Buzz Bomber

The 1964 Savage Mountain B-52 crash was a U.S. Military nuclear accident in which a Cold War bomber's vertical stabilizer broke off in winter storm turbulence. The two nuclear bombs being ferried were found 'relatively intact in the middle of the wreckage', and after Fort Meade's 28th Ordnance Detachment secured them, the bombs were removed two days later to the Cumberland Municipal Airport.

This section does not any. Unsourced material may be challenged and.Find sources: – ( October 2019) In Buzz Bombers, the player character takes the form of a can of bug spray, protecting a garden of flowers from bees. The player's spray can fires shots of bee repellent that will turn the bee into a piece of. The standard worker bees will fly left and right above the garden, reversing direction whenever they reach the edge of the screen or a piece of honeycomb. At the edge of the screen, the bee will drop one level closer to the garden. In later levels, killer bees will appear, which move much faster than the regular bees and are unaffected by honeycombs; killer bees turn into pieces of red honeycomb when shot.

If a regular bee is trapped between two obstacles, it will form a, which is worth bonus points at the completion of the level.Should a bee of either type reach the bottom of the screen, it produces a flower. Flowers will begin to reduce the amount of space available to the spray can, potentially to the point where it is unable to move, destroying the spray can and costing the player one life.The garden is also inhabited by a friendly. The hummingbird will appear intermittently and will eat the honeycombs on the screen in a random order, giving additional points to the player; red honeycombs are worth more points than standard honeycombs. While invulnerable to the spray can's shots, the hummingbird will flee temporarily if it is hit too many times. The spray can's shots will also destroy honeycombs and beehives, forcing the player to aim carefully to avoid losing bonus points.Points are scored for each bee (worker or killer) shot, as well as each honeycomb upon which the hummingbird feeds.

When a level is completed by destroying a certain number of bees, bonus points are awarded for any beehives on screen.Development. This section possibly contains. Please by the claims made and adding. Statements consisting only of original research should be removed. ( October 2019) During the game's development, a prototype was prepared where the spray can was branded as a can of, a brand of insecticide produced by, in an attempt to get the company to partner on the game's promotion; SC Johnson declined the offer.

As the game went into mass production, the information on the box indicated that Buzz Bombers allowed two players to play, an error which forced the incorrect information to be corrected by hand on every game box prior to shipment.Legacy Buzz Bombers was re-released as part of the collection for computers and other game consoles. In May 2010, Buzz Bombers was made available on now defunct service for its console and for.References.

Contents.Design and development In 1935, and Professor submitted a design to the Luftwaffe for a flying bomb. It was an innovative design that used a jet engine, a pulse-jet engine, while previous work dating back to 1915 by, relied on propellers. While employed by the company, developed a remote-controlled, the ( Flakzielgerat-43). In October 1939, Argus proposed Fernfeuer, a remote-controlled aircraft carrying a payload of one ton, that could return to base after releasing its bomb. Argus worked in co-operation with and to develop the project. However, once again, the Luftwaffe declined to award a development contract.

In 1940, Schmidt and Argus began cooperating, integrating Schmidt's shutter system with Argus' atomized fuel injection. Tests began in January 1941, and the first flight made on 30 April 1941 with a. On 27 February 1942, Gosslau and sketched out the design of an aircraft with the pulse-jet above the tail, the basis for the future V-1.Lusser produced a preliminary design in April 1942, P35 Efurt, which used gyroscopes.

When submitted to the Luftwaffe on 5 June 1942, the specifications included a range of 186 miles, a speed of 435 mph, and capable of delivering a half ton warhead. Project Fi 103 was approved on 19 June, and assigned Kirschkern and cover name Flakzielgerat 76 (FZG-76). Flight tests were conducted at the Luftwaffe's Erprobungsstelle coastal test centre at,.: 5-6Milch awarded Argus the contract for the engine, Fiesler the airframe, and Askania the guidance system.

