BT308, the Avro Lancaster prototype, at RAF Ringway, 9 January 1941. (Avro Heritage Museum)Captain Harry Albert (“Sam”) Brown, O.B.E. (Photograph courtesy of Neil Corbett, Test & Research Pilots, Flight Test Engineers)
9 January 1941: Test pilot Captain Harry Albert (“Sam”) Brown, O.B.E., (1896–1953) makes the first flight of the Avro Lancaster prototype, BT308, at RAF Ringway, Cheshire, England, south of Manchester.
Throughout World War II, 7,377 of these long range heavy bombers were produced for the Royal Air Force. The majority were powered by Rolls-Royce or Packard Merlin V-12 engines—the same engines that powered the Supermarine Spitfire and North American P-51 Mustang fighters.
The bomber was designed by Roy Chadwick, F.R.S.A., F.R.Ae.S., the Chief Designer and Engineer of A. V. Roe & Company Limited, based on the earlier twin-engine Avro Manchester Mk.I. Because of this, it was originally designated as the Manchester Mk.III, before being re-named Lancaster. Chadwick was appointed Commander of the Most Excellent Order of the British Empire, 2 June 1943, for his work.
The first prototype, BT308, was unarmed and had three small vertical fins.
Avro 683 Lancaster prototype BT308, shortly after the first flight at RAF Ringway, Manchester, England, 9 January 1941. (A.V.Roe via R.A.Scholefield) Photograph is from The R.A. Scholefield Collection and is used with permission.
With the second prototype, DG595, the small center vertical fin was deleted and two larger fins were used at the outboard ends of a longer horizontal tailplane. DG595 was also equipped with power gun turrets at the nose, dorsal and ventral positions, and at the tail.
Avro Lancaster DG595, the second protoype of the Royal Air Force four-engine long range heavy bomber. This armed prototype has the twin-tail arrangement of the production aircraft. (Test & Research Pilots, Flight Test Engineers)Air Ministry clearance form for Avro 683 Lancaster BT308. Shown on page 1 are the aircraft’s engine type and serial numbers.Air Ministry test flight clearance form, Page 2. This form is signed by the airplane’s designer, Roy Chadwick, 5 January 1941.
The first production model, Lancaster Mk.I, was operated by a crew of seven: pilot, flight engineer, navigator/bombardier, radio operator and three gunners. It was a large, all-metal, mid-wing monoplane with retractable landing gear. It was 68 feet, 11 inches (21.001 meters) long with a wingspan of 102 feet, 0 inches (31.090) meters and an overall height of 19 feet, 6 inches (5.944 meters). The Mk.I had an empty weight of 36,900 pounds (16,738 kilograms) and its maximum takeoff weight was 68,000 pounds (30,909 kilograms).
BT308 and early production Lancasters were equipped with four liquid-cooled, supercharged, 1,648.96-cubic-inch-displacement (27.01 liter), Roll-Royce Merlin XX single overhead camshaft (SOHC) 60° V-12 engines, which were rated at 1,480 horsepower at 3,000 r.p.m. to 6,000 feet (1,829 meters). The Merlins drove three-bladed de Havilland Hydromatic quick-feathering, constant-speed airscrews (propellers), which had a diameter of 13 feet, 0 inches (3.962 meters), through a 0.420:1 gear reduction.
DG595 was used for performance testing at the Aeroplane and Armament Experimental Establishment (A&AEE) at Boscombe Down. The Mark I had a maximum economic cruise speed of 267 miles per hour (430 kilometers per hour) at 20,800 feet (6,340 meters), and a maximum speed of 286 miles per hour (460 kilometers per hour) at 20,000 feet (6,096 meters) at a gross weight of 45,300 pounds (20,548 kilograms).¹ Its service ceiling was 20,000 feet (6,096 meters) at 64,500 pounds (29,257 kilograms). It had a range of 2,530 miles (4,072 kilometers) with a 7,000 pound (3,175 kilogram) bomb load.
The Lancaster was designed to carry a 14,000 pound (6,350 kilogram) bomb load, but modified bombers carried the 22,000 pound (9,979 kilogram) Grand Slam bomb. For defense, the standard Lancaster had eight Browning .303-caliber Mark II machine guns in three power-operated turrets, with a total of 14,000 rounds of ammunition.
According to the Royal Air Force, “Almost half all Lancasters delivered during the war (3,345 of 7,373) were lost on operations with the loss of over 21,000 crew members.”
Only two airworthy Avro Lancasters are in existence.
The Royal Air Force Battle of Britain Memorial Flight Avro Lancaster Mk.I, PA474. This airplane was built in 1945 by Vickers Armstongs Ltd. at Broughton, Wales, United Kingdom. (Battle of Britain Memorial Flight)The Canadian Warplane Heritage Museum’s Avro Lancaster Mk.X FM213, flies formation with an Royal Canadian Air Force CF-188 Hornet. The bomber is marked VR A and nicknamed “Vera.” FM213 was built by Victory Aircraft Ltd., Malton, Ontario, Canada. (Canadian Warplane Heritage Museum)
Brigadier General Kenneth Newton Walker, United States Army Air Forces. (Air University Press)
MEDAL OF HONOR
KENNETH N. WALKER (Air Mission)
Rank and organization: Brigadier General, U.S. Army Air Corps, Commander of V Bomber Command.
Place and date: Rabaul, New Britain, 5 January 1943.
Entered service at: Colorado.
Birth: Cerrillos, New Mexico
G.O. No.: 13, 11 March 1943.
