Categories
Historic

The Bent Pyramid of Sneferu: A Change in Design?

One of the most unusual pyramids in the history of ancient Egypt, the pyramid of Sneferu was one of the first pyramids that was built, located at the Egyptian royal necropolis at Dahshur. It is unique among pyramid development in Egypt.

The Ancient Egyptian name of the pyramid was “The Southern Shining One.” It was called so because it was constructed with polished and shining Tura limestone.

Sneferu, an Egyptian Old Kingdom Pharaoh, constructed the Bent Pyramid in around 2600 BC. Sneferu was the founder of the Fourth Dynasty, and his stepson Khufu oversaw the construction of the great pyramid at Giza in later years.

The pyramid was built in the desert on Nile’s west bank, 40 km (25 miles) south of Cairo. Pyramids had until this point been built on fertile land, but this represented something new. And instead of being constructed in a perfect pyramid shape, the walls bend inwards for the top section.

The Bent Pyramid is among only five of the old kingdom pyramids that remain in their original form, even after 4,500 years of construction. The pyramid even retains its limestone casing which would make it shine in the desert sun.

Why is the Pyramid Bent?

The pyramid is known as Bent Pyramid owing to the steep change in its slope. The walls of the lower part of the pyramid rise at an angle of 54 degrees. Then, at about 49 m (161 feet) above the base, there is an abrupt flattening of the slope to 43 degrees. This gives the pyramid its distinctive bent shape.

The Meidum pyramid. The walls collapsed during construction, leaving only the central core (Jon Bodsworth / Public Domain)

There are several theories relating to the change in the slope’s angle. One of the prominent theories is that Snefuru intentionally reduced the slope angle after he received news of the collapse of a pyramid at Meidum.

Another popular theory suggests that the pyramid took a lot of time to be built. To speed up construction and complete the pyramid faster, Sneferu may have reduced the pyramid’s angle.

Some scholars even believe that the odd shape of the Bent Pyramid was intentionally planned for some religious reasons. However, most Egyptologists have dismissed this theory relating to the shape of the pyramid.

Layout of the Bent Pyramid

A yellowish-grey enclosure wall, made of limestone, surrounds the pyramid complex. The main pyramid, a small temple, a satellite pyramid, and a small courtyard line up within the wall.

The Bent Pyramid itself consists of two entrances. The first entrance of the pyramid lies towards the north and is 12 m (39 feet) above ground level. Wooden stairways have been constructed to provide the tourists with optimum convenience.

The second entrance of the pyramid is towards the west and leads, like the first, to a chamber with a corbelled, high roof. While the chamber of the northern entrance is below the ground level, the chamber of the western entrance is constructed on the body of the Bent Pyramid.

These high vaulted ceilings, although relatively common in later pyramid construction, may have posed problems of structural stability. It may have been this uncertainty about the pyramid which led to the change in angle for the top portion.

The Surroundings

A causeway, paved with limestone blocks, runs from the northeast of the Bent Pyramid towards the small temple. On each side of the causeway runs a low limestone wall, a little curved at the top.

Many believe that the Bent Pyramid may also have a second causeway that links the complex to the landing stage or a dock. However, no trace of a second causeway has been discovered to date.

The Bent Pyramid with Sneferu’s late satellite “Red Pyramid” at Dahshur (homocosmicos / Adobe Stock)

Towards the east of the Bent Pyramid, some fragmentary remains of the pyramid temple have been found. Similar to the Meidum pyramid’s temple, two stelae are present behind the pyramid temple.

Moreover, no trace of any kind of inscription is found. Even though there are only fragmentary remains of the temple, it is assumed that it had a lot of similarities with the Meidum pyramid’s temple, which would support the theory that lessons learned from the construction at that complex would be applied here.

According to some Egyptologists, a satellite pyramid constructed nearby was designed to house the “ka” of the Pharoah, his “double” of the soul. Located about 55 meters (180 feet) towards the south of the Bent Pyramid, this smaller pyramid is only 26 meters (85 feet) high.

The faces of the pyramid are inclined at an angle of 44 degrees, a similar angle to the shallower top portion of the Bent Pyramid. The entire structure is built using limestone blocks arranged in horizontal rows.

The smaller pyramid contains a burial chamber, accessed through a descending corridor. A horizontal passage then connects this corridor with another ascending corridor which then leads up to a chamber. The design of these corridors is quite similar to the corridors present in the Great Pyramid of Giza.

Significance of the Bent Pyramid

The Bent Pyramid was one of its kind, a unique structure constructed in the history of ancient Egypt. It marks the glorious period in which the construction of pyramids evolved and may have been the first pyramid with smooth sides.

It is not only the most unusual pyramid in Egypt but also one of the best-preserved pyramids. Unusually large gaps between the limestone blocks covering the pyramid may have helped to preserve this casing, as the gaps would have allowed room for thermal expansion of the blocks without them touching.

Much of the limestone cladding remains intact (Diego Fiore / Adobe Stock)

Until the 19th century, there was no archaeological investigation of the Bent Pyramid. It only started in the 19th century when Egyptologists such as Lepsius, Perring, and Petrie began exploring the structure in Egypt.

These were followed by more modern investigations, including that of Ahmad Fakhry during the early 1950s. However even after so many investigations of the Bent Pyramid, several Egyptologists believe that there are secrets still to be revealed.

Whether all the chambers of the pyramid have been accurately located or not is still a question. The archaeological studies were often hindered as strong winds led to the creation of drafts through the passageways.

Owing to this, there are assumptions that some of the passageways or rooms of the Bent Pyramid may have remained undiscovered. Does this unique and ancient pyramid still have some secrets? Certainly, the remains of the Pharaoh Sneferu have never been found.

Top Image: Sneferu’s bent pyramid. Source: WitR / Adobe Stock.

By Bipin Dimri

Categories
Historic

Flying Dutchman: Phantom Ship, Legend and Sightings

Before science revealed the mysteries of the seas, superstitions and lore reigned the lives of mariners. One example is ghost ships, which have been plaguing seamen since the dawn of sailing. The most famous of these is undoubtedly the glowing spectral schooner called the Flying Dutchman. Throughout history, strange sightings resulted in eerie legends that explain why sailors feared the phantom ship as an omen of impending death.

The Flying Dutchman square rigged schooner
The legend of the Flying Dutchman originated in Holland in the 17th century. Image: Public domain.

Variations of the Legend

Pirates of the Caribbean

There have been many versions of the Flying Dutchman story throughout history. Most recently, Pirates of the Caribbean popularized the tale around the world. In the movie, the Greek goddess-nymph Calypso gave Davy Jones (her lover) the ship called the Dutchman to transport to the afterlife the souls of dead men lost at sea. When Calypso didn’t meet Jones after ten years, he became overwrought with grief and stopped ferrying the dead. Instead, he roamed the earth doing whatever he wished. For this, Davy Jones and his crew suffered a terrible curse that turned them into hideous mixtures of human/sea creature. As time passed, they became less and less human.

