact that VP-73 had not been able to sink any submarine. According to Gallery the poor results were caused by the flight crew spending extensive hours at the Officers Club. By staying to long at the bar they received too little sleep and were not fit enough for duty next day was his reasoning. Subsequently Gallery ordered the bar to remain closed until an U-boat had been sunk. He also desired convincing proof such as "the captains pants".

After Hopgood's attack everybody tuned to the radio and the messages of Coastal Command for further developments. All radio traffic was obviously in code. At the end of the flight and after the destroyer had taken the German prisoner of war on board Hopgood transmitted its final report in plain, clear English and telegraphed: "Sank sub, open club". The message was received by a loud cheer and applause. Later the U464 First Officer received dry clothes and his pants were offered to Captain Gallery. The salt-soaked trousers were put on display at the Officers Club in memory of this successful action.

Two months later VP-84 took over the duties of VP-73. Part of VP-73 squadron was en route to the United States when they received the command to return to Iceland since the squadron had to go to North Africa. A number of aircraft VP-73 were under repair or of lower quality than that of VP-84 so it was decided to equip VP-73 with the newer aircraft from VP-84. And the 73-P-9 with construction number 300 received the new registration 84-P-7.

U582

During the last operational flight of VP-73, on October 5, Aircraft c/n 300 had to protect the convoy HX-209, approximately 400 miles south of Iceland. Here they came across the U582 (Korvettenkapitän Werner Schultze), a VIIC U-boat, which was part of a 'Wolfpack' of seventeen submarines. From August 1942 the German navy followed modified tactics From a pack of submarines one was sent on reconnaissance convoy. If this one convoy noticed the other submarines were called to assist and the convoy was attacked en masse.

About fifteen minutes after the 73-P-9 (Chief Aviation Pilot M. Luke) arrived at the convoy, he sighted the submarine at a distance of 10 miles and 15 miles on the starboard side of the convoy. The submarine was completely on the surface and Luke dived from 2000 ft. to 75 ft. and dropped four depth charges of 250 lb. The bombs fell in a perfect pattern around the boat. After the explosions, the U582 sank immediately leaving only a heavy oil slick behind.

U528

Around April 1943, the German submarines were equipped with a reinforced anti-aircraft battery and changed tactics. Normally when a plane was spotted the sub dived immediately for deeper water. The new tactic meant that the submarine stayed on the surface and engaged the attacking aircraft until the last moment with the anti-aircraft battery. The reply of, mainly, the Catalina's was that they had to veer of because the board weapons range was insufficient and had too little effect in order to cause serious damage.

Some Catalinas, including the 84-P-7 was therefore equipped with a 20mm nose cannon. One disadvantage of this change was that when the aircraft performed its bombing run and the gun was fired, the aircraft received a sideways movement due to the recoil and deviated from the planned bombing run. As a blessing in disguise the gun often jammed.

On April the 28th Lieutenant (jg) William A. Shevlin flew the 84 P-7 to escort the convoys ONS5 and SC147 when the co-pilot, Albert M. Slingluff, sighted a submarine . This was the 1100-ton U528 type IXC / 40 under the command of Oberleutnant zur See Georg von Rabenau. Most likely the submarine crew detected the aircraft earlier since the submarine was already diving. Within minutes Catalina arrived at the place where only a swirling mass betrayed the presence of the submarine. The crew of the Catalina kept their cool and did what later proved to be a very wise decision, and did not drop the depth charges. When William returned to the same place some time later they saw the sub entirely on the surface at a distance of about three and a half miles on the port side. At that time the visibility was bad and that was probably the reason that the subs lookout only saw Shevlin when he was less than a mile from the submarine.

While the enemy was performing his emergency dive Shevlin attacked the submarine. Shooting with his .30 caliber fixed machine gun, he passed the boat 30 degrees to starboard. The submarine was still half above water when Shevlin launched depth charges, aiming at and near the conning tower. Shevlin was aiming the nose of the aircraft at the submarine to hit home with the fixed machine gun, this did ofset the bombing run and the depth charges droped further from the submarine than was desirable.

