Tag Archives: images

Cool Transunion images

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Some amazing transunion pictures:

An El train passes the Transunion Building (right), the Board of Trade (facility left) as well as the Insurance Exchange Building (left); the Loop, Chicago
transunion
< img alt="transunion"src="https://www.free-credit-report.net/wp-content/uploads/2017/03/7756726654_2b0c5c7839.jpg"width="400"/ > Image by

aidaneus Transunion MAN Irizar Century III, Palma, Spain.
transunion
< img alt="transunion"src="https://www.free-credit-report.net/wp-content/uploads/2017/03/26069958946_2079ffeb40.jpg"width="400"/ > Picture by
Vasconium March 2016.

An El train passes the Transunion Building (right), the Board of Trade (center left) and also the Insurance coverage Exchange Structure (left); the Loophole, Chicago
transunion
< img alt="transunion"src ="https://www.free-credit-report.net/wp-content/uploads/2017/03/7756721830_78edfb7700.jpg"size ="400"/ > Picture by aidaneus

Cool Mortgage images

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Take a look at these home mortgage photos:

Home loan
mortgage
< img alt="home loan"src="https://www.free-credit-report.net/wp-content/uploads/2017/03/32214605033_3b89ab83e1.jpg"size="400"/ > Image by
FootMassagez Home mortgage

home mortgage
mortgage
< img alt="home mortgage"src ="https://www.free-credit-report.net/wp-content/uploads/2017/03/5537614041_0f1a6742a5.jpg"size ="400"/ > Picture by Sean MacEntee home loan

Cool Good Credit Credit Card images

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Check out these good credit credit card images:

Dude, there’s some guy taking my picture! What should I do?
good credit credit card
Image by Ed Yourdon
It was hard to resist taking several pictures of this young woman: she seemed so clean-cut, attractive, and well dressed as she stood in the square while chatting on her cell phone.

She then marched back and forth several paces, then went into the entrance to the 72nd Street subway station, came back out again, marched around, continued chattering on her cell phone, and occasionally glanced at me with a puzzled look as I snapped several pictures. A good ten minutes went by until she finally disappeared for good into the subway station, still chattering away on her cell phone…

Note: this photo was published in a Jul 9, 2009 photo titled "How to Ease Your Transition to Google Voice." It was also published in an Aug 1, 2009 XYHDTV blog titled "How Do I Know if She Likes Me?" It was also published in a Jun 11, 2010 Online Dating Finder blog, with the same title as the caption that I used on this Flickr page. And it was published in a Jul 21, 2010 blog titled "En busca del look perfecto para ir de rebajas." It was also published in an undated (mid-Oct 2010) "Second Store on the Web" blog titled "A Grеаt Option – Digital TV οח Yουr PC." And it was published in a Nov 1, 2010 blog titled "Get it for free! Put away your credit card – Tips on free online dating." It was also published in a Dec 3, 2010 First Date Conversation blog , with the same title and detailed notes as what I had written here on this Flickr page. And it was published in a Dec 18, 2010 blog titled "Single? Try Online Dating, It Works!"

Moving into 2011, the photo was published in a Jan 3, 2011 PC and Parts blog titled "Q&A: Is there a store online where I can get a powerbutton switch for a gateway essential 500 (pentium 3 500mhz)?" And it was published in a Jan 25, 2010 blog titled "The Best Things in Life are Usually Free – Online Dating and Singles Tips." It was also published in a Jan 27, 2011 blog titled "Help me please where can i work online from my laptop?" And it was published in a Jul 21, 2011 blog titled "Judging Female Sexual Attractiveness Based On The Clothes They Wear."

Moving into 2012, the photo was published in an Apr 9, 2012 www.my-essential.de/2012/04/09/dude-theres-some-guy-takin…, with the same caption and detailed notes I had written on this Flickr page. It was also published in a Jun 21, 2012 blog titled "6 Little-Known Facts that Could Affect Your Air Miles." And it was published in an undated (early Dec 2012) blog titled "4 Good Reasons to Dress Up Well All The Time."

Moving into 2013, the photo was published in a Mar 20, 2013 blog titled "WHAT DO YOU SAY TO SOMEONE WHO SAID NO TO BEING A BRIDESMAID."

**********************

This is part of an evolving photo-project, which will probably continue throughout the summer of 2008, and perhaps beyond: a random collection of "interesting" people in a broad stretch of the Upper West Side of Manhattan — between 72nd Street and 104th Street, especially along Broadway and Amsterdam Avenue.

I don’t like to intrude on people’s privacy, so I normally use a telephoto lens in order to photograph them while they’re still 50-100 feet away from me; but that means I have to continue focusing my attention on the people and activities half a block away, rather than on what’s right in front of me.

I’ve also learned that, in many cases, the opportunities for an interesting picture are very fleeting — literally a matter of a couple of seconds, before the person(s) in question move on, turn away, or stop doing whatever was interesting. So I’ve learned to keep the camera switched on (which contradicts my traditional urge to conserve battery power), and not worry so much about zooming in for a perfectly-framed picture … after all, once the digital image is uploaded to my computer, it’s pretty trivial to crop out the parts unrelated to the main subject.

For the most part, I’ve deliberately avoided photographing bums, drunks, drunks, and crazy people. There are a few of them around, and they would certainly create some dramatic pictures; but they generally don’t want to be photographed, and I don’t want to feel like I’m taking advantage of them. I’m still looking for opportunities to take some "sympathetic" pictures of such people, which might inspire others to reach out and help them. We’ll see how it goes …

The only other thing I’ve noticed, thus far, is that while there are lots of interesting people to photograph, there are far, far, far more people who are not so interesting. They’re probably fine people, and they might even be more interesting than the ones I’ve photographed … but there was just nothing memorable about them.

