Wings of Freedom & 2007 Rose Festival Fleet by Robert D. West

THE OFFICIAL WEBPAGE

OF ROBERT D. WEST

This is a special Double Feature on my website. These two events occurred on the same weekend, and they are somewhat related, so rather than make them separate stand-alone features (which they could have easily been), I decided to combine them into a single page, mainly to make it easier for me. So, without further ado...enjoy!

Wings of Freedom

From June 8th to 11th, 2007, three World War II bombers visited Aurora, Oregon as part of the Collings Foundation's Wings of Freedom Tour. These three historic planes from Stow, Massachusetts travel around the country, offering not only the opportunity to see them up close, but also to tour them and even ride in them (for a price, of course). I toured them on June 9, a rainy Saturday, and stopped by again the next day for a few more photos in better weather.

Here are the three bombers on the runway at the Aurora State Airport, near Aurora Aviation's offices. They are a B-17G Flying Fortress, a B-24J Liberator and a B-25J Mitchell.

Boeing B-17G Flying Fortress

The first B-17 flew in 1935, and the model was formally introduced in 1938. After the United States entered World War II, B-17s were mass produced in large numbers, with over 12,000 being built, not only by Boeing, but also under license by other builders. The B-17 was used in all WWII theatres, but they were most widely used, and best known, for their bombing runs over Germany in the European Theatre.

Though the B-17 was a Boeing design, this plane was built under license at the Douglas Aircraft Company's factory in Long Beach, California. This B-17 was built near the end of World War II, completed near the end of production, and thus never saw combat before the war ended. However, it served in peacetime as a rescue and transport plane, and was used in 1952 for testing to determine the effects of nuclear explosions. After "cooling down" for 13 years, it was sold for use as a fire bomber, a service it continued in for 20 years. The Collings Foundation purchased it in 1986 and restored it as the Nine-O-Nine, a celebrated B-17 that saw extensive service in the European Theatre, making 18 bombing runs on Berlin, and survived the war, but was scrapped.

First, here are some photos of the exterior

The front of the plane is dominated by the Plexiglas bubble-shaped nose, in which the bombardier sat to locate his target. After releasing the bombs, the bombardier took control of the chin turret with two .50 caliber machine guns (which was an innovation of the B-17G, the final version; earlier versions lacked it). To each side are .50 caliber cheek guns, which were manned by the navigator, whose position was also in the nose, behind the bombardier's station. The two windows on the side of the nose are right above the navigator's desk.

These views into the nose show the bombardier's station, and the .50 caliber cheek guns that the navigator usually manned. This was a vulnerable position, as the Plexiglas nose offered little protection from enemy fire. The bombardier was a commissioned officer, usually a 1st Lieutenant.

Here is a closer look at one of the .50 caliber cheek guns. During a bombing run, these would be the primary defense against oncoming enemy fighters; even if the bomber was equipped with a chin turret, during the run the bombardier would be too occupied with locating the target to be able to use it.

This is the navigator's desk. Like the bombardier, the navigator was a commissioned officer, usually a 1st Lieutenant. The navigator in the lead bomber was responsible for leading the entire group to the target; however, every bomber carried a skilled navigator with all the maps and charts, so in case the lead bomber was shot down, another could take over the lead. Each individual navigator was responsible for getting his plane safely home if problems forced it to break formation and return early, or if it was separated from the group after the bombing run.

Here is the flight deck, where the pilot and copilot, usually 1st Lieutenants, flew the plane and commanded the rest of the crew. The pilot was in command, but the copilot acted as an executive officer. Both were equally skilled pilots; in the event the pilot was injured or killed, the copilot was completely capable of taking over and completing the mission. The copilot would often fly the plane for part of the long trip to ease the strain on the pilot. The B-17 is a large plane, and in the days of fully manual controls, it might take the strength of both men to keep the plane under control in bad weather or if it was heavily damaged. The copilot also acted as a second set of eyes for the pilot, keeping track of the gauges while in formation. The copilot often had additional training as a bombardier and/or navigator, so he could take over one of those positions if necessary.

Near the flight deck is a small plaque in honor of Major Carl M. Clark (1918-2002), a B-17 pathfinder pilot who flew 30 missions over Germany in World War II and went on to be a B-17 instructor. During his career he flew over 200 different B-17s.