Citation:
For conspicuous leadership above and beyond the call of duty involving personal valor and intrepidity at an extreme hazard to life. As commander of the 5th Bomber Command during the period from 5 September 1942, to 5 January 1943, Brig. Gen. Walker repeatedly accompanied his units on bombing missions deep into enemy-held territory. From the lessons personally gained under combat conditions, he developed a highly efficient technique for bombing when opposed by enemy fighter airplanes and by antiaircraft fire. On 5 January 1943, in the face of extremely heavy antiaircraft fire and determined opposition by enemy fighters, he led an effective daylight bombing attack against shipping in the harbor at Rabaul, New Britain, which resulted in direct hits on 9 enemy vessels. During this action his airplane was disabled and forced down by the attack of an overwhelming number of enemy fighters.
Boeing B-17 Flying Fortress heavy bombers of the 43rd Bombardment Group (Heavy) parked in revetments at 7 Mile Drome (Jackson Airfield), Port Moresby, 31 December 1942. (U.S. Air Force)
On the morning of 5 January 1943, six Boeing B-17 Flying Fortress and six Consolidated B-24 Liberator heavy bombers departed 7 Mile Drome, an airfield near Port Moresby at the eastern end of the island of New Guinea. Their mission was to attack an enemy shipping convoy believed to be approaching the Japanese military base at Rabaul on the neighboring island of New Britain.
Leading the attack force was B-17 41-24458, San Antonio Rose, flown by Major Allen Lindberg, commanding officer, 64th Bombardment Squadron (Heavy) and Captain Benton Hayes Daniel, Jr. Also on board as observers were Lieutenant Colonel Jack Bleasdale, the executive officer of the 43rd Bombardment Group (Heavy), and Brigadier General Kenneth Newton Walker, commanding general, V Bomber Command, Fifth Air Force. There were a total of 11 airmen on board.¹
Boeing B-17 Flying Fortresses of the 43rd Bombardment Group (Heavy) en route to attack Rabaul, New Britain, 5 January 1943. (U.S. Air Force A–23272 A.C.)
The bombers arrived over Rabaul at 8,500 feet (2,591 meters) at 12:00 p.m., local time, and the formation broke up to make individual attacks against the ships in the harbor. Anti-aircraft artillery fire was light and ineffective. The bomber crews claimed several ships sunk and damaged.²
As the bombing force left the target, it was attacked by enemy fighter aircraft, which were described as Mitsubishi A6M Navy Type 0 (Allied reporting name, “Zeke,” but best known as the “Zero”) or Nakajima Ki-43 Army Type 1 Fighters (the Hayabusa, Allied reporting name, “Oscar”).
Enemy shipping under attack in Simpson Harbor, 5 January 1943. (U.S. Air Force E-23272 A.C.)
One of the B-24s had been badly damaged and diverted to Milne Bay. Four of the five B-17s which returned to Port Moreseby were damaged.
San Antonio Rose, the B-17 carrying General Walker, was seen trailing smoke and diving through clouds. A Fifth Air Force message stated, “Later B-17 was observed heading south just east of Vunakanau [10 miles (16 kilometers) south-southwest of Rabaul] at about 5,000 feet, left outboard engine smoking but later appeared alright, was being closely pursued by four to five Zekes and last seen going into clouds.” A Japanese fighter pilot wrote that the B-17 was seen flying to the south, about 25 miles south of Rabaul. It was not seen again.
San Antonio Rose and its crew never returned from the mission. Searches over the next several days were unsuccessful. The 11 airmen were listed as Missing in Action.³
On 12 December 1945, the crew of San Antonio Rose were reclassified as Killed in Action.
An 8 minute, 34 second, film of the 5 January 1943 mission from the National Archives and Records Administration is available on YouTube:
Kenneth Newton Walker was born 17 July 1898 at Los Cerrillos, a tiny community along the “Turquoise Trail” in the Territory of New Mexico. He was the son of Wallace Walker and Emma Helen Overturf Walker. His father abandoned them when he was very young. Mrs Walker took Kenneth to Denver, Colorado, and later to Kansas City, where he attended Central High School. He graduated from the Omaha High School of Commerce in Omaha, Nebraska in 1915. Ken Walker studied business through a college extension course.
The United States entered World War I on 6 April, 1917. Ten months later, 10 December 1917, Kenneth Newton Walker enlisted in the Signal Enlisted Reserve Corps, United States Army, at Denver, Colorado. Walker was 5 feet, 8 inches (1.73 meters) tall, with a high forehead and ruddy complexion. He had brown hair and green eyes.
Walker was promoted to private first class, Aviation Section, Sig. E.R.C., 7 March 1918. Pfc. Walker was then assigned to the University of California School of Military Aeronautics, and in June 1918, he began flight training at the Air Service Flying School, Mather Field, near Sacramento, California. On completion of his flight training, Pfc. Walker was discharged from his enlistment, effective 1 November 1918, to accept a commission as a second lieutenant, Aviation Section, Signal Corps, United States Army, the following day.
2nd Lieutenant Walker was sent to Brooks Field at San Antonio, Texas, where he trained as a flight instructor. He was then assigned to Barron Field, south of Fort Worth, Texas. In 1919, Walker was reassigned to Post Field at Fort Sill, Oklahoma.
Under the National Defense Act of 1920, the Aviation Section became the Air Service, a distinct combatant branch of the Army, and was no longer a part of the Signal Corps. This resulted in changes in officers’ commissions.
2nd Lieutenant Walker’s commission was vacated on 15 September 1920. Retroactively, he received a commission as a 2nd Lieutenant, Air Service, United States Army, effective 1 July 1920, and was promoted to 1st lieutenant with the same date of effect. The new commission was accepted 15 September 1920. His rank as 1st lieutenant was accepted 13 April 1921.