Early print versions of the legend from the late 18th century say that the Flying Dutchman sank in a terrible storm off the Cape of Good Hope (South Africa). It had tried but failed to enter the port, and all men on board perished with the ship. Subsequently, the ghost ship would appear to other vessels as a messenger of doom. Then it would vanish as suddenly as it appeared.

George Barrington, 1795

George Barrington from London served time in Botany Bay, Australia, in the late 1700s for pickpocketing. He later became a pioneer and author and wrote about the legend he heard regarding the Flying Dutchman. In his story, two Dutch ships sailed together toward the Cape of Good Hope when a storm overcame them. One made it to shore, while the other one sank along with all of its crew. When the surviving ship left the Cape to head back to Europe, it encountered another storm. In the dark clouds, crew members believed they saw their companion vessel that sank. When they arrived at the port, they told everyone about their ghostly sighting and called it the Flying Dutchman.

[blockquote align=”none” author=”George Barrington”]Some of the people saw, or imagined they saw, a vessel standing for them under a press of sail, as though she would run them down: one in particular had affirmed it was the former ship that had foundered in the former gale, and it must certainly be her, or the apparition of her; but on its clearing up, the object, a dark thick cloud, disappeared.[/blockquote]

John Leyden, 1803, & Others

Later, other ideas about the phantom ship followed. For example, in author John Leyden’s write-up, the sailors aboard the vessel had committed some crime. God punished them with a dreadful disease, and because no port allowed their entry, they had to sail the seas until judgment day. Sir Walter Scott connected the vessel to piracy and great treasures and said that a crewmate murdered another on board. Thomas Moore introduced the concept that the ship speeds along with full sails, even though there is no wind. Many variants of the tale say the captain swore to sail the seas forever, and the devil obliged him.

Samuel Taylor Coleridge

The “Rime of the Ancient Mariner” was a long poem written by the Englishman Samuel Taylor Coleridge in 1797-1798. It possesses a few elements of the Dutchman and is a great story. In it, a mariner, who is now living onshore, stops another man on his way to a wedding ceremony. He tells the man a tale about a strange experience he had on the sea long ago. During this sea voyage, the mariner shot an albatross. This resulted in a curse that sent the ship and crew into the Doldrums near the equator. For days and days, they were stuck and unable to go anywhere.

Then the mariner’s vessel encountered an old dilapidated ship, and aboard, two scary characters, “Death” and “Life-in-Death” were playing dice for the souls of the men on the mariner’s ship. “Death” won the souls of the crew, but “Life-in-Death” got the better prize, the mariner, who needed to suffer for his crime against nature. The crew all dropped dead, and eventually, the mariner wandered the earth in guilty penance having to tell his story over and over again to everyone he met.

Blackwood Edinburgh Magazine, 1821

Blackwood’s Edinburgh Magazine published a full story, Vanderdecken’s Message Home, about the Flying Dutchman in 1821. This version claimed that the Dutchman had left Amersterdam 70 years prior on its way to the East Indies for trade. Its commander, Captain Vanderdecken, brought a curse upon himself (and the crew) during an angry outburst in a storm as he tried to round the Cape of Good Hope. The devil heard his exclamation that he would “beat about here till the day of judgment” and damned him to remain in those seas. In the following excerpt, the Dutchman comes near the witnesses’ ship and makes contact:

“The next flash of lightning shone far and wide over the raging sea, and showed us not only the Flying Dutchman at a distance, but also a boat coming from her with four men. The boat was within two cables’ length of our ship’s side. . . . One of the men came upon deck, and appeared like a fatigued and weather-beaten seaman, holding some letters in his hand. Our sailors all drew back.

The chaplain, however, looking steadfastly upon him, went forward a few steps, and asked, ‘What is the purpose of this visit?’ The stranger replied, ‘We have long been kept here by foul weather, and Vanderdecken wishes to send these letters to his friends in Europe.’ Our captain now came forward, and said as firmly as he could, ‘I wish Vanderdecken would put his letters on board of any other vessel rather than mine.’ The stranger replied, ‘We have tried many a ship, but most of them refuse our letters.’”

The Opera That Popularized the Flying Dutchman

Richard Wagner’s opera, Der fliegende Hollandermade, made the story of the Flying Dutchman famous. In his rendition, the Flying Dutchman is not the ship, but the captain. The scene takes place off of Norway rather than the Cape of Good Hope. He also adopted some of Heindrich Heine’s version. This added the idea that every seven years, the captain could go to shore to search for a woman who could set him free through her endless love.

Origin of the Dutchman’s Story

The original story of the Dutchman may stem from the 17th century. Though many sources attribute the term, Flying Dutchman, to a spectral ship, other historians believe the inspiration was one of the Dutch East India Company’s real captains. Bernard Fokke is one possibility. He became legendary for his record-fast trips between Holland and Java, via the Cape of Good Hope. People didn’t think that anyone could accomplish such a feat and said that he must have made a deal with the devil.

The other possibility is someone by the name of Hendrick Van der Decken, who supposedly captained a Dutch East India Company ship that disappeared in 1641 somewhere between Holland and Asia. Some authors also used the name Captain Phillip Vanderdecken in some iterations of the story.

Sightings of the Flying Dutchman Ship

King George & Prince Albert Victor

One of the most significant sightings of the ghost ship came from King George V of the United Kingdom. In 1880, he and his brother Prince Albert Victor were on a three-year voyage. On July 11, 1881, the Prince recorded a strange vision that appeared to them in the Bass Strait while aboard the HMS Inconstant.

He wrote that an encounter occurred at 4 am when the Flying Dutchman crossed their port bow. They saw “a strange red light as of a phantom ship all aglow, in the midst of which light the masts, spars, and sails of a brig 200 yards distant,” according to George’s description.

The officer on watch and several other sailors initially spotted the ship, but the vessel quickly disappeared. It didn’t end there, though.

George wrote that at 10:45 am, the sailor who had spotted the apparition suffered a gruesome fate. He fell from the masts onto the ship’s forecastle and died instantly. Naturally, everyone thought the phantom ship had been a supernatural warning of doom.

Bystanders at Glencairn Beach, South Africa

Although many sightings of the famous ghost ship have come from sailors out at sea, people on the shores also glimpsed the apparition. In 1939 and 1941, crowds of people at Glencairn Beach, South Africa, saw the Flying Dutchman under full sail on a collision course with the land.

According to a contemporary news report from the 1939 incident, the ship sailed on with “uncanny volition,” heading towards the shores of Strandfontein. Bystanders had a long, unobstructed view of the vessel before it disappeared in the blink of an eye.

The 1941 report mirrors the first, with the phantom vessel heading towards rocks before abruptly vanishing.

Gulf of Suez, Red Sea

The most recent sighting of the phantom ship occurred during the Second World War. The ship’s log of a U-Boat reported that crew members spotted the Flying Dutchman.

What became of the U-Boat and whether it ended up at the bottom of the sea is uncertain. Although the legend places most sightings off the Cape of Good Hope, this took place in the eastern half of the Gulf of Suez in the Red Sea.

What Causes Sightings of the Dutchman?

Phantom ships have contributed much to nautical lore for centuries. Naturally, scientists have attempted to investigate the phenomenon to determine what may be the cause. The most common and well-researched explanation is one type of mirage known as a Fata Morgana.