Directly behind the flight deck is the flight engineer's position. The flight engineer was an enlisted man, usually a Sergeant or higher, and was responsible for monitoring the plane's condition and making any in-flight repairs that might be necessary, typically as a result of battle damage. Above the flight engineer's station is the top turret, with two .50 caliber machine guns, which the flight engineer typically manned.

Here is a look up into the top turret from below, and a view from inside the top turret towards the rear of the plane. The top turret was an important gunner position, as it could cover all directions from above, where the enemy were more likely to attack from, including in front, giving additional cover to the bombardier's position. If the flight engineer was busy with other duties, such as making repairs, one of the other gunners would take over this important position.

Behind the flight engineer's position is the bomb bay. There is a very narrow catwalk through the bomb bay to connect the front and rear compartments.

Past the bomb bay is the radio room. The radio operator was an enlisted man, usually a Sergeant or higher. The radio operator received the instructions from the lead bomber and passed them on to the rest of the crew via an intercom. The radio operator also helped the navigator by passing along information about signals from fixed locations. Originally, the radio room contained a single .50 caliber machine gun in the ceiling aimed toward the rear of the plane for the radio operator to use, but this gun was found to be the least effective of the guns on the Flying Fortress, and was removed late in the war. The radio operator also kept a log of everything that happened and every radio signal received or sent, and if another crew member was injured, the radio operator was often the one who would tend to them.

Behind the radio room is the ball turret on the bottom of the plane with two .50 caliber machine guns. This was the most dangerous position on the plane, but was also one of the most important. The turret could cover almost the entire bottom of the plane (stops were built in to prevent a gunner from accidentally hitting part of his own plane), but provided almost no protection for the gunner from enemy fire, who was virtually trapped in the turret in an almost-fetal position. Most gunners could not fit in the turret with a parachute, so they left it out. It was also difficult to out of the turret, so if a plane was shot down, the ball turret gunner had the least chance of being able to bail out. The turrets could also become stuck, leaving the gunner trapped inside for the rest of the flight and putting him at risk of being killed in a rough landing. Though a dangerous position, it was an important one. In addition to defending the plane, the ball turret gunner had a view that no one else on board had, and could report damage to the underside of the plane that no one else could see.

This is the view of the ball turret from inside the plane. The ball turret gunner rode in the radio room during takeoff, and only entered the turret once the plane was in flight. On the way back, the gunner came out of the turret before landing. This was a necessity, as the turret could only be entered or exited when pointed straight down. The gunner wore a heated suit and had an oxygen mask and an intercom to communicate with the rest of the crew. Most gunners found the ball turret so cramped that they didn't wear a parachute while inside it. The ball turret gunner was an enlisted man, usually a Sergeant or higher.

Behind the ball turret are the two waist gunner positions, a .50 caliber machine gun on each side of the plane. As this is a B-17G, it features some improvements at the waist guns that were not present on earlier B-17 models. Most notable is the Plexiglas windows. On earlier B-17s, these windows were open to the outside, leaving the waist gunners exposed to the cold, 200mph wind. This left the gunners at risk of frostbite; they wore heated suits to fight the cold. Also, the B-17G's waist gunner positions are staggered; on earlier models they were directly across from one another, meaning the gunners sometimes got in each others way.

Here are the waist guns from inside the plane. These positions proved to be more useful as a deterrent than they were at actually shooting down the enemy. The waist guns could not strike an enemy attacking head on. German fighter pilots discovered this early on and started attacking B17s head on, so the waist guns couldn't strike them until they had passed. As a result, a waist gunner would usually take the place of another gunner if injured, or would help the flight engineer make repairs if he needed help. If one of the waist gunners was away from his position, the other waist gunner would man both guns. The waist gunners were enlisted men, usually Sergeants or higher.

This is a look at the B-17's rear compartment, looking toward the back. One of the waist guns and the rear hatch are visible. Beyond that is the tail, and the tail gunner's position.

The tail gunner was an important position, being the primary defense against enemy fighters attacking from the rear. The earliest B-17s lacked the tail gun, and were found to be very vulnerable. Once added, the tail gun, with two .50 caliber machine guns, proved to be so effective it forced the enemy to change their tactics. Though enclosed, the tail gun position was drafty, with the back of the plane enclosed only by canvas, leaving the tail gunner to deal with cold temperatures. In addition to manning the guns, the tail gunner also reported the what was happening behind the plane. The tail gunner was usually an enlisted man, but if a squadron commander was aboard as pilot, the plane's regular copilot would man the tail gun position.

