To implement this solution, a Probe Refueling Adapter (or simply a hose-and-cone refueling adapter) was developed, which is installed in the nose of the aircraft beneath the cockpit. This innovation is notable for the fact that it does not require significant structural modifications to the aircraft. According to the National Guard test center, this adapter can be installed or removed directly at the airfield in a matter of hours, allowing the aircraft’s configuration to be quickly adapted to a specific mission.

With the new system, the A-10 will be able to refuel from Lockheed Martin HC-130J aircraft, which are used in search-and-rescue operations alongside Sikorsky HH-60W helicopters. These platforms are better suited to the attack aircraft’s operating speeds and altitudes, particularly when performing close air support and rescue missions. The introduction of an alternative refueling method also resolves compatibility issues with the new Boeing KC-46 Pegasus tankers, which still face technical limitations when operating with light and slow aircraft such as the A-10.

Testing and certification were completed in record time, it took only a few weeks from concept to operational approval. The first successful refueling flight from an HC-130J has already been completed, confirming the system’s readiness for practical use. It is spotted during the operation “Epic fury”.

Srećko Bradić

References:

A New Device Gives the A-10 Warthog Another Way to Refuel

https://www.twz.com/air/a-10-warthog-being-tested-with-aerial-refueling-probe

Warthog Learns a New Trick: A-10 Gets Probe-and-Drogue Refueling

Pilatus PC-9 is a Swiss single-engine turboprop aircraft manufactured by Pilatus Aircraft. Its first flight took place on May 7, 1984, and the first foreigner operator were Royal Saudi Air Force. Powerplant of this two seat airplane is a Pratt & Whitney PT6A-62 turboprop. Cockpit include ejection seats, electronic flight instrumentation and environmental control systems. These have become largely popular among military trainers, but are also flown for purposes of forward air control and aerobatics.

Here is presented Pilatus PC-9B (D-FCMT), Serial No.: 166, of QinetiQ, Germany. QinetiQ is the leading provider of operational live aerial training services to the German Bundeswehr. It is one of twelve Pilatus PC-9 B operated by QinetiQ. QinetiQ’s PC-9B further enhance the provision of Aerial Training Services (ATS), specialized Joint Terminal Attack Controller (JTAC) and Close Air Support (CAS) training to the German Armed Forces and other international customers. They are flown by highly skilled, military-trained pilots, deliver a range of services including target towing, close-air support, maritime air operations, ground control intercept training and air traffic control training.

Srećko Bradić

The Fairchild C-119 Flying Boxcar is an American military transport aircraft developed from the World War II-era Fairchild C-82, designed to carry cargo, personnel, litter patients, and mechanized equipment, and to drop cargo and troops by parachute. First C-119 made its maiden flight in November 1947, and by the time production ceased in 1955, more than 1,100 C-119s had been built. Its cargo-hauling ability and unusual twin-boom design earned it the nickname “Flying Boxcar”. The USAF used the airplane extensively during the Korean War, and many more were supplied to the U.S. Navy and Marine Corps and to the air forces of Canada, Belgium, Italy and India. In South Vietnam, the airplane once again entered combat, this time in a ground support role as AC-119 “gunships” mounting side-firing weapons capable of firing up to 6,000 rounds per minute per gun.

The C-119 was used by the USAF Thunderbirds as a support aircraft from 1954-1959. The plane could carry 30,000 pounds of cargo or 62 fully equipped paratroopers. Clamshell doors at the rear of the plane could be opened for quick loading and unloading of cargo, which could include Jeeps, trucks, and artillery.

Specifications:

Span: 109 ft. 4 in.
Length: 86 ft. 6 in.
Height: 26 ft. 8 in.
Weight: 153,000 lbs. max.
Armament: None
Engines: Two Wright R-4360s of 3,500 hp. each

Performance:

Maximum Speed: 290 mph.
Cruising Speed: 200 mph.
Range: 2,000 miles
Service Ceiling: 30,000 ft.

All photos from Srećko Bradić personal collection

Srećko Bradić

Lets mention words of the founder, Yannis Kadari:

Mes amis, chers lecteurs,

En tant que fondateur et dirigeant des éditions Caraktère, c’est à moi que revient le douloureux privilège de vous annoncer que la société cessera ses activités dans les prochaines heures ; après l’audience de ce lundi au tribunal de commerce de Marseille (là où elle est née le 6 juin 2003) Caraktère n’ira pas plus loin.

L’entreprise n’est plus en mesure de poursuivre son aventure, la chute vertigineuse des ventes qui a touché le monde de l’édition durant cet été a rendu vain toute tentative de redressement. C’est donc avec une immense tristesse que je vous annonce la fermeture prochaine de notre site internet et de la société. La prise de commandes est désormais impossible. Plus aucun magazine ne paraîtra, et nous ne savons pas si un éventuel repreneur se manifestera. Nous servirons un maximum de commandes aujourd’hui. Certaines commandes (abonnements) ne seront pas prises en compte, pour éviter de vous faire dépenser de l’argent pour rien. D’autres l’ont été, nous ne pouvions pas faire autrement à ce moment-là.

