WW2 Today: First carrier action: USS Saratoga takes on Japanese Navy at Rabaul

USS Saratoga takes on Japanese Navy at Rabaul

 

After the attack on Rabaul harbour on the 2nd November a new threat developed for the landings on Bougainville. The Japanese had been careful to avoid exposing their ships to undue risk but they now felt compelled to bring in a force of seven heavy cruisers, one light cruiser and three destroyers. They were spotted refuelling in Rabaul and it was obvious they were set for an attack on the ships off Bougainville. 

The U.S. had no capital ships near enough that would be able to challenge a force of this strength. 

In early 1943, Rabaul had been distant from the fighting. However, the Allied grand strategy in the South West Pacific Area—Operation Cartwheel—aimed to isolate Rabaul and reduce it by air raids. Japanese ground forces were already retreating in New Guinea and in the Solomon Islands, abandoning Guadalcanal, Kolombangara, New Georgia and Vella Lavella.

Rabaul—on the island of New Britain—was one of two major ports in the Australian Territory of New Guinea. It was the main Japanese naval base for the Solomon Islands campaign and New Guinea campaign. Simpson Harbor—captured from Australian forces in February 1942—was known as "the Pearl Harbor of the South Pacific" and was well defended by 367 anti-aircraft guns and five airfields.

Lakunai and Vunakanau airfields were prewar Australian strips. Lakunai had an all-weather runway of sand and volcanic ash, and Vunakanau was surfaced with concrete. Rapopo—14 mi (12 nmi; 23 km) to the southeast—became operational in December 1942 with concrete runways and extensive support and maintenance facilities. Tobera—completed in August 1943 halfway between Vunakanau and Rapopo—also had concrete strips. The four dromes had 166 protected revetments for bombers and 265 for fighters, with additional unprotected dispersal parking areas. The fifth airfield protecting Rabaul was Borpop airfield, completed in December 1942 across the St. Georges Channel on New Ireland.

The anti-aircraft defenses were well coordinated by army and naval units. The army operated 192 of the 367 antiaircraft guns and the navy 175. The naval guns guarded Simpson Harbor and its shipping and the three airfields of Tobera, Lakunai, and Vunakanau. The army units defended Rapopo airfield, supply dumps and army installations; and assisted the navy in defending Simpson Harbor. An effective early warning radar system provided 90 mi (78 nmi; 140 km) coverage from Rabaul, and extended coverage with additional radars on New Britain, New Ireland, and at Buka. These sets provided from 30–60 minutes early warning of an attack.

Land-based air attacks

From 12 October 1943, as part of Operation Cartwheel, the U.S. Fifth Air Force, the Royal Australian Air Force and the Royal New Zealand Air Force—directed by the Allied air commander in the South West Pacific Area, General George Kenney—launched a sustained campaign of bombing against the airfields and port of Rabaul. After the first raid of 349 aircraft, bad weather blunted the effect of bombing, which saw only a single raid by 50 B-25 Mitchell medium bombers on 18 October. However sustained attacks resumed on 23 October and continued for six days, before culminating in the large raid of 2 November.

Nine squadrons of B-25s—totalling 72 bombers—and six squadrons of P-38 Lightning escorts attacked the anti-aircraft defenses and Simpson Harbor with minimum altitude strafing and bombing attacks. Eight B-25s were shot down by AAA or Japanese naval fighters, or crashed attempting to return to base. Among them was that of Major Raymond H. Wilkins of the 3rd Attack Group, posthumously awarded the Medal of Honor for his leadership. Nine of the 80 P-38s were also lost.

Carrier attacks

On Bouganville the Japanese had two airfields in the southern tip of the island, and another at the northernmost peninsula, with a fourth on Buki just across the northern passage. Instead of landing his forces near the Japanese airfields and taking them away against the bulk of the Japanese defenders, Admiral William Halsey landed his invasion force of 14,000 marines at Empress Augusta Bay, about halfway up the west coast of Bouganville. There he had his Seabees clear and build their own airfield. Two days after the landing Admiral Mineichi Koga sent a large cruiser force down from Japan to Rabaul in preparation for a night engagement against Halsey's screening force and supply ships in Empress Augusta Bay. The Japanese had been conserving their naval forces over the past year, but now committed a force of seven heavy cruisers, along with one light cruiser and four destroyers. At Rabaul the force refueled in preparation for the coming night battle.

