Me 262B-1 Twin Seater Night Fighter Survivor- Johannesburg, South Africa

Red 8: The only Surviving Me 262B-1 Night fighter (Nachtjaeger)

Surviving samples of the world's first operational jet fighter are rare

1500+ Messerschmitt Me 262s were produced, but only eight aircraft survive today.
(Ten if you count the two post-war Avia S-92s.)

The world's only surviving 2-seat Me 262 night fighter is preserved in the South African National Museum of Military History in Johannesburg.

The production two-seater variant of the 262, the Me 262B-1, was initially built for conversion training  purposes. Pilot accustomed to piston-engined aircraft found that the Me 262 was a completely different beast.

The 262 had a tricycle undercarriage, twin engines, completely new type of propulsion and a very temperamental throttle control. This necessitated a conversion trainer with a instructor in the rear cockpit. Two-seater machines were not to be built new but converted from fighter models. About 120 machines of this variant were finished during 1944 and 1945.

Initially, the idea of a night-fighter 262 was developed independently by Messerschmitt as the Me 262B-2. It was to have a longer fuselage accommodating the two crew, internal fuel tanks with the capacity comparable to that of a single-seat variant, and a Berlin radar antenna hidden inside the modified nose cone. By the end of 1944 the war situation had deteriorated so rapidly that it was realized that an interim solution had to be found before the B-2 could reach production status.

Thus some of the existing trainer machines were converted once again to interim model night fighters becoming Me 262B-1a/U1. The conversion mounted a FuG 218 radar;  with an operator occupying the rear cockpit. Before the collapse of German defences, only a handful of this type reached operational use with a single unit, 10./NJG11 at Magdeburg, Germany.

The survivor started its career as  Werknummer 110305. It  was flown operationally at 10./NJG11 by Kurt Welter. Whilst at this location it carried a red number 8 outlined in white, and camouflage of grey mottle over all-black undersurfaces. This aircraft has been widely documented in books and numerous colour profiles.

So how did it end up in South Africa?

Together with other aircraft of the unit, Red 8 was surrendered to the Allies at Schleswig. The two-seater aircraft were considered a prized booty by the British, who collected three flyable machines for evaluation purposes. The other two were Red 12, werknummer 111980, (later destroyed in a gale in 1947) and Red 10, werknummer 110635 (scrapped already later the same year).

On 18 May 1945 Red 8 was ferried to Gilze-Rijen and then to RAF Farnborough in the UK for evaluation. It was subsequently used for radar and tactical trials starting from July the same year. It carried the RAF serial VH519.

After completed trials, Red 8 was shipped to South Africa on 23 February 1947, arriving at Cape Town on 17 March. Amazingly, it survived in storage until the late-1960s when it was taken over by the museum.

This important aircraft was restored for display in 1971 and has been a star exhibit of the Johannesburg museum since 1972. I was lucky enough to first see it in 1977. At that time it was open to be clambered on. I can proudly say that I have stood on the wing of the last surviving Me 262B-2 as a child.

FE-610, an American war Prize, scrapped in 1950

Note the RAF roundels on this unidentifiable captive aircraft

Un-cropped and un-enlaged photo

Possibly the same aircraft, identifiable by its nose werke number: 306;

 clearly one of the three captured by the British

A war trophy on display

Soviet Douglas A-20 Havoc (re) discovered in Siberia - The history

U.S. World War II Havoc A-20 Bomber Found in Siberia: 

The Moscow Times Jul. 23 2014

An American military aircraft lost 71 years ago over western Siberia was discovered in the Taiga, Russian environmentalists said.The wreck of a Soviet Douglas A-20 Havoc recently re-emerged in the Taiga of western Siberia in Russia. Apparently the lend-lease medium bomber, one of roughly 3400 of the type given to the Soviet Union, went down on its ferry flight from Alaska to the Eastern Front in 1943 flying from Alaska over the ALSIB (Alaska-Siberia) air ferry route. The Taiga is a vast  forest which is largely uninhabited, and buried under snow and ice for much of the year.

No photographs have surfaced publicly as of yet, the aircraft (technically designated a DB-7) apparently went down on the slopes of Zelyonaya mountain in the Kemerovo region. Sadly, it appears that the un-named Soviet ferry crew perished in the wartime crash. The aircraft’s serial number is not known currently, but the fuselage bears the markings “F216″, so finding its true identity should not pose too great a problem for researchers.

