Thursday, November 29, 2012

The Story of Randsburg...

During his 1894 trip to what would eventually become known as Rand Moutain, Mooers had noticed indications that there was gold to be found there.  So, why was a former newspaper man like Mooers able to spot gold, when so many others had written the area off as being "unmineralized"?

Five years later, during an interview that he gave to the Brooklyn Eagle newspaper (a publication that he'd worked for, as a boy), he explained that, despite the commonly-held belief (at the time) that "tenderfeet" always seemed to stumble on to gold, he and his partner (John Singleton) had spent numerous sleepless nights pondering the origins of gold and where it came from.  In other words, planning and study, not just blind luck or a hunch, are what inspired Mooers to prospect in these hills.

More to follow.

Wednesday, November 28, 2012

The Story of Randsburg....

One of those nearby "barren" hills had been the subject of a short prospecting trip made by F.M. Mooers in 1894.

Monday, November 26, 2012

The Story of Randsburg....

1895.  During that year, the nearby El Paso Mountains were teeming with miners, while the hills to the south and to the west were virtually untouched.  Those hills were believed by most to be barren or "unmineralized".

To be continued....

Friday, November 23, 2012

The Story of Randsburg...

Today, four-wheel-drive trails snake through California's Rand Mountains.  The sounds of off-road vehicles has replaced the exhortations of miners, struggling to eke a living out of these rugged hills.

During 1895, however, it was a different story.

To be continued....

Saturday, November 17, 2012

Zero Killer....


Zero Killer! 
The Grumman F6F Hellcat
By
Scott Schwartz

     Although famous for being the plane that turned the tide against the Mitsubishi Zero, the F6F Hellcat was not designed specifically for that purpose.  This may come as a surprise to many, but the Grumman Aircraft Engineering Corporation (as it was known at the time) was working on a replacement for the F4F Wildcat long before the attack on Pearl Harbor.  Most of the development work revolved around producing more powerful versions of the basic F4F fighter. While not a bad airplane, the Wildcat was hampered by relatively low speed, and short range.  The idea was to capitalize on the Wildcat’s ruggedness and firepower, but give it more range and higher speed.  Experiments centered primarily on the installation of the powerful Wright R-2600 fourteen cylinder engine.  Readers will recall that the Grumman-built Wildcats flew with 1200hp Pratt & Whitney R-1830 engines which put out 1200 hp. The R-2600 produced roughly 1700 hp. 

     Experiments with the Wright engine led to the development of the “Model 50”.  The Model 50 was an R-2600 powered Wildcat, which was so altered, that it looked like a different airplane. In fact, it looked sort of like a scaled – down Hellcat. But of course, it wasn’t.  The bigger engine improved performance dramatically, but the Model 50 was still basically a Wildcat. As such, it retained many of the Wildcat’s limitations – such as limited fuel capacity.  Still, the R-2600 engine showed promise, so it should come as no surprise that Grumman opted to design a whole new airplane around this engine.  The result was the XF6F-1, which first flew in June of 1942. 

     Ironically, by the time the XF6F-1 was ready for flight, the Navy’s requirements had changed in response to combat experience against the Mitsubishi Zero. The Zero, while not equipped with armor plating, nor self-sealing fuel tanks, was highly maneuverable, and had a far greater combat radius than the Wildcat.  Plus, the Zero was 20 mph faster.   

     Although the XF6F-1 flew well, it didn’t fly or climb fast enough to ensure air superiority over the Zero.  More power was needed. 

     One solution took the form of the XF6F-2, which sported an exhaust-driven turbo-charger.  This turned out not to be the answer, as the performance improvement was negligible. 

     By coincidence, the huge Pratt & Whitney R-2800 eighteen cylinder engine, which was slated for the F4U Corsair and P-47 Thunderbolt became available, due to delays in the production of these airplanes.  

     Grumman installed an R-2800 in the XF6F-1, which now became the XF6F-3.  All it took was one 15 minute flight (which took place on July 30, 1942) to demonstrate that the new engine was the answer. 

     With a top speed of 380 mph, six .50 caliber machine guns, and a combat radius of over 800nm, the Navy finally had a carrier-based fighter that could turn the tables on the Japanese. 

     “Carrier-based” is an important distinction; while the Corsair was faster and served well from land bases, technical difficulties kept it from being used on aircraft carriers until 1944. 

     Deliveries of the production F6F-3 began in 1943.  The Hellcat’s first combat occurred in September of that year, when a group from the light carrier Independence shot down a Japanese sea plane. 

     In truth, the Hellcat was not as maneuverable as the Zero. American pilots flying the Hellcat engaged in twisting-turning dogfights at their peril.  The Hellcat, like most American fighters of the period was a heavily armored flying gun platform, that could fly at extremely (for the time) high altitudes.  Accordingly, a favored combat tactic was to make diving attacks from 20,000 feet against Japanese formations, with guns blazing.  Pursuing Japanese fighters – including improved versions of the Zero, simply could not dive fast enough to keep up with the Hellcats. 

