Tag Archives: Air Combat

9 June 1943

Boeing B-17F-10-BO Flying Fortress 41-24485, Memphis Belle, flies home from England, 9 June 1943. (U.S. Air Force)

9 June 1943: After completing 25 combat missions over Western Europe from its base at Air Force Station 121 (RAF Bassingbourne, Cambridgeshire, England), Memphis Belle, a U.S. Army Air Forces Boeing B-17F-10-BO Flying Fortress, serial number 41-24485, assigned to the 91st Bombardment Group (Heavy), 324th Bomb Squadron (Heavy), was flown home by Captain Robert K. Morgan and Captain James A. Verinis.

The crew of the Memphis Belle after their 25th mission: (left to right) Technical Sergeant Harold Loch, Top Turret Gunner/Engineer; Staff Sergeant Cecil Scott, Ball Turret Gunner; Technical Sergeant Robert Hanson, Radio Operator; Captain James Verinis, Co-pilot; Captain Robert Morgan, Aircraft Commander/Pilot; Captain Charles Leighton, Navigator; Staff Sergeant John Quinlan, Tail Gunner; Staff Sergeant Casimer Nastal, Waist Gunner; Captain Vincent Evans, Bombardier; Staff Sergeant Clarence Winchell Waist Gunner. (U.S. Air Force photograph)

The daylight bombing campaign of Nazi-occupied Europe was very dangerous with high losses in both airmen and aircraft. For a bomber crew, 25 combat missions was a complete tour, and they were sent on to other assignments. Memphis Belle was only the second B-17 to survive 25 missions, so it was withdrawn from combat and sent back to the United States for a publicity tour.

Boeing B-17F-10-BO Flying Fortress 41-22485, Memphis Belle, in flight over England, 1943. (U.S. Air Force)
Miss Margaret Polk, 1943.

The B-17’s name was a reference to Captain Morgan’s girlfriend, Miss Margaret Polk, who lived in Memphis, Tennessee. The artwork painted on the airplane’s nose was a “Petty Girl” based on the work of pin-up artist George Petty of Esquire magazine. (Morgan named his next airplane—a B-29 Superfortress—Dauntless Dotty after his wife, Dorothy Morgan. With it, he led the first B-29 bombing mission against Tokyo, Japan, in 1944. It was also decorated with a Petty Girl.)

Memphis Belle and her crew were the subject of a 45-minute documentary, “Memphis Belle: A Story of a Flying Fortress,” directed by William Wyler and released in April 1944. It was filmed in combat aboard Memphis Belle and several other B-17s. The United States Library of Congress named it for preservation as a culturally significant film.

After returning to the United States, Memphis Belle was sent on a War Bonds tour. In this photograph, it is parked at Patterson Field, Dayton, Ohio. (U.S. Air Force)

Following the War Bonds tour, Memphis Belle was assigned to MacDill Field, Tampa, Florida, where it was used for combat crew training.

Boeing B-17F Flying Fortress 41-224485, “Memphis Belle,” arrives at the NACA Aircraft Engine Research Laboratory at Lewis Field, Cleveland, Ohio, 7 July 1943. (NASA)

After the war, Memphis Belle was sent to a “boneyard” at Altus, Oklahoma, to be scrapped along with hundreds of other wartime B-17s. A newspaper reporter learned of this and told Memphis’ mayor, Walter Chandler. Chandler purchased it for its scrap value and arranged for it to be put on display in the city of Memphis. For decades it suffered from time, weather and neglect. The Air Force finally took the bomber back and placed it in the permanent collection of the National Museum of the United States Air Force at Wright-Patterson Air Force Base, where it has been undergoing a total restoration for the last several years.

“On July 17, 1946, at 2:55 p.m., the Memphis Belle rolled to a stop in front of the Administration Building at Municipal Airport and ended its final flight. The plane had been stored in Altus, Okla. Mayor Walter Chandler (fifth left in white suit) and some 200 people greeted the Belle and the final flight’s crew (from left) Stuart Griffin, radioman; Lt. James Gowdy, navigator; Capt. Hamp Morrison, co-pilot; Capt. Robert Little, pilot; Sgt. Percy Roberts Jr., engineer; Capt Robert Taylor, co-navigator and Tech Sgt. Charles Crowe, engineer. (Editor’s Note: This crew was the crew that flew the plane from Altus, Okla.; not the wartime flight crew)” (The Commercial Appeal)

The Boeing B-17F Flying Fortress was a four-engine heavy bomber operated by a flight crew of ten. It was 74 feet, 8.90 inches (22.781 meters) long with a wingspan of 103 feet, 9.38 inches (31.633 meters) and an overall height of 19 feet, 1.00 inch (5.187 meters). The wings have 3½° angle of incidence and 4½° dihedral. The leading edge is swept aft 8¾°. The total wing area is 1,426 square feet (132.48 square meters). The horizontal stabilizer has a span of 43 feet (13.106 meters) with 0° incidence and dihedral. Its total area, including elevators, is 331.1 square feet (12.18 square meters).