Fortement touchée par la catastrophe de la faillite de Presstalis en 2017, puis celle d’Export Press, puis la crise sanitaire du Covid, Caraktère a toujours réussi à faire face. Pareillement, la société a été capable d’absorber les hausses délirantes de papier et d’énergie en 2021-2022 ainsi que les taxes stupides et injustes imposées par l’État à travers l’ARCEP, mais le coup fatal aura été porté sur le front intérieur : le durcissement des règles de distribution, la chute du réseau des marchands de journaux, la hausse continue des coûts de distribution, sans parler des tracasseries administratives qui n’en finissent jamais, m’ont amené à mettre Caraktère sous la protection de la loi en novembre 2024. Si la sortie du printemps 2025 s’annonçait difficile mais pas impossible, en revanche, les mois de juin, juillet et août ont été désastreux sur le plan des ventes de magazines, alors que les sommaires étaient bons. Certaines revues ont connu des baisses de plus de 20 % de leurs ventes ; du jamais vu en 22 ans de métier ! Nos livres ne sont plus achetés non plus, malgré le soin apporté à leur confection par toute l’équipe. Avec de moins en moins de clients, une entreprise ne pas peut pas survivre.

Avant que les habituels experts auto-proclamés ne se lancent dans des analyses fumantes, sans rien connaître à ce métier, sur « le pourquoi du comment de la fin de Caraktère », je tiens à vous encourager à soutenir les éditeurs restants, nos confrères, qui sont aussi dans une situation très compliquée. Car c’est toute la presse magazine indépendante française qui est en danger de disparaître.

Je voulais vous dire un grand merci, du fond du cœur, pour ces 22 années de passion commune. Rien n’aurait été possible sans vous tous. Cette aventure merveilleuse qu’aura été Caraktère, c’est la vôtre !
Je souhaite aussi m’excuser auprès de vous pour ne pas avoir été capable de redresser la situation. J’ai essayé de trouver des investisseurs, des repreneurs, mais beaucoup sont inquiets et ils ne souhaitent pas prendre de risques.

Je maintiendrai actives les pages Facebook pendant un certain temps pour répondre à vos questions et vous tenir informés de la procédure. Quant à moi, il ne me reste plus qu’à me « réfugier » chez la microscopique Overlord Press, et à réfléchir à ce que je peux faire ou pas. Allez savoir, on se retrouvera peut-être.
Merci,

Yannis Kadari

Fondateur (à jamais) des éditions Caraktère

Early Warning

If you take a look on my other web site www.sreckobradic.com you will notice much of articles related to social destruction, technology and other things, which indicate that we are in special period of civilization, with obvious note that civilization is under collapse and this is processes held by organized groups. This is what I talk in past with Yannis and we mention that when we met in 2016. That was amazing meting, chat, dinner, this will never to forget.

Internet kill many things. People want more and more free things and brain was to many arested so many people are unabled to read larger text, all result to effects of short movies and text messages. This is why I want and with support, have start one edition of publications with just 48 pages, originaly I wanted even shorter, 32. This is what affect many publisher, piracy of the new printed publication wipe of part of readers. So many time I have argue with admins of some groups on VK who have published Caraktere publication there for free download in digital form.

Yannis understand al of this, from market problems, readers problems and also that word will face some notorious and sinister changes. Faced with those events, I did get house at countryside at 2015., Yannis did the same. Smart and wise man. And under new condition, he continue work.

CoVid killer

Then come the one major event, after that world is not the same anymore. Well known Covid crisis, which make people one big flock controlled by dozen of world manipulators. This make disaster for many, including of Caraktere. Readers rapidly drop down, paper prices as well print service grown up. With so many of editions covering land, sea and air, it is more then difficult challenge to face with it. Also some valuable members and authors were lost, like Jean Claude Mermet, one amazing researcher and great friend. I will definitely miss him. Few years before, Caraktere lost its Editor, famous CJE. CJE did help me to become part of the Caraktere and work there for a many years.

[See image gallery at www.letletlet-warplanes.com] Yannis under new circumstanced continue to bravery manage publications, they keep on they top content, find new resources and keep good work conditions with authors. They always good pay to contributors and treat em with respect, many other publications can not say the same.

The End?

Not sure in that. Yannis will not give up so easy after so many years and experience in publishing. Maybe he will hibernate some period and he will be for sure back one day. Just hope he will survive what will come, creators of world crisis are still in force and did not give up from their sinister mission. From my side, I am grateful first in friendship, attitude and respect I receive from Yannis and his team. It is my great pleasure to say that I was part of for sure best publisher in the world, no one could match them. For a period, Caraktere was my second home. Even after this farewell, they publications will be most wanted for a many years to come.

Srećko Bradić

In the outbreak of the WW2 United States doctrine of anti submarine aerial fighting based on PB (Patrol Bomber) seaplanes and in moment of Pearl Harbor attack, PBY Catalina was their primary airplane in the role. Till then, United States was neutral and they observe with care aerial anti ship and anti submarine fighting of Great Britain. First day of war declaration, Britain lost one vessel due to the German submarine action. Another type dedicated to replace Catalina was Martin Mariner, first flown in 1939 and introduced into service in 1942. Japanese attack on Oahu in December 1941 find there 169 navy aircraft and from those number 87 was completely destroyed. As well majority was Catalina’s, that was great shock to US anti submarine defense. Five month after attack, US had some 84 Army and 86 Navy planes, in some 19 bases of Atlantic coast.

Assistance of Army land based planes was of great importance as well Naval planes was not adequate to task. New generation of airplanes were prepared such as Coronado and Mariner but new options were open- Liberator!