When atmospheric conditions are just right, the refraction of light causes a reflection of a ship or other object beyond the horizon. From afar, the mirage can seem like it’s floating above the water or in the sky, sometimes upside down and often with an eerie glow.

Because atmospheric conditions are volatile, the mirage can quickly disappear. This would explain why witnesses have said the Flying Dutchman vanished right before their eyes. The following video explains this phenomenon well.

So, what about the close-up sighting by King George? Why did it fool U-boat submariners? How does it account for the ill-fortune suffered by some of those who have seen the ship?

Three Hundred Years of the Evolving Dutchman

Although most people believe that there is probably no such thing as a ghost ship, this was not the case three hundred years ago. The men who spotted the Flying Dutchman believed that it was otherwordly and were truly frightened. For them, it meant certain peril in already frightening and mysterious waters. What they saw at sea became their tales on land, and their stories spread across the world. Throughout history, the fantastic legends profoundly touched the human imagination and inspired hundreds of pieces of art, literature, and entertainment. Today, the story of the ghostly vessel continues to evolve. For most of us, it is a story to enjoy, but for the still superstitious mariner, it is a phenomenon to steer clear of.

Categories
Historic

How Old is the Sphinx? Examining the Evidence

The Great Sphinx of Giza is one of the most recognizable man-made objects in the world. Despite this, it is also one of the most mysterious man-made objects in the world. Even if you accept the general consensus of who built the Sphinx, how was the Sphinx built, you are still left with many questions that have not been, or cannot be, explained. However, not everyone accepts the general consensus and therefore, the Sphinx is even more of an enigma to them. One of the mysteries of the Sphinx that has possibly been answered, but often disputed, is how old is the Sphinx.

how old is the sphinx. The head of the Sphinx emerging from the sand in 1867.

The head of the Sphinx emerging from the sand in 1867.

When Was the Great Sphinx Built

If you deny the general consensus of the age of the Sphinx, you are left with the question of who built it. However, for the purposes of this article, we will ignore that question, as it is still disputed within the realm of general consensus. In other words, even if you do accept that the Sphinx was built when most Egyptologists say it was, there is still the question of in which pharaoh’s reign it was built. That question may be answered as well, but it doesn’t answer who built it. We have the tomb of the pyramid builders. We have no such evidence of who built the Sphinx.

According to translations of the “Dream Stela” at the foot of the Sphinx, King Thutmose IV came across the head of the Sphinx when he was still a prince. The rest of the statue was buried in the sand. He took shelter from the sun in the shadow of the great head. While there, he drifted off to sleep and dreamed that the Sphinx wanted him to dig out the rest of the statue in exchange for making him king. When he awoke, the prince remembered the dream and the deal was completed on both sides. If we are to believe that Thutmose IV unearthed the Sphinx, then we know the Sphinx dates back much farther than his reign, which began around 1400 BC.

how old is the sphinx

A photo of the Great Sphinx taken in 1895.

Dr. Zahi Hawass and the Old Kingdom

According to Egypt’s premier archaeologist, Dr. Zahi Hawass Secretary-General of the Supreme Council of Antiquities, the Great Sphinx of Giza was built during the Old Kingdom in Egypt (2649-2150 BC). There is quite a bit of evidence to support this, but the most obvious is the style of the statue. The features of the face, the headdress, and the shape of the head are reminiscent of the 4th Dynasty (2613-2494 BC). Theories that go against Hawass’s findings put carving of the Sphinx thousands of years before the 4th Dynasty. That begs the question, why would artistic style have remained the same in Egypt for so many thousands of years? Of course, it begs many other questions as well. Dr. Hawass has said that none of these theories (regarding an earlier date) “has any basis in fact.”

Dr. Robert Schoch and Sphinx Water Erosion

One of the prevailing arguments for the Great Sphinx being older than the Old Kingdom is that some of the erosion on the Sphinx appears to have been caused by water. Dr. Robert Schoch of Boston University studied the Sphinx water erosion and says that it appears to have been made by heavy rainfall. He claims that the sort of rainfall that has occurred in the Giza Plateau since 5000 BC would not have been enough to cause this sort of damage. Much heavier rains occurred before 5000 BC, making a date around or before then more feasible to him and others. He has also found that similar erosion does not exist in other monuments in the area dating from the Old Kingdom.

Dr. Schoch has hinted that wet sand could have caused the erosion on the pyramid. We do know that the Sphinx has been buried for the better part of its existence. In fact, it was only unearthed again in 1936. This being the third time that we are aware of, including Thutmose’s tale. However, we have no way of knowing if it was buried in wet sand. Even if we did, we still have the fact that others have credited blowing sand with the Sphinx’s erosion.

Problems in Determining How Old is the Sphinx

If you accept that the Great Sphinx of Giza was carved during the Old Kingdom, you still have to wonder exactly when. Some experts believe that it was built during the reign of Khufu (2589-2566 BC), the man for whom the Great Pyramid was built. Others believe that it was built during Khafre’s reign (around 2500 BC). Khafre is the man for whom the second largest of the Great Pyramids was built. The difference is only that of a few hundred years.

It is impossible to use most modern scientific methods to learn how old is the Sphinx. Because it is carved out of stone, carbon dating is out of the question. The only methods available to us are those of observation and deduction. Who could have possibly carved the Great Sphinx before 5000 BC? Why would it appear to be an Old Kingdom structure thousands of years after it was built? Observation and deduction tell us that no one could have carved the Great Sphinx that long ago. Additionally, the idea that the style of art would have remained the same in Giza for all that time is absurd. However, concrete evidence cannot be applied to the Sphinx, as there is none. There is no record of it being carved and there is no way of dating it conclusively.

Categories
Historic

The Leshy: Slavic Monster that Inspired a TV Franchise

First released in 2019 and with two seasons currently on Netflix, The Witcher has been a major success. Starring Henry Cavill and based on the books and short stories of Andrzej Sapkowski, the fantasy series is steeped in eastern European traditions and folklore.

One of the formidable monsters encountered in the Witcher universe is the Leshen. This animated forest spirit, manifest as a living tree and with an antlered elk skull for a head, is a formidable and terrifying opponent.

Like many other creatures seen in the universe of the Witcher this was not an invention but based on a real tradition in Slavic mythology. The Leshy, a god of the forests and of hunting, was a wild and malevolent entity who roamed the deepest and most inaccessible backwoods of eastern Europe.

The Leshy  was most often depicted as a huge and gaunt male, colored gray and green and bearded. But he was known as a shapeshifter and could take any form as he sought to trick the unwary who walk through his forests, leading them to their doom.

Sometimes, he is also portrayed to have horns and is surrounded by packs of bears and wolves, the wild and dangerous animals of the forest. In a number of accounts, he is also said to have a wife named Leschachikha, and children.

According to the fairy tale, his wife is a cursed woman who either left or was forced from her village and lives in the deep forest with Leshy. Their children, mischievous like their father, are lost in the forest and are rarely seen.

