Mitsubishi J4M1 Senden (Flashing Lightning)

Mitsubishi J4M1 Senden (Flashing Lightning)

Mitsubishi J4M1 Senden (Flashing Lightning)

The Mitsubishi J4M1 was an advanced interceptor produced for the Japanese Navy but that never progressed beyond the design stage. The J4M would have been a rather unusual aircraft. It was a twin-boom aircraft, with a Mitsubishi MK9D engine in a pusher position at the rear of the central nacelle. The low-mounted wings were towards the rear of the central nacelle, with the booms mounted below the wings. The J4M was expected to reach 437mph at 26,245ft and was to be armed with one 30mm and two 20mm cannon. The J4M was produced in response to an 18-Shi specification, designed in part to support the Kyushu J7W. This was an even more unusual aircraft, but still won the production contract, and became the only canard aircraft (with the main wings at the rear) to enter production during the Second World War. As a result work on the Mitsubishi J4M came to an end at the basic design stage.

Alla fine del 1942 la Marina imperiale giapponese emise la specifica 17-Shi Otsu (17-Shi B) relativa ad un caccia intercettore ad alta velocità adatto ad operare da base a terra invitando le aziende nazionali fornitrici della marina a fornire dei progetti per la valutazione. All'appello risposero la Kawanishi Kōkūki e la Mitsubishi Jūkōgyō, la prima con un progetto dall'impostazione convenzionale, il Kawanishi J3K, la seconda con un progetto dall'impostazione innovativa, il J4M Senden, che solo in seguito verrà affiancato da una seconda proposta, convenzionale, il Mitsubishi A7M3, variante terrestre del caccia imbarcato che avrebbe dovuto sostituire il Mitsubishi A6M "Zero".

Il progetto iniziale, identificato dall'azienda come M-70A, era relativo ad un velivolo ad ala bassa che abbinava una fusoliera centrale, che integrava anteriormente la cabina di pilotaggio monoposto e l'armamento offensivo e posteriormente un grande motore radiale in configurazione spingente (a seconda delle fonti un Mitsubishi Ha-43 [3] o un Mitsubishi MK9D) che azionava un'elica quadripala, abbinato ad una doppia trave di coda. [4]

Il programma di sviluppo proseguì piuttosto lentamente e solo in seguito venne messo in competizione con la successiva e più stringente specifica 18-Shi che darà origine al Kyūshū J7W, il quale considerato più promettente dai vertici della marina imperiale gli venne preferito decretando l'abbandono dello sviluppo del J4M senza che ne fosse stato costruito nemmeno un prototipo. [4]

Lure Head 3D

The interesting site was discovered while investigating the site in Russia at the New Year holidays. A site name is “ИСТОРИЧЕСКИЙ СПРАВОЧНИК. If reading is written by Japanese nuance, probably it will become like this. i-th-tow-ri-ches-ki-i spra-bow-zenk. However, there is no telling what thing this is. When it translates into English, a meaning is HISTORICAL REFERENCE BOOK. When explanation of a site is translated literally, they are “data for which the historical secret in several century and historical mystery on the earth are pressed.” The signboard is a quite exaggerated expression. Please search with Yahoo Russia if you can challenge Russian. Search word is “ИСТОРИЧЕСКИЙ СПРАВОЧНИК”. Please challenge.

Now, let’s return the talk to main subject. The page of Shinden”Шинден” (pronunciation is “shinden”): “Kyushu J7W Shinden” is in this site. Is that true? Was “J7W Shinden”a mystery and a secret in Russia bloc? I was surprised to turn over a page, laughing such. The history and data of quite detailed development of “J7W Shinden” — a many documents were found. Although they are all Russian language, the volume of the document is uncanny. Some places were translated by my few Russin power. In my impression,there was likely to be no affective expression like the “Shinden site” in Japan. The contents have just “A mystery is approached” composition. This may become a site of a must if you are “Shinden Fan”. English explanation was in this site. It is as follows. “Mitsubishi J4M1 “senden” (“the sparkling lightning”) – the project of the experimental single-engined high-speed fighter-interceptor of fleet, the code name of allies “hatchway” (“Luke”).” This is explanation about “Senden”. It was also a trial production. In addition, there are a photograph of Shinden often seen, description of a flight game, explanation of 3D software, introduction of a plastic model, etc. Where on earth have “the mystery and the secret” gone? The second half is such touch . However, when we can understand Russian well, it will be a site made as interesting.

There is the link “АВИАЦИЮ ЯПОНИИ” in the page end. It means “Aviation of Japan”. This link is worth looking around. The popular Japanese warplanes are introduced by abundant photographs and documents. Probably they are contents of a must for warplane fun. Page like the museum of a Zero also has. From A6M1 to A6M7, this is also many. The mark when you lost your way in site is “Зеро.” (It means zero)

While searching for “Shinden” at the site in Europe, I always feel as follows. In the viewpoint of recordability, an European site has volume and the contents. They may have more good quality as compared with a “Shinden fan page” of Japan. Of course, although much Pages like the Smithsonian copy also are there, the recordability of an information site is felt better than Japan. Is this because the phenomenon can be seen more objective than Japanese fun? In books or literature about Shinden, probably Japanese site does not lose, since it was the head family, but it seems to have lost in the field of internet contents and objective evaluation power. Japanese people may be too subjective to this airplane. This is not self-criticism. It may be one current. In Japan, the young man is lack of interest in reading. Although a light magazine is read, heavy book does not read. The affective thinking way is smart than logical thinking. It is the same also in the Japanese internet. Rash and frivolous.

Is it old person’s grumble which is regarded as wanting young people to purify oneself more?

Posted by kikakuya on April 10, 2008

It gets little by little warm as it rains. The old man said so. Therefore, people always waited eagerly for spring. Gradually various things begin to move in spring. My Shinden also began to move. I’m going to show such a spectacle today. Today’s flight schedule takes off from Saitama, and goes to Mt. Fuji. Shinden with Mt. Fuji is well-matched relations. An engine also has been tamed. let’s take off.

When Shinden tried to take off for the first time in 1945, the propeller struck the ground. The first flight was finished with failure.
Shinden took off safely in my 3D.

A throttle is opened fully with stopping the moment to a transverse direction. After going up to an altitude of 2000m, an air pattern is set to the Sagami bay. It is the flight for about 30 minutes to Mt. Fuji.

Although it is spring, there is still a lot of snow in the mountain in Fuji . Since there was no good photograph of spring, other photograph of winter was used . Even if metaphor spring comes, snow is required for Mt. Fuji. It is disgraceful in Fuji without snow.
I wish I could fly once with making Mt. Fuji into a background. Although it is individual sentimentality, the original scenery of the Japanese heart is felt.
This picture was made into the animation for about 15 seconds. It consists of continuous still pictures of 385 sheets.

How misfits including taxi driver, Mormon and make-up artist risked arrest by the US to join Britain’s air force in 1940: American WWII Airplanes

The first Americans to fight the Nazis revealed: American Bombers and Their Crews, 1942

Working on a bomber's ball-turret during World War II, England, 1942.

The first Americans to fight the Nazis revealed: How misfits including taxi driver, Mormon and make-up artist risked arrest by the US to join Britain’s air force in 1940 – and ended 150 years of frosty relations

They were a bunch of misfits who counted a makeup artist, a Mormon and a New York City taxi driver among their number.

But this group of unlikely airmen effectively founded the 'Special Relationship' between Britain and America when they volunteered to fight for the UK against the Germans in 1940 during WWII.

Their unit, 71 'Eagle' Squadron began the thawing of relations between the two countries that had lingered since the War of Independence by signing up for the Royal Air Force even though America had forbidden it.

A new book describes the men as a 'crew of primitive cowboys' who were ill-disciplined, refused to pledge their allegiance to The King and were obsessed with sex.


'A crew of primitive cowboys': The British had mixed views initially of the Eagle Squadron, but 71 Squadron was to become a formidable fighting force. In its early days it was equipped with Hawker Hurricanes.

The few: 71 (Eagle) Squadron in February 1941:From left to right are William Nichols Ed Bateman Mike Kolendorski, Bill Taylor Andy Mamedoff Eugene 'Red' Tobin Nat Marantz, Luke Allen Peter Provenzano Kenneth S. Taylor Reginald Tongue (a British pilot on temporary assignment) Gus Daymond and Sam Muriello.

Pioneer: William R Dunn was officially recognized in 1968 as the first American ace of the Second World War. Seen here at the seat of his fighter in RAF uniform, he had joined the Canadian army in 1939 and answered an appeal for pilots who had more than 500 hours of flying time.

Maverick group: Chesley G. 'Pete' Peterson (far right) and Gregory A. 'Gus' Daymond (second from right) along with other Eagle Squadron pilots. Peterson was a Mormon and Daymond had been a Hollywood make-up artist

They spoke with an accent unrecognizable to the British, did not respect the country's stiff class system and drank with lower ranks to the horror of their superiors.