Liberator service

British Air Force Coastal Command had proven their lend lease Liberator in anti submarine and ship fights and their capabilities and endurance give best output. With this valuable info, Navy asked authorities to share production of B-24, dedicated to Army, with them. Agreement was made at 7th July 1942, where Navy reduced orders of PBY in reward to B-24. B-24 was redesigned PB4Y-1 and join to them was B-25 Mitchell, redesigned as PBJ for Marine Corps and Lockheed PV-1 Ventura.

First PB4Y-1 were delivered to Navy Transitional Training Squadron in September 1942 and first operational PB4Y-1 Squadron become VP-51 and the Marine photo Squadron VMD-254. Both enter Pacific theater. Navy PB4Y-1 operated in entire Atlantic area with bases on US East Coast, Iceland, England, Brazil, Azores and Ascension Islands. In order to fight vessels transiting from Bay of Biscay from French bases, US established Fleet Air Wing Seven at Portsmouth, England, at 21. August 1943.

Their search equipment present ADSC radar which operated in S band, later upgraded to ASG surface search radar. This radar give ability to detect submarine beyond visual range and with use of cloud manage to get in close range to submarine for attack. But Liberator main drawback was superchargers, giving extra weight and as well they did not operated at high level, some major improvement was on demand.

New design- Privateer is born

In early 1942, after tests in wind tunnels and experiments with single tail YB-24N, Convair concluded that the Liberator will be more sustainable if we abandon the twin vertical in favor of the classic single-fin. Agreement from May 1943 was for three prototypes and Convair was paid 1,85 million dollars. Alongside with prototype orders, Convair received contract for 660 Privateers, worth 108,9 million dollars. In September 1943, Consolidated, combining the requirements of the fleet with his own experience, has created a single-fin version of the Liberator, the designation PB4Y-2 “Privateer”. Interesting that in reports of Convair was stated that 53% of drawings of B-24D are common with PB4Y-2. The nose of the aircraft was extended by 2,13 m to accommodate flight engineers, and the only keel increased the height of the aircraft to 9,21 m (on the prototype XPB4Y-2 tail remained two-keel). There was installed engines without turbochargers Pratt-Whitney R-1830-94 rated 1350 HP at 2800 rpm while typical power was 1100HP at 2500 rpm. The air intakes of the radiator are located on top and bottom of the nacelle, in contrast to the side of the predecessor PB4Y-2 was not one.

On top of fuselage was two Martin turrets, 250CE-16 was front and the 250CE-17 was rear turret, the first was located behind the cabin and the second in front of the vertical tail. In the nose was installed ball turret ERCO 250SH-3, in the tail Motor Products 250CH-6 turret. The flexible gunner of the Liberator were replaced by drop-shaped blisters, inside which were a pair of 12.7 mm machine guns. The design of the turrets allowed to fire both back and forward on the course, as well as vertically down. With this maximum declination of the guns of the fire zone, it was possible to abandon the lower turret. Each turret had 16mm N-4 gun camera.

A distinctive feature of the PB4Y-2 was the presence of a large number of “warts” of the fairings at the bow, covering the antenna of the radar and electronic warfare systems. Radar equipment present APS-2F or APS-2G radar, later replaced with APS-15, capable for surface search as well radar bombing. Privateers were fitted with new navigation equipment AN/APN-4, also known as LORAN (LOng RAnge Navigation). The aircraft was fitted with the most perfect for those times search radar and antisubmarine equipment. The mass of the combat load (bombs, torpedoes, sea mines droppable tanks or depth charges) was 3,628 kg. Rear bomb bay could also be fit with various reconnaissance camera.

Apart from this, crew was also equipped with burning stove, water tanks, toilet as well various tool box.

Last produced Privateer was BuNo 66324 and it was 740th built sample. Sample machine BuNo 66325 was on assembly line, it was used for some test and was later scraped on assembly line, never delivered. Last sample was send to Lichfield Park for mounting of armament but Japanese surrender result to be send to storage, alongside with other brand new machines.

Into action

In June 1944, HEDRON-14 receive first PB4Y-2 for training and two months later, in August 1944, VPB-118 and VPB-119 become first operational Privateer units. VPB-118 Old Crows become first to be engaged in combat. Deliveries of Privateers to the Fleet began in March 1944 and ended in October 1945. Conver San Diego produced a total of 739 PB4Y-2s. The last in March was transferred to the base of Clark field (Philippines), where the crews bombed the Japanese-occupied part of China until the end of the war. In April, VPB-118 relocated to Okinawa. Privateer aircraft were re-equipped with the VPB-106 squadron, once the first to receive PB4Y-1 aircraft, and it was sent to the Pacific Ocean for the second time in the war. Until the end of the war, eight new squadrons were formed with Privateer.

Privateer was able to carry two 726-kg Bat planning bombs on underwing pylons. For example, a pair of such bombs were dropped by Privateer from VPB-109 on Japanese ships in the Harbor of Balik-Papan (Borneo island). Before the war the equipment in the media Bat were the 123rd and 124th squadron.

The last of the 740 built Privateer delivered after October 1945. Unlike bombers in-24 marine Privateer remained in service after the war (since 1952, the aircraft was designated P4Y-2). There were several post-war modifications, including the P4Y-2S with an upgraded search radar, P4Y-2P, weather scout p4y-2M (with the nose of the fuselage type B-24D, fairing under the nose of the fuselage and without defensive weapons), P4Y-2G for the Coast guard (unarmed, significantly modified). Specialized aircraft radio intelligence on the basis of Privateer in the postwar years, the US Navy was used along with aircraft of similar purpose Martin P4M Mercator.

