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RE: Heroes and Leaders mod - 12/27/2020 6:05:01 PM   
asl3d


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Status: offline 		Japan Type 95 HA-GO Tu 37 LT

One of the big problems of the inability of the lumbering medium tank Type 89 CHI-RO was its slowness which made it unsuitable to move within the mechanized brigades transported by trucks. Consequently, as from 1933, study of a new lighter and faster gun-armed tank. The result was the Type 95 HA-GO, with a medium-velocity 37mm gun and the same air-cooled diesel engine used in the Type 89 but with an armor basis of only 12mm. The prototype was finalized by Mitsubishi in 1934 and it was sent in units of cavalry and d' infantry to be to evaluate. These last units were hardly impressed by the quality of armament and shielding. However after a passage within the autonomous mixed brigade in Mandchouko, an order of this new tank had placed.
A new diesel engine was installed at the back of the tank and actuated the two front sprocket-wheels. This tank was provided with a standard steering by clutch and braking. The crew was constitued of a driver, a bow machine-gunner and the commander-gunner in turret. This tank of approximately 7 tons was to give potection against the shootings of light weapons. The suspension was inspired by that of the Type 94 tankette which was made up of two pairs of road-wheels on bogie on each side installed on bent arms suspended by horizontal helical springs in compression; provision taken again on the majority of the future Japanese tanks.
The HA-GO first saw combat in 1937 with the Kwantung Army (Kantogun) in China. Once in service the HA-GO quickly gained an excellent reputation due to its high standard of reliability. In due course it superseded the combat cars and tankettes in their various roles (most importantly in the divisional tank companies) and equipped several light tank regiments. By 1941 a company of light tanks had also been authorized in each medium tank regiment and a number of independent light tank companies had been created. In fact, so great was its popularity that it was kept in production until 1943—far longer than its combat value warranted—while more up-to-date light tank designs languished on paper. In addition, the HA-GO was used by some Special Naval Landing Force units. A platoon (shotai) of light tanks comprised three such AFV, while a company (chutai) normally had ten. The Type 95's official designation was KE-GO, but the pre-production name HA-GO assigned to it by Mitsubishi was more commonly used. Its nickname was KYU-GO ("nine-five"). The light tank Type 95 was produced in very great quantity according to the Japanese standards since 1,250 specimens were produced. The majority (1164) left the Mitsubishi arsenal (where it gains its current denomination Ha-Go), the remainder of different factories of small size. The HA-GO, along with the CHI-HA medium, formed the mainstay of Japanese tank regiments (sensha rental) during WW2.




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RE: Heroes and Leaders mod - 12/28/2020 6:43:53 PM   
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Status: offline 		Japan Type 95 Kurogane M5 tr

The Type 95 was a Japanese scout car built by Tokyu Kurogane Industries. It was a light car of reconnaissance, not armed, which was conceived after the "Manchurian incident". This 4 x4 car was the Japanese equivalent of the Jeep, and in fact predated the latter by about five years. It was also known as the "Black Medal", and had an air-cooled V2 gasoline engine. About 4,800 (inclusive of several variants) were built by Kurogane between 1935 and 1944 when production ceased due to changing military priorities.
The engine with air cooling was designed to function under the climates of China and Manchuria. To aid in cooling, a forced air cooling system used a propeller fan to further direct airflow across the cylinders without an encased cooling shroud, and it used a dry sump oil lubrication design. The carburetor was copied from a Wheeler-Schebler Carburetor Company design in a single barrel carburetor that was placed in the center behind the V-bank, distributing to the left and right cylinder bank, through a cross-flow cylinder head. The engine was suspended above the front wheel differential and in front of the transmission. This arrangement gave the vehicle a higher center of gravity, helping to keep the engine out of river crossing conditions, with the disadvantage of higher engine vibration than a horizontally-opposed engine layout. This trade-off meet the primary goals set before the development team. Manufacturing was simple thanks to the symmetrical implementation with the engine directly in front of the transmission, with a transfer case providing power to the front wheels installed directly below the engine. Because assembly was almost by hand, minor changes were made to various aspects of the car as the need arose, with the early prototype two-door enclosed sedan evolving into a roadster. While some vehicles over time had body changes, many of the production cars were not installed with doors, and the canvas roof for the two-door and four-door vehicles aided in reducing overall weight and adding flexibility to conditions in the field.
It is one of the world's first four-wheel drive passenger vehicle placed into mass production, just prior to the Willys MB (1941), the Volkswagen Kubelwagen (1940), and the GAZ-61 (1938). The Type 95 accommodated 3 persons - two in the front and one in the back. The two-cylinder, V-twin, four-stroke, air-cooled gasoline engine, which developed 33 hp/3,300rpm, was an advantage in cold climates found in China, and had 4-wheel drive, using a gearshift activated transfer case to engage the front wheels. It was manufactured without weapons and unarmored. It had advantages over the Type 97 motorcycle used by the Japanese Army, which had much less off-road mobility, and so limited troop mobility. It had tall, narrow wheels which helped it to travel over rough terrain, mud and snow.




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RE: Heroes and Leaders mod - 12/29/2020 6:33:52 PM   
asl3d


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Status: offline 		Japan Type 97 CHI-HA Kai Tu 47L MT

The Japanese belief that tanks were best used for infantry support had not yet been shattered, so no need was seen to give the CHI-HA a potent AT capability. However, with the possibility of future upgunning in mind, the designers made the diameter of its turret ring as large as possible. This proved to be a wise decision, for after the Japanese experiences against masses of Russian tanks at Nomonhan in 1939, the CHI-HA's turret was redesigned to carry an adapted version of the Type 1 47mm AT gun. In 1942, a new version of the Chi-Ha was produced with a larger three-man turret, and a high-velocity Type 1 47 mm tank gun. It was designated the Type 97-Kai or Type 97 Shinhoto Chi-Ha. The Shinhoto ("new turret") CHI-HA or CHI-HA Kai ("Modified"), as this model was variously known, entered series production in 1942 but, aside from two prototypes used on Corregidor in April of that year, was not encountered by the Western Allies until 1944.
Development of a new 47 mm weapon began in 1939 and was completed by 1941. The Type 1 47 mm tank gun was designed specifically to counter the Soviet tanks. The 47 mm gun's longer barrel generated much higher muzzle velocity, resulting in armor penetration superior to that of the 57 mm gun. It replaced the original model in production in 1942. In addition "about 300" of the Type 97 tanks with the older model turret and 57 mm main gun were converted. Were produced a total of 930 units. Although production peaked in 1943 it was the last year any Type 97 was produced, as factories switched to the new tank designs, most notably the Type 1 Chi-He medium tank.
The Type 97 Shinhoto Chi-Ha tanks were first used in combat in the battle of Corregidor in 1942. The updated 47 mm gun was easily capable of dealing with the armor of the American M3 Stuart light tanks, although in later combat service it was shown only to be effective against the sides and rear of the M4 Sherman medium tank. The Japanese Army seldom made major armored attacks during the Pacific War due to the limited maneuvering areas that prevailed on islands in the South Pacific ocean. Terrain dictated the battle and Imperial Japanese Army tanks were emplaced in hull defilade positions or even buried up to their turrets.
One key to the overall Japanese military successes in Malaya and Singapore was the unexpected appearance of their tanks in areas where the British did not believe tanks could be fielded. The thick and wet jungle terrain did not turn out to be a decisive obstacle for the generally light Japanese tanks. Later on, the 2nd and 14th Tank Regiments participated in the Burma Campaign from 1942. During the Battle of Saipan on the night of 16–17 June, Type 97s of the 9th Tank Regiment, joined with Type 95s of the 136th Infantry Regiment in an all-out counterattack against the established beachhead by American Marines that had landed the day before. The Type 97 Shinhoto Chi-Ha also fought during he Battle of Guam and the Battle of Okinawa.