Among the first wave of mavericks - almost all of whom died - was Mike Kolendorski who threw empty beer bottles out of his cockpit on German installations as he flew over them.

But two years before Pearl Harbor these were the men who became some of the most deadly fighters aces in WWII and shot down dozens of German planes.

Their exploits are described in the new book 'Yanks in the RAF', a vivid account of Eagle Squadron's brief existence by military historian David Alan Johnson.

The story began in 1940 when Americans were banned from fighting with the Allies because of the US Neutrality Act, which kept America out of the war until Pearl Harbor in December the following year.

But that did not stop hundreds of adventurers from making their way across the Canadian border - dodging FBI agents on the way - and venturing on to Britain.

The men were recruited by Colonel Charles Sweeny, a wealthy American businessman with family connections in London whose plan was to make a version of the French Air Force, l'Armee de l'Air.

Wanted: Don Gentile and John Godfrey. Reichsmarschall Hermann Göring, chief of the Luftwaffe, offered to give up two fighter squadrons in exchange for 'the Italian Gentile and the Englishman Godfrey'.

Fury: Reichsmarschall Hermann Göring, the head of the German air force (pictured after he surrendered) realized the military and propaganda value of Eagle Squadron was bad news for the Nazis. He was ridiculed by the British as 'Fat Hermann' from 1939 onward and lost the Battle of Britain, making invasion impossible

Badge of courage: James Goodson (left, in the US-built Mustang which the RAF gained under lend-lease) was one of the American to wear the Eagle squadron's insignia (right). He was on a ship torpedoed by a German U-boat in 1939 and volunteered to join the Royal Canadian Air Force, before transferring to Eagle Squadron

Ultimate maverick: Mike Kolendorski in the cockpit of his Hawker Hurricane early in 1941. He was shot down on May 17, 1941, the first Eagle Squadron pilot to be killed on active service with the RAF. He had thrown his empty beer bottles out of his cockpit at German targets below

Recruits had to lie their way across the Canadian border Johnson writes that one Wall St banker told customs officers in Boston he was going to Canada 'for some shooting' and simply didn't come back.

The original three Eagle Squadron members were Andy Mamedoff, Eugene Q. 'Red' Tobin and Vernon C. 'Shorty' Keough'.

They were already in the RAF having fought with 609 Squadron and found themselves drafted into the first all-American squadron in British history.

Keough was a professional parachutist who had notched up 486 jumps at shows but at four feet 10 inches was best known for his diminutive height.

Tobin was from California so his British comrades all assumed he was a cowboy. Mamedoff was a thrill seeking former air show pilot who would go on to marry an English girl.

Soon after others joined them at their base in Church Fenton, Yorkshire, in September 1940 including Mike Kolendorski who cared more for Poland than Britain.

His family were Polish and their country had been invaded by the Nazis so joining the RAF was the best he could do under the circumstances.

Gus Daymond had been a makeup artist in Hollywood and was motivated to join up after listening to Hitler's speeches between takes on set.

Another early recruit was Sam Mauriello who was quickly nicknamed 'Uncle Sam' and claimed that his previous life as a New York taxi driver made him a better pilot.

Johnson writes that 'dodging German fighters was no worse than rush-hour traffic in Midtown Manhattan. Driving in that murderous traffic also gave him an instinct for survival'.

Others signed up for far less noble reasons: one was fed up with his wife, another wanted to get away from his girl and a third was in debt.

According to Johnson: '(British) Fighter Command and the Air Ministry saw the Eagles as a collection of rugged individualists who could never really make a fighting unit, even if they tried.

'The Eagles were a crew of primitive cowboys who grew up with too much freedom, and they would never be willing or able to learn discipline'.

The beginning of the squad was not promising, either.

When Mamedoff, Keough and Tobin arrived on September 19 1940 for their first day of training they found out that they were the entire squadron - there was no officer, no planes and no orders.

Into battle: One of the Eagle squadron's Hawker Hurricanes, a hand-me-down they were given when the unit was established. Pilots wanted the Spitfire, which was all-metal, and seen as superior

Casualties of war: From left Eugene 'Red' Tobin, Vernon 'Shorty' Keough, and Andrew 'Andy' Mamedoff flew with 609 (West Riding) Squadron during the Battle of Britain and were then posted to Eagle Squadron. All three died on active service

Ten days later Squadron Leader Walter Churchill turned up and eight more Yanks were soon on their way.

The men had to make do with nine hand-me-down Hurricane Mark I fighter planes which were seen as inferior to the Spitfires, although they were eventually equipped with the best of the British fighters.

The men had to make do with nine hand me down Hurricane Mark I fighter planes, though they eventually were given Spitfires.Churchill tried his best with the raw recruits and in November 1940 they moved south closer to the action to an airfield in Kirton-in-Lindsey in Lincolnshire.

The first deaths were caused by air crashes when Pilot Officer Zeke Leckrone came down in a training exercise. He was buried with the Union Jack and the Stars and Stripes draped over the coffin.

In January 1941 Churchill was replaced as Squadron leader by Bill Taylor, who implemented a regime of strict discipline which the Americans hated. But it made them better pilots.

By June they had been deemed operational and were about to get their first taste of the action - yet Johnson makes clear even that was a minor miracle.

The British government used the creation of the Eagle Squadron for maximum public relations effect to try to convince America to enter the war - although they failed in that, and with an unfortunate side-effect.

As a result of the slew of articles they became known as the 'Glamor Boys', sparking a backlash from other jealous airmen.

Bracing archive footage of WW2 RAF Spitfire airplanes

Blitzed: The German onslaught against Britain while America was not in the war saw London bombed extensively. The British government hoped Eagle Squadron would help drag the US into WWII but it took Pearl Harbor for that to happen

Bltized: London in September 1940 as the Nazi bombardment was at its height. It was this month that Eagle Squadron was set up, with no planes. The following year, it was in the air - and taking out German planes

Botched: Eagle Squadron was in the air as Britain, Canada and their ally the US launched the disastrous Raid on Dieppe. Half the soldiers who landed in the French port were killed, captured or wounded. But

Enemy: The main threat to Eagle Squadron in the air were the Luftwaffe's Focke Wulf 190, (left) and the Messerschmitt Bf 109 (right), both single-seater German fighters


The American fighting with the RAF could not initially be understood by their comrades.

Critics pointed out that the standards for joining the RAF were lower than the US Air Force and it required men with 20/40 vision - correctable with goggle lenses - and allowed them to be married.

The USAF demanded 20/20 vision and insisted the pilots be unwed.

The Americans also had to deal with prejudice towards the Eagle Squadron project - from both the US and the British.

The feeling among many in America was that the British had just been pushed out of Dunkirk and were losing the war. To add insult to injury, Britain had still not paid back the 𧶒 million it borrowed after World War I.

School textbooks in America had long taught that Britain was the enemy and some still regarded them as the 'damned redcoats', named after loyalist uniforms in the War of Independence.

Equally many British airmen were suspicious of the Americans and thought of them are Germanophiles as their nation was founded partly by German immigrants.

One poll found that the average Brit thought that Americans were democratic and freedom-loving. Another found they were 'impractical, mercenary, conceited and smug', Johnson writes.

He writes: 'In short the Americans were thought of as being not very reliable in wartime. They acted mainly out of self-interest and should not be counted on very much'.

It was quite a culture clash all said, and Johnson writes that the British airmen were 'appalled' by the behavior of their transatlantic cousins.

He writes that the Americans 'seemed to go out of their way to be as loud, ill mannered and irritating as possible'.

They refused to show any discipline or military courtesy, they would not salute, and displayed 'barnyard table manners' in the mess.

Rather than making themselves a drink they asked for 'some goddam water' and ate with their hands, he writes.

This England: The Spitfire became the symbol of the RAF's superiority to the Luftwaffe. Eagle Squadron was eventually equipped with them after first flying in Hawker Hurricanes

Deadly: A Spitfire in American colors. The first USAAF fighters units based in Britain used the British planes, with the American star painted on the side. Unprepared for war after Pearl Harbor, it would be 1943 before an American plane capable of taking on the German fighters was in action with all fighter units. The Eagle Squadrons brought their Spitfires with them when they transferred to the USAAF

The Americans found the weather in Britain 'beneath contempt' and found England in general to be 'alienating and depressing'

Then there was the language barrier it wasn't just the accent, the Yanks had no idea what the Brits meant when they said things like a 'piece of cake', meaning something was easy.

They soon picked it up and talked about a pilot who 'bought it' (died), or had a 'prang' (crash, also a word for sex) and uttered thoroughly un-American phrases like 'good show'.

The Americans also developed a reputation for being obsessed with sex. Johnson quotes one London woman at the time saying they were 'full of vanity and conceit and self importance - but they all fell in love with them anyway'.