One PB4Y-2 from the VP-26 squadron was shot down over the Baltic sea on April 8, 1950 near the Soviet base of the Libava Navy by a La-11 fighter (according to other data MiG-15); all 10 crew members were killed. An unknown number of similarly equipped aircraft used since may 1951, the troops of the Kuomintang, one of them was shot down by a fighter Sea Fury Burma air force.

Us Navy Privateer aircraft took part in the Korean war. Thus, the squadron VP-772 was involved in the discharge of lighting bombs to illuminate targets to attack aircraft of the USMC on the night of June 12, 1951. P4Y-2S other squadrons patrolled the coastal waters. VP-9 was the last squadron during the Korean War to fly the Privateer.

Bat bomber

Privateer version PB4Y-2B was additionally equipped with rack and telemetry equipment for launching of SWOD Mk. ) Bat gliding bomb. One of each were mounted on the wing, outside of engines 1 and 4. Each Bat contain 454 kg bomb and in nose was installed Western Electric SWOD Mk. 2, S band radar. Its radar was correlated with Privateer search radar, to assist aiming. Once the target was selected, Bat radar locked on target and it was released from 15 miles distance (most accurate proven 12 to 13 miles). During the WW2, patrol squadrons VP-109, VP-123 and VP-124 used Bat bombs against the enemy.

Many claims were made by using Bat and entire book can be made with this subject so I will mention here just some of them, made by crew from VP-109. They was in combat for a 61 day, sunk 118 ships, 86 damaged, shot 6 aircrafts, two destroyed on ground, 8 damaged and additional 46 strikes against shore targets. Crew no 1, CMDR Georg Hicks, flew Privateer BuNo 59528 named ‘Larnbaster’ and they sunk 13 ships, damaged 5 ships (one of them destroyer). They also destroy one railroad bridge and other facilities in Korea (31 July 1945). Crew no 8, LT Joseph Jobe, Privateer name ‘Consolidated’s Mistake II’, sunk 27,5 ships, 16 ships damaged and one aircraft destroyed on ground. Crew No 4, lead by LT Clifton Davis had sunk 13 ships and 8 ships damaged.

Bat stayed in service until the 1953, when it was withdrawn. Last use of Bat was during the deployment of VP-24 to Argentina, from December 1953 to May 1954. Bat was find to sensitive to electronic countermeasure and was replaced by next generation of the weapon and the same Privateer was replaced by Neptun in patrol bomber role.

Drones

Surplus of Privateers were used for various armament testing’s such as Bullpup, Redeye, Sidewinder, Sparow, Talos and Terrier. Private drone conversion were done in San Diego and conversion include strip all armament, armor plates, pilot equipment, radar equipment, fuel tank from bomb bay and most of radio equipment. Some radio equipment was keep for the pilots who flew Privateers from base to base. This version had designation PB4Y-2K and after the post war designation changes becomes P4Y-2K and QP-4. In the aircraft was installed P-1K autopilot, connected with flying controls. Camera was installed in wing tip pods to record hit of the missile. Total of 23 drone Privateer were launched and last one to be destroyed in such mission was BuNo 59896. Remained drones were stored.

Weather reconnaissance

For the purpose of monitor weather conditions were developed Privateer version PB4Y-2M. Hurricanes and typhoons did many problems to the military operations and as well storm behavior was not known, weather squadrons with privateer were deployed. VPB-108 start for the first time such a operation on Iwo Jima, 15th August 1945. And in following three months they encountered 14 typhoons and winds of some 150 km/h. Engine was some modified, some plates were removed to increase air flow thought engine cylinders. Soon, two more squadrons joined, VPW-1 and VPW-2. Conversion into specific version was made at Corpus Christi, Texas and 28 aircraft were delivered early 1946. Modification include removing of the defense turrets and the nose was cover with greenhouse version from B-24D. Entire electronic countermeasure systems were removed and installed new. Among the specific equipment was R88-1-170 air position indicator, VG-TA recording accelerometer, barograph, emergency VHF transmitter, AN/ANQ-1A wire recorder. Weather reconnaissance include flying into the storm and penetrating them. PB4Y-2M was later used in nuclear test program Crossroads and Wigwam.

Some nice memories of people who flew this mission:

Seven Privateers were based at Master Field in Miami, FL in the late 40s. They constituted the hurricane hunters and as I remember it was VP24 or VPHL1(not sure). The squadron would fly weather in the hurricane season; then fly weather in the artic circle out of Argentia, Newfoundland, and BW-6 northern Greenland, during the winter months. In the spring, they return to Miami and then fly out of Gitmo for the spring manuvers in the Carribean. Planes were restressed several times and finally in the early 50 replaced by the P2V Neptune. The film “Slatterly’s Hurricane” was filmed at Master Field and utilized the squadron’s equipment.