By 30 August, Fieseler had completed the first fuselage, and the first flight of the Fi 103 V7 took place on 10 December 1942, when it was airdropped by a. Then on Christmas Eve, the V-1 flew 1000 yards, for about a minute, after a ground launch. On 26 May 1943, Germany decided to put both the V-1 and the V-2 into production. In July 1943, the V-1 flew 245 kilometers and impacted within a kilometre of its target.: 7The V-1 was named by The Reich journalist Hans Schwarz Van Berkl in June 1944 with Hitler's approval.

Description. Rear view of V-1 in, showing launch ramp sectionThe Argus 's major components included the, fuel jets, flap valve grid, mixing chamber, tail pipe and spark plug.

Compressed air forced gasoline, from the 640 liter fuel tank, through the fuel jets, consisting of three banks of with three nozzles each. Argus' pressurized fuel system negated the need for a.

These nine atomizing nozzles were in front of the air inlet valve system where it mixed with air before entering the chamber. A, connected to altitude and ram pressure instruments, controlled fuel flow. Schmidt's spring-controlled flap valve system provided an efficient straight path for incoming air. The flaps momentarily closed after each explosion, the resultant gas was partially compressed by the venturis, and the tapered tail pipe further compressed the exhaust gases creating. The operation proceeded at a rate of 42 cycles per second.: 19-24: 32-33Beginning in January 1941, the V-1's pulsejet engine was also tested on a variety of craft, including automobiles and an experimental known as the 'Tornado'. The unsuccessful prototype was a version of a Sprengboot, in which a boat loaded with explosives was steered towards a target ship and the pilot would leap out of the back at the last moment. The Tornado was assembled from surplus hulls connected in fashion with a small pilot cabin on the crossbeams.

The Tornado prototype was a noisy underperformer and was abandoned in favour of more conventional craft.The engine made its first flight aboard a on 30 April 1941. Guidance system. On 13 June 1944, the first V-1 struck London next to the railway bridge on, which now carries this. Eight civilians were killed in the blast.The first complete V-1 airframe was delivered on 30 August 1942, and after the first complete was delivered in September, the first glide test flight was on 28 October 1942 at, from under a Focke-Wulf Fw 200. The first powered trial was on 10 December, launched from beneath an He 111.The formed during the last days of November 1943 in France commanded by General der Artillerie z.V. Was responsible for the operational use of V-1. A German crew rolls out a V-1.The conventional launch sites could theoretically launch about 15 V-1s per day, but this rate was difficult to achieve on a consistent basis; the maximum rate achieved was 18.

Overall, only about 25% of the V-1s hit their targets, the majority being lost because of a combination of defensive measures, mechanical unreliability or guidance errors. With the capture or destruction of the launch facilities used to attack England, the V-1s were employed in attacks against strategic points in Belgium, primarily the port of.Launches against Britain were met by a variety of countermeasures, including and aircraft such as the.

These measures were so successful that by August 1944 about 80% of V-1s were being destroyed (Although the Meteors were fast enough to catch the V-1s, they suffered from frequent cannon failures, and accounted for only 13). In all, about 1,000 V-1s were destroyed by aircraft.The intended operational altitude was originally set at 2,750 m (9,000 ft). However, repeated failures of a barometric fuel-pressure regulator led to it being changed in May 1944, halving the operational height, thereby bringing V-1s into range of the commonly used by Allied units. A German Luftwaffe Heinkel He 111 H-22. This version could carry FZG 76 (V1) flying bombs, but only a few aircraft were produced in 1944. Some were used by bomb wing KG 3.The trial versions of the V-1 were air-launched. Most operational V-1s were launched from static sites on land, but from July 1944 to January 1945, the Luftwaffe launched approximately 1,176 from modified H-22s of the Luftwaffe's (3rd Bomber Wing, the so-called 'Blitz Wing') flying over the.