Web shots08079
good credit credit card
Image by ajschroetlin
Sometimes you just can’t get out of the way of the shot. If you can’t beat em, join em. 🙂

Taken on a trip to the Miracle Mile in Wyoming on the last weekend in March of 08 with a few of my pals. The fishing was no good because of the weather but it created ideal conditions for me.
So this place is somewhere my family has been taking me forever. My grandparents have a little Airstream trailer that sits up at the river year round. Propane heat, oven and stove. Roughing it, with a little comfort mixed in.
Conditions can be pretty rough, both in summer and winter…..and in March! It’s a long way out on dirt roads that see VERY little activity. If you break down it could be a day before you see anyone. On this trip we were reminded of just how vulnerable we as humans are to nature.

On Sunday, the day we planned to leave, we awoke to a little snow on the ground and pretty cold temperatures. It really wasn’t sticking to the ground though. The boys weren’t afraid and they tried their luck at the fishing again that morning. After a few hours they called it quits and we started to pack up and clean the trailer. My buddy really wanted to try and land a fish in the tough conditions so he went down to the river to try one last time before we headed home.
I joined him, to try and take a few photos of him fishing in the snow. As soon as we got to the river the snow picked up a little. Then a lot. He had barely gotten himself into the freezing cold water before he turned around and looked at me like, "Holy $%@#, we should probably get out of here!"
And we did. We locked up the trailer and hit the road.

Now my buddies were in a 4 wheel drive Jeep and I was in a front wheel drive Altima. No chains. We drove in on dry roads and we were leaving in blizzard conditions. There are a few different roads leading out of the Mile and I had to choose which one to take. One road takes you up and over a pass but once you get over the pass the roads are paved and it’s the shortest route. The other way is pretty flat but it’s out on the plains and many times the road drifts over and it’s hard to see where the road is. Sometimes the drifts are 10 feet tall and then you’re screwed, for lack of a better term. So I thought we’d try our luck at the pass. Yeah, not so much. The first major hill and my car started spinning about three quarters of the way up. Luckily we hadn’t gone down that road long before we realized it was not an option.

We turned around, or rather my car did a donut and turned me around and we headed the other way. I’ve driven in white out conditions before but nothing prepared me for the journey I, and my trusty friends, would take. Just like I suspected the road was full of drifts and with the blizzard conditions visibility was next to nothing. For two and a half hours I followed a few little bushes sticking out of the road hoping that I was on the right path. Honestly it was hard to see if I was on the road or out in the prairie. White as white could be.

We made it off of the dirt roads and to a little town called Hanna. Now if you’ve ever been to Wyoming you know that outside of a few of the "major" cities, EVERYTHING closes down at 6pm on a Sunday. We rolled into town about 5:55. Just enough time for me to get a pack of smokes at the grocery store and trust me I needed them. The folks at the store told us EVERY road out of Hanna was closed. Hanna has NO motels. None. I was pretty sure I was sleeping in my car that night cuddled up to my furry dog.

At this point we needed gas too. I always fill my tank before I head out on the dirt roads because I know what can happen. No real gas stations in Hanna but they do have a few pumps that take a credit card. That works, if only the pumps worked. No luck.

So we decided to drive a few more miles to Interstate 80 because we figured that was our best option. Luckily the highway ramp wasn’t closed and we decided to press our luck and try and get to Laramie which was about 70 miles away. Laramie was the only gas or lodging available. I had less than a quarter tank.

Actually I-80 was the best driving conditions we saw but that really isn’t saying much. Visibility was a little better though. We made it to Laramie, and gas, and we were again told that all roads out of Laramie were closed. Hundred of semis, cars and trucks sat at on ramps around Laramie. We decided to call Wyoming Dep’t of Transportation to see if Highway 287 was open. They said yes but probably not for long. We made it out of Laramie and got past the gates before they closed them. I’m not sure if that was a good thing or not, looking back.

By now it was dark, very cold, and the wind was blowing like crazy. My buddy took the lead because he had the 4 wheel drive and better headlights. The snow was whipping around and making it really hard to see. We had to drive a little ways, find a road marker, drive a little more till we spotted the next. Most cars in the other lane were stopped with their hazard lights on. We kept on trucking. Up and over the pass we went. We drove through piles of drifted snow. The wind howled like I’ve never seen it before. At one point it literally moved my car about 4 feet. Slid it right along the frozen ground. All of a sudden I was in the oncoming lane, or what I thing was the oncoming lane. Scary stuff.

So we finally made it back to Fort Collins. The wicked conditions didn’t let up until we reached the city limits. A trip that usually takes three and half hours took almost seven!
Seven hours of hunching over the steering wheel to see out of the windshield. Seven hours of gripping that steering wheel like it was a piece of rope and I was dangling over the edge. 🙂

I’m glad I had a few friends that didn’t panic and knew what they were doing. I’ve never been so glad to be home from a trip.

Thanks for reading my story.

Cool Credit Application images

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Check out these credit application images:

The Lighthouse at Hartlepool Headland
credit application
Image by Museum of Hartlepool
This is a photograph of the lighthouse at Hartlepool Headland taken in 1920. The lighthouse was built on a pier known as Pilots Peir

Photograph Collection No :2007.10.3

Images from Hartlepool Cultural Services that are part of The Commons on Flickr are labeled ‘no known copyright restrictions’ indicating that Hartlepool Cultural Services is unaware of any current copyright restrictions on these images either because the copyright is waived or the term of copyright has expired.

Commercial use of images is not permitted. Applications for commercial use or for higher quality reproductions should be made to Hartlepool Cultural Services, Sir William Gray House, Clarence Road, Hartlepool, TS24 8BT. When using the images please credit ‘Hartlepool Cultural Services’.

Alarm clock
credit application
Image by Museum of Hartlepool
Alarm clock with a piece of German shell embedded in the dial. The clock was damaged during the bombardment of the Hartlepools on 16th December 1914. It is said that the clock stopped at the time of the shell hitting it. The clock belonged to a resident at 14 Collingwood Road but is now part of the collections at the Museum of Hartlepool and is on permanent display. Ironically the clock was manufactured in Germany. HAPMG : 1990.6.1

Images from Hartlepool Cultural Services that are part of The Commons on Flickr are labeled ‘no known copyright restrictions’ indicating that Hartlepool Cultural Services is unaware of any current copyright restrictions on these images either because the copyright is waived or the term of copyright has expired.