Wesley Owens memories:

I was Plane Captain on the Privatier VJ1/VW3 Nas Guam. WE flew weather out of NAS Guam ( 1952-1954) This was a very strong and reliable ole bird. We penatrated typhoons with winds up to 150mpr., altitudes of 100 to 1500 hundred ft.it was one real bad ride. On 16 Dec. 1953 one of our aircraft went down in typhoon Doris we never found a trace of it

Privateer with speakers

During the war, US Navy used Lockheed Ventura equipped with speakers to broadcast to enemy troops on ground (similar as Soviet did with Po-2 at night against German troops). This version nicknamed Polly. Three samples of Privateer were converted for such missions. Bell Telephone Labs were assigned to develop system for this airplanes. Very first Polly was BuNo 59810, delivered 2 June 1945. Entire project had high priority. In the rear fuselage were installed AN/AIA-4 amplifier and plane get designation PB4Y-2N.The first Polly Privateer arrived at Guam at 10th September 1945 and other two five days later. They have retained their defense turrets. They flew among the islands and announce end of the war. Later top turrets were removed. Additional test were conducted in 1952 and end in 1953 and there was ni further development.

PB4Y-2S for antisubmarine operations

This version were developed in Naval Aircraft Factory in Philadelphia when sample machine BuNo 59857 were converted into this role. This conversion include searchlight L-11 mounted under the starboard wing (similar as British PB4Y-1), R-156/ARR-16B Sonobouy Radio receiver, LD-151/ARR-16B magnetic bearing indicator and Model 20N wire recorder for tracking underwater contacts. Bomb bay was modified to carry one Mk-24 Mine (homing torpedo) in each of the forward bays and 26 AN/CRT-1B sonobouys or 40 AN/CRT-1B sonobouys in four bays or four 650 pounds deep charges. Additional 12 spare sonobouys were carried near right waist turret. Crew in this version had 12 man.

Others use

Privateer were used is several versions and it also served as testbed for various equipment. During the 1951, US Navy redesigned and it become P4Y-2. The Naval Air Test center at Patuxent River were most important place to test Privateer capabilities and testing’s were made in five divisions- Flight Test (FT), Tactical Test (TT), Service Test (ST), Electronics Test (ET) and Armament Test (AT). They received machines from San Diego plants for testing’s. For the training was dedicated Flight Test Pilot’s Training Program (TPT), which start class at 12 March 1945 and among the other planes, there was also PB4Y-2. Original Brewster production plant in Johnsville was terminated and there was established in 1944 Naval Aviation Modification Unit (NAMU), and Privateer was developed there to carry Bat radar guided bomb. After the center was relocated to NAAS Chincoteague, NADC Johnsville continue use PB4Y-2 (till the fifties).

Naval Aviation Ordnance Zest Station (NAOTS), at Chincoteague start work at 15th March 1943 and there was developed armament as well used for live test, Privateer was tested there with live launch of Bat radar bomb. Naval Air Missile Test center (NAMTC) at Point Mugu received its Privateer after the WW2 and they were used as target for testing missiles. Naval Ordnance Test Station (NOTS) Inyokern, China Lake, California, was site where was researched, developed and tested guided missiles, aircraft weapon delivery systems, aircraft rockets and rocket launchers, fire control systems and underwater ordnance. It is known that eight Privateers were used there.

Many Privateers were transferred to serve in Air Reserve units as well in Coast Guard. USCG start using privateers at the ending months of the WW2 and their aim was to assist in constitution of long range navigation station throughout the Pacific. All turrets were removed and over original camouflage was placed U.S. Coast Guard letters. Additional machines were transferred to USCG in 1947. From 1952 to 1958 Coast Guard operated seven Privateers, redesigned as P4Y-2G. Their task was to intercept commercial and military aircrafts over water as well standard search and rescue mission. In the San Diego plan they was specially modified to serve this task. Four Privateers were put on auction in July 1958 and they was sold to new operator and seen new role as fire bombers.

Privateer was not popular as movie star as other airplanes and it was used in two movies. In the 1948 it featured in movie ‘Slattery’s Hurricane’ and it is Privateer showcased as hurricane hunter, what was one of its real role. Movie was released in August 1949 and it had positive review. One romantic comedy was made in 1958, ‘The Lady Takes a Flyer’ with amazing looking Lana Turner.

Some 33 Privateers were used as source of spare engines by the end of the end of 1957 and early 1958 and their powerful engines were used to re engine DC-3 and C-47.

Foreigners

United States try to keep influence of Soviet Union behind Iron Curtain and in this way, they support all forces who was ready to fight against them. As part of the Mutual Defense Assistance Program, United States send to France in October 1950, 44 Grumman F6F Hellcat ( as replacement for Spitfires), next year France received 90 Grumman Bearcat (Total of 209 from 1950 to 1955) and 24 Douglas Invaders. As replacement for Catalina, France received in 1950, 24 Privateers. They was deployed to three units, Flotille 24F, and 8F/28F (8F and 28F is the same unit). Operations started within Flotille 8 in November 1950, in French Indochina, based in Tan Son Nhut.

With arrival of additional machines, new base for Privateer become operational, Cat Bi and Tourane (or Da Nang). French have version PB4Y-2S and they were operational in patrol over Gulf of Tolkin, with convoy escort and search and rescue missions. Privateers was often requested to support troops who fight inland so they did numerous of bombing missions. For this purpose, French technicians converted into B version, with Norden bomb sight and re-configuring other equipment. But opposition have strong anti aircraft artillery so two machines were lost in Dien Bien Phu area. As the combat raging, United States deliver additional machines. After fall of Dien Bien Phu, French replaced their PB4Y-2 with new aircraft’s.

