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B-17 E-Z Goin’ and the Sonderkommando Elbe – Buchen Raid

Thursday, December 23, 2010

Laurence J. Lazzari Crew
Kneeling L to R: Sgt. Laurence W. Donnelly (BTG), T/Sgt. Robert J. Steele (ROG), 2nd Lt. Charles W. Staiger (NAV)Sgt. Joseph G. Allen.  Standing L to R: Sgt. Richard H. Heritage (NG/TOG), T/Sgt. Charles A. Weiss (TTE), 2nd Lt. Laurence J. Lazzari (P), 2nd Lt. Guiher G. Greenwood (CP), 2nd Lt. Daniel J. O’Connell, Jr. (TG).
100th BG Photo Archives

This website recently received a comment from USAF Colonel Guiher G. Greenwood (retired) who served with the 351st Bomb Squadron, 100th Bomb Group, regarding a picture posted in our gallery. He identified the plane pictured as that of the B-17 E-Z Goin’ piloted by Joe Martin with co-pilot Henry Cervante on the Buchen raid of April 7, 1945. Interestingly, Col Greenwood and Joe Martin lived through one of the more infamous “suicide” attacks by the Germans in their last desperate days of the war.

The Sonderkommando Elbe was a special squadron of the German Luftwaffe, a Luftwaffe task force assigned to bring down Allied bombers by ramming German aircraft into the Allied bombers. Sonderkommando means special command, and Elbe is a river that runs through Germany to the North Sea. The Sonderkommando Elbe was formed at Reichmarschall Hermann Goering’s insistence that the Reich’s defense units should start ramming bombers as a last resort. This group of fighters was not solely tasked with ramming bombers, but that was their last ditch option. In theory this was not a suicide mission, they were only supposed to ram an Allied bomber if there was a chance to bail out alive. Unlike the Japanese kamikaze pilots, the inexperienced German pilots brought a parachute with them while flying their striped-down Messerschmitt Bf 109′s, if the pilot survived the collision, he could use the parachute.

The only documented mission, often called Rammkommando Elbe (ramming) or Werewolf, was on April 7, 1945 when a total of 120 pilots took off in their fighters and attacked several formations of U.S. bombers heading towards the Germany heartland. These young German pilots were motivated to destroy Allied bombers by any means necessary, they had seen their country decimated by the relentless Allied bombing campaign. Although the Luftwaffe had an amply supply of airplanes, even in April 1945, they lacked trained pilots and aviation fuel. Many of the Sonderkommando pilots had only 50 hours of training, and their lack of experience was as likely to get them killed as the P-51 Mustangs that protected the Bomber Armada.

This last ditch effort of the mighty Luftwaffe resulted in only 15 Allied bombers attacked with eight successfully destroyed. Several planes barely limped back to base, these included the E-Z Goin’ flown by Joe Martin’s crew. Their left stabilizer was ripped off, and the rudder substantially damaged. In addition to having little control of the plane, they also lost engine #1. Somehow the crew was able to return to England, and landed successfully.

Related Articles:

Rammkommando – German Kamikaze, WWII
TARGET: BUCHEN GERMANY, 7 APRIL 1945- G. GENE GREENWOOD
Rammkommando “ELBE”
The Boeing B-17 Flying Fortress

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Boeing B-17 Flying Fortress

Tuesday, September 23, 2008

Boeing B-17 Flying Fortress

The B-17 Flying Fortress is one of the most famous airplanes ever built. The B17 prototype first flew July 28, 1935. Few B-17s were in service on Dec. 7, 1941, but production quickly accelerated. The aircraft served in every World War II combat zone, but is best known for daylight strategic bombing of German industrial targets. Production ended in May 1945, and totaled 12,726.

In response for the Army’s request for a large, multiengine bomber, the B-17 (Model 299) prototype, financed entirely by Boeing, went from design board to flight test in less than 12 months. General features on the B-17 include its mid-wing monoplane design, aluminum-clad exterior, four radial engines, massive wing structure and heavy armament. It was the first Boeing airplane with the distinctive, and enormous, tail for improved control and stability during high-altitude bombing.

Although many U.S. airmen and craft contributed to the Allied victory in World War II, the B-17 has become especially symbolic of the self-reliance, daring and sacrifice of American airmen during the war. American confidence in the B-17 became the cornerstone for the Air Corps doctrine of strategic “daylight” bombing in German-occupied Europe.

