View allAll Photos Tagged Cloud-based
One thing about being up in the hills is that you get closer to the clouds, and in my case that can only mean delight. looking out under a cloud base that's only a few hundred feet above you gives a great perspective and in some cases creates terrific depth and some gorgeous textures in an image. From the Dinas Mt series this one shows the outcrop of Garn Fawr (not to be confused with the other near Strumble Hd) which is the pimple that can be seen from miles around and gives Dinas Mt it's distinctive shape.
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Initial RGB combine of data taken by the TARO system in the November time frame. Next version will to add in the Ha portion of the data.
This data set is available to any member of the SDAA. Send me a link/invite to some kind of cloud based storage with about 5 gigs of space and I'll up load the data for you.
112_GHP_SoireePortraits_2019.jpg -- Greater Houston Partnership “Emerald City” Soiree 2019 with photography sponsored by Conoco Phillips at Hotel ZaZa August 24, 2019. (Photo by Richard Carson)
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Clear evidence all cones are clouds base. :D This makes me wonder and worry if our data kept on cloud storage is safe at all during these flybys. lol.
I thought there would be fog at a lake below, but the cloud base didn't drop. So I drove up the mountain into the fog and then above it. Too high. I drove back down to this meadow beside the road on the upper edge of the cloud layer with the sun poking through at times.
1449 Manchester Piccadilly-Shefield.
With the light fading fast, and a low cloud base, a 'grainy 119 heads past New Mills South Jct.
11 Jan 18
Aparador / Wardrobe
Possibly a Vestry Cabinet
Attributed as Spanish Colonial
Late 19th century
Mahogany
Stained in the dark brown finish favored by Filipino craftsmen.
A Spanish Colonial (Filipino?) Mahogany wardrobe made in the late 19th century. The the foliate-carved crest above a conforming case fitted with two doors, opening to a hanging space on one side and drawers to the other, the whole elaborately carved with floral and foliate patterns. The case is raised on four heavily carved, cabriolet legs terminating in paw feet resting on a cloud base (an oriental motif not usually found on South American colonial cabinetry). This strange cloud-base motif is the basis for the possible Philippine attribution.
Dimensions: 75 in. H X 57 in. W X 24 in. D
635_GHP_SoireePortraits_2019.jpg -- Greater Houston Partnership “Emerald City” Soiree 2019 with photography sponsored by Conoco Phillips at Hotel ZaZa August 24, 2019. (Photo by Richard Carson)
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The winning fifth-grade team from Fidalgo Elementary in Anacortes, Washington, poses with Peter Cullen, the voice of TRANSFORMERS' OPTIMUS PRIME, in NASA Goddard Space Flight Center's television studio on June 22, 2017.
Read more: go.nasa.gov/2s9O7uc
Credit: NASA/Goddard/Lacey Young
--
NASA’s Goddard Space Flight Center in Greenbelt, Maryland, announced the winners of the 2017 OPTIMUS PRIME Spinoff Promotion and Research Challenge (OPSPARC) on May 5, 2017. With over 800 entries from across the nation between grades 3 and 12, NASA and the public selected winners for three age groups: elementary, middle and high school.
The winners of the 2017 OPSPARC contest met the call to “Be the Spark” behind innovative concepts for new uses of NASA technologies, sharing their spinoff ideas in digital poster boards, called glogs, within a cloud-based, interactive learning and multimedia platform made by Glogster.
151_GHP_Airports_5Oct22 - Greater Houston Partnership State of the Airports with Mario C. Diaz, Director of Aviation, Houston Airports held at the Marriott Marquis October 5, 2022. (Photo by Richard Carson)
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Had a lot of things to finish up for the Art Show at Anime Central 2010 Weds. night since I had to set up on Thurs . :) This is one of those pieces. the ultimate stand-off of Sephiroth and Cloud based off of original pixel art done by my favorite pixel artist, AbyssWolf. <3
I was experimenting a little - due to the drop-off in light levels when this weather front brought a cloud-base that you could almost wear as a hat - with flash. I found that if I took two images in relatively quick succession, the slightly startled subject would immediately search out the source of light; which made for some intriguing, direct interactions with the lens.
Based on an original texture by swimmingintheether
215_GHP_AnnualMeeting_31Jan19.CR2 -- Greater Houston Partnership 30th Anniversary and 2019 Annual Meeting with the Partnership's incoming Chair, Scott McClelland, and President and CEO, Bob Harvey addressing the organization's top priorities January 31, 2019. (Photo by Richard Carson)
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049_GHP_Board_EOreception_4dec18.JPG - Greater Houston Partnership Board reception for elected officials at Partnership headquarters December 4, 2018. (Photo by Richard Carson)
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426_GHP_SoireePortraits_2019.jpg -- Greater Houston Partnership “Emerald City” Soiree 2019 with photography sponsored by Conoco Phillips at Hotel ZaZa August 24, 2019. (Photo by Richard Carson)
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1968 Holt Air Crash, August 19. Two RAF planes collided over Holt. Seven airmen were killed.
Holt has never forgotten it. A raging electric storm, a terrifying explosion and burning wreckage raining down on rooftops and gardens. For 14,500 feet above north Norfolk two RAF jets a Victor aircraft and a Canberra had collided and exploded sending debris crashing to earth for miles around. Thirty years after the August 19, 1968 disaster in which Holt was miraculously spared from destruction a memorial service to remember seven airmen who died was held.