The B-17F had an approximate empty weight of 36,135 pounds (16,391 kilograms), 40,437 pounds (18,342 kilograms) basic, and the maximum takeoff weight was 65,000 pounds (29,484 kilograms).

The forward fuselage of Memphis Belle dismantled for restoration at the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Dayton Ohio. The “Petty Girl” on the right side of the airplane is in red. (U.S. Air Force)

The B-17F was powered by four air-cooled, supercharged, 1,823.129-cubic-inch-displacement (29.876 liters) Wright Cyclone G666A (R-1820-65)¹ nine-cylinder radial engines with a compression ratio of 6.70:1. The engines were equipped with remote General Electric turbochargers capable of 24,000 r.p.m. The R-1820-65 was rated at 1,000 horsepower at 2,300 r.p.m. at Sea Level, and 1,200 horsepower at 2,500 r.p.m. for takeoff. The engine could produce 1,380 horsepower at War Emergency Power. 100-octane aviation gasoline was required. The Cyclones turned three-bladed, constant-speed, Hamilton-Standard Hydromatic propellers with a diameter of 11 feet, 7 inches (3.835 meters) though a 0.5625:1 gear reduction. The R-1820-65 engine is 3 feet, 11.59 inches (1.209 meters) long and 4 feet, 7.12 inches (1.400 meters) in diameter. It weighs 1,315 pounds (596 kilograms).

The B-17F had a cruising speed of 200 miles per hour (322 kilometers per hour). The maximum speed was 299 miles per hour (481 kilometers per hour) at 25,000 feet (7,620 meters), though with War Emergency Power, the bomber could reach 325 miles per hour (523 kilometers per hour) at 25,000 feet for short periods. The service ceiling was 37,500 feet (11,430 meters).

Boeing B-17F-10-BO Flying Fortress 41-24485, the Memphis Belle, under restoration at the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Dayton, Ohio. (U.S. Air Force)

With a normal fuel load of 1,725 gallons (6,530 liters) the B-17F had a maximum range of 3,070 miles (4,941 kilometers). Two “Tokyo tanks” could be installed in the bomb bay, increasing capacity by 820 gallons (3,104 liters). Carrying a 6,000 pound (2,722 kilogram) bomb load, the range was 1,300 miles (2,092 kilometers).

The Memphis Belle was armed with 13 Browning AN-M2 .50-caliber machine guns for defense against enemy fighters. Power turrets mounting two guns each were located at the dorsal and ventral positions. Four machine guns were mounted in the nose, 1 in the radio compartment, 2 in the waist and 2 in the tail.

Restoration of the B-17 Flying Fortress Memphis Belle progresses. (Air Force Times)

The maximum bomb load of the B-17F was 20,800 pounds (9434.7 kilograms) over very short ranges. Normally, 4,000–6,000 pounds (1,815–2,722 kilograms) of high explosive bombs were carried. The internal bomb bay could be loaded with a maximum of eight 1,600 pound (725.75 kilogram) bombs. Two external bomb racks mounted under the wings between the fuselage and the inboard engines could carry one 4,000 pound (1,814.4 kilogram) bomb, each, though this option was rarely used.

The B-17 Flying Fortress was in production from 1936 to 1945. 12,731 B-17s were built by Boeing, Douglas Aircraft Company and Lockheed-Vega. (The manufacturer codes -BO, -DL and -VE follows the Block Number in each airplane’s type designation.) 3,405 of the total were B-17Fs, with 2,000 built by Boeing, 605 by Douglas and 500 by Lockheed-Vega.

Only three B-17F Flying Fortresses, including Memphis Belle, remain in existence. The completely restored bomber went on public display at the National Museum of the United States Air Force, 17 May 2018.

Boeing B-17F-10-BO Flying Fortress 41-24485, “Memphis Belle,” photographed 14 March 2018 at the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Ohio. (U.S. Air Force)

Memphis Belle ® is a Registered Trademark of the United States Air Force.

¹ Later production B-17F and B-17G bombers were equipped with Wright Cyclone C9GC (R-1820-97) engines.

© 2018, Bryan R. Swopes

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20 April 1941

Squadron Leader Marmaduke Thomas St. John “Pat” Pattle, Officer Commanding No. 33 Squadron, Royal Air Force, and the Squadron Adjutant, Flight Lieutenant George Rumsey, standing by a Hawker Hurricane at Larissa, Thessaly, Greece, March–April 1941. (IWM)

20 April 1941: Squadron Leader Marmaduke Thomas St. John Pattle, D.F.C. and Bar, Royal Air Force, commanding No. 33 Squadron, was killed in action during the Battle of Athens when his Hawker Hurricane fighter was shot down by two or more Luftwaffe Messerschmitt Bf 110 fighters. Pattle’s airplane crashed into the sea near the Port of Piraeus, southwest of Athens.