A man from London described the US airmen as 'either near-rapists or irresistibly skilled seducers'.

With such a reputation built up it was time for the Eagle Squad to start proving their worth.

The first recorded kills for Eagle Squadron were on July 2 1941 as they protected a bombing run on the Lille electric power station in France.

Spitfire: Our man takes a ride in the plane that saved Britain

The end: United States Army Air Force Brigadier General Frank O'Driscoll Hunter, (left) commanding Eighth Air Force Fighter Command, and Air Chief Marshal Sholto Douglas, then head of RAF Fighter Command, salute as the three Eagle Squadrons are transferred from the RAF to the USAAF on September 29, 1942.

Under American command: Army Air Force Major-General Carl Spaatz was in command of all US air operations in Europe. The 51-year-old had been in the air in World War One

American power: The RAF was given Mustangs under lend-lease, with the American fighters flying in British colors. They were the first British single-seat fighters to cross into German air space

US arrives: The Eighth Air Force arrived in 1942 but its pilots were woefully unprepared for the Nazi threat. Some of their equipment was formidable - including the B-17 Flying Fortress bombers, seen in action over the continent, earning them the nickname The Mighty Eighth

In a year from now most of you will be dead.

Flt Lt George A. Brown to the first men of the second Eagle Squadron. His prophecy was true

They had an encounter with the infamous 'Abbeville Boys' which had nine squadrons of Messerschmitt Bf 109s, considered the elite of the German units.

Pilot William Dunn scored first blood when he sent one of the planes crashing to the ground. Henry 'Paddy' Woodhouse bagged one too, as did Gus Daymond.

Over the next four months they would engage in the enemy in multiple sorties and had their rough edges wore away, leaving behind a sleek unit even the RAF would be proud of.

A particular favorite operation of the Americans were the 'Rhubarb Runs' where two pilots would go off on their own and take on a target they had worked out in the pub the night before.

Johnson says that these appealed to their desire for 'individual action' and appealed to the 'wild man' inside them.

Then, to the shock of the entire RAF, in October the Air Ministry announced that the highest scoring unit for the month was 71 Squadron with nine kills.

But the achievement came at a price: a year after Eagle Squadron had been set up, out of the original group of 28 pilots who signed up, just three were left - a 89 per cent death rate.

A second Eagle Squadron was set up and Flight Lieutenant George A. Brown, their leader, told the recruits to have a good look around the mess hall as 'in a year from now, most of you will be dead'.

Johnson writes that it was a 'startling prophecy - it also turned out to be true'.

By the time of the Dieppe raid on August 19 1941 a third squadron had been added but by then the writing was on the wall for the Eagles.

In September 1942 after America joined the war all the surviving Eagles were transferred to the USAF but with one concession - they could continue to wear miniature copies of their RAF wings on their right breast pocket.

The official records of the RAF show just seven Americans serving in the summer of 1940, but Johnson writes that there were 'many, many more'.

By 1943 millions of Americans would be stationed in Britain, but in 1940 few had seen a Yank up close.

According to Johnson, the trade ties, cheap flights across the Atlantic and everything that goes into the 'Special Relationship' - the British term for its uniquely close bond with the US - started at that forlorn airfield in Church Fenton with three American pilots and no commander.

He writes: 'The change in attitude of the two countries towards each other, from friendly enemies to special allies, first began with the Yanks in the RAF'.

Within weeks of the December 1941 attack on Pearl Harbor and America’s official entry into the Second World War, Allied forces in Europe activated the now-legendary VIII Bomber Command (often referred to as the Eighth Air Force) to serve as the principal American force to attack Germany from the air. Often in tandem with planes from the Royal Air Force, American B-24s and B-17s — or Flying Fortresses — from the “The Mighty 8th” would spend the next several years bombing strategic towns and cities in Nazi-held Europe.

As a jumping off point for countless bombing runs, including many in broad daylight, the United States Army Air Forces (the predecessor of the U.S. Air Force) set up bases in England during the war. In 1942, LIFE’s Margaret Bourke-White spent time with the Bomber Command — an assignment that LIFE shared with its readers in an October 1942 feature notable, although hardly surprising, all these years later for its triumphant tone:

Dive Bombers

Torpedo Bombers



Flying Boats

Helicopters and autogyros


Dive Bombers

Torpedo Bombers


Flying Boats



Hellcat, USS Saratoga 1943

WWII Aircraft Facts

No matter how one looks at it, these are incredible statistics. Aside from the figures on aircraft, consider this statement from the article: On average 6600 American service men died per MONTH, during WWII (about 220 a day). Most Americans who were not adults during WWII have no understanding of the magnitude of it. This listing of some of the aircraft facts gives a bit of insight to it.

276,000 aircraft manufactured in the US .
43,000 planes lost overseas, including 23,000 in combat.
14,000 lost in the continental U.S.

The US civilian population maintained a dedicated effort for four years, many working long hours seven days per week and often also volunteering for other work. WWII was the largest human effort in history.

Statistics from Flight Journal magazine.


—- The staggering cost of war.

THE PRICE OF VICTORY (cost of an aircraft in WWII dollars)

B-17 $204,370. P-40 $44,892.
B-24 $215,516. P-47 $85,578.
B-25 $142,194. P-51 $51,572.
B-26 $192,426. C-47 $88,574.
B-29 $605,360. PT-17 $15,052.
P-38 $97,147. AT-6 $22,952.


From Germany ‘s invasion of Poland Sept. 1, 1939 and ending with Japan ‘s surrender Sept. 2, 1945 — 2,433 days. From 1942 onward, America averaged 170 planes lost a day.

How many is a 1,000 planes? B-17 production (12,731) wingtip to wingtip would extend 250 miles. 1,000 B-17s carried 2.5 million gallons of high octane fuel and required 10,000 airmen to fly and fight them.

9.7 billion gallons of gasoline consumed, 1942-1945.
107.8 million hours flown, 1943-1945.
459.7 billion rounds of aircraft ammo fired overseas, 1942-1945.
7.9 million bombs dropped overseas, 1943-1945.
2.3 million combat sorties, 1941-1945 (one sortie = one takeoff).
299,230 aircraft accepted, 1940-1945.
808,471 aircraft engines accepted, 1940-1945.
799,972 propellers accepted, 1940-1945.

Ilyushin IL-2 Sturmovik 36,183
Yakolev Yak-1,-3,-7, -9 31,000+
Messerschmitt Bf-109 30,480
Focke-Wulf Fw-190 29,001
Supermarine Spitfire/Seafire 20,351
Convair B-24/PB4Y Liberator/Privateer 18,482
Republic P-47 Thunderbolt 15,686
North American P-51 Mustang 15,875
Junkers Ju-88 15,000
Hawker Hurricane 14,533
Curtiss P-40 Warhawk 13,738
Boeing B-17 Flying Fortress 12,731
Vought F4U Corsair 12,571
Grumman F6F Hellcat 12,275
Petlyakov Pe-2 11,400
Lockheed P-38 Lightning 10,037
Mitsubishi A6M Zero 10,449
North American B-25 Mitchell 9,984
Lavochkin LaGG-5 9,920
Note: The LaGG-5 was produced with both water-cooled (top) and air-cooled (bottom) engines.
Grumman TBM Avenger 9,837
Bell P-39 Airacobra 9,584
Nakajima Ki-43 Oscar 5,919
DeHavilland Mosquito 7,780
Avro Lancaster 7,377
Heinkel He-111 6,508
Handley-Page Halifax 6,176
Messerschmitt Bf-110 6,150
Lavochkin LaGG-7 5,753
Boeing B-29 Superfortress 3,970
Short Stirling 2,383
Sources: Rene Francillon, Japanese Aircraft of the Pacific war Cajus Bekker, The Luftwaffe Diaries Ray Wagner, American Combat Planes Wikipedia.

According to the AAF Statistical Digest, in less than four years (December 1941- August 1945), the US Army Air Forces lost 14,903 pilots, aircrew and assorted personnel plus 13,873 airplanes — inside the continental United States. They were the result of 52,651 aircraft accidents (6,039 involving fatalities) in 45 months.

Think about those numbers. They average 1,170 aircraft accidents per month—- nearly 40 a day. (Less than one accident in four resulted in totaled aircraft, however.)

It gets worse…..

Almost 1,000 Army planes disappeared en route from the US to foreign climes. But an eye-watering 43,581 aircraft were lost overseas including 22,948 on combat missions (18,418 against the Western Axis) and 20,633 attributed to non-combat causesoverseas.

In a single 376 plane raid in August 1943, 60 B-17s were shot down. That was a 16 percent loss rate and meant 600 empty bunks in England . In 1942-43 it was statistically impossible for bomber crews to complete a 25-mission tour in Europe .

Pacific theatre losses were far less (4,530 in combat) owing to smaller forces committed. The worst B-29 mission, against Tokyo on May 25, 1945, cost 26 Superfortresses, 5.6 percent of the 464 dispatched from the Marianas .

