Gekonsolideerde Catalina in aanbou

oP DA bv ZU NY Uh yp HP PH pO MV tX

Amerikaanse vloot PBY Catalina -eenhede van die Stille Oseaan -oorlog, Louis B Dorny Osprey Combat Aircraft 62. Hierdie inskrywing in die Combat Aircraft -reeks kyk na die uiteenlopende gebruike van die Catalina in die Stille Oseaan -teater, waar dit net so suksesvol gedien het as 'n langafstandverkenningsvliegtuig, 'n nagbomwerper (die "Black Cat") en op die lug -redding van die see, of Dumbo -pligte. Die teks word goed ondersteun met eerstehandse verslae, kontemporêre foto's en illustrasies in volkleur. [sien meer]

Gekonsolideerde vliegtuie en vliegtuie

Lys met alle gekonsolideerde vliegtuie en vliegtuigtipes, met beelde, spesifikasies en ander inligting. Hierdie aktiewe en afgetrede vliegtuie vir gekonsolideerde vliegtuie word in alfabetiese volgorde gelys, maar as u op soek is na 'n spesifieke vliegtuig, kan u dit soek met behulp van die 'soek' -balk. Die Consolidated Aircraft -vliegtuie op hierdie lys bevat alle vliegtuie, stralers, helikopters en ander vlieënde voertuie wat ooit deur Consolidated Aircraft gemaak is. Tensy u 'n lugvaartkenner is, kan u waarskynlik nie aan elke vliegtuig dink wat deur Consolidated Aircraft vervaardig word nie, dus gebruik hierdie lys om 'n paar gewilde Consolidated Aircraft -vliegtuie en helikopters te vind wat in die loop van die geskiedenis baie gebruik is.

Vliegtuie op hierdie lys sluit in Consolidated B-24 Liberator en Consolidated PBY Catalina.

Hierdie lys beantwoord die vraag: "Watter vliegtuie word deur Consolidated Aircraft gemaak?

Foto: Metaweb (FB) / Publieke domein

Gekonsolideerde Catalina in aanbou - Geskiedenis

Word saam met BuNo 48423 op sterkte/aanklag geneem by die Amerikaanse vloot.

Aan onbekende eienaar met h/v N4002A.

To Survair of Ottawa met nuwe c/r CF-JJG.
Bedien met merke: Explorer One

Fotograaf: Tim Martin
Notas: 1970 -foto in Winnipeg - Hierdie gekonsolideerde PBY -5A, wat oorspronklik vir die Amerikaanse vloot in 1941 gebou is, is hier, spesiaal aangepas vir gebruik by mineraalopmetings vir Canadian Aero Service. In 1986 is dit in die VSA verkoop as N423RS, waarna dit tyd bestee het om vir Greenpeace te vlieg en later, in die Verenigde Koninkryk, as 'n RAF WW-II-masjien geverf is

Aan Canadian Aero Service, hou c/r CF-JJG.

Aan Spartan Air Services Ltd hou c/r CF-JJG.

Van 1976 tot 25 April 1986

Aan Kenting Aardwetenskappe hou c/r CF-JJG.

Onttrek aan gebruik.
Gestoor by Reno NV.

Sertifikaat van lugwaardigheid vir NX423RS (PBY-5A, 48423) uitgereik.

Aan Red Stevenson met nuwe c/r N423RS.

Sertifikaat van lugwaardigheid vir N423RS (PBY-5A, 48423) uitgereik.

Fotograaf: Onbekende fotograaf
Notas: Gefotografeer by RAF Costford.

Fotograaf: Onbekende fotograaf

Aan Catalina Angels Ltd hou c/r N423RS.
Word namens Greenpeace bedryf vir gebruik by besigtigingskontrole -aktiwiteite.

Fotograaf: Onbekend

Fotograaf: Peter M. Garwood
Notas: Hierdie baie kleurryke Catalina is na aftrede deur Greenpeace in Duxford gestoor. Ongelukkig is die logo verwyder, maar die reënboog kleurskema bly.

Sertifikaat van lugwaardigheid vir N423RS (PBY-5A, 48423) uitgereik.

Aan die trustee van Southern Aircraft Consultancy Inc, Cornwall, onderhoude met die N423RS.

Aan Wells Fargo Bank Northwest Na Trustee, Salt Lake City, UT, onderhoude met N423RS.

Sertifikaat van lugwaardigheid vir N423RS (PBY-5A, 48423) uitgereik.

Aan onbekende eienaar met h/v VR-BPS <2>.

Aan HMS Daedalus (voorheen), Lee On Solent -lughawe, Hampshire, Engeland.
Bekyk die liggingsdossier

Gebaseer op die North Weald -lughawe, Harlow, Essex, Engeland.
Bekyk die liggingsdossier

Fotograaf: Terry Fletcher
Notas: 2012 foto - onder herstel by North Weald

Gebaseer op Missionary Flights International, Saint Lucie County International Airport, Fort Pierce, FL.
Bekyk die liggingsdossier

Aan Wells Fargo Trust Co Na Trustee, Salt Lake City, UT met nuwe h/v N423RS.

