Swimming Tips

Archive for October, 2010

There is nothing quite like coming face to face to a humpback whale and you will never get a better chance to experience this than in Newfoundland and Labrador. In fact you can get up close and personal with no less than twenty-two species of ocean mammals in this area of Canada alone. Muchmor Canada Magazine explores this beautiful location and details what you can expect to see on a trip there.

Many of us have visited marine parks and seen whales and dolphins up close such as the orcas at Sea World but there is no substitute for seeing these magnificent creatures in their natural habitat. We guess the whales feel pretty much the same way too!

So what can you expect to see when visiting Newfoundland and Labrador? Well, a lot depends on when you visit of course as the whales and other mammals are not year round residents. Whales are usually sighted between the months of May and September, so you are just in time to book that trip.

If you are one of those people who doesn’t have any sea legs and thinks that it is not worth going as you “won’t get into that boat” think again. Whales here are so common and numerous that they can be spotted not just from boats out at sea, but from the land as well. In fact you can even get into a kayak and paddle alongside them if you dare.

What species will I see?

As we previously mentioned there are twenty-two species of ocean mammals off the coast of Newfoundland and Labrador. There are two types of whales, baleen and toothed. Baleen whales have bristle like baleen plates instead of teeth. The baleen is made of keratin the same substance found in hair, nails and horns and the whale uses them to filter water and catch food. Toothed whales have a set of teeth they use to catch and eat food.

Humpback whales: The most common whale here is the humpback whale (pictured on our title page) and Newfoundland and Labrador has the largest population of feeding Humpbacks in the world. The Humpbacks spend the winter months in the Caribbean and migrate north to the Newfoundland and Labrador coast during April and stay until October.

Humpbacks are baleen whales and the adults can weigh 36,000 kilograms and measure 12-15 metres in length. Females tend to weigh more than males and are longer. Adults can eat two tons of fish and planktonic crustaceans every day. They only feed during the summer, living off reserves in the winter months.

This species is know to catch fish using a bubble net feeding technique. This is where a number of humpbacks encircle a school of fish whilst blowing air bubbles. The circle grows ever tighter forcing the fish into a small area when the whales suddenly swim upwards through the fish catching thousands in one mouthful.

Females give birth every two or three years and have a gestation period of 12 months. The calf will weigh around one ton at birth and be 3-5 metres in length. They typically feed from their mother for the first year.

Humpbacks are notorious for their acrobatic skills and can be seen jumping out of the water – known as breeching – and falling back, slapping the water. They are also the star of many a photograph when they dive under the water raising their tail flukes in the air, as pictured to the side.

Individual whales can be distinguished by their tail flukes as each one is unique. This is rare amongst whales making them one of the most studies species.

Minke whales: These whales have a distinctive narrow, triangular shaped head and are one of the smallest baleen whales. They are very fast in the water reaching speeds of 16-21 kilometers an hour.

They can be seen in the bays around Newfoundland and Labrador but spend most of their time below water, so can be more difficult to spot. They are however curious and will often approach boats and swim alongside. They are most common in summer and early fall.
Adult males measure around 8-9 metres in length and females slightly longer at 8-10 metres. Both weigh around 10 tons and feed on krill and small fish.

Females give birth once every two years and calves measure around 3 metres and weight 450 kg at birth. They nurse for around six months.

Pilot Whale: This whale is actually a member of the dolphin family and is very intelligent and second in size only to the orca or killer whale. They swim in large groups of around one hundred individuals and are very social. They have a distinctive round bulbous head with a long, stocky body. Unlike the previous two species we discussed the male pilot is larger than the female at around 6 meters in length and weighing in at three tons. The female is around 5 metres and weighs only 1.5 tons.

Pilot whales are toothed whales but only have 40-48 teeth compared to the usual 120 or so in other dolphin species. They feed primarily on squid but also eat octopus, cuttlefish an other small fish such as herring.

Females give birth only every 3-5 years and calves are typically around 1.8 metres in length and weigh 100 kg at birth: they nurse for around two years.

Pilot whales can be seen in the Newfoundland and Labrador water during summer and early fall.

Finback Whales: These whales are huge and the second largest whale in the world. They have very distinctive lower jaw colouring with the right side being white or creamy yellow and the left mottled black. The colours are reversed on its tongue.