The G series could hold a crew of 10, including pilot, co-pilot, bombardier, radio operator, navigator, dorsal turret gunner, two waist gunners, ball turret gunner and tail gunner. Typical for B-17Gs are the four 1,380-horsepower Wright GR1820-97 Cyclone air-cooled, nine-cylinder radial engines equipped with exhaust driven turbochargers.  General features include the raised cockpit section and Plexiglas nose cone. Characteristic of all B-17s, starting with the E series, is the massive dorsal fin, which gracefully sweeps to merge with the fuselage. All B-17s have retractable tail-wheel landing gear. The empty weight of the airplane is 32,720 pounds. Fully armed and loaded, B-17s weigh 65,600 pounds. Payloads of 4,000-5,000 pounds were typical but up to 17,600 pounds could be carried for less than maximum range. The maximum speed was 300 miles per hour at 30,000 feet.

While the B-17s were used in the Pacific, by 1944 the B-29 had replaced the B-17 for use in the Pacific Theater. While in the Pacific, the planes earned a deadly reputation with the Japanese, who dubbed them “four-engine fighters.” The Fortresses were also legendary for their ability to stay in the air after taking brutal poundings. They sometimes limped back to their bases with large chunks of the fuselage shot off. B-17s were initially intended as a fast, land-based bomber, which could patrol at sea and intercept naval vessels.

The B-17 went through several alterations in each of its design stages and variants. By the time the definitive B-17 G appeared, the number of guns had been increased from seven to 13, the designs of the gun stations were finalized, and other adjustments were complete. The B-17 G was the final version of the B-17, incorporating all changes made to its predecessor, the B-17 F, and in total 8,680 was built, the last one on 9 April 1945. Boeing plants built a total of 6,981 B-17s in various models, and another 5,745 were built under a nationwide collaborative effort by Douglas and Lockheed (Vega). Many B-17 Gs were converted for other missions such as cargo hauling, engine testing and reconnaissance. Initially designated SB-17G, a number of B-17Gs were also converted for search-and-rescue duties, later to be re-designated B-17H.

Late in World War II, at least 25 B-17s were fitted with radio controls, loaded with 20,000 pounds (9,000 kg) of high-explosives, dubbed “BQ-7 Aphrodite missiles”, and used against U-boat pens and bomb-resistant fortifications.

Specifications

Wing Span: 103 feet, 10 inches
Length: 74 feet, 4 inches
Height: 19 feet, 1 inches
Weight: 55,000 pounds loaded
Armament: Thirteen .50-caliber machine guns with normal bomb load of 6,000 pounds
Engines: Four Wright “Cyclone” R-1820s of 1,200 horsepower each
Cost: $276,000
Maximum speed: 300 mph.
Cruising speed: 170 mph.
Range: 1,850 miles
Service Ceiling: 35,000 feet
Memphis Bell

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Lockheed Martin F-22 Raptor

Monday, August 11, 2008

F-22 Raptor

The F-22A Raptor is a next-generation fighter/attack aircraft that features the latest stealth technology to reduce detection by radar. Using more advanced engines and avionics than the current F-15 Eagle, the F-22A is intended to maintain U.S. Air Force capabilities against more sophisticated enemy aircraft and air defenses in the 21st century.

The Raptor combines stealth, maneuverability and the ability to fly long distances at supersonic speeds — or “super cruise” — in performance of air superiority and air-to-ground missions. Furthermore, it requires less maintenance than older fighters. These capabilities represent an exponential leap in war fighting capabilities.

In 1981 the U.S. Air Force needed a new air superiority fighter that would take advantage of new technologies in fighter design including composite materials, lightweight alloys, advanced flight control systems, higher power propulsion systems and stealth technology. Lockheed Martin’s F-22 won the design competition in April 1991, and the rollout ceremony for the first F-22 Raptor occurred in April 1997.

The Raptor successfully completed its initial operational and test evaluation in 2004, and the program received approval for full rate production. In December 2005 operational aircraft were designated F-22As.

Production of the F-22A is a partnership between Lockheed Martin, Boeing and Pratt & Whitney. Boeing builds the Raptor’s wings and aft-fuselage; the engines come from Pratt & Whitney, and Lockheed Martin builds the forward fuselage and assembles the subsections in Marietta, Ga.