Gekonsolideerde Catalina in aanbou - Geskiedenis

Vliegtuiggeskiedenis
Gebou deur Consolidated. Afgelewer by die Amerikaanse vloot (USN) as PBY Catalina -buro -nommer onbekend.

Oorlogsgeskiedenis
Hierdie Catalina is as 'n OA-10 Catalina aan die Royal Australian Air Force (RAAF), United States Navy (USN) of United States Army Air Force (USAAF) toegewys. Oorlogsgeskiedenis onbekend.

Sendinggeskiedenis
Hierdie Catalina het op ongeveer Lat 9 ° 25 '60S Long 147 ° 28' 0E oos van Sogeri, noordoos van Port Moresby, neergestort. Na die ongeluk het die ongeluksterrein Catalina die naam gekry.

Justin Taylan voeg by:
Hierdie Catalina is vir my 'n raaisel. Dit is onduidelik of dit Catalina- of na -oorlogse burgerlike Catalina -ongeluk in die oorlog was. Dit was moontlik 'n nie-noodlottige, nie-gevegsverlies sonder 'n duidelike oorlogsrekord. Geen Royal Australian Air Force (RAAF) Catalina -verlies pas by hierdie verlies nie. Ook geen verlies van Catalina van die Amerikaanse vloot (USN) nie. Miskien was dit 'n Amerikaanse weermag OA-10 Catalina of 'n ander eenheid. & Quot

Wrakstukke
Die wrak van hierdie Catalina het naby die ingang van Catalina onder 'n klomp bome in situ gebly. Gedurende 1991 is die wrak geskrap of op 'n ander manier verdwyn.

Bob Piper onthou:
& quot [In die 1960's] Ek het dit eendag kortliks bekyk en uit my geheue was dit langs die pad na Sirinumu -dam op die
reguit op pad na die dam, en baie naby die pad - miskien in 'n tuin by 'n plantasie. & quot

Verwysings
Snake Road bladsye 225-226
Die plantasie [Catalina Estate] het sy naam gekry van 'n vliegboot van Catalina wat tydens die oorlog naby die pad neergestort het. Totdat dit halfpad deur 1991 verdwyn het, kon die wrak onder 'n klomp bome naby die ingang van die plantasie gesien word. Dit is waarskynlik 'n ander slagoffer in die onwettige verwydering van oorblyfsels uit die oorlog.
. Daar is verskillende teorieë oor die Catalina wat hier was, maar die waarskynlikste is dat dit 'n vliegtuig van die Amerikaanse lugmag was wat neergestort het toe hy teruggekeer het van 'n langafstandverkenningsvlug langs die noordkus van die eiland iewers in 1943 .
Ted Johnson, voorheen van die Sogeri -plantasie, onthou dat hierdie Catalina tydens 'n hewige storm oor die plato afgekom het: die vlieënier was van koers af en het perfek nader gekom en geland na wat hy gedink het die hawe van Port Moresby was. Dit word bevestig deur die sirkel van die vlieënier en geleidelike afdaling deur die wolke op die presiese kompas van die Port Moresby -hawe. Die vliegtuig sny nogal deur die boomtoppe. & Quot
Dankie Bob Piper vir meer inligting

Dra inligting by
Is u 'n familielid of is u 'n familielid van iemand wat genoem word?
Het u foto's of bykomende inligting om by te voeg?

Uit die groot boks

Die eerbiedwaardige Catalina van Consolidated is gebore uit 'n vereiste van die Amerikaanse vloot in 1933 vir 'n nuwe langafstandvliegtuig. Die ontwerp wat vir die eerste keer in 1935 gevlieg is, het ontwikkel tot die kenmerkende tweemotorige, hoëvlerkpatrollievliegtuig wat in elke teater van die Tweede Wêreldoorlog diens gedoen het. Gedurende sy lang en vooraanstaande loopbaan het dit talle opgraderings en verbeterings deurgemaak, waaronder die groei van 'bome' vir die veelsydige amfibiese PBY-5A-variant. Meer Catalinas is gebou as enige ander vlieënde boot in die geskiedenis en het baie van die meer "moderne" vervangings uitverkoop en oorleef.