Commercial use of images is not permitted. Applications for commercial use or for higher quality reproductions should be made to Hartlepool Cultural Services, Sir William Gray House, Clarence Road, Hartlepool, TS24 8BT. When using the images please credit ‘Hartlepool Cultural Services’.

Good Settle Charge card images

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Some trendy pay off charge card photos:

Flamingo Towels we purchased for camping at the Avalon
pay off credit card
< img alt=" pay off credit scores card" src=" https://www.free-credit-report.net/wp-content/uploads/2017/03/7017753807_9fbaac0203.jpg" width=" 400"/ > Photo by< a href= " http://www.flickr.com/photos/80029441@N00/7017753807" > Counselman Collection It is amazing how spoiled we often tend to obtain being so used to having wonderful solutions when traveling, but when a person promotes a nice establishment, and after you arrive it transforms into being a dump, often it takes a little additional initiative to endure it. Mosting likely to our springtime circuit setting up this month was really an adventure since all the resort rooms close by were reserved for a huge basketball game and also the only thing we could locate was the Avalon in Jackson, Michigan. This resort was initially an old Vacation Inn however has been marketed as being absolutely remodelled as well as brand-new, so we attacked because everything else was full, and also they revealed fantastic images in the advertising. We had actually booked, asking for six rooms, for a full weekend, and we wanted them all adjacent rooms so the children could rest in the adjoining areas with their parents nearby. Because we were spending for the entire family we signed in and waited for the children to arrive. When the youngsters arrived regarding an hour later on, we located just one set of areas were actually adjoining. When we told them we just desired five of the areas then because the rooms were not adjacent as they were meant to be, the 2nd change lady Sandy would not give us a reimbursement for transforming in that a person added area because we did not complain within fifteen mins of arrival. We told her the youngsters simply got there as well as they do not wish to leave their kids in an area not signed up with to their space, yet she was so mean and persistent. This is a complete rip-off joint from the images on their web-site. The spaces had plenty of smoke smell also though they are significant non-smoking, the TELEVISION’s were all snowy, you need to request for these dinky towels to obtain any kind of towels for your room, the security lock was broken short our door, as well as I can not think exactly how run down it was. Every other door around our room had tape significant DNR pasted on the door, which probably meant ‘do not rent’, yet we figured it suggested do not resuscitate, and also they were waiting on the coroner. This became one of the most daring camping trips we had actually gotten on in years. We even had welcomed a sibling from our members with her 2 girls to remain with our team, and also we were so ashamed. My only choice is to put the credit score card in total written legal dispute until we understand it has been readjusted effectively. Given that we had a difficult enough time just kipping down that one space back in, which likewise had one of the most grisly mold scent in it, we figured we were stuck. If you want a terrific camping adventure, examine this area out. We just determined making the finest of it, movinged towards the store, and also bought towels, toilet tissue, Lysol wipes, and various other misc camping gear. Simply look out for that grouchy woman called Sandy on second change desk; I truly pity her, a quarter would certainly buy her a far better personality than the one she has. Considering that the polices turned up to offer a warrant on one of their regular guests while we were there, we simply figured she was made use of to being a difficult bouncer. While we were there I saw several households walk out annoyed stating they were not going back, yet you could inform they heard this so much at the workdesk, they would simply apathetically claim, oh well. This is not the very first inside camping trip we have actually been stuck in, but we just wanted to advise everyone so you do not make the same blunder as we did at this location. All you could do is; the ideal you can, and after that laugh it off. Since we needed to go purchase our own towels, we figured we may also laugh all of it off by buying flamingo towels for every person. When life hands you lemons, we just make lemonade. Psalm 68:19 Every little thing deserved it to be able to participate in the convention.

Credit history Card
pay off credit card
< img alt=" repay bank card" src=" https://www.free-credit-report.net/wp-content/uploads/2017/03/6881501238_9587bd5ab1.jpg" size=" 400"/ > Photo by< a href=" http://www.flickr.com/photos/76657755@N04/6881501238" >
Tax obligation Debts Conserving to settle your Charge card

We have made this picture available for any individual to make use of. Please credit rating our site TaxCredits.net as the resource if you do.

Cool Home Equity images

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Take a look at these residence equity images:

Reverse Home mortgage
home equity
< img alt=" house equity" src=" https://www.free-credit-report.net/wp-content/uploads/2017/03/13290842905_d50491cb35.jpg" size=" 400"/ > Image by< a href=" http://www.flickr.com/photos/120360673@N04/13290842905" >
aag_photos Withdraw Cash From Your Home – Home Equity or Reverse Mortgage

When using this photo please supply photo debt (link) to: www.aag.com per these terms: www.aag.com/retirement-reverse-mortgage-pictures Our living-room Photo by beedubz One more shot of our new windows Image by beedubz

Cool Car Finance images

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Take a look at these car loan photos:

Steven F. Udvar-Hazy Center: View of south hangar, including B-29 Superfortress “Enola Gay”, a glimpse associated with the Air France Concorde, and many others
auto loan
Image by Chris Devers
Quoting Smithsonian Nationwide Air and Area Museum | Boeing B-29 Superfortress "Enola Gay":

Boeing’s B-29 Superfortress ended up being probably the most advanced propeller-driven bomber of World War II while the first bomber to house its crew in pressurized compartments. Although designed to battle in European theater, the B-29 found its niche on the other side associated with globe. Within the Pacific, B-29s delivered a variety of aerial tools: mainstream bombs, incendiary bombs, mines, and two atomic tools.

On August 6, 1945, this Martin-built B-29-45-MO dropped the initial atomic tool utilized in fight on Hiroshima, Japan. 3 days later, Bockscar (on display within U.S. Air power Museum near Dayton, Ohio) dropped a moment atomic bomb on Nagasaki, Japan. Enola Gay travelled whilst the advance weather condition reconnaissance aircraft that time. A third B-29, The Great Artiste, travelled as an observation aircraft on both missions.

Transferred from US Air Energy.

Maker:
Boeing Aircraft Co.
Martin Co., Omaha, Nebr.

