Misplaced Pages

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70-969: The main portion of the base, Ault Field, is about three miles north of Oak Harbor. The other section, called the Seaplane base for the PBY Catalina flying boats once based there, holds most of the island's Navy housing as well as the air station's main Navy Exchange and DeCA Commissary. The NASWI commanding officer also has command of a satellite airfield , Naval Outlying Landing Field (NOLF) Coupeville , on central Whidbey Island at 48°11′24″N 122°37′48″W  /  48.19000°N 122.63000°W  / 48.19000; -122.63000  ( Naval Outlying Landing Field Coupeville ) , roughly nine miles south of Ault Field. Primarily used for Field Carrier Landing Practice (FCLP) by carrier-based jets, this field has no permanently assigned personnel. NASWI supports

140-441: A tricycle landing gear . It had a streamlined, circular-section fuselage housing the crew, consisting of a bombardier in the nose, armed with a .30 in (7.62 mm) machine gun , a pilot and co-pilot sitting side by side, with positions for the radio operator and navigator behind the pilots. A gunner manned a dorsal turret armed with two .50 in (12.7 mm) machine guns (the first powered dorsal turret to be fitted to

210-491: A Naval Air Reserve squadron, as the sole remaining maritime patrol squadron at NAS Whidbey Island. Then in the 1970s and beyond, 16 Grumman A-6 Intruder squadrons were based at NAS Whidbey Island. Whidbey was now the West Coast training and operations center for these all-weather, medium attack bomber squadrons. In October 1970, Heavy Attack Squadron 10 (VAH-10) was redesignated Tactical Electronic Warfare Squadron 129 ( VAQ-129 ),

280-461: A U.S. bomber), and an additional .30 in (7.62 mm) machine gun was fitted in the tail. Two bomb bays were fitted midfuselage, capable of carrying 5,800 lb (2,600 kg) of bombs, although in practice such a bomb load reduced range too much, and the aft bomb bay was usually fitted with additional fuel tanks instead of bombs. The aircraft was powered by two Pratt & Whitney R-2800 Double Wasp radial engines in nacelles slung under

350-690: A USAAF B-26. Comedian George Gobel famously joked about being an instructor for this aircraft at Frederick Army Airfield (now Frederick Regional Airport ) during the Pacific battles, boasting that "not one Japanese aircraft got past Tulsa". Three Bombardment Groups were allocated to support the Allied invasion of French North Africa in November 1942. They were initially used to carry out low-level attacks against heavily defended targets, incurring heavy losses with poor results, before switching to medium level attacks. By

420-664: A deployment to the Pacific and was disestablished with its crews forming the nucleus of Heavy Attack Squadron Two (VAH-2), the first heavy attack squadron on the West Coast, the "heavy" designation reflecting its concentration on nuclear weapons delivery. Later that year, it moved to NAS North Island in San Diego to switch to the Douglas A-3D Skywarrior . In 1958, the Heavy Attack Squadron Six (VAH-6) , moved from NAS Moffett Field , California, where they had been

490-511: A means of providing easier access. Other bases still exist for general aviation use as well. This airport-related article is a stub . You can help Misplaced Pages by expanding it . Martin B-26 Marauder The Martin B-26 Marauder is an American twin-engined medium bomber that saw extensive service during World War II . The B-26 was built at two locations: Baltimore, Maryland , and Omaha, Nebraska , by

560-469: A number of years, but they eventually fell out of favor as land based aircraft rose in prominence. Advances in aircraft technology following World War II resulted in the development of land based aircraft that were capable of travelling greater distances, thus relegating seaplane bases to secondary use by about the 1950s. Although their commercial use has generally fallen out of the mainstream, many seaplane bases in remote areas still have commercial service as

630-412: A safer aircraft once crews were retrained, and after aerodynamics modifications (an increase of wingspan and wing angle-of-incidence to give better takeoff performance, and a larger vertical stabilizer and rudder). The Marauder ended World War II with the lowest loss rate of any U.S. Army Air Forces bomber. In total, 5,288 were produced between February 1941 and March 1945; 522 of these were flown by