It was not possible that the submarine was not damaged by the depth charges, yet it was mentioned in the journals as a "near-miss due to Insufficient evidence of damage." Much later it became known that the submarine U528 on May 11, 1943 under the command of Oberleutnant zur See von Rabenau, was sunk by the British Coastal Command in the Bay of Biscay. After interrogation of the survivors it was discovered that the same submarine had escaped a depth charge attack on 28 April. The damage sustained was considerable, three of the four torpedo tubes were unusable, several airtanks leaked and the boat lost fuel. The damage sustained caused the U528 to return to France for repairs.

ASR

A seemingly simple Air Sea Rescue (ASR) flight on June 14, 1943 meant almost the end of the 84-P-7. Lieutenant (jg) "Roy" Neff was searching for a missing aircraft of their "own" VP-84. In order to land as light as possible all surplus equipment was removed. Only the .30 calibre nose machine gun was left.

When a Faroese fishing vessel was examined from a close distance, the crew of the vessel thought it was attacked by an enemy reconnaissance aircraft. This vessel was fitted with an ingenious anti-arcraft weapon. Which consisted of a container with a discharge mechanism attached to a cable which was fastened and a parachute. The captain could activate the firing mechanism whereby the cable was shot in the direction of the aircraft. As the plane flew into the cable it would hit and block control surface, rendering the aircraft uncontrollable resulting in a probably crash. Suddenly the Catalina pulled dangerous to the left, the cable had hit the wing but the parachute did not unfold. A second cable hit the tail part of the plane, this parachute did open. Neff was able to keep the Catalina under control but some action had to be taken. The board Constable, A. B. Grant, rushed to the nose dome and dismantled the fixed machine gun and ran back to the starboard blister. With a few short bursts he shot the parachute cable. After landing at the emergency airport Höfn in southeast of Iceland the remains were removed and the plane was returned to home base.

U194

Just ten days after the near-fatal accident the 84-P-7 was back on patrol to the south of Iceland with the pilot Lieutenant Joseph W. Beach and co-pilot Lieutenant Albert M. Slingluff behind the controls. The Catalina was armed with three depth charges and a homing torpedo which was named "Fidol" by users. Soon a submarine of type IXC U-cruiser with an extra long range was spotted the U194 commanded by Kapitänleutnant Hermann Hess. At that time he was just underway from one of the German ports in the Indian Ocean.

Instead of diving immediately the submarine turned his fire on the attacking aircraft. Beach dived from 1600 ft. right at the submarine firing his guns. After one salvo the weapon jammed. Later it was found that this failure was due to improper maintenance. Beach continued his attack run while under fire. At a height of only 65 ft. the 84-P-7 roared over the submarine. Depth charges were released but they did not fall from the aircraft. Beach made a sharp left turn and aborted the attack, followed by the bullets of the U194. The Catalina circled at a safe distance waiting for an opportunity, but the enemy kept an sharp eye on him.

From a mile and half and under heavy anti-aircraft fire a second attack run was commenced. When the Catalina passed over the submarine, two depth charges were dropped manually, two fell approximately 50 feet alongside the submarine, the third charge was still stuck Another attack runs was made in order to drop the third depth charge. But the charge refused to budge for the third time. By now it was clear to the submarine that the Catalina was not easy to repel and an emergency dive was made. It would be her last. Beach went back to his target and released his "Fidol" to do the final work. Fifty seconds later, it found its target and hit the submarine. A huge mushroom-like cloud erupted from the sea when the submarine exploded. With no evidence of sinking, the "kill" could only be confirmed after the war.

In July and August another 19 anti-submarine and convoy surveillance flights conducted were by this unit. On August 28, 1943 the last scheduled flight was conducted by VP-84.

On September the first the 84-P-7 flew from Iceland via Greenland, Goose Bay and Labrador to NAS Quonset Point. Lt. G. S. Smith was behind the controls, it arrived on September 3 at Quonset Point. The total flight time from Reykjavik to NAS Quonset Point was 20 hours and 25 minutes.

From this point the "2459" is not mentioned in operational reports anymore. She was removed from the VP-84 squadron and deployed to Fleet Air Wing 7 under Headquarters Squadron 7.