The Soviet Union received more than $11 billion worth of supplies and military equipment from its U.S. ally over the course of the war. The wreckage of the lost DB-7 was initially discovered by a hunter in 1966, but after leaving the aircraft, he was unable to retrace his steps in order to find it again.

The search continued for 48 more years until the bomber was finally discovered in the Kuznetsky Alatau wildlife reserve, according to the reserve's official site.

It remained unclear what caused the crash. No hostilities took place in Siberia, but the heavily loaded bomber could have failed to fly over the mountain in cloudy weather, the report said.
Aircraft incoming from Alaska were manned by Soviet crews. The DB-7 had a crew of four, whose names remain unknown.

What will happen with the wreck is not public knowledge, but hopefully a recovery team will locate and identify the crew’s remains for burial. Given the remoteness of the location, the wreck seems likely to stay where it is for the meantime though.

Inhospitable Taiga forest terrain

The Douglas A-20 Havoc (company designation DB-7) was an American attack, light bomber, intruder and night fighter aircraft of World War II. It served with several Allied air forces, principally the United States Army Air Forces (USAAF), the Soviet Air Forces (VVS), Soviet Naval Aviation (AVMF) and the Royal Air Force (RAF) of the United Kingdom. Soviet units received more than one in three (2,908 aircraft) of the DB-7s ultimately built. It was also used by the air forces of Australia, South Africa, France, and the Netherlands during the war, and by Brazil afterwards.

In British Commonwealth air forces, bomber/attack variants of the DB-7 were usually known by the service name Boston, while night fighter and intruder variants were usually known as Havoc. An exception to this was the Royal Australian Air Force, which referred to all variants of the DB-7 by the name Boston. The USAAF referred to night fighter variants as P-70.

 

Operational history

France
The French order called for substantial modifications, resulting in the DB-7 (for Douglas Bomber 7) variant. It had a narrower, deeper fuselage, 1,000 hp (746 kW) Pratt & Whitney R-1830-SC3-G radials, French-built guns, and metric instruments. Midway through the delivery phase, engines were switched to 1,100 hp (820 kW) Pratt & Whitney R-1830-S3C4-G. The French designation was DB-7 B-3 (the B-3 signifying "three-seat bomber").

The DB-7s were shipped in sections to Casablanca for assembly and service in France and French North Africa. When the Germans attacked France and the Low Countries on 10 May 1940, the 64 available DB-7s were deployed against the advancing Germans. Before the armistice they were evacuated to North Africa to avoid capture by German forces.

French DB7s being assembled

Here, they fell under control of the Vichy government, but saw practically no action against the Allies except briefly during the Allied invasion of North Africa. After French forces in North Africa had sided with the Allies, DB-7s were used as trainers and were replaced in front line units by Martin B-26 Marauders. In early 1945, a few DB-7s were moved back to France where they saw action against the remaining isolated German pockets on the western coast.

British Commonwealth
The remainder of the order which was to have been delivered to France was instead taken up by the UK. In the course of the war, 24 squadrons operated the Boston. It first entered service with RAF Bomber Command in 1941, equipping No. 88 Squadron.

Their first operational use was not until February 1942 against enemy shipping. On 4 July 1942 United States Army Air Force (USAAF) bomber crews, flying RAF Boston aircraft, took part in operations in Europe for the first time attacking enemy airfields in the Netherlands. They replaced the Bristol Blenheims of No. 2 Group RAF for daylight operations against occupied Europe until replaced in turn by de Havilland Mosquitos.

Some Havocs were converted to Turbinlite aircraft which replaced the nose position with a powerful searchlight. The Turbinlite aircraft would be brought onto an enemy fighter by ground radar control.

The onboard radar operator would then direct the pilot until he could illuminate the enemy. At that point a Hawker Hurricane fighter accompanying the Turbinlite aircraft would make the attack. Unfortunately this also made the aircraft a target. The Turbinlite squadrons were disbanded in early 1943.

Soviet Union
Through Lend-Lease, Soviet forces received more than two-thirds of version A-20B planes manufactured and a significant portion of versions G and H. The A-20 was the most numerous foreign aircraft in the Soviet bomber inventory. The Soviet Air Force had more A-20s than the USAAF.