Messerschmitt Bf 110 twin-engine heavy fighter, circa 1942. (Deutsches Bundesarchiv)

Squadron Leader Pattle may have been the highest-scoring Allied fighter ace of World War II. The exact number of enemy aircraft destroyed cannot be determined precisely because records were lost or destroyed during the Battle of Greece. The last officially acknowledged score was 23 airplanes shot down, mentioned in The London Gazette with the notice of the award of a Bar to his Distinguished Flying Cross. It is widely acknowledged that he shot down many more, and on at least two occasions, shot down five enemy airplanes in one day. Authors who have researched Pattle’s combat record believe that he shot down at least 50, and possibly as many as 60 aircraft.

For comparison, Air Vice Marshal James Edgar (“Johnnie”) Johnson, C.B., C.B.E., D.S.O. and Two Bars, D.F.C. and Bar, is officially credited by the Royal Air Force with shooting down 34 enemy airplanes. Colonel Francis Stanley (“Gabby”) Gabreski, United States Air Force, was credited with 28 kills during World War II. In the Pacific Theater of Operations, Major Richard Ira Bong is officially credited with 40 enemy airplanes shot down.

Marmaduke Thomas St. John Pattle was born at Butterworth, Cape Province, South Africa, 23 July 1914. He was the son of Sergeant-Major William John Pattle, British Army, and Edith Brailsford Pattle. After failing to be accepted by the South African Air Force, at the age of 21 years, he traveled to Britain to apply to the Royal Air Force. He was offered a short-service commission and sent to flight school.

Pattle was commissioned as an Acting Pilot Officer on probation, effective 24 August 1936. He trained as a fighter pilot in the Gloster Gauntlet, and was rated as exceptional. He was then assigned to No. 80 Squadron, which was equipped with the newer Gloster Gladiator. He was confirmed in the rank of Pilot Officer 29 June 1937.

Prototype Gloster Gladiator in flight, now marked K5200.

No. 80 Squadron was sent to Egypt to protect the Suez Canal. With the United Kingdom’s declaration of war on the Axis powers, Pattle and his unit were soon in combat with the Regia Aeronautica (the Italian Royal Air Force) across North Africa. He shot down his first enemy airplanes, a Breda Ba.65 and a Fiat CR.42, on 4 August 1940. Unfortunaely, Pattle was also shot down and he had to walk across the Libyan desert to friendly lines.

Distinguished Flying Cross

Pattle was promoted to Flight Lieutenant, 3 September 1940. He is credited with having shot down at least 15 Italian airplanes with the Gladiator.

In February 1941, No. 80 Squadron began flying the Hawker Hurricane. This was a huge technological advance over the Gladiator, and the Hurricane’s eight .303-caliber machine guns doubled the firepower of the biplane.  The squadron was sent to Greece, where it would engage the Luftwaffe.

Flight Lieutenant Pattle was awarded the Distinguished Flying Cross, 11 February 1941. The following month, 12 March 1941, Pat Pattle was promoted to Acting Squadron Leader, and given command of No. 33 Squadron at Larissa, Thessaly, Greece.

Squadron Leader Pattle was awarded a Bar to his DFC (a second award), 18 March 1941.

Pilots of No. 33 Squadron, Royal Air Force, with a Hawker Hurricane Mk.I fighter, V7419. Pattle is in the first row, seated, fifth from left. (Imperial War Museum)

Designed by Sydney Camm to meet a Royal Air Force Specification for a high speed monoplane interceptor, the airplane was designed around the Rolls-Royce PV-12 engine. The prototype Hawker Hurricane, K5083, first flew 6 November 1935.

The Hurricane was built in the traditional means of a light but strong framework covered by doped linen fabric. Rather than wood, however, the Hurricane’s framework used high strength steel tubing for the aft fuselage. A girder structure covered in sheet metal made up the forward fuselage. A primary consideration of the fighter’s designer was to provide good visibility for the pilot.

The Hawker Hurricane Mk.I was ordered into production in the summer of 1936. The first production airplane flew on 12 October 1937. The Hurricane Mk. I was 31 feet, 5 inches (9.576 meters) long with a wingspan of 40 feet, 0 inches (12.192 meters), and overall height of 10 feet, 6 inches (3.200 meters). Its empty weight was 5,234 pounds (2,374 kilograms) and maximum gross weight was 6,793 pounds (3,081 kilograms).