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RE: Heroes and Leaders mod - 12/30/2020 6:28:59 PM   
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Status: offline 		Japan Type 97 CHI-HA Tu 57 MT

By 1935 were proving the Type 89 CHI-RO obsolete, so the Japanese decided to produce a faster, more modern replacement. The Imperial Japanese Army began a program to develop a replacement tank for infantry support. The new medium tank was intended to be a scaled-up four-man version of the Type 95 Ha-Go light tank, although with a two-man turret, thicker armor, and more power to maintain performance. The new Type 97 medium tank was manufactured by Mitsubishi Heavy Industries and Hitachi Industries, as well as some limited production in the Army's Sagami Arsenal, and were produced for the years 1938 to 1943 a total of 1,162 units. At that time the CHI-HA was probably the most technically advanced tank in production anywhere, in all respects save its gun. The Type 97 Chi-Ha was the most widely produced Japanese medium tank of World War II.
The 57 mm main gun, designed for infantry support, was a short-barreled weapon with a relatively low muzzle velocity, but sufficient as the tank was intended primarily for infantry support. The main gun had no elevation gear, therefore, the gunner used his shoulder to elevate it. The suspension was derived from the Type 95 Ha-Go light tank, but used six road wheels instead of four. The 170 hp Mitsubishi air cooled diesel engine was a capable tank engine in 1938. The Type 97's low silhouette and semicircular radio antenna on the turret distinguished the tank from its contemporaries. After 1941, the tank was less effective than most Allied tank designs. The Type 97 hull was of riveted construction with the engine in the rear compartment. The tank had a four-man crew including a driver, bow machine-gunner, and two men in the turret. In the forward compartment, the driver sat on the right, and bow gunner on the left. The commander's cupola was placed atop the turret. Internal communications were by 12 push buttons in the turret, connected to 12 lights and a buzzer near the driver. The tank carried two 7.7 mm Type 97 machine guns, one on the front left of the hull and the other in a ball mount on the rear of the turret. The turret was capable of full 360-degree traverse, but the main gun was in a "semi-flexible mount" allowing a maximum 10-degree traverse independently of the turret. The thickest armor used was 25 mm on the gun mantlet and 15–25 mm on the hull front. Power was provided by an air-cooled "V-12 21.7 liter diesel Mitsubishi SA12200VD" engine, which provided 170 hp (127 kW).
Besides equipping many tank companies, the Shinhoto CHI-HA was used by platoon/company commanders in tank regiments that retained the 57mm-armed CHI-HA. Three CHI-HA normally comprised a platoon (shotai), and ten a company (chutai). However, in the latter part of the war some tank regiments (sensha rentai) reportedly con-tained platoons of four or even five CHI-HA in companies of up to seventeen tanks, and quite often the companies contained one or two additional HA-GO platoons.




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RE: Heroes and Leaders mod - 12/31/2020 5:50:43 PM   
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Status: offline 		Japan Type 97 Isuzu Tx40 tr

On April 9, 1937, the two companies that had, until then, divided Japan's automotive industry between themselves, combined in a merger to form the Tokyo Automobile Corporation. This enterprise later became the Isuzu Corporation. When the Sino-Japanese war began in July 1937, the Imperial Japanese Army placed a huge production order for trucks and other vehicles. In order to meet demand, a 1.3 million square meter factory was constructed in the city of Kawasaki, on the outskirts of Tokyo. Construction was finished in July 1938, with the first vehicle off the production line being an Isuzu TX40 truck one month later. Production soon reached a rate of 1,000 vehicles annually.
The TX-40 had a cargo capacity of 2 tons, and was developed for use in urban and suburban road conditions. All components on the vehicle were domestically produced; in this sense, the TX-40 could be said to have laid the foundation for the Japanese automobile industry. T stood for truck, X for engine, with 40 representing the vehicle's 4 meter wheel base.
By 1939, the Imperial Japan Army greatly increased truck orders and gave the truck the Type 97 designation. A number of different variants were built on this chassis, including a refueling truck and starter truck for both Army and Navy aviation units. Of course, a wide number of troop and cargo carrying versions were also built.
The Japanese Light Truck Type 97 was based on the Isuzu truck TX40, sharing parts common to the Type 94 Truck. The Type-97 truck was manufactured by the Isuzu company, and remained in active service between 1937 and 1945. Its weight was 3.008 ton, and its dimensions was 5.865 x 2.17 x 2.25(h) meters. Its six cylinder, 4.4 liter engine produced a whopping 65 horsepower at 2600 rpm and provided it with a top speed of 75 km/h.
Japanese trucks were inclined to be narrow to suit local roads and had high ground clearance to cope with uneven surfaces. They tended to be quite heavy compared to British equivalents and some were almost exact copies of the 1939 Chevrolet.
The Type 97 could be found in almost all areas of the Pacific war as a principle truck for the Imperial Japan Army until wars end. Japanese infantry only occasionally rode to war. The Imperial Japan Army never had a plentiful supply of trucks, and most of those it possessed were assigned to independent transport regiments which were generally reserved for logistics work. The vehicle was a dominant presence during the war and also added significantly to the rebuilding of post-war Japan.




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RE: Heroes and Leaders mod - 1/1/2021 6:27:01 PM   
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Status: offline 		Type 97 Rikuo Motorbikers

The Type 97 motorcycle, or Rikuo, was a copy of a Harley-Davidson motorcycle produced with a sidecar from 1935 in Japan under license from Harley-Davidson by the Sankyo Company. Rikuo built approximately 18,000 motorcycles between 1937 and 1942, most of which were sold to the Japanese military and Japanese police departments. A variation was also manufactured without a side car, called the Type 93.
In 1932 Sankyo Seiyaku sent its representative to Milwaukee, Wisconsin, with the aim of purchasing a production license and a plant for manufacturing the 1200-cc, VL-series motorcycle. The USA was in the grips of a strong economic crisis, so Harley-Davidson Motors Co. that was on the verge of bankruptcy accepted the Japanese offer. Harley-Davidson licensed Sankyo Trading Company to build complete motorcycles in Japan, under the name Rikuo, which meant King of the Road. The military motorcycle became known as Rikuo Type 97. This was a VL-series motorcycle featuring the twin-cylinder, V-shape, 1200-cc engine.
In 1933 the plant equipment was demounted and shipped to Japan where it was re-assembled again in Kita-Shinagawa, not far from Tokyo. The funds for purchasing the plot of land, the plant, and for the wages of 100 workers were allocated by the Imperial Japanese Army, and the transaction was closed using an affiliated intermediary company registered in Tokyo. Several technical experts from Harley-Davidson Motors Co. went to Japan in order to put the plant into operation and start the production. Harley-Davidson provided all necessary manufacturing equipment, the initial shipment of parts as well as flow-charts for full-cycle production. The license which Sankyo Seiyaku paid for was good for 4 years.
In 1933 Sankyo Company changed its name to Sankyo Nainenki Co. and produced Harley-Davidson motorcycles under license as the Type 97 for the Japanese military. The Type 97 was made entirely from Japanese components. During their production the company was constantly modernizing the design. The Road King motorcycle was improved and produced by Lin Ritsukawa, and Tsui Meguro under the Tokyu Kogyo Kurogane Company during World War II. This included the Type 97 military motorcycle and the Type 93. This was done keeping in mind that the main scene of military operations was in China and Manchuria, with their special, muddy soils.
It became the main motorized transportation vehicle for the Imperial Japanese Army, and it was produced by several local companies right until the end of WWII (their versions had some variations, for example, in terms of the wheelbase length and detachable equipment). Orient Industries (today’s Mazda) was among these producer companies. The Type 97 were produced for military work in the Philippines and Manchuria during the Second World War. The 1200-cc motorcycle was successfully sold to civilians as well as to the army, both in Japan and in Manchuria, and was used throughout the Japanese empire until 1945.




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RE: Heroes and Leaders mod - 1/2/2021 6:06:08 PM   
asl3d


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Status: offline 		Japan Type 97 TE-KE Tu 37 Tt

Combat experience led to progressive experiments with and improvements to the Type 94, and ultimately brought about its successor, the Type 97 TE-KE. The new design featured a medium-velocity 37mm gun, well-sloped armor and an air-cooled diesel engine, making it the most technically advanced tankette of its time. The Type 97 is the result of the development of the prototype of the diesel version of the tankette Type 94 TK developed in 1936 by the firm Hino Motors. In this form, the new tankette was accepted for the production under the name of Type 97 Te-Ke. The Type 97 was manufactured at a rate of 616 specimens as from 1938 (56 in 1938,217 in 1939 and 284 in 1940). Some (59) were still manufactured between 1941 and 1944. Since it was designed to function in the same roles as its predecessor it retained the ability to tow a trailer.
The engine was moved in front of the hull to the rear and the turret and the position of the chief-of-tank were moved in the center of the vehicle. Driver from now on had sat at the left of the commander what strongly improved the communication. Interior of the vehicle was papered with asbestos to absorb heat. Armament of Te-Ke was constitued of a 37 mm Type 94 L/46 supplied with 102 rounds. This gun had a muzzle velocity of 700 m/s, also equipped the light tank Type 95 Ha-Go. The weak shielding of Te-Ke was of more unable to provide an acceptable protection to its crew even against the small calibers. To the level of the suspension, the idler was lowered compared to Type 94, so well that it came into contact with the ground by means of the track, thus getting for the vehicle a more large ground contact surface and a better stability. This modification allowed installation of the gun of 37 mm.
The Type 97 Te-Ke was generally distributed to divisions of infantry as tank of support even if generally it were used as tractor or supply vehicle equipped with trailers. Ultimately this tankette was generally used like reconnaissance vehicle, liaison vehicle or police vehicle in conquered territory. A company of tankettes Type 97 consisted in 10 to 17 vehicles. This tankette known its baptism of fire in 1939 at the time of the battle of Nomonhan against the Soviet armored tanks largely higher than all Japanese designs. The Type 97 Te-Ke known its hour of glory during the second Sino-Japanese war in 1938-1945, face it is true to a Chinese nationalist revolutionary army extremely stripped in armored vehicles and anti-tank weapons. Its weak dimensions and its very light weight allowed an easy transport overseas and over rivers. Te-Ke still contributed with effectiveness to the Japanese victories in Malaysia and Philippines during the second world war. There still, its limited dimensions and its weak weight enabled it to cross strongly damaged bridges (which risked to break down completely under the weight of heavier armored tanks), to traverse the narrow and sinuous roads legions in these countries. It could more than all vehicle to cross the jungles considered wrongly to be insuperable by the Allies.