"I am at 13,500 feet and climbing," were the last words from the crew of Victor XH646 before radio contact was lost as the Marham-based plane climbed away from its station on a training exercise. It collided with a Canberra from RAF Bruggen in Germany. Both crews died.
Neither plane was carrying missiles, nuclear or conventional. PC Ian Jarvis, now retired, of Thompson Avenue, had only moved to Holt that weekend and had not taken up duty. "I made the first 999 call," he said. "It was quite incredible. When I got down Kelling Road the burning front cockpit of a Victor was there."
Today there are no physical scars from the terrible night 30 years ago. But in the pine woods of Holt Country Park a deformed pine tree bears testimony to where a body crashed to earth on a young tree thirty years ago.
www.northnorfolknews.co.uk/content/northnorfolknews/conte...
19 Aug 68
XH646
Victor
K1 A
214 Sqn
Kelling Heath Norfolk
Whilst flying in extremely poor weather conditions which rendered the radar cover inadequate, the Victor was in collision with a Canberra. The crews of both aircraft were killed. Squadron Leader Doyle had assumed his responsibilities as a flight commander on 214 Squadron on the morning of his death.
Squadron Leader Michael Thomas DOYLE Navigator
Flight Lieutenant William Anthony GALLIENE Captain
Flight Lieutenant Kenneth John PEACOCK Navigator
Flight Lieutenant Roger Stanley MORTON Co Pilot
The Broken Wings entries say that WT325 belonged to 213 Sqn, and the collision occurred while it was leaving Wainfleet ranges.
Both aircraft were under the control of Eastern Radar at the time of collision. As stated controllers at Watton lost radar contact on both aircraft due to heavy rain clutter on their scopes. One result of the accident was the fitting of a circular polariser on the transmitter aerial of the Radar Type 82 to reduce the effects of rain clutter.
www.pprune.org/archive/index.php/t-303487.html
The same site has this eye witness account
My pal and I were travelling towards Holt in his ancient Morris Minor on the night of the incident. We were about 5 miles from Holt after Cowleys's finest had just managed to get us up one of the highest and steepest hills in Norfolk (about 300ft !) in second gear. Once at the top, we turned Westward into a dark and dismal night, even at this early hour of the night,with constant rain and drizzle.
Suddenly, the whole landscape was lit as daylight in a steady bright sodium type light such that we could clearly see each others puzzled faces. We stopped the car and got out and discussed what it could be. Innocently and foolishly, we thought it might be a nuclear first strike or an accidental explosion and if we would be able to see the mushroom cloud above the cloud base!! It should be remembered this was a short while after the Cuban Crisis and we were still deep into the Cold War. Additionally, just beyond Holt lay the USAF SAC base at Sculthorpe, the Bloodhound missile base of West Raynham and a bit further on RAF Marham. Behind us lay RAF Coltishall.
This 'daylight' lasted, to us, a very long time and there was an eerie silence to go with it until suddenly a lone bright flare like light spiralled down through the highlighted cloud base. Then was a gradual localised increase in the light over the Holt area, accompanied by an ever increasing roaring that reached a crescendo as a very bright flaming mass,accompanied by smaller but equally bright objects, broke through the cloud base and a few seconds later reverted the area back to blackness and silence.
We thought that because of the size of the 'asteroid' type fire, it may have been an airliner and we drove on towards Holt until we reached the outskirts of the town at a hamlet called High Kelling. Here we could see many pieces of smouldering wreckage and as mad as it seemed now, we picked up some with ref numbers on them and took them through the far side of Holt to the local small Police Station ! (We had left some 'cylinders' that were laying around as they looked menacing - anyway they didn't have ref numbers on that we could see. ) The station desk was being manned by one poor PC who must have thought WWW3 had started on his shift as the phone was going crazy and we were not the first to turn the station into Steptoe's backyard. Despite the mayhem all around him, he very politely declined our offer to bring him more wreckage in and advised all that we should leave all where it lay, go home and only report any casualties along the way.
It was amazing that as far as I am aware no one on the ground was seriously hurt but the whole area was shocked at the scale of the loss of life.