The Mk.I’s engine was a liquid-cooled, supercharged, 27.01 liter (1,648.96 cubic inches) Rolls-Royce R.M.1.S. Merlin Mk.III single-overhead-cam 60° V-12, rated at 990 horsepower at 2,600 r.p.m. at 12,250 feet (3,734 meters), and 1,030 horsepower at 3,000 r.p.m., at 10,250 feet (3,124 meters), using 87 octane aviation gasoline. The Merlin III drove the propeller through a 0.477:1 gear reduction ratio. It weighed 1,375 pounds (624 kilograms).

The fixed-pitch propeller was soon replaced with a three-bladed, two-pitch propeller, and then a three-bladed constant-speed propeller. Speed trials of a Mk.I equipped with a 10 foot, 9 inch (3.277 meters) diameter Rotol constant-speed propeller achieved a maximum True Air Speed in level flight of 316 miles per hour (509 kilometers per hour) at 17,500 feet (5,334 meters). The service ceiling was 32,250 feet (9,830 meters). The Mk.I’s range was 600 miles (966 kilometers) at 175 miles per hour (282 kilometers per hour).

The Hurricane Mk.I could climb to 20,000 feet in 9.7 minutes.

The fighter was armed with eight Browning .303 Mark II machine guns mounted in the wings, with 334 rounds of ammunition per gun.

Hawker Hurricane Mk.I at NACA Langley Memorial Aeronautical Laboratory. (NASA)

© 2018, Bryan R. Swopes

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11 April 1945

Lt. Merritt Duane Francies (left) and Lt. William S. Martin with a Piper L-4J Grasshopper, 44-80699 (54 ☆ G) (Passion Aviation)

11 April 1945: 1st Lieutenant Merritt Duane Francies, Field Artillery, USA, and forward observer Lieutenant William S. Martin, 71st Armored Field Artillery Battalion, 5th Armored Division, were flying a Piper L-4H Grasshopper on a reconnaissance mission near Dannenberg, Germany. This was Francies’ 142nd combat mission.

The Grasshopper (Piper Model J3C-65D) was named Miss Me!? Its U.S. Army serial number was 43-29905, and it was marked 54 ☆ J.

The two airmen saw an enemy Fieseler Fi 156 Storch flying beneath them. The Storch was similar to the Grasshopper. Both were single engine, high-wing monoplanes with fixed landing gear. The Storch was larger and faster, but both airplanes had similar missions during the War.

A Fieseler Fi 156 Storch, SJ+LL, Gran Sasso d’Italia, 12 September 1943. (Bundsarchiv, Bild 101I-567-1503C-04)

Francies put his L-4H into a dive and overtook the Luftwaffe airplane. Both American officers carried M1911 .45-caliber semi-automatic pistols, with which the fired on the Fieseler. Both officers emptied the 7-round magazines, then reloaded. The enemy airplane began to circle.

U.S. Pistol, Automatic, Caliber .45, M1911.

Lieutenant Francies approached again, coming to within an estimated 30 feet (9 meters) of the German airplane. Both opened fire again, striking the Storch in the windshield and in a fuel tank. It went into a spin, then crashed. Francies landed his airplane nearby.

The two German crewmen got out of the wrecked Fi 156 and tried to run, but the observer had been wounded in the foot. Lieutenant Martin fired a warning shot and the German pilot stopped, then surrendered.

The captured airmen were turned over to an American tank crew. Francies later said, “I never found out their names. They could have been important, for all I know. We turned them over to our tankers about 15 minutes later after the injured man thanked me many times for bandaging his foot. I think they thought we would shoot them.”

Francies and Martin with their kill
Duane Francies, Freshman, (The Cascade 1940)

Merritt Duane Francies was born 21 July 1921. He was the son of Merritt Charles Francies, a fruit farmer, and Kathleen I. Horan Francies. He studied at Seattle Pacific College for one year before he enlisted as private, Air Corps, United States Army, 10 December 1941, at Spokane, Washington. Private Francies was 5 feet, 10 inches (1.78 meters) tall and weighed 170 pounds (77 kilograms).

2nd Lieutenant Francies had trained as a pilot and was assigned to an L-4 light observation airplane to conduct reconnaissance for the 5th Armored Division. On 19 September 1944 he rescued a wounded forward observer, for which he was awarded the Bronze Star. He was awarded an Air Medal on 27 September 1944. Francies received a battlefield promotion to 1st lieutenant, 15 January 1945.

Following the air-to-air battle with the Storch, Lieutenant Francies was recommended for the Distinguished Flying Cross, 24 April 1945. Major General Walter Jensen, 14th Army Corps, present the medal to him 22 years later, 13 March 1967.

Duane Francies married Miss Jo Ann Hulson in Lake County, Indiana, 29 March 1947. He died at Chelan, Washington, 5 May 2004.