On average, 6,600 American servicemen died per month during WWII, about 220 a day. By the end of the war, over 40,000 airmen were killed in combat theatres and another 18,000 wounded. Some 12,000 missing men were declared dead, including a number “liberated” by the Soviets but never returned. More than 41,000 were captured, half of the 5,400 held by the Japanese died in captivity, compared with one-tenth in German hands. Total combat casualties were pegged at 121,867.

US manpower made up the deficit. The AAF’s peak strength was reached in 1944 with 2,372,000 personnel, nearly twice the previous year’s figure.

The losses were huge—but so were production totals. From 1941 through 1945, American industry delivered more than 276,000 military aircraft. That number was enough not only for US Army, Navy and Marine Corps, but for allies as diverse as Britain , Australia, China and Russia . In fact, from 1943 onward, America produced more planes than Britain and Russia combined. And more than Germany and Japan together 1941-45.

However, our enemies took massive losses. Through much of 1944, the Luftwaffe sustained uncontrolled hemorrhaging, reaching 25 percent of aircrews and 40 planes a month. And in late 1944 into 1945, nearly half the pilots in Japanese squadrons had flown fewer than 200 hours. The disparity of two years before had been completely reversed.

Experience Level:
Uncle Sam sent many of his sons to war with absolute minimums of training. Some fighter pilots entered combat in 1942 with less than one hour in their assigned aircraft.
The 357th Fighter Group (often known as The Yoxford Boys) went to England in late 1943 having trained on P-39s. The group never saw a Mustang until shortly before its first combat mission.

A high-time P-51 pilot had 30 hours in type. Many had fewer than five hours. Some had one hour.

With arrival of new aircraft, many combat units transitioned in combat. The attitude was, “They all have a stick and a throttle. Go fly `em.” When the famed 4th Fighter Group converted from P-47s to P-51s in February 1944, there was no time to stand down for an orderly transition. The Group commander, Col. Donald Blakeslee, said, “You can learn to fly `51s on the way to the target.

A future P-47 ace said, “I was sent to England to die.” He was not alone. Some fighter pilots tucked their wheels in the well on their first combat mission with one previous flight in the aircraft. Meanwhile, many bomber crews were still learning their trade: of Jimmy Doolittle’s 15 pilots on the April 1942 Tokyo raid, only five had won their wings before 1941. All but one of the 16 copilots were less than a year out of flight school.

In WWII flying safety took a back seat to combat. The AAF’s worst accident rate was recorded by the A-36 Invader version of the P-51: a staggering 274 accidents per 100,000 flying hours. Next worst were the P-39 at 245, the P-40 at 188, and the P-38 at 139. All were Allison powered.

Bomber wrecks were fewer but more expensive. The B-17 and B-24 averaged 30 and 35 accidents per 100,000 flight hours, respectively– a horrific figure considering that from 1980 to 2000 the Air Force’s major mishap rate was less than 2.

The B-29 was even worse at 40 the world’s most sophisticated, most capable and most expensive bomber was too urgently needed to stand down for mere safety reasons. The AAF set a reasonably high standard for B-29 pilots, but the desired figures were seldom attained.

The original cadre of the 58th Bomb Wing was to have 400 hours of multi-engine time, but there were not enough experienced pilots to meet the criterion. Only ten percent had overseas experience. Conversely, when a $2.1 billion B-2 crashed in 2008, the Air Force initiated a two-month “safety pause” rather than declare a “stand down”, let alone grounding.

The B-29 was no better for maintenance. Though the R3350 was known as a complicated, troublesome power-plant, no more than half the mechanics had previous experience with the Duplex Cyclone. But they made it work.

Perhaps the greatest unsung success story of AAF training was Navigators. The Army graduated some 50,000 during the War. And many had never flown out of sight of land before leaving “Uncle Sugar” for a war zone. Yet the huge majority found their way across oceans and continents without getting lost or running out of fuel — a stirring tribute to the AAF’s educational establishments.

Cadet To Colonel:
It was possible for a flying cadet at the time of Pearl Harbor to finish the war with eagles on his shoulders. That was the record of John D. Landers, a 21-year-old Texan, who was commissioned a second lieutenant on December 12, 1941. He joined his combat squadron with 209 hours total flight time, including 2� in P-40s. He finished the war as a full colonel, commanding an 8th Air Force Group — at age 24.
As the training pipeline filled up, however those low figures became exceptions.
By early 1944, the average AAF fighter pilot entering combat had logged at least 450 hours, usually including 250 hours in training. At the same time, many captains and first lieutenants claimed over 600 hours.

At its height in mid-1944, the Army Air Forces had 2.6 million people and nearly 80,000 aircraft of all types.
Today the US Air Force employs 327,000 active personnel (plus 170,000 civilians) with 5,500+ manned and perhaps 200 unmanned aircraft.
The 2009 figures represent about 12 percent of the manpower and 7 percent of the airplanes of the WWII peak.

List of World War II military aircraft of Germany

This list covers aircraft of Nazi Germany that served in the Luftwaffe during the Second World War as defined by the years 1939 to 1945. Number designations are largely by the RLM designation system , although in this list they are partially organized by manufacturer and role.

The Luftwaffe of the Third Reich officially existed from 1933� training for a German air force had been going on as early as the 1920s, before the Nazis came to power. The first list attempts to focus on the more significant aircraft that participated in the main part of the war. The second is a more all-encompassing list to include the time before, although projects are not covered.

Captured aircraft also have a list. Internal projects of manufacturers are not listed, nor are many prototypes. A list of aircraft of the period from 1933� can be found at list of RLM aircraft designations in the form of the Reich Aviation Ministry's list of aircraft. Planes from all branches are currently listed.

A plane's number was usually related to its RLM designation and sometimes to its manufacturer (foreign ones with captured aircraft). The RLM-GL/C designations are not all correct and sometimes are used twice. The RLM would sometimes reassign numbers. Some pre-1933 aircraft just used their company names, etc. The Aircraft names are the most common names. Other key data are sometimes listed afterward. See RLM aircraft designation system for a full explanation of the RLM system.

[ edit ]Primary aircraft

This list does not primarily include projects, prototypes or captured aircraft but consists mostly of the most common aircraft of the German Luftwaffe that participated in the Second World War. A full list of project aircraft and captured aircraft can be found at list of RLM aircraft designations in the form of the Reich Aviation Ministry's list of aircraft.

    |Arado Ar 96|Arado Ar 196|Arado Ar 232|Arado Ar 234|Arado Ar 240|Blohm und Voss BV 222|Dornier Do 18|Dornier Do 24|Dornier Do 215|Dornier Do 217|Dornier Do 335|Focke-Wulf Fw 190|Focke-Wulf Fw 200|Focke-Wulf Ta 152|Focke-Wulf Ta 154|Gotha Go 244|Heinkel He 46|Heinkel He 59|Heinkel He 60|Heinkel He 111|Heinkel He 114|Heinkel He 115|Heinkel He 162|Heinkel He 177|Heinkel He 219|Henschel Hs 126|Henschel Hs 129|Junkers Ju 86|Junkers Ju 87|Junkers Ju 88|Junkers Ju 90|Junkers Ju 188|Junkers Ju 252|Junkers Ju 290|Junkers Ju 388|Messerschmitt Bf 109|Messerschmitt Bf 110|Messerschmitt Me 163|Messerschmitt Me 210|Messerschmitt Me 262|Messerschmitt Me 321|Messerschmitt Me 323|Messerschmitt Me 410

[ edit ]German military aircraft, 1919�

While the Luftwaffe was not public until 1935, it had been in development in secret since the 1920s, and many aircraft made in the inter-war years were used during World War II.

Mitsubishi J4M1 Senden (Flashing Lightning) - History

BandHelper builds on the repertoire functionality of Set List Maker, adding functions to manage your band's schedule and finances. BandHelper can also sync data between devices automatically, and includes a web interface to update data from your computer.

Sending MIDI from Set List Maker

Set List Maker can send MIDI bank and program changes, song select messages and virtually any other MIDI data when you change songs, and MIDI beat clock messages when you activate a tempo button. (It can also receive start/stop, song select, program change, controller and note messages to trigger various actions, as described on the Remote Control page.)

The iOS version uses Core MIDI, and should be compatible with class-compliant USB MIDI devices (via a Lightning USB adapter) as well as devices connected via wi-fi (RTP) or macOS and iOS devices connected via Bluetooth Low Energy.

The Android version, on Android 6 or later, can send and receive MIDI over USB (via a USB OTG cable) or Bluetooth. Older Android versions use a third-party framework that can send and receive MIDI over or USB or wi-fi (RTP). You can optionally use the old framework on newer Android versions with the Help > Utilities > Use Old MIDI Framework setting.