Date:
1945

Country of Origin:
United States of America

Proportions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)

Materials:
Polished general aluminum finish

Actual Description:
Four-engine hefty bomber with semi-monoqoque fuselage and high-aspect ratio wings. Refined aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial quantity on straight fin; 509th Composite Group markings painted in black; "Enola Gay" in black colored, block letters on reduced remaining nose.

Czechmate!
auto loan
Image by Curtis Gregory Perry

Wonderful Buy Home images

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Some trendy buy residence images:

Nesting nelly 001
buy home
< img alt=" acquire house" src=" https://www.free-credit-report.net/wp-content/uploads/2017/03/2340953610_4107b5e006.jpg" width=" 400"/ > Photo by< a href=" http://www.flickr.com/photos/19026588@N00/2340953610" >
Ani-Bee With a child being available in 4 months, we [emergency room, I] have been a.
“” nesting nelly” “lately. We have actually been buying anything we.
figure we’ll never have the ability to pay for, or will not wish to spend.
loan on, when our little package of happiness is below & & sucking.
up all our financial resources;-RRB-.

That means the living room has actually obtained an overhaul [once again]& & although there’s still tweaking to be done [I wish to paint.
a huge lacework style in the empty room over the couch &&
. various smaller sized pieces will certainly be changed or included.
as we clean out the extra area & & essentially re-arrange the.
entire residence] I truly like just how cozy & & comfortable points look &&
. I love hanging out in there:-RRB-.

I took these images in the mid-morning, so although it might.
look extremely bright out, it was in fact rather bleak … I had to.
compromise & & deal with the grain forever images:/.

Buy Me
buy home
< img alt=" buy house" src =" https://www.free-credit-report.net/wp-content/uploads/2017/03/119805894_9664309040.jpg" width =" 400"/ > Image by< a href =" http://www.flickr.com/photos/57537089@N00/119805894" > gomattolson No, actually. I promise I’ll offer you a good cost.

Cool American Express images

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A few nice american express images I found:

Disney – Illimunations – Reflections of Earth (1) (Explored)
american express
Image by Express Monorail
View Large On Black

See where this picture was taken. [?]

Pictured:
Illuminations: Reflections of Earth
World Showcase
Epcot
Walt Disney World Resort
Lake Buena Vista, Florida
November, 2008

This picture made it to Flickr Explore November 21, 2008 – #14 – thanks everyone!

Featured in the Digital Photography School blog post "Long Exposure Photography: 15 Stunning Examples" – I’m honored to have been included among such amazing photographs – thank you DPS!!

Disney Photo Challenge winner in "Fireworks" – thanks for your votes!

Thanks for stopping by!

10233: Horizon Express – Commissioned by nite owl
american express
Image by wiredforlego
facebook.com/pages/nite-owl/227790535446

Cottonwood Creek
american express
Image by P. Oglesby
Grand Finalist in the 2012 Nature Conservancy worldwide photo contest

Grand Teton N.P. 2009
© P.Oglesby photography 2010. Do not use without my expressed consent.

Trendy Correct Credit score Report Errors images

Published / by webmaster

A few nice correct credit report errors images I found:

Steven F. Udvar-Hazy Center: B-29 Superfortress “Enola Gay” panorama
correct credit report errors
Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress "Enola Gay":

Boeing’s B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.

On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.

Transferred from the United States Air Force.

Manufacturer:
Boeing Aircraft Co.
Martin Co., Omaha, Nebr.

Date:
1945

Country of Origin:
United States of America

Dimensions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)

Materials:
Polished overall aluminum finish

Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.

Steven F. Udvar-Hazy Center: P-38 Lightning, with B-29 Enola Gay behind it
correct credit report errors
Image by Chris Devers

See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | Lockheed P-38J-10-LO Lightning

In the P-38 Lockheed engineer Clarence "Kelly" Johnson and his team of designers created one of the most successful twin-engine fighters ever flown by any nation. From 1942 to 1945, U. S. Army Air Forces pilots flew P-38s over Europe, the Mediterranean, and the Pacific, and from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Lightning pilots in the Pacific theater downed more Japanese aircraft than pilots flying any other Allied warplane.

Maj. Richard I. Bong, America’s leading fighter ace, flew this P-38J-10-LO on April 16, 1945, at Wright Field, Ohio, to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. However, his right engine exploded in flight before he could conduct the experiment.

Transferred from the United States Air Force.

Manufacturer:
Lockheed Aircraft Company

Date:
1943

Country of Origin:
United States of America

Dimensions:
Overall: 390 x 1170cm, 6345kg, 1580cm (12ft 9 9/16in. x 38ft 4 5/8in., 13988.2lb., 51ft 10 1/16in.)

Materials:
All-metal

Physical Description:
Twin-tail boom and twin-engine fighter; tricycle landing gear.

Long Description:
From 1942 to 1945, the thunder of P-38 Lightnings was heard around the world. U. S. Army pilots flew the P-38 over Europe, the Mediterranean, and the Pacific; from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Measured by success in combat, Lockheed engineer Clarence "Kelly" Johnson and a team of designers created the most successful twin-engine fighter ever flown by any nation. In the Pacific Theater, Lightning pilots downed more Japanese aircraft than pilots flying any other Army Air Forces warplane.

Johnson and his team conceived this twin-engine, single-pilot fighter airplane in 1936 and the Army Air Corps authorized the firm to build it in June 1937. Lockheed finished constructing the prototype XP-38 and delivered it to the Air Corps on New Year’s Day, 1939. Air Corps test pilot and P-38 project officer, Lt. Benjamin S. Kelsey, first flew the aircraft on January 27. Losing this prototype in a crash at Mitchel Field, New York, with Kelsey at the controls, did not deter the Air Corps from ordering 13 YP-38s for service testing on April 27. Kelsey survived the crash and remained an important part of the Lightning program. Before the airplane could be declared ready for combat, Lockheed had to block the effects of high-speed aerodynamic compressibility and tail buffeting, and solve other problems discovered during the service tests.