Old Man of the Forest

When Leshy takes the shape of an old man, he appears to be extremely wizened. Tangled green hair covers his body from head to toe, and his skin is rough, like tree bark. As he walks, he causes the winds to blow through the trees.

His blood is said to be blue, adding a tinge of that color to his skin and allowing him to disappear easily into the woodland background, being very rarely seen. Most of the time it is his voice that is heard by people in the forest. He can be heard singing, laughing, or even whistling.

On spotting Leshy, he can be identified easily. While he appears like a man, his right ear, eyelashes, and eyebrows are missing. His head is also pointed, and he doesn’t wear a belt or a hat.

The Leshy is a shapeshifter, often appearing as a bear or wolf (Iosif / Adobe Stock)

When in his native forest, he is a giant as tall as the trees. However, the moment Leshy steps out of the forest, his size shrinks and becomes as small as a single blade of grass. A number of stories also describe Leshy as having cloven hooves and horns. He wore shoes on the wrong feet to confuse trackers, and does not cast a shadow.

Slavic Mythology

Leshy is capable of changing his shape and taking the form of different animals such as bears and wolves. According to the beliefs of the Slavic people, he is a protector of the forests as well as the animals that live in the marshes and forests.

People who were kind to the forest spirit used to receive gifts from him. In the folk tales, the poor peasants received cattle. In some stories, princes would seek out the guidance of the Leshy to help them find their ideal princess.

Shepherds and farmers even made a pact with the Leshy in order to protect their sheep and crops. It was said that people who became friends with a Leshy could learn the secrets of magic.

However, Leshy is also considered untrustworthy and sometimes even an evil entity, who would trick women into the forest. Leshy also had a reputation for abducting children who were not baptized, and would even abduct children entering the forest to catch fish or pick berries.

In the forest, he would also lead travelers astray to such an extent that they felt hopelessly lost. The intent of Leshy isn’t always evil in such cases: he is more a mischievous being who enjoys misguiding humans from their path. He is even known to visit a wayside tavern, drink vodka, and lead a pack of wolves back to the forest.

The Leshy is said to lure travelers into the forest where they become lost (Brian / Adobe Stock)

For people who were lost in the wood or have annoyed Leshy, it was recommended that they made Leshy laugh. In order to do so, people could try tricks like taking off their clothes, wearing shoes on the wrong feet, to try and confuse the spirit.

Another way of driving away the forest monster was to recite prayers alternatively with curses. Applying salt to fire was considered yet another means of getting rid of Leshy.

The Living Forest

At times, more than one Leshy is believed to live in the forest. According to some folk tales, these Leshen lived in an enormous palace, along with beasts and serpents of the forest. During the winters, they would hibernate here. However, once spring arrived, the entire tribe of Leshen went running through the woods, yelling and screaming.

In the summer times, the Leshy was most active and most commonly played tricks on humans. However, those tricks were rarely known to cause any harm to humans at this time.

During the autumn, they tended to be more quarrelsome. They looked for opportunities to frighten and fight with other creatures in the forest as well as with the humans. During the final cold days of the year, when leaves start falling from the trees, the Leshy disappeared and went to hibernate once again.

The Leshy clearly represents a personification of the mystery and the dangers of the Slavic forests to the unwary. Silent in winter and safer, if disorienting, in the summer, the old wizened tree-man is a summation of what can befall you if you step into the forest unprepared.

The Leshy shares some similarities with Scandinavian trolls (John Bauer / CC BY-NC-SA 2.0)

This monster finds its analogue in the Scandinavian trolls, or the Wendigo of Native American myth. Maybe there once was an old man of the forest, some human or creature who inhabited the dense and inaccessible wilderness of eastern Europe.

Maybe, somewhere in the leafy darkness, he is out there still, ready to snatch unwary children who venture too deep into the woods. But at least, this time, we have Henry Cavill to save us.

Top Image: Common depiction of the Leshy. Source: Н. Н. Брут / Public Domain.

by Bipin Dimri

Categories
Historic

How Did Queen Victoria Survive 7 Serious Death Threats? (Video)

Throughout her extensive reign, Queen Victoria valiantly overcame seven assassination attempts, demonstrating remarkable fortitude. Faced with adversaries such as Edward Oxford, a bold 18-year-old who disrupted the tranquility of Buckingham Palace with gunfire, and John Francis, who twice attempted to harm her in a single weekend, Queen Victoria confronted each incident with unwavering resolve. The assailants, ranging from a disgruntled ex-actor to a newsstand worker with a hunchback, each harbored unique yet misguided reasons for their actions. Despite these continuous threats, Victoria’s composed response, including her prompt appearance at the opera after being struck by Robert Pate’s iron-tipped cane, not only showcased her bravery but also cemented the public’s deep respect for her. The varied motives of these attacks, from political zeal to personal distress, never compromised her safety. Instead, these repeated attempts only seemed to elevate her esteem among her subjects, affirming a strong bond between the monarch and the people. In navigating these relentless dangers, Queen Victoria stood as a beacon of resilience and a beloved figure of public reverence.

Top image: Left; Franz Xavier Winterhalter – The Young Queen Victoria in 1837Right; Older Queen Victoria photograph. Source: Left;  Gandalf’s Gallery/ CC BY-NC-SA 2.0 Right; Wellcome Images/ CC BY 4.0

By Robbie Mitchell

Categories
Historic

The Tsavo Maneaters: A Taste for Human Flesh

In the late 1900s, the British worked to build a railroad from Uganda to the Indian Ocean at Kilindini Harbour in Kenya. In March of 1898, a crew was working on constructing a railroad bridge over the Tsavo River in Kenya.

The bridge was to span eight miles (13km), and several camps of workers were spread across the area. Two days before the project’s leader, Lieutenant-Colonel John Henry Patterson, arrived in Tsavo, workers began disappearing.

Over nine months, two apex predators stalked, dragged, and ate construction workers at night while asleep. This is the story of the Tsavo Maneaters, and how humans are not at always the top of the food chain as we like to believe.

The Terror of Tsavo

The Tsavo Maneaters were a pair of man-eating, mane-less lions who terrorized the crew building the bridge over the Tsavo River in Kenya. While most male lions are seen with manes, not all males will have them.

This might be due to polymorphism, which in biology is the occurrence of two or more visibly different forms of phenotypes in a population of a species of animals. Unlike most lions in Africa, “Tsavo male lions generally do not have a mane, though coloration and thickness will vary. There are several hypotheses as to why this occurs.”

Colonel Pattinson with the first Tsavo Maneater to be killed (Field Museum / Public Domain)

One idea is that mane development is closely related to climate as manes can help reduce heat loss at night, but during the scorching days in the desert, it can lead to dehydration and excessive panting. Another reason the Tsavo lions lack manes might be an adaptation to the thick, thorny vegetation in the Tsavo region, which would interfere with a lion’s hunting abilities.

Once Lieutenant-Colonel John Henry Patterson arrived at the building site, he and his crew went to bed at night, fearing they would be taken as prey before the sun would rise the next day. At one point, the attacks seemed to stop; however, this was not the case.