     From 1943 on, F6F’s flew 66, 530 combat missions, and achieved a “kill ratio” of 19:1.  In other words, Hellcats destroyed 5,163 enemy planes (of all types, not just fighters, and of course, some of these enemy planes were destroyed on the ground during strafing attacks on airfields), while losing only 270 of their own.  Nevertheless, nearly every WW 2 U.S. Navy fighter ace became one at the controls of a Hellcat.  The Japanese did eventually deploy newer fighters that could challenge the Hellcat.  However, these were too few to make much of an impact, and most were flown by inexperienced pilots.  By 1944, most of Japan’s experienced pilots had been killed.    

     Two main Hellcat variants were used in combat; the F6F-3, and the F6F-5.   The “5” model had an improved cowling for better engine cooling, all metal control surfaces, additional armor plating, and a windshield with less “framework” for better visibility. Many of these were converted into fighter bombers by the Navy.   Radar equipped night fighter versions of both variants were built and flown by Marine and Navy squadrons. 

     Two more experimental versions were built, but never put into production.  One was the XF6F-4, which was used to test the installation of an R-2800 engine with an integral two-speed supercharger, and cannon armament.  This airplane was actually a modified XF6F-3 air frame.  After these tests were completed, the airplane was converted into a “regular” F6F-3 and delivered to the Navy. 

     The last experimental Hellcat was the XF6F-6, which used more powerful version of the R-2800 engine, and had a four bladed prop.  The Navy actually planned to produce the -6, but the war ended before production could begin. 
    
     Once the war ended, F6F’s were used by naval reserve squadrons and for training purposes through the late 1940’s.   The French even used a few Hellcats during their Indochina war, and the Uruguayan Navy used them as front line fighters until the early 1960’s. 

     Although the Hellcat had been largely phased out of U.S. Navy service by 1950, a few lingered on as target drones and miscellaneous test aircraft.  This may seem like a sad ending for a great airplane.  But, over twelve thousand were produced, and a small number of Hellcats are flying to this day. 

     The world has changed since the days when the Grumman “Iron Works” was cranking out Hellcats.  The very buildings where Hellcats were once built are now occupied by an insurance company. Many of the men who flew these planes in combat have gone West. 

     Fortunately, we can still be treated to the sight and sound of carefully preserved Hellcats at air shows.  Perhaps, the rumble of the Hellcat’s massive R-2800 engine will serve to remind us of a time when men and women toiled to build the weapons that helped defeat a ruthless enemy.  One that was Hell – bent on enslaving much of the world. 

Statistics, Grumman F6F-5 Hellcat:

Length: 33 ft, 7 in.
Wing Span:  42 ft., 10 in.
Empty Wt:  9238 lbs.
Max. T/O Wt:  15,415 lbs.
Engine:  1 Pratt & Whitney R-2800 supercharged 18 cylinder radial, producing 2,000 hp.
Propeller: 3-blade Hamilton-Standard constant speed.
Max. Speed:  380 mph.
Service Ceiling:  37,300 ft.
Armament:  Six .50 cal. machine guns, plus up to 4,000 lbs of externally mounted weapons (bombs, torpedoes).  Many F6F-5’s were fitted with rocket rails under their wings, as well.


Its wings glistening in the California sun, an F6F-5 Hellcat belonging to the Commemorative Air Force banks for the crowd at the 2008 Planes of Fame airshow at Chino Airport.

Photo By Scott Schwartz



Photo By Scott Schwartz

 Readers can see the "family" resemblance between the FM-2 Wildcat shown in the photo to the left, and the Hellcat.  

The FM-2 is one of the versions of the Wildcat that was built by General Motors, so that Grumman could focus on building Hellcats.  There was still a place for the Wildcat, even late in the war, because, being smaller and lighter than the Hellcat, it was better suited to operations from the smaller escort carriers.  FM-2's were powered by the venerable Wright R-1820 Cyclone nine-cylinder engine, whereas the F4F (the version that was built by Grumman) flew with the Pratt & Whitney R-1830 two-row fourteen-cylinder engine.  


Grumman F3F- photo by Scott Schwartz.  Once again, the resemblance to the other Grumman fighters of the era is obvious.  In fact, the original Wildcat prototype was, in fact, a biplane which looked very similar to the F3F.






Friday, November 9, 2012

More photographs from the Mojave National Preserve..

Photo by Scott Schwartz, taken November 9, 2012.

Rainbow Basin.  Photo By Scott Schwartz, taken November 9, 2012.

Rainbow Basin.  Photo By Scott Schwartz, taken November 9, 2012.

Rainbow Basin.  Photo by Scott Schwartz, taken November 9, 2012.

Rainbow Basin, photo by Scott Schwartz.  Taken November 9, 2012.