Waarskynlik een van die stadigste vliegtuie in die oorlog, het die Catalina nietemin 'n indrukwekkende diensrekord behaal. Dit was 'n RAF Catalina wat die Bismarck gewaar het en 'n ander Catalina wat die horlosie opgeneem het en die posisie van die oorlogskip na die agtervolgende Britse vloot gestuur het. Coastal Command Catalinas het dit met die Duitse U-bote in die stryd om die Atlantiese Oseaan uitgeveg om die seevaarte te beskerm. PBY's in die Stille Oseaan het baie verskillende missies uitgevoer, insluitend soek-en-redding, vervoer en torpedo-bomwerperwerk. Die beroemde "Black Cats" het snags in die westelike Stille Oseaan gepatrolleer op soek na Japannese seevaart met behulp van radar en op soek na neergestorte geallieerde vlieëniers.

Akademie se PBY

Die puik Catalina -reeks van die Akademie bestaan nou al etlike jare. Die stelle is ingesluit in die PBY-2, PBY-4, en beide die PBY-5 en amfibiese PBY-5A "Black Cat." Die kits is groot - ondanks die feit dat hulle slegs twee enjins gehad het, was die PBY 'n baie groot vliegtuig met 'n vlerkspan soortgelyk aan dié van 'n B -17.

My gekose variant is die PBY-5 in die (gevreesde) kombinasie van natuurlike metaal met geel bo-vleuel en horisontale sterte. Ek woon tans in Korea, wat my in staat stel om voordeel te trek uit die baie goeie pryse in die land op al die Koreaanse gemaakte Academy-kits, en ek het nie geskroom om hierdie kit by my steeds groeiende Academy-versameling te voeg nie.

Hierdie projek is oorspronklik begin om uit 'n model te kom, waarin ek beland het. Ek het belowe om die kit dadelik uit die boks te begin en sonder om ekstra moeite te doen om die onderdele te verbeter. Wel, ek het by die buitekant gehou, maar as gevolg van besige lewensskedules en werksverpligtinge was dit 'n jaar van 10 minute hier en 30 minute daar voordat my Catalina op my rak was!

Bou die kit

Die konstruksie het begin met die binneruim wat die stuurkajuit en die middellyfkanonstasies insluit. Hierdie gebiede is basies en kan krasgeboude of na -bykomstighede gebruik, maar ek het nie naslaanmateriaal gehad nie en wou weer uit 'n insinking kom. Die kajuit is taamlik karig van detail, maar in elk geval is daar nie veel te sien deur die kajuitglas nie. Die groot waarnemingsblase bied wel die nodige besonderhede vir die middellyfposisies, en hierdie gebied word 'n bietjie beter voorgestel deur die stel om loopbane, twee .50 cal -gewere en skottelbesonderhede in te sluit.

Die detail van die kajuit is aan die spartaanse kant, maar nie veel daarvan kan gesien word deur die swaar geraamde kap nie. Taillegeweerposisies is beter ingerig met skote, voetpaadjies en gewere.

Voordat ek die helftes van die romp aan mekaar vasgeplak het, het ek 'n geringe verandering aangebring aan die manier waarop die neustoring op die vliegtuig moes pas. Soos verskaf, het die neustoring 'n ring om sy basis, wat in 'n gleuf vasgevang is wanneer die romp aan mekaar vasgeplak word. Ek wou toelaat dat die neustoring uit die romp verwyder word om verf en hantering te vergemaklik. Die ring van die basis van die rewolwer is sorgvuldig afgeskuur en 'n dun donut is vervaardig uit lakenstireen wat in die neustoring in die romphelftes pas. Hierdie ring is ingevoeg toe die romphelftes gekoppel is, sodat die neustoring in die neus geplaas kan word nadat die verf en die detail voltooi is. Gate vir die stranduitrusting is ook oopgemaak voordat die romp aan mekaar vasgeplak is.

Nadat die romp klaar was, het die werk aan die vleuel gevorder. Hier is die enigste plek waar ek probleme ondervind het. Nadat die boonste en onderste vlerghelftes aanmekaar vasgeplak is, het die gevolglike pas by die voorste deel van die enjinnetjies baie te wense gehad. Dit het op sy beurt gelei tot 'n swak pas tussen die enjinkoppe en die nacelles. Ek het baie werk met skuurstokke gedoen om 'n beter pas in hierdie gebied te kry. Academy bied onderdele om die vlerkpunte in die op- of afwaartse posisie te vertoon, 'n goeie aanraking. Let daarop dat daar verskeie gate op die onderste vleuel oopgemaak moet word sodat die oliekoeler, brandstofpype en bomrakke (indien verlang) later aangebring kan word. Die vleuel is eers aan die romp vasgemaak nadat die verfwerk en die ontkalking klaar was.

Die kit wat voorsien word, is enjins geverf en gewas/gedroog om die besonderhede uit te lig. Die enjins is op hierdie tydstip nie op die motor en propellers aangebring nie, sodat die koeëls saam met die res van die vliegtuig geskilder kan word.

Academy PBY is 'n groot kit wat baie lessenaarruimte verg. Let op die groot hoeveelhede maskeerband wat nodig is om die vleuel te bedek vir die verf van die swart strepe.