Halsey had no surface forces anywhere near equivalent strength to oppose them. The battleships Washington and South Dakota and assorted cruisers had been transferred to the Central Pacific to support the upcoming invasion of Tarawa. Other than the destroyer screen for the transports, the only force Halsey had available were the carrier airgroups on Saratoga and Princeton. Rabaul was a heavily fortified port. With five airfields and extensive anti-aircraft batteries, the navy fliers considered it a hornet's nest. Up to that point in the war, other than the surprise raid at Pearl Harbor no mission against such a heavily defended target had ever been undertaken using carrier aircraft. It was a highly dangerous mission for the aircrews, and jeopardized the carriers as well. Halsey later said the threat the Japanese cruiser force at Rabaul posed to his landings at Bouganville was "the most desperate emergency that confronted me in my entire term as ComSoPac."

US Navy pilots Ensign Charles Miller, Lieutenant Henry Dearing, and Lieutenant Bus Alber walking toward their aircraft aboard USS Saratoga, 5 Nov 1943; note F6F fighter 

With the landing in the balance, Halsey sent his two carriers under the command of Rear-Admiral Frederick Sherman to steam north through the night to get into range of Rabaul, then launch a daybreak raid on the base. Approaching behind the cover of a weather front, Sherman launched all 97 of his available aircraft against Rabaul. Aircraft from Barakoma Airfield on recently captured Vella Lavella were sent out to intercept the task group and provide some measure of air cover. Back at Rabaul, the carrier force drove their attack home. Under orders to make preference of damaging more ships rather than sinking a few, the air strike was a stunning success, inflicting damage on most units of the cruiser force and neutralizing it as a threat. The daybreak bombing of Rabaul was followed up an hour later with a raid by 27 B-24 Liberator heavy bombers of the Fifth Air Force, escorted by 58 P-38s. Most of the Japanese warships returned to Truk the next day to receive repairs and get them out of range of further Allied airstrikes. A serious threat had been neutralized.

F6 Hellcat

Saratoga was designed to carry 78 aircraft of various types, including 36 bombers, but these numbers increased once the Navy adopted the practice of tying up spare aircraft in the unused spaces at the top of the hangar. In 1936, her air group consisted of 18 Grumman F2F-1 and 18 Boeing F4B-4 fighters, plus an additional nine F2Fs in reserve. Offensive punch was provided by 20 Vought SBU Corsair dive bombers with 10 spare aircraft and 18 Great Lakes BG torpedo bombers with nine spares. 

Miscellaneous aircraft included two Grumman JF Duck amphibians, plus one in reserve, and three active and one spare Vought O2U Corsair observation aircraft. This amounted to 79 aircraft, plus 30 spares.[ In early 1943-5, the ship carried 53 Grumman F6F Hellcat fighters and 17 Grumman TBF Avenger torpedo bombers.

Damage to the Japanese forces at Rabaul were as follows: 

Six cruisers damaged, four heavily. Atago was near-missed by three 500 lb (230 kg) bombs that caused severe damage and killed 22 crewmen, including her captain. Maya was hit by one bomb above one of her engine rooms, causing heavy damage and killing 70 crewmen. Mogami was hit by one 500 lb bomb and set afire, causing heavy damage and killing 19 crewmen. 

Mogami

Takao was hit by two 500 lb bombs, causing heavy damage and killing 23 crewmen. Chikuma, was slightly damaged by several near-misses. Agano was near-missed by one bomb which damaged one anti-aircraft gun and killed one crewman.  Three destroyers were also lightly damaged. Aircraft losses in the raid were light.

An additional carrier unit—Task Group 50.3 (TG 50.3) of the U.S. 5th Fleet—reached Halsey on 7 November. Commanded by Rear Adm. Alfred L. Montgomery, it consisted of the carriers Bunker Hill, Essex and Independence. Halsey used Montgomery's ships as well as TF 38 in a double carrier strike against Rabaul on 11 November. Sherman launched a strike from near Green Island, northwest of Bougainville, which attacked in bad weather at about 08:30. After its return, TF 38 retired to the south without being detected. Montgomery launched from the Solomon Sea 160 mi (140 nmi; 260 km) southeast of Rabaul.