The most vexing difficulty was the loss of control in a dive caused by aerodynamic compressibility. During late spring 1941, Air Corps Major Signa A. Gilke encountered serious trouble while diving his Lightning at high-speed from an altitude of 9,120 m (30,000 ft). When he reached an indicated airspeed of about 515 kph (320 mph), the airplane’s tail began to shake violently and the nose dropped until the dive was almost vertical. Signa recovered and landed safely and the tail buffet problem was soon resolved after Lockheed installed new fillets to improve airflow where the cockpit gondola joined the wing center section. Seventeen months passed before engineers began to determine what caused the Lightning’s nose to drop. They tested a scale model P-38 in the Ames Laboratory wind tunnel operated by the NACA (National Advisory Committee for Aeronautics) and found that shock waves formed when airflow over the wing leading edges reached transonic speeds. The nose drop and loss of control was never fully remedied but Lockheed installed dive recovery flaps under each wing in 1944. These devices slowed the P-38 enough to allow the pilot to maintain control when diving at high-speed.

Just as the development of the North American P-51 Mustang, Republic P-47 Thunderbolt, and the Vought F4U Corsair (see NASM collection for these aircraft) pushed the limits of aircraft performance into unexplored territory, so too did P-38 development. The type of aircraft envisioned by the Lockheed design team and Air Corps strategists in 1937 did not appear until June 1944. This protracted shakedown period mirrors the tribulations suffered by Vought in sorting out the many technical problems that kept F4U Corsairs off U. S. Navy carrier decks until the end of 1944.

Lockheed’s efforts to trouble-shoot various problems with the design also delayed high-rate, mass production. When Japan attacked Pearl Harbor, the company had delivered only 69 Lightnings to the Army. Production steadily increased and at its peak in 1944, 22 sub-contractors built various Lightning components and shipped them to Burbank, California, for final assembly. Consolidated-Vultee (Convair) subcontracted to build the wing center section and the firm later became prime manufacturer for 2,000 P-38Ls but that company’s Nashville plant completed only 113 examples of this Lightning model before war’s end. Lockheed and Convair finished 10,038 P-38 aircraft including 500 photo-reconnaissance models. They built more L models, 3,923, than any other version.

To ease control and improve stability, particularly at low speeds, Lockheed equipped all Lightnings, except a batch ordered by Britain, with propellers that counter-rotated. The propeller to the pilot’s left turned counter-clockwise and the propeller to his right turned clockwise, so that one propeller countered the torque and airflow effects generated by the other. The airplane also performed well at high speeds and the definitive P-38L model could make better than 676 kph (420 mph) between 7,600 and 9,120 m (25,000 and 30,000 ft). The design was versatile enough to carry various combinations of bombs, air-to-ground rockets, and external fuel tanks. The multi-engine configuration reduced the Lightning loss-rate to anti-aircraft gunfire during ground attack missions. Single-engine airplanes equipped with power plants cooled by pressurized liquid, such as the North American P-51 Mustang (see NASM collection), were particularly vulnerable. Even a small nick in one coolant line could cause the engine to seize in a matter of minutes.

The first P-38s to reach the Pacific combat theater arrived on April 4, 1942, when a version of the Lightning that carried reconnaissance cameras (designated the F-4), joined the 8th Photographic Squadron based in Australia. This unit launched the first P-38 combat missions over New Guinea and New Britain during April. By May 29, the first 25 P-38s had arrived in Anchorage, Alaska. On August 9, pilots of the 343rd Fighter Group, Eleventh Air Force, flying the P-38E, shot down a pair of Japanese flying boats.

Back in the United States, Army Air Forces leaders tried to control a rumor that Lightnings killed their own pilots. On August 10, 1942, Col. Arthur I. Ennis, Chief of U. S. Army Air Forces Public Relations in Washington, told a fellow officer "… Here’s what the 4th Fighter [training] Command is up against… common rumor out there that the whole West Coast was filled with headless bodies of men who jumped out of P-38s and had their heads cut off by the propellers." Novice Lightning pilots unfamiliar with the correct bailout procedures actually had more to fear from the twin-boom tail, if an emergency dictated taking to the parachute but properly executed, Lightning bailouts were as safe as parachuting from any other high-performance fighter of the day. Misinformation and wild speculation about many new aircraft was rampant during the early War period.

Along with U. S. Navy Grumman F4F Wildcats (see NASM collection) and Curtiss P-40 Warhawks (see NASM collection), Lightnings were the first American fighter airplanes capable of consistently defeating Japanese fighter aircraft. On November 18, men of the 339th Fighter Squadron became the first Lightning pilots to attack Japanese fighters. Flying from Henderson Field on Guadalcanal, they claimed three during a mission to escort Boeing B-17 Flying Fortress bombers (see NASM collection).

On April 18, 1943, fourteen P-38 pilots from the 70th and the 339th Fighter Squadrons, 347th Fighter Group, accomplished one of the most important Lightning missions of the war. American ULTRA cryptanalysts had decoded Japanese messages that revealed the timetable for a visit to the front by the commander of the Imperial Japanese Navy, Admiral Isoroku Yamamoto. This charismatic leader had crafted the plan to attack Pearl Harbor and Allied strategists believed his loss would severely cripple Japanese morale. The P-38 pilots flew 700 km (435 miles) at heights from 3-15 m (10-50 feet) above the ocean to avoid detection. Over the coast of Bougainville, they intercepted a formation of two Mitsubishi G4M BETTY bombers (see NASM collection) carrying the Admiral and his staff, and six Mitsubishi A6M Zero fighters (see NASM collection) providing escort. The Lightning pilots downed both bombers but lost Lt. Ray Hine to a Zero.

In Europe, the first Americans to down a Luftwaffe aircraft were Lt. Elza E. Shahan flying a 27th Fighter Squadron P-38E, and Lt. J. K. Shaffer flying a Curtiss P-40 (see NASM collection) in the 33rd Fighter Squadron. The two flyers shared the destruction of a Focke-Wulf Fw 200C-3 Condor maritime strike aircraft over Iceland on August 14, 1942. Later that month, the 1st fighter group accepted Lightnings and began combat operations from bases in England but this unit soon moved to fight in North Africa. More than a year passed before the P-38 reappeared over Western Europe. While the Lightning was absent, U. S. Army Air Forces strategists had relearned a painful lesson: unescorted bombers cannot operate successfully in the face of determined opposition from enemy fighters. When P-38s returned to England, the primary mission had become long-range bomber escort at ranges of about 805 kms (500 miles) and at altitudes above 6,080 m (20,000 ft).