Apart from the obvious motive of permitting the bombardment campaign to continue after static ground sites on the French coast were lost, air launching gave the Luftwaffe the opportunity to outflank the increasingly effective ground and air defences put up by the British against the missile. To minimise the associated risks (primarily radar detection), the aircrews developed a tactic called 'lo-hi-lo': the He 111s would, upon leaving their airbases and crossing the coast, descend to an exceptionally low altitude. When the launch point was neared, the bombers would swiftly ascend, fire their V-1s, and then rapidly descend again to the previous 'wave-top' level for the return flight. Research after the war estimated a 40% failure rate of air-launched V-1s, and the He 111s used in this role were vulnerable to night-fighter attack, as the launch lit up the area around the aircraft for several seconds. The combat potential of air-launched V-1s dwindled during 1944 at about the same rate as that of the ground-launched missiles, as the British gradually took the measure of the weapon and developed increasingly effective defence tactics.Experimental, piloted, and long-range variants.

V-1 (Fieseler Fi 103) in flightLate in the war, several air-launched piloted V-1s, known as, were built, but these were never used in combat. Made some flights in the modified V-1 Fieseler Reichenberg when she was asked to find out why test pilots were unable to land it and had died as a result. She discovered, after simulated landing attempts at high altitude, where there was air space to recover, that the craft had an extremely high, and the previous pilots with little high-speed experience had attempted their approaches much too slowly.

Her recommendation of much higher landing speeds was then introduced in training new Reichenberg volunteer pilots. The Reichenbergs were air-launched rather than fired from a catapult ramp, as erroneously portrayed in the film. There were plans, not put into practice, to use the jet bomber to launch V-1s either by towing them aloft or by launching them from a 'piggy back' position (in the manner of the, but in reverse) atop the aircraft. In the latter configuration, a pilot-controlled, hydraulically operated dorsal trapeze mechanism would elevate the missile on the trapeze's launch cradle about 8 feet (2.4 m) clear of the 234's upper fuselage.

This was necessary to avoid damaging the mother craft's fuselage and tail surfaces when the pulsejet ignited, as well as to ensure a 'clean' airflow for the Argus motor's intake. A somewhat less ambitious project undertaken was the adaptation of the missile as a 'flying fuel tank' (Deichselschlepp) for the jet fighter, which was initially test-towed behind an bomber. The pulsejet, internal systems and warhead of the missile were removed, leaving only the wings and basic fuselage, now containing a single large fuel tank. A small cylindrical module, similar in shape to a finless dart, was placed atop the vertical stabiliser at the rear of the tank, acting as a centre of gravity balance and attachment point for a variety of equipment sets. A rigid towbar with a pitch pivot at the forward end connected the flying tank to the Me 262.

The operational procedure for this unusual configuration saw the tank resting on a wheeled trolley for take-off. The trolley was dropped once the combination was airborne, and explosive bolts separated the towbar from the fighter upon exhaustion of the tank's fuel supply. A number of test flights were conducted in 1944 with this set-up, but inflight 'porpoising' of the tank, with the instability transferred to the fighter, meant that the system was too unreliable to be used. An identical utilisation of the V-1 flying tank for the Ar 234 bomber was also investigated, with the same conclusions reached. Some of the 'flying fuel tanks' used in trials utilised a cumbersome fixed and spatted undercarriage arrangement, which (along with being pointless) merely increased the drag and stability problems already inherent in the design.

One variant of the basic Fi 103 design did see operational use. The progressive loss of French launch sites as 1944 proceeded and the area of territory under German control shrank meant that soon the V-1 would lack the range to hit targets in England. Air launching was one alternative utilised, but the most obvious solution was to extend the missile's range. Thus the F-1 version developed. The weapon's fuel tank was increased in size, with a corresponding reduction in the capacity of the warhead.