These whales tend to be found further from the shore than most other species and so may only be seen from a boat, usually in small groups of 5-8 individuals.

Adult males grow to around 24 metres in length and weigh between 50-70 tons. Females give birth every three or four years and the calf nurses for 6-8 months.

Blue Whale: This whale is the largest mammal ever to have lived on earth. Adults can reach lengths of over 30 metres but are more usually between 23-25 metres. The largest ever found was 33 metres in length. Females are larger and can weigh up to 150 tons compared to around 100 tons for males.

Surprisingly for such a huge animal they feed on small fish and krill but have to eat around four tons a day which equates to around 40 million krill a day.

Females give birth every two or three years to a calf weighing tons and measuring 8 metres in length. Calves are weaned at around 8 months by which time they weight around 23 tons.
The best time to catch a glimpse of a blue whale in Newfoundland and Labrador is in the fall and winter months.

Orca: Also commonly known as the killer whale, Orcas are seen off the coast of Newfoundland and Labrador during the summer months.

These are probably some of the most familiar species of whale with their distinctive black and white markings. Every orca has its own distinctive markings making each individual identifiable. This makes them another well studied species. The dorsal fin is also very distinctive and can reach 1.8 metres in length and is a straight triangle shape on males and a more curved triangle on females and young males. Orcas in captivity seem to loose the rigidity of their dorsal fin allowing it to bend over to the side. This phenomenon is not seen in the wild.

Orcas are toothed whales and will feed on any small animals including seals, sharks, penguins and other smaller whales. Males can grow to just under 10 metres in length and weigh around 9 tons. Females are much smaller at around 8 metres weighing an average of four tons. They give birth every 3-5 years and the calf will be around two metres in length.

The summer months are the best time to spot Orcas off the coast of Newfoundland and Labrador.

White-sided Dolphin: These playful dolphins can often be seen jumping out of the water and riding the waves. They tend to be found in large groups from a few dozen to many hundreds.
The belly of the dolphin is white, the sides grey and the back black. It has a black beak and a black eye ring and a yellow patch at the rear of the dorsal fin making it a very attractively colored dolphin. They tend to be around 2-2.5 metres in length and weigh around 150 kg.

They eat squid and small fish such as herrings and tend to feed at night. Females give birth every two or three years and the calf is usually about a metre in length.

Harbour Porpoise: This small dolphin is not easily seen as it tends to stay under the waves and does not seek out boats as many other dolphins do. They tend to stay close to shore making them easily studied and also easily hunted. They make a loud puffing sound when the break the water to breathe.

They are dark grey in colour with a white belly and are around 1.5 metres in length and weigh around 60 kg with females being bigger than males.

They feed on small fish and have to consume around 10% of their body weight every day.
Other species: There are many other species you can spot off the coast of Newfoundland and Labrador such as the White-beaked Dolphin, Bowhead Whale, Sperm Whales and Beluga Whales.

How to see them

There are many boat tour operators along the coast who can offer you the opportunity to see whales. They are very experienced and can almost guarantee you will see whales and can answer any questions you have along the way.

It is not unusual for whales and particularly dolphins to swim alongside a boat to get that extra special view.

You can also join a kayaking tour and get up close and personal with the wildlife. Always use a qualified operator if you want to kayak as approaching whales and dolphins can be very dangerous and the tour guides are trained to give you a save and enjoyable experience.
As we mentioned before, those of you who simply cannot take a boat tour you can usually see plenty of whales simply by walking along the coastline. Some of the best viewing sites are Signal Hill, Cape Spear, Cape St. Francis, Trinity, Cape Bonavista, Twillingate, White Bay, Strait of Belle Isle, St. Vincent’s, Cape St. Mary’s, Cape Race, Witless Bay, and Groswater Bay.

Getting in shape by swimming may help to build a healthier body, soothe the mind, regulate breathing, and stimulate circulation.    Swimming workouts are an excellent, all-around exercise, beneficial for the least fit to the fittest!  Typically, physical activity is relatively safe for most people. Although individual results will vary, exercising regularly has some physical wellness and psychological benefits. Swimming workouts may play an important part in staying healthy.