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RE: Heroes and Leaders mod - 1/3/2021 5:56:53 PM   
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Status: offline 		Japan Vehicular Pontoon

Japanese Combat engineers were trained how to use a multiplicity of tools: heavy and light. They were trained to use their hands and their creativity to solve urgent problems. Electricians, plumbers and specialists were drafted from civilian life but the majority of road builders were trained in special places. All of these were related to their jobs of building and maintaining roads and bridges.
Military pontoon bridges are usually built either by successively extending outward from the shore or by constructing whole sections as rafts and floating them into position. Truss bridges, for use where riverbanks are steep or navigation must be kept open, are made up in panels readily bolted together. Also during World War II, the scissors assault bridge was introduced; a folding bridge, consisting of a pair of solid-girder-supported deck sections, hinged at their juncture, was carried to the riverbank by a tank; opening out in an inverted V, it flattened into a level crossing.
River meanders form salient and re-entrant angles along the shore. A salient on the threat shore is a desirable crossing area for two reasons. It allows friendly fires from a wide stretch of the near shore to concentrate against a small area on the far shore and limits the length of threat shore that must be cleared of direct fire and observation. Additionally, salient on the threat shore generally mean that the friendly shore banks are steeper and the water is deeper, while the threat shore tends to have shallow water and less challenging banks.
An offensive deliberate river crossing operation has four phases. They are distinct phases for planning, but there is no pause between them in execution.
Phase I: Advance to the river. The first phase is the deliberate attack to seize and secure the near shore of a water obstacle.
Phase II: Assault across the river. The second phase involves units assaulting across a water obstacle to secure a lodgement on the far shore, eliminating direct fire on the crossing sites.
Phase III: Advance from the exit bank. The third phase is the attack to seize and secure exit-bank and intermediate objectives that eliminate direct and observed indirect fire into the crossing area.
Phase IV: Secure the bridgehead line. The final phase involves units that seize and secure bridgehead objectives to protect the bridgehead against counterattack. This gains additional time and space for build up of forces for the attack out of the bridgehead.




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RE: Heroes and Leaders mod - 1/4/2021 6:11:26 PM   
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Status: offline 		Japan Vehicular Type A Daihatsu

Appearing in 1935 in response to a requirement of the Imperial Army, the Daihatsu was the world's first ramped landing craft. Its design was based on that of the traditional Japanese fishing boat. Several different versions, differing slightly in length, speed, armament and capacity, were ultimately built for the Army and Navy (hence the game piece is a generic version). Daihatsu were by far the most common type of Japanese landing craft, with at least 5,000 built. Some were converted to river gunboats, particularly for use in China. U.S. Intelligence referred to the Daihatsu as the Type A landing craft. They were generally transported stacked on the decks of converted merchant ships, and set into the water by cargo booms.
Later the Daihatsu landing craft was developed by 1937 to address the shortcomings of the Shohatsu craft. It had a bow ramp that could be lowered to disembark up to 10 tons of cargo upon riding up onto a beach, and could even carry armored vehicles like the Type95 Ha-Go. The U.S. did not miss these innovations, and after reviewing photos of a Daihatsu landing craft, the ramp feature was adopted by the lead American landing craft designer.
The Daihatsu landing craft could mount 2 light machine guns or 2-3 25mm/60 AA guns, though the latter were often not mounted in favor of space for cargo and soldiers. A plywood, unarmored version of the Daihatsu also existed due to a steel shortage in Japan post 1942. It had a bow ramp that was lowered to disembark cargo upon riding up onto a beach. The Daihatsu landing craft was more seaworthy than an US LCVP due to its hull design. It was constructed of a metal hull and powered by a diesel engine. The landing craft could be modified to carry weapons of up to 37 mm caliber as armament and could be uparmoured against 40 mm fire. Daihatsu was a welded-steel, hard chined monohull design with a total length of 14.8 m, a width of 3.3 m and a mass of 9.5 tonnes for an average draft of 90 cm. It could load up to 13 tonnes of cargo, reaching a speed of 13 km/h fully loaded. Its operational range was up to 190 km. W-shaped bow assisted in on-shore operations, where ridges bite into the sand or pebbles of the beach allowing for smooth unloading despite waves, in particular for armoured vehicles and supplies. Similarly, it enabled easier retreat, as the boat did not have to beach so far inland. Boat's armour protected occupants from a direct machine gun fire, with surviving even a 40 mm Bofors hits. Design specifications for the Type D called for a capacity of 90 soldiers, 10 horses or a single Type 89 I-Go medium tank. Throughout the war other armed vehicles were also transported by the Imperial Japan Army, notably Type 95 Ha-Go light tanks or the Type 97 trucks.
Boats were first used in combat on 29 February 1932, during the Shanghai incident landing Imperial Japan Army's 11th Division behind enemy lines blocking enemy from receiving supplies and reinforcements that lead to a withdrawal of the Chinese 19th Route Army.




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RE: Heroes and Leaders mod - 1/5/2021 7:00:05 PM   
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Status: offline 		Japan AVAILABILITY OF VEHICLES




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RE: Heroes and Leaders mod - 1/6/2021 6:38:24 PM   
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RE: Heroes and Leaders mod - 1/7/2021 5:56:04 PM   
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Status: offline 		US Curtiss SB2C Helldiver

The Curtiss SB2C Helldiver, as a carrier-based bomber with the United States Navy (USN), in Pacific theaters, it supplemented and replaced the Douglas SBD Dauntless. By the end of the Pacific War, the Helldiver had become the main dive bomber and attack aircraft on USN carriers. A total of 7,140 SB2Cs were produced in World War II.
The Helldiver was developed to replace the Douglas SBD Dauntless. It was a much larger aircraft, able to operate from the latest aircraft carriers and carry a considerable array of armament. It featured an internal bomb bay that reduced drag when carrying heavy ordnance. Saddled with demanding requirements set forth by both the U.S. Marines and United States Army Air Forces, the manufacturer incorporated features of a "multi-role" aircraft into the design.
Large-scale production had already been ordered on 29 November 1940, but a large number of modifications were specified for the production model. Fin and rudder area were increased, fuel capacity was increased, self-sealing fuel tanks were added, and the fixed armament was doubled to four 12.7 mm machine guns in the wings, compared with the prototype's two cowling guns. The SB2C-1 was built with larger fuel tanks, improving its range considerably.
The Curtiss Helldiver's combat debut was 11 November 1943 with squadron VB-17 on Bunker Hill, when they attacked the Japanese-held port of Rabaul on the island of New Britain, north of Papua New Guinea.
The Helldivers would participate in battles over the Marianas, Philippines (partly responsible for sinking the battleship Musashi), Taiwan, Iwo Jima, and Okinawa. They were also used in the 1945 attacks on the Ryukyu Islands and the Japanese home island of Honshū in tactical attacks on airfields, communications and shipping.
The Helldiver could deliver ordnance with more precision against specific targets and its two-seat configuration permitted a second set of eyes. A Helldiver also has a significant advantage in range over a fighter while carrying a bombload, which is extremely important in naval operations.
The advent of air-to-ground rockets ensured that the SB2C was the last purpose-built dive bomber produced. Rockets allowed precision attack against surface naval and land targets, while avoiding the stresses of near-vertical dives and the demanding performance requirements that they placed on dive bombers.
Built at Curtiss' St. Louis plant, 900 aircraft were ordered by the USAAF under the designation A-25A Shrike. The first ten aircraft had folding wings, while the remainder of the production order omitted this unnecessary feature. Many other changes distinguished the A-25A, including larger main wheels, a pneumatic tailwheel, ring and bead gunsight, longer exhaust stubs, and other Army-specified radio equipment. By late 1943, when the A-25A was being introduced, the USAAF no longer had a role for the dive bomber, as fighter aircraft such as the Republic P-47 Thunderbolt had shown their ability to carry out tactical air support missions with great success. The USAAF transferred 410 Helldivers to the US Marines. The A-standard 25As were converted to the USMC variant, SB2C-1 and one squadron, VMSB-151, based on Enjebi conducted bombing missions on bypassed Japanese strongpoints nearby.