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The Tsavo Maneaters simply moved to other camps and ate workers there. The Maneaters returned to the main camp, and their attacks became more intense and frequent. Men were being killed and devoured daily, and the crews tried to keep the pair of lions away however they could.

The workers would build large fires, hoping the smoke and flames would keep the lions out, but when this failed to stop the Tsavo Maneaters, they tried another method. The men built thorn fences known as bomas from the branches of the whistling thorn trees that surrounded their camp. This also failed to slow down the Maneaters; the lions would jump over or crawl under the thorny fences to feed.

Most of what we know about the Tsavo Maneaters came from letters from workers and John Henry Patterson’s semi-biography The Man-Eaters of Tsavo. According to Patterson’s writings, at first, only one lion would enter the camps and snatch a victim, but as time passed, both lions became bold enough and would enter the camps to feast together.

As the Tsavo Maneaters ate more and more men, hundreds of workers fled the area, which caused the construction of the bridge to be put on hold. By this point, “colonial officials began to intervene” to get construction back on track. Patterson alleged that the District Officer, Mr. Whitehead, almost fell victim to the Maneaters shortly after reaching the Tsavo train depot in the evening. Sadly, Mr. Whitehead’s assistant, known only as Abdullah, was killed while Whitehead himself barely escaped, with significant claw scratches along his back.

The Hunt

The Tsavo Maneaters kept eating workers, and officials decided that the beasts should be hunted to protect the builders and get the construction back on track. Patterson was said to have set several traps and tried to surprise the Tsavo Maneaters by attacking them from a tree at night.

After countless failed efforts to kill the Tsavo Maneaters, Patterson was finally victorious and shot the first lion on December 9, 1898. The first Maneater was a perfect example of how large the Tsavo lions can be.

This lion was huge, measuring 9 ft 8 in (2.95m) from the tip of its nose to its tail. Eight men were needed to return the lion’s remains to the camp. According to Patterson’s book, the first Tsavo Maneater had been shot in the back leg earlier that day but escaped. Upon the lion’s return to the camp that evening, he was shot “through the shoulder, penetrating its heart.”

The second Tsavo Maneater was taken down with nine shots over several days. The first shot came from Patterson, who was perched on a scaffold he built near a goat also killed by the lion. Eleven days after the first shot, the lion was shot two more times but escaped.

The following day, Patterson shot the lion three times, which severely injured the beast but didn’t end its life. Patterson then shot it another three times, which finally killed the last Tsavo Maneater.

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The exact number of victims of the Tsavo Maneaters is questionable. Some sources claim that 35 people lost their lives, while others place the death count at 135 people.

Patterson gave different numbers of victims each time he spoke about it, which further puts some of his claims in his biography into question as well. All we can really confirm is that a pair of mane-less Tsavo lions killed and ate more than ten men who were working on the bridge construction over the Tsavo River.

What Triggered Man-Eating Behavior?

When it comes to human deaths caused by animals, lion attacks resulting in death are relatively low, averaging around 100 deaths per year. This may sound like a lot, but hippos kill about 500 humans per year, Ascaris roundworms kill about 2,700 people, with mosquitos taking the lead with around 830,000 fatalities a year due to transmission of illnesses like malaria, Japanese encephalitis, yellow fever, and dengue fever.

The second Tsavo Maneater took nine bullets to kill (Unknown Author / Public Domain)

Unprovoked lion attacks where humans are eaten are relatively rare. Several scientists have studied man-eating behavior in lions and have suggested some of the following theories.

One theory was that it was due to an epizootic cattle plague (rinderpest) outbreak in Africa in 1989. The plague impacted the lion’s usual prey source, possibly forcing them to turn to humans as an alternative food source.

Another theory for why the Tsavo Maneaters ate men might have been due to the lions growing used to finding dead humans in the Tsavo River. Back at the time of the attacks, East African slave trading ships coming from Zanzibar had to cross the river, and the bodies of dead enslaved people would be discarded in the lion’s territory.

An often contested theory was that one of the lions had a damaged tooth that would hinder its ability to kill prey like usual. Patterson claimed he damaged the lion’s tooth with his gun; however, in 2017, Dr. Bruce Patterson (no relation to Colonel Patterson) found one of the lions had an infection in the base of its canine tooth, which would have made it hard for it to hunt. If you want to see the skulls of the Tsavo Maneaters, they were purchased by the Field Museum of Natural History in Chicago in 1924 and remain there to this day.

Top Image: It is believed that the Tsavo Maneaters developed their taste for human flesh from the slaves who were force marched through the area. Source: Sean Nel / Adobe Stock.

By Lauren Aguirre

Categories
Historic

Unsolved Murder of the Grimes Sisters

Just after Christmas in 1956, two sisters, Barbara and Patricia Grimes decided to go to a movie theater and see an Elvis Presley film. They never returned to their home located on 3634 South Damen Avenue. After almost a month of searching in one of Chicago’s largest missing person’s investigation, their nude bodies were discovered in a rural ravine. The double murder of the Grimes Sisters remains unsolved.

grimes sisters (L) Barbara Grimes, 15 and (R) Patricia Grimes 13.

(L) Barbara Grimes, 15 and (R) Patricia Grimes 13 in 1956.

Watch a Movie at Brighton Theater

On December 28, 1956, 15-year-old Barbara Grimes and her 13-year-old sister Patricia went to the nearby Brighton movie theater to see the Elvis Presley movie Love Me Tender. Several reliable sightings at the theater determined the two did arrive safely at the cinema. A friend sat behind them during the film, and this same friend later spotted them in line to purchase snacks at 9:30 PM.

The Brighton Theater, located at Archer and 42nd, Chicago, as it appeared in 1956.

The Brighton Theater, located at Archer and 42nd, Chicago, as it appeared in 1956.

The two sisters apparently stayed for the second show of a double-feature. Then they vanished.

When they did not arrive home by midnight, their mother, Loretta Grimes, became worried. She sent out two of her other children to the bus stop closest to the house to wait for the two girls. Several buses passed by, but the sisters were not on them. At a little after 2:00 AM on the morning of December 29, their mother called the police. Within a week Law enforcement authorities determined it was unlikely the two girls ran away on their own.

Police Investigation

In the subsequent days, police officers fanned out across the Chicago areas. They found people who eagerly reported having seen the two girls. It became a headache for the police to keep up with all of the alleged sightings:

  • Several people claimed they witnessed two young girls matching a description of the Grimes sisters get on a bus heading east into the heart of Chicago. However, nobody saw these two girls get off the bus at any stop on the route.
  • Similarly, a train conductor claimed to have seen them on a train near the Chicago suburb of Glenview.
  • A night security guard claimed he was asked for directions by two young girls the night of their disappearance.
  • On the evening of the 29th, a fellow student of Patricia reportedly saw her walking past a restaurant in the company of two other girls — neither of which was Barbara.
  • A restaurant worker reported a sighting early on the morning of the 30th. He said they were in the company of a man at this point, and that one of the girls acted sickly or drunk and needed assistance when walking.
  • A hotel clerk stated the girls briefly stayed at his hotel. A clerk at another hotel claimed he refused them a room due to their young age.
  • Several days later, employees of a department store reported seeing the Grimes sisters in their store, listening to Elvis Presley records.
  • Most mysteriously, roughly two weeks after the girls’ disappearance, a classmate of Patricia’s received two puzzling phone calls near midnight. During the first call, the party on the other line was silent. During the next call, a voice the mother was sure was Patricia’s said: “Is that you, Sandra? Is Sandra there?” The caller then hung up.