Skildery

Nadat die binnekant gemasker is, is die toepaslike gedeeltes van die model met SNJ met die lug geborsel en met die aluminium -buffermengsel afgewerk. Die boonste vlerk en stertvliegtuie is met 'n geelverf van Tamiya geverf. Ek is nie seker of ek tevrede is met die besluit om by een laag geel te stop nie, maar ek wou nie hê dat dit te helder moes wees nie. Ek het slegte verhale gehoor oor die dekades van Academy (een wat hieronder gevolg moet word) en het nie die vertroue gehad dat die dun swart voetpaadjies op die boonste vleuel sou pas nie, sodat ek al die swart strepe en merke op die model gemasker en geverf het. Die swart met wit afgewerk chevron op die boonste vleuel is 'n kitskaartjie wat gebruik is en wat goed gewerk het. Donkergrys en bruin wasgoed is gebruik om die ingeboude paneellyne op die model uit te haal.

Die kajuit, neustoring en raamwerk vir waarnemingsblase is eers met die hand geverf met die binnegroen kleur, dan met Academy chroom silwer emaljeverf. Alle transparante is in die toekoms gedoop, voor en nadat dit geverf is.

Ek het die kit -etikette aangebring nadat ek 'n laag Future met 'n jas geborsel het. Ek het begin met die ondervleuel -insignes, ingeval die Akademie -plakkers my probleme gee, maar ek het gevind dat dit goed werk en goed reageer op die Micro Set/Sol -behandeling, sodat ek voortgaan met die boonste vlerk -insignes. Nadat ek die boonste linker kenteken tydelik geplaas het, het ek agtergekom dat dit agter en buite moet beweeg. In die 30 sekondes het dit my geneem om die instruksies en 'n prentjie op die boks te kyk, en my kentekens het vinnig vasgesit! Die geel verf en/of die Micro Set -kombinasie het my geen ruimte gegee om die plakkaat te skuif nie. Eerder as om 'n skuins vleuel te hê (of die geel verf in gevaar te stel) het ek gekies om die boonste regtervleuel -kentekens aan die linkerkant te plaas. Lewe en leer. Alle ander kitskaarte het goed gegaan en ek was tevrede met hoe hulle in die ingeboude paneel-/klinknageldetails kom. Die slykwas is ook gebruik om die plakkers bo -oor die plakkers te stoot. Nadat die ontkalking klaar was, het ek die model geskiet met 'n semi-glansende laag Aeromaster om dit alles saam te voeg. Op hierdie punt was die vleuel aan die romp vasgemaak. Ek was aangenaam verras deur die perfekte pas van al vier die vleuelstutte. Pastelkryte is gebruik vir uitlaatvlekke op die boonste vleuel.

Die verskillende antennas, pitot -sonde en besonderhede is bygevoeg nadat hulle gekontak is oor die doen van hierdie artikel. Op my ASV -radarantenne op my vleuel is verskeie antennas gebreek. Ek vind dit moeilik om skoon te maak en te installeer. Ek is nog steeds nie seker of die oriëntasie korrek is vir hierdie antennes nie, dus moenie my model as verwysing gebruik nie! Dit lyk 'n bietjie te dik vir die skaal, en dit is 'n goeie plek om 'n paar delikate koper -bykomstighede by die model te voeg.

Ek het goeie terugvoer van ander gekry wat ek moet noem. Die kit -verf-/ontkalkingsinstruksies roep geen vleuel- of vertikale stertroosters uit wat blykbaar op die meeste PBY's verskyn het nie. Die koepelraamwerk in die middellyf moet ook 'n bykomende raamwerk bevat waar die deursigtigheid die romp ontmoet. Dit kan maklik ingeskilder word (as u dit eers vang!)

Alle foto's is geneem met 'n Nikon CoolPix 995. Aan die gang is skote binne gemaak met die ingeboude flits van die kamera. Foto's van die voltooide model is op 'n bewolkte dag in die buitelug geneem, sonder 'n flits in die & kwotautomatiese & quot -modus.

My "vinnig bou" was nie so vinnig nie, maar dit het die doel gedien en my uit my insinking gebreek. Die voltooide kit lyk goed en het my geïnspireer om weer te bou. Al met al het ek die PBY van Academy geniet, en as ek nog een hier in Korea sien voordat ek vertrek, sal ek dit waarskynlik gaan haal!

Bykomende beelde, klik om te vergroot

Hierdie bladsy:
Is laas opgedateer:
Die URL van die bladsy is:
Afgelaai by:

Kopiereg 1997-2006 deur IPMS Stockholm en die gemeenskapslede. Alle regte voorbehou.
Die uitleg en grafika van hierdie webwerf, HTML en programkode is kopiereg 1997-2006 Martin Waligorski. Met toestemming gebruik.