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RE: Heroes and Leaders mod - 1/8/2021 6:20:27 PM   
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Status: offline 		US Martin B-26 Marauder

The Martin B-26 Marauder is an American twin-engined medium bomber that was built at two locations: Baltimore, Maryland, and Omaha, Nebraska, by the Glenn L. Martin Company. The B-26 went from paper concept to an operational bomber in approximately two years. Additional orders for a further 930 B-26s followed in September 1940, still prior to the first flight of the type.
The B-26 was a shoulder-winged monoplane of all-metal construction, fitted with a tricycle landing gear. It had a streamlined, circular section fuselage housing the crew, consisting of a bombardier in the nose, armed with a 7.62 mm machine gun, a pilot and co-pilot sitting side by side, with positions for the radio operator and navigator behind the pilots. A gunner manned a dorsal turret armed with two 12.7 mm machine guns (the first powered dorsal turret to be fitted to a U.S. bomber), and an additional 7.62 mm machine gun was fitted in the tail. Two bomb bays were fitted mid-fuselage, capable of carrying 2,600 kg of bombs, although in practice such a bomb load reduced range too much, and the aft bomb bay was usually fitted with additional fuel tanks instead of bombs. The aircraft was powered by two Pratt & Whitney R-2800 Double Wasp radial engines in nacelles slung under the wing, driving four-bladed propellers. The engines were manufactured at the Ford Dearborn Engine plant in Dearborn, Michigan, USA.
A total of 5,288 were produced between February 1941 and March 1945. The first B-26 flew on 25 November 1940. Deliveries to the U.S. Army Air Corps began in February 1941 with the second aircraft. In March 1941, the Army Air Corps started Accelerated Service Testing of the B-26 at Patterson Field, near Dayton, Ohio.
First used in the Pacific Theater of World War II in early 1942, it was also used in the Mediterranean Theater and in Western Europe. Immediately following the Japanese Attack on Pearl Harbor, the 22nd BG was deployed to the South West Pacific. The 22nd BG flew its first combat mission, an attack on Rabaul which required an intermediate stop at Port Moresby, New Guinea, on 5 April 1942. From approximately June 1942, B-26 squadrons of the 38th BG were based in New Caledonia and Fiji. From New Caledonia, missions were flown against Japanese bases in the Solomon Islands. In 1943, it was decided that the B-26 would be phased out of operations in the South West Pacific Theater in favor of the North American B-25 Mitchell. Nevertheless, the 19th Bombardment Squadron of the 22nd BG continued to fly missions in the B-26. The B-26 flew its last combat mission in the theater on 9 January 1944.
Three Bombardment Groups were allocated to support the Allied invasion of French North Africa in November 1942. The B-26 continued in service with the Twelfth Air Force, supporting the Allied advance through Sicily, Italy and southern France. The B-26 entered service with the Eighth Air Force in England in early 1943, with the 322nd Bombardment Group flying its first missions in May 1943. The Marauder, operating from medium altitude, proved to be a highly accurate aircraft, with the 9th Air Force rating it the most accurate bomber available in the final month of the war in Europe and the flew its last combat missions against the German garrison at the Île d'Oléron on 1 May 1945.




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RE: Heroes and Leaders mod - 1/9/2021 6:11:03 PM   
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Status: offline 		US Douglas SBD Dauntless

The Douglas SBD Dauntless was a dive bomber that was manufactured by Douglas Aircraft, which first entered service in mid-1939. Ed Heinemann led a team of designers who considered a development with a 1,000 hp (750 kW) Wright Cyclone engine. Their relatively heavy gun armament with two forward-firing 12.7 mm M2 Browning machine guns and either one or two rear flexible-mount 7.62 mm AN/M2 machine guns was effective against the lightly built Japanese fighters, and many pilots and gunners took aggressive attitudes to the fighters that attacked them.
Was the United States Navy's main carrier-based dive bomber and the SBD was also flown by the United States Marine Corps, both from land air bases and aircraft carriers. The plane was developed at the Douglas CA plant, and that facility, along with the company's Oklahoma City plant, built almost all the SBDs produced. One year earlier, both the U.S. Navy and Marine Corps had placed orders for the new dive bomber, designated the SBD-1 and SBD-2 (the latter had increased fuel capacity and different armament). The SBD-1 went to the Marine Corps in late 1940, and the SBD-2 to the Navy in early 1941. The next version was the SBD-3, which began manufacture in early 1941. It had increased armor, self-sealing fuel tanks, and four machine guns. The SBD-4 provided a 12-volt (up from 6-volt) electrical system, and a few were converted into SBD-4P reconnaissance aircraft. A total of 5,936 SBDs were produced during the War. The last SBD rolled off the assembly lines at the Douglas Aircraft plant in El Segundo, California, on 21 July 1944.
It possessed long range, good handling characteristics, maneuverability, potent bomb load, great diving characteristics from the perforated dive brakes, good defensive armament, and ruggedness. One land-based variant of the SBD – omitting the arrestor hook — was purpose-built for the U.S. Army Air Forces.
Most U.S. Navy SBDs flew from their aircraft carriers, which did not operate in close cooperation with the rest of the fleet. The first major use of the SBD in combat was at the Battle of the Coral Sea. In February–March 1942, SBDs from the carriers USS Lexington, USS Yorktown, and USS Enterprise, took part in various raids on Japanese installations in the Gilbert Islands, the Marshall Islands, New Guinea, Rabaul, Wake Island, and Marcus Island.
SBDs played a major role in the Guadalcanal Campaign, operating off both American carriers and from Henderson Field on Guadalcanal. SBDs proved lethal to Japanese shipping that failed to clear New Georgia Sound (the slot) by daylight. Losses inflicted included the carrier Ryūjō, sunk near the Solomon Islands on 24 August. Three other Japanese carriers were damaged during the six-month campaign. SBDs sank a cruiser and nine transports during the Naval Battle of Guadalcanal.
In the Atlantic Ocean the SBD saw action during Operation Torch, the Allied landings in North Africa in November 1942. The SBDs flew from USS Ranger and two escort carriers. Eleven months later, during Operation Leader, the SBDs saw their European debut when aircraft from Ranger attacked Nazi German shipping around Bodo, Norway.




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RE: Heroes and Leaders mod - 1/10/2021 6:08:03 PM   
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In 1936, the Navy had ordered at the Grumman, a carrier-borne biplane fighter. The new fighter was to be powered by a Wright XR-1620-2 900 HP or Pratt & Whitney XR-1535-92 875 CV, with two-blade propeller. The F4F was in service when the USA entered the war in December 1941. The F4F-3 was armed with 4 Colt-Browning machine guns of 12.7 mm (.50 cal), all mounted in the wings. The ultimate version of the Wildcat was alleviated to operate on the escort carrier. This version produced at 4779 copies, will become the standard carrier-borne fighter of the 114 American ships of this type until the end of the war, for the U.S. Navy or Royal Navy. In fact the F4F-8 or XF4F-8 designation means the 2 prototypes developed by Grumman. The production will be assumed by the firm Eastern Aircraft (General Motors) under the designation FM-2 (4437) and Martlet VI (340 on behalf of the British, renamed Wildcat VI in March 1944).
In the European theater, its first combat victory was on Christmas Day 1940, when a land-based Martlet destroyed a Junkers Ju 88 bomber over the Scapa Flow naval base. This was the first combat victory by a US-built fighter in British service in World War II.
The F4F also pioneered combat operations from the smaller escort carriers. Six aircrafts went to sea aboard the converted former German merchant vessel HMS Audacity in September 1941 and shot down several Luftwaffe Fw 200 Condor bombers during highly effective convoy escort operations. These were the first of many Wildcats to engage in aerial combat at sea.
The last air-raid of the war in Europe was carried out by Fleet Air Arm aircraft in Operation Judgement on May 5, 1945. Twenty eight Wildcat VI aircraft from 846, 853 and 882 Naval Air Squadron, flying from escort carriers, took part in an attack on a U-boat depot near Harstad, Norway. Two ships and a U-boat were sunk with the loss of one Wildcat and one Grumman Avenger torpedo-bomber.
In the Pacific the Wildcat was generally outperformed by the Mitsubishi Zero, its major opponent in the early part of the Pacific Theater but held its own partly because, with relatively heavy armor and self-sealing fuel tanks, the Grumman airframe could survive far more damage than its lightweight, unarmored Japanese rival. Many U.S. Navy fighter pilots were saved by the Wildcat's ZB homing device, which allowed them to find their carriers in poor visibility, provided they could get within the 48 km range of the homing beacon.
In the hands of an expert pilot with a tactical advantage, the Wildcat could prove a difficult opponent even against the formidable Zero. The most widely employed tactic during the Guadalcanal Campaign was high-altitude ambush, where hit-and-run manoeuvres were executed using altitude advantage. This was possible due to an early warning system composed of Coastwatchers and radar. On rare occasions, when Wildcats were unable to gain altitude in time, they would suffer many losses. During the most intense initial phase of the Guadalcanal Campaign, between 1 August and 15 November, combat records indicate that US lost 115 Wildcats and Japanese lost 106 Zeros to all causes; the Japanese lost many more pilots compared to the US.