700-444: A search and rescue unit that flies two Sikorsky MH-60S Nighthawk helicopters, providing 24-hour day and night maritime, inland and mountainous rescue support for Department of Defense personnel and the greater Pacific Northwest community. The SAR Unit provides 15-minute alert coverage Monday through Thursday from 0800–0200 or last plane on deck, Friday 0800-2200 or last plane on deck and 30-minute alert coverage at all other times of

770-422: A total area of 6.6 square miles (17.2 km), of which 0.02 square miles (0.05 km), or 0.30%, are water. Seaplane base A seaplane base is a type of airport that is located in a body of water, usually a river, bay, harbor, or lake, where seaplanes and amphibious aircraft take-off and land. Initially following the invention of the seaplane, traditional boat docks were typically used as there

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840-524: Is an administrative unit supporting USAF officers assigned to some U.S. Navy EA-18G Growler squadrons. The base also continues its longstanding role as a center of activity for Naval Air Reserve operations and training in the region. Whidbey Island Station is also a census-designated place (CDP); The population was 1,541 at the 2010 census . According to the United States Census Bureau , the CDP has

910-529: The 322nd Bombardment Group flying its first missions in May 1943. Operations were similar to those flown in North Africa with B-26s flying at low level and were unsuccessful. The second mission, an unescorted attack on a power station at IJmuiden , Netherlands , resulted in the loss of the entire attacking force of 11 B-26s to anti-aircraft fire and Luftwaffe Focke-Wulf Fw 190 fighters. Following this disaster,

980-721: The Balkan Air Force supporting Tito 's Partisans in Yugoslavia . A Marauder of 25 Squadron SAAF, shot down on the unit's last mission of World War II on 4 May 1945, was the last Marauder lost in combat by any user. The British and South African aircraft were quickly scrapped following the end of the war, the United States not wanting the return of the Lend-Lease aircraft. Following Operation Torch , (the Allied invasion of North Africa),

1050-746: The EA-18G Growler , MH-60S Seahawk , P-8 Poseidon , EP-3E ARIES , and C-40 Clipper aircraft. On 17 January 1941, almost 11 months before the United States entered World War II , the Office of the Chief of Naval Operations asked the Commandant of the 13th Naval District to find a location to re-arm and refuel U.S. Navy patrol planes defending Puget Sound . Lake Ozette, Indian Island, Keystone Harbor, Penn Cove and Oak Harbor were considered and rejected because of mountainous terrain, bluff shore front, inaccessibility,

1120-727: The Free French Air Force re-equipped three squadrons with Marauders for medium-bombing operations in Italy and the Allied invasion of southern France . These B-26s replaced Lioré et Olivier LeO 451s and Douglas DB-7s . Toward the end of the war, seven of the nine French Groupes de Bombardement used the Marauder, taking part in 270 missions with 4,884 aircraft sorties in combat. Free French B-26 groups were disbanded in June 1945. Replaced in squadron service by 1947, two lingered on as testbeds for

1190-736: The Glenn L. Martin Company . First used in the Pacific Theater of World War II in early 1942, it was also used in the Mediterranean Theater and in Western Europe . After entering service with the United States Army aviation units, the aircraft quickly received the reputation of a " widowmaker " due to the early models' high accident rate during takeoffs and landings. This was because

1260-608: The North American B-25 Mitchell . Nevertheless, the 19th Bombardment Squadron of the 22nd BG continued to fly missions in the B-26. The B-26 flew its last combat mission in the theater on 9 January 1944. Two more squadrons of torpedo armed B-26s equipped the 28th Composite Group and were used for anti-shipping operations in the Aleutian Islands Campaign , but there are no records of any successful torpedo attack by

1330-653: The Royal Air Force and the South African Air Force . By the time the United States Air Force was created as an independent military service separate from the United States Army in 1947, all Martin B-26s had been retired from U.S. service. After the Marauder was retired, the unrelated Douglas A-26 Invader then assumed the "B-26" designation, which led to confusion between the two aircraft. In March 1939,

1400-474: The Snecma Atar jet engine , one of these remaining in use until 1958. In the immediate post-war years, a small number of Marauders were converted as high-speed executive transports, accommodating up to fifteen passengers. The specifications of the individual conversions differed considerably. The example shown in the image was completed in 1948 and had streamlined nose and tail fairings and windows inserted in