Lt. and Mrs. Kenneth N. Walker. (Photograph courtesy of Douglas P. Walker)
2nd Lieutenant Walker married Miss Marguerite Potter, 28 September 1922. The ceremony was performed by Rev. H. Leach Hoover at St. Andrew’s Church, Lawton, Nebraska. The Walkers would have two sons: Kenneth Newton Walker, Jr., born in 1927, and Douglas Potter Walker, born in 1933.
Also in 1922, Lieutenant Walker graduated from the Air Service Observation School, as a qualified aerial observer. On 15 December 1922, Walker was discharged as a 1st lieutenant, A.S., U.S.A., and appointed a 2nd lieutenant.
Lieutenant Walker was assigned to Nichols Field, south of Manila on the island of Luzon, in the Philippine Islands. He was once again promoted to 1st lieutenant, 24 July 1924.
1929, Air Corps Tactical School, Langley Field, 1929; faculty, senior instructor
1934 Divorce
Second Lieutenant Kenneth N. Walker, Air Service, United States Army, circa 1924. (National Archives and Records Administration)
On 18 August 1934, Lieutenant Walker married Ms. Juliet G. Wimberly in Madison County, Alabama. This was the second marriage for both. A second wedding ceremony took place in Franklin County, Tennessee, 8 September 1934, officiated by L.J. Sisk, Justice of the Peace. They would have one son, John W. Walker. This marriage ended in divorce at Reno, Nevada, in February 1940.
Captain Kenneth Newton Walker, Air Corps, United States Army. (U.S. Air Force)
Command and General Staff School, Fort Leavenworth, Kansas, 1935. Promoted to captain, 1 August 1935, then less than three months later, 20 October 1935, to the rank of major (temporary).
Douglas B-18 BG-23 after accident at Denver, Colorado, 23 December 1937. (UP)
On 23 December 1937, Captain Walker was piloting one of three Douglas B-18 twin-engine bombers which had picked up recent graduates from the Air Corps Technical School at Rantoul, Illinois, and were returning them to Hamilton Field, Novato, California. After a stop at Denver Municipal Airport (now Stapleton International Airport, DEN), Captain Walker’s airplane was the second to takeoff. Just after becoming airborne, the B-18 crashed.
Captain Walker said,
“We were about 20 feet off the ground and going about 80 miles an hour when the ship just seemed to lose power,” he said. “I kicked hard on the left rudder and we swung around at right angles after sliding across that little gully,” indicating a ravine at the roadside.
The B-18 hit the runway, slid about 200 feet (61 meters) then cut through a fence and came to rest on a roadway between a ravine and railroad tracks. None of the nine men on board ⁴ were injured but the B-18 was seriously damaged. It had flown just 49 hours since new. (49:00 TTSN)
Major Walker commanded the 18th Pursuit Group (Interceptor), Wheeler Field, Territory of Hawaii.
Major Walker’s Curtiss-Wright P-36A Hawk, in flight over the island of Oahu, Territory of Hawaii, 8 February 1940. (Hawaii Aviation)
Attended the General Staff School from 10 March 1942 to 1 July 1942. Walker was promoted to the temporary rank of Brigadier General, Army of the United States, on 17 June 1942.
In addition to the Medal of Honor, Brigadier General Kenneth Newton Walker was awarded the Distinguished Service Cross, the Silver Star, the Legion of Merit and the Purple Heart.
General Walker’s remains have not been recovered. There is a cenotaph in his memory is at the Arlington National Cemetery, Arlington, Virginia. His name, along with the other airmen of San Antonio Rose, appears on the Walls of the Missing, Manila American Cemetery, Taguig City, Philippines. In 1948, Roswell Army Air Field was renamed Walker Air Force Base in his honor.
“Brigadier General Kenneth N. Walker, commanding general of a bomber command in the southwest Pacific, who has been reported missing in action after leading a flight against Japanese shipping. This is the most recent photograph of General Walker, taken in front of his tent-office in the field.” (Library of Congress LC-USW33-000979-ZC [P&P] )Two Boeing B-17 Flying Fortresses of the 43rd Bombardment Group at Port Moresby, Fall 1942. The airplane in the foreground is B-17E 41-2649, previously assigned to the 19th Bombardment Group. 41-2649 survived the war. It served in the Mediterranean Theater until August 1945. It crash-landed at Goose Bay, Canada, 23 August 1945, and was salvaged. (U.S. Air Force).
San Antonio Rose was a Boeing B-17F-10-BO Flying Fortress, c/n 3143, Army Air Corps serial number 41-24458. The bomber was built during the summer of 1942, in the same production block with another famous B-17, Memphis Belle (41-24485). It was delivered to the United States Army Air Corps 8 July 1942.
Deep within my heart lies a melody A song of old San Antone Where in dreams I live with a memory Beneath the stars all alone
It was there I found beside the Alamo Enchantment strange as the blue, up above A moonlit path that only she would know Still hears my broken song of love
Moon in all your splendor knows only my heart Call back my Rose, Rose of San Antone Lips so sweet and tender like petals fallin’ apart Speak once again of my love, my own
Broken song, empty words I know Still live in my heart all alone For that moonlit pass by the Alamo And Rose, my Rose of San Antone
—”New San Antonio Rose,” by Bob Wills, 1941
Boeing B-17F-10-BO Flying Fortress 41-24458, San Antonio Rose, parked in a revetment at 7 Mile Drome, Port Moresby, New Guinea, with all engines running. (U.S. Air Force via b17flyingfortress.de)
¹ Major Allen Lindberg, Pilot, Aircraft Commander; Captain Benton H. Daniel, Jr., co-pilot; 1st Lieutenant John W. Hanson, Navigator; 2nd Lieutenant Robert L. Hand, Bombardier; Technical Sergeant Dennis T. Craig, Engineer/Top Turret Gunner; Staff Sergeant Quentin W. Blakeley, Radio Operator/Top Gunner; Sergeant Leslie A. Stewart, Gunner; Private 1st Class William G. Fraser, Jr., Gunner; and Private Leland W. Stone, Gunner.