Gebruiksvoorwaardes: Hierdie webwerf is 'n interaktiewe gemeenskap van entoesiaste wat belangstel in die kuns van skaalmodellering van vliegtuie, wapens, figure, ruimtetuie en soortgelyke ondervliegtuie. Alle materiaal op hierdie webwerf is onder kopiereg beskerm en mag slegs vir persoonlike gebruik gereproduseer word. U moet die outeur (s) en/of redakteur kontak vir toestemming om materiaal op hierdie webwerf te gebruik vir enige ander doel as privaat gebruik.

Yster Modeller

'N Catalina -verhaal

Enige aanhanger van oorlogvoëls uit die Tweede Wêreldoorlog ken die Consolidated PBY Catalina/Canso-die onaantreklike, vlerkboot/amfibiese patrollievliegtuig met 'n hoë vleuel. Wel, ek het 'n paar van hierdie vliegtuie in my loopbaan ontmoet, die die eerste was 'n Boeing-Kanada gebou PBY-5A Canso wat die onderneming by wie ek gewerk het in 1989 of 1990 aangeskaf het. Sy was nie veel om na te kyk nie-na die oorlog is sy aangepas na wat was bekend as 28-5ACF en sou as vragmotor of vuurwaaier gebruik word. venster-hierdie aanpassings het baie van die karakter wat 'n PBY 'n PBY gemaak het, verwyder. jou kop in hierdie ou meisie (en daar is twee soorte mense wat rondom vlieënde bote werk-th oes wat hul kop gestamp het of iets skyn, en diegene wat wil!), dit was min of meer 'n vreugde. Ja, daar was ook olie rondom-elke vliegtuig met 'n radiaal-motor het 'n film van olie wat die grootste deel van die vliegtuig ná te lank dek, en hierdie PBY was geen uitsondering nie.

As ek 'n bietjie navorsing gedoen het, lyk dit asof my eerste PBY 'n beroemde persoon was. 'n bietjie rond-sy het die een of ander tyd die volgende registrasies uitgevoer: YV-P-APE, OB-LDM-349, HK-996X, HP-289, HR-236, N6108 en TG-BIV. & #0160 Ek ken haar as November Five Four Zero Four Juliet.

Een van haar aanspraak-op-roem? Sy is 'n rukkie deur Southern Air Transport gebruik, en terwyl sy onder hul diens was, het sy gedien as 'n kommunikasie-aflosvliegtuig tydens die inval in die baai van die varke. Bo dat sy ook vermoedelik gebruik is in die Pearl Harbor -aanslagfliek & quotTora Tora Tora! & quot. Om die kersie bo -op haar loopbaan te sit, is sy 'n tyd lank deur die oseanograaf Jacques Cousteau gebruik.

(Doen 'n Google-soektog op & quotN5404J & quot, en u kry tientalle treffers. Regtig. Ek kan die inligting hier plaas, maar ek het een van daardie weke van halfdae gewerk-sewe dae, twaalf uurskofte. Ek voel 'n bietjie lui hierdie Sondag.)

Zero-Four Juliet het 'n jaar of wat by ons gebly. Ek weet nie wat ons tot 1990 met die vliegtuig gedoen het nie, maar daar kom 'n tyd dat die onderhoudswerkers aan die werk gegaan het om plaatwerk te doen. . Hulle het sitplekrails en 'n passasiersvloer by die vliegtuig gevoeg. vervoer passasiers, en u kan nie vlugtige vloeistowwe hê nie (lees: 100 Low Lead Aviation Gasoline, oftewel 100LL AVGAS). Soos dit blyk, sou sy eintlik na Nieu -Seeland gebring word om as 'n vlieënde museum . Ongelukkig sou dit nie gebeur nie-ten minste nie vir Zero Four Juliet nie. Die vliegtuig het ons fasiliteit iewers laat in 1993 verlaat. Ek het min van haar gehoor totdat 'n vriendin dit vir my gesê het sy het in Januarie 1994 neergestort terwyl sy onderweg was van Hilo, HI na Papeete in Frans -Polinesië. Sy sak in die Stille Oseaan. Gelukkig het die insittendes ons gered.

'N Plasing van The Warbird Information Exchange, afkomstig van die webwerf van Catalina Group of New Zealand:

My tweede ontmoeting met 'n Catalina het omtrent dieselfde tyd gebeur-dit was die vliegtuig wat nou bekend staan as N4NC, en miskien vertel ek u dit (en ander hangar-verhale) 'n tyd. want aangesien Zero Four Juliet 'n werkperd was, was Four November Charlie 'n vlieënde seiljag.