Some important swimming information:  Always check with your physician before you start any and all exercise programs, Including swimming. Never swim alone, Swim at your own risk, and Never leave children unattended while they are swimming.  While swimming or any exercise alone, is not sufficient to prevent heart disease, any other diseases or any other health problems, it can be a critical part of any prevention program.

When you start out with any swimming or any exercise program it is recommended and wise to start out slowly and gradually build up your Physical fitness workout routine, but don’t over do it.  In general people who are active, frequently tend to live longer and have a higher quality of life, then people who are sedentary!     

The majority of all adults need at least 20-30 minutes of moderate physical activity at least three- five days per week.  Some examples include: walking, dancing, swimming etc…  Another benefit of Swimming it is a low-impact workout!

The consistent motion of activity that you use, when you are swimming involves exertion, not only on the heart and lungs, but on essentially all the major muscle groups of the body, and it also helps to enhance the body in building muscle, strength, and cardiorespiratory endurance. Swimming workouts, exercise the body with less stress on tendons, ligaments and joints than running and other higher impact activities.

If you are determined to do your fitness workouts on land, another great way to utilize your pool, is to use the pool for your warm-up sessions. While you continue to intensify your swimming workouts, you will gradually increase your heart rate and stimulate your muscle , this is easily accomplished in the water. After your land workouts, you can do several laps to help you cool-down, move blood through your muscles to help them recover, and help you relax as you glide through the water.  Other fitness schedules could include:  Kicking workouts, water aerobics or even pool running.

The freestyle stroke (front crawl) , is most often used for endurance swimming.

While swimming, water is continually washing over you and cooling you off as you swim, you can perspire a great deal while swimming and not know it, so you must be constantly replacing fluids. You need to replace fluids before, while you swim every approx. 20-30 min. and after you finish your swim.  

Swimming is specifically beneficial at developing the upper body. a swimmers leg muscles are primarily used to keep the body balanced in the water, not for speed; so the more a swimmer relies on arm power, the more efficiently he or she will glide through the water. In competitive swimmers about 80 % of the forward motion, comes from the arms and shoulders. And because of controlled breathing, swimming further benefits the respiratory muscles and improves forced vital capacity, a measure of breathing ability.

The low injury rate among swimmers is due in part to the floatability of water, which holds the body up and relieves it of weight-bearing stresses. Since swimming does not place great strain on the spine, hips, knees and other joints, it is especially beneficial for people who are over-weight and for those with knee or lower back problems. Because of the reduced physical strain, these people can work out longer and more rigorous while swimming, than while performing virtually any other form of exercise. Swimming is also a productive way for providing the aerobic capacity for injured runners and other injured exercisers, so they might be able to stay active. If you are a beginner, swimming lessons are recommended and even intermediate swimmers will be able to benefit from improving their performance technique skills, to make sure that they are swimming correctly.

Target heart rate: research has shown that people have a lower maximum heart rate when they swim, than compared with exercising on land. The reasons may possibly be due to an enhancement in the volume of blood pumped per beat during swimming, and more positive conditions like the regulation of body temperature.

 For more information, please visit loyalfitness.com!

POWAY: Student rescued from school swimming pool
POWAY —- A student was taken to a hospital Tuesday afternearly drowning in a swimming pool at Poway High School,authorities said.

Read more on North County Times

www.swimwithus.com sg 25m Sprint Freestyle Swim Coach Larry Han & Swimmer Lim Boon Yee

Nadar Por Vida, an after-school program in Northern Virginia teaching competitive swimming to at-risk youth, sits down with Cox Local Edition to discuss how they’re impacting local minority youth and what we can do to help.

During gym in school a never have enough time to completely wash and dry my hair before the next class. What is the best way to clean it, style it, and get rid of the chlorine smell by using simple products?

Max’s first competitive swimming event.

Sabino decides to stay in Div. IV
Three Southern Arizona high schools applied this week to playagainst larger schools beginning next year, the ArizonaInterscholastic Association said.

Read more on Arizona Daily Star

Driving down New Highway, which skirts the perimeter of Farmingdale, Long Island’s, Republic Airport, on the still-warm, crystal-blue Labor Day morning in 2006, and glimpsing the tails of the World War II B-24 Liberator, B-17 Flying Fortress, and B-25 Mitchell bombers, I had once again realized that the Collings Foundation’s annual Wings of Freedom fleet rotation, more than any other year, had transformed the general aviation field into an early-1940s pocket of time, a hub of medium and heavy bomber operations.