Consolidated Commodore

o Consolidated Commodore was a flying boat built by Consolidated Aircraft and used for passenger travel in the 1930s, mostly in the Caribbean operated by companies like Pan American Airways. A pioneer of long haul passenger aircraft industry, the Commodore "Clipper" grew out of a Navy design competition in the 1920s to create an aircraft capable of nonstop flights between the mainland of the United States and Panama, Alaska, and the Hawaiian Islands. In response to these requirements, Consolidated produced the prototype XPY-1 Admiral designed by Isaac M. Laddon Ώ] in January 1929 but lost the contract to the Martin aircraft company. The aircraft represented a marked change from earlier patrol boat designs such as the Curtiss NC.

In response to losing the Navy contract, Consolidated offered a passenger-carrying version of the XPY-1, which became known as the Commodore. The monoplane all-metal hull could accommodate 32 passengers and a crew of 3. The full complement of passengers, located in three cabins, could only be carried on relatively short-route segments. For a 1000-mile flight, the boat probably could accommodate no more than 14 people including the crew. Wing and tail construction consisted of metal-frame structure covered with fabric except for metal-covered leading edges.

With a first flight in 1929, a total of 14 Commodore boats were built. They were used in airline service from the United States to South America where routes extended as far south as Buenos Aires, a distance of 9000 miles from Miami. ΐ] As the 1930s went on the Commodores were gradually superseded by more efficient aircraft such as the Sikorsky S-42, Boeing 314, and Martin 130. The Commodore may be considered as a first step in the United States along a road that was to lead to the highly efficient monoplane-type patrol and transport flying boats later in the 1930s. The XPY-1 and its civil counterpart. the Commodore, may be considered as progenitors in a series of flying-boat developments that led to the famous Consolidated PBY Catalina of World War II fame.

Only known Commodore Model 16 remaining worldwide has been located in a Northern Canadian Lake. There is currently an ongoing project to raise and restore this airframe for display at the San Diego Air & Space Museum.[1]


The Cat’s New Colours – The Background Story

After its arrival in the UK from British Columbia in the early-Spring of 2004, our Catalina, then still registered in Canada as C-FNJF, continued to fly in its yellow, red and green livery.

These colours had been applied some years ago by the Province of Saskatchewan who had operated it, and two other Catalinas, in the water bombing role, fighting forest fires. Although it was intended to repaint the aircraft in a wartime scheme, there was no opportunity to accomplish this during 2004 as it was too busy flying at air shows! The unusual colours were, however, the subject of much interest to air display visitors and a few even hoped it might remain in those colours. However, the owners had different ideas!

Our Catalina in the 8th Air Force Colours of 44-33915 landing at Rougham in the Summer of 2005. Photo: John Allan.

Most air show organisers prefer ex-military aircraft, or ‘warbirds’, to be painted in a military scheme and there are few around that have operated in commercial schemes. So, in order to gain bookings, Plane Sailing needed a distinctive livery. Our previous Catalina had operated in two military schemes, the first representing 210 Squadron’s JV928/Y in which Flt Lt John Cruickshank earned his Victoria Cross and the second a Canadian Canso A. The latter aircraft commemorated Canso A 9754/P of 162 (BR) Squadron, RCAF, the aircraft involved in the action following which Flt Lt David Hornell was also awarded the Victoria Cross, although, sadly, his award was posthumous. The reason for choosing the latter scheme was that it was white overall which suited the operational requirements for our Catalina. Being basically white, it could be adapted to carry sponsors logos or liveries if the need arose and these could then be temporarily sprayed over with white paint, removable when required. This flexibility served Plane Sailing well when operating its first Catalina in the 1980s and 1990s and became a logical step forward for our new aircraft, by now registered G-PBYA. But which scheme to use?