www.pprune.org/archive/index.php/t-303487.html
Crew of Victor K Mark I XH646 consisted of :
Sqn/Ldr Michael Thomas Doyle, 504369, Navigator, Royal Air Force, Nationality : British, KIA 19 August 1968, Aged 39
Flt/Lt William Anthony Gallienne AFM, 3132036, Captain, Royal Air Force, Nationality : United Kingdom, KIA 19 August 1968, Aged 36
Fg/Off Roger Stanley Morton, 4232298, Co-pilot, Royal Air Force, Nationality : British, KIA 19 August 1968, Aged 26
Flt/Lt Kenneth John Peacock, 5061994, Navigator, Royal Air Force, Nationality : British, KIA 19 August 1968, Aged 31
www.214squadron.org.uk/Crews_and_losses_Victor_m.htm
One of the Canberra crew, Johan Slabber is commemorated on a South African site. He was a Flight Lieutenant flying Canberras out of RAF Bruggen and was aged 25. The notes read,
Born and raised in Cape Town. Matriculated at Wynberg Boy's High School. Obtained his wings at the South African Air Force Gymnasium in Pretoria. Joined the RAF, after training, flew Vulcan bombers and subsequentley Canberras in 213 sqdn in Bruggen. (Germany). Died as a result of a mid-air collission with a Victor (refuelling tanker) over the village of Holt (near Norwich). Several aircraft from 213 sqdn were involved in a bombing "competition" at the time. The Victor had taken off from a local airfield. Flying conditions were bad - neither aircraft were visible on radar! The fact that the 2 aircraft fell on the village of Holt - with no injuries on the ground, is regarded as a bit of a miracle and is commemorated in the local parish church from time to time
He was buried at Cape Town, (Plumstead) Cemetery, Western Cape, South Africa
www.southafricawargraves.org/lists/Postwar_SAs.htm
Stuart Cowie, aged 24 was buried at St Andrews Churchyard, Cranwell, Lincolnshire
178_GHP_EconomicOutlook2018.JPG - Greater Houston Partnership Houston Region Economic Outlook featuring Ellen Zentner, Managing Director and Chief U.S. Economist with Morgan Stanley Research, on the national economy. In addition, the following panel of local experts will share their perspectives on the region's economyDecember 5, 2018. (Photo by Donna Carson)
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Lines of wind and rain packed together in black grey humidity.Push a sweeping cloud base ever lower.Pouring over bleak soaked hills.Roaring above perpendicular white burns.Deafening and drowning thoughts.Creeping up Strath Nethy nervous amongst shattered rock and scree.By that cold clean burn I brew tea.To make things right.And gaze.Soaking into a melancholy weatherscape of dark shadowed crags.Black coffin ridges.The wind shreds feelings.Tears them into the cold depression.Dark tempered isobars are the unseen perpetrators.The wind rattles on but I know an end will come.When the weather map moves on.
PS I cheered up when the sun came out
115_GHP_EcoOutlook_1Dec21 — 2021 Houston Region Economic Outlook shares perspectives on the region’s economy and future outlook. Speakers include Northern Trust Chief Economist Carl R. Tannenbaum,
and Partnership Senior VP of Research, Patrick Jankowski, December 1, 2021 at the Royal Sonesta in Houston. (Photo by Richard Carson)
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042_GHP_SoireeCandids_2019.JPG -- Greater Houston Partnership “Emerald City” Soiree 2019 with photography sponsored by Conoco Phillips at Hotel ZaZa August 24, 2019. (Photo by Richard Carson)
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044_GHP_SoireePortraits_2019.jpg -- Greater Houston Partnership “Emerald City” Soiree 2019 with photography sponsored by Conoco Phillips at Hotel ZaZa August 24, 2019. (Photo by Richard Carson)
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147_GHP_EconomicOutlook2018.JPG - Greater Houston Partnership Houston Region Economic Outlook featuring Ellen Zentner, Managing Director and Chief U.S. Economist with Morgan Stanley Research, on the national economy. In addition, the following panel of local experts will share their perspectives on the region's economyDecember 5, 2018. (Photo by Donna Carson)
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710_GHP_SoireePortraits_2019.jpg -- Greater Houston Partnership “Emerald City” Soiree 2019 with photography sponsored by Conoco Phillips at Hotel ZaZa August 24, 2019. (Photo by Richard Carson)
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083_GHP_HypeImpact_8nov18.JPG -- Greater Houston Partnership Young Professionals & Entrepreneurs (HYPE) Impact Awards recognizing and rewarding young professionals and entrepreneurs for their contributions to our community November 8, 2018. (Photo by Richard Carson)
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051_GHP_EconomicOutlook2018.JPG - Greater Houston Partnership Houston Region Economic Outlook featuring Ellen Zentner, Managing Director and Chief U.S. Economist with Morgan Stanley Research, on the national economy. In addition, the following panel of local experts will share their perspectives on the region's economyDecember 5, 2018. (Photo by Donna Carson)
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We walked Ruby in the local woods the cloud base was very low and sure enough before we got home it rained. But even so I still manages to get a couple of images and what surprised me was that the holly was flowering which I feel is somewhat premature.
Reiter Berry Farms, in Watsonville, CA, on Thursday, August 27, 2015, are working with the U.S. Department of Agriculture (USDA) Natural Resources Conservation Service (NRCS) to improve on the 30% water savings they already achieve with precision micro subsurface irrigation. The use of a Wireless Irrigation Monitoring Network (WIN) to collects data from wireless solar powered soil tensiometers, and weather field stations positioned throughout farms in three counties enable them to track soil, temperature, and humidity conditions with a cloud-based irrigation management system, to better manage watering and soil conservation efforts in more than 700 acres. They actively share their data, methods, and experiences with other producers. Better management by producers using a currently dwindling supply and quality of ground water (wells) in this county will help recharge the aquifer and prevent the migration of nearby Pacific Ocean salt water into the ground water they use. This is one of the ways growers are extending the water supply. Reiter Affiliated Companies (RAC) has been involved with family farming since 1868; is a leading fresh, multi-berry producer in the world; and a leading supplier of fresh strawberries, raspberries, blueberries and blackberries in North America. USDA Photo by Lance Cheung.