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RE: Heroes and Leaders mod - 1/11/2021 6:20:01 PM   
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Status: offline 		US DUKW Duck AmphTr

The Americans and the Allies used all kinds of vehicles for this mission among which the truck of 2.5 tons GMC very known under the nicknames of "Jimmy" and "Deuce and a half". The most produced version was standard CCKW-353 with normal cabin and long wheelbase, weighing 4.8 tons, being able to transport 2.42 tons into cross-country and 4 tons on made-up roads. The version amphibian Dukw-353 very much used at the time of the many allied landings.
At the time of a landing, one of the big problems met, concerned the heavy re-provisioning. In fact it was necessary to have access to amphibious vehicles able to carry out the unloading between the freighters to the the disembarkation beaches. The American created previously the family of the LVT (Landing Vehicle Tracked) grouping a series of amphibious full tracked vehicles able to cross the reefs and to move on hard grounds. Nevertheless these vehicles were especially useful in the Pacific where this kind of obstacles were frequent. For europe it some was otherwise, in fact the reefs were very rare, the road network was consequent (nonexistent on most of the islands of the Pacific) and the distances to traverse after landing without commune measures (the whole difference enters medium indeed tiny islands and a continent). It was necessary therefore an amphibious vehicle able to move on ground as any cargo truck.
In 1942 a requirement originated for a wheeled amphibious cargo carrier that could land supplies directly on a beach and then proceed inland with them if necessary. The realization of prototypes was confided to the factory GMC. After the essays, its manufacture was decided in 1942. The vehicle ultimately developed for this purpose was a 2 1/2-ton 6x6 truck that was transformed into a boat (complete with anchor) while retaining its wheeled drive. It was designated the DUKW (D=1942; U=utility; K =all-wheel drive; W =twin rear axles) and was commonly referred to as the "Duck". Water propulsion was via propeller, and steering was effected by the combined use of the front wheels and a rudder which were both controlled by the steering wheel. Over 21,000 were built. One vehicle in four was equipped with a ring-mounted .50-cal AAMG.
Between 1942 and the end of the war, 21000 DUCKs were made. This vehicle was easy to produce and to maintain because it used a maximum of elements of the truck CCKW-353. This vehicle that didn't be a cross-country vehicle, behaved nevertheless enough well on the beaches but met big difficulties on soft mud. The Ducks were used on all operation theaters by the Allies. To move in water, the Duck was equipped of a propellor induced by the main engine and it was directed thanks to a rudder. The pilot and his assistant was sat in front of the cargo area able to transport as much boxes that light artillary weapons. It arrived sometimes that guns fired on board of the Duck and this one was used as mobile mounting.
The DUKW was first used in March 1943 during the landings at Noumea, New Guinea; against the Germans its initial use came in July 1943 when 300 were used during the invasion of Sicily, then in Provence and especially in Normandy. The Ducks proved again their value after July 16, the taken of the harbor of Cherbourg while realizing 6000 shuttles to empty the cargos and transport the merchandises towards the damaged quays. After the Normandy, the Ducks followed the progression of the Allies in the Europe heart and often were used in tandem with the bridges Bailley to cross the various rivers met.




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RE: Heroes and Leaders mod - 1/12/2021 6:27:21 PM   
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Status: offline 		US Foot Pontoon

In the United States, combat engineers were responsible for bridge deployment and construction. These were formed principally into Engineer Combat Battalions, which had a wide range of duties beyond bridging, and specialized units, including Light Ponton Bridge Companies, Heavy Ponton Bridge Battalions, and Engineer Treadway Bridge Companies; any of these could be organically attached to infantry units or directly at the divisional, corps, or army level.
American Engineers built three types of floating bridges: M1938 infantry footbridges, M1938 ponton bridges, and M1940 treadway bridges, with numerous subvariants of each. These were designed to carry troops and vehicles of varying weight, using either an inflatable pneumatic ponton or a solid aluminum-alloy ponton bridge. Both types of bridges were supported by pontons (known today as "pontoons") fitted with a deck built of balk, which were square, hollow aluminum beams.
An Engineer Light Ponton Company consisted of three platoons: two bridge platoons, each equipped with one unit of M3 pneumatic bridge, and a lightly equipped platoon which had one unit of footbridge and equipment for ferrying. It was primarily a highly mobile pontoon bridge construction unit, though it also provided both M2 assault boats and a selection of infantry support bridging, ferries, and rafts. The bridge platoons were equipped with the M3 pneumatic bridge, which was constructed of heavy inflatable pneumatic floats and could handle up to 10 short tons (9.1 t); this was suitable for all normal infantry division loads without reinforcement, greater with.
The United States Army Corps of Engineers designed a self-contained bridge transportation and erection system. The Brockway model B666 6 short tons (5.4 t) 6x6 truck chassis (also built under license by Corbitt and White) was used to transport both the bridge's steel and rubber components. A single Brockway truck could carry material for 30 feet (9.1 m) of bridge, including two pontons, two steel saddles that were attached to the pontons, and four treadway sections. Each treadway was 4.6 m long with high guardrails on either side of the 0.61 m wide track.
The combat engineer unit was organized and trained to transport and maintain its stream-crossing equipage, to construct floating bridges and rafts with this equipage, to guard and maintain completed bridges, to regulate traffic thereon, and to dismantle bridges and rafts. They are responsible for construction of floating bridges and rafts assisted by general engineer troops. Light ponton companies may be attached to divisions engaged in stream-crossing operations in accordance with the tactical situation.
The bridge platoon consisted of platoon headquarters and a ponton section. Platoon headquarters-The platoon headquarters supervised and controlled activities of the ponton section, and was responsible for installation, maintenance, and operation of its field telephone equipment. The ponton section transports one unit of bridge equipage. This platoon consisted of platoon headquarters, an assault boat section, a raft section, and a footbridge section. The platoon headquarters was responsible for the care and safe transportation of the equipage assigned to the platoon. The assault boat section cared for and transported M2 assault boats. The raft section cared for and transported the infantry support rafts and ferry sets. The footbridge section was responsible for maintaining and transporting footbridge units.




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RE: Heroes and Leaders mod - 1/13/2021 6:06:51 PM   
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Status: offline 		US Jeep MB MG tr

US Army tested three vehicles on the level of the endurance and the effectiveness. Thanks to its very powerful engine, Go-Devil, the model of Willys passes largely at the head. Each producer realized its order of 1500 specimens (1500 BCR 40, 1500 Ford GP and 1500 Willys MA). The model of Willys, which exceeded and by far, the weight limits required. While cutting down metal nonnecessary, a little everywhere, and while applying only one coat of paint, Willys arrived at a weight just below the limit. The tests continued on a higher level and even to the combat (Africa, China, Russia) whereas the Americans were not yet in war. The name "Jeep" is said to have derived from the "GP" (General Purpose) designation used by Ford; however, the vehicle's official name was "Truck, 1/4-Ton, 4 x4, Utility". During the early war years it was often also referred to as the "Peep" (while "Jeep" was used for the 1/2-ton Dodge truck).
The army required modifications and Willys proposed a new model Willys MB. Willys MB was in the beginning equipped with a wrought iron grill (Slat Grill). From the entry in production of Ford GPW, the two models were equipped with a buckled plate grill. The chassis of Ford GPW was equipped with a cross-piece out of reversed U and different supports of shock absorbers.
The large defect of the Jeep is the lack of protection for the crew, which could be dangerous at the time of reconnaissance missions. In 1941, the Smart firm carried out an armoured version of the Jeep. The windshield was replaced by a large armoured shield equipped with slits of vision. This version was baptized M25 Scout Car. However the addition of shielding modified the weight of the vehicle unfavourably. The engine tired quickly and the suspension was put at hard test.
The Americans and the British worked together on a light cross-country vehicle able to be airborne for missions of commando. This vehicle intended for British SAS (Special Air Service) was to be used at the origin at the time of raids in the Middle East counters enemy airfields. These vehicles were to quickly transport men and artillery through the desert towards their target without being located. These specimens were painted in sands yellow. To reduce the enemy opposition quickly, Jeeps SAS were equipped with five machine-guns: a couple on swivelling mounting to the back, another fixed couple in the front-right and a last always in front but on the left (this provision could change according to crews). Because of the front machine-guns, these Jeeps did not have a windshield. For long ways in the desert, two additional tanks (of a total capacity of 135 L) were installed to the back and a new improved system of cooling was installed.
By the end of the war 361,349 Willys MB had been built, as well as 277,896 Ford GPW, for a total of 639,245 standardized Jeeps. Aside from its many command, liaison, etc., roles the Jeep was also standard equipment in the mechanized cavalry recon platoon from mid 1943 on. Each such platoon consisted of an armored car section, and a scout section that contained six Jeeps (three with a mounted MG and three with a 60rrun mortar apiece). In addition, a 1944-45 TD battalion included one (if towed) or three (if SP) recon platoons, each of which contained five Jeeps (four with MG) as well as two M8 Armored Cars.