Initially, it was thought that G-PBYA would be painted as Hornell’s aircraft, like our previous ‘Super Cat’ but this may have caused some confusion. Firstly, our old aircraft is still extant at Lee-on-the Solent, albeit dismantled and nowhere near flight, and some people may have thought it was airworthy again in the same colour scheme as before. Secondly, since the accident that befell our old aircraft, the Canadian Warplane Heritage have re-painted their own airworthy former RCAF Canso A as Hornell’s aircraft and it was felt that having two Cats flying in the same colours, even if on opposite sides of the Atlantic, would be confusing.

So, the search was on for another overall white livery and your Editor did some digging with surprising results. Having hit on an idea, I consulted with Ragnar Ragnarsson who was able to provide not only a photograph of the original aircraft but a copy of the incident report that described its demise. Ragnar had originally received these from Billy DeMoss whose stepfather is John V. Lapenas, Jr., the son of J.V. Lapenas whose role in this story will become evident. Add to that the fact that the featured aircraft had an East Anglian connection and was white all over and it did not take too much lobbying to persuade Paul Warren Wilson to give the idea his blessing! So, in early-June, G-PBYA was transformed into a United States Army Air Force OA-10A Catalina, serial 44-33915, as operated by the 5th ERS (Emergency Rescue Squadron), 8th Air Force from Halesworth in Suffolk in early-1945!

The original 44-33915 was built by Canadian Vickers at Cartierville, Quebec with the construction number CV-400 and the designation OA-10A-VI, the VI suffix denoting that it was built by Vickers as opposed to earlier USAAF machines built by Consolidated that had the designation OA-10A-CO. In due course, this Catalina found its way to the United Kingdom where it joined the 5th ERS at Halesworth.

The background to the USAAF operating Catalina amphibians in the UK was as follows. The USAAF had used Catalinas for air-sea-rescue work in the Mediterranean but had relied on RAF aircraft to rescue downed airmen around the UK’s east coast. However, the Americans wanted to use their own aircraft in the North Sea and so, in August, 1944 General Spaatz requested that Catalinas be provided for the 8th Air Force. Some delay ensued but, eventually, six OA-10As were ordered to the UK under Special Order 223 dated December 9th, 1944 from the US Army Air Force HQ at Keesler Field, Mississippi. The Catalinas were delivered by the South Atlantic route from Keesler AFB, Biloxi, MS through Morrison Field, West Palm Beach, Florida and on via Puerto Rico, Trinidad, Dutch Guinea, Belem and Rio de Janeiro in Brazil, Ascension Island, Roberts Field in Liberia, Dakar, Marrakech and an unknown airfield in Cornwall with the first four arriving at Bovingdon on January 17th, 1945. Two further aircraft were delivered a few days later. The six were serialled 44-33915 to 44-33917, 44-33920, 44-33922 and 44-33923. After being evaluated, all six Catalinas were flown to Halesworth where they were to be based for their ASR work. However, before they could enter operational service, they had to be modified and this work was carried out at Neaton in Norfolk. The Canadian radio equipment was removed and replaced with SCR-274N Command and SCR-287 Liaison radios, and SCR-269 radio compasses and AN/AIC-2 interphone equipment were substituted for the original fittings. In addition, the SCR-521 radar was removed and replaced by AN/APS-3 sea search radar and SCR-729 Rebecca equipment. The driftmeter and all armour plating was stripped out, the flooring around the blisters was modified to ease access for rescued airmen and some hull glazing adjacent to the navigator’s position was plated over to prevent glare. Stewart-Warner heaters were installed to make rescued crews more comfortable once inside the Catalinas and some modifications were carried out to the bomb aimer’s position, sea anchor and control locks. All of these modifications inevitably led to a delay in the six Catalinas entering service and operational flights did not commence until the end of March 1945.

In due course, further OA-10As were received at Halesworth in the form of 44-33987, 44-33991, 44-33995, 44-34003, 44-34005, 44-34013, 44-34017, 44-34028 and 44-34067. Another OA-10A that may have operated with the 5th ERS was 44-33913.

The 5th ERS had previously operated from Boxted as the Air Sea Rescue Squadron, 65th Fighter Wing, Detachment B having been formed in May 1944 with a complement of war-weary P-47D Thunderbolts equipped with dinghy packs and sea-marker equipment. At the beginning of 1945, the squadron had been re-named the 5th ERS and moved to Halesworth where it continued to fly P-47s in addition to its new Catalinas and B-17s. So it was that 44-33915 was operating over the North Sea on March 30th, 1945 on a mission that was to prove its last and which, sixty years later, was to be commemorated by our own airworthy Catalina!