167_GHP_SoireeCandids_2019.JPG -- Greater Houston Partnership “Emerald City” Soiree 2019 with photography sponsored by Conoco Phillips at Hotel ZaZa August 24, 2019. (Photo by Richard Carson)
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049_GHP_SoireePortraits_2019.jpg -- Greater Houston Partnership “Emerald City” Soiree 2019 with photography sponsored by Conoco Phillips at Hotel ZaZa August 24, 2019. (Photo by Richard Carson)
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Reiter Berry Farms, in Watsonville, CA, on Thursday, August 27, 2015, are working with the U.S. Department of Agriculture (USDA) Natural Resources Conservation Service (NRCS) to improve on the 30% water savings they already achieve with precision micro subsurface irrigation. The use of a Wireless Irrigation Monitoring Network (WIN) to collects data from wireless solar powered soil tensiometers, and weather field stations positioned throughout farms in three counties enable them to track soil, temperature, and humidity conditions with a cloud-based irrigation management system, to better manage watering and soil conservation efforts in more than 700 acres. They actively share their data, methods, and experiences with other producers. Better management by producers using a currently dwindling supply and quality of ground water (wells) in this county will help recharge the aquifer and prevent the migration of nearby Pacific Ocean salt water into the ground water they use. This is one of the ways growers are extending the water supply. Reiter Affiliated Companies (RAC) has been involved with family farming since 1868; is a leading fresh, multi-berry producer in the world; and a leading supplier of fresh strawberries, raspberries, blueberries and blackberries in North America. USDA Photo by Lance Cheung.
199_GHP_Airports_5Oct22 - Greater Houston Partnership State of the Airports with Mario C. Diaz, Director of Aviation, Houston Airports held at the Marriott Marquis October 5, 2022. (Photo by Richard Carson)
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423_GHP_SoireePortraits_2019.jpg -- Greater Houston Partnership “Emerald City” Soiree 2019 with photography sponsored by Conoco Phillips at Hotel ZaZa August 24, 2019. (Photo by Richard Carson)
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200_GHP_SoireeCandids_2019.JPG -- Greater Houston Partnership “Emerald City” Soiree 2019 with photography sponsored by Conoco Phillips at Hotel ZaZa August 24, 2019. (Photo by Richard Carson)
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316_SoireeWall_11Nov21 - Greater Houston Partnership Soirée annual gala celebrating Houston as a truly global city at Hotel ZaZa chaired by Margaret and Thad Hill November 11, 2021. (Photo by Richard Carson)
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113_GHP_EcoOutlook_5dec19— Greater Houston Partnership's Annual Houston Region Economic Outlook event featuring a keynote presentation by Helen Currie, Chief Economist with ConocoPhillips December 5, 2019. (Photo by Richard Carson)
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Visibility through the mountains was particularly good allowing a near perfect view of the snow capped summit of Snowdon up through the valley, Cwm Llan waterfall can also be seen in the middle distance.
This image was taken on the same day as the previous upload with just sufficient time to manage a few shots during the infrequent breaks of light through the cloud base.
Just to drive through the mountains is such an amazing sight but also good to get off the beaten track away from the typical tourist routes to absorb the tranquility of your surroundings, I could sit for hours just taking in the views around me at the time, it was extremely peaceful with no 3G or mobile phone network available until you hit upon civilisation again.
This particular day saw us take the route from Trawsfynydd through Llan Ffestiniog, Betws-Y-Coed, Capel Curig and on to Beddgelert and venturing up some of the tracks to gain a little height.
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017_GHP_EcoOutlook_5dec19— Greater Houston Partnership's Annual Houston Region Economic Outlook event featuring a keynote presentation by Helen Currie, Chief Economist with ConocoPhillips December 5, 2019. (Photo by Richard Carson)
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133_GHP_SoireePortraits_2019.jpg -- Greater Houston Partnership “Emerald City” Soiree 2019 with photography sponsored by Conoco Phillips at Hotel ZaZa August 24, 2019. (Photo by Richard Carson)
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083_GHP_Diversity_25Oct22 - The Greater Houston Partnership Houston DiverseCity Summit, an inspiring one-day convening to advance equity and inclusion in the greater Houston region held at the Marriott Marquis October 25, 2022. (Photo by Richard Carson)
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225_GHP_SoireePortraits_2019.jpg -- Greater Houston Partnership “Emerald City” Soiree 2019 with photography sponsored by Conoco Phillips at Hotel ZaZa August 24, 2019. (Photo by Richard Carson)
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153_GHP_EconomicOutlook2018.JPG - Greater Houston Partnership Houston Region Economic Outlook featuring Ellen Zentner, Managing Director and Chief U.S. Economist with Morgan Stanley Research, on the national economy. In addition, the following panel of local experts will share their perspectives on the region's economyDecember 5, 2018. (Photo by Donna Carson)
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F-16 Viper does a flyby.
Viper is one of the nicknames given to the Lockheed (formerly General Dynamics) F-16 Fighting Falcon. This one has a special paint job and is participating at the 2022 Wings Over Houston air show.