Daar was nog 'n Catalina wat ek ook geken het-N7179Y, 'n PBY-6A-en (vanaf September 2009) woon sy in die herstelfasiliteit van die Minnesota Wing van die Commemorative Air Force. Sy is omgedraai haar rug tydens 'n storm sowat 12 jaar gelede. Dit is ook jammer-Seven Niner Yankee het in 1991 deur orkaan Andrew deurgeloop met nary a scratch. Dit lyk asof hulle die beste dele van Seven sal kombineer Niner Yankee en nog 'n PBY-6A. Ek kon nog niks meer aktueel opgrawe nie.

Soos ek hierbo gesinspeel het, was werk die afgelope drie weke meer as gejaagd. Ek het nie veel tyd gehad om iets te doen nie, so vergeef my die afgelope tyd dat daar nie opdaterings was nie.

PBY staan vir Patrol Bomber, die “Y ” dui eenvoudig die vervaardiger aan wat Consolidated Aircraft Co. was. Hulle kan torpedo's, dieptelaad en bomme laat val, terwyl hulle hulself met veelvuldige masjiengewere verdedig. Hierdie unieke vliegtuie is regoor die wêreld gebruik, veral langs kusgebiede, om vir vyandelike vloot te patrolleer en reddings te verrig.

Die Vader van die PBY

Isaac M. Laddon was die hoof van die ontwerp van die PBY vir gekonsolideerde vliegtuie.

OKTOBER 1936

In 1927, na 'n uitgebreide loopbaan in voorlopige ingenieurswese, het Isaac M. Laddon by Consolidated Aircraft aangesluit en die ontwerp van die prototipe vir die vlieënde boot gelei. Op 28 Oktober 1933 het hierdie prototipe daartoe gelei dat Consolidated die kontrak van die Amerikaanse vloot ontvang het vir 60 PBY-1's, wat dit die grootste vliegtuigbestelling in die VS Consolidated gemaak het in totaal 2,387 vliegtuie vir die Amerikaanse vloot en 636 vliegtuie vir ander state en organisasies. Die eerste eskader het hul PBY -vliegtuie op 5 Oktober 1936 ontvang.

JANUARIE 1941

Planne om die tweede vlootinstallasie op die Puget Sound te skep, het op 18 Januarie 1941 begin. Die gekose gebied was Crescent Harbour en Maylors Point in Oak Harbor. Navalontwikkeling het ook die skepping van Ault Field ingesluit wat vandag bekend staan as NAS Whidbey Island. Met die Japannese bombardement op Pearl Harbor in Desember 1941, het die basis vinnig uitgebrei met ekstra personeel, vliegtuie en fasiliteite.

Watervliegtuigbasis in aanbou

Grond is skoongemaak, tonne rots is gestort en enorme hoeveelhede beton is gestort.

PBY op die teerpad in Oak Harbor

Die hanger agter die vliegtuig is nou die Navy Exchange.

DESEMBER 1942

In Desember 1942 het die eerste PBY-eskaders begin vlieg uit die nuutgeboude watervliegtuigbasis van Oak Harbor. Hierdie patrolliebommenwerpers het 'n belangrike rol in die Stille Oseaan gespeel en missies na Dutch Harbor, Cold Bay, Umnak, Nazan Bay, Adak, Amchitka, Shemya en Attu gevlieg. Die PBY's ’ -sending het 'n verskeidenheid verantwoordelikhede ingesluit, insluitend opleiding, patrollie, bombardering, verkenning en soek en redding.

JUNIE 1942

Gedurende die Tweede Wêreldoorlog het die PBY's vanweë hul ouderdom en vermoëns 'n grootliks verdedigende rol gespeel met missies wat toenemend gefokus was op soek, redding en vervoer. Hierdie PBY -bemanning was die eerste om die naderende Japannese vloot te sien voor die Slag van Midway.

Die Slag van Midway

Hierdie PBY -bemanning het die Japannese vloot voor die geveg ontdek.

PBY maak 'n noodlanding

LTJF Lloyd G. Alvey bo-op die vleuel van sy PBY-6A na 'n noodlanding op die Salomonseilande tydens die Tweede Wêreldoorlog.

JUNIE 1949

Teen die einde van 1943 het PBY's begin onttrek en is dit vervang deur Martin PBM Mariners. Op 1 Junie 1949 het die laaste eskader in die Amerikaanse vloot die laaste Catalina in sy inventaris aangemeld.

MEI 1965

Ons PBY-5A Catalina in 1965 kort nadat dit by die vloot gekoop is. Let op dat die burgerlike registrasienommer agter op die romp tydelik ingekryt lyk, en 'n nuwe rewolwer in die neus en 'n goed verweerde verfradarkoepel is weg. Al die eksterne antennas is verwyder en dit is gedemilitariseer deur die gewere uit te trek.

Ons PBY met die bynaam Gigi

Hierdie foto is geneem kort nadat die vliegtuig in 1965 deur die vloot as oorskot verkoop is.

Herstel aan die gang

Vrywilligers herstel liefdevol ons ou vliegtuie, kom kyk self!