Note: MIDI support requires an in-app purchase. The total amount of MIDI data you send per song (bank and program changes, song select messages and raw MIDI) is limited to 64kb.

To register your MIDI devices with Set List Maker

Before sending MIDI to a device, you must add the device to your database. This allows you to see your MIDI device names in the app and quickly change the port or channel a device uses without having to edit all your MIDI data.

  1. Navigate to Settings > MIDI Devices, then tap the + button to add a new device:
  2. Enter a device name and the channel on which that device listens for data. You can also set the port, but it's best to leave that set to "All" unless you have a specific need to target one port (such as if different devices on different ports use the same channel):
  3. Some devices count MIDI values from 0-127 and others from 1-128. If you set the numbering style to match your device, you can then enter values using the same style to avoid confusion.

Please keep these notes in mind when entering your MIDI devices:

  • You can only enter one device per channel per port.
  • You can edit an existing device to change its name, port or channel at any time. There's no need to edit the associated program and control changes in your MIDI presets when you do that.
  • If you delete a device, all program changes and control changes for that device will be deleted.

To send program changes, control changes or other MIDI data

  1. Navigate to MIDI Presets in the main menu and tap the + button at the top of the list to add a new MIDI preset.
  2. For program changes, you'll see a set of three fields for each MIDI device. The first field is the bank change (MSB), the second field is the bank change (LSB) and the third field is the program change. You can enter any combination of MSB, LSB and program values, leaving fields empty if you don't need them. Values are counted from 0-127 or 1-128 depending on the Numbering setting for the MIDI device.
  3. For control changes, you'll see a set of two fields for each MIDI device. The first field is the controller number and the second field is the value. Values are counted from 0-127 or 1-128 depending on the Numbering setting for the MIDI device.
  4. For other MIDI data, you'll see one large text field labeled Raw MIDI. You can enter any MIDI data in hexadecimal code for example, to set channel 4's volume to 90, you would enter B3 07 5A. You can find a complete list of MIDI message codes at
  5. If you want to annotate your raw MIDI code for future reference, you can include C-style comments: either from // to the end of the line, or from /* to */.
  6. If you want to only send the raw MIDI to one device, you can select the MIDI Device above the Raw MIDI field. If you want to send some raw MIDI to one device and some to another, you will need to create separate MIDI presets.
  7. You can attach other presets to a preset, so that when you trigger the parent preset, all the child presets are triggered automatically.
  8. Enter a name for this MIDI preset. The preset will be saved when you leave this page.
  9. You can determine the order in which the parts of a MIDI preset are sent, from Settings > Audio & MIDI > MIDI Preset Order. If needed, you can also add a pause between the parts with the With Delay Between option.
  10. Navigate to Songs in the main menu and tap the edit button for a song.
  11. In the song edit window, scroll down to the MIDI Presets list. This will show any MIDI presets already attached to the song.
  12. To attach MIDI Presets, tap the Add MIDI Presets button. This will open a list of all the MIDI presets defined in this database. You can tap the presets you want to attach to your song a checkbox will appear next to each preset you've selected. When you're done selecting presets, tap Save.
  13. Your selected presets will appear in the previous window. If needed, you can rearrange this list by dragging the "grip" area to the right of each preset. The first preset in the list will be the default preset throughout the app. Your changes will be saved when you navigate away from this song..
  14. Now a MIDI icon should appear next to the song in any song list . You can tap this button to send the MIDI program changes and raw MIDI data for the default preset, which is the first one in the list for that song (unless you change Settings > General Settings > Defaults > MIDI Preset).
  15. If you have attached more than one preset, you can tap and hold the button until a submenu appears, then tap the desired preset name to send its data.
  16. If you want to access your default preset more quickly in the show view, navigate to Layouts > [layout name] > Edit Details > Layout Actions and set Send MIDI to Song Selection. Then Set List Maker will send your preset data whenever you select a song in the show view, whether by tapping the song title, using a remote control action, or swiping through your songs.
  17. If you want to access multiple presets more quickly in the show view, you can edit your layout and add Multiple MIDI Buttons to the set list or the song info area. Then Set List Maker will show a button for each of the attached presets when you select a song.
  18. If you want to trigger MIDI presets while performing a song in a completely automated way, you can record an automation track for the song and trigger each preset from the screen interface at the desired times. Then when you play back the automation track, Set List Maker will trigger the presets for you at the designated times.
  19. Normally you would attach multiple presets to a song if you want to send different MIDI messages at different times during the song. But you can also configure Set List Maker to send all the attached presets when you select a song, if you set Layouts > [layout name] > Edit Details > Layout Actions > Send MIDI to Song Selection, and turn on Settings > Audio & MIDI > MIDI Options > Send MIDI Presets Together.
  20. You might want to send two similar MIDI messages to turn a setting on and off on a device. In that case, you can create two MIDI presets, then edit the first one, click Pair With Preset, and select the second one to link them together. Then add just the first preset to your song. When you click its button, Set List Maker will send the first preset. When you click the button a second time, Set List Maker will send the second preset.
  21. If you have some MIDI presets that you want to access from any song, such as a preset that turns off vocal effects for song introductions, you can attach it to a layout on the Layouts > [layout name] > Edit Details page. Then the preset will be available when viewing any song with that layout. Layout presets will not be included with the Send MIDI Presets Together function. If you send layout presets and song presets from the same layout action, the layout presets will be sent first. If you include the Multiple MIDI Buttons in your layout, you can set that to show only the song presets, only the layout presets or both (the default is both).

To send song select messages

  1. Navigate to the Songs list and tap a song.
  2. Scroll down to the MIDI song number field and enter a value from 0-127.
  3. Now a MIDI icon should appear next to the song in any song list . You can tap this button to send the song number. The song number will be sent automatically whenever you select the song in the show view.

To send tempo (beat clock) messages

Note: MIDI Beat Clock is not available on Android devices with less than Android 6.

  1. Navigate to Settings > Tempo & Pitch and turn on the "Send MIDI beat clock" option.
  2. Edit a song and enter a tempo value. You can enter a number, or use the Tap button to set a value.
  3. Save the song to reload the Songs list, or navigate to a show or smart list, and tap the Tempo button for a song. The icon will begin flashing, and the beat clock messages will be sent.
  4. To send the MIDI beat clock only to a specific port, you can change Settings > Tempo & Pitch > Tempo Options > Send Beat Clock to Port. Otherwise, it will be sent to all available ports.
  5. If you want to hear a click sound as a count-off, before the MIDI starts, you can set a value for Auto-Stop Bars, turn on Auto-Mute Instead of Auto-Stop and turn on Start MIDI on Auto-Mute. Then when you play a tempo, you will hear the click sounds until the auto-stop bars is reached. At that point, the click sounds will stop playing, the MIDI data will start sending and the tempo button will continue flashing.

To send non-standard tempo messages

You might need to send some MIDI other than the standard beat clock messages when you play tempos. You can configure Set List Maker to send a custom message on every beat whenever the tempo function is playing.

  1. Navigate to Settings > Tempo & Pitch and turn on the Send Custom MIDI option.
  2. In the . With Code field below that option, enter the MIDI message you wish to send, in hexadecimal code. If needed, you can use an online tool to covert decimal to hexadecimal numbers.
  3. Navigate to a show or smart list, and tap the Tempo button for a song. The icon will begin flashing, and the custom messages will be sent.
  4. The Start MIDI On Auto-Mute setting described above also works with this function.

To play music from a Standard MIDI File

  1. On iOS, you must first obtain a SoundFont (.sf2) file. Copy the SoundFont file into the app, then select it from Settings > Audio & MIDI > MIDI SoundFont File. You can copy multiple SoundFont files into the app, then switch between them by changing this setting. You can also specify different SoundFonts for individual MIDI files using the SoundFont File setting on the recording edit page after adding the MIDI file. The Android app uses Android's default MIDI synthesizer, so you don't need to do this step, but you can't change from the default sounds.
  2. Create or obtain a Standard MIDI File (.mid) with musical content (MIDI note messages).
  3. Add the MIDI file to Set List Maker.
  4. From the Songs list, create a new song, or select an existing song.
  5. Click Add Recordings and select the MIDI file. This links the MIDI file to the song.
  6. Click the song's Recording icon from anywhere in Set List Maker. You can pause or skip around in the MIDI file the same way you can with other recording formats.

To send data from a Standard MIDI File

Note: Sending data from a Standard MIDI File is only available on iOS.

  1. Create a Standard MIDI File (.mid) that sends MIDI messages.
  2. Add the MIDI file to Set List Maker.
  3. From the MIDI Presets list, create a new MIDI preset, or select an existing preset.
  4. Click Standard MIDI File and select the MIDI file. This links the MIDI file to the preset.
  5. Send the MIDI preset from anywhere in Set List Maker. Any data in the preset, plus the data in the file, will be sent. You cannot pause or stop the MIDI data once it starts sending, but it will stop when you navigate away from the current page.