199_GHP_Diversity_25Oct22 - The Greater Houston Partnership Houston DiverseCity Summit, an inspiring one-day convening to advance equity and inclusion in the greater Houston region held at the Marriott Marquis October 25, 2022. (Photo by Richard Carson)
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034_GHP_SoireeCandids_2019.JPG -- Greater Houston Partnership “Emerald City” Soiree 2019 with photography sponsored by Conoco Phillips at Hotel ZaZa August 24, 2019. (Photo by Richard Carson)
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Included out of interest (and because Amy Lloyd has nagged me) these are my 'press day' shots from an early Fighter Meet at North Weald, probably Fighter Meet '90 or '91. They are poor quality and had to be scanned from prints as the negatives were even worse.
The only current female Spitfire pilot, Carolyn Grace, was there with her former D-Day Spitfire Mark IX. This aircraft shot down a JU88 on D-Day and was subsequently turned into a two-seater.
One of the Hannahs, probably Mark Hannah, staged a couple of low fly-bys in a De Haviland Vampire. How low? The grass around us 'cracked' audibly every time he passed. I also met Gary Numan and had a long chat with him while another reporter from a rival newspaper was kicking me in the ankle and trying to get me to shut-up about aeroplanes so she could ask him about his latest album.
The best bit was the flight in the PBY Catalina. They took the press up in the Cat and Carolyn Grace flew alongside of each machine-gun blister and allowed us to do air-to-air photography. We were just on the edge of the cloud base so the results were milky, at best, but i have just run them through Photoshop to improve the content and contrast.
Remember, all these are scanned from 35mm postcard-sized prints.
Now part of a set: www.flickr.com/photos/barryslemmings/sets/72157605106159145/
Chronicles of PBY-5A Buno 2459; The top-scoring allied antisubmarine aircraft of WW.II
On November 15th 1941 PBY-5A Catalina Buno 2459 (c/n 300) rolls of the production line. It is one of a series of 33 for the U.S. Navy ordered in December 1939. Who would have thought at that time this Catalina would sink three submarines, damage one more, fight fires in Chilli and Canada and doing roundflights with passengers in the Netherlands, would still be flying almost 69 years later! The story of this Catalina truly is remarkable.
Buno. 2459’s first mentioning in the war diary of VP-73 is on December 23rd 1941. Three planes drawn from VP-83 are test flown at NAS Norfolk, Virginia and put on board seaplane tender USS Albemarle (AV-5) at NOB Norfolk for shipment to Iceland that day. One of these planes was Buno 2459 (73-P-9). The USS Albemarle departed on the 28th and transported one division of VP-73 (Second Division). Commanding officer was David W. Shafer. While on route to Iceland via Quonset Point, Rhode Island and Argentia, Newfoundland it picked two more Catalina’s of VP-83 at Quonset Point making a total of five Catalinas. After arriving at Hvalfjord, Iceland the five Catalina’s were flown to Fleet Air Base at Reykjavik between the 12th and the 16th of January.
The five PBY-5A Catalina’s replaced the PBY-5 of VP-73's Iceland division. This was done because winter operations at Iceland and Argentia were considered "extremely hazardous" as concluded in a study made by the Bureau of Aeronautics. On the 15th of January three PBY-5's of VP-73 at anchor in Skerjafjördur (seaplane anchorage adjacent to Reykjavik airfield) were lost during a storm with wind of 90 kts, gusting to 120 kts. The four PBY-5As that were already at the airfield were tied down but it took all hands and all available lines and weights to secure the planes.
Coastal Command
In January flight operations were curtailed because of the bad weather and familiarisation flights to check out pilots commenced not until the 21th. On February 1st Buno. 2459 starts an operational life common to many a Catalina: hours of boredom with a few moments of sheer terror. During February and March Buno 2459 made 20 operational flights. Six were on escort flights, two on ice-reconnaissance flights, one on antisubmarine patrol and eleven on the socalled “Hvalfjord Sweeps”, antisubmarine sweeps of the approaches to the naval anchorage at Hvalfjord. The ice-reconnaissance flights to Greenland (of which Buno 2459 flew its first on March 9th) were flown regularly by Iceland-based aircraft to establish the position of ice on the Denmark Strait, the stretch of ocean between Iceland and Greenland. A vast number of ships sailed through the Strait to reach the North Russian ports, including the infamous PQ/QP convoys bringing much needed war supplies to the hard-pressed Russians.
Although flight operations were badly affected by the bad weather in April, Buno 2459 was forced back twice because of zero visibility and icing, Buno 2459 made fifteen operational flights. During May a new duty was included into the operations of VP-73. The North Atlantic ferry route was inaugurated to handle the massive flow of air traffic from the United States to the European war theatre. Reykjavik was one of the sagging posts on this route and from this month on VP-73 would provide planes on stand-by for rescue operations. Also eight PBY-5As of VP-73's First Division arrived in Iceland.
During an ice-reconnaissance flight to Jan Mayen island on the 23rd of June, a flight of close to twelve hours, Buno 2459 sighted a German Heinkel He 111 north of Iceland. The enemy was not engaged with gunfire.
In July 1942 The Germans renewed their campaign against the transatlantic convoys and VP73 was to become heavily engaged in many of the ensuing battles. During the month of August the PBYs of VP-73 made nine attacks on U-boats. Buno 2459 attacked twice and sank its first. On August 9, shortly before noon, Lt.(jg) Henry C. Colee, Jr. took off in Buno 2459 to conduct an A/S sweep South West of Iceland. At 1706 hrs a U-boat was sighted three miles dead ahead. The U-boat's conning tower was all that was visible and it submerged immediately. Lt.(jg) Colee started Buno 2459's first attack and arrived one minute after the U-boat had disappeared and dropped six depth charges set to explode at a depth of 50 feet, in a stick 68 seconds after the U-boat submerged. All the bombs exploded but it was estimated that they caused no damage as the U-boat would have reached a safe depth. This was VP-73's fifth U-boat attack and Lt.(jg) Colee's second.