On May 12, 2005, the Raptor program achieved a historic milestone with the delivery of the first combat-capable Raptor to the 27th Fighter Squadron, 1st Fighter Wing, at Langley Air Force Base, Va. In January 2006 the 27th Fighter Squadron flew the first operational mission with the F-22 in support of Operation Noble Eagle (the official name given to the defense of U.S. borders).

A combination of sensor capability, integrated avionics, situational awareness, and weapons provides first-kill opportunity against threats. The F-22A possesses a sophisticated sensor suite allowing the pilot to track, identify, shoot and kill air-to-air threats before being detected. Significant advances in cockpit design and sensor fusion improve the pilot’s situational awareness. In the air-to-air configuration the Raptor carries six AIM-120 AMRAAMs and two AIM-9 Sidewinders.

The F-22A has a significant capability to attack surface targets. In the air-to-ground configuration the aircraft can carry two 1,000-pound GBU-32 Joint Direct Attack Munitions internally and will use on-board avionics for navigation and weapons delivery support. In the future air-to-ground capability will be enhanced with the addition of an upgraded radar and up to eight small diameter bombs. The Raptor will also carry two AIM-120s and two AIM-9s in the air-to-ground configuration.

Advances in low-observable technologies provide significantly improved survivability and lethality against air-to-air and surface-to-air threats. The F-22A brings stealth into the day, enabling it not only to protect itself but other assets.

The F-22A engines produce more thrust than any current fighter engine. The combination of sleek aerodynamic design and increased thrust allows the F-22A to cruise at supersonic airspeeds (greater than 1.5 Mach) without using afterburner — a characteristic known as super cruise. Super cruise greatly expands the F-22A ‘s operating envelope in both speed and range over current fighters, which must use fuel-consuming afterburner to operate at supersonic speeds.

The sophisticated F-22A aero design, advanced flight controls, thrust vectoring, and high thrust-to-weight ratio provide the capability to outmaneuver all current and projected aircraft. The F-22A design has been extensively tested and refined aerodynamically during the development process.

From the very beginning, the F-22A exceeded the USAF’s expectations, and during exercises and deployments, it proved to be more than a match for any fighter opposing it.

During the highly realistic Exercise Northern Edge 2006, the F-22 proved itself against as many as 40 “enemy aircraft” during simulated battles. The Raptor pilots achieved a 108-to-zero “kill” ratio against the best F-15, F-16 and F-18 “adversaries.” The stealthy F-22A also proved that it could avoid and destroy enemy surface to air missiles, and recorded an impressive 97 percent mission capability rate.

Specifically noting the Raptor’s performance at Northern Edge, the National Aeronautic Association (NAA) awarded its 2006 Robert J. Collier Trophy, considered America’s most prestigious award for aeronautical and space development, to the Lockheed Martin Corp.-led F-22 Raptor aircraft team “for designing, testing and operating” the Raptor. Team members included Lockheed Martin, Boeing, Pratt & Whitney, Northrop Grumman, Raytheon and BAE Systems. This amazing aircraft was described as “the most efficient and effective fighter in history, through exceptional performance and outstanding safety features.”

The F-22A will have better reliability and maintainability than any fighter aircraft in history. Increased F-22A reliability and maintainability pays off in less manpower required to fix the aircraft and the ability to operate more efficiently.

Specifications
Primary Function: Air dominance, multi-role fighter
Contractor: Lockheed-Martin, Boeing
Power Plant: Two Pratt & Whitney F119-PW-100 turbofan engines with afterburners and two-dimensional thrust vectoring nozzles.
Thrust: 35,000-pound class (each engine)
Wingspan: 44 feet, 6 inches (13.6 meters)
Length: 62 feet, 1 inch (18.9 meters)
Height: 16 feet, 8 inches (5.1 meters)
Weight: 43,340 pounds (19,700 kilograms)
Maximum Takeoff Weight: 83,500 pounds (38,000 kilograms)
Fuel Capacity: Internal: 18,000 pounds (8,200 kilograms); with 2 external wing fuel tanks: 26,000 pounds (11,900 kilograms)
Payload: Same as armament air-to-air or air-to-ground load outs; with or without 2 external wing fuel tanks.
Speed: Mach 2 class with super cruise capability
Range: More than 1,850 miles ferry range with 2 external wing fuel tanks (1,600 nautical miles)
Ceiling: Above 50,000 feet (15 kilometers)
Armament: One M61A2 20-millimeter cannon with 480 rounds, internal side weapon bays carriage of two AIM-9 infrared (heat seeking) air-to-air missiles and internal main weapon bays carriage of six AIM-120 radar-guided air-to-air missiles (air-to-air load out) or two 1,000-pound GBU-32 JDAMs and two AIM-120 radar-guided air-to-air missiles (air-to-ground load out)
Crew: One
Unit Cost: $142 million
Initial operating capability: December 2005
Inventory: Total force, 91