The aircraft intended for my mission, the North American B-25 Mitchell registered 130669 “Tondelayo” and wearing its drab olive-green livery, had been the third parked on the ramp of the American Airpower Museum, both an historical and symbolic position relative to the two heavier, longer-range aircraft which had been preceded it.

Resulting from a 1938 Air Corps requirement for a twin-engined, medium-range bomber which could fulfill niche roles its larger, quad-engined counterparts had been unable to, and tracing its lineage to the B-10, the B-12, the B-18, and the B-23, the B-25 itself, named after the US Army Air Corps Officer General Billy Mitchell, had been infused life as a self-funded project by North American Aviation in the form of the NA-40-1.  The 19,500-pound prototype, featuring a narrow fuselage with a green house cockpit; a straight mid-wing; two, 1,100-horsepower R-1830 piston engines; an angular, twin vertical tail; and a tricycle undercarriage of single wheels, had first flown in January of 1939, but a power deficiency had necessitated the retrofit of 1,350-horsepower R-2600s.  Although the modified version, designated NA-40-2, had offered superior performance, it crashed after a two-week test program.

Its NA-62 successor, which had been extensively modified, featured a wider fuselage which in turn increased the now lower-mounted, constant root-to-tip dihedral mid-wing span, 1,700-horsepower R-2600-9 engines, square-geometry vertical tails, and a 27,000-pound gross weight.  Approved in September of 1939, this version, designated the XB-25, first flew in prototype form on August 19 of the following year.

Initially delivered to the Army Air Corps, the aircraft demonstrated directional stability deficiencies, resulting in the outer wing mounting redesign with the tenth aircraft off the production  line, which reduced the engine-to-wing tip dihedral and gave it its characteristic gull-wing profile.

The B-25 Mitchell, in production form, appeared with an aluminum alloy, semi-monocoque fuselage, constructed of four longerons, which produced a 53.6-foot overall length.  The cantilever, all-metal, mid-mounted wings, comprised of a two-spar, fuselage-integral center section housing integral fuel tanks and two outer, single-spar sections with detachable wing tips, featured sealed ailerons with both fixed and controllable trimming tabs and dual-section, hydraulically-operated, trailing edge slotted flaps divided by the engine nacelles.  Spanning 67.7 feet, they sported a 609.8-square-foot area.  Powered by two 1,700-horsepower, Wright-Cyclone two-row, 14-cylinder, air-cooled R-2600 piston engines housed in aerodynamic nacelles which traversed the wing chord and turned three-bladed, constant-speed, 12.7-foot, full-feathering, anti-icing Hamilton Standard propellers, the aircraft could climb to 15,000 feet in 11.3 minutes and attain a maximum speed of 303 mph at 13,000 feet.  The cantilever twin vertical fins and rudders, fitted with fixed and controllable trimming tabs, had been modified with rounded tops and yielded a 16.5-foot aircraft height.  The tricycle, single-wheeled, hydraulically-actuated, aft-retracting undercarriage, the first such configuration employed by a US bomber, featured aerodynamic door covers over all three wheel wells in both the extended and retracted positions, while the main wheels were equipped with hydraulic brakes.  The aircraft, with a 21,100-pound empty weight, had a maximum gross weight of 33,500 pounds.

Several versions had been produced.  The first of these, the B-25A, incorporated pilot armor and self-sealing fuel tanks, while its successor, the B-25B, introduced two electrically-operated Bendix turrets, each of which replaced the midship and tail guns and featured two .50 caliber machine guns.  Entering service in 1941 with the 17th Bomb Group at McChord Field near Tacoma, Washington, the aircraft, whose production run totaled 120, also featured a separate photographic station between the upper turret and the tail and a shortened, 54.1-foot length.

Powered by two 1,700-horsepower Wright R-2600-13 engines, the B-25C, the third version, introduced an autopilot system and external racks which could carry eight 250-pound bombs, and a later fuel capacity increase to 1,100 gallons.  Of the 3,909 build, 1,619 had been produced in Inglewood, California, while 2,290 had been assembled in Kansas City, Kansas, under the B-25D designation.