They were delivered via the ALSIB (Alaska-Siberia) air ferry route. The aircraft had its baptism of fire at the end of June 1942. The Soviets were dissatisfied with the four Browning machine guns and replaced them with faster-firing ShKAS. During the summer 1942, the Bostons flew low-level raids against German convoys heavily protected by flak. Attacks were made from altitudes right down to 33 ft (10 metres) and the air regiments suffered heavy losses.

 By mid-1943 Soviet pilots were well familiar with the A-20B and A-20C. The general opinion was that the aircraft was overpowered and therefore fast and agile. It could make steep turns with an angle of up to 65°, while the tricycle landing gear facilitated take-off and landings. The type could be flown even by scarcely trained crews. The engines were reliable but rather sensitive to low temperature, so the Soviet engineers developed special covers for keeping propeller hubs from freezing up.

Some of these aircraft were armed with fixed-forward cannons and found some success in the ground attack role. By the end of the war, 3,414 A-20s had been delivered to the USSR, 2,771 of which were used by the Soviet Air Force.

American-built Douglas A-20C Havocs being loaded onto a cargo ship for transport to the Soviet Union. They were welded to the deck to prevent loss in heavy seas.

The scow with two planes on it, the Lillian E. Petrie, was damaged in an accident Long Island in November 1943. While the Arctic Convoys were more dangerous and captured the public's attention, much more supplies were sent through Iran and across the Pacific. Ships carrying Lend-Lease supplies would transit from New York, New York to Capetown, South Africa and terminate in Bandar Shahpur, Iran or Basra, Iraq.

In 1941-1942 most supplies went through the North Sea, because the Soviets did not want a large Anglo-American presence on their border. It took time to develop the "Persian Corridor" to receive substantial supplies, because only one dock in each terminus could handle large ships and the Tehran-Soviet railways lacked capacity. The railway from Bandar Shahpur to Tehran and then the Soviet Union was light rail through mountains. As late as 1944 supplies ordered (and delivered) in 1942 were still waiting for transit to the Soviet Union. The British took over the railroad, but the delivery of rolling stock and engines from the United States was delayed. The Americans took over the administration of the Persian Corridor in 1944, when their industrial output was reaching its zenith. By July, the peak month of deliveries, 282,097 long tons (286623.8 metric tons) came through the Persian Corridor.

2,771 A-20s were delivered to the Soviet Union through Lend-Lease. The A-20C was an attempt to standardize British and American versions. Developed for foreign markets, it was designated the A-20C by the United States Army Air Force and the Boston IIIA by the United Kingdom's Royal Air Force. Douglas built 808 at their Santa Monica plant and Boeing Aircraft built 140 A-20Cs under license.

Much of the Lend-Lease order for the United Kingdom was sent to the Soviet Union. When the United States entered the war, they took over many A-20Cs to start training; the Americans rarely, if ever, used the C model in combat. However, because the variant could carry a torpedo, it was effective as a surface raider with the Soviet Air Force.

Last of Enola Gay's crew dies

The last member of Enola Gay, the B-29 that dropped the first atom bomb's crew  has died.

Van Kirk (3rd from the left); the last surviving member of Enola Gay's crew has died

The last surviving member of the US crew that dropped an atomic bomb on Hiroshima, hastening the end of World War II and moving the world into the atomic age, has died. (Associated press)

Theodore "Dutch" Van Kirk died on Monday (local time) of natural causes at the retirement home where he lived in Georgia, his son Tom Van Kirk said. He was 93.

Van Kirk flew nearly 60 bombing missions, but it was a single mission in the Pacific that secured him a place in history. He was 24 years old when he served as navigator on the Enola Gay, the B-29 Superfortress that dropped the first atomic bomb deployed in wartime over the Japanese city of Hiroshima on August 6, 1945.

He was teamed with pilot Paul Tibbets and bombardier Tom Ferebee for Special Mission No. 13.

Signed Enola Gay postcard Tibbet (L) and Van Kirk (R)

The mission went perfectly, Van Kirk told The Associated Press in a 2005 interview. He guided the bomber through the night sky, just 15 seconds behind schedule, he said. As the 4080-kilogram bomb nicknamed "Little Boy" fell toward the sleeping city, he and his crewmates hoped to escape with their lives.