² Postwar analysis found that one ship, the transport Keifuku Maru, 5,833 tones, had been bracketed by two bombs and sank. Another freighter, Kagu Maru, and the Minikaze-class destroyer Tachikaze, were damaged. (Tachikaze had been damaged in an earlier air attack, 27 December 1942, and its commanding officer killed.) On 5 January 1943, the destroyer was alongside Yamabiko Maru, a passenger-cargo steamer which had been converted to a repair ship for the Imperial Japanese Navy.
Keifuku Maru, 5,833 tons, photographed during the 1930s, was sunk during the Allied air attack on Rabaul, 5 January 1943. (Wikipedia)
³ It is possible that two airmen, Lieutenant Colonel Bleasdale and Lieutenant Daniel, bailed out of the bomber and were later captured and held as prisoners of war. Neither survived the war, however.
⁴ Captain Walker, pilot; Lieutenant William Capp, co-pilot; Staff Sergeant William J. Oglesby, crew chief; Corporal Burton Vanderwerhen, gunner; with J.D. Rhodes, H.E. Perkins, G.J. Ambrose, J.S. Doherty, and J.S. Chamberlain.
Major Gregory Boyington, United States Marine Corps Reserve. (U.S. Navy)
3 January 1944: Major Gregory Boyington, United States Marine Corps Reserve, commanding VMF-214 at Bouganville, Solomon Islands, led 48 fighters in an attack against the Japanese naval base at Rabaul on the island of New Britain in the Bismarck Archipelago.
Flying a Vought-Sikorsky F4U-1 ¹ Corsair, Bu. No. 17915, Boyington shot down four enemy airplanes, bringing his total score to 28.² He was then himself shot down.
Major Pappy Boyington with a Vought-Sikorsky F4U-1 Corsair, Bu. No. 17740, at Torokina Airstrip, Bougainville, 1943. (U.S. Navy)
Wounded by bullets and shrapnel and with his Corsair on fire, Boyington parachuted to the ocean only 100 feet (30 meters) below. He was rescued by the Imperial Japanese Navy submarine I-181 a few hours later, and was eventually taken to Japan and imprisoned for the next 20 months under the harshest conditions.
Kaidai VII-class submarine I-176, the same type as I-181. (N. Polmar, D. Carpenter, via Wikipedia)
Believed to have been killed, Major Boyington was “posthumously” awarded the Medal of Honor by President Franklin D. Roosevelt.
Gregory Boyington was born 4 December 1912 at Coeur d’Alene, Idaho. He was the son of Charles Barker Boyington, a dentist, and Grace Barnhardt Gregory Boyington.
Boyington studied aeronautical engineering at the University of Washington in Seattle. He was a member of the school’s boxing team. He graduated in 1934 and then went to work at Boeing Aircraft Company.
Gregory Boyington (then known as Gregory Hallenbeck, after his stepfather) married Miss Helene Marie Wickstrom at the Plymouth Congregational Church, Seattle, Washington, 29 July 1934. They would have three children, Janet, Gregory and Gloria, but divorced in 1941. (Boyington was awarded custody of their children by a court in 1942. While Boyington was overseas, the children lived with his parents.)
Greg Boyington had been in the Reserve Officers Training Corps during college, and had served as an officer in both the Coastal Artillery Corps, United States Army, and the U.S. Marine Corps Reserve.
On 13 June 1935, Boyington enlisted as a private in the U.S. Marine Corps. He was accepted as an aviation cadet 11 February 1936, and trained as a Naval Aviator at NAS Pensacola, Florida. He graduated and was commissioned as a second lieutenant, United States Marine Corps Reserve, 2 July 1937. Boyington was promoted to first lieutenant, 1 July 1940. He served with the fleet until 1941.
Greg Boyington was a flight leader with the 1st American Volunteer Group in Burma, 1942. The airplanes in the background are Curtiss-Wright Hawk 81s.
Lieutenant Boyington resigned from the Marine Corps 27 August 1941, when he joined the 1st American Volunteer Group in Burma, better known as the “Flying Tigers.” The AVG was fighting in defense of China in the Second Sino-Japanese War. Flying the Curtiss-Wright Hawk 81-A3, Boyington claimed six enemy aircraft destroyed (though he is officially credited with 3.5) in combat.
In 1942, Greg Boyington returned to the United States and was reinstated in the Marine Corps with the rank of major. After serving with several squadrons in administrative positions, he was placed in command of Marine Fighter Squadron Two Hundred Fourteen (VMF-214, “Black Sheep”), a squadron based in the Solomon Islands. Older than most of the pilots in his squadron, he was given the nickname, “Pappy.”
Major Gregory Boyington, United States Marine Corps Reserve, 29 December 1943. (Associated Press)
During an 84-day period, VMF-214 pilots destroyed or damaged 203 enemy airplanes. Eight of these pilots became aces, with a total of 97 confirmed air-to-air kills.
General Alexander Archer Vandergrift, Commandant of the Marine Corps, presents the Navy Cross to Major Gregory Boyington USMCR, 4 October 1945.
Following his repatriation to the United States, Major Boyington was presented with the Navy Cross by General Alexander Archer Vandergrift, Commandant of the Marine Corps, 4 October 1945. The following day he was presented the Medal of Honor by President Harry S. Truman in a ceremony at the White House.
President Harry S. Truman congratulates Lieutenant Colonel Gregory Boyington on the award of the Medal of Honor, 5 October 1945. (U.S. Navy)
Lieutenant Colonel Boyington married Mrs. Frances Baker (née Frances Reiman) at Las Vegas, Nevada, 8 January 1946. They divorced 13 October 1959.