VANDAG

Ons PBY-5A Catalina word uitgestal in die sentrum van Oak Harbor, WA, en is oop vir openbare toere met die aankoop van museumtoegang. Ons is besig om te herstel hoe sy sou gelyk het toe sy bedien het. Sien hieronder vir 'n paar van die items wat nog op ons lys met herstelbehoeftes is.

Geskiedenis

Vroeg in die namiddag van die 15de November 1941 het konstruksie 300 rolle buite die produksielyn. Dit was een van 'n reeks van 33 vliegtuie wat in Desember 1939 deur die Amerikaanse vloot bestel is. Dit is die begin van die roemryke geskiedenis van hierdie vliegtuig. Niemand kon voorsien dat hierdie vliegtuig drie duikbote sou sink, baie aanvalle sou oorleef en bosbrande in Chili en Kanada na die oorlog sou bestry nie. En uiteindelik, 75 jaar later, vlieg nog steeds op 'n gereelde basis in Europa as 'n historiese vliegtuig. Dit is tans die oudste vlieënde, Consolidated PBY-5A Catalina ter wêreld!

Deur die Naval Air Office is gebou nommer 2459 toegestaan. Die eerste keer dat die 2459 genoem is, was op 23 Desember 1941 in die logboek van die VP-73 US Navy-patrollie-eskader. Daar is gesê dat VP-73 vyf PBY-5A's van VP-83 sal oorneem. Drie vliegtuie by die Naval Air Station Norfolk, Virginia, is weer in werking gestel en daarna gedeeltelik uitmekaar gehaal om aan boord van die vliegtuig tender USS Albemarle (AV-5) gelaai te word om na Ysland oorgeplaas te word. Een van hierdie drie vliegtuie was die 2459 met die registrasie 73-P-9. Die USS Albemarle vertrek op die 28ste van daardie maand. Die roete was deur Quonset Point, Rhode Island en Argentinië, Newfoundland. By Quonset Point is nog twee Catalina van VP-83 aan boord geneem wat eskader VP-73 voltooi het. Die vliegtuig tender was vroeg in Januarie 1942 in die hawe van Hvalfjord, Ysland. Tussen 12 en 16 Januarie is die Catalinas na die Fleet Air Base Reykjavik gevlieg. Die vyf amfibieë het vyf Catalina-vlieënde bote van VP-73 (Detachment Iceland) vervang. Hierdie verandering is as noodsaaklik geag weens die uiterste weersomstandighede in hierdie gebied. Dit was die geval toe 'n hewige storm op 15 Januarie om die Reykjavik -gebied gewoed het. Drie Catalina -vlieënde bote wat by boeie vasgemeer het in die Skerjafjördur -water, aan die ander kant van die baai van Reykjavik, het tydens windstorms losgejaag en aan die wal geslaan. tussen 90 en 120 knope. Die skade was so groot dat die vliegtuig as verlore beskou moes word. Van die vyf nuwelinge PBY-5A's was daar nou vier op die lughawe in Reykjavik, hier was alle hande nodig om die vliegtuig met kettings te weeg om dit op die teerpad te hou.

Kusbevel

Gedurende Januarie is die aantal vlugte tot 'n minimum beperk deur die slegte weer en die nodige kennisgewingsvlugte vir die bemanning met die nuwe tipe vliegtuie. Op 1 Februarie 1942 het 73-P-9 sy lewensduur begin. Soos die meeste Catalina's, sou dit in daardie gebiede bestaan uit lang opeenvolgende ure se patrollering, 'n besonder eentonige aktiwiteit met miskien net 'n paar opwindende oomblikke. In Februarie en Maart het die 73-P-9 20 operasionele vlugte gevlieg, ses vlugte konvooi-begeleiding, twee "yspatrollie" se een duikbootpatrollievlug en elf sogenaamde 'Hvalfjord Sweeps'. Dit was onderzeeër- en skeepsopsporingsvlugte om die hawe roetes na Hvalfjord te beskerm en om vyandelike skeepvaart te beskerm. Die yspatrollies (73-P-9 vlieg die eerste op 9 Maart) was vlugte in die gebied tussen Ysland en Groenland (Straat van Denemarke) om die situasie en die aantal ysberge en ysvlakke namens skeepsvaart en konvooie, seil, te bepaal na die noordelike Russiese hawens vir die verskaffing van die Russiese bondgenoot.

Alhoewel vlugbedrywighede dikwels baie probleme met die weer gehad het, veral in die vorm van ys en swak sig, moes die 73-P-9 slegs twee keer terugkeer sonder om die vlug te kon voltooi. Hierdie maand is 15 operasionele vlugte uitgevoer. In Mei verskyn 'n nuwe rol vir VP-73. Die sogenaamde North Atlantic Ferry-roete het in werking getree, wat onmiddellik gelei het tot 'n byna konstante vloei van vliegtuie na Europa met Reykjavik as tussenstop. VP-73 is op bystand geplaas vir enige reddingsoperasies op hierdie roete.

