World War 2 Documentary

World War 2 Planes

(1/5) Timewatch The Spies that Fooled Hitler World War II

WORLD WAR II SECOND WORLD WAR VIDEOS The beginnings of MI5 (British Security Service) in World War II were not promising. The service was understaffed and overworked. The services long time inept director Vernon Hall was sacked and eventually replaced by David Petrie. With Operation Sea lion (The 1940 invasion of Great Britain) scrubbed by the Whermacht, MI5 would turn its organization into a highly valuable intelligence asset. And with MI6 and Bletchley Park, Great Britains intelligence network completely tricked the Abwher, SS SD and the German High Command throughout World War II. MI5 implemented was to be called the double cross system. Any captured agent was given the opportunity to transmit messages, under MI5 direction, back to Germany or be handed over to the British military to be hung or shot. Of the 115 agents captured by the British all were captured. Fifteen were turned over to the military and hung. Committees were then set up to control information that was feed back to the Abwehr through the crossed agent. The information had to seem valuable and accurate. Pieces of truths were mixed in with half truths to manipulate the agents controller. No other MI5 operation proved more valuable than that of agent GARBO. Amazingly enough GARBO was Spanish and not British. Juan Pujol (GARBO) was born in Spain in 1912. He fought during the Spanish Civil War against the Francos fascists. His loathing of Nazism grew from his deep hatred of the Spanish fascists. He was

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Sunday, December 26th, 2010 World War 2 Planes 7 Comments

Japanese Planes After WW2 : 戦後日本の国産機

戦後日本の国産機です。ホンダジェットとかOH-1とか出ていない機体も多数ありますが、お気になさらず。 Japanese Planes After WW2. Honda Jet, OH-1, etc. don’t come on this movie, but you shuld not mind.
Video Rating: 4 / 5

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Thursday, December 23rd, 2010 World War 2 Planes 25 Comments

(1/5) Pacific Lost Evidence Guam Episode 4 World War II

World War II SUBSCRIBE TO EXCELLENT WORLD WAR II VIDEOS Guam was the southern-most major island of the Marianas, 150 miles south of Saipan. Major General Roy Geiger of the III Amphibious Corps commanded the Guam operation, originally scheduled for June 1944, but delayed by the unexpected difficulty capturing Saipan. The delay gave time for more preparation bombardment and better intelligence on Guam. Naval air strikes began on 5 July. From then to 21 July planes from the Fast Carrier Task Force bombed and strafed Guam daily followed by intense shelling of coastal installations and bivouac areas immediately before the landings. At 0830 on 21 July 1944, 3d Marine Division hit the Asan beach while 1st Provisional Marine Brigade came ashore at Agat, seven miles apart, north and south of the main Japanese positions, harbor and airstrip on Orote Peninsula on the west side of Guam. Progress against the well-entrenched, hard-fighting Japanese defenders of the beachhead was delayed by many factors including difficult terrain, high humidity, frequent rain showers, and difficulties landing reinforcements and equipment. As on Saipan, the Japanese fired on the invading Marines from well prepared positions located in caves and tunnels as well as pillboxes situated on the beaches, cliffs, and hillsides overlooking the invasion beaches. Japanese counterattacks with infantry and tanks were repulsed by Marines on the main defensive line, with tank, carrier-plane, and naval fire support
Video Rating: 4 / 5

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Tuesday, December 21st, 2010 World War 2 Planes 25 Comments

Is Hyperborea the Atlantis of the North?

You can find many proofs about world governments and their representatives lying. In every country taxpayers ask questions about where their money disappears. If such a question is raised in USA in reference to Area 51, taxpayers will never get an answer. Lies of the US government can be clearly documented throughout its history starting with Indian treaties. One of many such fabrications was presented also at the time when the US spy aircraft U-2 was shot down in May 1960 above the Soviet Union. USA denied even the existence of the plane. But when the Soviets showed pictures of the shot plane, NASA at a press conference announced that the pilot of the above aircraft got lost in the north of Turkey. When Khrushchev heard this, he disclosed other facts to the world, although he did not make public that the Soviets also captured the pilot. However, the US government continued lying in confidence that the pilot must have been killed and informed the public that they had only carried out atmospheric research; the aircraft got allegedly lost due to the pilot’s problems with oxygen.