Major and Mrs. Gregory Boyington (the former Mrs. Frances Reiman Baker), 9 January 1946. (International Soundphoto via SCV History)
Gregory Boyington retired from the United States Marine Corps on 1 August 1947 with the rank of Colonel. For the rest of his life, he would struggle with depression and alcoholism.
Boyinton’s autobiography, Baa, Baa, Black Sheep, was published by G.P. Putnam, New York, in 1958. He also wrote a novel, Tonya, which was published by Bobbs-Merrill Co., Indianapolis, Indiana, in 1960.
Boyington married his third wife, Mrs. Dolores Tees Shade (also known by her stage name, Dee Tatum), at Denver, Colorado, 27 October 1959; Las Vegas, Nevada, 16 February 1960; and Los Angeles, California, 22 December 1960. (There had been concern over the legality of the first two marriages due to the status of the couple’s divorces.) This marriage also ended in divorce, in 1972.
On 4 August 1975, Pappy Boyington married his fourth wife, Mrs. Josephine Wilson Moseman.
For his service during World War II, Colonel Gregory Boyington, United States Marine Corps, was awarded the Medal of Honor, the Navy Cross, Purple Heart Medal, Presidential Unit Citation with bronze star (two awards), Prisoner of War Medal, American Defense Service Medal with bronze star, American Campaign Medal, Asiatic-Pacific Campaign Medal with silver star, and the World War II Victory Medal.
Colonel Gregory Boyington, United States Marine Corps (Retired), died at Fresno, California, 11 January 1988, at the age of 75 years. He is buried at the Arlington National Cemetery.
Vought-Sikorsky F4U-1 Corsair circa 1943. (U.S. Navy)
VMF-214 flew the Vought-Sikorsky Aircraft Division F4U-1 Corsair. The Corsair was designed by Rex Buren Beisel, and is best known for its distinctive inverted “gull wing,” which allowed sufficient ground clearance for its 13 foot, 4 inch (4.064 meter) diameter propeller, without using excessively long landing gear struts. The prototype XF4U-1, Bu. No. 1443, had first flown 29 May 1940, with test pilot Lyman A. Bullard in the cockpit.
The F4U-1 was 33 feet, 4.125 inches (10.163 meters) long with a wingspan of 40 feet, 11.726 inches (12.490 meters) and overall height (to top of propeller arc) of 15 feet, 0.21 inches (4.577 meters). The wings’ angle of incidence was 2°. The outer wing had 8.5° dihedral and the leading edges were swept back 4°10′. With its wings folded, the width of the F4U-1 was reduced to 17 feet, 0.61 inches (5.197 meters), and increased the overall height to 16 feet, 2.3 inches (4.935 meters). When parked, the Corsair’s 13 foot, 4 inch (4.064 meter) propeller had 2 feet, 1.93 inches (65.862 centimeters) ground clearance, but with the fighter’s thrust line level, this decreased to just 9.1 inches (23.1 centimeters). The F4U-1 had an empty weight of 8,982 pounds (4,074.2 kilograms) and gross weight of 12,162 pounds (5,516.6 kilograms).
Major Gregory Boyington, USMCR, commander VMF-214, boarding Vought-Sikorsky F4U-1 Corsair, Bu. No. 17883, at Barakoma Airfield, Vella LaVella Island, 1943. (U.S. Navy)
The F4U-1 variant of the Corsair was powered by an air-cooled, supercharged, 2,804.4-cubic-inch-displacement (45.956 liter) Pratt & Whitney Double Wasp SSB2-G (R-2800-8) two-row, 18-cylinder radial engine, with a compression ratio of 6.65:1. The R-2800-8 had a normal power rating of 1,675 horsepower at 2,550 r.p.m. and 44.0 inches of manifold pressure (1.490 bar) at 5,500 feet (1,676 meters); 1,550 horsepower at 21,500 feet (6,553 meters); and 2,000 horsepower at 2,700 r.p.m. with 54.0 inches of manifold pressure (1.829 bar) for takeoff. The engine turned a three-bladed Hamilton Standard Hydromatic constant-speed propeller with a diameter of 13 feet, 4 inches (4.064 meters) through a 2:1 gear reduction. The R-2800-8 was 7 feet, 4.47 inches (2.247 meters) long, 4 feet, 4.50 inches (1.334 meters) in diameter and weighed 2,480 pounds (1,125 kilograms).
The F4U-1 had a cruise speed of 186 miles per hour (299 kilometers per hour) at Sea Level. Its maximum speed at Sea Level was 365 miles per hour (587 kilometers per hour). During flight testing, an F4U-1 reached 431 miles per hour (694 kilometers per hour) at 20,300 feet (6,187 meters) with War Emergency Power. The service ceiling was 38,200 feet (11,643 meters) and its maximum range was 1,510 miles (2,430 kilometers) with full main and outer wing tanks.
Three Browning AN-M2 .50-caliber machine guns and belted ammunition installed in the left wing of a Vought-Sikorsky F4U-1 Corsair, 11 August 1942. (Vought-Sikorsky VS-6015)
The Corsair was armed with six air-cooled Browning AN-M2 .50-caliber machine guns, three in each wing, with 400 rounds of ammunition per gun.
A total of 12,571 Corsairs were manufactured by the Vought-Sikorsky Aircraft Division (F4U-1), Goodyear Aircraft Corporation (FG-1D) and Brewster Aeronautical Corporation (F3A-1). The Corsair served the U.S. Navy and Marine Corps in World War II and the Korean War. Corsairs also served in other countries’ armed forces. Its last known use in combat was in Central America in 1969.