A Piper J-3C-65 Cub, NX38505, in U.S. Army Markings, Louisiana, 1941. The second airplane is a Stinson O-49. (Hans Groenhoff Collection NASM SI-2004-51347)

The Piper L-4H Grasshopper is a single-engine, two-place strut-braced high-wing monoplane based on the civilian Piper J-3C Cub. In military service, it was used as a short-range reconnaissance and liaison aircraft. The cockpit had a tandem configuration. The airplane was constructed of a welded steel tube fuselage, and the wings had wooden spars and riveted aluminum ribs. It was covered with doped fabric.

The L-4H was 22 feet, 4½ inches (6.820 meters) long, with a wingspan of 35 feet, 2½ inches (10.732 meters). Its height, when parked in 3-point attitude, was 8 feet, 6 inches (2.591 meters) to the top of the propeller arc. The wing has a chord of 5 feet, 3 inches (1.600 meters) and a total area of square feet ( square meters). It has an angle of incidence of 1° 37′ and 0° 41′ negative twist. The variable incidence horizontal stabilizer has a span of 9 feet, 6 inches (2.896 meters). The Piper L-4H Grasshopper had an approximate empty weight of 740 pounds (336 kilograms), depending on installed equipment, and a maximum gross weight of 1,220 pounds (553 kilograms).

Piper L-4 Grasshopper (T. O. NO. 01-140DA-3, Structural Repair Instructions, at Page 2)

The Grasshopper was powered by an air-cooled, normally-aspirated, 171.002-cubic-inch-displacement (2.802 liter) Continental O-170-3 (Continental A65-8), horizontally-opposed four-cylinder overhead-valve engine with a compression ratio of 6.3:1. It was rated at 65 horsepower at 2,300 r.p.m. at Sea Level for takeoff, and required a minimum of 73-octane gasoline. The direct-drive engine turned a two-blade fixed-pith propeller with a diameter of 6 feet, 0 inches (1.829 meters).

The L-4H had a maximum speed of 90 miles per hour (145 kilometers per hour), and an absolute ceiling of 14,000 feet (4,267 meters). With a fuel capacity of 12 U.S. gallons (45.4 liters), its maximum range was 206 miles (332 kilometers).

Piper J-3C Cub. (Hans Groenhoff Collection, NASM-HGC-1121)

© 2019, Bryan R. Swopes

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26 March 1967

Republic F-105D-6-RE Thunderchief 59-1772, parked in a revetment. Colonel Scott flew this airplane 26 March 1967 when he shot down a MiG-17. (U.S. Air Force)
Republic F-105D-6-RE Thunderchief 59-1772, parked in a revetment. Colonel Scott flew this airplane 26 March 1967 when he shot down a MiG 17. (U.S. Air Force)

26 March 1967: Colonel Robert Ray Scott, United States Air Force, commanding the 355th Tactical Fighter Wing, was leading 20 Republic F-105 Thunderchief fighter bombers from Takhli Royal Thai Air Force Base, Thailand, on an attack against an enemy military barracks near Hanoi, North Vietnam. Colonel Scott’s airplane was Republic F-105D-6-RE, serial number 59-1772, and his call sign was “Leech 01.” As he came off the target, he shot down an enemy Mikoyan-Gurevich MiG 17 fighter with the 20 mm M61A1 Vulcan cannon of his fighter bomber.

Colonel Robert R. Scott, U.S. Air Force
Colonel Robert R. Scott, U.S. Air Force

The third MiG-17 destroyed during the month was credited to the 355th TFW, Colonel Scott, who was leading an F-105 flight on a strike mission not far from Hoa Lac airfield on 26 March. His account follows:

“I had acquired the target and executed a dive-bomb run, while heading approximately 250°, altitude approximately 4,000 feet, I observed a MiG taking off from Hoa Loc airfield. I began a left turn to approximately 150° to follow the MiG for possible engagement. At this time I observed three more MiG-17s orbiting the airfield at approximately 3,000 feet, in single ship trail with 3,000 to 5,000 feet spacing. MiGs were silver with red star. I then concentrated my attention on the nearest MiG-17 and pressed the attack. As I closed in on the MiG it began turning to the right. I followed the MiG, turning inside, and began firing. I observed ordnance impacting on the left wing and pieces of material tearing off. At this time the MiG began a hard left-descending turn. I began to overshoot and pulled off high and to the right. The last time I saw the MiG it was extremely low, approximately 500 feet, and rolling nose down.”

Aces and Aerial Victories: The United States Air Force in Southeast Asia 1965–1973, by R. Frank Futrell, William H. Greenhalgh, Carl Grubb, Gerard E. Hasselwander, Robert F. Jakob and Charles A. Ravenstein, Office of Air Force History, Headquarters USAF, 1976, Chapter II at Page 45.