This has nothing to do with anti-Americanism but only with the way imperial governments treat us. Lies can be often heard in Chinese or Russian application, too. And it becomes even worse when Super Powers share secrets!


Hyperborea is a mythical terra incognita supposed to have existed somewhere far in the north, as the Greek historian Herodotus wrote. Herodotus is considered to be “the father of history”; he consistently and truthfully documented the past and there is not a single reason to cast doubts on what he wrote. Herodotus writes that diseases did not affect people of this miraculous land and (in agreement with writings of other ancient personages) they lived up to age of one thousand years.

Some mythology experts consider Hyperborea to be nothing else than Shambala in European legends, although with a different name. Some of them placed Hyperborea to the present Chinese autonomous area Xinjiang. H. P. Blavatska, Rene Guenon and Julius Evola maintained that Hyperborea was a golden age of a very ancient and advanced civilization.

This mythical country is also mentioned in the Bible – for example, Job 37:22, “Out of the north he comes in golden splendor; God comes in awesome majesty.” Then it is Ezekiel 1:4, “I looked, and I saw a windstorm coming out of the north – an immense cloud with flashing lightning and surrounded by brilliant light. The center of the fire looked like glowing metal…”

Hyperborea received a lot of attention in the Greek mythology. Upon establishing the Olympic Games a pilgrimage to Hyperborea took place. One of the best prophets of Hyperborea was Abaris; Apollo gave him a miraculous bow. Herodotus wrote that Apollo had enjoyed the status of god in the land beyond the north wind.

Apollo and Artemis are twins conceived by Zeus and Leto. In the Greek mythology, Leto was a Titan. Titans were pre-Olympian gods.

Hyperborea and its present message

People from Hyperborea had supposedly settled Atlantis. It is allegedly the “land of gods”. Nazism as ideology does not deserve any appreciation; but Hyperborea as an ancient mythological enigma played a significant role in something what is called Nazi occultism. Nazis with their occult ideology revived this topic, as they made quite extensive research of ancient bequests. Their most important wish was to find secrets of a SUPER MAN.

Their ideas had formed also with help of secret societies like Thule or Vril. Particularly the Vril energy was a secret gateway to becoming a Super Man. Vril is the most secret power mentioned first in the book The Coming Race by Edward Bulwer-Lytton, published in the 19th century. The book is about an advanced master race living in the underground.

The top German scientists – Werner Heisenberg, Paul Hartek, Kurt Diebner, Erich Bagge, Otto Hahn, Carl Friedrich von Weizsacker, Karl Wirtz, Horst Korsching, and Walter Gerlach – were taken to England at the end of World War II, kept in isolation there; military agents secretly recorded their conversations. British government considered transcripts of the scientists’ conversations to be top secret. Although the scientists were released after a little less than a year, their talks were kept secret until 1992. Why?

Walter Gerlach, who later became the founding President of Fraunhofer-Gesellschaft – presently the largest research organization in Germany, had allegedly delved into the research of antigravitation. The declassified transcripts and more information about this operation can be found on the Internet with use of the “Farm Hall Transcripts” keywords.

Top Nazi representatives were interested in occult and magic. They built their beliefs upon something like Greeks – but instead of Titans they spoke of Teutons, an ancient Germanic tribe. Greek and Roman authors had documented this tribe, too, with statements that they had migrated from the north somewhere to the river Danube some hundred years before Christ. Nazi occultists (secret society Vril, Thule) considered this tribe to be the proto-Germanic one of the so-called “pure Aryan nature”. They said that Teutons’ race purity had weakened as a consequence of the tribe members copulating with other tribes. In many encyclopedias Teutons are often referred to as “magic” or “occult” people, where art of sorcery, especially practiced by women, predominated over any other tribe in the ancient past of Europe. Pomponius Mela, the first Roman geographer, placed the origin of this tribe to Scandinavia.

Operation Highjump (1946-47)

Several admirals (particularly Admiral Byrd) led this military “expedition” to Antarctis; it consisted of about 5,000 armed men and thirteen ships. The official statement of the US administration was that they wanted to find natural resources, but the rumors has it that Americans wanted to find and destroy secret Nazi bases. At about the same time another operation started – Operation Nanook (1946) headed toward the Arctic region in the north.

Germans invested a lot of money into the research of Antarctic and Arctic areas since the beginning of the 1930′s – Neuschwabenland or New Swabia was the place where they built their first base.