Major Gregory Boyington, USMCR, commander VMF-214, seated in the cockpit of Vought-Sikorsky F4U-1 Corsair, Bu. No. 17883, at Barakoma Airfield, Vella LaVella Island, 1943. (U.S. Navy)
¹ Boyington’s Corsair is usually identified as a “F4U-1A.” F4U-1A is not an official U.S. Navy designation, but is commonly used to distinguish late production F4U-1 Corsairs with their blown plexiglas canopies and other improvements from the earlier “bird cage” Corsairs.
² The United States Marine Corps History Division biography of Colonel Boyington states that he was “credited with the destruction of 28 Japanese aircraft. . . .”
30 December 1944: Four service test Lockheed YP-80A Shooting Stars were sent to Europe in late World War II: Two, 44-83026 and 44-83027, arrived at RAF Burtonwood, Lancashire, England, 30 December 1944; and 44-83028 and 44-83029, were sent to Lesina, Italy, in late January 1945.
Lockheed YP-80 Shooting Stars, 44-83028 and 44-83029, fly past Mount Vesuvius, early 1945. (U.S. Air Force)
The prototype XP-80A, 44-83020, nicknamed Lulu-Belle, was first flown by test pilot Tony LeVier at Muroc Army Air Field (now known as Edwards AFB) 8 January 1944. The first YP-80A flew on 13 September 1944. Thirteen YP-80s were built before the aircraft was put into full production as the P-80A-1-LO.
Wreckage of YP-80A 83-026. (U.S. Air Force)
On 28 January 1945, 44-83026 caught fire in flight. The airplane disintegrated and crashed at Bold, near Widnes, Cheshire, at 12:01 p.m. Its pilot, Wright Field test pilot Major Frederic Austin Borsodi, was killed.
The third YP-80A, 44-83027, was modified to install a prototype Rolls-Royce Nene B.41 engine. It crashed at Syerston, 14 November 1945. The airplane was damaged beyond repair.
Lockheed YP-80A Shooting Star 44-83028 at Foggia, Italy, 1945. (U.S. Air Force)
Both 44-83028 and 44-83029 were returned to the United States, 16 June 1945. -028 was later converted to a pilotless drone. During a cross-country flight, -029 made a forced landing in rural West Virginia. The airplane was repaired and returned to service. It was destroyed in a crash near Brandenburg, Kentucky, 2 August 1945.
Lockheed YP-80A 44-83029 made a forced landing in West Virginia, Summer 1945. (Defense Media Network)
The Lockheed P-80-1-LO was the United States’ first operational jet fighter. It was a single-seat, single engine airplane, designed by a team of engineers led by Clarence L. (“Kelly”) Johnson. The prototype XP-80A, 44-83020, nicknamed Lulu-Belle, was first flown by test pilot Tony LeVier at Muroc Army Air Field (now known as Edwards AFB) 8 January 1944.
The P-80A was 34 feet, 6 inches (10.516 meters) long with a wingspan of 38 feet, 10.5 inches (37 feet, 7.5 inches with “clipped” wing tips) (11.849 or 11.468 meters) and an overall height of 11 feet, 4 inches (3.454 meters). The wings had 1° incidence with -1° 30° twist, and 3° 50′ dihedral. The leading edges were swept aft 9° 18′ 33″. The total wing area was 237.70 square feet (22.08 square meters). The P-80A weighed 7,920 pounds empty (3,593 kilograms) and had a maximum takeoff weight of 14,000 pounds (6,350 kilograms).
Early production P-80As were powered by either an Allison J33-A-9 or a General Electric J33-GE-11 turbojet engine. The J33 was a licensed version of the Rolls-Royce Derwent. It was a single-shaft turbojet with a 1-stage centrifugal compressor section and a 1-stage axial-flow turbine. The -9 and -11 engines were rated at 3,825 pounds of thrust (17.014 kilonewtons) at 11,500 r.p.m. They were 8 feet, 6.9 inches (2.614 meters) long, 4 feet, 2.5 inches (1.283 meters) in diameter and weighed 1,775 pounds (805 kilograms).
The P-80A-1 had a maximum speed of 510 miles per hour (821 kilometers per hour) at Sea Level, 520 miles per hour (837 kilometers per hour) at 20,000 feet (6,096 meters), and 495 miles per hour (797 kilometers per hour) at 40,000 feet (12,192 meters). The service ceiling was 45,000 feet (13,716 meters).
Several hundred of the early production P-80 Shooting stars had all of their surface seams filled, and the airplanes were primed and painted. Although this process added 60 pounds (27 kilograms) to the empty weight, the decrease in drag allowed a 10 mile per hour (16 kilometers per hour) increase in top speed. The painted surface was difficult to maintain in the field and the process was discontinued.
The P-80A Shooting Star was armed with six Browning AN-M3 .50-caliber aircraft machine guns mounted in the nose, with 300 rounds of ammunition per gun.
Frederic Austin Borsodi was born at Houston, Texas, 4 November 1916. He was the second of two sons of Victor Howard Borsodi, an immigrant from Austria and a government fuel contractor, and Lindsley Louise Snodgrass Borsodi.
Frederic Austin Borsodi, 1935
Borsodi studied at the Kincaid School, Houston, Texas, and The Hill School at Pottstown, Pennsylvania, where he graduated in 1935. He then attended the Sheffield Scientific School of Yale University in New Haven, Connecticut. In 1937, Borsodi traveled to England aboard RMS Queen Mary as a member of the Yale golf team. He graduated from Yale in 1939 with a bachelor of science degree.
Borsodi entered the United States Navy as an aviation cadet, 1 September 1939. He had brown hair and eyes, was 5 feet, 10 inches (1.78 meters) tall and weighed 160 pounds (72.6 kilograms). He trained as a pilot at the Naval Air Station, Pensacola, Florida, and was commissioned as an ensign, 15 May 1940.