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Boeing (McDonnell Douglas) F/A-18 Hornet and Super Hornet

Thursday, August 7, 2008

Boeing F/A-18 Hornet
The F/A-18 “Hornet” is a single- and two-seat, twin engine, multi-mission fighter/attack aircraft that can operate from either aircraft carriers or land bases. The F/A-18 fills a variety of roles: air superiority, fighter escort, suppression of enemy air defenses, reconnaissance, forward air control, close and deep air support, and day and night strike missions. The F/A-18 Hornet replaced the F-4 Phantom II fighter and A-7 Corsair II light attack jet, and also replaced the A-6 Intruder as these aircraft were retired during the 1990s.

The F/A-18 has a digital control-by-wire flight control system which provides excellent handling qualities, and allows pilots to learn to fly the airplane with relative ease. At the same time, this system provides exceptional maneuverability and allows the pilot to concentrate on operating the weapons system. A solid thrust-to-weight ratio and superior turn characteristics combined with energy sustainability, enable the F/A-18 to hold its own against any adversary. The power to maintain evasive action is what many pilots consider the Hornet’s finest trait. In addition, the F/A-18 was also the Navy’s first tactical jet aircraft to incorporate a digital, MUX bus architecture for the entire system’s avionics suite. The benefit of this design feature is that the F/A-18 has been relatively easy to upgrade on a regular, affordable basis.

Making the first flight in November 1978, the F/A-18 and its two-place derivative [subsequently redesignated the F/A-18B] underwent most of their development testing at the Naval Air Test Center under the new single-site testing concept. While much attention was focused on development problems, these were largely typical of those in any new program, with their resolution being part of the development process. For the most part, these occurred in the basic aircraft hardware rather than in the digital electronic systems.

The original F/A-18A (single seat) and F/A-18B (dual seat) became operational in 1983 replacing Navy and Marine Corps F-4s and A-7s. It quickly became the battle group commander’s mainstay because of its capability, versatility and availability. Reliability and ease of maintenance were emphasized in its design, and F/A-18s have consistently flown three times more hours without failure than other Navy tactical aircraft, while requiring half the maintenance time.

The Hornet has been battle tested and has proved itself to be exactly what its designers intended: a highly reliable and versatile strike fighter. The F/A-18 played an important role in the 1986 strikes against Libya. Flying from USS CORAL SEA (CV 43), F/A-18s launched high-speed anti-radiation missiles (HARMs) against Libyan air defense radars and missile sites, effectively silencing them during the attacks on Benghazi facilities.

Following a successful run of more than 400 A and B models, the US Navy began taking fleet deliveries of improved F/A-18C (single seat) and F/A-18D (dual seat) models in September 1987. These Hornets carry the Advanced Medium Range Air-to-Air Missile (AMRAAM) and the infrared imaging Maverick air-to-ground missile. Two years later, the C/D models came with improved night attack capabilities. The new components included a navigation forward looking infrared (NAVFLIR) pod, a raster head-up display, night vision goggles, special cockpit lighting compatible with the night vision devices, a digital color moving map and an independent multipurpose color display.

F/A-18Cs have synthetic aperture ground mapping radar with a Doppler beam sharpening mode to generate ground maps. This ground mapping capability that permits crews to locate and attack targets in adverse weather and poor visibility or to precisely update the aircraft’s location relative to targets during the approach, a capability that improves bombing accuracy. New production F/A-18Cs received the APG-73 radar upgrade radars starting in 1994, providing more precise and clear radar displays.