1470-492: The South African Air Force , 12 and 24 Squadron to be equipped, these being used for bombing missions over the Aegean Sea , Crete and Italy. A further 350 B-26Fs and Gs were supplied in 1944, with two more South African squadrons ( 21 and 30 ) joining No 12 and 24 in Italy to form an all-Marauder equipped wing, while one further SAAF squadron ( 25 ) and a new RAF squadron ( 39 Squadron ), re-equipped with Marauders as part of

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1540-476: The 14 months between 5 August 1942 and 8 October 1943. B-26 crews gave the aircraft the nickname "Widowmaker". Other colorful nicknames included "Martin Murderer", "Flying Coffin", "B-Dash-Crash", "Flying Prostitute" (so-named because it was so fast and had "no visible means of support", referring to its small wings) and "Baltimore Whore" (a reference to the city where Martin was based). According to an article in

1610-608: The April 2009 edition of AOPA Pilot on Kermit Weeks' "Fantasy of Flight", the Marauder had a tendency to "hunt" in yaw. This instability is similar to " Dutch roll ". This would make for a very uncomfortable ride, especially for the tail gunner. The B-26 is stated by the 9th Air Force to have had the lowest combat loss rate of any US aircraft used during the war. Nevertheless, it remained a challenging aircraft to fly and continued to be disliked by some of its pilots throughout its military career. In 1944, in answer to many pilots complaining to

1680-565: The B-26, in an attempt to "shame" male pilots into the air. In 1942, aviation pioneer and company founder Glenn L. Martin was called before the Senate Special Committee to Investigate the National Defense Program, (or also known as the " Truman Committee "), which was investigating defense contracting abuses. Senator Harry S Truman of Missouri , the committee chairman (and future Vice President and 33rd President of

1750-462: The Curtiss electric pitch change mechanism in the propellers required impeccable maintenance, not always attainable in the field. Human error and some failures of the mechanism occasionally placed the propeller blades in flat pitch, resulting in an overspeeding propeller, sometimes known as a "runaway prop". Due to its sound and the possibility that the propeller blades could disintegrate, this situation

1820-612: The European Theater of Operations at less than 0.5%. On 9 August 1944, Captain Darrell R. Lindsey of the 394th Bombardment Group led a formation of B-26 bombers to destroy the L'Isle Adam bridge in German occupied France . Despite his B-26 being heavily damaged by ground fire and engulfed in flames, he completed the bombing run. Lindsey ordered his crew to parachute to safety but refused to escape himself, ensuring their survival. Moments after

1890-532: The Japanese Fleet on 4 June 1942. Two were shot down and the other two were so badly damaged that they were written off after the mission. Their torpedoes failed to hit any Japanese ships, although they did shoot down one Mitsubishi A6M Zero fighter and killed two seamen aboard the aircraft carrier Akagi with machine-gun fire. The crew of one B-26, Susie Q , after dropping their torpedo were pursued by fighters; seeking an escape route, they flew directly along

1960-411: The Marauder had to be flown at precise airspeeds , particularly on final runway approach or when one engine was out. The unusually high 150 mph (241 km/h) speed on short final runway approach was intimidating to many pilots who were used to much slower approach speeds, and when they slowed to speeds below those stipulated in the manual, the aircraft would often stall and crash. The B-26 became

2030-549: The Martin Model 179. Martin's design was evaluated as superior to the other proposals and was awarded a contract for 201 aircraft, to be designated B-26. The B-26 went from paper concept to an operational bomber in approximately two years. Additional orders for a further 930 B-26s followed in September 1940, still prior to the first flight of the type. The B-26 was a shoulder-winged monoplane of all-metal construction, fitted with

2100-825: The Mediterranean and the Pacific. In early combat, the aircraft took heavy losses, but was still one of the most successful medium-range bombers used by the US Army Air Forces. The B-26 was initially deployed on combat missions in the South West Pacific in early 1942, but most of the B-26s subsequently assigned to operational theaters were sent to England and the Mediterranean area. By the end of World War II, it had flown more than 110,000 sorties, dropped 150,000 tons (136,078 tonnes) of bombs and had been used in combat by British, Free French and South African forces in addition to US units. In 1945, when B-26 production