Miss Marcia Chase
In January 1940, Aviation Cadet Borsodi became engaged to Miss Marcia Chase of Hartford, Connecticut. Miss Chase was a graduate of Smith College. Their wedding took place 8 June 1940 at the Asylum Hill Congregational Church in Hartford. They would have two daughters, Lindsley Chase and Barbara Chase Barsodi.
Ensign Borsodi was assigned to the battleship USS Nevada (BB-36), then based at Pearl Harbor, in July 1940. He and Mrs. Borsodi returned to the continental United States aboard SS Lurline, 25 September 1940.
On 12 April 1941, Ensign Borsodi was transferred to the Air Corps, United States Army, and commissioned a second lieutenant. Lieutenant Borsodi was assigned as an experimental test pilot at Pratt & Whitney Aircraft Corporation, from March to August 1941.
Borsodi was promoted to the rank of first lieutenant 12 November 1942.
Lieutenant Borsodi was assigned to the 86th Fighter Squadron, 79th Fighter Group, in North Africa during Operation Torch. During the Battle of the Mareth Line, in southern Tunisia, March 1943, Lieutenant Borsodi was flying a ground attack mission when his Curtiss-Wright P-40 was hit by anti-aircraft fire. On fire and unable to make it back to friendly lines, he was forced to bail out in the midst of the battle. A New Zealand tank crew rescued him and returned him to Allied lines.
Lieutenant Borsodi was promoted to captain, 10 April 1943. Captain Borsodi was credited with shooting down three enemy aircraft on 20 April 1943, including a Messerchmitt Bf 109 fighter and Junkers Ju 88 bomber. On 9 June 1943, he assisted in shooting down a fourth. He was awarded the Distinguished Flying Cross. Borsodi was promoted to major, 1 October 1943.
In November 1943, Major Borsodi returned to the United States, flying a captured enemy bomber. In January 1944, he was assigned as Chief, Fighter Test Branch, Air Technical Services Command, at Wright Field, Ohio.
Major Frederic Austin Borsodi, United States Army Air Forces, had been awarded the Distinguished Flying Cross with one oak leaf cluster (two awards); and the Air Medal with six oak leaf clusters (seven awards.) His remains were buried at the Cambridge American Cemetery and Memorial, Coton, Cambridgeshire, England.
Brigadier General Frederick Walker Castle, United States Army Air Forces. (Photographed circa 1943, as a lieutenant colonel.) (U.S. Air Force)
The President of the United States of America, in the name of Congress, takes pride in presenting the Medal of Honor (Posthumously) to
BRIGADIER GENERAL (AIR CORPS) FREDERICK WALKER CASTLE
UNITED STATES ARMY AIR FORCES,
for service as set forth in the following
CITATION:
“For conspicuous gallantry and intrepidity in action above and beyond the call of duty while serving with the 487th Bombardment Group (H), 4th Bombardment Wing, Eighth Air Force.
Brigadier General Castle was air commander and leader of more than 2,000 heavy bombers in a strike against German airfields on 24 December 1944. En route to the target, the failure of one engine forced him to relinquish his place at the head of the formation. In order not to endanger friendly troops on the ground below, he refused to jettison his bombs to gain speed maneuverability. His lagging, unescorted aircraft became the target of numerous enemy fighters which ripped the left wing with cannon shells, set the oxygen system afire, and wounded two members of the crew. Repeated attacks started fires in two engines, leaving the Flying Fortress in imminent danger of exploding. Realizing the hopelessness of the situation, the bail-out order was given. Without regard for his personal safety he gallantly remained alone at the controls to afford all other crewmembers an opportunity to escape. Still another attack exploded gasoline tanks in the right wing, and the bomber plunged earthward, carrying General Castle to his death. His intrepidity and willing sacrifice of his life to save members of the crew were in keeping with the highest traditions of the military service.”
/s/ HARRY S. TRUMAN
War Department, General Orders No. 22 (February 28, 1946)
Colonel Frederick Walker Castle, U.S. Army Air Corps (center) and Lieutenant Colonel Elliot Vandevanter, Jr. (left), speaking to Brigadier General Curtiss E. LeMay, 10 November 1943. (IWM, Roger Freeman Collection)
Brigadier General Frederick Walker Castle, commanding officer of the 4th Combat Bombardment Wing, Heavy, was flying the lead bomber of the 487th Bombardment Group, on Air Force Mission No. 760, which was an attack against German air fields. This was a “maximum effort” involving three air divisions—a total of 2,046 B-17 and B-24 bombers, escorted by 853 fighters. The 487th was leading the 3rd Air Division. The Group’s target, with a total of 96 bombers, was the airfield at Babenhausen, Germany.
As the Wing’s commander, General Castle flew as co-pilot aboard the lead ship, B-17G 44-8444 of the 487th, with pilot 1st Lieutenant Robert W. Harriman and his lead crew of 6 officers and 3 sergeant/gunners. As the leading Pathfinder, Treble Four carried three navigators.
The combat crew of “Treble Four.” Front row, left to right: Lt. Wilkinson, (not aboard for Mission 760); S/SGT Lowell B. Hudson, Waist Gunner; T/SGT Quentin W. Jeffers, Flight Engineer, Top Turret Gunner; T/SGT Lawrence H. Swain, Radio Operator, Top Gunner; Standing, left to right: 1st Lt. Robert W. Harriman, Pilot, Aircraft Commander; 1st Lt. Claude L. Rowe, Co-Pilot (Tail Gunner, Formation Observer for Mission 760); 1st Lt. Bruno S. Procopio, Radar Navigator; 1st Lt. Henry P. MacArty, Pilotage Navigator; 1st Lt. Paul L. Biri, Bombardier. Not included, Captain Edmund F. Auer, Navigator. Lt. Harriman, Lt. Rowe, T/SGT Swain, were killed in action 24 December 1944. (487thbg.org)
The group began taking off from RAF Lavenham at 0900 and assembled at 7,000 feet (2,134 meters) in what was described as “perfect weather.” En route to their target, the B-17s continued climbing to 22,000 feet (6,706 meters) and leveled off at 1223.