In June 1956, remaining 12 airplanes, French were detached to Mediterranean. They operated alongside with Neptuns and Lancasters and was engaged in missions during revolution in Algeria, in 1956. They perform reconnaissance, patrol and bombing missions. Civil war continued and Privateer become obsolete and was finally removed from French service in 1961.

As support to National China, United States established on 1st May 1951 American Military Assistance Advisory Group on Formosa and 38 Privateers were delivered to Formosa. First two airplanes was ex VP-28 machines and they was delivered at 14 April 1953. They were used as harassment missions and drop agents on China main land. Maritime patrol was also standard and one machine were converted to perform electronic surveillance missions. Two machines were lost in mission, first one in 12 September 1954 during bomb mission on coast city Xiamen. Starting from February 1960, National China Privateers dropped more then 1000 guerilla fighters on border between Thailand and Burma. To support this, there was build airstrip where PB4Y-2 could land after deliver cargo. Burans end this covert mission in February 1961 when they send Sea Fury and soon later, Privateers were intercepted and one was shoot down but fire from another one perished Sea Fury who crashed. After this incident, Nationalist China left with single Privateer and it was scraped late in 1961.

So many Privateers was available in surplus and beginning 1958 was flurry of Privateers export to South American countries. Privateers service were operated between Chile, Paraguay and Argentina but only one was know as registered. Privateer who was used in ELDA (Empresa Latino Americana de Aeronavagaceon from Chile), flew lines inside Chile as well to Lima in Peru, also Guayaqull in Ecuador; San Carlos de Bariloche, Comodoro Rivadavia and Mendosa in Argentina.

Honduras has acquired one PB4Y-2S in December 1956 (BuNo 59792) and was delivered to Tegucigalpa. With new serial FAH792, it served it Honduras air forces and soon was converted into freighter. Another Privateer was also delivered to Honduras and it is likely leased. This sample was striped of all military equipment and served as cargo. Both Privateers was out of Honduras service by 1965.

Sample machine registered as XD-DIT operated in Mexico, the same machine was named Moby Dick and was operated coastal places Mazatlan, Sinaloa, Torreon and Coahuila. This plane was eventually scraped in Mexico City in 1965. Sole machine was used in Peru, as cargo, operator was Agro Aerea S.A. and it was short living service, aircraft being scraped in the mid of 1960.

Civil service

Company Hawkins & Powers Aviation Inc. from Greybull, Wyoming, operated the last PB4Y-2-five aircraft “Super Privateer”, equipped with motors R-2600, removed from the B-25 Mitchell. The engines had turbochargers that significantly improved the flight data of “fire-fighting bombers”. The payload weight of Super Privateer was 8981 kg or 8328 l inhibitor. After the fatigue damage to the structure in 2002, the plane crashed N7620C, the flights of other machines stopped, and soon they were sold.

Technical data

Variants

PB4Y-2 main production version of the patrol aircraft.
PB4Y-2B carrier guided bombs (ASM N-2 “Bet”).
PB4Y-2G aircraft of the Coast guard.
PB4Y-2M weather scout.
PB4Y-2S aircraft C upgraded search radar.
PB4Y-2P photo reconnaissance.

Data:

Modification of PB4Y-2
Wing span, m 33.53
Length, m 24.98
Height, m 9.17
Wing area, 97.36m2
Weight, kg
empty aircraft 17003 kg
maximum take off 29483 kg
Engine type 4 PD Pratt Whitney R-1830-94 Twin Wasp
Power, HP 4 x 1350
Maximum speed, 395 km / h
Cruising speed, 225 km / h
Practical range, 4800 km
Practical ceiling, 6310 m
Crew 11
Armament: twelve 12.7 mm M2 machine guns
Bomb load-5806 kg

[See image gallery at www.letletlet-warplanes.com] Conclusion

We aviation enthusiast do like to talk about airplanes and compare then and trying to find which one is best. Method and approach is various as well preferences. My own opinion is that Privateer is without doubt best bomber of the WW2. It have outstanding performances and most sophisticated equipment. Patrol over Ocean is not easy thing, Ocean is not forgiving! Flying alone hundreds kilometers away from base, over wide Ocean and if anything happen, no one can help you. If you are lost, you are completely lost. No one will know what happen and crew member will never get home, never have grave. This make Privateer and man aboard it so special.

Srećko Bradić

All photos are Rich Dahn collection, unless state different

Photos here present Grumman US-2B, BuNo 136537, taken at Rolla-Vichy Airport in May 2013. This machine was delivered to the United States Navy 1959 to Anti-Submarine Squadron 31 (VS-31) “Topcats” as MC-19. Later converted to S-2F.

[See image gallery at www.letletlet-warplanes.com] Constructed as a S2F-1, Military Serial 136573 USN and Construction Number G-482. After “Topcats” it serves from 1964-65 NARTU South Weymouth, MA as 7Z-171; from 1968 in NAS South Weymouth, MA. Transferred to the Military Aircraft Storage and Disposal Center (MASDC) with inventory number 1S0706 from 22 February 1995. Certificate of airworthiness for NX31984 (S2F-1, 136573) issued at 6 July 1998. Moved to Stricker Wes, Rolla, MO with new c/r N31984. No longer airworthy, being used as a training aid for students in the aviation maintenance A and P program. Left engine locked up and not running. Right engine being restored to running condition by students.