At the end of the mission, the plane still had to get back to base and land safely, and that's where the landing gear comes in. A B-17 could be severely damaged my enemy fighters and anti-aircraft guns and still make it back, but major damage made the landing more difficult, and with only a few inches of clearance between the ball turret and the runway, a rough landing could cause serious damage to the plane, and if the ball turret had jammed with the gunner inside, the gunner's life was at risk as well. So, strong landing gear was very important. This is one of the B-17's large front wheels.

Consolidated B-24J Liberator

With the introduction of the B-17 in 1938, the Army Air Corps wanted other aircraft builders to build the B-17 under license from Boeing. Consolidated Aircraft was one of those companies. After studying the B-17, Consolidated thought that that they could build a bomber with a higher speed, greater range, and greater payload. By the end of 1939, the prototype for the B-24 had been completed. The USAAC was impressed with the prototype, and the new B-24 was produced concurrently with the B-17 for the duration of World War II. There were more B-24s produced than B-17s.

The debate over whether one bomber was better than the other has never been settled, as both the B-17 and the B-24 had their strengths and weaknesses, and various improvements were made to both during production. Specifications notwithstanding, in practice the two delivered similar performance. The B-24 did feature a larger bomb bay than the B-17, as well as a retractable ball turret. The B-24 was more expensive to produce than the B-17, and the B-24 lacked a hatch at the front of the plane, making it more difficult for the crew to bail out if the plane was shot down. There were many opinions about the two bombers; crews usually believed that whichever model they flew was the superior plane, but in general, American crews tended to prefer the B-17, while the British preferred the B-24. In the Pacific Theatre, B-24s greatly outnumbered B-17s.

The Collings Foundation's Liberator is a B-24J model, built in Fort Worth, Texas in August, 1944. It was transferred to the British Royal Air Force in October, 1944 and used in the Pacific Theatre. After the war, the plane was abandoned in India, and became one of 36 B-24s restored to service in 1948 by the Indian Air Force. It remained in service in India until 1968. Again it was abandoned until a British collector purchased it in 1981 and had it disassembled and shipped by plane to England. Dr. Robert Collings purchased it in 1984 and had it shipped to Stow, Massachusetts. Restoration began in 1985 and it once again returned to the sky on September 8, 1989.

The B-24 is decorated for another Liberator called Witchcraft that served in the 8th Air Force, completing an amazing 130 missions over Europe. This is the third notable B-24 that this plane has been painted to honor. It was originally restored as All-American, a B-24 from the 15th Air Force that shot down a record 14 enemy fighters during a single mission over Germany. In 1998 it was repainted to honor The Dragon and his Tail, a B-24 that completed 85 missions in the Pacific Theatre. It was repainted to its current livery in 2004.

Since the only entrance to the B-24 is the hatch at the rear, we'll start our tour at the back of the plane. Among the B-24's innovations was the twin tail assembly, which was a first for American bombers.

The tail gun on the B-24 is an Emerson A-6 powered turret with two .50 caliber machine guns. This tail gun would have been easier to handle than the one on the B-17, and being fully enclosed, probably more comfortable for the gunner.

These interior views from the rear hatch look down the tail toward the tail gun and also shows the storage for the tail gun ammunition.

This view from inside the rear compartment looking toward the tail gun also shows the waist guns and the rear hatch. This B-24 was displayed with one waist gun deployed and the other stowed. This view also shows the shape of the cross section of the B-24's fuselage.

Like the B-17, the B-24 features two waist guns: one .50 caliber machine gun on each side. Note that when deployed, the guns left the gunners exposed to the cold air outside. When not in use, the guns could be stowed, and the opening closed with a solid hatch, hinged at the top.

These views of the rear compartment from the rear hatch show the waist guns and the top of the ball turret. The open hatch can also be seen above the deployed gun.

Here is a closer look at the .50 caliber waist gun, and the point of view of the gunner.

Yeah, I couldn't resist...

This is the ammunition storage for the waist gun.

The other waist gun was not deployed. This is what it looks like in the stowed position.