A rare photo of the original OA-10A Catalina 44-33915

As mentioned earlier, our Society member Ragnar Ragnarsson had already carried out some research and had a copy of the Air Sea Rescue Mission Report for the events that were to end in the demise of 44-33915 and he happily supplied a copy when he discovered that, coincidentally, I was also researching the same event! The report is reproduced in full below.

It is dated April 10th, 1945 and was compiled for the Headquarters, 5th Emergency Rescue Squadron by the captain of 44-33915, 2nd Lt John V Lapenas. His aircraft’s callsign for the mission was Teamwork 75. The type of mission was quoted as Patrol, Search and Rescue Attempt, the dates covered as 30th March to 5th April, the time mission start as 12.25, the position 53-31N, 06-12E, the conditions hazy and the number of other aircraft involved 2, possibly 3. The report continues as follows:

“March 30th: Took off at 1225 and proceeded to patrol area ‘B’ for Baker. In position at 1245 and notified Colgate. At 1430, was instructed by Colgate to proceed to position 53-27N, 03-46E where Teamwork 71 was down and in trouble (Teamwork 71 was another 5th ERS OA-10A Catalina, serial 44-33917 – Ed.). Over Teamwork 71 at 1500 and started circling a Warwick was already circling Teamwork 71. Attempted to find out his trouble by V/X and R/T and W/T with nil results. Teamwork 71 instructed us to ‘stay up’ by V/S. No attempt was made to land due to high seas. At approx 1700, Colgate relay informed us that fighter escort (P-51s) of two ships will rendezvous at our position over Teamwork 71 to escort us to fighter pilot in dinghy at 53-31N, 06-12E which was approx 3 to 5 miles off the Dutch Island of Schiermonnikoog. At approximately 1800, Teamwork 74 arrived to relieve me. At approx 1825 my escort of two P-51s arrived and we proceeded for the aforementioned position. Arrived over the area at 1855. It was getting dark, vis was very poor and did not sight dinghy until flares were sighted. Sighted and lost dinghy twice in process of getting ready for landing. Landed at 1905 in a sea of approx six feet. Man in dinghy was sighted approx 100 feet of starboard side and to the rear. Attempted to turn around but discovered my starboard engine was dead. Further inspection showed that the oil was pouring out. Sea anchor was put out to facilitate turning but the wind was strong and we kept weather cocking into it. Attempted to drift back to dinghy but darkness had settled and we lost sight of him. An inspection was made of the ‘ship’ and the findings were six rivets out in the navigator’s compartment. After landing on the water the engineer noticed an immediate drop in oil pressure on the starboard engine and the oil pouring out. Soon after the engine froze. He was unable to contact me due to my conversation with the P-51s on VHF. Immediately on finding my engine out I notified my escorts to tell Colgate I was in trouble and unable to take off. Radioman sent out an SOS on the W/T and tried to destroy radio equipment in event of capture. Started left engine and taxied for 1 ½ hours on a heading of 320 degrees to get further away from the shore. Kept radio silence throughout the night. Sea calmed down some but around 0300 it picked up again. All members of crew got sea sick except pilot. Diagnosis of engine was that one of the main oil lines had burst and the oil had leaked out completely. Hull was sound except for small leak in the navigator’s compartment.

March 31st: At 0750, sighted two Warwicks and 3 P-51s and fired red flares. VHF contact was made with fighters but receiver went out shortly (after) and was only able to transmit. At 0900 lifeboat was dropped. The drop was excellent. Attempted to bring the lifeboat alongside ‘ship’ but sea was rough and the lines kept breaking in our attempt to get it alongside the plane. The lifeboat began to break up due to contact with our plane. Radio started working again. NOTE: at approx 1150, a P-51 aircraft notified us in the clear that we would be without cover for approximately ten minutes. In eight minutes, they were back and notified me. At 1200 hours, two ME210s (sic) came out of the sun at approx 500 feet and strafed our plane, making two passes. The tail was completely shot off, the port float practically shot away and the port wing damaged. Numerous holes were in the plane and it started to leak profusely and settle in the water. The left float gave way and the plane listed to port. The co-pilot claimed he saw a Me109. No one was injured in the strafing. We proceeded to abandon ship taking with us all emergency equipment and supplies possible.