All photos- Mark Nankivil

Srećko Bradić

Very early pattern of the P-40 in service included Dark Olive Drab No 31 on topside and Neutral Gray No 32 at the bottom. Colors was from Specification 14057-C from December 1939. National insignia was simple white star with red spot on center on blue disc with red blue white strip in vertical surfaces. In a meantime Air Corps Bulletin No 41 indicate camouflage colors to be Dark Olive Drab No 41, Medium Green No 42 and Neutral Gray No 43. National insignia now is to be carried on both side of side fuselage, one on top of port wing and one at the bottom of starboard wing. And from 20th June 1940., USAAC become USAAF.

Samples sent to China used equivalent of the British camouflage colors produced by DuPont. This colors are Dark Green 71-013 and Dark Earth 71-009 and top surface and Light Gray 71-021 and the bottom. Operated by AVG “Flying Tigers”, they were first P-40 to experience combat by US pilots. December 1941. was the time that USA get directly involved in world war. This war lead into major change in marking, red spot was deleted, to avoid confusion with Japanese airplanes. Some new colors were used, for example Curtiss P-40E from 49th FG at Darwin, Australia, in 1942., used DuPont Dark Green 30 and Rust Brown 34 at top surface. Bottom could be Neutral Grey, Azure Blue or Light Blue 27. Some samples delivered to RAF in 1942., were finished with Medium Green 42 and Sand 26 at top surfaces with Light Blue 27 at bottom. USAAF also used somewhere this RAF type camouflage on its P-40 as temperate land scheme.

[See image gallery at www.letletlet-warplanes.com] One of the war theater was African desert and they adopt desert camouflage patterns. Both British and US operators used DuPont equivalents of the British desert colors so at the top of surfaces were Dark Earth 71-065, Middle Stone 71-069 and at bottom Azure Blue 71-062. There was also simple camouflage pattern with Middle Stone 71-069 at the top and Azure Blue 71-062 at the bottom. Since July 1942. on P-40 start use patches of Medium Green over Dark Olive Drab top surface. Operationally, there was some variation in camouflage but not widely used (like use of US Navy colors…). Major change happen in 1944., when due to the reduced presence of enemy in air and greater number of US airplanes, P-40 start to be delivered in natural metal color.

Samples of P-40 delivered to other countries was originally finish used in USA.

Srećko Bradić

Published has been made major redesign so book now comes in square form and somehow it is nice lay in hands. Book is arranged as encyclopedia with listed all types developed and used by France. Information is very rich, there is text about the type, nice selected photographs, three view technical drawings and many nicely done color profiles. In total 14 types were presented in details, with intro chapters.

Publication date 26.03.2025
Order number 04699
EAN 9783613046993
ISBN-13 978-3-613-04699-3
Publication year 2025
Edition 1
Medium book
Pages 232
Illustrations 361
Binding type paperback with cover
Format (WxH in mm) 210×242
Availability available within 3-5 days

Very good source of info to all those interesting in French jet planes, definitely worth have it. I grant thanks to the author for the sample book and you can get yours here!

Srećko Bradić

In pack of few Jiutian SS-UAV, that could be serious challenge for most modern army’s of the world, on land or sea. Its maximum range also provide capabilities of deep strikes inside enemy territory. Launching a pack of missiles which could fly another hundreds of kilemeters is definitely harsh challenge for possible war opponent. Kamikaze UAV already perform its combat capabilities. Apart of internal storage, Jiutian SS-UAV have also eight external warload points with options to carry air to surface as well air to air missiles.

Stand of use of weapons mean that Jiutian SS-UAV don’t need to enter enemy airspace. To mention there Chinese copy of the American AGM-154 JSOW glide bomb, LY-V501 and its range of 130 km and anti vessel missile KD-88 with a flight range of up to 200 km. Some of this armament is shown on the video here.

So, who is the target? Hardly to believe that such development is pointed to face Taiwan, range of Jiutian SS-UAV is over too much and China right now have full power for possible invasion of this island. USA is too far away and hardly believe that target could be country who provide them so much technology. Also, USA natural reserves are weak and they are too far away. Only options can be Russian Federation. They are close, rich with natural reserves, which China need. Must be noticed that some time ago, China published video from fully automated factory which can daily produce one thousand of anti ship and cruise missiles!! With this new drone carrier Jiutian SS-UAV and this weapon capabilities, its obvious that something big forthcoming.

Srećko Bradić

Kit is great tool in any aspect of this word!! From my point of view, far superior geometry of parts, its precision and easy to assemble. Kit box is of big size and this make me confused about the scale. Art box is nice, showing famous airplane of Oblt. Hans-Joachim Marseille in flight over African desert. Inside is assembly booklet, plastic parts, decals, etched parts… There is three frets inside in grey plastic, one in transparent plastic, two sheet of etched parts (one is painted), protection mask, one decal sheet for service stencils and another one for unit and national insignia. Very rich offer!!

Build start with painting all interior parts in RLM 66 colors. I also use rest of this color in airbrush to give a tiny coat over rest of parts, like wheels, this give good base for hand brushing later. From very start need to select which sample of airplane you will built, as well from interior details, there is difference. For example, version E have additional small board at the bottom of instrument panel. Other options are to select original plastic parts or use etched parts and instrument panel have also choice from use decals or pre painted etched parts. Some details need to be painted in different color, like bottom of control stick, or pipe line on cockpit starboard side. Build goes so smooth as well parts are greatly designed, simplified and final details are top!