To sync a Standard MIDI File with a recording

Note: Syncing a MIDI file with a recording is only available on iOS and only with the new audio engine (e.g., Help > Utilities > Use Old Audio Engine off).

  1. Create a Standard MIDI File (.mid) that sends messages in time with an audio recording.
  2. Add the recording and the MIDI file to Set List Maker.
  3. From the Recordings list, select the recording to view its edit page.
  4. Click Standard MIDI File and select the MIDI file. This links the MIDI file to the recording.
  5. Play the recording from anywhere in Set List Maker. As it plays, the data in the MIDI file will be sent in time with the audio. If you pause, scrub or change the speed of the recording, the MIDI data will change to keep in sync.

To set up song data with MIDI Learn

  1. Edit a MIDI preset, then scroll down and tap the MIDI Learn button. It will turn green when MIDI Learn is active:
  2. Send bank and program changes or other MIDI messages from another MIDI device. Any incoming MIDI messages will automatically populate these fields while MIDI Learn is active. Any messages other than bank and program changes will be added to the raw MIDI field. This does not include MIDI Realtime and Undefined messages, which Set List Maker will ignore.
  3. When you have finished populating these fields, tap the MIDI Learn button again to deactivate it, then save your preset.

Some Set List Maker users have created demos of their own setups:

Set List Maker is © 2010-2021 Arlo Leach. The Set List Maker name is a registered trademark.
Try Arlo's other apps:

  • Design and development 1
  • Specifications (J4M estimated) 2
  • See also 3
  • References 4
    • Notes 4.1
    • Bibliography 4.2

    To provide the Imperial Japanese Navy with a land-based high-performance interceptor aircraft, Mitsubishi designed the J4M. It was to have been a single-seat, twin-boom, low-wing monoplane with a central nacelle housing an unstepped cockpit and a 1,590-kilowatt (2,130-hp) Mitsubishi Ha-43 [1] radial engine behind the pilot driving a four-bladed pusher propeller rotating between the booms. [2] The booms were to extend aft from the leading edge of the wing and were mounted below the central nacelle. [2] The aircraft was to have had tricycle landing gear and an armament of one 30-mm and two 20-mm cannon. [2]

    Design of the initial J4M1 version ended when the Navy put its support behind the competing Kyūshū J7W fighter, and Mitsubishi did not build a prototype. [2] The Allies nonetheless assigned the J4M the reporting name "Luke" during World War II. [3]

    Sunshine Coast Council

    Why go through all the hassle of parking the car at a busy coastal venue when you can park and ride instead?

    Sunshine Coast Council is keen to see as many residents and visitors enjoy one of the biggest sporting spectacles hosted here on the Coast.

    Council will this year provide free bus transport on dedicated charter busses for people attending the Australian PGA Golf Championship at the Hyatt Regency, Coolum, on Friday, Saturday and Sunday, November 25 to 27.

    Economic Development Portfolio Councillor Lew Brennan said this is a great opportunity to witness some of the world's best golfers in action, including defending champion Peter Senior, Greg Norman, Jason Day, current Open champion Darren Clarke, Bubba Watson, Adam Scott, Aaron Baddeley, Robert Allenby, Geoff Ogilvy, Rickie Fowler and John Senden.

    The PGA organisers expect high attendance numbers this year, given the calibre of the field and other new initiatives.

    Dedicated charter buses marked 'PGA' will be operated by Sunbus per the below timetables, to collect people from designated pick-up points on the Sunshine Coast.

    This free transport does not apply to the normal scheduled Sunbus services.

    For further details of the free transport timetable, please go to the PGA Championship website.

    Ook over de grens komt de naam Senden voor. In Belgisch Limburg, wonen Senden's o.a. in Lanaken, Rekem en Eisden, dit zijn waarschijnlijk nazaten van Joannes Senden (1732) uit Schaesberg.
    Volgens het Belgisch telefoonboek van 1996 is de verdeling van de naam Senden in Belgë als volgt :

    Senden in Duitsland

    In Duitsland komt de naam Senden in de regio Aken voor.
    Op het einde van de veertiende eeuw verlaat een aantal personen van het riddergeslacht Von Senden hun burg slot Senden (zie ook afdeling Plaatsnaam ) in het Duitse Münsterland en verhuizen naar de regio Esschweiler bij Aken.
    Tweehonderd jaar later, in de zeventiende eeuw worden in het doopregister van Aken een aantal kinderen met de naam Senden (of iets dat er op lijkt) bij geschreven.
    Uit deze gegevens kunnen geen conclusies getrokken worden over de relatie tussen het riddergeslacht Von Senden en de Senden's uit het doopregister van Aken.
    Het is zeer wel mogelijk dat de Senden's uit Aken verwant zijn met de Senden's uit Heerlen en Voerendaal. De zestiende eeuw was voor regio Zuid-Limburg een zeer woelige periode. In Heerlen waren de protestantse hollanders de baas. Zij sloten regelmatig de kerken, zodat de Voerendalers hun kinderen in andere Spaanse (katholieke) dorpen (zoals Wijnandrade) of mogelijk in Gulicks gebied (Aken) lieten dopen.

    Bekende Senden's

    • Ger Senden (voormalig voetballer van Roda JC, ook wel Mr. Roda genoemd)
    • Boudewijn Zenden (voetballer bij PSV, Chelsea, Barcelona en Olympique Marseille)
    • Pierre Zenden (vader van Boudewijn, sportcommentator, sportschoolhouder te Maastricht).
    • John Senden uit Australie, thans een bekend professioneel golf-speler
    • Gustav von Senden-Bibran (1847-1909) was een officier in de Keizerlijke Duitse Marine. zie Wikipedia


    Daarnaast is Senden ook een Japans woord dat zowel 'flashing lightning' betekent als propaganda/publiciteit.
    Er is zelfs een Japans oorlogsvliegtuig uit de Tweede Wereldoorlog met de naam Senden, de Mitsubishi J4M1 Senden, waarbij de term 'Flashing Lightning' wordt gebruikt. De codenaam van dit vliegtuig gebruikt door de geallieerden was trouwens "Luke". Het gaat hierbij om een experimenteel vliegtuig dat waarschijnlijk nooit deelgenomen heeft aan gevechten.

    Van een Turkse collega hoorde ik ook dat Senden of 'sen den' in het Turks zoiets betekent als 'voor jou' .

    Wynd in His Sail

    Greens: Champion Bermudagrass 6,500 square feet on average.

    Stimpmeter: 12’

    Rough: Bermudagrass at 2”

    Bunkers: 48

    Water Hazards: There is one pond and 12 creeks running throughout

    Course Architect: Donald Ross (1926) Kris Spence (2007) redesign

    Purse: $5,300,000

    Winner’s Share: $954,000

    FexExCup Points: 500 to the winner

    Defending Champion: Patrick Reed defeated Jordan Spieth on the second playoff hole with his wife on the bag to win for the first time on TOUR.

    Dates: Aug 14 – Aug 17

    Notes: This is the final week to qualify for the FedExCup Playoffs. The top 125 after the completion of play advance to The Barclays at Ridgewood CC next week.

    Recent History Lessons

    After winning 31 of 40 tournaments in 2013, the USA has now won 24 of 40 events in 2013-14 but none in the last four weeks. Harris English, Jimmy Walker (THREE), Webb Simpson, Ryan Moore, Dustin Johnson, Chris Kirk, Zach Johnson, Patrick Reed (TWO), Scott Stallings, Kevin Stadler, Bubba Watson (TWO), Russell Henley, Chesson Hadley, Matt Every, Matt Kuchar, J.B. Holmes, Brendon Todd, Ben Crane, Kevin Streelman and Brian Harman have won for the USA.

    Geoff Ogilvy, Adam Scott, Matt Jones, Steven Bowditch, John Senden and Jason Day, all Australians, have cashed six victories. Hideki Matsuyama and Seung-yul Noh are the Asian representatives. Martin Kaymer, Justin Rose and Rory McIlroy are the European chalk that has won four of the last six majors dating back to the 2013 U.S. Open. Angel Cabrera flies the flag for South America Tim Clark flies it for South Africa.

    S.Y. Noh, Steven Bowditch, Matt Every, Jimmy Walker, Kevin Stadler, Chesson Hadley Matt Jones, Brendon Todd, Hideki Matsuyama and Brian Harman are the first-time winners this season. There were 12, first-timers in 40 events last year and we’ve had 10 in 40 events in 2014.

    Young Guns Versus Prime Time Versus Old Guys

    Jimmy Walker (34) started the season out on the right foot for the Prime Time guys and has since added two more wins to lead the FedExCup standings. Ryan Moore (30), Zach Johnson (37), Kevin Stadler (33) and Bubba Watson (35), Matt Every (30), Steven Bowditch (30), Matt Jones (33), all were victorious before Watson picked up victory No. 2 of the year at Augusta. Matt Kuchar (37), J.B. Holmes (32), Adam Scott (33), Ben Crane (38), Kevin Streelman (35), Justin Rose (33), Tim Clark (38) and Geoff Ogilvy, 37, have added to the prime-timers trophy case as the season moves along.