Discovery of the Bodies

The fate of the sisters become known before the month was up. On January 22, 1957, Leonard Prescott, a day laborer found, the bodies of Barbara and Patricia Grimes in a ravine off German Church Rd and County Line Rd in Willow Springs. They appeared to have been dumped or thrown there by someone in a passing car.

Police and reporters at the crime scene.

Police and reporters at the crime scene. Image: YouTube.

The search for the killers became complicated when the autopsy pathologists and the chief investigator of the county coroner’s office could not agree on a time of death. Similarly, an apparent cause of death remained uncertain due to the puzzling wounds on the bodies.

Suspects in the Murder of Grimes Sisters

The police conducted a massive search for possible culprits and finally focused on three likely suspects:

  • Edward “Bennie” Bedwell, a homeless man from Tennessee. He initially admitted to the murder of the Grimes sisters. He later recanted, saying the police forced him to issue a false confession.
  • Max Fleig, a young man in his teens, admitted to the murders in a polygraph test. Unfortunately, Illinois law considered it illegal to polygraph a juvenile. The police released him. Fleig later murdered a young woman and went to prison.
  • Walter Kranz, a man in his early 50s who considered himself a psychic. Before the discovery of the bodies, Kranz called the police stating he dreamed of their location. The location he disclosed proved to be remarkably accurate. Police grilled the man but were unable to come up with enough evidence to proceed.

Despite a lengthy investigation, the crime remains unsolved. The police interviewed approximately 300,000 individuals with no credible suspects identified.

Ray Johnson Investigation

Retired West Chicago Police Officer Ray Johnson became interested in the case in 2010 and began his own unofficial investigation. He believes the cold case is solvable.  According to Johnson, Charles Leroy Melquist murdered 15-year-old Bonnie Leigh Scott in 1958. Johnson noted the similarities in the murders, but police never questioned Melquist about Barbara and Patricia Grimes. Ray Johnson thinks public assistance can help crack the case and made this video linked below.

Historic Mysteries updated this article on April 4, 2020.

Categories
Aircraft

WARBIRD STORIES: P-47 THUNDERBOLT TARHEEL HAL

During the World War II era, Republic Aviation didn’t try to bottle lightning. Rather, they decided to build a jug of thunder.

The P-47 Thunderbolt, affectionately known as “The Jug,” was one of the heaviest and most heavily-armed fighters during the war. When fully loaded, the aircraft could weigh up to eight tons, and was outfitted with extensive artillery including multiple .50-caliber machine guns, 5-inch rockets, and substantial bomb loads.

“It’s big and beefy,” said Air Force Heritage Flight pilot Charles “Tuna” Hainline. “It was built that way largely because of the ducting for the turbocharger system that ran in the belly of the airplane, so it made it more of a round, barrel shape.”

As one of the primary fighters for the United States Army Air Forces, the P-47 Thunderbolt was very effective throughout the European and Pacific Theaters, serving as both an escort fighter in air-to-air combat and ground attack. The airplane did the lion’s share of air-to-air fighting prior to the adoption of the P-51 Mustang.

“A lot of people don’t think of it as an air-to-air fighter, but it really took the fight to the Germans early in the war and did a great job,” said Hainline, who has flown the P-47 with AFHFF and its successor, the A-10 Thunderbolt II, during his Air Force career.

The airframe that would become “Tarheel Hal,” however, did not see combat. It was stationed in Missouri as a training aircraft for battlefield-bound pilots, which likely played a factor in its pristine preservation today.

In August of 1947, the aircraft was sold to the Venezuelan Air Force under the Lend Lease Act – a system that would allow the United States to lend or lease war supplies to any nation deemed “vital to the defense of the United States” — where it served for nearly three decades.

It was then purchased from the Venezuelan Air Force by a private collector in France. The Thunderbolt was taken apart, crated, and then made the trans-Atlantic journey to France, where it was never reassembled. A decade later, Kentucky-based collector Charles Osbourne purchased the aircraft, and former Heritage Flight pilot Brad Hood restored and repainted the P-47 in the scheme “Big Ass Bird II.”

“It’s one of the most accurately and thoroughly restored P-47s,” said Hainline. “The wiring was remade with cloth insulation because that’s how they did it back then and the attention to detail was just over the top for this restoration period in the early 90s. Its gun, with dummy ammunition, had all the markings, and everything in the cockpit was accurate and in place. The only thing that wasn’t original to the cockpit was the modern radio that was installed to help navigate the warbird across the country.”

Osbourne and Hood flew “Big Ass Bird II” for a few years before deciding to repaint the Thunderbolt to a more family-friendly “Tarheel Hal.”

In 1998, under the new paint scheme the aircraft was sold to the Lone Star Flight Museum, then located in Galveston, Texas, where it remained part of the collection for 22 years.

“Warbirds are bought and sold all the time, so they change hands often, but it’s not often they stay in the same livery scheme,” said Hainline. “This one stuck as they liked the story behind ‘Tarheel Hal’ so much, serving as paint scheme of North Carolina-native Lieutenant Ida Davis of the 358th Fighter Group.”

“A lot of pilots in the war named their airplanes after their girlfriend or wife, according to our research, Lieutenant Davis had two girlfriends,” said Hainline. “He didn’t want to put either of his girlfriend’s name on an airplane in fear of they might be outed, so it was named ‘Tarheel Hal’ in honor of his brother who was at the University of North Carolina at the time.”

Hainline noted that many people are shocked that “Tarheel Hal’s” paint scheme, with its orange tail and blue nose with stars, was that “gaudy” for combat. But Hainline and his team have found pictures of the aircraft during World War II that confirm its accuracy.

Then in October 2020, The Evansville P-47 Foundation, after raising almost $3 million through campaigns, purchased “Tarheel Hal” as the centerpiece of the Evansville Wartime Museum.

The P-47 Thunderbolt has a special place in Evansville history. Over 6,000 P-47 Thunderbolts were manufactured in Republic Aviation’s plant, and the aircraft has become a symbol of pride for the town.

“It was kind of bittersweet because it went to a very a great organization, but at the same time, I didn’t want to see it go,” said Hainline. “They are deeply in love with the P-47, and that warms the heart when you have to say goodbye to an old friend.”

After the purchase, Hainline took “two hops” to fly the aircraft from Houston to Indiana, with a brief pit stop in Arkansas.

“They had a news crew down here in Houston, and then they had a veteran who flew the P-47 come down to watch the take off and then fly [to Evansville] to meet it.”

Six months later, Indiana State Legislature passed House Bill 1197, which named the newly repainted “Hoosier Spirit II” the official state aircraft of Indiana. Its current home at the Evansville Wartime Museum is just a mile from the original Republic Aviation manufacturing site in 1944.