2170-554: The Navy's EA-6Bs. Patrol Squadron 4 ( VP-4 ) became the first squadron at NAS Whidbey Island to convert to the P-8 Poseidon maritime patrol aircraft in October 2016. On October 31, 2016 the new P-8A training center at NAS Whidbey Island opened. In all, there are 20 active duty U.S. Navy squadrons and three U.S Navy Reserve squadrons based at NAS Whidbey Island. The air station also maintains

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2240-429: The Navy's first Northrop Grumman EA-6B Prowler squadron and the sole fleet replacement squadron for Navy and United States Marine Corps Prowler crews. With the exception of a forward deployed EA-6B squadron at NAF Atsugi , Japan and a sole Naval Air Reserve EA-6B squadron ( VAQ-209 ) at Andrews AFB / NAF Washington , Maryland, NAS Whidbey Island supported all of the U.S. Navy's Prowler squadrons. In late 1993, with

2310-458: The Navy's second nuclear attack squadron. As part of CVG-61/ CVW-6 , the squadron then made several WestPac deployments aboard the USS ; Ranger prior to transferring to CVW-8 for operations in the Mediterranean aboard the USS  Forrestal . The squadron was transferred to Naval Air Station Sanford , Florida, in September 1965. In the first quarter of 1960 a search and rescue (SAR) team

2380-595: The Seaplane Base, several Consolidated PBY Catalina and Martin PBM Mariner seaplanes were aboard in the summer of 1944, augmented by a few land-based Martin B-26 Marauders that arrived earlier that year to be used for towing targets. After World War II , operations slowed and the station was placed on reduced operating status. Many naval air stations across the United States were closing because they could not meet

2450-518: The UK-based B-26 force was switched to medium altitude operations, and transferred to the Ninth Air Force , set up to support the planned invasion of France. Bombing from medium altitudes of 10,000 to 15,000 feet (3,000 to 4,600 m) and with appropriate fighter escort, the Marauder proved far more successful, striking against a variety of targets, including bridges and V-1 launching sites in

2520-547: The USAAC began in February 1941 with the second aircraft, 40-1362 . In March 1941, the USAAC started accelerated service testing of the B-26 at Patterson Field , near Dayton, Ohio . The B-26's relatively small wing area and resulting high wing loading required a high landing speed of 120 to 135 mph (193 to 217 km/h) indicated airspeed depending on load. At least two of the earliest B-26s suffered hard landings and damage to

2590-483: The USAAC, until the introduction of the Boeing B-29 Superfortress , with the then-astonishing wing loading of 69.12 lb/sq ft (337.5 kg/m ) (although both would be considered lightly loaded by the standard of combat aircraft of the next decade). The first B-26, with Martin test pilot William K. "Ken" Ebel at the controls, flew on 25 November 1940 and was effectively the prototype. Deliveries to

2660-407: The United States in 1945–1953), asked Martin why the B-26 had problems. Martin responded that the wings were too short. Senator Truman curtly asked why the wings had not been changed. When Martin replied that the plans were too close to completion, and his company already had the contract, Truman's testy response was quick and to the point: In that case, the contract would be canceled. Martin corrected

2730-524: The United States Army Air Corps (USAAC) issued Circular Proposal 39-640, a specification for a twin-engined medium bomber with a maximum speed of 350 mph (560 km/h), a range of 3,000 mi (4,800 km), and a bomb load of 2,000 lb (910 kg). On 5 July 1939, the Glenn L. Martin Company submitted its design, produced by a team led by Peyton M. Magruder , to meet the requirement,

2800-442: The absence of sufficient beaches, and lee shores. Within ten days, the commanding officer of Naval Air Station Seattle recommended the site of Saratoga Passage on the shores of Crescent Harbor and Forbes Point as a base suitable for seaplane takeoffs and landings under instrument conditions. A narrow strip of land tied Oak Harbor to what is now Maylor's Point Capehart Housing. Dredging, filling, and running water and power lines to

2870-476: The air station's Operations Officer, brought his SNJ single-engine trainer in with little fanfare. Everyone was busy working on the still-incomplete runway. On 21 September 1942, the air station's first commanding officer, Captain Cyril Thomas Simard, read the orders placing the field in use as a Navy facility. U.S. Naval Air Station Whidbey Island was duly commissioned. A year later, on 25 September 1943,