The B-24 has a ball turret that is basically the same as the B-17's, except that it is retractable, meaning it can be raised up into the fuselage. This is important, as the B-24 doesn't have the clearance under the fuselage that the B-17 has. When retracted, the entire turret can be seen from inside the plane, including from the bomb bay.

The ball turret in this B-24 has been named in honor of I.D. Brown, who served in the U.S. Army Air Corps, flying 32 missions during World War II, 28 missions in Korea and also flew in Vietnam before retiring as a Major in 1964.

The B-24 has a larger bomb bay than the B-17. It is also shaped differently. The narrow catwalk is much lower than the floor in the rear compartment. The bomb bay is the only other possible entrance to the B-24 aside from the rear hatch. When the bomb bay doors are open, the catwalk can be accessed, but it does require ducking under the B-24's low fuselage.

These views show the radio compartment, and also a glimpse into the cockpit. Above the radio compartment is the top turret, and a rooftop escape hatch. This hatch would have been essential if the landing gear failed to come down and the plane had to make a belly landing.

Looking down into the lower part of the plane, toward the bombardier's station. In this B-24, the bombardier had to crouch on the floor of the fuselage to look though the scope, due to the nose turret mounted above the scope.

Here is a look at the bombardier's scope from outside, looking in through the bombardier's front window.

Since this is a later-model B-24, it features a modified Emerson A-6 nose turret with two .50 caliber machine guns. This is basically the same turret as the rear turret. This nose turret was added as a modification to the B-24G model. Early B-24Gs and earlier models had an all-glass nose with up to three .50 caliber machine guns.

Another innovation of the B-24 was the landing gear; it was the first American bomber to use tricycle-type landing gear, which was used on all future U.S. bombers as well.

North American B-25J Mitchell

The B-25 is a medium bomber introduced just before World War II, and is smaller than the B-17 and B-24, which are heavy bombers. It is named after Billy Mitchell, a controversial U.S. Army general who promoted the creation of the Air Force after World War I. The B-25 is the only U.S. warplane named after a specific person.

The B-25 was designed for medium altitude bombing runs. It is best know for its use in the successful Doolittle Raid of April 1942, when 16 B-25s were launched from the aircraft carrier USS Hornet in America's first mission to strike the Japanese mainland. The bombers successfully struck Japan without any of them being shot down, though due to low fuel all but one crashed in China (the other landed in Russia). 71 of the 80 men survived the mission and captivity to return to the United States.

Though designed for medium altitude bombing, B-25s were also used for low altitude bombing and strafing runs. Some of the B-25Js carried as many as 18 .50 caliber machine guns, including up to eight in the nose, making them the most heavily-armed World War II bombers.

After being built and used during World War II, the Collings Foundation's B-25J was put into storage until 1959, when it was sold into civilian ownership. In 1962, it was converted into a fire tanker. It was acquired by the Collings Foundation in 1985, and was restored decorated as Hoosier Honey. In 2002, it was restored again and repainted as Tondelayo, a B-25D that served in the Pacific Theatre as part of the 345th Bombardment Group, also known as the "Air Apaches." Tondelayo was one of three B-25Ds that attacked and sank an enemy freighter in the South Pacific in World War II. During the battle, one of the Tondelayo's engines was shot out, and the Tondelayo fought off 50 Japanese fighters for over an hour with only one engine, shooting down five of the enemy fighters as it escaped, while the other two American bombers were shot down. The Tondelayo's crew was awarded Silver Stars and the Distinguished Unit Citation, while the Tondelayo itself was repaired and returned to service.

These views were taken standing on the ground inside the open front hatch are looking toward the bombardier's position, where the famous Norden bombsight, a closely guarded secret during World War II, is visible.

The Norden bombsight was used on B-17s and B-24s as well as B-25s. It was an advanced sight that used a mechanical analog computer to adjust for variables like airspeed and altitude, allowing the bombardier to more accurately strike his target. The bombsight also gave the bombardier to take over control of the plane during the bombing run by means of the autopilot. The Norden bombsight was considered so secret and so essential to the Allies success that bombardiers were sworn to keep the bombsight secret and were trained to melt down the bombsight with thermite if necessary to keep it from falling into enemy hands. Due to fears that it might be captured, the bombsight was removed from the B-25s used in the Doolittle Raid and replaced with a less advanced sight that the enemy were already familiar with.