Additionally, the nose cones and wings of the F-1 models were made of wood, affording a considerable weight saving. With these modifications, the V-1 could be fired at London and nearby urban centres from prospective ground sites in the Netherlands. Frantic efforts were made to construct a sufficient number of F-1s in order to allow a large-scale bombardment campaign to coincide with the, but numerous factors (bombing of the factories producing the missiles, shortages of steel and rail transport, the chaotic tactical situation Germany was facing at this point in the war, etc.) delayed the delivery of these long-range V-1s until February/March 1945. Beginning on 2 March 1945, slightly more than three weeks before the V-1 campaign finally ended, several hundred F-1s were launched at Britain from Dutch sites under Operation 'Zeppelin'. Frustrated by increasing Allied dominance in the air, Germany also employed V-1s to attack the RAF's forward airfields, such as Volkel, in the Netherlands.There was also a -propelled upgraded variant proposed, meant to use the low-cost turbojet engine with about 500 kgf (1,100 lbf) thrust.Almost 30,000 V-1s were made; by March 1944, they were each produced in 350 hours (including 120 for the autopilot), at a cost of just 4% of a, which delivered a comparable payload. Approximately 10,000 were fired at England; 2,419 reached London, killing about 6,184 people and injuring 17,981. The greatest density of hits was received by, on the south-east fringe of London., Belgium was hit by 2,448 V-1s from October 1944 to March 1945.

Intelligence reports. A battery of static QF 3.7-inch guns on railway-sleeper platforms at on the south coast of England, July 1944The British defence against the German long-range weapons was.

Guns of the Royal Artillery and redeployed in several movements: first in mid-June 1944 from positions on the to the south coast of England, then a cordon closing the to attacks from the east. In September 1944, a new linear defence line was formed on the coast of, and finally in December there was a further layout along the – coast. The deployments were prompted by changes to the approach tracks of the V-1 as launch sites were overrun by the Allies' advance.On the first night of sustained bombardment, the anti-aircraft crews around Croydon were jubilant – suddenly they were downing unprecedented numbers of German bombers; most of their targets burst into flames and fell when their engines cut out. There was great disappointment when the truth was announced. Anti-aircraft gunners soon found that such small fast-moving targets were, in fact, very difficult to hit. The cruising altitude of the V-1, between 600 to 900 m (2,000 to 3,000 ft), was just above the effective range of light anti-aircraft guns, and just below the optimum engagement height of heavier guns.The altitude and speed were more than the rate of traverse of the standard British mobile gun could cope with.

The static version of the QF 3.7-inch, designed for use on a permanent, concrete platform, had a faster traverse. The cost and delay of installing new permanent platforms for the guns was fortunately found to be unnecessary - a temporary platform built devised by the and made from and rails was found to be adequate for the static guns, making them considerably easier to re-deploy as the V-1 threat changed.The development of the and of, 3 frequency based on the helped to counter the V-1's high speed and small size.

In 1944, started delivery of an anti-aircraft based on an, just in time for the.These electronic aids arrived in quantity from June 1944, just as the guns reached their firing positions on the coast. Seventeen per cent of all flying bombs entering the coastal 'gun belt' were destroyed by guns in their first week on the coast. This rose to 60 per cent by 23 August and 74 per cent in the last week of the month, when on one day 82 per cent were shot down. The rate improved from one V-1 destroyed for every 2,500 shells fired initially, to one for every 100. This still did not end the threat, and V-1 attacks continued until all launch sites were captured by ground forces.Barrage balloons Eventually about 2,000 were deployed, in the hope that V-1s would be destroyed when they struck the balloons' tethering cables. The leading edges of the V-1's wings were fitted with Kuto cable cutters, and fewer than 300 V-1s are known to have been brought down by barrage balloons.: 34 Interceptors The Defence Committee expressed some doubt as to the ability of the to adequately deal with the new threat, but the ROC's Commandant assured the committee that the ROC could again rise to the occasion and prove its alertness and flexibility.