The British Task Force SN-73 passed Iceland 250 miles to the Southeast on the 20 August. Lt.(jg) Robert B. Hopgood took off in Buno 2459 from Reykjavik a few minutes before 3 a.m. to cover the Task Force. Shortly before dawn while flying in low visibility under a low cloud base at 500 feet he happened upon U464. U464 (commanded by Kapitänleutnant Harms) was a valuable type XIV Milchkuh Utanker. A type XIV Milchkuh could carry enough fuel-oil to replenish twelve type VIIC boats for four weeks. U464 had departed Kiel on 4 August and was on its maiden voyage to replenish U-boats in the Atlantic.
At first tbe fully surfaced U-boat was believed to be one of the task force's destroyers and a recognition signal was fired from the plane's blisters.
The initial sighted was made at a range of one and a half miles dead ahead. But when the plane came in closer the object was recognised as being a U-boat. Lt.(jg) Hopgood went straight for an attack, releasing five 250lb. depth charges directly across the U-boat's beam in what appears to have been a perfect straddle. The plane carried six depth charges but one failed to release. The explosion lifted the U-boat almost clear of the water and it was evidently badly damaged.
Following the attack Hopgood made several strafing runs firing his .30 and .50-caliber machine guns to which the enemy replied with accurate antiaircraft gunfire forcing the plane to withdraw to safe distance (after the plane returned to base 25 small shrapnel holes were discovered in its wings). For the next forty-five minutes Hopgood circled the disabled U-boat, but lost sight of it when a rain squall closed in on the area. He started searching for the convoy with which he remained until 0715 hrs. While searching for U464 again Hopgood first came across an oil-slick and then sighted an Icelandic fishing vessel (Skaftfellingur) with U464 alongside. The U-boat was heavily listing to one side and its crew were in process of boarding the fishing vessel. The plane made a low pass and was fired upon by the U-boat's crew. In fear of hitting the fishing vessel the gunfire was not returned. Hopgood returned to the convoy he'd been assigned to and summoned one of its destroyers (HMS Castletown) to the scene. While flying back and forth between the destroyer and the U-boat directing the destroyer to the scene he found the U-boat gone, presumably scuttled by its crew. Shortly afterwards the destroyer arrived and took 52 German prisoners on board (two German sailors were killed).
A rather interesting angle to this victory came later when the squadron learned from the British that the depth charge inflicting the mortal wound to U464 was one that had fallen harmlessly on the deck end was held in place by the deck grating. Apparently a 'green' seaman simply rolled the deadly bomb over the side. When it reached the depth for which its hydrostatic fuses were set to detonate the explosion it went off causing lethal damage to boat. Every submariner should have known that the only way to save the boat would have been to roll the bomb onto a raft or lifeboat and set it adrift.
Another interesting sideline to Hopgood's attack on U464 gave birth to a since-famous U.S. Navy phrase: "Sank sub, open club'. The Fleet Air Base and air detachment in Iceland were commanded by Captain (later Rear Admiral) Daniel V. Gallery, jr., a tough and uncompromising naval officer. Gallery was utterly distressed with VP-73's failure to sink U boats. The squadron had delivered some seven attacks on U-boats over the past few weeks, all of which were “muffed” in his opinion. He possibly felt that the poor performance of his crews was caused by too many late nights spent in the Officers Club, so he ordered the club closed until the squadron sank a U-boat. Captain Gallery also pointed out the requirements for obtaining confirmation of the sinking of the U-boat. "What it amounts to", he told the crews, "is that in order to obtain confirmation of the sinking of a German U-boat, you fellows have to bring in the sub skippers pants as proof. Following Hopgood's attack all ears at Coastal Command headquarters were glued to the radio listening to Hopgood's reports of the dramatic development taking place out at sea. The reports were all framed in very officies language and coded, of course. Then at the end when the destroyer had taken the Germans off the Icelandic fishing vessel, Hopgood's final report came in to Gallery in plain English, no code, saying: “Sank sub, open club”. And they sure did, they damn near blew the roof of the joint. Hopgood further requested that as soon as the U-boat skipper was given dry cloths, his pants be forwarded to Captain Gallery. The salt-encrusted trousers served as a valance over the mirror in VP-73s officers club bar for the remainder of the squadron's tour.
Two months after Buno 2459's successful attack VP-84 took over the tasks of VP-73. About half of squadron VP-73 was already en route to the United States when orders were received to return to Iceland and then on to North-Africa. Some of VP-73's planes were probably quite battered and in need for overhaul so seven of these were exchanged for newer planes of VP-84. One of the planes passed to VP-84 was Buno 2459 which became 84-P-7. During its last operational flight for VP-73 on 5 October Buno 2459 came to battle U582 a type VIIC U-boat. Its assignment that day was to cover convoy HX-209 400 miles south of Iceland. The convoy was being pursued by a 'Wolf Pack' of seventeen U-boats. With the 'Wolf Pack' tactics, which the Germans started in August of 1942, one submarine would locate a convoy and call in others to attack the convoy en masse.