The northern wind blows everywhere

It is a pity that for Germans the biblical Jehovah stepped too far away from the perfectly godly place of the Teutons’ origin. The Bible, ancient Tibetan texts, and messages of most religions do demonstratively and visibly point to one thing only – and every caring eye must see it – it is the preservation of justice and humanity. Man can easily become NOT HUMAN, but also SUPER HUMAN. In contact with SOMEONE like this everybody will certainly feel the powerful arctic breeze. The Inuit people say it this way: “We do not believe, we fear…”

I published some books of poetry and I live in Europe, Slovakia; I write and sell computer articles. Author’s karma

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Monday, December 20th, 2010 World War 2 Planes No Comments

Audie Murphy

The most decorated American Soldier of World War II “Audie Murphy” that was born 20-June-1924 at Kingston, Hunt County, Texas.  He serve U.S Army form 1942 to 1945 and serve as Texas National Guard from 1950 to 1966.

He received the Medal of Honor, the U.S. military’s highest award for valor, along with 32 additional U.S. and foreign medals and citations,including five from France and one from Belgium.He became the most decorated U.S soldier of the war during twenty-seven months in action in the European Theater. He also credited with destroying six tanks in addition to killing over 240 German soldiers and wounding and capturing many others.

He not only awarded by U.S but also French government awarded him with its highest award, the Legion of Honor “Grade of Chevalier” and two more croix de guerre medals, and the Croix de guerre 1940 Palm from government of Belgium.

He also celebrated as movie star for over two decades in the post-war era, appearing in 44 films. His successful movie career included To Hell and Back in 1955, based on his book of the same title in 1949.

On 28-May1971 near Catawba, Virginia, 20 miles west of Roanoke his private plane crashed into Brush Mountain in this crash he died, on 7-June-1971 he was buried with full military honors, in Arlington National Cemetery.

Decorations List of Audie Murphy:

Medal of Honor
Distinguished Service Cross
Bronze oak leaf cluster
Silver Star (with oak leaf cluster)
Legion of Merit
Bronze Star (with oak leaf cluster and Valor device)
Purple Heart (with two oak leaf clusters)
Department of the Army Outstanding Civilian Service Award
U.S. Army Good Conduct Medal
Presidential Unit Citation (with oak leaf cluster)
American Campaign Medal
European-African-Middle Eastern Campaign Medal (with one silver service star & four bronze service stars, representing nine campaigns, and one bronze arrowhead, representing assault landing at Sicily and Southern France)
World War II Victory Medal
Army of Occupation Medal (with Germany Clasp)
Armed Forces Reserve Medal
French Legion of Honor – Grade of Chevalier
French Croix de guerre (with Silver Star)
French Croix de guerre (with Palm)
Medal of Liberated France
Belgian Croix de guerre (with 1940 Palm)
French Fourragère in Colors of the Croix de guerre

Additionally awarded:

Combat Infantry Badge
Marksman Badge with Rifle Component Bar
Expert Badge with Bayonet Component Bar

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Sunday, December 19th, 2010 World War 2 Planes No Comments

IL-2 Sturmovik: Me-262 the legendary plane of WW2

Il-2 Sturmovik. German high speed fighter Me-262 meets several aircraft of Red Army Air Force with top scored allied ace Kozhedub in front of them over Crimea. In this honourable air combat can be only one winner…
Video Rating: 4 / 5

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Sunday, December 19th, 2010 World War 2 Planes 25 Comments

Man restoring WWII plane

Marc of Bakersfield is rebuilding a rare WWII Vultee BT-13. Videography by Jenny Shearer, Editing by Dane Boedigheimer
Video Rating: 4 / 5

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Saturday, December 18th, 2010 World War 2 Planes 6 Comments

World-Wars and World-Views

In around 260 BC, King Ashoka of the Mauryan Empire invaded the Republic of Kalinga, now in modern day Orissa, engaging in a bloody battle that within a short period of time caused such massive destruction that it appalled the chronicles of time. It was the first and the only battle that Ashoka is said to have fought, following which he encountered a profound change of heart and gave up violence. The conquest did make Ashoka an absolute monarch over a great part of the Indian sub-continent; the change of heart, however, stripped him of any desire for further military conquests. The massive loss of life and suffering caused by this war weighed heavily on the mind of the King and plunged him into deep remorse. On the 13th of his 14 Major Rock Edicts, he inscribes:

On conquering Kalinga the Beloved of the Gods felt remorse, for, when an independent country is conquered, the slaughter, death and deportation of the people is extremely grievous to the Beloved of the Gods and weighs heavily on his mind… Even those who are fortunate to have escaped, and whose love is undiminished, suffer from the misfortunes of their friends, acquaintances, colleagues and relatives…

This inscription of dhamma has been engraved so that any sons or great-grandsons that I may have should not think of gaining new conquests, and in whatever victories they may gain should be satisfied with patience and light punishment. They should only consider conquest by dhamma to be a true conquest, and delight in dhamma should be their whole delight, for this is of value in both this world and the next. [as quoted by John Keay, India: A History, 92-93]

“Herein lies the greatness of Ashoka,” writes R.K. Mookerji, “… at least no victorious monarch in the history of the world is known to have ever given expression to anything like it” [Ibid]. The conversion was total and it unleashed a rare time in the history of India known as the Golden Age of Indian history.

Kalinga and Maurya Empire before invasion of Ashoka (Wiki)Though seemingly deriving several principles of statecraft from Kautilya’s Arthasastra, Akbar resorted to the ideology of dhamma as derived from Buddhism to make the foundation of his rule. Ashoka’s remorse had a ready remedy in the already existing Buddhist dhamma, with which he did have contacts from his previous stay at Avanti and his marriage to Devi (Vidisha-mahadevi), a Buddhist. The remorse was decisive, but even more important was the availability of the religion of non-violence in the form of Buddhism, and Buddhist chroniclers waste no efforts trying to depict the pre-Buddhist Ashoka as a monstrously demonic ruler, whose evil mind had to go through Kalinga to experience the decisive change. It is recorded that some 100,000 people were slain and 150,000 deported during the Kalinga War. The subjugated Kalingans were treated in accordance to the principles of Arthasastra: “having acquired new territory the conqueror shall substitute his virtues for the enemy’s vices and where the enemy was good, he shall be twice as good. He shall follow policies that are pleasing and beneficial by acting according to his dharma and by granting favours and exemptions, giving gifts and bestowing honours.” [Keay, 92]

The presence of a non-violent religious conscience was strongly felt throughout the Golden reign of Ashoka. It’s absence was horrifically sensed in the modern fascist regimes rooted in the dehumanizing roots of Darwinism. Darwinism accomplished the reduction of man to a mere biological being. Spirituality was stripped of any significance. Two powerful ideologies, viz. Fascism and Marxism, that plunged the world into horrific crimes against humanity ensued from its principles. These philosophies stood strongly opposed against virtues of the religious conscience. In his book The Antichrist, Nietzsche blatantly expressed the logical political ethics of Darwinian ideology, ideas that went into shaping the fascist regimes of the 1930s. Not surprisingly, influenced by the Darwinian principles of natural selection, struggle for existence, and survival of the fittest, his doctrine of will to power stood ferociously opposed to the virtues of love and compassion. He wrote:

Friedrich Wilhelm Nietzsche (1844-1900)What is good?–Whatever augments the feeling of power, the will to power, power itself, in man.What is evil?–Whatever springs from weakness.What is happiness?–The feeling that power increases–that resistance is overcome.Not contentment, but more power; not peace at any price, but war; not virtue, but efficiency (virtue in the Renaissance sense, virtue, virtue free of moral acid).The weak and the botched shall perish: first principle of our charity. And one should help them to it.What is more harmful than any vice?–Practical sympathy for the botched and the weak…
I call an animal, a species, an individual corrupt, when it loses its instincts, when it chooses, when it prefers, what is injurious to it. A history of the “higher feelings,” the “ideals of humanity”–and it is possible that I’ll have to write it–would almost explain why man is so degenerate. Life itself appears to me as an instinct for growth, for survival, for the accumulation of forces, for power: whenever the will to power fails there is disaster. My contention is that all the highest values of humanity have been emptied of this will–that the values of decadence, of nihilism, now prevail under the holiest names…
Pity stands in opposition to all the tonic passions that augment the energy of the feeling of aliveness: it is a depressant. A man loses power when he pities. Through pity that drain upon strength which suffering works is multiplied a thousandfold….