They didn't know whether the bomb would actually work and, if it did, whether its shockwaves would rip their plane to shreds. They counted - one thousand one, one thousand two - reaching the 43 seconds they'd been told it would take for detonation and heard nothing.

"I think everybody in the plane concluded it was a dud. It seemed a lot longer than 43 seconds," Van Kirk recalled.

Then came a bright flash. Then a shockwave. Then another shockwave.

The blast and its aftereffects killed 140,000 in Hiroshima.

Three days after Hiroshima, a second atomic bomb was dropped on Nagasaki. The blast and its aftermath claimed 80,000 lives. Six days after the Nagasaki bombing, Japan surrendered.

Whether the United States should have used the atomic bomb has been debated ever since. Van Kirk told the AP he thought it was necessary because it shortened the war and eliminated the need for an Allied land invasion that could have cost more lives on both sides.

"I honestly believe the use of the atomic bomb saved lives in the long run. There were a lot of lives saved. Most of the lives saved were Japanese," Van Kirk said.

But it also made him wary of war.

"The whole World War II experience shows that wars don't settle anything. And atomic weapons don't settle anything," he said. "I personally think there shouldn't be any atomic bombs in the world - I'd like to see them all abolished. "But if anyone has one," he added, "I want to have one more than my enemy."

Van Kirk stayed on with the military for a year after the war ended. Then he went to school, earned degrees in chemical engineering and signed on with DuPont, where he stayed until he retired in 1985.

Like many World War II veterans, Van Kirk didn't talk much about his service until much later in his life when he spoke to school groups, his son said.

"Dutch" Van Kirk

"I didn't even find out that he was on that mission until I was 10 years old and read some old news clippings in my grandmother's attic," Tom van Kirk told the AP in a phone interview Tuesday.

"I know he was recognised as a war hero, but we just knew him as a great father," Tom van Kirk said.

Signed photograph of Enola Gay (11 signatures) also the only known photo with "Boxcar" the plane that dropped the Nagasaki bomb, in the background.

The Enola Gay was a Boeing B-29 Superfortress bomber, named for Enola Gay Tibbets, the mother of the pilot, Colonel Paul Tibbets, who selected the aircraft while it was still on the assembly line. On 6 August 1945, during the final stages of World War II, it became the first aircraft to drop an atomic bomb. The bomb, code-named "Little Boy", was targeted at the city of Hiroshima, Japan, and caused unprecedented destruction. Enola Gay participated in the second atomic attack as the weather reconnaissance aircraft for the primary target of Kokura. Clouds and drifting smoke resulted in Nagasaki being bombed instead.

Paul Tibbets

After the war, the Enola Gay returned to the United States, where it was operated from Roswell Army Air Field, New Mexico. It was flown to Kwajalein for the Operation Crossroads nuclear tests in the Pacific, but was not chosen to make the test drop at Bikini Atoll. Later that year it was transferred to the Smithsonian Institution, and spent many years parked at air bases exposed to the weather and souvenir hunters, before being disassembled and transported to the Smithsonian's storage facility at Suitland, Maryland, in 1961.

In the 1980s, veterans groups began agitating for the Smithsonian to put the aircraft on display. The cockpit and nose section of the aircraft were exhibited at the National Air and Space Museum (NASM), below,  in downtown Washington, D.C., for the bombing's 50th anniversary in 1995, amid a storm of controversy. Since 2003, the entire restored B-29 has been on display at NASM's Steven F. Udvar-Hazy Center.

Dornier Do17 Restoration

The Dornier Do 17 Restoration:  One Year Later

Tuesday 10th June 2014  marks the first anniversary of the moment the world’s last surviving Dornier Do 17 was successfully lifted from the bottom of the Dover Straits.   The breath taking moment the aircraft surfaced from the water was captured live on TV and sparked interest from around the globe

Sonar images of the wreck

The RAF Museum, Hendon indicates that the wreck is Do-17-Z2 Ser No 1160 of 7/III/KG3 (5K + AR) lost on 26 August 1940, the height of the Battle of Britain.

The Dornier 17 was part of a large enemy formation intercepted by RAF fighter aircraft at midday on 26 August 1940 as they attempted to attack airfields in Essex. This particular aircraft was forced to make an emergency landing on the Goodwin Sands at low tide after an attack by Defiant fighters of No 264 Sqn that left both engines stopped and the crew wounded.