This view is looking up from the front hatch toward the flight deck, showing the seats for the pilot and copilot. Behind them sat the flight engineer or navigator. Due to the rain, a canvas tarp covered the glass over the flight deck during my visit. Naturally, the next day was dry and the tarp was removed.

These photos are looking up into the bomb bay. Due to its smaller size, the B-25 lacked a catwalk through the bomb bay to connect the front and rear compartments. Instead, it features a small tunnel over the top of the bomb bay, which is visible through the opening between the bombs.

Like the B-17 and B-24, the B-25 featured a .50 caliber waist gun on each side of the rear compartment. Unlike the larger bombers, however, the B-25's waist guns were permanently aimed toward the rear of the plane. This allowed most of the gun openings to be enclosed with Plexiglas, with the remaining open area enclosed with canvas. This helped protect the gunner in the rear compartment from the cold air. Both waist guns were typically manned by the radio operator. The interior pictures are taken from the rear hatch.

The tail of the B-25 also features a pair of .50 caliber machine guns. The B-25 did not feature a powered turret for the tail guns like the B-24; instead it was like the B-17, with the back of the plane enclosed with canvas.

For more information about these historic bombers, visit the following links.

Wings of Freedom Links

Collings Foundation

Aurora Aviation

Acepilots.com

The Aviation History Online Museum

Warbird Alley

B-17 Flying Fortress Links

B-17 Flying Fortress at Wikipedia

B-17 Queen of the Sky

We Get Our Feet Wet at Bob Baxter's Bomber Command, one of a number of memoirs of World War II bomber crewmembers. This particular one includes a diagram of the B-17 crew positions.

B-24 Liberator Links

B-24 Liberator at Wikipedia

Brooke Anderson's photos of riding aboard Witchcraft in Seattle

WWW.B24.NET

B-24 Best Web

RAF Liberator Squadrons. This site features a detailed B-24J cutaway drawing.

B-25 Mitchell Links

B-25 Mitchell at Wikipedia

Brooke Anderson's photos of riding aboard Tondelayo in Seattle

WWW.B25.NET

Doolittle Raid at the Naval Historical Center

The Doolittle Raid Remembered

The Doolittle Tokyo Raiders

Doolittle Raiders Online

2007 Rose Festival Fleet

On June 10, 2007, the day after my visit to see the Wings of Freedom bombers, I went into Portland, and took some time to walk along the waterfront and see the ships of the Rose Festival Fleet. As it was Sunday afternoon and the ships would be leaving the next day, they were no longer open for tours, but I was able to get plenty of other pictures.

USS Mobile Bay (CG-53)

USS Bunker Hill (CG-52)

First in line were the USS Mobile Bay and the USS Bunker Hill. These two sister ships are Ticonderoga-class guided missile cruisers, built by the Litton-Ingalls Shipbuilding Corporation in Pascagoula, Mississippi. They were laid down in 1984 and launched in 1985. The Bunker Hill was commissioned on September 20, 1986 and the Mobile Bay was commissioned on February 21, 1987. The US Navy has a total of 27 Ticonderoga-class cruisers. The Ticonderoga-class is 567 feet long, carries a crew complement of about 360, has a top speed of over 32 knots with a range of 6,000 miles, and carries various weapon systems including guided missiles, 5-inch guns and torpedoes.

For more information, visit the official websites of the USS Bunker Hill & USS Mobile Bay.

USS Howard (DDG-83)

USS Vandegrift (FFG-48)

HMCS Vancouver (FFH 331)

The USS Howard is an Arleigh Burke-class destroyer, which is now the only active class of destroyer in the US Navy. It is named after Marine Corps First Sergeant Jimmie E. Howard, who was awarded the Medal of Honor for his actions in Vietnam leading a platoon of 18 men in holding their position when attacked by a battalion of 300 Viet Cong. Howard was injured by an enemy grenade, but continued to distribute ammunition to his men and direct air strikes. Over 12 hours, his platoon killed over 200 of the enemy while only losing six of their own.