Agano—which had remained at Rabaul after the 5 November strike—was torpedoed and heavily damaged in these attacks. The Japanese launched a series of counterattacks involving 120 aircraft against the U.S. carriers, but the force was intercepted and lost 35 planes without inflicting damage on Montgomery's ships.

Chikuma under attack

Horten Ho 229 Flying Wing

Horten Ho 229 Flying Wing

Role: Fighter/Bomber
Manufacturer :Gothaer Waggonfabrik
Designer: Horten brothers
First flight: 1 March 1944
Primary user: Luftwaffe
Number built: 3

The Horten H.IX, RLM designation Ho 229 (often wrongly called the Gotha Go 229 due to the identity of the chosen manufacturer of the aircraft) was a German prototype fighter/bomber designed by Reimar and Walter Horten and built by Gothaer Waggonfabrik late in World War II. It was the first pure flying wing powered by jet engines.

It was given the personal approval of Reichsmarschall Hermann Göring, and was the only aircraft to come close to meeting his "3×1000" performance requirement of 1943 (see later)

Since the appearance of the B-2 Spirit flying wing stealth bomber in the 1990s, its similarities in role and shape to the Ho 229 has led many to retrospectively describe the Ho 229 as "the first stealth bomber".

 A static reproduction of the only surviving Ho 229 prototype, the Ho 229 V3, in American hands since the end of World War II was later tested by the US military who found the basic shape and paint composition of the mock copy would provide for 20% reduction in detection range against the Chain Home radar of the 1940s, but no significant stealth benefit against most other contemporary radar systems.

Design and development

In the early 1930s, the Horten brothers had become interested in the flying wing design as a method of improving the performance of gliders. The German government was funding glider clubs at the time because production of military and even motorized aircraft was forbidden by the Treaty of Versailles after World War I.
The flying wing layout removes any "unneeded" surfaces and, in theory at least, leads to the lowest possible weight. A wing-only configuration allows for a similarly performing glider with wings that are shorter and thus sturdier, and without the added drag of the fuselage. The result was the Horten H.IV.

In 1943,  Göring issued a request for design proposals to produce a bomber that was capable of carrying a 1,000 kilograms (2,200 lb) load over 1,000 kilometres (620 mi) at 1,000 kilometres per hour (620 mph); the so-called "3 X 1000 project".

Conventional German bombers could reach Allied command centers in Great Britain, but were suffering devastating losses from Allied fighters. At the time, there was no way to meet these goals — the new Junkers Jumo 004B turbojets could provide the required speed, but had excessive fuel consumption.

The Hortens concluded that the low-drag flying wing design could meet all of the goals: by reducing the drag, cruise power could be lowered to the point where the range requirement could be met. They put forward their private project, the H.IX, as the basis for the bomber. The Government Air Ministry (Reichs Luftfahrt Ministerium) approved the Horten proposal, but ordered the addition of two 30 mm cannons, as they felt the aircraft would also be useful as a fighter due to its estimated top speed being significantly higher than that of any Allied aircraft.

The H.IX was of mixed construction, with the center pod made from welded steel tubing and wing spars built from wood. The wings were made from two thin, carbon-impregnated plywood panels glued together with a charcoal and sawdust mixture. The wing had a single main spar, penetrated by the jet engine inlets, and a secondary spar used for attaching the elevons. It was designed with a 7g load factor and a 1.8 x safety rating; therefore, the aircraft had a 12.6g ultimate load rating.

The wing's chord/thickness ratio ranged from 15% at the root to 8% at the wingtips. The aircraft utilized retractable tricycle landing gear, with the nose gear on the first two prototypes sourced from a He 177's tail wheel system, with the third prototype using an He 177A main gear wheel rim and tire on its custom-designed nose gear strut work and wheel fork.

A drogue parachute slowed the aircraft upon landing. The pilot sat on a primitive ejection seat. It was originally designed for the BMW 003 jet engine, but that engine was not quite ready and the Junkers Jumo 004 engine was substituted. nd more graceful control of yaw than would a single spoiler system.[1]

The first prototype H.IX V1, an unpowered glider with fixed tricycle landing gear, flew on 1 March 1944. Flight results were very favorable, but there was an accident when the pilot attempted to land without first retracting an instrument-carrying pole extending from the aircraft. The design was taken from the Horten brothers and given to Gothaer Waggonfabrik. The Gotha team made some changes: They added a simple ejection seat, dramatically changed the undercarriage to enable a higher gross weight, changed the jet engine inlets, and added ducting to air-cool the jet engine's outer casing, so as to prevent damage to the wooden wing.