This amazing photo, although of poor quality. Note the badly damaged tail.

I think Society members will agree that there are more than adequate reasons for painting our Catalina as 44-33915

David Legg

Left ship at 1225 in three dinghies, two men in each, dinghies tied together. At 1350, a lifeboat was dropped by a Warwick. It landed a long way off. Took message out of lifeboat before leaving and it read steer 264 degrees, 130 miles. It also gave co-ordinates of our position. At 1750, sighted one of our B-17s with lifeboat. The ‘boat was dropped at 1750, the line shooting out directly over our heads and landing between the dinghies. We kept shooting flares while the B-17 was on the run so that he could line up with us. All aboard the lifeboat at approx 1805 and underway at 1820 steering a course of 270 degrees. The Warwick stayed with us for an hour. We estimated our distance as about eight miles from shore and a tower could be seen. The enemy fired flak at the planes helping us during the afternoon. The sea was getting very rough and the swells were about ten feet high when we got under way. The pilot got sick immediately after.

The crew of 44-33915 sit it out in their dinghies and await their eventual rescue

April 1st: We were steering 240 degrees. The weather was terrible. Estimated wind was 40 knots with very low ceiling and rain. The sea was running very high and I estimated the waves at 20 to 25 feet high. No aircraft were sighted. We fired a couple of flares just as a possibility. Position unknown, estimated headway at 2 knots per hour.

April 2nd: The weather continued the same throughout Sunday and so did the sea. Everyone and everything was soaking wet and it was impossible to keep dry. It was bitter cold and some of the men started to worry about their feet. They were numb. The ‘tour’ at steering was one hour on and five hours off. There were no more cases of seasickness. At approx 0600 Monday morning, the engines stopped. Repeated attempts to start them brought nil results and we started to drift. An exceptionally large wave half tipped the boat over and tossed the co-pilot and radioman into the North Sea. My co-pilot swam back but the radioman had to be hauled back in. He was attempting to get the Gibson Girl (emergency transmitter – Ed.) rigged up at the time and it was strapped to his knees. The kite had broken due to the strong wind. The centre board also snapped off. The sea started to calm down after 1200. At approx 1800, we sighted two Warwicks and three P-51s three miles north of us. Fired flares but they did not see them.

April 3rd: The sea calmed down considerably during the night. Set up the Gibson Girl with kite, sent signals at 15 and 45 minutes past the hour. At 1050, we sighted two Warwicks with fighter escort and fired flares. They spotted us. Left the kite up to be used as a target for the planes. The Warwicks kept sending V/S. Very difficult to make out due to parts of the plane blocking out letters. The Warwicks dropped two more boats during the day along with Lindholme gear and gasoline containers with flares. Lifeboats dropped a long way off. We were all too weak to attempt to row to them. Managed to get the Lindholmes and two containers of gasoline. Attempted to start engines again with new gas but with no results. Salt water had leaked into the gas we already had in the tanks the day before. There were no messages tied to the Lindholmes. Position still unknown. We were all weak from pulling in the supplies. A plane stayed overhead after dark and dropped a couple of flares. Kept blinking lights when plane was overhead with flashlights.

April 4th: At approx 0745, sighted two RMLs and fired flares. Were aboard RML (Rescue Motor Launch) #498 shortly after. Reached St (sic) Yarmouth March 5th at approx 1015.

Suggestions: Messages to be tied to Lindholmes. They are easy to get. V/S is very difficult. The lifeboat (American) is excellent and can take terrific punishment. Suggest they be painted yellow on top. Bilge pump be moved to another position or angle for easier pumping. Water-tight sleeping bags be included in lifeboat equipment – preferably the ‘suit’ type. Detailed message should be in the boat and standard signals of some kind be arranged so that some contact can be made with planes.”