The Howard is a Flight IIA Arleigh Burke-class destroyer that was built by the Bath Iron Works in Bath, Maine. It was laid down on December 9, 1998, launched on November 20, 1999 and commissioned on October 20, 2001. It is 509 feet long, has a crew complement of about 380, has a top speed of over 30 knots with a range of about 4,400 nautical miles and carries various missiles, guns and torpedoes.

For more information, visit the official website of the USS Howard.

They were difficult to see, but behind the USS Howard were two more ships: the US Navy frigate USS Vandegrift and the Canadian frigate HMCS Vancouver.

The USS Vandegrift one of 50 Oliver Hazard Perry-class frigates built for the US Navy. It is named after General Alexander A. Vandegrift, 18th Commandant of the Marine Corps. The Vandegrift was built at Todd Pacific Shipyards in Seattle, Washington. It was launched on October 15, 1982 and was commissioned on November 24, 1984. As a Flight III "long-hull" Perry-class frigate, the Vandegrift is 453 feet long (8 feet longer than a Flight I, making it able to carry two SH-80 Sea Hawk helicopters instead of the smaller SH-2 Seasprites). The Vandegrift has a crew complement of about 213, has a top speed of about 30 knots with a range of about 5,000 nautical miles and carries various weapons including missiles, torpedoes and a 76mm gun.

For more information, visit the official website of the USS Vandegrift.

The HMCS Vancouver is one of 12 Halifax-class multi-role patrol frigates. It was built by St. John Shipbuilding in St. John, New Brunswick and was launched on July 8, 1989 as the second ship in the class, but on August 23, 1993 became the third in the class to be commissioned. It is 443 feet long, carries a crew complement of about 234, has a top speed of over 30 knots with a range of 9,500 nautical miles, and carries various weapons including missiles, machine guns, torpedoes and a 57mm gun. In recent years, the Vancouver has been serving in an American carrier group in the Middle East as part of anti-terrorism operations.

For more information, visit the official website of the Vancouver.

HMCS Saskatoon (MM 709)

HMCS Brandon (MM 710)

HMCS Nanaimo (MM 702)

Next in line were three Canadian Kingston-class coastal defense vessels, built at the Halifax Shipyards in Nova Scotia. The three ships are the Nanaimo (commissioned May 10, 1997), the Saskatoon (commissioned December 5, 1998) and the Brandon (commissioned June 5, 1999). These ships are manned by members of the Canadian Naval Reserve, and are assigned to patrol the Canadian coast. They have a top speed of over 15 knots with a range of 5,000 nautical miles and a crew complement of about 31. They are armed with a single 40mm cannon and two .50 caliber machine guns. They were designed as minesweepers, and are powered by Z-drive azimuth thruster pods that make them highly maneuverable with the ability to rotate 360 degrees within their own length.

For more information, visit the official websites of the Nanaimo, Saskatoon & Brandon.

USCGC Henry Blake (WLM-563)

USGCG Sockeye (WPB-87337)

The Henry Blake is the 13th of 14 Keeper-class 175-foot coastal buoy tenders. It was built by the Marinette Marine Corporation of Marinette, Wisconsin and was commissioned on October 27, 2000. It has a top speed of 12 knots, a crew complement of 28 and is based out of Everett, Washington. The Henry Blake is named after the first keeper of the New Dungeness Lighthouse, which was the first lighthouse in the Strait of Juan de Fuca when first lit on December 14, 1857.

For more information, visit the official website of the Henry Blake.

The Sockeye is a Marine Protector-class 87-foot coastal patrol boat. It was built by Bollinger Shipyards in Lockport, Louisiana and was commissioned in 2001. It is based out of Bodega Bay, California. The Sockeye has a top speed of 25 knots with a maximum range of 560 nautical miles at 14 knots and carries a crew of 10. The Sockeye is equipped with a stern-launched 17-foot Zodiac Hurricane Rigid Hull Inflatable Boat (RHIB) with a Hamilton jet drive.

For more information, visit the official website of the Sockeye.

USCGC Active (WMEC-618)

The US Coast Guard Cutter Active is a Reliance-class 210-foot Medium Endurance Cutter. It was built by the Bay Shipbuilding Company of Sturgeon Bay, Wisconsin and was commissioned on September 1, 1966. It is based out of Port Angeles, Washington. The Active has a crew complement of 75, is powered by two 2,550 horsepower Alco diesel engines, has a top speed of 18 knots with a maximum range of 6,100 nautical miles at 14 knots and is capable of carrying an HH-65 Dolphin helicopter.