The H.IX V1 was followed in December 1944 by the Junkers Jumo 004-powered second prototype H.IX V2; the BMW 003 engine was preferred, but unavailable. Göring believed in the design and ordered a production series of 40 aircraft from Gothaer Waggonfabrik with the RLM designation Ho 229, even though it had not yet taken to the air under jet power. The first flight of the H.IX V2 was made in Oranienburg on 2 February 1945.

All subsequent test flights and development were done by Gothaer Waggonfabrik. By this time, the Horten brothers were working on a turbojet-powered design for the Amerika Bomber contract competition, and did not attend the first test flight. The test pilot was Leutnant Erwin Ziller. Two further test flights were made between 2 and 18 February 1945. Another test pilot used in the evaluation was Heinz Scheidhauer.

The H.IX V2 reportedly displayed very good handling qualities, with only moderate lateral instability (a typical deficiency of tailless aircraft). While the second flight was equally successful, the undercarriage was damaged by a heavy landing caused by Ziller deploying the brake parachute too early during his landing approach. There are reports that during one of these test flights, the H.IX V2 undertook a simulated "dog-fight" with a Messerschmitt Me 262, the first operational jet fighter and that the H.IX V2 outperformed the Me 262.

Cockpit

Two weeks later, on 18 February 1945, disaster struck during the third test flight. Ziller took off without any problems to perform a series of flight tests. After about 45 minutes, at an altitude of some 800 m, one of the Jumo 004 turbojet engines developed a problem, caught fire and stopped. Ziller was seen to put the aircraft into a dive and pull up several times in an attempt to restart the engine and save the precious prototype.

 Ziller undertook a series of four 360-degree turns with the wings banked 20 degrees. Ziller did not use his radio or eject from the aircraft. He may already have been unconscious as a result of the fumes from the burning engine. The aircraft crashed just outside the boundary of the airfield. Ziller was thrown from the aircraft on impact and died from his injuries two weeks later. The prototype aircraft was completely destroyed.

Despite this setback, the project continued with sustained energy. On 12 March 1945, the Ho 229 was included in the Jäger-Notprogramm (Emergency Fighter Program) for accelerated production of inexpensive "wonder weapons". The prototype workshop was moved to the Gothaer Waggonfabrik (Gotha) in Friedrichroda. In the same month, work commenced on the third prototype, the Ho 229 V3.

The V3 was larger than previous prototypes, the shape being modified in various areas, and it was meant to be a template for the pre-production series Ho 229 A-0 day fighters, of which 20 machines had been ordered. The V3 was meant to be powered by two Jumo 004C engines with 10% greater thrust each than the earlier Jumo 004B production engine used for the Me 262A and Ar 234B, and could carry two MK 108 30mm cannon in the wing roots. Work had also started on the two-seat Ho 229 V4 and Ho 229 V5 night-fighter prototypes, the Ho 229 V6 armament test prototype, and the Ho 229 V7 two-seat trainer.
During the final stages of the war, the U.S. military initiated Operation Paperclip, an effort to capture advanced German weapons research, and keep it out of the hands of advancing Soviet troops.

A Horten glider and the Ho 229 V3, which was undergoing final assembly, were secured for sending to the United States for evaluation. En route, the Ho 229 spent a brief time at RAE Farnborough in the UK while it was considered if British jet engines could be fitted, but the mountings were incompatible due to the available British engines of the time only using centrifugal compressors with their comparatively larger diameter compressor sections, and not the slimmer axial-flow turbojet power plants the Germans were using.

When U.S. troops captured Gotha's Friedrichsroda plant on April 14, 1945, the partly completed Ho 229 V3 was found and transported to the U.S. and, as shown here, was held in storage at NASM's Silver Hill facility.