Ustaše guard in a mass grave at Jasenovac concentration camp (Wikipedia)Shortly after writing this book, Nietzsche suffered nervous breakdown and ended in an asylum where he soon died. But, his megalomaniac philosophy became the fuel of Fascism and Nazism. Both Mussolini and Hitler were influenced by Nietzsche’s vision of the Superman, the Overman (in Thus Spake Zarathustra), which they further interpreted along their socio-historical experiences. The fascist ideas did spread to as far as Japan and the century saw one of the most brutal and violent histories of all time plunging the world into a global Kalinga of World War II. The difference: “Supermen” didn’t have the means of remorse this time. They either committed suicide or were executed by those that defeated them and saved the world from self-destruction. There are instances of crimes against humanity that send a shiver along our spine. The concentration camps of Hitler and the Nanking massacre to mention two. Though opposed to fascism, Communism also viewed man with the anti-spiritual spectacles of naturalism that dehumanized the individual, but with a Hegelian tint to its philosophy of history. Pity was substituted with brutality, where the enemy was not just destroyed, but his humanhood was stripped off. Man, in the age of technology, with advanced weapons, was back to barbarianism. The religious conscience was annihilated.

Among those who did speak of a religious conscience but perpetrated crimes against humanity, their violence was sanctioned by their religious authority, sectarian view of humanity (that dehumanized other people groups), quest for political supremacy, racism, and/or a history of hatred, revenge, and anger.

Gandhi with Rabindranath Tagore, 1940 (Wikipedia)In the Indian soil, sadly, as Romila Thapar noted, “the ideology of dhamma died with the death of the emperor [in 231 BC]” [Keay, 99]. After Ashoka, there was none like Ashoka. The modern period was a period of petty kingdoms warring against each other, of numerous social evils like child marriage, sati, casteism, temple prostitution, female infanticide, etc. The East India Company that came into India did put an end to the petty kingdom wars by assuming control over most of the land, however, it didn’t interfere with the local customs. It was missionaries like William Carey and reformers like Raja Ram Mohan Roy who first began to take a stand against the social crimes sanctioned by religion and community. Consequently, the British administration imposed a ban over several of these.

From this time forth till the Independence of the nation, three major influences could be felt throughout the land: British Evangelicalism, Italian and German Fascism, and Russian Communism. While people like Gandhi and Tagore were influenced by British Evangelicalism, Golwalkar and Hedgewar (RSS) were influenced by Fascism, and Bhagat Singh was influenced by Communism (though these influences had a unique blend with the Indian socio-historical experience). The non-violent and peaceful protest methods that Gandhi upheld had an immense impact on the conscience of the nation. Certainly, as Bertrand Russell noted (and his statement hangs emblazoned in Mahatma Gandhi’s home in Ahmedabad), “It is doubtful that the method of Mahatma Gandhi would have succeeded except that he was appealing to the conscience of a Christianized people.” One wonders if Gandhi’s methods would have had any success in Hitler’s Germany or in the Ottoman Empire. In addition, we do understand the importance of a military to defend the nation.
However, it is the quality of the religious spirit that fosters a sense of humaneness even at times of war. It teaches one the principle of treating ones neighbour as one would have treated oneself. “Love your neighbour as yourself,” said Jesus and, in addition, “whatever you want men to do to you, do also to them” – the Golden Rule of ethics. The Divine Spirit of Grace works within the human heart against the animal instincts of unrestrained passion for power and pleasure. One can either succumb to the base forces and enter a world of meaningless void and striving with the wind, or submit to Divine Grace and become a beloved of God, Devampriya (a title of Ashoka). Leaders can either destroy or build the nation. History tells us who built and who destroyed. Let us dare to follow the truth!


© Domenic Marbaniang, 2010

Dean of Post-Graduate Studies, Professor of Theology, Religions, and Missions, Author, Editor of Theological Journal, and Pastor

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Thursday, December 16th, 2010 World War 2 Planes No Comments

WWII with Dogfights and Bombers

The best clips and gun-camera in colour !!
Video Rating: 4 / 5

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Wednesday, December 15th, 2010 World War 2 Planes 25 Comments

The Boeing B-17 Flying Fortress

                Few aircraft can claim the pivotal role in US victory during World War II that the Boeing B-17 Flying Fortress can.