He oversaw plans for handling the new threat, codenamed by the RAF and ROC as 'Operation Totter'.Observers at the coast post of identified the very first of these weapons and within seconds of their report the anti-aircraft defences were in action. This new weapon gave the ROC much additional work both at posts and operations rooms. Eventually RAF controllers actually took their radio equipment to the two closest ROC operations rooms at Horsham and Maidstone, and vectored fighters direct from the ROC's plotting tables. The critics who had said that the Corps would be unable to handle the fast-flying jet aircraft were answered when these aircraft on their first operation were actually controlled entirely by using ROC information both on the coast and at inland.The average speed of V-1s was 550 km/h (340 mph) and their average altitude was 1,000 m (3,300 ft) to 1,200 m (3,900 ft). Fighter aircraft required excellent low altitude performance to intercept them and enough firepower to ensure that they were destroyed in the air rather than crashing to earth and detonating (or at least enough to stand well off while detonating the bomb to avoid being damaged by the strong blast). Most aircraft were too slow to catch a V-1 unless they had a height advantage, allowing them to gain speed by diving on their target.When V-1 attacks began in mid-June 1944, the only aircraft with the low-altitude speed to be effective against it was the.

Fewer than 30 Tempests were available. They were assigned to. Early attempts to intercept and destroy V-1s often failed, but improved techniques soon emerged. These included using the airflow over an interceptor's wing to raise one wing of the V-1, by sliding the wingtip to within 6 in (15 cm) of the lower surface of the V-1's wing. If properly executed, this manoeuvre would tip the V-1's wing up, over-riding the and sending the V-1 into an out-of-control dive. At least sixteen V-1s were destroyed this way (the first by a P-51 piloted by Major R.

Turner of on 18 June).The Tempest fleet was built up to over 100 aircraft by September, and during the short summer nights the Tempests shared defensive duty with. Specially modified were also pressed into service against the V-1s; they had boosted engines (2800 hp) and had half their 0.5in (12.7 mm) machine guns and half their fuel tanks, all external fittings and all their armour plate removed. In addition, and -engined were tuned to make them fast enough, At night airborne radar was not needed, as the V-1 engine could be heard from 10 mi (16 km) away or more and the exhaust plume was visible from a long distance. Had the 20 mm cannon on his Tempest adjusted to converge at 300 yd (270 m) ahead. This was so successful that all other aircraft in 150 Wing were thus modified.The anti-V-1 sorties by fighters were known as (after 'Diver', the codename used by the for V-1 sightings). Attacking a V-1 was dangerous: machine guns had little effect on the V-1's sheet steel structure, and if a cannon shell detonated the warhead, the explosion could destroy the attacker. A Spitfire using its wingtip to 'topple' a V-1 flying bombIn daylight, V-1 chases were chaotic and often unsuccessful until a special defence zone was declared between London and the coast, in which only the fastest fighters were permitted.

The first interception of a V-1 was by F/L J. Musgrave with a Mosquito night fighter on the night of 14/15 June 1944. As daylight grew stronger after the night attack, a Spitfire was seen to follow closely behind a V-1 over Chislehurst and Lewisham. Between June and 5 September 1944, a handful of 150 Wing Tempests shot down 638 flying bombs, with alone claiming 305. One Tempest pilot, Squadron Leader , shot down 59 V-1s, the Belgian ace Squadron Leader destroyed 44 (with a further nine shared) and W/C Roland Beamont destroyed 31.The next most successful interceptors were the Mosquito (623 victories), Spitfire XIV (303), and Mustang (232).

All other types combined added 158. Even though it was not fully operational, the jet-powered was rushed into service with to fight the V-1s. It had ample speed but its cannons were prone to jamming, and it shot down only 13 V-1s.In late 1944 a radar-equipped bomber was modified for use by the RAF's as an aircraft. Flying at an altitude of 4,000 feet (1,200 m) over the North Sea, it directed Mosquito fighters charged with intercepting He 111s from Dutch airbases that sought to launch V-1s from the air.Disposal The first officer to defuse an unexploded V-1 was in 1944. Deception To adjust and correct settings in the V-1 guidance system, the Germans needed to know where the V-1s were impacting. Therefore, was requested to obtain this impact data from their agents in Britain. However, and were acting as double agents under British control.