Op 23 Junie het die 73 P-9 'n ys-kap patrollievlug uitgevoer na die eiland Jan Mayen, 'n vlug van net minder as twaalf uur, toe die bemanning 'n Duitse Heinkel He 111 gewaar. Die afstand was te groot om te kon om die vliegtuig aan te val. 'N Maand later het die Duitsers hul taktiek ten opsigte van die transatlantiese konvooi -aanvalle verander. As gevolg hiervan het VP-73 nou betrokke geraak by die verdediging van hierdie konvooie.

In Augustus is nege duikbote aangeval deur VP-73, die 73-P-9 het aan twee daarvan deelgeneem en een sub gesink. Op 9 Augustus het Lt. (jg) Henry C. Colee net voor die middag met 73-P-9 opgestyg vir 'n anti-duikbootvlug suidwes van Ysland. Om 17:06 uur is 'n U-boot op 'n afstand van drie myl opgemerk. Net die toring was sigbaar en die duikboot het duidelik probeer duik. Lt. (jg) Colee duik dadelik, maar arriveer 'n minuut nadat die duikboot weg was. Ses dieptebomme is geplaas, 68 sekondes nadat die duikboot buite sig was, met 'n hoogte van 50 voet diep. Alle bomme het ontplof, maar dit was denkbaar dat die duikboot geen skade opgedoen het nie en na 'n veilige diepte ontsnap het. Dit was die vyfde duikbootaanval van die VP-73-eskader en Colee se tweede.

U464

Op 20 Augustus 1942 het die Britse Task Force SN-73 250 myl suidoos van Ysland verbygesteek. Lt. (jg) Robert B. Hopgood het 'n paar minute voor drie-uur die oggend saam met die 73-P-9 uit Reykjavik vir konvooi-begeleiding oorgeneem. Net voor dagbreek is die U464 (Kapitänleutnant Otto Harms) ontdek, 'n tipe XIV Milchkuh U-tenkwa. Hierdie tipe vaartuie kon ongeveer twaalf weke lank olie en brandstof aan ongeveer twaalf tipe VIIC -duikbote voorsien. Die U464 het Kiel op 4 Augustus verlaat vir haar eerste voetslaan met ander duikbote in die Atlantiese Oseaan.

'N Verwoester van die Task Force was die eerste om die U464 op te spoor en 'n boodskap is na die 73-P-9 gestuur. Die 73-P-9 het die U-boot op anderhalf kilometer myl reg vooruit gesien. Die aanval is onmiddellik van stapel gestuur en Lt. (jg) Hopgood het al ses dieptelading van 250lb by die U-boot laat val. Een bom het oorgebly, maar die ander vyf het in 'n patroon om die duikboot geval. Die ontploffing het die duikboot byna heeltemal uit die water gelig en ernstige beskadiging veroorsaak. Volgende word Hopgood aangeval met sy masjiengewere, die aanval is deur die vyand met 'n redelike akkurate lugweer beantwoord en Hopgood moes op 'n veilige afstand terugtrek (nadat hy teruggekeer het na die basis, is gevind dat Catalina 25 koeëlgate in die vlerke opgedoen het). Die daaropvolgende driekwartier bly die Catalina op 'n veilige afstand en volg die duikboot totdat 'n stortbui dit onmoontlik gemaak het om die duikboot op te spoor.

Lt. Hopgood het na die konvooi gesoek om te sien of verdere hulp nodig is en het daar gebly tot ongeveer 19:15. Intussen is die meegaande skepe ingelig oor die situasie. Toe die weer opklaar, is daar weer gesoek na die U464. Na 'n oliestorting kom die U464 in sig wat daarin geslaag het om langs die Yslandse vissersvaartuig Skaftfellingur te maneuver. Die duikboot het skerp eenkant gekantel en die bemanning was besig om haarself oor die vissersvaartuig te baasraak. Die vliegtuig vlieg laag oor die twee vaartuie en word onmiddellik deur die wapens van die U464 afgevuur. Vanweë die vrees om die snyer en/of sy bemanning te tref, is die vuur nie beantwoord nie. Hopgood keer terug na die konvooi en stuur een van die verwoesters (HMS Castletown) na die plek van die U-boot. Daarna het die 73-P-9 teruggekeer na die basis. HMS Castletown het geen spoor gevind van die duikboot wat waarskynlik deur sy eie bemanning gesink is nie. Die vernietiger het 52 oorlewendes van die Skaftfellingur af geneem en hierdie gevangenes gemaak (twee Duitse matrose is doodgemaak).

'N Spesiale detail van hierdie oorwinning is later deur die Britse geheime diens verskaf. 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

Die 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.