Fifteen minutes after reaching the convoy in the morning of 5 October, the crew of Buno 2459, with Chief Aviation Pilot M. Luke in command, sighted a fully surfaced U-boat ten miles away end about fifteen miles ahead of the convoy's starboard column. Diving from 2000 to 75 feet Luke dropped four 650lb. depth charges on the still visible U-boat in a perfect straddle: two bombs failing on each side of the U-boats hull. Following the explosions the U-boat sank from sight and the only evidence of damage was a patch of oil seen on the water after the attack.
There was every reason to believe that this attack resulted in the destruction of the U-boat. But for some reason this was overlooked when U-boat attacks were assessed after the war. The credit for sinking U582 was given to a Hudson of 269 squadron of the RAF. Research by Ragnar Ragnarsson shows that the mentioned Hudson sank.
Another U-boat on the same day in the same area (U619). In Robert L. Carlisto's book "Cats over the Atlantic: VPB-73 In World War II" the sinking of U582 is credited to another VP-73 plane: 73-P-12 (Buno 02974) flown by Ensign William R. Huey. Again Ragnar Ragnarsson's research shows this to be incorrect. Buno 02974 attacked U257 which is confirmed by war diary of the U-boat. The U-boat narrowly escaped with heavy damage.
As a result of the strong air coverage by RAF Liberators and the aforementioned Hudsons and Catalinas the 'Wolf Pack' was driven off and ordered to break off at first light the next moming. The rest of her voyage HX-209 sailed unmolested having lost only one tanker to the enemy. To Admiral Dönitz, C-in-C of the U bootwaffe, the operation against HX-209 was a total failure. Only one ship sunk for the price of two destroyed U-boats and a third heavily damaged. When VP-73 left Iceland the squadron's planes had made thirty attacks on U-boats. Two submarines were sunk, both by Buno 2459.
After heavy storms and few operational flights during the winter period of 1942-1943 the weather improved in April 1943. By then the U-boats had adopted so-called 'fight-back' tactic. With this tactic, instead of diving when an aircraft was sighted, a U-boat would stay surfaced and fight back when it was not possible to reach a depth of 80 meters before the plane reached the U-boat. Because standard Catalinas are unsuited for this type of warfare some Catalinas were fitted with a fixed .30 calibre gun in the bow. The barrel of the gun protruded through the air thermometer hole. Later experiments were even made with a 20 mm canon obtained from a P-38 squadron. Two planes were fitted with the experimental installation, one being Buno 2459. As we will see later on the canon was only fired once before it jammed.
The effectiveness of the .30 calibre gun was demonstrated several times but its use produced a serious snag: it upset the bomb aim when used during the final stage of the run. On several occasions when the pilot's attention was focused on firing the gun rather than on the bomb run, the plane drifted from its target upsetting the bomb aim. Another problem was the Catalina's high angle of incidence which caused the gunfire to fail short when the plane dove towards its target. On April 28 Lieutenant (jg) William A. Shevlin flew Buno 2459 to cover convoys ONS5 and SC127 when a U-boat was sighted by Shevlin's copitot Ensign Albert M. Slingluff. This was probably the 1100 ton type IXC/40 long-range U528. The U-boat's lookouts apparently spotted the plane before they were sighted themselves. The boat disappeared thirty-five seconds before the plane arrived over it's swirl. Wisely, Shevlin withheld his bombs but only this time. Because, later when he returned to the spot he sighted a fully surfaced U-boat was seen off the port bow at a range of three and a half miles. Visibility was poor and the U-boat's lookouts supposedly did not notice the approaching plane until it was only a mile away. As the enemy crash-dived Shevlin dove in. He crossed the boat from port quarter to starboard bow, raking it with 200 rounds from the .30-caliber fixed bow gun. The U-boat was still only half submerged when Shevlin released the four depth charges, aiming them to strike the water just ahead of the conning tower. But, because he had been pointing the Catalina's nose at the U-boat while firing his fixed bow gun, the depth charges dropped slightiy farther ahead than intended. Nevertheless, they hit the water close by the U-boat's bow and it is difficult to imagine that the boat had escaped unscatherd. Still, evidence of the damage being all-important, this well executed attack was officially judged as a near-miss due to "insufficient evidence of damage." Before long, however, the result of Shevlin's attack became known. On 11 May 1943 U528 (Oberleutnant zur See von Rabenau), one of the boats operating against ONS5, was sunk in the Bay of Biscay by British air and naval forces. Interrogation of the boat's survivors revealed that on 28 April the boat was attacked from the air with four depth charges that exploded close by its bow. Three torpedo tubes were damaged and the boat was unable to launch its warheads. Furthermore, several air bottles were put out of action and the boat was leaking fuel. After determining the extent of damage, von Rabenau decided U528 was unfit for further operations and headed back to port for repairs.
A “simple” Air Sea Rescue (ASR) flight nearly ended Bu 2459's career on 14 June 1943. Lieutenant (jg) 'Roy' Neff took off to search for the crew of a missing PBY-5A of VP-84. He had all disposable items be removed of the aircraft to be as light as possible for a possible open sea landing. The fixed .30-caliber nose gun was left in place though.