                Designed to meet the August 16, 1934 Army Air Corps requirement for a multi-engined anti-shipping bomber to replace the twin-engined Martin B-10 with a 1,020-mile range, a 2,000-pound bomb load capability, and a 200-mph speed, the B-17 had broken from the standard twin-engined design by offering twice the number of powerplants in order to significantly increase payload, range, and service ceiling.  The resultant Model 299 prototype, powered by four 750-hp Pratt and Whitney Hornet, three-bladed pistons, first flew on July 28, 1935, and could carry a payload of eight 600-lb bombs.  It was both the largest US land plane and the world’s fastest bomber at the time.  Thirteen pre-series aircraft were delivered between December 2, 1936 and August 5, 1937.

                So inherently flexible had the basic low-wing, dorsal-finned aircraft been, however, that it had been progressively adapted for varying roles with turbocharged Wright Cyclone engines for higher-altitude performance, an increased area rudder and flaps for greater effectiveness on the B-17B, and self-sealing tanks, flush guns, and a ventral bathtub on the B-17C, which had first appeared in 1939 and had been operated by the RAF in England.  The B-17D weathered most of the flak in the Pacific Theatre.  The succeeding B-17E, appearing in 1941, incorporated a redesigned aft fuselage for greater flying stability at high altitude with a larger fin, increased armor protection, and ventral and tail turrets.  The first of these, which demonstrated 317-mph speeds, entered service in the Pacific Theatre at the beginning of 1942 and 512 had ultimately been built.  The B-17F, which also appeared that year, featured the newly introduced long Plexiglas nose, paddle-wing propellers, an underwing rack provision, and even more powerful armament, and resulted in a 3,405-production run.  The B-17G, the ultimate and most numerically popular version, featured a chin turret, flush staggered waist guns, and a 17,600-pound bomb load capability, and was intended for European deployment.  Its sheer design capability, which had been far more ambitious than any previous version, permitted a sufficient bomb and fuel load to be carried without retarding range and accounted for an additional 8,685-unit production.  Both the B-17F and –G can be credited with the decimation of Germany.

So instrumental had the design been to the war, in fact, that Boeing, Lockheed, and Douglas had all simultaneously churned out copies in staggering numbers, eventually totaling 12,731 airframes.

A recent B-17 flight, in which I myself had “returned to World War II skies,” had occurred from Farmingdale’s Republic Airport in Long Island, New York.

                The aircraft, with production serial number 44-83575, had been built under contract from Boeing by the Douglas Aircraft Company in Long Beach, California, and had been accepted on April 7, 1945.  Too late for combat, the airframe had served as part of the Air/Sea 1st Rescue Squadron and the Military Air Transport Command.  Seven years later, in April of 1952, it had been used to test the effects of three nuclear explosions and had finally been sold as part of an 800-ton scrap pile after a 13-year cool-down period.

Fighting the fierce slipstream from the still-turning propellers, the six passengers climbed through the aft, starboard hatch that September morning and clamored through the aircraft’s interior toward one of the nine, seatbelt-equipped floor seats.  A throttle advancement, translating into a deeper engine vibration, signaled brake release and preceded the short taxi to Runway 19’s threshold, as the electrical-mechanical system, sending a screech through the interior, channeled its effects through the aircraft’s arteries and actuated the fabric-covered trailing edge flaps into their take off positions.  The tail, torquing at right angles to the ground, responded to periodic brake applications as its singular wheel rode the end of its shock absorber.  Full throttle advancement, flooding the cabin with vibration, initiated the B-17’s take off roll, sending an overwhelming slipstream of air over the horizontal stabilizers which responded with incessant up- and down-flutter in its wake.  At 30 mph, the vertical tail became fully effective, permitting the nose to be aligned with the runway centerline.  The empennage, now a flying, though not-independent “airplane” itself, gently rose from the concrete, as the Flying Fortress, in a momentary, horizontal position on its pitch axis, generated sufficient lift and surrendered itself to flight with its thick, straight, massive wings at 90 mph and forwardly retracted its singular-wheeled bicycle undercarriage into the inboard engine wheel wells.  The maneuver had preceded every single World War II victory.