[See image gallery at www.letletlet-warplanes.com] Cockpit section with floor, seat, belts, instrument panels need most of effort for the fuselage interior assembly but they are not the only details what need to be placed inside fuselage half’s before their join. On rear section, bottom of tail, need to fix small holder for the tail wheel. Under the top of the nose are gun bays and they are to be cement from inside. Then fuselage half’s can be join together. Take care not to overdose cement while gluing rear fuselage section, there is visible panel line on the top of fuselage. Most lovely part of this step is that cockpit assembly section have to be insert in fuselage from bottom and this make build so easy, at least to me. Once it is placed in its position, need to be add rear plate behind pilot head. In this step I also put gun sight, which by assembly order have to be used before, but in practical reason of safety, I put it later.

Now come the next step in selecting model, as well from this box set you can do those operated over Europe or Africa, and this make external details different. Most difference there comes on port side air intake. First at all, it have different basic stand so once again, take the one which fit your version for final built. Air intake which comes over, also have two versions and if we count tropical filter, three versions. Very rich variant offer from manufacturer. Engine exhaust have no variations but do have options with or without etched parts. In both options it will look great. Fuselage assembly ends by adding vertical and horizontal tail on rear fuselage.

Then comes the wings and they are so simple to built and excellent in details. First at all, on the bottom wing need to place two wheel bay’s, and then cover it with two top half’s. Straightforward and easy. And this wing now put and cement on the fuselage bottom. Take some care as well wings come with pito tube on it, tiny detail which could be crashed. On wing leading edges comes wing slots, on rear side roll control surfaces. And two transparent parts comes on wing tips, navigation lights.

Work on coolers are next in line. Please make sure that interior of cooler is painted in RLM 02 color, before step into assembly. There is cooler under the wing, just behind wheel bay and one at the nose bottom. Once again, need to select parts and it is for the nose cooler cover, two options are available, choose the one which need your final version. Etched rear and front of cooler is first to be make and they present mesh which good represent original look. Total of six etched parts is to be used there. And then simply cover it with with cooler top. Final step in cooler and wing assembly is mounting of flaps on inner trailing edge of the wings.

Brilliant part of the build is the landing gear. Not only in the way of details but its geometry and way of application. Simply one leg goes on landing gear door with one etched wire and this make main thing. What make you great is extension on the top of landing gear leg, it make it easy to finally put it into bed in wings. Not only that it is made to precisely get into good position, but also to have no problems in cleaning surface for cement application. This configuration make it so easy to use. It is on you, are you going to put it on kit and continue build work like that, or complete it separately and add it in position at the very end of build project. Note that there is also variations in parts to be used.

Final assembly is mostly about the cockpit canopy. Two options is possible, to make it open, what is nice to show all interior details, or closed, for those who love to see it in more streamlined form. It does not require some more time to make it open and not complicated at all, it is on your choice. But need some care and precision as well inside on frames have to be add few etched parts. Most of the observers will not even spot some of this details. Depending of your skills and preference, you can use transparent cockpit parts with protection mask placed but also you can mask it later, it is on you. Same situation with optional parts, some versions need additional protection plate on windshield.

Basic assembly ends with propeller assembly. It consist of three parts, spinner bottom, spinner front and propeller. There is two variants of propellers, select the one in regards to the sample kit you build it. You can paint it and finish completely and add to fuselage front at the very end. Must say it slot into hole perfectly! With propeller does not end kit assembly, one version uses bomb so final step in build is making bomb pylon and the same bomb. But of course, you could make it even before.

Now the lovely part of the build- painting. Eduard provide rich options for the final assembly and I do have problem which one to choose. All are nice, attractive, with great history which cover particular sample. For the camouflage lowers this is definitely challenging as well it offer desert camouflage with sand brown and mid blue colors, standard continental camouflage patterns with RLM 74, RLM 75 and RLM 76 color, winter camouflage with greens and white over it, recombined desert camouflage with green patches over it… definitely not easy to make it. My selection was sample flown by Oblt. Hans-Joachim Marseille. His life story is nice, he was respected as person and pilot. Camouflage is some simple, top in desert sand RLM 79 and bottom in mid blue RLM 78. Nose top, spinner, rear fuselage band and wing tips are in white and bottom engine cover is in yellow.

After kit was painted and covered with high gloss varnish, I start with decals. I need two days to apply them. Primary, service stencils took a lot of time, they are small and so many. But not more then few hours in relaxing garden atmosphere I need to complete them. Tomorrow goes easy part, few of the national insignia markings as well personal insignia. Interesting detail is design of swastika at tail. In past Edaurd provide two versions, full printed design (which is forbidden in some countries) and sample print in two half’s. Now it is changed, into one outer shape, square one and cross which goes inside and it form full swastika shape. Good idea, especially if this have to go into some magazine, editors will easy accept outer square shape and builder at his own will, later can add this small cross. I did not do much on dirt and weathering, primary I do some bletch of top surface paint, as well African sun is strong one and add some regular stains over surface, as seen on many archive images.

Once again, Eduard did great thing with this kit and I find this kit so pleasant and easy to built. Must apologize to the readers and Eduard- this kit have no radio wires. Reason is simple- I am in process of recovery back into model build and still miss a lot of materials. Among them is this material for wires. I hope this will be solved till the next build. My great thanks goes to Eduard who provide sample kit and the same you can find here.

Srećko Bradić