While circling a Faeroes fishing schooner the schooner, probably thinking it was under attack by a German reconnaissance aircraft, fored its ingenieus defence mechanism - a parachute cable. This parachute cabine consisted of a steel cabine with canisters at each end containing a small parachute. When fired in the flight path of an aircraft the cable wrapped around the wing of its target and the chutes discharged from the canisters. The drag thus created was designed to yank the plane to one side with such force that it would plunge to sea out of control. Although Buno 2459 suddenly jolted violently to one side, by a stroke of good fortune one of the canisters became embedded in the starboard aileron and did not discharge its chute. It did jam the aileron and the other chute trailed beside the tailplane, its chute fully open. With full opposite rudder Lieutenant Neff kept the PBY under control despite the hard starboard pull. But something had to be done fast. Ordnanceman A.B. Grant rushed to the bow and quickly dismantled the fixed .30-caliber gun from its mount and brought it to the starboard blister. He took aim and with superb marksmanship shot the chute canisters from both ends of the cabine with a few short bursts. After a landing at the emergency landing field Höfn on Iceland's Southeast coast, where the cabine was removed, Buno 2459 returned to base.
Only ten days after the almost fatal incident, 24 June 1943, while flying south of Iceland Lieutenant (jg) Joseph W. Beach's copilot Lieutenant (jg) Albert M. Slingluff sighted a fully surfaced U-boat six miles slightly off the port bow. The Catalina was armed with three depth charges and a homing torpedo familiarly referred to by its users as “Fidol”. The U-boat spotted was U194 (Kapitänleutnant Hermann Hess); the first of the type IXD2 very long range Oberseekuh Ucruisers to put out of poil for an operation in the Indian Ocean. Lieutenant Beach went straight for his quarry, diving from 1600 feet. After initially not showing any reaction the U-boat suddenly brought its stem to point at the attacking plane. At the same time puffs of black smoke were seen at the conning tower, the Catalina was under fire. Beach aimed the Catalina's nose at the U-boat and pressed the firing button of the 20-mm fixed bow gun now fitted on the aircraft. As mentioned before, one round was fired before a gas jet broke. Afterwards the failure was attributed to the crew's lack of knowledge in the gun's operatie Beach unhesitatingly pressed home his attack while the U-boat's deck and conning tower were kept by the remaining .30-caliber gun. At an attitude of only 65 feet Beach crossed the U-boat stern to bow but the three depth charges failed to release. Pulling away from the attack Beach made a climbing left turn. The U-boat turned with him, keeping its stern pointed at the plane to bring the full force of its antiaircraft guns to bear. Beach circled his quarry at a distance while trying to manoeuvre the Catalina for abeam attack, but to no avail. The enemy always managed to keep his stem pointed in the plane’s direction. A remarkable feat considering that manoeuvrability was not a strong point of these large long-range boats. The second run was started from a mile and a half in face of heavy gunfire. As the Catalina passed over the U-boat stem, to bow the two starboard depth charges were released manually. Both fell short and exploded some 50 feet astern the boat. Beach came in almost immediately for the third time hoping the remaining depth charge would release. But the bomb release failed again. Kapitänleutnant Schoner had clearly had his fill and crash-dived. it was his last dive, for Beach dropped his 'Fidol' in the enemy's wake. Fifty seconds later the crew watched as the torpedo's shock wave caused a mushroom-like upheaval on the surface. The missile had found its target, but lacking the all-important visible evidence of damage the destruction of U194 could only be confirmed untit after the war.
Buno 2459 finished the war with three U-boats (U464, U582, and U194) sunk, and a fourth (U528) severely damaged.
During its operational assignment to VP-73 and VP-84, Buno 2459 flew a total of 195 operational missions, 92 with VP-73 and 103 with VP-84. The highest monthly tally was in May 1942 when it carried out 18 sorties for VP-73, closely followed by 17 with VP-84 in May 1943, the month the German U-boats were run out of the North Atlantic. It finished the war with three U-boats (U464, U582 and U194) sunk, and a fourth (U528) severely damaged. It is believed to be the highest score achieved by a single allied antisubmarine aircraft of any type in WW.II
Prior to its departure from Iceland on 1 September 1943, Buno 2459 transferred to FAW 7’s Hedron, where it remained until January 1944 when it was assigned to a unit named Atlanta Test 39. Buno 2459 was flown out of lceland to Quonset Point, R.I. by Lt. G.S. Smith on 1 September 1943, via BW-l, Greenland and Goose Bay,Labrador, arriving at Quonset Point on 3 September 1943. The total flying time from Reykjavik to Quonset Point was 20 hrs. 25 min.
The following September it was briefly assigned to the resident Operational Unit at NAS Anacostia, Washington, DC, before passing to the Naval Air Navigation Radio School at Gainsville, Georgia, in October. Towards the end of 1944, Buno 2459 spent a month or so with Assembly & Repair at Pensacola, presumably for maintenance, before transferring to the US Coast Guard in December 1944, and assigned to the Coast Guard Air Station at Elizabeth City, North Carolina, were it was taken on charge by the station's Operational Unit. It was still at Elizabeth City when stricken from the Navy's inventory on 31 October 1945.
By: Prudent Staal