In addition to the most interesting mission report reproduced above, the following information has also come to light. The two Me262s (not Me210s as mentioned in the report) that attacked 44-33915 were flown by Lt. Hans-Dieter ‘Haddi’ Weiss and his wingman, probably Oblt. Hans Grunberg, both of the I./JG7 based at Wittmundshafen, some 30 miles south-east of the OA-10A’s position. Lt Meyers, the P-51 Mustang pilot that the crew of 44-33915 had set out to rescue, was washed ashore and taken PoW by the Germans. The Catalina’s captain, John V Lapenas, passed away ten years or so ago and some of the photographs that accompany this article were obtained from his grandson. Ironically, 44-33915 was not John Lapenas’s regular aircraft. He normally flew on 44-33923 whilst 44-33915 was the normal mount of 1/Lt. William C Thatcher and his crew.

The other crew members on board 44-33915 on the day it went down were 2nd Lt Theodore J Langan, 2nd Lt Charles V Buffington, Sgt James A McMullin Jr, Cpl William F Dotson and Cpl Daniel Hochstatter.

Reference to Roger A Freeman’s book Mighty Eighth War Diary provides further information on the events of the March 30th and 31st, 1945. On March 30th, the 5th ERS despatched twelve P-47 Thunderbolts and three OA-10A Catalinas over the North Sea on rescue missions and patrols. Specific reference is made to one OA-10A (this being 44-33917) being lost when unable to take off after rescue of bomber crewmen and being taken under tow by launch and later sinking. The reference to towing is disputed by Bill Harrington as mentioned below. The entry for March 31st says that the 5th ERS despatched twenty-five P-47s, two OA-10A Catalinas and one B-17 on ASR patrols and SAR flights. One OA-10A (44-33915) was strafed by Me262 while on sea and eventually sank.

Some time ago, the PBY Catalina International Association newsletter also included some information on the attempts to rescue the crew of 44-33915 (although it incorrectly speculated that the aircraft involved was 44-33923). The notes were provided by PBYCIA members Donald Hicks and Francis Glasser, both formerly belonging to the 5th ERS.

“On Friday, March 30th, 1945 a Catalina was disabled in rough water in the North Sea whilst trying to rescue a bailed-out P-51 pilot. Bringing their Catalina down within range of German shore batteries, the airmen were unable to reach the Mustang pilot because of a severed oil line which prevented taxiing in swelling waters. Several Mustangs flew cover while another (Major Robert W Foy of California) flew back to England for help. On Saturday, March 31st, the Catalina was being strafed by enemy jet planes until returning P-51s drove them off. The Catalina crew left their sinking plane, lashed their dinghies together and awaited aid from others.” USAAF Captain Dabarn subsequently reported that an airborne lifeboat had been rigged up to be suspended beneath a B-17 Flying Fortress at Halesworth for inspection by Generals Doolittle and Spaatz. “The Generals had not left us for more than five minutes when we got a call that six men were down in the North Sea off the coast of Denmark (sic). We immediately went to work like fiends, cutting holes in the bomb-bay doors for the support cables, fuelling the boat’s tanks, deflating the self-righting chambers etc. In a little more than an hour, we were on our way to the call site. I noticed as we were over the North Sea six pursuit planes serving as our escort and protection from Germans sent out possibly to interfere with our mission. Two hours later, we spotted the men in a raft. Here was a 35 mph wind blowing with white caps all over the area. It’s hard to describe how helpless and pathetic they were under those circumstances. Their raft was bobbing like a cork in those rough seas and the temperature was about 40 degrees F. We made one dry run after dropping smoke flares then, at 1,200 ft, dropped the boat. The ‘chutes opened and in a few seconds the boat was in the water about 100 ft from them. In a couple of minutes the men were in the boat and within 12 minutes from the time we had dropped it, they had it under way. They got in the boat a few minutes before six that evening. By the time we got back to the ‘field storm warning gales went up the coast. A torpedo boat sent out to retrieve the men reported winds of 60 mph with sea waves over 20 ft high which, reportedly, was the worst North Sea storm of the year.”

