Interesting Force Multiplier - Guess What it is?
Jan 25, 2011
rosley's war effort
Crosley was involved in war production planning before December, 1941, and, like the rest of American industry, the Crosley Corporation focused on war-related products thereafter. The company made a wide variety of products.
The most significant was the proximity fuze, manufactured by several companies for the military. Crosley turned out more fuzes than any other manufacturer, and made several production design innovations. The fuze is widely considered the third most important product development of the war years, ranking behind only the atomic bomb and radar.
James V. Forrestal, Secretary of the Navy said, "The proximity fuze has helped blaze the trail to Japan. Without the protection this ingenious device has given the surface ships of the Fleet, our westward push could not have been so swift and the cost in men and ships would have been immeasurably greater."
British Prime Minister Winston Churchill was quoted with "These so-called proximity fuzes, made in the United States... proved potent against the small unmanned aircraft (V-1) with which we were assailed in 1944."
Commanding General of the Third Army, George S. Patton said, "The funny fuze won the Battle of the bulge for us. I think that when all armies get this shell we will have to devise some new method of warfare."
Also of significance were the many radio tranceivers manufactured by the Crosley Corporation, including the BC-654, which was the main component of the SCR-284 radio set. The company also manufactured portable cook stoves, B-29 gun turrets, military radios, and so called "morale receivers," which were used by civilians living in countries occupied by the Nazis to listen to Voice of America broadcasts.
Jan 24, 2011
Jan 23, 2011
Jan 22, 2011
My father Clif Hullinger had some B-17 Experiences. He flew home after finishing the War in North Africa and Italy. His story below:
We were given a choice of going home by ship or plane. I chose a plane but should have been warned since the Air Corp men were choosing ships. They left shortly but we waited weeks for planes. Finally they loaded us onto a B-17 that had been stripped of bomb racks, turrets, and had benches along the side. As the only officer, I was asked to ride in the jump seat behind the pilot. They had replaced the top turret with a flat piece of plexiglass which blew out when we got going and shards flew all around but didn't seem to hurt anything. The bomber pilots were very unhappy since hauling people was way beneath their dignity. The co-pilot changed seats with me so he could sleep and the pilot put the plane on automatic and dozed off too.
I was enjoying myself until I saw another B-17 converging from the right. I eyeballed it and estimated that we would probably miss by at least 200 yards so wasn't too concerned. But after years of traveling at a maximum of 30MPH, I had no concept of closing speeds at 350MPH. When he crossed in front of us at about 400 yards, the pilot woke up very quickly and stayed awake all the way to Casablanca.
No one had bothered to tell Casablanca that we were coming and that they were going to get 10 plane loads a day at this transition point to the Zone of Interior. So it took a week to find another plane, a regular transport C-54 with plush seats and the works. We flew south over the Sahara to Dakar, refueled at night, and were in Natal, Brazil by morning. While refueling, a baggage truck backed into the plane and we waited 3 days for a bucket seat C-54. We took off and were over the Amazon estuary when an engine gave out. We still had 3 but turned back and landed at Belem, Brazil and waited four days for another engine. Finally got to Miami, took a train to Minneapolis and Vivian, SD in June, 1945.
The rest of his story with videos at:
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Jan 16, 2011
What Clear Air Turbulence Can Do to a Tough Old B-52H
January 10, 1964, started out as a typical day for the flight test group at Boeing's Wichita plant. Pilot Chuck Fisher took off in a B-52H with a three-man Boeing crew, flying a low-level profile to obtain structural data.
Over Colorado , cruising 500 feet above the mountainous terrain, the B-52 encountered some turbulence. Fisher climbed to 14,300 feet looking for smoother air. At this point the typical day ended. The bomber flew into clear-air turbulence. It felt as if the plane had been placed in a giant high-speed elevator, shoved up and down, and hit by a heavy blow on its right side.
Fisher told the crew to prepare to abandon the plane. He slowed the aircraft and dropped to about 5,000 feet to make it easier to bail out.
But then Fisher regained some control. He climbed slowly to 16,000 feet to put some safety room between the plane and the ground. He informed Wichita about what was happening. Although control was difficult, Fisher said he believed he could get the plane back in one piece.
Response to the situation at Wichita , and elsewhere, was immediate. An emergency control center was set up in the office of Wichita 's director of flight test. Key Boeing engineers and other specialists were summoned to provide their expertise. Federal Aviation Administration air traffic control centers at Denver and Kansas City cleared the air around the troubled plane. A Strategic Air Command B-52 in the area maintained radio contact with the crew of the Wichita B-52.
As Fisher got closer to Wichita , a Boeing chase plane flew up to meet him and to visually report the damage. When Dale Felix, flying an F-100 fighter, came alongside Fisher's B-52, he couldn't believe what he saw: The B-52's vertical tail was gone.
Felix broke the news to Fisher and those gathered in the control center. There was no panic. Everyone on the plane and in the control center knew they could be called upon at any time for just such a situation. In the emergency control center, the engineers began making calculations and suggesting the best way to get the plane down safely The Air Force was also lending assistance. A B-52, just taking off for a routine flight, was used to test the various flight configurations suggested by the specialists before Fisher had to try them.
As high gusty winds rolled into Wichita , the decision was made to divert the B-52 to Blytheville Air Force Base in Northeastern Arkansas . Boeing specialists from the emergency control center took off in a KC-135 and accompanied Fisher to Blytheville , serving as an airborne control center.
Six hours after the incident first occurred, Fisher and his crew brought in the damaged B-52 for a safe landing. "I'm very proud of this crew and this airplane," Fisher said. "Also we had a lot people helping us, and we're very thankful for that." The B-52, Fisher said, "Is the finest airplane I ever flew."
Jan 14, 2011
DOD Announces Vietnam War 50th Anniversary Commemoration Program
The Department of Defense announced today its program to commemorate the 50th anniversary of the Vietnam War. The program will:
- Thank and honor veterans of the Vietnam War, including personnel who were held as prisoners of war or listed as missing in action, for their service and sacrifice on behalf of the United States and to thank and honor the families of these veterans.
- Highlight the service of the armed forces during the Vietnam War and the contributions of federal agencies and governmental and non-governmental organizations that served with, or in support of, the armed forces.
- Pay tribute to the contributions made on the home front by the people of the United States during the Vietnam War.
- Highlight the advances in technology, science, and medicine related to the military research conducted during the Vietnam War.
- Recognize the contributions and sacrifices made by the allies of the United States during the Vietnam War.
DoD representatives will coordinate with other federal agencies, veteran groups, state, local government and non-government organizations for their input in Vietnam War commemoration activities. For more information call 877-387-9951 or visit the official website at