This former Egyptian Air Force Mikoyan-Gurevivch MiG-17F in the collection of the National Museum of the United States Air Force is painted in the colors of the Vietnam Peoples' Air Force. (U.S. Air Force)
This former Egyptian Air Force Mikoyan-Gurevivch MiG 17F in the collection of the National Museum of the United States Air Force is painted in the colors of the Vietnam Peoples’ Air Force. (U.S. Air Force)

The pilot of the MiG 17, Second Lieutenant Vũ Huy Lượng, 923rd Fighter Regiment, Vietnam Peoples’ Air Force, was killed.

As a Northrop P-61 Black Widow pilot with the 426th Night Fighter Squadron during World War II, Colonel Scott had shot down two enemy airplanes. By destroying the MiG-17, he became only the second U.S. Air Force pilot, after Colonel Robin Olds, to achieve aerial victories during World War II and the Vietnam War.

Mikoyan Gurevich MiG-17F in Vietnam Peoples' Air Force markings at the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Ohio. (U.S. Air Force).
Mikoyan-Gurevich MiG 17F in Vietnam Peoples’ Air Force markings at NMUSAF, Wright-Patterson AFB. (U.S. Air Force).

Robert Ray Scott was born at Des Moines, Iowa, 1 November 1920. He was the first of two children of Ray Scott, a railroad worker, and Elva M. Scott. He graduated from North High School in Des Moines, January 1939. He studied aeronautical engineering at the University of Iowa for two years before he enlisted as an Aviation Cadet in the U.S. Army Air Corps, 15 August 1941. Scott was 5 feet, 7 inches (1.70 meters) tall and weighed 144 pounds (65.3 kilograms). He was trained as a pilot and and was commissioned as a Second Lieutenant, 16 March 1942. He was assigned as an instructor pilot in California, and was promoted to 1st Lieutenant 15 December 1942.

Scott was transferred to the 426th Night Fighter Squadron, 14th Air Force, flying the Northrop P-61 Black Widow in India and China. He was promoted to captain, 3 May 1944, and to major, 16 August 1945. Major Scott was credited with shooting down two enemy aircraft. He was awarded the Distinguished Flying Cross and the Air Medal.

Captain Robert Ray Scott (back row, second from left) with the 426th Night Fighter Squadron, 1944. The airplane is a Northrop P-61 Black Widow. (U.S. Air Force)

Following World War II, Major Scott returned to the University of Iowa to complete his bachelor’s degree. He also earned two master’s degrees.

In 1952 he graduated from the Air Force test pilot school at Edwards Air Force Base, then served as a project pilot on the North American F-86D all-weather interceptor. Later he was a project officer at Edwards AFB on the Republic F-105 Thunderchief Mach 2 fighter-bomber.

Scott flew the North American Aviation F-86F Sabre during the Korean War. From January to July 1953, he flew 117 combat missions. From 1953 to 1956, Lieutenant Colonel Scott commanded the 405th Fighter Bomber Wing, Tactical Air Command, at Langley Air Force base, Virginia.

Lieutenant Richard Hill and Lieutenant Colonel Robert R. Scott (in cockpit) after their record-breaking transcontinental flight. (Unattributed)

On 9 October 1955, Scott set a transcontinental speed record by flying a Republic F-84F Thunderstreak fighter bomber from Los Angeles International Airport, California, to Floyd Bennett Field, New York, in 3 hours, 46 minutes, 33.6 seconds. Later he was a project officer at Edwards AFB on the Republic F-105 Thunderchief Mach 2 fighter-bomber.

Scott was promoted the rank of Colonel in 1960.

During the Vietnam War, Colonel Scott commanded the 355th Tactical Fighter Wing, flying 134 combat missions in the Republic F-105 Thunderchief.

Colonel Scott’s final commanding was the 832nd Air Division, 12th Air Force, at Cannon Air Force Base, New Mexico. He retired 1 September 1970 after 29 years of military service.

Colonel Robert Ray Scott flew 305 combat missions in three wars. During his Air Force career, Colonel Scott was awarded four Silver Star medals, three Legion of Merit medals, six Distinguished Flying Crosses and 16 Air Medals. He died at Tehachapi, California, 3 October 2006 at the age of 86 years. He is buried at the Arlington National Cemetery.

Republic F-105D 59-1772 is credited with another air-to-air victory. Just over a month after Colonel Scott’s Mig-17 shoot-down, on 28 April 1967 Major Harry E. Higgins, 357th Tactical Fighter Squadron, shot down another MiG-17 with the fighter bomber’s cannon, for which Major Higgins was awarded the Silver Star.

The Thunderchief, though, met its own end when it was shot down by 37 mm anti-aircraft gunfire 10 miles (16 kilometers) west of Ko Hinh, Laos, 27 January 1970. The pilot was rescued.