While “The Jug” is known for being one of the heaviest aircraft during the WWII era, it was still a very comfortable, secure aircraft with controls that, as Hainline put it, “worked in harmony.”

“It’s very similar to the F-4,” said Hainline “You’re in a big, heavy well-built airplane and you just feel like nothing can hurt you. It was really delightful to fly.”

Hainline also noted that unlike the Mustang, the flight controls in the Thunderbolts never really changed with the airspeed. You might be going 135 miles an hour in a landing pattern, yet it feels about the same as going 350 miles an hour. But the best part about flying the P-47 Thunderbolt, especially in a Heritage Flight, is the dive.

“It’s actually very, very fast with lots of mass and momentum, so it really dives better than anything,” said Hainline. “Sometimes, I would be leading a formation with ‘Tarheel Hal’ and the Mustangs, and they’d have to ask me to pull the power back.”

Categories
Aircraft

McDonnell Douglas F-4 Phantom II Fighter: Old But Powerful?

Here’s What You Need to Know: The Phantom has proven both versatile and adaptable over time.

The McDonnell Douglas F-4 Phantom II is a legendary aircraft — an icon of the Vietnam War and the archetype of the third-generation jet fighter designs that entered service in the 1960s. More than 5,000 of these heavy supersonic fighters were built, and hundreds continue to serve and even see combat in several air forces today.

But the Phantom’s record in air-to-air combat over Vietnam — especially when compared to its successor, the F-15 Eagle, which has never been shot down in air-to-air combat — has left it with a reputation of being a clumsy bruiser reliant on brute engine power and obsolete weapons technology.

This is unfair.

The Phantom’s fundamental flaws were corrected by 1970 — while more recently, Phantoms have had their avionics and ordnance upgraded to modern standards. These modernized Phantoms flown by the Turkish and Greek air forces can do pretty much what an F-15 can do … at a much lower price.

Baptism of Fire:

When the F-4 came out it in 1958 it was a revolutionary design — one that went on to set several aviation records.

Weighing in at 30,000 pounds unloaded, its enormous J79 twin engines gave (and still gives) the aircraft excellent thrust, propelling the heavy airframe over twice the speed of sound at a maximum speed of 1,473 miles per hour.

The early Phantoms could carry 18,000 pounds of munitions — three times what the huge B-17 bombers of World War II typically carried. The weapons officer in the rear-seat could operate the plane’s advanced radar, communication and weapons systems while the pilot focused on flying.

Furthermore, the F-4 came in both ground- and carrier-based models and served in the U.S. Air Force, Navy and Marines. The only other frontline fighter to serve in all three services before or since is the F-35.

But when the F-4 confronted the lighter-weight MiG-17 and MiG-21 fighters of the North Vietnamese air force in 1965, the Phantom suffered.

In the Korean War, the U.S. Air Force had shot down between six and 10 enemy fighters for every one of its aircraft lost in air-to-air combat. In Vietnam, the ratio was closer to two to one (including other aircraft types besides the Phantom).

The F-4’s primary problem was that it had no built-in cannon. Instead, it relied entirely on newly-introduced air-to-air missiles — the radar-guided AIM-7 Sparrow, the heat-seeking AIM-9 Sidewinder and the older AIM-4 Falcon.

The Air Force didn’t realize those early missiles were terrible.

Studies showed that 45 percent of Vietnam-era AIM-7s and 37 percent of AIM-9s failed to either launch or lock on, and after evasive maneuvers, the probability of achieving a kill fell to eight percent and 15 percent for the two types, respectively. The Falcon missiles were even worse, and the Pentagon later withdrew them from service.

The North Vietnamese MiGs, equipped with both cannons and missiles (on the MiG-21), would outmaneuver the heavier F-4, which for all its speed, was not especially agile. Worse, American pilots weren’t trained for close range dogfights, as the Air Force assumed air-to-air engagements would occur at long range with missiles.

Furthermore, the Phantom’s J79 engines produced thick black smoke, which combined with the aircraft’s larger size, made it easier to spot and target from a distance. On the other hand, the rules-of-engagement over Vietnam prohibited U.S. pilots from shooting at unidentified targets beyond visual range, further crippling the advantages of the missiles.

Improvements:

However, the F-4’s problems began to recede. Air-to-air missile technology dramatically improved with later versions of the Sparrow and Sidewinder. The F-4E model finally came with an internal M161 Vulcan cannon.

Before, some Phantom units made do with external gun pods that vibrated excessively.

In 1972, an F-4 piloted by Maj. Phil Handley shot down a MiG-19 with his plane’s gun — the only recorded aerial gun kill performed at supersonic speed.

Eventually, the Air Force upgraded all of its F-4Es with wing-slats that significantly improved maneuverability at a slight cost in speed. New J79 engines even dealt with the problem of the F-4’s visible black smoke.

The Navy, in contrast, perceived the problem as being a lack of Air Combat Maneuvering training, and instituted the Top Gun training program in 1968. Navy pilots went on to score a superior kill ratio over Vietnam of 40 victories for seven planes lost in air-to-air combat.

The Air Force’s Phantoms claimed 107 air-to-air kills for 33 lost to MiGs, and the Marine Corps claimed three. Ground fire shot down 474 Phantoms in all services, as the heavy-lifting Phantom fighters did double duty as ground-attack aircraft.

Two sub-variants of the Phantom also distinguished themselves — the RF-4 photo reconnaissance plane, optimized for speed, and the Wild Weasel, specialized in attacking enemy surface-to-air missiles defenses.

The last American F-4s would see action during Operation Desert Storm, before being retired in 1996. The Pentagon later converted some into QF-4 target practice drones.

Phantoms in the Middle East:

However, the Phantoms proliferated around the world. The F-4 saw extensive use in Israeli service, scoring 116 air-to-air kills against the Egyptian and Syrian air forces, starting in 1969 during the War of Attrition.

In one engagement on the first day of the Yom Kippur War in 1973, 28 Egyptian MiGs attacked Ofir Air Base. Just two Phantoms managed to scramble in defense, but they shot down seven of the attackers.

The Israeli Phantoms’ primary target — and most deadly foe — during these campaigns were Arab surface-to-air missile batteries. SAMs accounted for most of the 36 Israeli Phantoms lost in action.

The swan song of the Israeli Phantom force came during Israel’s 1982 intervention in the War in Lebanon, when Phantoms — escorted by new F-15s and F-16s — wiped out all 30 of Syria’s SAM batteries in the Bekaa Valley in one day without losing a single plane in Operation Mole Cricket 19.

Iran received 225 F-4s from the United States prior to the Iranian Revolution. These formed the backbone of the Iranian fighter force during the nine-year-long war with Iraq. The Phantom reportedly acquitted itself well versus Iraqi MiGs, and carried out several long-range raids on the Iraqi airfields. The actual number of air-to-air kills remains disputed.

21st century Phantoms:

The Phantom still sees service. But it’s somewhat of an anomaly. Just compare it to F-15 Eagle.