Aftermath of a V-1 bombing, London, 1944On 16 June 1944, British double agent Garbo was requested by his German controllers to give information on the sites and times of V-1 impacts, with similar requests made to the other German agents in Britain, Brutus and Tate. If given this data, the Germans would be able to adjust their aim and correct any shortfall. However, there was no plausible reason why the double agents could not supply accurate data; the impacts would be common knowledge amongst Londoners and very likely reported in the press, which the Germans had ready access to through the neutral nations. In addition, as, chairman of the, commented, 'If, for example, St Paul's Cathedral were hit, it was useless and harmful to report that the bomb had descended upon a cinema in, since the truth would inevitably get through to Germany.' While the British decided how to react, Pujol played for time. On 18 June it was decided that the double agents would report the damage caused by V-1s fairly accurately and minimise the effect they had on civilian morale.

It was also decided that Pujol should avoid giving the times of impacts, and should mostly report on those which occurred in the north west of London, to give the impression to the Germans that they were overshooting the target area.While Pujol downplayed the extent of V-1 damage, trouble came from Ostro, an agent in who pretended to have agents reporting from London. He told the Germans that London had been devastated and had been mostly evacuated as a result of enormous casualties. The Germans could not perform aerial reconnaissance of London, and believed his damage reports in preference to Pujol's. They thought that the Allies would make every effort to destroy the V-1 launch sites in France. They also accepted Ostro 's impact reports. Due to, however, the Allies read his messages and adjusted for them. Max WachtelA certain number of the V-1s fired had been fitted with radio transmitters, which had clearly demonstrated a tendency for the V-1 to fall short.

Max Wachtel, commander of Flak Regiment 155 (W), which was responsible for the V-1 offensive, compared the data gathered by the transmitters with the reports obtained through the double agents. He concluded, when faced with the discrepancy between the two sets of data, that there must be a fault with the radio transmitters, as he had been assured that the agents were completely reliable. It was later calculated that if Wachtel had disregarded the agents' reports and relied on the radio data, he would have made the correct adjustments to the V-1's guidance, and casualties might have increased by 50 per cent or more.The policy of diverting V-1 impacts away from central London was initially controversial. The War Cabinet refused to authorise a measure that would increase casualties in any area, even if it reduced casualties elsewhere by greater amounts.

It was thought that would reverse this decision later (he was then away at a conference); but the delay in starting the reports to Germans might be fatal to the deception. So Sir of took responsibility for starting the deception programme immediately, and his action was approved by Churchill when he returned. End of the V-1 attacks against England By September 1944, the V-1 threat to England was temporarily halted when the launch sites on the French coast were overrun by the advancing Allied armies. 4,261 V-1s had been destroyed by fighters, anti-aircraft fire and barrage balloons.

The last enemy action of any kind on British soil occurred on 29 March 1945, when a V-1 struck in Hertfordshire. Assessment Unlike the V-2, the V-1 was a cost-effective weapon for the Germans as it forced the Allies to spend heavily on defensive measures and divert bombers from other targets. More than 25% of 's bombs in July and August 1944 were used against V-weapon sites, often ineffectively. In early December 1944, American General wrote a paper that argued strongly in favour of the V-1 when compared with conventional bombers.The following is a table he produced. A V-1 and launching ramp section on display at the (2009) (12 months) vs V-1 flying bombs (2¾ months)BlitzV-11.

Cost to GermanySorties90,0008,025Weight of bombs tons61,14914,600Fuel consumed tons71,7004,681Aircraft lost3,0750Personnel lost7,69002. ResultsStructures damaged/destroyed1,150,0001,127,000Casualties92,56622,892Rate casualties/bombs tons1.61.63.

Allied air effortSorties86,80044,770Aircraft lost1,260351Personnel lost2,233805The statistics of this report, however, have been the subject of some dispute. The V-1 missiles launched from bombers were often prone to exploding prematurely, occasionally resulting in the loss of the aircraft to which they were attached. The Luftwaffe lost 77 aircraft in 1,200 of these sorties.technical personnel the V-1 from the remains of one that had failed to detonate in Britain. The result was the creation of the.General of the United States Army Air Forces was concerned that this weapon could be built of steel and wood, in 2000 man-hours and approximate cost of US$600 (in 1943). Main article:The United States reverse-engineered the V-1 in 1944 from salvaged parts recovered in England during June.