B-17 Flying Fortress heavy bombers of the 487th Bombardment Group, Heavy, circa 1944. (American Air Museum in Britain, Roger Freeman Collection FRE 6772)
At about this time, Treble Four‘s number four engine, outboard on the right wing, began losing oil and could not produce its normal power. As the bomber slowed, it dropped out of the formation, with General Castle relinquishing the lead to a second Pathfinder B-17. The airplane, now on its own, was quickly attacked by Luftwaffe fighters, putting two engines out of operation and setting the bomber on fire. Two crewmen were wounded in the first attack.
The Battle of the Bulge, a major land engagement, was under way, and Castle’s bomber was overhead American 1st Army formations. The General did not want it to come down among the friendly lines with its full load of bombs.
Lieutenant Harriman and General Castle continued to fly the disabled airplane as the crew was ordered to abandon ship. Six men bailed out. One man was machine-gunned in his parachute by an enemy fighter and was killed. Another lost his parachute and also died. A third died of his wounds at a hospital.
At about 12,000 feet (3,658 meters) the B-17’s right wing came off and Treble Four entered a violent spin. The fuselage broke into several sections. The largest remaining part of the airplane, the forward fuselage, including the bomb bay, left wing and inboard right wing, crashed approximately 300 yards (275 meters) from Chateaux d’Englebermont in Belgium. The wreck was on fire and bombs exploded.
Lieutenant Harriman and General Castle, still in the cockpit, were killed.
The wreckage of General Castle’s Lockheed Vega-built B-17G-65-VE Flying Fortress 44-8444, Treble Four. (U.S. Air Force)
Treble Four was a B-17G-65-VE Flying Fortress, built by the Vega Aircraft Corporation (a subsidiary of Lockheed) at Burbank, California. It was delivered to Dallas, Texas, 14 September 1944. After crossing the continent, the new bomber departed Bangor, Maine, 16 October 1944, and headed across the North Atlantic Ocean for England. On 20 November, 44-8444 was assigned to the 836th Bombardment Squadron (Heavy), 487th Bombardment Group (Heavy), at Air Force Station 137 (RAF Lavenham), near Sudbury, Suffolk, England.
The airplane was a “Pathfinder,” equipped with H2X ground-mapping radar which allowed a radar navigator to locate a target through cloud cover. The rotating antenna replaced the bomber’s ventral ball turret.
The two B-17s in this photograph, both Lockheed-Vega B-17G-20-VE Flying Fortresses, 42-97627 and 42-97555, are equipped with H2X ground-mapping radar. (U.S. Air Force)Colonel Frederick Walker Castle (fourth from left) joins Major John J. McNaboe during the debriefing of 1st Lt. James A. Verinis and his combat crew of the 324th Bombardment Squadron (Heavy). Verinis had previously served as co-pilot of the B-17F Memphis Belle. (U.S. Air Force)
Frederick Walker Castle was born at Fort William McKinley, Manila, Luzon, Philippine Islands, 14 October 1908. He was the first of three children of 2nd Lieutenant Benjamin Frederick Castle, United States Army, and Winifred Alice Walker Castle.
Castle attended Boonton High School, in Boonton, New Jersey, and the Storm King School at Cornwall-on-Hudson, New York.
Castle enlisted in the New Jersey National Guard in 1924. He entered the United States Military Academy at West Point, New York, as a cadet in 1926. Upon graduating, on 12 June 1930, he was commissioned a 2nd Lieutenant, Corps of Engineers, United States Army.
Castle transferred to Air Corps in 1931 and trained as a pilot at March Field, near Riverside, California.
12 September 1936, Castle was promoted to the rank of first lieutenant, Air Corps, assigned to 27th Division Aviation.
Recalled to active duty at the rank of captain, January 1942. He was assigned to the staff of Major General Ira Eaker, engaged in forming Eighth Air Force in England. He was promoted to colonel, January 1943. He served as chief of staff for supply.
From 19 June 1943, Colonel Castle commanded the 94th Bombardment Group, Heavy, at RAF Bury St. Edmunds (USAAF Station 468), and in April 1944, took command of the 4th Combat Bomb Wing, Heavy. Castle was promoted to the rank of brigadier general, 20 November 1944.
Brigadier General Frederick W. Castle receives his insignia of rank from his staff, 14 December 1944. (IWM, Roger Freeman Collection)
General Castle’s remains was buried at the Henri Chapelle American Cemetery near Welkenraedt, Belgium.
In addition to the Medal of Honor, Brigadier General Castle was awarded the Legion of Merit, the Silver Star, the Distinguished Flying Cross with three oak leaf clusters (four awards), and the Air Medal with four oak leaf clusters. The Union of Soviet Socialist Republics awarded him its Орден Кутузова (Orden Kutuzova, the Order of Kutuzov); Belgium, the Croix de Guerre avec palme; France appointed him an Officier de la Légion d’honneur and awarded its Croix de Guerre avec palme.
Merced Army Airfield was renamed Castle Field, 17 January 1946, in honor of General Castle.
NOTE: A detailed analysis of “The Crash of B-17 44-8444 Treble Four” by Paul M. Webber can be found at: https://web.archive.org/web/20170127032552/http://www.geocities.ws/pmwebber/castle_treble4.htm