Colonel Robert R. Scott, commander, 355th Tactical Fighter Wing, checks the bombs loaded on a multiple ejector rack while preflighting his Republic F-105 Thunderchief. (U.S. Air Force)
Colonel Robert R. Scott, commander, 355th Tactical Fighter Wing, checks the bombs loaded on a multiple ejector rack while preflighting his Republic F-105 Thunderchief. (U.S. Air Force)

The F-105 was the largest single-seat, single-engine combat aircraft in history. It was designed as a Mach 2+ tactical nuclear strike aircraft and fighter-bomber. Republic Aviation Corporation built 833 F-105 Thunderchief fighter bombers at its Farmingdale, New York factory. 610 of those were single-seat F-105Ds.

The F-105D Thunderchief is 64 feet, 3 inches (19.583 meters) long with a wingspan of 34 feet, 11 inches (10.643 meters) and overall height of 19 feet, 8 inches (5.994 meters). The total wing area was 385 square feet (35.8 square meters). Its wings were swept 45° at 25% chord. The angle of incidence was 0° and there was no twist. The wings had 3° 30′ anhedral. The F-105D-31 has an empty weight of 26,855 pounds (12,181 kilograms) and a maximum takeoff weight of 52,838 pounds (23,967 kilograms).

This Republic F-105D-10-RE Thunderchief, 60-0504, served with the 355th TFW at Takhli AB, Thailand. It shot down two enemy fighters. Similar the the F-105D flown by Colonel Scott, 26 March 1967, it is in the collection of the National Museum of the United States Air Force, Wright-Patterson AFB, Ohio. (U.S. Air Force)

The Thunderchief was powered by one Pratt & Whitney J75-P-19W engine. The J75 is a two-spool axial-flow afterburning turbojet with water injection. It has a 15-stage compressor section (8 low- and and 7 high-pressure stages) and 3-stage turbine section (1 high- and 2 low-pressure stages.) The J75-P-19W is rated at 14,300 pounds of thrust (63.61 kilonewtons), continuous power; 16,100 pounds (71.62 kilonewtons), Military Power (30-minute limit); and Maximum Power rating of 24,500 pounds (108.98 kilonewtons) with afterburner (15-minute limit). The engine could produce 26,500 pounds of thrust (117.88 kilonewtons) with water injection, for takeoff. The J75-P-19W is 21 feet, 7.3 inches (6.586 meters) long, 3 feet, 7.0 inches (1.092 meters) in diameter, and weighs 5,960 pounds (2,703 kilograms).

Republic F-105D Thunderchief 60-0504 at the National Museum of the United States Air Force. (U.S. Air Force)

The maximum speed of the F-105D was 726 knots (835 miles per hour/1,345 kilometers per hour) at Sea Level (Mach 1.09) and 1,192 knots (1,372 miles per hour (2,208 kilometers per hour) at 36,089 feet (11,000 meters) (Mach 2.08). The combat ceiling was 51,000 feet (15,545 meters). The F-105D’s combat radius varied with the type of mission from 277 to 776 nautical miles (319–893 statute miles/513–1,437 kilometers). The maximum ferry range was 1,917 nautical miles (2,206 statute miles/3,550 kilometers).

The F-105D was armed with one 20 mm M61A1 Vulcan rotary cannon and 1,028 rounds of ammunition. It has an internal bomb bay and can carry bombs, missiles or fuel tanks on under wing and centerline hardpoints. The maximum bomb load consisted of 16 750-pound (340 kilogram) bombs. For tactical nuclear strikes, the F-105D could carry one B57 or three B61 nuclear bombs.

Two Air Force sergeants load belts of linked 20-millimeter cannon shells for the F-105’s M61 six-barreled Gatling gun. (U.S. Air Force)

The F-105 Thunderchief was a supersonic tactical fighter bomber rather than an air superiority fighter. Still, during the Vietnam War, F-105s shot down 27 enemy MiG fighters. 24 of those were shot down with the Thunderchief’s Vulcan cannon.

Republic Aviation Corporation built 833 F-105 Thunderchief fighter bombers at its Farmingdale, New York factory. 610 of those were single-seat F-105Ds. Of the 833 F-105s, 395 were lost during the Vietnam War. 334 were shot down, mostly by antiaircraft guns or missiles, and 17 by enemy fighters. Another 61 were lost due to accidents. The 40% combat loss is indicative of the extreme danger of the missions these airplanes were engaged in.

Republic F-105D Thunderchief at Takhli TRAFB. (U.S. Air Force)

© 2019, Bryan R. Swopes

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9 March 1918

Captain James Ely Miller, 95th Aero Squadron, 1st Pursuit Group, American Expeditionary Force. (Department of Defense)

9 March 1918: Captain James Ely Miller, commanding officer, 95th Aero Squadron, 1st Pursuit Group, American Expeditionary Force, accepted the invitation of Major Davenport Johnson to join him and Major Harmon for a short patrol over the lines in three SPAD S.VII C.1 fighters borrowed from a French squadron.