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2940-509: The buildup to D-Day, and moving to bases in France as they became available. The Marauder, operating from medium altitude, proved to be a highly accurate aircraft, with the 9th Air Force rating it the most accurate bomber available in the final month of the war in Europe. Loss rates were far lower than in the early, low-level days, with the B-26 stated by the 9th Air Force as having the lowest loss rate in

3010-414: The city were underway at the end of November when the word came to find a land plane site. On December 8, three workers started a topographic survey of what would become Ault Field, about 4 miles (6.4 km) to the north. Construction of Ault Field started on 1 March 1942. The first plane landed there on 5 August, when Lieutenant Newton Wakefield, a former civil engineer and airline pilot, who later became

3080-931: The earlier Martin Maryland and Baltimore , these aircraft were sent to the Mediterranean, replacing the Bristol Blenheims of No. 14 Squadron in Egypt. The Squadron flew its first operational mission on 6 November 1942, being used for long range reconnaissance, mine -laying and anti-shipping strikes. Unlike the USAAF, 14 Squadron made productive use of the equipment for carrying torpedoes, sinking several merchant ships with this weapon. The Marauder also proved useful in disrupting enemy air transport, shooting down considerable numbers of German and Italian transport aircraft flying between Italy and North Africa. In 1943, deliveries of 100 long-wingspan B-26C-30s (Marauder II) allowed two squadrons of

3150-516: The early 1950s, Whidbey's primary land based patrol aircraft was the Lockheed P2 Neptune. During the Korean War, patrol plane activity was stepped up again with several Naval Air Reserve units being called up and redesignated as active duty squadrons. By the end of the war, there were six VP (Patrol) squadrons and two Fleet Air Support squadrons based at Whidbey. In 1955, VP-29 returned from

3220-659: The end of the North African Campaign , the three B-26 groups had flown 1,587 sorties, losing 80 aircraft. This was double the loss rate of the B-25, which also flew 70% more sorties with fewer aircraft. Despite this, the B-26 continued in service with the Twelfth Air Force , supporting the Allied advance through Sicily , Italy and southern France . Air Marshal Sir John Slessor , Deputy Commander-in-Chief Mediterranean Allied Air Forces, wrote of "the astonishing accuracy of

3290-550: The entry of the United States into World War II, plans were tentatively developed to send the 38th BG to the South West Pacific and to equip it with B-26Bs fitted with more auxiliary fuel tanks and provisions for carrying aerial torpedoes . Three 38th BG B-26Bs were detached to Midway Island in the buildup to the Battle of Midway , and two of them, along with two B-26s detached from the 22nd BG, carried out torpedo attacks against

3360-613: The experienced medium bomber groups—particularly the Marauders; I think that the 42nd Bombardment Group in Sardinia is probably the best day-bomber unit in the world." Slessor in fact meant the 42nd Bomb Wing—17th, 319th and 320th Bomb Groups—but a US 'wing' equated roughly to a British 'group', and vice versa. The B-26 entered service with the Eighth Air Force in England in early 1943, with

3430-644: The land plane field was named Ault Field , in memory of Commander William B. Ault , missing in action in the previous year's Battle of the Coral Sea . Following the recommendation of the Interdepartmental Air Traffic Control Board, an area 2.5 miles (4.0 km) southeast of Coupeville was approved as an auxiliary field to serve NAS Seattle. Survey work began in February 1943, and work started in March. Naval Outlying Landing Field (NOLF) Coupeville

3500-620: The last crew member jumped, the plane exploded, killing Lindsey. He was posthumously awarded the Medal of Honor for his heroism. The B-26 flew its last combat missions against the German garrison at the Île d'Oléron on 1 May 1945, with the last units disbanding in early 1946. In 1942, a batch of 52 B-26A Marauders (designated Marauder I by the RAF) were offered to the United Kingdom under Lend-Lease . Like