    Scott Stallings (28), Patrick Reed TWICE (23), Chris Kirk (28), Webb Simpson (28), Dustin Johnson (29), Harris English (24), Jason Day (26) and Russell Henley (24) Seung-Yul Noh (22), Martin Kaymer TWICE (29), Brendon Todd (28) and Hideki Matsuyama (22), Brian Harman (27) and Rory McIlroy THRICE (25), are the twenty-somethings who have made large noise this year.

    Australian John Senden (42) FINALLY has some company in the winner’s circle this year for the old folks as Angel Cabrera, 44, won at Greenbrier.

    Turn Back the Clock

    At this point in the season last year there were 11, first-time winners and just four players with multiple victories Woods, Mickelson, Kuchar and Snedeker. Only Kuchar has cracked the winner’s circle this year and all that took was a hole-out from a bunker on the 72 nd hole at RBC Heritage!

    This year, Walker (3), Reed, Watson, Kaymer and now McIlroy (3) have won multiple times and there have been 10 players that are first-time winners.

    Pay Attention: It’s FREE!

    Not surprising the field is a bit thin this week after two majors and a WGC event in the last four weeks.

    Since moving back to Sedgefield permanently in 2008, no player has defended their title or won multiple times.

    This is the 75 th edition of the Wyndham Championship but only the seventh event at Sedgefield since 2008.

    Sedgefield completely redid their greens in 2012 as they replaced Bentgrass with Champion Bermudagrass. The advantage of Champion Bermuda is it takes hardly any water to keep it growing so they can cut it nice and short and slick it up if necessary.

    This is the only Donald Ross course that is used annually on TOUR. I wouldn’t use Oak Hill as a comparison because the set up will be quite different.

    Here are the winners since moving to Sedgefield in 2008:

    *Ryan Moore is not in the field this week

    Carl Pettersson holds the Sedgefield tournament record at 21-under-par 259.

    Sergio Garcia holds the Sedgefield “new greens” tournament record at 262.

    The Sedgefield course record is 61 by Pettersson, Kevin Na and Arjun Atwal.

    The Sedgefield “new greens” course record was set last year by Tim Herron as he fired 61 in the second round after opening with 76. #weird

    Of the last six winners since the move, three have made it their first victory on TOUR. Ryan Moore, Webb Simpson and Patrick Reed all claimed their first trophies on this historic layout. One might notice they all came in odd numbered years as well. #trendornotatrend

    Bubble Boys

    These gentlemen have business to attend to this week if they would like to advance to the FedExCup Playoffs:

    This Will Win You a Bar Bet

    Slammin’ Sammy Snead won eight of these back in the day and finished runner up three times, the most in either category in 74 previous events.

    Inside the Ropes

    From a modern test of golf at Valhalla to a classic, old-school layout, the TOUR arrives in Greensboro this week at this classic Donald Ross design. This will be the second Ross design they have seen this summer, after Pinehurst No. 2, for some of the players in the field. Built in the mid-20s Sedgefield shared hosting duties until the 70s for the Greater Greensboro Open. In 2007 after Kris Spence stripped it down back to its original layout, Sedgefield returned as host of the Wyndham Classic. This sounds similar to what Coore and Crenshaw did at Pinehurst No. 2 to get it ready for this year’s U.S. Open. Spence restored the original routing and refurbished the greens to their planned intentions to reflect what Ross had in mind 70 years before.

    As with most Ross courses, the problem lies closest to the flag as his trademark is back-to-front sloping greens that require the pros to leave the ball in the correct position on the greens. The tee box will try and play tricks with lines of sight but fairways and lack of rough shouldn’t bother the best in the game. The second shots that find the wrong part of these undulating greens will require deft putting and/or chipping/pitching to save pars and escape. With only two par fives on the card par four scoring again should be a category to consider when scouting players this week. I’ll also take a look a solid ball-strikers and players who are flashing form. This is not a difficult course to get around but the money will be made into and on the greens this week. If the weather is nice and it gets slick look for rounds to be closer to single digits as the greens should be mature and ready to be cut short.

    Sedgefield ranked 23 rd -most difficult last year after checking in at No. 35 last year.

    Only Heath Slocum in 2012 has moved into the top 125 in the last two years from players starting the week outside looking in. #badgamingangle

    Call to Order

    Here they are, ranked for your pleasure.

    Brandt Snedeker (A): After a terrible April and May by his high standards, Snedeker changed coaches and sought out Butch Harmon, or Midas as I like to call him. Anyhow his return to form began at the U.S. Open with T9 and six cuts made later he only has one finish outside T25. Last week he closed with 66-67 at Valhalla to finish T13 so it wouldn’t surprise me if he made the leap this week.

    Hideki Matsuyama (B): The first time he saw this course last year he found 65 and 66 and ended up 15 th . He got off to a slow start at Valhalla after closing 65-68 at Firestone but did close with 68 on Sunday. He’s made eight cuts on the bounce and that included his first win at the Memorial. He’s 17 th in scoring average and 19 th in the all-around ranking.

    Bill Haas (B): Since changing to the Champion Bermudagrass greens Haas has posted seven of eight rounds at 69 or better at Sedgefield. He’s played 23 events this season and has played the weekend in 22 of them so that’s about as consistent as it gets. His only miss was a WD at Harbour Town. Of those 22 weekends, 12 have gone for top 25s but gamers will remind me that just three have found the top 10. His last top 10 was T8 at Memorial, another course where he’s had strong history.

    Brian Harman (B): Similar to his alum brother from Georgia, Brendon Todd, his first victory hasn’t seen him get comfortable or mail it in. He followed up his victory at the JDC with a trip across the pond to finish T26 at The Open and he played three rounds of par or better last week before a final round 73 knocked him to T41 at the PGA. He put all four rounds in the 60s here last season to finish T3 so he should be excited to have another chance to add to his six top 10s in 2013-14.

    Patrick Reed (A): The defending champ showed flashes of his previous brilliance with a closing 65 at Firestone but couldn’t crack the top 50 last week at Valhalla. Nothing like a bit of positive vibes to get him back on track this week as he looks to become the first player to defend since the return to Sedgefield full time.

    Webb Simpson (B): The Charlotte native has rattled off T8, win, T22 and T11 in his last four trips to Sedgefield so I can look past his current form of MC, T31 and MC to put him in the lineup this week. The last time he played a classic course, the Old White TPC at Greenbrier, he perked up and closed 67-63 to finish T3. Maybe he’s just an old soul who needs a bit of southern comfort to get his late summer jumpstarted.

    Tim Clark (C): He finished T6 the first time they returned here in 2008 and was second to Garcia in 2012 so I’m confident he’ll regain his July form which saw him finish T5 at the JDC and win at Royal Montreal, on another classic, old-school layout. He closed here with 64 last year en route to T26.

    Billy Horschel (B): In two attempts at Sedgefield his first three rounds were 10-under and eight-under before over-par rounds killed him on Sunday. His excellent ball-striking, fifth on TOUR, saw him bang out four consecutive T23 or better before MC at Hoylake and T59 at Valhalla. Majors are a different can of worms and I expect him to be right back all over the flags again this week, especially on a course with minimal rough.

    Robert Karlsson (C): I’m riding this horse until I get bucked off. The Charlotte resident has finished in the top 12 in four of his last seven events worldwide and I’m not going to let T47 at the PGA scare me off. He put three of four rounds at par or better so it’s not like he found the yips again!

    Brooks Koepka (C): If he wasn’t on gamers radar screens after his T3 to open the year at, he was after his T4 at Pinehurst. He must like Donald Ross courses! He also likes Jack Nicklaus courses as he closed 66-67 last week at Valhalla to share 15 th place. He’ll be one begging that the Champion Bermuda is lightning fast this week as he can really roll the rock. Plus, like Reed last year, he needs a win to get into the FedExCup Playoffs as he is a Special Temporary Member.

    Justin Hicks (C): Ah, the weekly test of course form versus current form comes to us in Hicks as he was third at Royal Montreal and solo second his last time out at Montreux. In a thin field, which this clearly is, I have no problem endorsing the current form. I can’t turn a blind eye to a 67-64 finish his last time out at the Barracuda as he made 16 birdies on the weekend. That’s form in its finest. It’s time to make a cut here in try No. 3.

    Ernie Els (B): After storming home last Sunday with 65, that should have been better perhaps, the Big Easy returns to Sedgefield where he posted 65 in 2011 and 65 last year. He finished T30 and T20 in the last two tries and has six of eight rounds 70 or better.