On October 15, 1943, P-38H pilots in the 55th Fighter Group flew their first combat mission over Europe at a time when the need for long-range escorts was acute. Just the day before, German fighter pilots had destroyed 60 of 291 Eighth Air Force B-17 Flying Fortresses (see NASM collection) during a mission to bomb five ball-bearing plants at Schweinfurt, Germany. No air force could sustain a loss-rate of nearly 20 percent for more than a few missions but these targets lay well beyond the range of available escort fighters (Republic P-47 Thunderbolt, see NASM collection). American war planners hoped the long-range capabilities of the P-38 Lightning could halt this deadly trend, but the very high and very cold environment peculiar to the European air war caused severe power plant and cockpit heating difficulties for the Lightning pilots. The long-range escort problem was not completely solved until the North American P-51 Mustang (see NASM collection) began to arrive in large numbers early in 1944.

Poor cockpit heating in the H and J model Lightnings made flying and fighting at altitudes that frequently approached 12,320 m (40,000 ft) nearly impossible. This was a fundamental design flaw that Kelly Johnson and his team never anticipated when they designed the airplane six years earlier. In his seminal work on the Allison V-1710 engine, Daniel Whitney analyzed in detail other factors that made the P-38 a disappointing airplane in combat over Western Europe.

• Many new and inexperienced pilots arrived in England during December 1943, along with the new J model P-38 Lightning.

• J model rated at 1,600 horsepower vs. 1,425 for earlier H model Lightnings. This power setting required better maintenance between flights. It appears this work was not done in many cases.

• During stateside training, Lightning pilots were taught to fly at high rpm settings and low engine manifold pressure during cruise flight. This was very hard on the engines, and not in keeping with technical directives issued by Allison and Lockheed.

• The quality of fuel in England may have been poor, TEL (tetraethyl lead) fuel additive appeared to condense inside engine induction manifolds, causing detonation (destructive explosion of fuel mixture rather than controlled burning).

• Improved turbo supercharger intercoolers appeared on the J model P-38. These devices greatly reduced manifold temperatures but this encouraged TEL condensation in manifolds during cruise flight and increased spark plug fouling.

Using water injection to minimize detonation might have reduced these engine problems. Both the Republic P-47 Thunderbolt and the North American P-51 Mustang (see NASM collection) were fitted with water injection systems but not the P-38. Lightning pilots continued to fly, despite these handicaps.

During November 1942, two all-Lightning fighter groups, the 1st and the 14th, began operating in North Africa. In the Mediterranean Theater, P-38 pilots flew more sorties than Allied pilots flying any other type of fighter. They claimed 608 enemy a/c destroyed in the air, 123 probably destroyed and 343 damaged, against the loss of 131 Lightnings.

In the war against Japan, the P-38 truly excelled. Combat rarely occurred above 6,080 m (20,000 ft) and the engine and cockpit comfort problems common in Europe never plagued pilots in the Pacific Theater. The Lightning’s excellent range was used to full advantage above the vast expanses of water. In early 1945, Lightning pilots of the 12th Fighter Squadron, 18th Fighter Group, flew a mission that lasted 10 ½ hours and covered more than 3,220 km (2,000 miles). In August, P-38 pilots established the world’s long-distance record for a World War II combat fighter when they flew from the Philippines to the Netherlands East Indies, a distance of 3,703 km (2,300 miles). During early 1944, Lightning pilots in the 475th Fighter Group began the ‘race of aces.’ By March, Lieutenant Colonel Thomas J. Lynch had scored 21 victories before he fell to antiaircraft gunfire while strafing enemy ships. Major Thomas B. McGuire downed 38 Japanese aircraft before he was killed when his P-38 crashed at low altitude in early January 1945. Major Richard I. Bong became America’s highest scoring fighter ace (40 victories) but died in the crash of a Lockheed P-80 (see NASM collection) on August 6, 1945.

Museum records show that Lockheed assigned the construction number 422-2273 to the National Air and Space Museum’s P-38. The Army Air Forces accepted this Lightning as a P-38J-l0-LO on November 6, 1943, and the service identified the airplane with the serial number 42-67762. Recent investigations conducted by a team of specialists at the Paul E. Garber Facility, and Herb Brownstein, a volunteer in the Aeronautics Division at the National Air and Space Museum, have revealed many hitherto unknown aspects to the history of this aircraft.

Brownstein examined NASM files and documents at the National Archives. He discovered that a few days after the Army Air Forces (AAF) accepted this airplane, the Engineering Division at Wright Field in Dayton, Ohio, granted Lockheed permission to convert this P-38 into a two-seat trainer. The firm added a seat behind the pilot to accommodate an instructor who would train civilian pilots in instrument flying techniques. Once trained, these test pilots evaluated new Lightnings fresh off the assembly line.

In a teletype sent by the Engineering Division on March 2, 1944, Brownstein also discovered that this P-38 was released to Colonel Benjamin S. Kelsey from March 3 to April 10, 1944, to conduct special tests. This action was confirmed the following day in a cable from the War Department. This same pilot, then a Lieutenant, flew the XP-38 across the United States in 1939 and survived the crash that destroyed this Lightning at Mitchel Field, New York. In early 1944, Kelsey was assigned to the Eighth Air Force in England and he apparently traveled to the Lockheed factory at Burbank to pick up the P-38. Further information about these tests and Kelsey’s involvement remain an intriguing question.

One of Brownstein’s most important discoveries was a small file rich with information about the NASM Lightning. This file contained a cryptic reference to a "Major Bong" who flew the NASM P-38 on April 16, 1945, at Wright Field. Bong had planned to fly for an hour to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. His flight ended after twenty-minutes when "the right engine blew up before I had a chance [to conduct the test]." The curator at the Richard I. Bong Heritage Center confirmed that America’s highest scoring ace made this flight in the NASM P-38 Lightning.