Major Harmon’s SPAD had engine trouble and he turned back. Major Johnson and Captain Miller continued and encountered four German fighters near Juvincourt-et-Damary in northern France. Shortly after the air battle began, Major Johnson abandoned the fight, leaving Captain Miller on his own. Captain Miller was shot down near Corbény, France.

The German pilot who downed Miller and a German intelligence officer who had rushed to the crash scene witnessed Captain Miller’s dying words in which he cursed Major Davenport Johnson for leaving him during the air battle.

On 12 March, Major Johnson assumed command of the 95th.

Captain James Ely Miller, 95th Aero Squadron, 1st Pursuit Group, American Expeditionary Force.

James Ely Miller was born 24 March 1883 in New York City, New York. He was the fifth child of Charles Addison Miller and Mary Eliza Ely.

Miller attended Yale University, graduating in 1904. He was a member of the Psi Upsilon (ΨΥ) fraternity. Miller was active in sports, a member of the varsity crew and played guard on the football team.

Following university graduation, Miller joined the Knickerbocker Trust Company of New York (later, the Columbia Trust Co.), one of the largest banks in the United States. By 1913, he was secretary of the corporation, and by 1917, a vice president.

Miller was 6 feet, 2½ inches (1.89 meters) tall, with brown hair and eyes, and a fair complexion.

Miller married Miss Gladys Godfrey Kissel, 2 April 1908, in Manhattan, New York City, New York. They would have a daughter, Gladys Caroline Morgan Miller.

1st Lt. Miller flew with the 1st Aero Squadron, New York National Guard, in the Punitive Expedition into Mexico, in 1916.

On 10 May 1917, Captain Miller was activated from the Officers Reserve Corps and assigned to the Aviation Section, Signal Corps, for duty in France. He served overseas from 23 July 1917 until his death.

Captain Miller was the first United States airman to be killed in combat. In 1919, Miller Field, Staten Island, New York, was named in his honor. His remains were buried at the Oise-Aisne American Cemetery, Fère-en-Terdenois, France.

On 14 June 2017, the Distinguished Flying Cross was posthumously awarded to Captain Miller. Secretary of the Army Robert M. Speer presented the medal to Byron Derringer, Captain Miller’s great-grandson.

Biplan SPAD de chasse monoplace S.VII (rcgroups.com)

The Société Pour L’Aviation et ses Dérivés SPAD S.VII C.1 was a single-place, single-engine, two-bay biplane chasseur (fighter). The airplane was 19 feet, 11 inches (5.842 meters) long, with a wingspan of 25 feet, 7¾ inches (7.817 meters) and overall height of 7 feet, 2 inches (2.184 meters). It had a maximum gross weight of 1,632 pounds (740 kilograms).

Biplan SPAD de chasse monoplace S.VII (rcgroups.com)

The SPAD VII was initially powered by a water-cooled, normally-aspirated, 11.762 liter (717.769 cubic inches) Société Française Hispano-Suiza 8Aa, a single overhead camshaft (SOHC) 90° V-8 engine with a compression ratio of 4.7:1. The 8Aa produced 150 horsepower at 2,000 r.p.m. By early 1918, the S.VII’s engine was upgraded to the higher-compression 8Ab (5.3:1), rated at 180 horsepower at 2,100 r.p.m. These were right-hand tractor, direct-drive engines which turned a two-bladed fixed-pitch wooden propeller.

The SPAD VII had a maximum speed of 119 miles per hour (192 kilometers per hour). The 8Ab engine increased this to 129 miles per hour (208 kilometers per hour). The service ceiling was 17,500 feet (5,334 meters).

Biplan SPAD de chasse monoplace S.VII (rcgroups.com)

Armament consisted of a single air-cooled Vickers .303-caliber (7.7 × 56 millimeter) machine gun, synchronized to fire forward through the propeller arc.

The SPAD S.VII was produced by nine manufacturers in France and England. The exact number of airplanes built is unknown. Estimates range from 5,600 to 6,500.

The airplane in this photograph is a SPAD S.VII C.1, serial number A.S. 94099, built by Société Pour L’Aviation et ses Dérivés, and restored by the 1st Fighter Wing, Selfridge Air Force Base, Michigan. It is in the collection of the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Ohio.

SPAD VII C.1, serial number A.S. 94099, on display at the National Museum of the United States Air Force. (U.S. Air Force)
SPAD S. VII C.1, serial number A.S. 94099, on display at the National Museum of the United States Air Force. (U.S. Air Force)

© 2019, Bryan R. Swopes

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