The F-15, which entered service in 1975, is emblematic of fourth-generation fighter aircraft that remain the mainstay of modern air forces today. The F-15 is also deliberately unlike the F-4. It’s a heavy, twin-engine, two-seat fighterand an agile dogfighter.

When the F-15 and the lighter F-16 saw their first major air action over Lebanon in 1982, they shot down more than 80 Syrian third-generation MiGs at no loss.

The supremacy of the fourth-generation was confirmed again in the Gulf War, in which Iraqi fighters shot down only one fourth-generation fighter (an F/A-18 Hornet) for the loss of 33 of their third-generation aircraft. How could the F-4 possibly keep up in this new environment?

Easy — by integrating the same modern hardware used in the fourth generation.

The Phantoms flown by the Turkish and Greek air forces both have modern pulse-doppler radars, which give the F-4 “look down-shoot down” capabilities. In the past, high-flying radars had trouble detecting low-flying aircraft because the radar waves bouncing off the ground created a cluttering effect. Active Doppler radars cut through the ground clutter.

Modern F-4s can also fire the full range of modern ordnance such as the advanced AIM-120C AMRAAM air-to-air missile with a range of 65 miles, precision-guided munitions such as the AGM-65 Maverick, and late model Sparrow and Sidewinder missiles.

As combat aircraft are essentially weapons platforms, these capabilities mean that the F-4s can handle most of the same offensive tasks a fourth-generation F-15 or Su-27 fighter can do.

But surely the electronics and instruments are out of date? Not really. For instance, modernized F-4s have improved Heads Up Displays (HUDs) so that pilots don’t have to look down from the canopy to check on their instruments.

Germany flew upgraded F-4Fs until 2013, and maintains them in stock in case of future need. South Korea still has 71 F-4Es (only modestly upgraded) in its 17th Fighter Wing. Japan maintains the same number of F-4EJ Kais upgraded with pulse-Doppler radars and anti-ship missiles.

The Israelis pioneered the art of Phantom upgrades in the 1980s with the Phantom 2000 Kurnass, or “Sledgehammer.” Though retired from Israeli service in 2004, Israeli firms went on to upgrade Greece’s 41 Peace Icarus Phantoms, equipping them with ANPG-65 pulse-Doppler radars and the ability to fire AMRAAM missiles.

Israeli upgrades contributed to the Turkish air force’s Terminator 2020, which has additional wing strakes for improved maneuverability.

The 2020s have had 20 kilometers of wiring replaced for a net loss of 1,600 pounds in weight. The Turkish versions also feature a diverse array of modern sensors and electronics. Like other modern F-4s, they can deploy advanced ordnance such as Paveway bombs, HARM anti-radar missiles and 3,000-pound Popeye missiles with a range of 48 miles.

The Terminators are primarily ground-attack planes … with some notoriety. They’ve bombed Kurdish PKK fighters in Turkey and Iraq in 2015 and 2016. An RF-4 reconnaissance plane was shot down over Syria in 2012, and three F-4s crashed in 2015 — earning them the appellation “Flying Coffins” in the Turkish media.

The Iranian air force in 2009 claimed to operate 76 F-4Ds and Es, and six RF-4s. Tehran has reportedly modified the planes to fire Russian or Chinese air-to-ground and anti-shipping missiles. They still rely on AIM-7 Sparrows acquired second hand.

Likewise, Iran relies on smuggled and improvised spare parts for its F-4s, just like its F-14 Tomcats.

Iranian Phantoms bombed Islamic State targets in Iraq’s Diyala province in December 2014, and they continue to play cat and mouse games with U.S. patrols and drones over the Persian Gulf.

But are souped-up F-4s really equal to fourth-generation fighters? None of these 21st century Phantoms have flown in air-to-air combat — but F-4s Phantoms have engaged in non-lethal dogfights with Greek F-16s on several occasions.

They also tangled with Chinese Su-27s in a 2010 exercise — and according to some reports on the internet won zero to eight.

And if you compare videos of F-4s with wing slats making a tight, 180 degree turn (see 4:25 above) compared to F-15s doing the same maneuver, you will note that they both average seven to eight seconds to complete the turn, even though the latter is purportedly more maneuverable.

This doesn’t prove upgraded F-4s are superior to later designs, of course — but it does show they capable of pulling their considerable weight when compared with fourth-generation fighters.

The Phantom has proven both versatile and adaptable over time. Few of those present for its first flight in 1958 could have imagined that it would remain in frontline service nearly 60 years later.

Categories
Aircraft

The B-17 Flying Fortress: The Bomber That Won World War II?

When the Boeing B-17 “Flying Fortress” first took to the skies in the mid 1930’s, the platform represented a significant leap in capabilities over its predecessors. Equipped with four engines, the B-17 provided greater payloads and range than other bombers previously flown by the U.S. Army Air Corps (USAAC) in the past.

The B-17 was legendary since its maiden flight

The B-17 began life in 1935 when Model 299 took flight in front of reporters and the public at the Boeing field in Seattle, Washington. One reporter, noting the proliferation of defensive machine guns studded all over the fuselage, remarked in a photo caption that it looked like a “15-ton flying fortress.” Boeing quickly trademarked this name and a legendary bomber was born.

The origin story of the Flying Fortress

In the 1930s, the US Army Air Corps (USAAC), predecessor to the US Air Force, began searching for a bomber to replace the Martin B-10. The goal of the program was to bolster defensive air forces in far flung outposts at Hawaii, Alaska, and Panama. The Boeing Company set to work designing a bomber at their own expense, combining elements of their experimental XB-15 bomber and Model 247 transport.

Specs and capabilities

The result was a four engine, low winged monoplane bomber with a 6,000lb payload capable of carrying out strategic bombing of targets deep inside enemy territory. Turbocharged engines enabled a service ceiling of 25,000 to 35,000 feet depending on bomb load, allowing the Flying Fortress to fly far above the worst of antiaircraft fire.

No fewer than 13 machine guns protected each B-17 in nine different positions. Enemies flying at the front of a Flying Fortress had to contend with two guns in the chin turret as well as one in each “cheek” turret.

The flanks of the bomber were protected by waist guns as well as two guns in a ball turret mounted on the bottom of the aircraft. Fighters seeking to attack from above would encounter two more guns in a ball turret mounted atop the aircraft as well as one in the radio compartment and an enemy attempting to sneak up from behind would have to get through the two guns in the tail gunner’s position.

The First B-17 raid occurred in Europe in 1942, when 12 Flying Fortress airframes attacked railroad yards in France. As the war continued, bombing missions for American planes became more deadly.

As explained by the National WWII Museum, “One of the worst days of the war for the B-17 and its crewmen was the second raid on German ball bearing production in Schweinfurt, Germany on October 14, 1943. Losses were so heavy on the mission it became known as “Black Thursday.”

The B-17, for all its armor and firepower, was simply unable to continue to fly unescorted against swarms of German fighter aircraft and their sophisticated air defense system.

The P-51 Mustang soon entered the conflict, however, allowing the B-17s to be escorted out of Germany safely.

Although the Flying Fortress was eventually replaced by the B-29 Stratofortress by the end of the war, the platform retains its honorable legacy.