3570-480: The length of the Akagi , braving anti-aircraft fire – to the point the pursuing Japanese fighters had to hold fire temporarily, to avoid hitting the flagship. Another B-26, seriously damaged by anti-aircraft fire, did not pull out of its run, and instead flew directly at Akagi ' s bridge . Either attempting a suicide ramming , or out of control, the plane narrowly missed striking the carrier's bridge, and crashed into

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3640-404: The loss of a 38th Bombardment Group B-26 when its vertical stabilizer and rudder separated from the aircraft at altitude (cause unknown, but the accident report discussed the possibility that a canopy hatch broke off and struck the vertical stabilizer). As pilots were trained quickly for the war, relatively inexperienced pilots entered the cockpit and the accident rate increased. This occurred at

3710-454: The main landing gear, engine mounts, propellers, and fuselage. The type was grounded briefly in April 1941 to investigate the landing difficulties. Two causes were found: insufficient landing speed (producing a stall ) and improper weight distribution. The latter was due to the lack of a dorsal turret; the Martin power turret was not yet ready. Some of the very earliest B-26s suffered collapses of

3780-481: The nose landing gear, said to be caused by improper weight distribution, but that is not likely to have been the only reason. The incidents occurred during low-speed taxiing, takeoffs and landings, and occasionally the strut unlocked. Later, the Martin electric dorsal turret was retrofitted to some of the first B-26s. Martin also began testing a taller vertical stabilizer and revised tail gunner's position in 1941. The Pratt & Whitney R-2800-5 engines were reliable, but

3850-588: The ocean. From approximately June 1942, B-26 squadrons of the 38th BG were based in New Caledonia and Fiji. From New Caledonia, missions were flown against Japanese bases in the Solomon Islands. On one occasion, a B-26 was credited with shooting down a Kawanishi H6K flying boat . In 1943, it was decided that the B-26 would be phased out of operations in the South West Pacific Theater in favor of

3920-450: The patrol community appeared to be reviving with the delivery of the Lockheed P-3 Orion as a replacement for the venerable Lockheed P-2 Neptune, but in September 1969, VP-2 and VP-42 were deactivated. On 1 March 1970, VP-1 transferred to NAS Barbers Point, ending seaplane patrol operations by active forces at NAS Whidbey Island. This also brought Fleet Air Wing Four to an end on 1 April 1970, leaving Patrol Squadron Sixty-nine ( VP-69 ),

3990-485: The pending closures of NAS Moffett Field and NAS Barbers Point, additional P-3C Orion maritime patrol aircraft came aboard NAS Whidbey Island, along with the associated staffs of Commander, Patrol Wings, U.S. Pacific Fleet (COMPATWINGSPAC) and Commander, Patrol Wing TEN (COMPATWING 10). With the closure of Naval Air Station Agana , Guam , Fleet Air Reconnaissance Squadron ONE (VQ-1) also arrived at NAS Whidbey Island in 1994 with its Lockheed EP-3E Aries II aircraft. VQ-1

4060-415: The planes to Australia. The 22nd BG flew its first combat mission, an attack on Rabaul which required an intermediate stop at Port Moresby , New Guinea , on 5 April 1942. A second group, the 38th , began receiving B-26s in November 1941 and began transitioning into them at Patterson Field, Ohio. There, the 38th continued the testing of the B-26, including its range and fuel efficiency. Immediately after

4130-423: The press and their relatives back home, the USAAF and Martin took the unusual step during war of commissioning large articles to be placed in various popular publications to educate the public and defend the flying/accident record of the B-26 against "slanders". One of the longest of these articles was in the May 1944 issue of Popular Mechanics . The B-26 Marauder was used mostly in Europe, but also saw action in

4200-431: The requirements on post-war naval aviation; 6,000 feet (1,800 m) runways were now the minimum standard and approach paths had to be suitable for radar-controlled approaches in any weather. Lockheed P2V Neptune patrol bombers, which arrived in the late 1940s, would eventually make up six patrol squadrons at NAS Whidbey. The Korean War restored NAS Whidbey to life and expansion and construction accelerated. Throughout

4270-506: The same time as more experienced B-26 pilots of the 22nd, 38th, and 42nd Bombardment Groups were proving the merits of the bomber. For a time in 1942, pilots in training believed that the B-26 could not be flown on one engine. This was disproved by several experienced pilots, including Colonel Jimmy Doolittle , who flew demonstration flights at MacDill Army Air Field , which featured takeoffs and landings with only one engine. Also, 17 Women Airforce Service Pilots were trained to demonstrate