The singular B-25E and –F variants were intended as test vehicles of wing and tail anti-icing systems, while the B-25G replaced the glazed nose with an armored one, the latter containing two .50 caliber machine guns and one 9.6-foot-long, 900-pound, cradle-mounted, M-4 cannon capable of firing 23-inch, 15-pound shells.  Although its armament had otherwise adhered to the B-25C standard, its bomb bay could accommodate an aircraft torpedo.  The variant, operated by a crew of four and featuring a 50.10-foot overall length, enjoyed a 405-unit production run.

The B-25H, with significantly increased armament, featured four .50 caliber machine guns in the metallic, armored nose, and a further four on the side, arranged in pairs; a repositioned top turret, now located in the roof of the navigator’s compartment; the removal of the ventral turret; enlarged, aft-wing, .50 caliber machine gun waist positions; and a tail gun station with two further .50 caliber machine guns.  As World War II’s most extensively armed design, it could attain 293-mph speeds at 13,000 feet and had a 23,800-foot service ceiling.

The B-25J, the definitive and numerically most popular version, had been intended for precision bombing.  The aircraft, introducing a bombardier who increased the crew complement to six, reincorporated the glazed nose which had now been provisioned with one fixed and one flexible .50 caliber machine gun.  The largest single Mitchell order, for 4,318 B-25s, had been placed on April 14, 1943, and the aircraft, attaining 292-mph speeds at 14,500 feet, could cruise at service ceilings of 25,500 feet.

Between 1941 and 1945, the Army Air Corps took delivery of 9,816 B-25s, 3,218 of which had been produced in Inglewood, California, until 1943, and the remaining 6,608 of which had been produced in Kansas City.

The B-25 Mitchell had several post-war applications.  Demilitarized, and designated TB-25, the type, based upon the B-25J, had been converted into a trainer with the installation of an observer’s seat in the nose, ahead and below the cockpit; two student seats behind the standard two pilot-instructor positions; and up to five seats in the aft cabin.  Of the 400 converted aircraft operated by the US Air Force during the 1950s, the last active-duty staff transport had not been retired until May 21, 1960, although it had continued to be operated by the air forces of Brazil, Canada, Chile, Colombia, Cuba, Mexico, Holland, Uruguay, and Venezuela.

A photographic reconnaissance variant, the F-10, had featured a nose-installed tri-metrogon camera along with other aerial photography equipment, while other non-military roles had included those of executive transport, freighter, and fire bomber.

The aircraft operating my Labor Day flight, a B-25J registered 44-28932, had been produced in August of 1944 by North American Aviation in Kansas City, Kansas.  Accepted by the United States Army Air Corps on August 3 of that year, it had served in the US in the AAF Flying Training Command Program, serving 12 different air bases until January of 1959, at which time it had been declared surplus and had been deleted from the US Air Force inventory.  Converted into a fire bomber, it had combated forest fires for another 25 years.

Acquired by the Collings Foundation in 1984, and restored by Tom Reilly Vintage Aircraft over a two-year period, the B-25J, the first World War II bomber in the collection, had been flown n air shows in the Boston area for a decade, whereafter it had been ferried to Chino, California, in late 2001, for a secondary restoration by Carl Scholl of Aero Trader, Inc.  Subsequently repositioned to Midland, Texas, it was painted by AVSource West in its current Tondelayo livery after the B-25 which had been operated by the Air Apache 345th BG of the 5th Air Force in the Pacific Theater against targets in New Guinea, the 500th BS of the 5th Air Force itself having been the fourth squadron of the 345th BG to have attacked shipping in Vunapope near Rabaul on October 18, 1943.  The Tondelayo name had been inspired by Hedy Lamarr’s character in the 1943 movie White Cargo and given by the crew of Lieutenant Ralph Wallace.  The three-aircraft formation, comprised of the B-25 “Snafu” and flown by Captain Lyle Anacker, the “Tondelayo” flown by Lieutenant Wallace himself, and the “Sorry Satchul” flown by Lieutenant Paterson, had claimed three ships, but avenging fighters had attacked “Sorry Satchul,” hitting its port engine and forcing it to ditch, and “Tondelayo,” damaging its right engine.  Shut down and feathered, it had almost wrenched itself from its mountings because of severe vibration.