                Climbing at 600 fpm, the Flying Fortress penetrated the early-morning blue barely marred by a few cloud wisps on a due-south, 180-degree heading and maintained 135 mph.  Throttled back as it reached the lilly pad-green patches forming a mosaic off of Long Island’s South Shore, the aircraft leveled off at 1,000 feet and commenced a left bank with the aid of its mechanically-linked ailerons toward the Capetree Bridge leading to Jones Beach and its signature monument.  Supporting its weight with its thick, wide-chord wings, the bomber cruised over the pale-blue and silver reflecting surface of the Atlantic, straddling the coast and sending an intense vibration through its cowling as its Wright Cyclone engines turned their Hamilton Standard propellers at 1,800 rpm.

                The massive bomber’’s stabilizing cruise mood had prompted closer internal inspection of the cabin.

Designed as a high-altitude strategic bomber, the B-17 incorporated several gunner stations.  The Plexiglas nose provided a 180-degree, unobstructed forward view, below which was the chin turret, and this section was occupied both by the bombardier and the navigator, whose side-facing station was on the port side. Behind and above was the two-person cockpit which provided vision through its two forward windows.  The top turret, behind and a step below the flight deck, provided the only 360-degree view of the sky, and its gunman doubled as the engineer.  Take off and landing provision had been provided by the two aft-facing, seatbelt-equipped floor seats.  A very narrow, single-foot-wide catwalk led through the bomb bay, whose under-fuselage clamshell doors remained closed in flight, to the radio operator’s station, which featured the radio operator’s console itself, two tiny fuselage windows overlooking the wing, and another two aft-facing floor seats.  The aircraft’s main section housed the ball turret, the waist gunners’ stations, the considerably-sized windows, and five inward-facing floor seats.  Visible in its aft portion was the shock absorber rod leading to the tail wheel.  The tail gunner’s station was located in the extreme aft portion of the fuselage.  The interior sported entirely exposed dark green ribs and metal skin panels, with the aircraft having been designed for functionality, not comfort.

                The B-17G operating today’s flight continued to straddle Long Island’s South Shore, alternating course by 180 degrees to a fly westerly heading before retracing its steps in the opposite compass direction.

            The cockpit sported the two control yokes and the central pedestal with the throttle, mixture controls, and prop pitch handles.  A chart recommended ratios of engine rpms to mixture settings.

A right bank turned the Flying Fortress to a 010-degree heading, at which time a throttle reduction gravity-induced the airframe down to 600 feet for a characteristic fly-over of Republic Airport’s Runway One, in the opposite direction to which it had taken off, at 145 mph.  Even at this height, the quad-engined bomber must have appeared colossal in comparison to the single-engined Pipers and Cessnas which normally plied its skies.

                Passing over the airport’s perimeter, the B-17 turned to a due-east, 090-degree heading before arcing 100-degrees to the right in order to configure itself for its final approach to Runway 19.  All too soon had its six passengers been instructed to take their floor seats and refasten their seatbelts in the various sections.  Lift lost due to progressive power reductions was initially augmented by trailing edge flap extensions, only to be ultimately counteracted by drag-induced undercarriage deployment, as evidenced by the high shrill actuators piercing the interior like knives.  Passing over the runway’s threshold at a nose-down pitch, the pale green bomber first snatched concrete with its port wheel “paw” before the physics forces of weight transfer caused the starboard wheel to mimic the action, and the runway surface friction depleted its ground speed sufficiently to remove the empennage from aerodynamic flight and place it in trailing mode as a slight screech indicated the groundward settling of its tail wheel. 

Marshaled into its parking position only feet from a B-24’s high-wingtip, the B-17 rotated 180 degrees to the right on its tail wheel and starved its mighty Wright Cyclone engines of fuel, diminishing their propellers’ rotations to stationary silences in the very warm, still-summer air beneath flawlessly-blue skies.

                 Climbing through the aft hatch, I stepped on to the ramp.  Because of the Flying Fortress’s performance capabilities and ruggedness of design, post-World War II skies had been assured of remaining blue ones…

A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York – College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and created and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center. A freelance author, I have written some 70 books of the short story, novel, nonfiction, essay, poetry, article, log, curriculum, training manual, and textbook genre in English, German, and Spanish, having principally focused on aviation and travel, and I have been published in book, magazine, newsletter, and electronic Web site form. I am a writer for Cole Palen’s Old Rhinebeck Aerodrome in New York.

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Tuesday, December 14th, 2010 World War 2 Planes No Comments

Get The World at War Here