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4340-446: The wing, driving four-bladed propellers. The engines were manufactured at the Ford Dearborn Engine plant in Dearborn, Michigan . The wings were of low aspect ratio and relatively small in area for an aircraft of its weight, giving the required high performance, but also resulting in a wing loading of 53 lb/sq ft (260 kg/m ) for the initial versions, which at the time was the highest of any aircraft accepted for service by

4410-421: The wings. (By February 1943, the newest model aircraft, the B-26B-10, had an additional 6 feet (1.8 m) of wingspan, plus uprated engines, more armor, and larger guns.) Indeed, the regularity of crashes by pilots training at MacDill Field—up to 15 in one 30-day period—led to the exaggerated catchphrase, "One a day in Tampa Bay". Apart from accidents occurring over land, 13 Marauders ditched in Tampa Bay in

4480-409: The year. Additionally, SAR has organic SAR Medical Technicians on all missions it performs. NASWI SAR primarily serves military aircrews, but missions to help civilians in distress are often approved and executed. Over 50 tenant commands are at NAS Whidbey Island to provide training, medical and dental, and other support services, including a United States Air Force (USAF) squadron ( 390th ECS ) which

4550-443: Was halted, 5,266 had been built. The B-26 began to equip the 22nd Bombardment Group at Langley Field , Virginia , in February 1941, replacing the Douglas B-18 Bolo , with a further two groups, the 38th and 28th, beginning to equip with the B-26 by December 1941. Immediately following the Japanese Attack on Pearl Harbor , the 22nd BG was deployed to the South West Pacific , first by ship to Hawaii , then its air echelon flew

4620-403: Was in use by September. At Ault Field, the earliest squadrons of aircraft were Grumman F4F Wildcats , which came aboard in 1942, followed by Grumman F6F Hellcats . Later that year, Lockheed PV-1 Venturas arrived for training. By the end of 1943, all Wildcats were gone, replaced by the Hellcat. In 1944, Douglas SBD Dauntless dive-bombers became the predominant aircraft at Ault Field, while at

4690-540: Was little need for purpose-built facilities. This would later change, however, as commercial seaplane operations proved financially viable, leading many companies, most notably Pan American Airways , to push for the construction of seaplane bases that were optimized for such use. These new seaplane bases often featured terminal buildings for passengers and cargo, concrete ramps for amphibious aircraft, and floating docks that connected to land. Seaplane bases would end up becoming very heavily utilized for commercial air traffic for

4760-535: Was particularly frightening for aircrews. More challenging was a loss of power in one engine during takeoff. These and other malfunctions, as well as human error, claimed a number of aircraft and the commanding officer of the 22nd Bombardment Group , Colonel Mark Lewis. The Martin B-26 suffered only two fatal accidents during its first year of flight, from November 1940 to November 1941—a crash shortly after takeoff near Martin's Middle River plant in Maryland (cause unknown, but engine malfunction strongly suggested) and

4830-486: Was placed under the clemency of COMPATWING 10 and the wing was redesignated Commander, Patrol and Reconnaissance Wing TEN (COMPATRECONWING 10). With the disestablishment of Reserve Patrol Wing, VP-69 was also placed under COMPATRECONWING 10. In 1997, the last Pacific-based A-6E Intruder squadron, VA-196 was disestablished after a lengthy deployment for WESTPAC 1996. In January 2009, VAQ-129 accepted its first Boeing EA-18G Growler electronic warfare aircraft which replaced

4900-535: Was started at NAS Whidbey Island. Two Sikorsky HRS-2 helicopters, more commonly referred to as H-19 Chickasaws , were assigned to the SAR team soon to be replaced by two HRS-3's. The aircrewmen assigned to SAR were initially told this would be a two-year trial period during which time it would be decided if it would be permanent. If it didn't work it would be shut down. In early 1965, patrol squadrons began to leave NAS Whidbey; VP-47 transferred to NAS Moffett Field and VP-17 to NAS Barbers Point , Hawaii. In July 1969,

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