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RE: Heroes and Leaders mod - 1/14/2021 6:08:28 PM   
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Status: offline 		US LTV(A)2 MG Buffalo aAPC

The armored version of the LVT was requested by the Army and was designated LVT(A)2. Unfortunately, the extra weight ensuing from the use of armor decreased the LVT(A)2's payload capacity.
LVT(A)-2 was developed starting from LVT-2 in order to provide more protection to the crew. This machine is the only Amtrac to receive designation (A) or Armored. LVT(A)-1, LVT(A)-4 and LVT(A)-5were all Amtanks and were equipped with turrets and guns. This conversion known at the beginning under the designation of T33 was developed at the request of the Army which wished to armour Amtracs in the current of 1942. At that time LVT-2 and LVT(A)-1 were under development and one simply decided to equip LVT-2 with certain elements of LVT(A)-1. In fact except for the cabin LVT(A)-2 did not differ quasi from LVT-2.
The armament comprised a machine-gun of 12.7 mm (.50cal) and three machine-guns of 7.62 mm (.30cal) assembled on the roof of the cabin or on the walls of cargo-space. This arrangement could vary according to the preferences of the crews and field realities.
Like the LVT-2, the LVT(A)-2 was divided into three parts: the cockpit accomodating the three men of crew, cargo-space which can accomodate 24 passengers or 3 tons of material, and the engine compartment accomodated always the same engine as the M3A1 Light Tank, the Continental W-670-9A (gasoline) of 7 cylinders developing 250 to 262 hp. This engine made it possible the Buffalo Toilets to reach the 30 km/h on ground and the 12 km/h in water. The LVT(A)-2 had an autonomy of 240 km on ground and 80 km in water. The driveshaft traversed all cargo-space in length to join the transmission of the Synchromesh type (synchronized) comprising 6 speeds (5/1). The power was transmitted to the front sprocket-wheels. On the LVT-2, the rear deck was composed of three plates whose central plate (broadest) had a grid of ventilation assembled on hinges. However on the LVT(A)-2 the grid was removed and replaced by an armoured plate. The back plate of the hull did not comprise any opening if not the exhaust ports. Another change, fuel tanks with automatic obturation were installed to prevent any risk of fire and explosion.
The production of LVT(A)-2 began in 1943 and and continued in 1944. A total of 450 specimens only were manufactured by the FMC, Borg-Warner Corp. and Roebling, all delivered to the Ground Army. In March 1944, kits usable on the ground will be provided (armour-plates) and will be welded onto basic LVT-2 used as amphibious vehicles of assault. Approximately 1000 LVT-2s were thus converted but were never called LVT(A)-2.
The LVT(A)2 first entered combat in the Kwajalein Atoll landings with the Army's Provisional Amphibian Tractor Battalion.




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RE: Heroes and Leaders mod - 1/15/2021 6:16:34 PM   
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Status: offline 		US LTV2 MG Alligator aPC

The LVT (Landing Vehicle, Tracked) derived from an amphibious rescue vehicle called the Alligator, whose tracks were specially configured to propel it in water as well as on land. Designated the LVT1, it was unarmored since it was to be primarily used for the ship-to-shore movement of supplies. The great advantage of the LVT was that, in the PTO where many islands are surrounded by coral reefs that block the passage of boats, it could simply drive across the reef and continue shoreward. It also excelled in crossing soft or muddy ground. On the other hand, the LVT—and especially its delicate tracks—proved to be somewhat unreliable; in fact it was generally accepted that each hour of operation necessitated two hours of maintenance. The LVT1 and LVT2 also had another drawback in that only light cargo items could be carried since they had to be lifted over the vehicle's side to be unloaded. However, in spite of these deficiencies the LVT was one of the most important tactical innovations of WW2 and proved indispensable in PTO amphibious landings.
Because of premature wear of the tracks and suspension on the LVT-1 Alligator, it was thus necessary to develop a new vehicle more resistant to sea water corrosion. Work begins during the summer 1941 in agreement between FMC and Navy's Bureau of Ships. The prototype was supplemented December 1941 and subjected to various intensive tests and evaluations. The new model was called LVT-2 Water Buffalo.
The suspension of the rigid type of the LVT-1 was replaced on the LVT-2 by a suspension of the type Torsilatic (springs of torsion). This suspension comprised each side a front sprocket-wheel (37 teeth), a back idler (33 teeth) adjustable, 11 independent road wheels and two return rollers. The suspension devices were articulated around a broad box in the shape of trapezoid. The new tracks assembled on the LVT-2 are completely hermetic to sea salt and sand. They in are equipped with grousers (blades) in the shape of "W". Old diagonal grousers caused a side pressure and a wear in water.
The armament comprised a machine-gun of 12.7 mm (.50cal) and three machine-guns of 7.62 mm (.30cal) assembled on the roof of the cabin or the walls of cargo-space. This arrangement could vary according to the preferences of the crews and field realities.
Like the LVT-1, the LVT-2 was divided into three parts: the cockpit accomodating the three men of crew, cargo-space which can accomodate 24 passengers or 3 tons of material and the engine compartment. The final shape of the hull required the test of 100 different versions. The superstructure of the cabin is much smaller and lower than that of the LVT-1, it does not cover any more entirety the front part of the vehicle. The sides of this one were tilted and either vertical. It comprised two broad windows of vision in front and two smaller on the sides. The LVT-2 was larger than the LVT-1, it was 7.95 m long, 3.25 m broad, 2.50 m in height and weighed 14 tons. Like the LVT-1, the LVT-2 was not armoured.
Total production of the unarmored LVT2 was 2,963 vehicles, and it first saw combat during the Betio landings in the Tarawa Atoll. Beginning in July 1942, each Marine division was authorized an amphibian tractor battalion—within which a platoon comprised nine LVT (increased to ten in April 1943).




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RE: Heroes and Leaders mod - 1/16/2021 6:52:37 PM   
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Status: offline 		US LTV4 MG Amtank aAPC

One of the largest defects of the LVT-1 and LVT-2 was the central localization of the cargo-space what did not facilitate the the loading and unloading. To increase the carrying capacity of the LVT2, two new models were designed in 1943. The first to be used in combat was the LVT4, which had the engine moved forward from the stern to behind the driver's cab so that a manually operated ramp could be incorporated at the stern. This ramp allowed quick on- and off-loading, and even enabled the LVT4 to carry a small vehicle. This provision had as a reason the localization to the back of the engine compartment. To reach or leave the vehicle, the passenger were to climb or jump over the sides. During an attack, it was quasi suicidal. The driveshaft which from the engine traversed all cargo-space until the transmission, limited the possibilities of loading of material. (The LVT3, also known as the Bushmaster, was not used operationally until the landings on Okinawa in April 1945 and is equivalent to the LVT4.) As originally built, the LVT4 was armored only on the cab and ramp but most were modified by the use of bolt-on armor kits and so are treated as AFV.
To solve this problem the FMC decided to modify the LVT-2 by moving the engine compartment from the back of the vehicle, just behind the cockpit and installing to the back an access ramp. Thanks to this slope assembled on hinges, the access to the vehicle was easy, as well as the evacuation of the passengers. This provision was more making safe for the infantrymen who left the vehicle by the back, this last offering to them thanks to its mass a protection against the enemy snippers. One could now charge more easily and quickly material as well as a Jeep or an howitzer of 105 mm. The capacity of loading of the LVT-4 was of approximately 4 tons or 30 passengers (removable benches were installed). The LVT-4 was 7.95 m long, 3.25 m broad, 2.50 m in height and weighed 16500 kg. Let us note that the sides of the LVT-4 were prolonged more in height.
Marines and the Navy were impressed by the new possibilities that offered this new design and ordered its setting in production immediate. The LVT-4 which preceded the LVT-3 at the time of its service entrance was manufactured to 8438 specimens by the FMC, Graham-Paige and St Louis Car Co in 1944-1945, making them the most numerous LVT type during WW2. This total was divided between the Ground Army (6083), the Marines (1765) and the allied countries (503). They first saw action during the Saipan landings. The LVT2 and (A)2 were nicknamed "Water Buffalo", while all LVT were referred to generically as "amtracs" (amphibious tractors) or "alligators". More than 18,600 LVT of all types were produced during WW2.