    Brendon de Jonge (B): Another with “Horschel-itis” de Jonge’s only two rounds over par in his last 12 at Sedgefield came on Sunday last year and in 2011. Another Charlotte resident, de Jonge’s best finish this year came at another North Carolina track, Quail Hollow.

    John Huh (C): His 62 in the second round here last year sprung him to T3 and all eight of his career round here have been 70 or better. After a disappointing MC at the PGA after T3 at Barracuda, I expect him to bounce back this week on a course where he’s proven he can score.

    Martin Laird (B): In seven of 12 career rounds at Sedgefield he’s fired 67 or lower including two 63s and a 64. To be fair, he hasn’t played the last two on the new greens but the layout no doubt fits his eye. He enters the week off his only top 10 of the year, T6, at Barracuda where he fired three 66s. He’s No. 139 so he’ll need a solid performance to advance to the Playoffs.

    These folks could be on form, horses-for-courses or just plain ol' long shots.

    Francesco Molinari: He only has two rounds over par from his last 12 and eight of those rounds were The Open Championship and the PGA. I’m not crazy about him on quick, slick greens but he’ll find most fairways and putting surfaces.

    Paul Casey: At No. 125 on THE LIST, Casey has the pedigree to pull it together for one week to muscle his way into the Playoffs. His last two U.S. starts that were not majors went for T13 (Memorial) and T24 (FESJC).

    Scott Brown: Gamers love his putting numbers and ability to make birdies and he’ll need both of those facets to fire this week. He hasn’t posted a round over 72 in his last four starts this summer.

    Freddie Jacobson: I’ll take a flier on a guy who can get up-and-down from everywhere and make a ton of putts in a light field. He was T17 and T12 in his last two BEFORE they changed the greens.

    Charles Howell III: With finishes of T13, T4, T31 and DQ in his last four trips around Sedgefield, I’ll remind you only two of those rounds were above par.

    Carl Pettersson: All-or-nothing as the big Swede has the “old” course record and tournament record in his 2008 victory plus a pair of T4s in 2011 and 2012. He’s looking to find that spark that saw him claim back-to-back top 10s in June in Memphis and Hartford.

    Davis Love III: With a T12 and T10 in two of his last three, this old dog is looking for his first top 25 of the year. That’s good news and bad news.

    Scott Piercy: After easing his way back to action after shoulder surgery, Piercy had gamers licking their chops after a 65 and 66 at Royal Montreal saw him claim T25. He’ll be off the radar this week after MC at Valhalla but I’m sniffing around after his 66-66-64-68 T8 back in 2010.

    Johnson Wagner: He’s also a Charlotte native and he’s rolled up four in a row of T34 or better including a T7 at the JDC. Again, it’s a light field, might as well fly the flag with some guys on form.

    Tim Herron: Nothing worse than T28 and nothing better than T19 in his last four here but he did fire 61 in the second round, albeit after 76, to share the course record. He’ll need a huge finish to even have a chance of making the playoffs but could be useful in other formats. That first round 76 is his only round above par in his last four outings.

    Joe Durant: He’s 50 and he’s playing solid golf on the big TOUR as he’s finished T11, T12 and T17 in his last three.

    Michael Putnam: He’s 21 of 27 on the season and has cashed in his last five with three T24 or better.

    Bryce Molder: With T13, MC and T14 in his last three, now is the time to take a chance on a guy who loves short courses and can really putt. His T16 here last year shouldn’t scare gamers off either!

    Bo Van Pelt: After firing 16-under at the JDC, BVP opened with 66 in his next event only see it go south with 75 (and MC) in round two in Montreal. He’s close.

    Retief Goosen: He’s made 12 cuts in a row and his last two are T12 and T25 last time out at Barracuda. He’s cashing again this week as his putter will carry him to the weekend.

    Robert Streb: Like Reed last year, Streb hits it a mile and can get hot with the putter so we’ve already seen this theory proven by a youngster here. He only made two bogeys on the weekend his last time out at Barracuda where he finished T14.

    Martin Flores: He closed here with 63 on Sunday last year to finish T16.

    Jordan Spieth of the Week Last Week

    The column was taken over and thrashed by the kid from Texas last year. Out of respect, I’m not changing the title of it for 2013-14. It will remind me just how good Spieth was in the last three months of the season. This year, we’ll still identify an up-and-coming player and/or rookie that fantasy players should have on their radar. Hideki Matsuyama, T3 Brooks Koepka, T3 Max Homa, T9.

    SHCO: Ryo Ishikawa is only 22, don’t forget, T2 Chesson Hadley, T5.

    CIMB: Kiradech Aphibarnrat, 24, might have enough money after this week to earn Special Temporary Membership. Pay attention!

    WGC-HSBC: Jordan Spieth was 17th. Tommy Fleetwood (T18) is only 22 and plays in Europe. Matsuyama WD with a bad back.

    McGladrey: Scott Langley turned 24 last April and is in his second season on TOUR. He finished T22 last week and No. 124 last season. #slimpickinngsthisweek

    OHL Mayakoba: Harris English turned 24 last July. He won.

    HTOC: Er, Jordan Spieth, solo second.

    Sony: Hudson Swafford and Will Wilcox both finished T8. Both played on the Tour last year and are rookies on TOUR this season.

    Humana: Patrick Reed won. He’s 23. You need to pay attention.

    FIO: Ryo Ishikawa, 22, bagged another top 10 finish. That’s his sixth in his last 10 events on TOUR or the Tour. He’s an alternate this week as of Monday afternoon.

    WMPO: Hideki Matsuyama is 21. In 11 events the last two years, he’s hit the top 25 in NINE of them, including T4 last week. #ALLRIGHTYTHEN

    Pebble Beach: Er, Jordan Spieth, T4. Patrick Reed, 23, finished T13 and he’s won twice since August. Golf is good hands, again.

    Riviera: Harris English won’t be 25 until July. He was T10 Spieth was T12.

    WGC-Match Play: Victor Dubuisson is 23 and was second. Jordan Spieth was T5. #youthmovement

    Honda: Russell Henley is now the fourth player on TOUR under 25 with two wins. He joins Patrick Reed, Harris English and Rory McIlroy in this very elite club of pups.

    WGC-CC: Patrick Reed is 23. He’s now won three times in eight months on TOUR.

    Puerto Rico Open: Rookie Chesson Hadley, 26, took home his first title on the big boy circuit.

    Valspar: Chesson Hadley backed up his first win with T14 on a tough, tough Copperhead Course. Scott Langley, a second year player from Illinois (see above) was third.

    API: The young Japanese lad Ishikawa racked up another top 10 (T8) this week. Yep, he’s still just 22.

    Valero: He’ll be remembered for all of the wrong reasons but Andrew Loupe, 25, finished T4 in only his eighth start on TOUR. #slowgolfclap

    Shell Houston: Russell Henley’s T7 shows him heating up before heading back for another crack at Augusta.

    Masters: That Jordan Spieth guy was T2.

    RBC Heritage: John Huh, T3, is a TOUR winner but is only 23 years old. Remember?

    Zurich: The winner was 22-year old Seung-Yul Noh. He fits this column to a T.

    Wells Fargo: Defending champ Derek Ernst was T30. He’ll turn 24 on May 15.

    THE PLAYERS: That pesky Spieth was tied for the 54-hole lead and finished T4.

    HPBNC: T16 was the best the youth could muster with John Huh, who turns 24 on Wednesday.

    Colonial: Second-year player David Lingmerth poked his head up again with T5 to lead the youngsters. Hideki Matsuyama, who co-led after 54-holes, finished T10.

    Memorial: Matsuyama must be a quick study. He was the 54-hole leader at Colonial yet finished T10. He took it deep this week with his first victory on TOUR, in a playoff, nonetheless. #impressive

    FESJC: Brooks Koepka continues to rack up non-Member points and his T19 this week added to that.

    U.S. Open: For the second consecutive week Koepka has the spotlight and deservedly so after T4. With Matsuyama, Spieth and Koepka, the future looks quite bright for the TOUR.

    Travelers: Bud Cauley (remember him?) and Scott Langley were T11. Langley held the 36-hole lead.

    Quicken Loans: Spieth and Reed both were T11. John Huh was T19.

    The Greenbrier: Even though it is his third year on TOUR, Cauley is just 24. No point forgetting about him now as he’s bagged T11 and T4 in two of his last three.

    JDC: Er, that Spieth guy again, T7.

    The Open: Frenchman Victor Dubuisson is having some 12-month run. He turned 24 in April. #payattention

    RBC Canadian Open: Jamie Lovemark, 26, has battled multiple injuries over the years but he could be one to keep an eye on in off-week fields. T12.

    WGC-BI: Patrick Reed was T4.

    PGA: Look who was back in the top 10 at ANOTHER major, Dubuisson finished T7. #leeegittttt

    Watch the video: Mitsubishi J4M Senden 閃電Flashing Lightning