Flying over Cape Gazelle toward base, the B-25 duo, maintaining tight formation, had been targeted by some 50 Japanese fighters, “Sorry Satchul” so badly damaged that it had been forced to head for shore and ditch and “Tondelayo,” despite its own critical wounds, hovering only 30 feet above the water where it had managed to shoot down five additional enemy aircraft.  Limping into base at Kiriwina, the aircraft had subsequently been repaired and patched, receiving a new right wing, engine, propeller blades, and radio equipment.  Its crew had been awarded the Silver Star.

Squatting under the forward fuselage and climbing the short ladder into the cockpit section on that Labor Day in 2006, I took the right of the two observer’s seats located a foot below, and behind, the cockpit, while the four other passengers entered the aft section, located behind the bomb bay, through the ventral hatch, which had been configured with an aft-facing, three-person bench seat and three individual seats.  With the ladder now raised and the dual panel folded across it to form a portion of the integral floor, the B-25J had been secured for engine start.

The two-person cockpit, sporting bow tie control yokes, featured a throttle quadrant with the two engine throttles angled toward the pilot, two propeller-pitch throttles, and two fuel-mixture throttles angled toward the copilot.

Engine start, commencing with the right, number 2 powerplant, entailed turning the master ignition switch and right booster pump on, at which point the Wright R-2600 powerplant rotated and the interior became saturated with deep, vibrating, Hamilton Standard propeller-created noise.  Priming and stabilizing them with the throttle to create between 800 and 1,000 revolutions per minute, the captain applied a full-rich mixture, causing them to settle into a throaty, 1,200-rpm idle. The process was repeated with the left, number 1 engine.

Contacting Republic Ground on 121.6 for taxi clearance, and armed with the latest automatic terminal information service data, the twin-finned bomber released its brakes at 0845, the thrust created by its engines, even at idle settings, sufficient to move it forward over the American Airpower ramp and away from the World War II bomber trio.  Taxiing parallel to the active runway, 32, the B-25J periodically jolted in response to brake applications, turning on to the run-up area by means of differential power, its slipstream-bombarded twin rudders aerodynamically inducing ground turns.  Extending its slotted, trailing edge flaps and advancing its throttles, the medium-capacity bomber, assuredly a giant in comparison to the currently landing Piper Warrior, moved on to the runway’s threshold, just as the B-17 had commenced its own taxi roll from the ramp.

Moving into take off position and aligning its nose wheel with the centerline, aircraft 130669 received take off clearance from Republic Tower on 125.2, slowly advancing its two throttles in order to establish initial directional control.  Firmly maintaining a straight acceleration roll, the 1,500-horsepower twin-row radials powering the Collings Foundation aircraft exploded with cabin-saturating noise as smooth, steady throttle advancements pinnacled them into their METO settings of 2,600 revolutions-per-minute and 40 inches of manifold pressure.  Counteracting wind-induced directional variations with subtle rudder deflections, the captain began applying control column back pressure at 75 knots indicated air speed, the now ground-separated nose wheel producing a lift-generating angle-of-attack.  The air speed-created pressure differential, bathing the huge, outstretched, upper wing surfaces in a steady stream of accelerated air, removed all ground restraints and allowed them to peel the gravity-defying aircraft to which they had been attached off the ground at 115 knots.  Retracting its tricycle undercarriage at the aircraft’s VMC-determined 145-knot speed, and trimming itself into its initial climb, the twin-engined bomber, encased in engine slipstream, rolled into a right bank over Route 110, headed toward Long Island’s south shore.

Maintaining a 150-degree heading, the now-graceful flying bird reduced its engine rpm to 2300 and its manifold pressure to 30, moving abreast of the metallic, erector set-appearing Captree Bridge at 1,000 feet, which stretched across the deep blue surface of the Great South Bay from the island to Jones Beach and its signature lighthouse.  The azure of the water, seamlessly merging with that of the sky, melded into a surreal dimension, as viewed from the 270-degree-encompassing Plexiglas nose.