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RE: Heroes and Leaders mod - 1/17/2021 5:48:25 PM   
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Status: offline 		US LVT(A)1 T37LL Amtank AmphLT

Because of the risks to meet a Japanese armoured opposition at the time of the reconquest of the Pacific, the Marines wished to have an armoured LVT, armed with a turret with gun able to face there. "LVT" stands for "Landing Vehicle, Tracked", while "(A)" indicates that it was constructed using armor plate (rather than soft steel). After the near-disaster at Tarawa, it was decided that in future assault landings the initial wave would need an armored type of LVT, plus amphibious tanks for close support. This resulted in the LVT(A)2, and also the LVT(A)1 which consisted of an LVT(A)2 with its cargo compartment roofed-over to carry a turret derived from that on the M5A1 Light Tank. In addition, on both sides of the turret and aft of it was a scarf-mounted .30-cal MG operated by a gunner who stood through a hole in the roof.
To create a closed compartment of combat, the cabin was prolonged over the three-quarter of the space-cargo. This compartment comprised a trap door assembled on hinge on each side like two trap doors also assembled on hinges on the roof. The roof of the compartment of combat also accomodated the circular of 1.187 m of the turret. The compartment of combat also accomodated the 104 projectiles of 37 mm and the 6000 cartridges of 7.62 mm embarked.
The selected turret was that of the M3A1 Light Tank. However, the rear bulge which accomodated the radio station was removed, because there was enough space in the interior of the hull to accomodate the radio equipment. Traverse was done by means of a hydraulic system or manually. Elevation was made as for it manually (maximum depression: -10° - maximum elevation:+25°). The gun was provided with a gyrostabilisator to allow the use of the weapon when the vehicle is moving. This device was quasi useless in water because of rolling and the pitching which prevented any precise shooting. The gun of 37 mm M6 was assembled on a M44 mounting with a coaxial machine-gun of 7.62 mm (.30cal). The gun of 37 mm M6 had a length of 56 calibers and an initial speed varying between 776 and 884 m/s. The gun of 37 mm could transpierce 48 mm of shielding under 30° with 500 m. It fired only piercing projectiles. Let us note that the breech-block of M6 was semi-automatic. The devices of vision of the turret comprised in more of the sight tube assembled on the mantlet, on the roof two rotary episcopes and a fixed episcope. The two trap doors of access located at the back of the roof of the turret were assembled on hinges. The turret did not lay out another armament separately the gun and the coaxial machine-gun. To ensure the defense of the back against the attacks of the enemy infantrymen, two stations of machine-guns of 7.92 mm (.30cal) were to create to the back of the old cargo-space. They were two circular holes pierced in an armour-plate covering the back of the cargo-space, just behind the superstructure of the compartment of combat.
509 were built, and their first combat use was in the Kwajalein Atoll landings with the Army's 708th Amphibian Tank Battalion and the Marines' 1st Armored Amphibian Battalion. An LVT(A)1 or (A)4 platoon consisted of five vehicles (of one or both types), although in action there were usually six since one of the three company HQ LVT(A)1/(A)4s accompanied the platoon.




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RE: Heroes and Leaders mod - 1/18/2021 5:45:49 PM   
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Status: offline 		US LVT(A)4 T75* Amtank AmphLT

The inability of the LVT(A)1 to deal with heavily fortified positions led to the development of another amphibious tank based on the LVT(A)2 but having greater HE firepower. The LVT(A)4 Amtank differed from the (A)1 by carrying the turret of the M8 HMC and not having scarf-mounted MG positions. Although having a swiftness of half less than that of the gun of 37 mm, this weapon was able with high-explosive shells to destroy the Japanese bunkers and its effects were more devastators. Unfortunately, its OT turret and weaker MG FP made it more vulnerable to Japanese close assault tactics, so extra MG began to appear on it almost immediately after its introduction.
The first cabins were equipped with only one window of vision (with armoured shutter) and of two trap doors of access with rotary episcopes on the roof. The first LVT(A)-4s missed means to ensure a frontal brought closer defense against the Japanese kamikazes infantrymen. Thereafter a new cabin was installed with a machine-gun of 7.62 mm (.30cal) assembled on ball on the frontal plate of the cabin. On this cabin, the episcopes of the trap doors were removed. The vision of the crew of the cabin was ensured by four ports of vision laid out on the sides and the frontal plate of the cabin. Starting from the reconquest of Mariannes, certain crews replaced the machine-gun of 12.7 mm (.50cal) by two machine-guns of 7.62 mm assembled on pivots on the sides of the turret. These machine-guns could easily cover with their fire the sides as well as front and the back of the tank. Though that was the arrangement of the secondary armament of the turret, this one was equipped with shields.
The side walls of the compartment of combat of the LVT(A)-4 were tilted. This compartment comprised a trap door assembled on hinge on each side like two trap doors also assembled on hinges on the roof. The roof of the compartment of combat also accomodated the circular of 1.38 m of the turret, this circular was broader than the roof of the compartment and thus made covered on the sides. The compartment of combat also accomodated the 100 projectiles of 75 mm and the cartridges of the embarked machine-guns. The turret which did not have a roof could swivel (manually) on 360° and the howitzer had a maximum depression of 20° and a maximum elevation 40°.
The production of the LVT(A)-4 at FMC began in 1944 and one total of 1489 specimens was supplemented during this year, follow-ups by 401 other models in 1945. A total of 533 specimens was given to the Corps of the Marines which formed with them 3 Amtank Battalions. The Army in received 1307 and formed 7 Amtank Battalions. Their first combat use was at Saipan. Despite its "Tank" designation, the LVT(A)4 was intended to be used as an assault gun and SP artillery piece, and had been armed with a howitzer specifically for such a dual direct/indirect fire role.




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RE: Heroes and Leaders mod - 1/19/2021 6:02:21 PM   
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The half-tracked vehicles knew their hours of glory during the second world war within the allied and the Axis forces. In fact only the Germans and the Americans developed and carried out in very great number of this kind of vehicle to form their divisions motorized. These vehicles had better cross-country capacities that the trucks and the armoured cars.
The M2 Halftrack Car was developed in 1939 by Diamond T Motor Car Co under the name of prototype T14 Halftrack APC based itself on the M2A1/M3 Scout Car (wheeled vehicle). Between 1940 and 1943, 11415 specimens were produced by White Motor Co. (8423) and Autocar Co. (2992). Among these specimens, let us note that 1266 were converted thereafter into M2A1 Halftrack Car. The M2 Halftrack was intended to be used as a recon vehicle (it replaced the M3A1 Scout Car in certain mechanized cavalry roles during 1943), mortar or MG carrier, and artillery prime mover.
The M2 as all halftracks was divided into three parts: the engine compartment in front (equipped with a frontal plate with armoured shutters protecting the radiator), the driving cab in the middle and the compartment of load to the back. The gasoline engine White 160AX of 6 cylinders developing 147 hp installed in front transmitted its power at the same time to the front procket-wheels of the tracked suspension and to the nose gear wheels which gave the steering. This excellent engine made it possible M2 to reach the 72 km/h on road and the 272 L of fuel load got an autonomy of 320 km to it on road (the principal fuel tanks were on the sides about the middle of the compartment of troop). The transmission Spicer 3461 comprised 5 speeds (4/1). The steering was obtained by means of a simple steering wheel. The tracked suspension included on each side a front sprocket-wheel with 18 teeth, a bogie truck equipped with 4 small steel road wheels and a return roller, and a back idler. Only the nose gear wheels were equipped with shock absorbers. The tracks used by M2 were in rubber with central guides. They were 300 mm wide and included each one 58 links.
The cabin accomodated two men: the driver sitting on the left and his assistant sitting on the right. The access to the cabin was done via the two side doors (with ports of vision). The windshield of the cabin was equipped with an armoured shutter equipped with two ports of vision. The cabin did not have a roof. Just behind the seats of the drivers (in the medium) was a third seat for the commander of the vehicle. The remainder of the back compartment was occupied by seats for 7 men and of the trunks of arrangement (behind the seats of the drivers). The access to the back compartment was done by the cabin (not partition between the two) because this one did not have back door. The back compartment as well as the cabin did not have a roof but could be covered with a hood. The armament consisted of a machine-gun .50cal (12.7 mm) M2HB and a machine-gun .30cal (7.62 mm) M1919A4 assembled on retractable mountings sliding along a rail making the whole of the back compartment and the cabin. In front, the M2 was equipped with a roller to protect the nose from the machine on the very broken grounds or with a winch. The shielding of M2 was 6.4 mm for all the faces safe for the armoured shutter of the windshield (13 mm).