Working in Building 10 at the Paul E. Garber Facility, Rob Mawhinney, Dave Wilson, Wil Lee, Bob Weihrauch, Jim Purton, and Heather Hutton spent several months during the spring and summer of 2001 carefully disassembling, inspecting, and cleaning the NASM Lightning. They found every hardware modification consistent with a model J-25 airplane, not the model J-10 painted in the data block beneath the artifact’s left nose. This fact dovetails perfectly with knowledge uncovered by Brownstein. On April 10, the Engineering Division again cabled Lockheed asking the company to prepare 42-67762 for transfer to Wright Field "in standard configuration." The standard P-38 configuration at that time was the P-38J-25. The work took several weeks and the fighter does not appear on Wright Field records until May 15, 1944. On June 9, the Flight Test Section at Wright Field released the fighter for flight trials aimed at collecting pilot comments on how the airplane handled.

Wright Field’s Aeromedical Laboratory was the next organization involved with this P-38. That unit installed a kit on July 26 that probably measured the force required to move the control wheel left and right to actuate the power-boosted ailerons installed in all Lightnings beginning with version J-25. From August 12-16, the Power Plant Laboratory carried out tests to measure the hydraulic pump temperatures on this Lightning. Then beginning September 16 and lasting about ten days, the Bombing Branch, Armament Laboratory, tested type R-3 fragmentation bomb racks. The work appears to have ended early in December. On June 20, 1945, the AAF Aircraft Distribution Office asked that the Air Technical Service Command transfer the Lightning from Wright Field to Altus Air Force Base, Oklahoma, a temporary holding area for Air Force museum aircraft. The P-38 arrived at the Oklahoma City Air Depot on June 27, 1945, and mechanics prepared the fighter for flyable storage.

Airplane Flight Reports for this Lightning also describe the following activities and movements:

6-21-45 Wright Field, Ohio, 5.15 hours of flying.
6-22-45Wright Field, Ohio, .35 minutes of flying by Lt. Col. Wendel [?] J. Kelley and P. Shannon.
6-25-45Altus, Oklahoma, .55 hours flown, pilot P. Shannon.
6-27-45Altus, Oklahoma, #2 engine changed, 1.05 hours flown by Air Corps F/O Ralph F. Coady.
10-5-45 OCATSC-GCAAF (Garden City Army Air Field, Garden City, Kansas), guns removed and ballast added.
10-8-45Adams Field, Little Rock, Arkansas.
10-9-45Nashville, Tennessee,
5-28-46Freeman Field, Indiana, maintenance check by Air Corps Capt. H. M. Chadhowere [sp]?
7-24-46Freeman Field, Indiana, 1 hour local flight by 1st Lt. Charles C. Heckel.
7-31-46 Freeman Field, Indiana, 4120th AAF Base Unit, ferry flight to Orchard Place [Illinois] by 1st Lt. Charles C. Heckel.

On August 5, 1946, the AAF moved the aircraft to another storage site at the former Consolidated B-24 bomber assembly plant at Park Ridge, Illinois. A short time later, the AAF transferred custody of the Lightning and more than sixty other World War II-era airplanes to the Smithsonian National Air Museum. During the early 1950s, the Air Force moved these airplanes from Park Ridge to the Smithsonian storage site at Suitland, Maryland.

• • •

Quoting from Wikipedia | Lockheed P-38 Lightning:

The Lockheed P-38 Lightning was a World War II American fighter aircraft built by Lockheed. Developed to a United States Army Air Corps requirement, the P-38 had distinctive twin booms and a single, central nacelle containing the cockpit and armament. Named "fork-tailed devil" by the Luftwaffe and "two planes, one pilot" by the Japanese, the P-38 was used in a number of roles, including dive bombing, level bombing, ground-attack, photo reconnaissance missions, and extensively as a long-range escort fighter when equipped with drop tanks under its wings.

The P-38 was used most successfully in the Pacific Theater of Operations and the China-Burma-India Theater of Operations as the mount of America’s top aces, Richard Bong (40 victories) and Thomas McGuire (38 victories). In the South West Pacific theater, the P-38 was the primary long-range fighter of United States Army Air Forces until the appearance of large numbers of P-51D Mustangs toward the end of the war. The P-38 was unusually quiet for a fighter, the exhaust muffled by the turbo-superchargers. It was extremely forgiving, and could be mishandled in many ways, but the rate of roll was too slow for it to excel as a dogfighter. The P-38 was the only American fighter aircraft in production throughout American involvement in the war, from Pearl Harbor to Victory over Japan Day.

Variants: Lightning in maturity: P-38J

The P-38J was introduced in August 1943. The turbo-supercharger intercooler system on previous variants had been housed in the leading edges of the wings and had proven vulnerable to combat damage and could burst if the wrong series of controls were mistakenly activated. In the P-38J model, the streamlined engine nacelles of previous Lightnings were changed to fit the intercooler radiator between the oil coolers, forming a "chin" that visually distinguished the J model from its predecessors. While the P-38J used the same V-1710-89/91 engines as the H model, the new core-type intercooler more efficiently lowered intake manifold temperatures and permitted a substantial increase in rated power. The leading edge of the outer wing was fitted with 55 gal (208 l) fuel tanks, filling the space formerly occupied by intercooler tunnels, but these were omitted on early P-38J blocks due to limited availability.

The final 210 J models, designated P-38J-25-LO, alleviated the compressibility problem through the addition of a set of electrically-actuated dive recovery flaps just outboard of the engines on the bottom centerline of the wings. With these improvements, a USAAF pilot reported a dive speed of almost 600 mph (970 km/h), although the indicated air speed was later corrected for compressibility error, and the actual dive speed was lower. Lockheed manufactured over 200 retrofit modification kits to be installed on P-38J-10-LO and J-20-LO already in Europe, but the USAAF C-54 carrying them was shot down by an RAF pilot who mistook the Douglas transport for a German Focke-Wulf Condor. Unfortunately the loss of the kits came during Lockheed test pilot Tony LeVier‘s four-month morale-boosting tour of P-38 bases. Flying a new Lightning named "Snafuperman" modified to full P-38J-25-LO specs at Lockheed’s modification center near Belfast, LeVier captured the pilots’ full attention by routinely performing maneuvers during March 1944 that common Eighth Air Force wisdom held to be suicidal. It proved too little too late because the decision had already been made to re-equip with Mustangs.