Contemporary newspaper reports state: “..while RAF and American planes circled the six men in day and night vigil, another flying boat and several small launches tried to reach them but mountainous waves prevented rescue. On Tuesday, April 3rd, the party was sighted by planes and food and water were dropped. The next day, British Navy launches picked up the exhausted airmen and, on Thursday, April 5th, they were landed and taken to hospital where they were treated for frostbite and exposure and given time to recover.” Captain Pete Dabarn stated “I met them at ‘Yarmouth when the boat got in. They had nothing but praise for the boat. The tethering rocket lines had gone right to the boat. They got both engines going in about six pulls on the starter rope. As the storm came up they headed right into it with both engines at full throttle and as they rode over each wave the engines raced as the stern lifted out of the water. Both engines ran for 32 hours without stopping until both fuel tanks were empty. One inlet line broke soon after starting, possibly due to poor welding, but one of the men had the presence of mind to plug the line so the engines were not flooded.

When they ran out of fuel the boat swung abeam to the seas before they could get the sea anchor out. A tremendous wave hit the boat, throwing three men into the water, snapping off the centreboard completely and flooding the boat until nothing but the self-righting chambers and one gunwhale were above water. One of the men still in the boat threw a toss-line to the men in the water, demonstrating good head work considering the conditions they were struggling under. The three men got back aboard, the sea anchor was deployed, the boat baled out and the Gibson Girl radio homing device put into operation. As the wind conditions permitted, the antennae kite for the radio was flown. Thirty hours later, a torpedo boat reached them. Four of the men had to be bodily lifted out of the lifeboat into the rescue boat. Since the sea was so rough, the lifeboat could not be taken in tow so it was shot full of holes and sunk. It was a Higgins Airborne Lifeboat No.25. When the rescued Catalina crew got ashore, they told Captain Dabarn the whole story including how the first British lifeboat to be dropped was swamped by heavy seas, the parachute did not open for the second, the parachute release did not work on the third resulting in the boat being dragged until it capsized whilst the fourth was smashed and sank on landing.”

The successful lifeboat drop from the 5th ERS B-17 was the first operational use of the Higgins Airborne Lifeboat in the UK or, indeed, overseas.

At the beginning of the official account quoted above, it is stated that 44-33915 and crew were circling above another 5th ERS OA-10A Catalina 44-33917 when they were called away to search for Mustang pilot Meyers. The two Catalinas have occasionally been mixed up but the above report proves that it was � that was lost on March 31st to the guns of the Me262s. 44-33917 was being flown by Captain Hicks and co-pilot Bill Harrington on March 30th although, again, this was not their normal plane but one assigned to Captain Peterson. On that day, � was landed on a rough sea to rescue a B-24 crew from the 491st Bomber Group but the landing was so rough that the bottom of the hull was damaged and began to take on water. The navigator and co-pilot bailed out sea water for several hours and, at about 23:00 hours, they were hailed by a British rescue launch. The Catalina crew and two of the rescued B-24 crew were transferred to the launch. The launch’s captain declared that he was unable to take the Catalina on tow and, after conferring with Bill Harrington, instructions were given to another launch to open fire on the aircraft and sink it as it was already badly damaged and still taking on water.

I think Society members will agree that the above story is more than adequate reason for painting our Catalina as 44-33915. It pays tribute to a unit that carried on vital, mainly unsung, work rescuing downed airmen and a crew that ultimately had to be rescued themselves as the result of enemy action. What is more, the events described involved an aircraft relatively local to our base at Duxford and are commemorated on Duxford’s glass memorial to the 8th Air Force at the American Air Museum as indeed is the loss of 44-33917 on the day before.

The loss of OA-10A Catalinas 44-33915 and 44-33917 is commemorated on Duxford’s incredible Counting the Cost memorial Photo: David Legg

Acknowledgements are due to Ragnar Ragnarsson, Billy DeMoss, the PBYCIA Newsletter and the books of the late Roger Freeman.


Assista o vídeo: Cruzeiro do Sul Caravelle e Catalina na Amazonia anos 60