The F/A-18C Nigh Attack Hornet has a pod-mounted Hughes AN/AAR-50 thermal imaging navigation set, a Loral AN/AAS-38 Nite Hawk FLIR targeting pod, and GEC Cat’s Eyes pilot’s night vision goggles. Some 48 F/A-18D two-seat Hornets are configured as the F/A-18D (RC) reconnaissance version, with the M61A1 cannon replaced by a pallet-mounted electro-optical suite comprising a blister-mounted IR linescan and two roll-stabilized sensor units, with all of these units recording onto video tape.

On the first day of Operation Desert Storm, two F/A-18s, each carrying four 2,000 lb. bombs, shot down two Iraqi MiGs and then proceeded to deliver their bombs on target. Throughout the Gulf War, squadrons of U.S. Navy, Marine and Canadian F/A-18s operated around the clock, setting records daily in reliability, survivability and ton-miles of ordnance delivered.

The multi-mission F/A-18E/F “Super Hornet” strike fighter is an upgrade of the combat-proven night strike F/A-18C/D. The Super Hornet will provide the battle group commander with a platform that has range, endurance, and ordnance carriage capabilities comparable to the A-6 which have been retired. The F/A-18E/F aircraft are 4.2 feet longer than earlier Hornets, have a 25% larger wing area, and carry 33% more internal fuel which will effectively increase mission range by 41% and endurance by 50%. The Super Hornet also incorporates two additional weapon stations. This allows for increased payload flexibility by mixing and matching air-to-air and/or air-to-ground ordnance. The aircraft can also carry the complete complement of “smart” weapons, including the newest joint weapons such as JDAM and JSOW.

The Super Hornet can carry approximately 17,750 pounds (8,032 kg) of external load on eleven stations. It has an all-weather air-to-air radar and a control system for accurate delivery of conventional or guided weapons. There are two wing tip stations, four inboard wing stations for fuel tanks or air-to-ground weapons, two nacelle fuselage stations for Sparrows or sensor pods, and one centerline station for fuel or air-to-ground weapons. An internal 20 mm M61A1 Vulcan cannon is mounted in the nose.

Carrier recovery payload is increased to 9,000 pounds, and its engine thrust from 36,000 pounds to 44,000 pounds utilizing two General Electric F414 turbo-fan engines. Although the more recent F/A-18C/D aircraft have incorporated a modicum of low observables technology, the F/A-18E/F was designed from the outset to optimize this and other survivability enhancements.

The Hughes Advanced Targeting Forward-Looking Infra-Red (ATFLIR), the baseline infrared system for the F/A-18 E/F, will also be deployed on earlier model F/A-18s. The Hughes pod features both navigation and infrared targeting systems, incorporating third generation mid-wave infrared (MWIR) staring focal plane technology.

The aircraft made its debut at Patuxent River (Md.) Naval Air Station in September 1995. The F/A18-E/F has achieved many milestones since its debut. The most significant was initial sea trials aboard USS John C. Stennis (CVN 74), the Navy’s newest aircraft carrier. These first Super Hornet carrier qualifications occurred in January 1997 off the coast of Florida, and consisted of a series of tests including catapult launches, arrested landings and various other system evaluations conducted by flight deck crews.

The Super Hornet is fully capable to conduct both air-to-air and air-to-ground combat missions. This includes air superiority, day/night strike with precision-guided weapons, fighter-escort, close air support, suppression of enemy air defenses, reconnaissance, forward air control and refueling. The Super Hornet has greater range/endurance, can carry a heavier payload, has enhanced survivability, and a built-in potential to incorporate future systems and technologies.

Specifications
Wing span: 37 feet 5 inches
Length: 56 feet
Height: 15 feet 3 1/2 inches
Weight: Fighter mission takeoff: 36,710 pounds
Attack mission takeoff: 49,224 pounds
Speed: more than 1,360 mph
Ceiling: approximately 50,000 feet
Range: Fighter mission: 400 nautical-mile radius
Attack mission: 575 nautical-mile radius
Ferry range: more than 2,000 nautical miles
Power plant: two GE F404-GE-400 low-bypass turbofan engines
Crew: F/A-18A/C models: one; F/A-18B/D: two
Contractor: prime, McDonnell Douglas; airframe, Northrop

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