The P-38J-25-LO production block also introduced hydraulically-boosted ailerons, one of the first times such a system was fitted to a fighter. This significantly improved the Lightning’s rate of roll and reduced control forces for the pilot. This production block and the following P-38L model are considered the definitive Lightnings, and Lockheed ramped up production, working with subcontractors across the country to produce hundreds of Lightnings each month.

Noted P-38 pilots

Richard Bong and Thomas McGuire

The American ace of aces and his closest competitor both flew Lightnings as they tallied 40 and 38 victories respectively. Majors Richard I. "Dick" Bong and Thomas J. "Tommy" McGuire of the USAAF competed for the top position. Both men were awarded the Medal of Honor.

McGuire was killed in air combat in January 1945 over the Philippines, after racking up 38 confirmed kills, making him the second-ranking American ace. Bong was rotated back to the United States as America’s ace of aces, after making 40 kills, becoming a test pilot. He was killed on 6 August 1945, the day the atomic bomb was dropped on Japan, when his P-80 Shooting Star jet fighter flamed out on takeoff.

Charles Lindbergh

The famed aviator Charles Lindbergh toured the South Pacific as a civilian contractor for United Aircraft Corporation, comparing and evaluating performance of single- and twin-engined fighters for Vought. He worked to improve range and load limits of the F4U Corsair, flying both routine and combat strafing missions in Corsairs alongside Marine pilots. In Hollandia, he attached himself to the 475th FG flying P-38s so that he could investigate the twin-engine fighter. Though new to the machine, he was instrumental in extending the range of the P-38 through improved throttle settings, or engine-leaning techniques, notably by reducing engine speed to 1,600 rpm, setting the carburetors for auto-lean and flying at 185 mph (298 km/h) indicated airspeed which reduced fuel consumption to 70 gal/h, about 2.6 mpg. This combination of settings had been considered dangerous; it was thought it would upset the fuel mixture and cause an explosion. Everywhere Lindbergh went in the South Pacific, he was accorded the normal preferential treatment of a visiting colonel, though he had resigned his Air Corps Reserve colonel’s commission three years before. While with the 475th, he held training classes and took part in a number of Army Air Corps combat missions. On 28 July 1944, Lindbergh shot down a Mitsubishi Ki-51 "Sonia" flown expertly by the veteran commander of 73rd Independent Flying Chutai, Imperial Japanese Army Captain Saburo Shimada. In an extended, twisting dogfight in which many of the participants ran out of ammunition, Shimada turned his aircraft directly toward Lindbergh who was just approaching the combat area. Lindbergh fired in a defensive reaction brought on by Shimada’s apparent head-on ramming attack. Hit by cannon and machine gun fire, the "Sonia’s" propeller visibly slowed, but Shimada held his course. Lindbergh pulled up at the last moment to avoid collision as the damaged "Sonia" went into a steep dive, hit the ocean and sank. Lindbergh’s wingman, ace Joseph E. "Fishkiller" Miller, Jr., had also scored hits on the "Sonia" after it had begun its fatal dive, but Miller was certain the kill credit was Lindbergh’s. The unofficial kill was not entered in the 475th’s war record. On 12 August 1944 Lindbergh left Hollandia to return to the United States.

Charles MacDonald

The seventh-ranking American ace, Charles H. MacDonald, flew a Lightning against the Japanese, scoring 27 kills in his famous aircraft, the Putt Putt Maru.

Robin Olds

Main article: Robin Olds

Robin Olds was the last P-38 ace in the Eighth Air Force and the last in the ETO. Flying a P-38J, he downed five German fighters on two separate missions over France and Germany. He subsequently transitioned to P-51s to make seven more kills. After World War II, he flew F-4 Phantom IIs in Vietnam, ending his career as brigadier general with 16 kills.

Clay Tice

A P-38 piloted by Clay Tice was the first American aircraft to land in Japan after VJ-Day, when he and his wingman set down on Nitagahara because his wingman was low on fuel.

Antoine de Saint-Exupéry

Noted aviation pioneer and writer Antoine de Saint-Exupéry vanished in a F-5B-1-LO, 42-68223, c/n 2734, of Groupe de Chasse II/33, out of Borgo-Porreta, Bastia, Corsica, a reconnaissance variant of the P-38, while on a flight over the Mediterranean, from Corsica to mainland France, on 31 July 1944. His health, both physical and mental (he was said to be intermittently subject to depression), had been deteriorating and there had been talk of taking him off flight status. There have been suggestions (although no proof to date) that this was a suicide rather than an aircraft failure or combat loss. In 2000, a French scuba diver found the wreckage of a Lightning in the Mediterranean off the coast of Marseille, and it was confirmed in April 2004 as Saint-Exupéry’s F-5B. No evidence of air combat was found. In March 2008, a former Luftwaffe pilot, Horst Rippert from Jagdgruppe 200, claimed to have shot down Saint-Exupéry.

Adrian Warburton

The RAF’s legendary photo-recon "ace", Wing Commander Adrian Warburton DSO DFC, was the pilot of a Lockheed P-38 borrowed from the USAAF that took off on 12 April 1944 to photograph targets in Germany. W/C Warburton failed to arrive at the rendezvous point and was never seen again. In 2003, his remains were recovered in Germany from his wrecked USAAF P-38 Lightning.

• • • • •

Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress "Enola Gay":

Boeing’s B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.

On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.

Transferred from the United States Air Force.

Manufacturer:
Boeing Aircraft Co.
Martin Co., Omaha, Nebr.

Date:
1945

Country of Origin:
United States of America

Dimensions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)

Materials:
Polished overall aluminum finish

Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.