For more information, visit the official website of the Active.

The Active is a sister ship to the Alert, which is based at the Columbia River Maritime Museum in Astoria, Oregon and can be toured on weekends.

Sternwheeler Portland

The Sternwheeler Portland is not really part of the Rose Festival fleet, as it is a permanent fixture of the Portland waterfront, housing the Oregon Maritime Center & Museum. The Portland is a steam-powered sternwheeler tugboat designed by the Port of Portland and built by the Northwest Marine Iron Works in 1947. The Portland was built to assist ocean going ships in and out of the Portland harbor, a job she performed until her retirement in 1981. The Portland's wood paddlewheel is 25 feet in diameter and 26 feet wide. The Portland is still steam powered and is maintained in fully operational condition, occasionally being steamed up.

Hawaiian Chieftain

Lady Washington

Portland Spirit

At the end of the line were these three ships: replica sailing ships Hawaiian Chieftain and Lady Washington and Portland-based cruise ship Portland Spirit.

The Hawaiian Chieftain and the Lady Washington are reproductions of late 18th-early 19th century sailing ships, owned and operated by the Gray's Harbor Historical Seaport Authority.

The Hawaiian Chieftain was built in 1988 by the Lahaina Welding Company in Lahaina, Maui, Hawaii and has a modern steel hull designed to imitate an early 19th century 65-foot trading vessel. Hawaiian Chieftain was based out of San Francisco Bay, operating with the non-profit Call of the Sea for several years. In late 2004, the ship was sold to an owner in Cape Cod, Massachusetts and was renamed Spirit of Larinda, however the sudden death of the new owner left the ship inactive. The Gray's Harbor Historical Seaport Authority purchased the ship in October 2005 and restored the original name of Hawaiian Chieftain.

The Lady Washington is a replica of a 90-ton trading vessel built in Massachusetts around 1750. The original Lady Washington was captained by Robert Gray and later by John Kendrick, captain of the larger Columbia Rediviva, for which Gray named the Columbia River, on which both vessels sailed. The two captains switched vessels during the voyage around Cape Horn to reach the Pacific Northwest. The Lady Washington was the first American vessel to reach the West Coast of North America, and went on to become the first American vessel to reach Honolulu, Hong Kong and Japan.

The replica of the Lady Washington was built in Aberdeen, Washington by the Gray's Harbor Historical Seaport Authority to commemorate the Washington State centennial. The new Lady Washington was launched on March 7, 1989. Unlike the Hawaiian Chieftain, the Lady Washington's hull is wood like the original. Based out of Grays Harbor in Washington, the Lady Washington was traveled as far as Alaska and the Caribbean, and has been featured in several motion pictures, including Star Trek: Generations as the HMS Enterprise and Pirates of the Caribbean: The Curse of the Black Pearl as the HMS Interceptor.

In contrast, the Portland Spirit is a modern 150' yacht that serves as a cruise ship on the Willamette and Columbia Rivers. It was actually built at about the same time as the Hawaiian Chieftain and Lady Washington. The Portland Spirit was built by Chesapeake Shipbuilding and was launched in 1987. After operating in the Connecticut River for a year, the ship was sold and operated out of Hawaii under the name Stardancer until March, 1994, when it was purchased by American Waterways, Inc. to be refit and renamed as the Portland Spirit. The Portland Spirit entered service in May, 1994, and has since been refit in 1998 and 2004.

For more information, visit the official website of the Portland Spirit.

2007 Rose Festival Fleet Links

United States Coast Guard

USGCG Henry Blake

USCGC Sockeye

USCGC Active

Oregon Maritime Center & Museum

Gray's Harbor Historical Seaport Authority

Portland Spirit

Also See:

2008 Rose Festival

Flags of Honor

Last Voyage of the USS Missouri

PORTLAND PLACES - Tom McCall Waterfront Park

All website content, including graphics and pictures are © Robert D. West unless otherwise noted. Content is not to be used out of the context of this webpage without expressed permission. Any opinions expressed herein are mine and are not necessarily shared by the Milwaukee School of Engineering, or anyone else.

Questions? Comments? Critiques? Corrections? Concerns? Email me at westr@msoe.edu.