Survivors
The only surviving Ho 229 airframe, the V3 — and indeed, the only surviving German jet prototype still in existence — is at the Smithsonian National Air and Space Museum's Paul E. Garber Restoration Facility in Suitland, Maryland. In December, 2011, the National Air and Space Museum had moved the Ho 229 into the active restoration area of the Garber Restoration Facility and is currently being reviewed for full restoration and display. The center section of the V3 prototype was meant to be moved to the Smithsonian NASM's Steven F. Udvar-Hazy Center in late 2012 to commence a detailed examination of it before starting any serious conservation/restoration efforts

Stealth technology 
After the war, Reimar Horten said he mixed charcoal dust in with the wood glue to absorb electromagnetic waves (radar), which he believed could shield the aircraft from detection by British early warning ground-based radar that operated at 20 to 30 MHz (top end of the HF band), known as Chain Home.
A jet-powered flying wing design such as the Horten Ho 229 will have a smaller radar cross-section than conventional contemporary twin-engine aircraft. This is because the wings blended into the fuselage and there were no large propeller disks or vertical and horizontal tail surfaces to provide a typical identifiable radar signature.

Engineers of the Northrop-Grumman Corporation had long been interested in the Ho 229, and several of them visited the Smithsonian Museum's facility in Silver Hill, Maryland in the early 1980s to study the V3 airframe. A team of engineers from Northrop-Grumman ran electromagnetic tests on the V3's multilayer wooden center-section nose cones. The cones are three quarters of an inch (19 mm) thick and made up of thin sheets of veneer. The team concluded that there was indeed some form of conducting element in the glue, as the radar signal attenuated considerably as it passed through the cone.



Northrop-built reproduction 
In early 2008, Northrop-Grumman paired up television documentary producer Michael Jorgensen, and the National Geographic Channel to produce a documentary to determine whether the Ho 229 was, in fact, the world's first true "stealth" fighter-bomber. Northrop-Grumman built a full-size non-flying reproduction of the V3, constructed to match the aircraft's radar properties. After an expenditure of about US$250,000 and 2,500 man-hours, Northrop's Ho 229 reproduction was tested at the company's classified radar cross-section (RCS) test range at Tejon, California, where it was placed on a 15-meter (50 ft) articulating pole and exposed to electromagnetic energy sources from various angles, using the same three frequencies in the 20–50 MHz range used by the Chain Home in the mid-1940s.



RCS testing showed that a hypothetical Ho 229 approaching the English coast from France flying at 885 kilometres per hour (550 mph) at 15–30 metres (49–98 ft) above the water would have been visible at a distance of 80% that of a Bf 109. This implies a frontal RCS of only 40% that of a Bf 109 at the Chain Home frequencies. The most visible parts of the aircraft were the jet inlets and the cockpit, but caused no return through smaller dimensions than the CH wavelength. Given the high-speed capabilities of the aircraft it would have given the British defences just two and a half minutes to respond, which would not have been enough time. It is believed that, if deployed in great numbers, the Ho 229 could have changed the course of the war.

With testing complete, the reproduction was donated by Northrop-Grumman to the San Diego Air and Space Museum.

Link to doco on Youtube: http://www.youtube.com/watch?v=NaJzKjtjZnY

The television documentary, Hitler's Stealth Fighter (2009), produced by Myth Merchant Films, featured the Northrop-Grumman full-scale Ho 229 model as well as CGI reconstructions depicting a fictional wartime scenario where Ho 229s were operational in both offensive and defensive roles.

Breaking news June 2014: 

The Smithsonian Institute has started restoration of its Ho 299 (click on text for link and photos)

Data from The Great Book of Fighters:

General characteristics
Crew: 1
Length: 7.47 m (24 ft 6 in)
Wingspan: 16.76 m (55 ft 0 in)
Height: 2.81 m (9 ft 2 in)
Wing area: 50.20 m² (540.35 ft²)
Empty weight: 4,600 kg (10,141 lb)
Loaded weight: 6,912 kg (15,238 lb)
Max. takeoff weight: 8,100 kg (17,857 lb)
Powerplant: 2 × Junkers Jumo 004B turbojet, 8.7 kN (1,956 lbf) each
Performance
Maximum speed: 977km/h (607 mph) at 12,000 metres (39,000 ft)
Service ceiling: 16,000 m (52,000 ft)
Rate of climb: 22 m/s (4,330 ft/min)
Wing loading: 137.7 kg/m² (28.2 lb/ft²)
Thrust/weight: 0.26
Armament
Guns: 4 × 30 mm MK 108 cannon
Rockets: R4M rockets
Bombs: 2 × 500 kilograms (1,100 lb) bombs
See also [edit]

Sounces: Internet, Wikipedia, at al