The power-to-weight ratio, coupled to its aerodynamic design, had been the key to the highly-maneuverable, medium mission bomber.  Unlike its long-range, high-altitude, heavy B-17 and B-24 counterparts, the B-25, at half their acquisition costs, had been intended for interdiction purposes, delivering tactical blows to enemy targets closer to the front.  Because of its maneuverability, it had been able to fly low-level, tree-top strafing sorties, where it had remained virtually hidden, and had then dropped parachute-retarding bombs, which had enabled it to escape before detonation.  Although it had operated extensively in the Pacific, targeting Japanese air fields from treetop altitudes and skip-bombing enemy ships, it had been used in all theaters of operation, and had been flown by the Australians, the British, the Chinese, and the Dutch.  It had been the first bomber to have been lend-leased to Russia.

The most famous B-25 mission, led by Lieutenant Colonel James H. Doolittle and occurring on April 18, 1942, had entailed the launch of 16 aircraft from the aircraft carrier USS Hornet.  Of the four candidate aircraft, inclusive of the B-18, the B-23, the B-26, and the B-25 itself, the latter had been chosen because of its performance.  The aircraft, B-25Bs modified at the Northwest Airlines maintenance facility in Minnesota to increase their fuel tankage from 694 to 1,141 US gallons, had featured dorsal and ventral power turrets, but had been devoid of tail armament.  Loaded on the USS Hornet for the sea journey to Japan, 16 aircraft, each at 31,000-pound gross weights, would take off from the 467-foot deck at a 450-mile distance, close enough to permit them to bomb targets in Tokyo, Yokahama, Kobe, and Nagoya, yet retain sufficient fuel supplies to continue the 1,200 miles to China.

Encountering a Japanese picket boat during the morning of April 18, and fearing imminent attack, Doolittle made the decision to launch the B-25 fleet at an 800-mile distance, or 350 miles further, from land, the first take off occurring at 8:18 a.m., which had been less than an hour after the boat had been sighted.  Using strong headwinds and the deck’s sea swell-created inclination, the bombers had just been able to accomplish the precarious feat, with the last taking off at 9:21 a.m.

After some four hours of flying, the lead aircraft, flown by Doolittle himself, dropped the first bomb over Tokyo, shortly after which it had been joined by the remaining 15.  Although all safely departed Japanese air space, insufficient fuel, caused by the earlier launching, and deteriorating weather, resulted in the crash-landing or abandonment of 15 B-25s in China, while the 16th landed in Vladivostock, where its crew had been captured.

Nevertheless, the mission had been both a technological and operational success, and had elevated troop morale and garnered tremendous notoriety for the aircraft.

Banking left to a 240-degree heading, aircraft 1306669 Tondelayo was carried back over Captree Bridge by its gull, variable-dihedral wings and its three-bladed propellers, crossing over Long Island’s south shore.  The B-17 Flying Fortress, appearing particularly graceful over the blue surface of the Great South Bay, flexed off of the port cockpit windows.  World War II skies had somehow been resurrected that morning.

Fuel burn depended on engine setting: at 180 mph, with the engines turning at 1,700 revolutions per minute and feeding off of 27 inches of manifold pressure, the aircraft burned 120 gallons per hour, while a ten-mph cruise speed increase, attained with a 1,800-rpm/28-inch setting, resulted in a 130-gallon per hour consumption.

Recontacting Republic Tower, aircraft 130699 advised its intention of “inbound for landing” and reduced power, now gravity-induced into its descent profile.  Maintaining a 180-mph speed and a 320-degree heading, it extended its trailing edge flaps, which provided air speed control, by means of progressive drag production.  Flap settings equally depended on flight phase: 1/4 for take off, 1/2 and 3/4 for descent, and full for landing.

The aircraft’s clean stalling speed had been 95 mph, which decreased to 83 mph at maximum gross weight with full flaps and undercarriage at 26,000 feet.

Extending its drag-producing landing gear into the slipstream, the aircraft inched toward Runway 32’s threshold, as its altimeter unwound: 600 feet…500…300…100…

Passing over the fence at 115 mph, the olive-green, twin-engined, twin-finned medium bomber sank toward the blurred concrete in a full back-pressure control yoke-induced flare, screeching on the ground with its left main wheel at 80 mph, at which time the friction sufficiently reduced its air speed to permit the remaining two bogies to settle earthward. 

Completing its deceleration roll and taxiing on to the American Airpower Museum ramp, the B-25J Mitchell, as the medium mission bomber, had appropriately been the first to return to base, the B-17 and the B-24 still plying the skies.  If World War II had still been raging, the sequence would have been exactly the same.