By 8 September, the first of thirteen complete prototype Republic-Ford, was assembled at. The United States JB-2 was different from the German V-1 in only the smallest of dimensions, with only from the original German pilotless ordnance design. The wing span was only 2.5 in (6.4 cm) wider and the length was extended less than 2 ft (0.61 m). The difference gave the JB-2 60.7 square feet (5.64 m 2) of wing area versus 55 square feet (5.1 m 2) for the V-1. A navalised version, designated KGW-1, was developed to be launched from as well as (CVEs) and long-range 4-engine reconnaissance aircraft. Waterproof carriers for the KGW-1 were developed for launches of the missile from surfaced submarines.

Both the USAAF JB-2 and Navy KGW-1 were put into production and were planned to be used in the Allied invasion of Japan. However, the surrender of Japan obviated the need for its use. After the end of the war, the JB-2/KGW-1 played a significant role in the development of more advanced surface-to-surface tactical missile systems such as the and later.Operators.Surviving examples. One of the two V1 Flying Bombs on display at the Stampe & Vertongen Museum, Antwerp Airport, BelgiumCanada.

The in.Denmark. The Danish Defence Museum.France. in, near and, displays a V1 flying bomb., near. Although this was intended as a V2 launch site the museum on the site has a display devoted to the V1, including a V1 cruise missile and an entire launch ramp.

Le Val Ygot at, north of. Disabled by Allied bombing in December 1943, before completion. Remains of blockhouses, with recreated launch ramp and mock V1., near Saint-Omer, has a V-1 that it was lent by the in London. in, near and, displays a French copy of the V1 flying bomb (actually a CT 10 target drone)., near, displays a restored Fieseler 103 A1, launched on 13 June from Pont-Montauban base and crashed in the mud without exploding after flying 10 km.Germany.The Netherlands. in Overloon.

Museum Vliegbasis Deelen in Schaarsbergen.New Zealand., Auckland., Auckland.Sweden. A V-1 in the.

V-1 flying bomb on display at the. A reproduction V-1 is located at the in North Yorkshire. Fi-103 serial number 442795 is on display at the. It was presented to the museum in 1945 by the War Office.

A V-1 on a partial ramp section, at the, the museum also has a partially recreated launch ramp with a mock–up V-1 displayed outside. A V-1 on display with a at the, north London. a V-1 on display at the other RAF Museum site,. An Fi103R-4 Reichenberg—the piloted version of the V1—is usually on display at. A V-1 is on display with a V-2 in the new Atrium of the, London.

The Aeropark at East Midlands Airport also has a V-1 on display. A V-1 replica and original launch rail and equipment is on display at theUnited States.

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V-1 on display at the. A V-1 is on display at the US Army Air Defense Artillery Museum, Fort Sill, OK. FZG-76 is on display as a war memorial at the southwest corner of the Putnam County Courthouse in, Indiana. The Smithsonian's on the National Mall in Washington, D.C. A V-1 is on display at the in, Michigan.

The in has a V-1 display which consists of a post-war 'hybrid' of German-machined and American parts. In particular, it has a JB-2 Loon-style forward engine support fairing. A V-1 is also located at the aviation museum in. V-1 #121536 is on display at the, in. A V-1 and are on display at the.

A V-1 is on display at the in Virginia Beach, VA. A V-1 is on display at the in Seattle, WA.See also. Vergeltungswaffe 'vengeance weapon 1' ( Vergeltungs can also be translated as 'retribution', 'reprisal' or 'retaliation'), also Fi 103 by the. In contemporary accounts it is also referred to as a robot bomb. Basically, this code name refers to the idea of spitting cherry stones and successively improving the hit accuracy by monitoring the impact points, also by reports of local spies in London. This code name refers to the weapon sounding like a low hum.

This was known as a Pyle platform, after the head of Anti-Aircraft Command, General. Squadrons 91, 322 (Dutch) and 610.

The top ace was S/L Kynaston of 91 Sqn with 21 destroyed. ( Ultimate Spitfire pp. 203–204).Citations.