The Dornier, flown by Feldwebel (Flt Sgt) Willi Effmert attempted a wheels-up landing on the Goodwin Sands. He touched down safely and the aircraft sank inverted. Effmert and his observer were captured but the other crewmen died and their bodies were washed ashore later.

Raising the Dornier 17

The aircraft is in remarkable condition - considering the events surrounding its loss plus the effects of spending so many years under water. Other than marine concretion it is largely intact, the main undercarriage tyres remain inflated and the propellers clearly show the damage inflicted during their final landing.

Work to conserve and prepare the Dornier for display will be undertaken at the RAF Museum's award-winning conservation centre at Cosford. 

Dornier 17 Aircraft restoration

Air Vice-Marshal Peter Dye, Director General of the RAF Museum said that "The discovery of the Dornier is of national and international importance. The aircraft is a unique and unprecedented survivor from The Battle of Britain. It is particularly significant because, as a bomber, it formed the heart of the Luftwaffe assault and the subsequent Blitz." The RAF Museum, with the support of English Heritage and the Ministry of Defence, is now developing a recovery plan to protect the aircraft from any further damage and to provide for its long term preservation. There is concern, however, that material has recently been removed illegally from the wreck site - although a number of items have now been retrieved.

After recovery the Dornier was transported from Ramsgate, Kent, to the Royal Air Force Museum Cosford, Shropshire and placed inside purpose built hydration tunnels. Here, the Dornier has been systematically sprayed with a low concentration citric acid based solution to arrest the damaging effects of nearly seventy years on the seabed. This process has helped to soften up and remove marine accretions, allowing direct access to the airframe structure and the subsequent neutralisation of corrosion impurities.

During the first stage of the aircrafts conservation, the Museum’s team of skilled Apprentices have worked tirelessly at gently removing marine growth from the fuselage with the use of plastic scrapers. Many of the aircrafts smaller components have been worked on by the RAF Museum’s Apprentices and volunteers, with several items now on display at the Museum’s Cosford and London sites. Significant work has taken place in recent months on the airframe’s major assemblies.




The forward fuselage has been de-riveted and separated from the tail boom, the latter section having suffered major damage during its period on the seabed. The separation of these two sections has enabled the conservation team to focus effort on the forward fuselage interior and this is progressing well.  The spraying process has also proved effective on the propellers and both units will shortly be placed on purpose built stands in readiness for the next stage of their conservation.

The work undertaken on the Dornier so far hasn’t been without its difficulties.  The hydration tunnels require daily maintenance in order to keep the spraying system operational. During the early phases of the project marine accretions, broken down by the citric acid based solution, began to clog up the filter system.  The agar gel produced by the debris also caused difficulties and as a result, the filtration system was upgraded which counteracted the problem and improved the Museum’s ability to keep the system operating.  Professor Mary Ryan from Imperial College London continues to offer guidance at each stage of the conservation process and has worked closely with the Museum from the project’s inception.

“It has been a challenging year but the project has provided us with a lot of new information and we have learnt a lot about this process.  It is long and tedious work but in the end the results will be there for all to see when the Dornier eventually goes on display at the RAF Museum London.”

Ian Thirsk, Head of Collections at RAF Museum says:  “Over the past twelve months the RAF Museum has made tremendous strides with the conservation of this unique aircraft.  As the last surviving example of its type, the Dornier 17 will make a hugely significant addition to our German aircraft collection at Hendon and help us to communicate the wider story of the Battle of Britain to our audience”.

Visitors to the RAF Museum Cosford are able to view the Dornier and watch the process through viewing panels in the tunnels. For visitors wishing to gain even closer access to the aircraft, volunteers from the Museum’s Aerospace Museum Society will be working on Dornier components every Tuesday and Thursday between 10:30am and 3:00pm in the Museum’s Test Flight Hangar.  It is a great opportunity for aviation fans to get close to this historic aircraft and to ask the volunteers questions about the vital work they are carrying out.The Dornier Do17 Interpretation Zone, located next to the Dornier hydration tunnels and supported by wargaming.net, allows visitors to the Museum to explore the background of this legendary aircraft and tells the story of its recovery and the conservation process. Multi-media content includes archive footage of the aircraft in action and a film of the specialised recovery operation which took place in June 2013