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RE: Heroes and Leaders mod - 1/20/2021 6:19:25 PM   
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Since 1937, several models of half-tracked vehicles of reconnaissance, artillery tractors, transport of troops or material were developed by Cunningham, Linn, GMC and Marmon-Herrington (series T1-T9E1) bound for the Cavalry and Artillery mechanized. The models of Cunningham were based on the chassis of the truck Ford 1.5-tone 4x2 Model 1936 combining wheeled nose and back tracked unit. These models all were equipped with the supports of road wheels of the Kégresse type however defective. These machines were used as transport material and personnel in many units of US mechanized divisions.
The US Cavalry wished to replace the Scout Cars (armoured cars of reconnaissance) by Halftracks better adapted to the difficult grounds. In 1938, M3 Scout Car was modified by the adoption of a tracked suspension in the place of its rear wheel-axle unit. The Infantry asked for its use a M2 Halftrack Car similar vehicle equipped with a longer hull to transport a section of Infantry. This new model was called T8 Halftrack Personnel Carrier which will be standardized as M3 Halftrack Personnel Carrier. The interior of the vehicle was also too narrow. The primary function of this halftrack was to carry the infantry of the armored divisions. It was slightly longer than the M2 and could seat thirteen including the driver. Its single .30-cal air-cooled MG was pedestal-mounted in the center-foward section of the passenger compartment. 12,499 were built.
The first models officially adopted by US Army was T14 Halftrack APC in 1939, developed by Diamond T Motor Car Co based the chassy and the body of the wheeled vehicle of cavalry M3A1 Scout Car. This model derived from T7 had been created at the request of Artillery but contrary to the model of Cavalry was equipped with a more powerful engine. During the tests in 1940, officers of Infantry were present and were struck by the potential of this kind of vehicle for their own weapon. In comparison to successes of the German mechanized troops (composed of semi or entirely tracked vehicles) during Blitzkrieg in 40-41, the Americans decided to produce in mass the halftracks from the end 1940 to equip their mechanized divisions in construction. The threats of a future engagement of the USA were felt more and more.
Marmon-Herrington and other manufacturers developed a new suspension using rubber tracks. This suspension gave excellent results and the Defence Department adopted it as bases for the future achievements. It will become the standard suspension of the M2/M3 Halftracks and all US half-tracked vehicles of the 40-45 war.
Compared to their German counterparts, U.S. halftracks had superior overall mobility by virtue of their higher top speed, driven front axles, and front bumper-mounted roller (to help prevent digging into the side of a ditch or steep incline) or winch. On the other hand, U.S. halftracks had no floor armor (thus making their occupants vulnerable to mines), higher ground pressure, and tracks that tended to wear out quickly.
A 1942-43 armored infantry platoon consisted of three M3, one M2, and one M3(MMG) halftrack; three M3 with one passenger squad each (and one 60mm MTR in one of the halftracks), one M2 towing a 37mm AT Gun and carrying its crew, and one M3(MMG) for MG support.




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RE: Heroes and Leaders mod - 1/21/2021 7:17:05 PM   
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Status: offline 		US M3 GMC Bo B75 TDht

During the construction of the armoured forces, US Army divided the division of the roles well: to the battle tanks was entrusted the destruction of the enemy fortified towns and the support of the infantry, and to the tank destroyers the destruction of the enemy battle tanks. This provision gave birth in 1940 to Armoured Force (tanks) and to the Tank Destroyer Forces (tank destroyers). However, the latter did not have any vehicle able to play this part and the development of such machines was thus urgent. The first selected anti-tank gun was the 75 mm M1897, American version of the French veteran used in 1914-1918. US Army decided to mount this weapon on M3 Halftrack Personnel Carrier. This vehicle resulted from an urgent requirement to have some form of tank destroyer available until the M10 GMC could enter service. The M3 Gun Motor Carriage Halftrack used an M3 Halftrack modified to carry an M1897A4 field gun.
The gun of 75 mm was simply welded onto a box just behind the cockpit. The M3 could transport 90 projectiles of 75 mm arranged in racks under the gun (50) and in boxes on floor to the back of the vehicle (40). The fuel tanks were placed at the rear of the vehicle on each side to provide enough space for an acceptable traverse for the gun. The gun of 75 mm assembled on a mounting M3 could swivel of 19° on the left and 21° on the right. It had an elevation of 29° and a depression of 10°. Its effective range was approximately 914 m. It fired the high-explosive shells (HE) or smoke-producing.
The M3 was also equipped with a broad flat shield protecting in front, the gunners. After one test period, the M3 was accepted for the production under the designation of M3 75 mm Gun Motor Carriage (GMC). With the experiment of the first engagements in the Philippines, the flat shield was replaced by a shield equipped with walls side and closed to the top. An alternative which at the beginning was to be based on the M3A3 but finally based on the M3A2 was also produced under the name of M3A1 75 mm Gun Motor Carriage. The only difference between M3 75 mm GMC and the M3A1 75 mm GMC is that this last was equipped with a M5 mounting and not M3 as on the first. A total of 2203 specimens of the two models were produced in 1941 and 1942 per Autocar. Production began in late 1941, and in December of that year 50 arrived in the Philippines where they were used as SP artillery until the fall of Bataan. Altogether 2,202 were built, but 1,360 were later converted to M3A1 Halftrack Personnel Carrier when this half-tracked hunter of tank was considered to be obsolete and withdrawn from the service.
In the PTO the M3 GMC was used successfully by the USMC until the war's end, with each infantry regiment in a Marine division having a platoon of two (four after April 1944) in its weapons company, and until that same date the divisional Special Weapons battalion also had three such platoons. The M3 GMC was the only type of halftrack employed in Marine divisions. In Tunisia the M3 GMC was used in the 601st, 701st, 805th, 813th, and 894th TD Battalions (Heavy SP), with four per platoon. They met with mixed success in that campaign; their thin armor caused many to be knocked out, but when properly used in ambushes from HD positions they were effective vs Axis armor. M3 GMC were also used in Sicily by the 601st TD Battalion.




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RE: Heroes and Leaders mod - 1/22/2021 6:13:32 PM   
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Status: offline 		M3 T37LL Lee MT

By mid 1940 the Army had come to the conclusion that its newest medium tank (the M2A1, which carried a 37mm gun and a multitude of MG, and which had not yet even entered mass production) was outclassed by the PzKpfw IV with its 75mm gun. What the Army now desired was a tank armed with a weapon at least equivalent to the German piece. The problem was that no turret capable of carrying such a powerful weapon had ever been built in the U.S., and the development of one would necessarily take time. Meanwhile, the British were in desperate need of new tanks to replace those lost in France. The Army therefore decided to modify the M2A1 and install both a turret-mounted version of the Army's 37mm AT gun, and a limited-traverse 75mm gun on the star-board side of its front hull. The resulting M3 Medium was viewed only as a stopgap solution until a proper 75mm tank could become available—but with the added benefit that the automotive bugs corrected on the M3 would expedite the Sherman's development since both would use essentially the same chassis. Other versions of the basic M3 were also produced, but in much smaller quantities; since they vary little in game terms they are not included in counter form.
The Model M3 was the principal model of the series and the only one to be product in mass. It was equipped with a riveted superstructure. The models of origin had side doors which will be welded or completely removed to the profit of a floor trap door. M3s were been driven by a Continental R975 EC2 gasoline engine, of 9 cylinders developing to the maximum 400 hp to 2400 revolutions per minute. The back plate of the hull had a double-trap door on hinges flanked of two air filters. M3 was baptized General Lee I by the British.
The gun of 75 mm was assembled in a casemate located in the front-right corner of the hull. This weapon assembled on M1 mounting had a length of 28.5 calibers (with or without counterweight in front of the tube to compensate the weight of the cylinder head) and an initial speed of 567 m/s and was much higher than the short gun (KwK L/24) of 75 mm which equipped at that time Pz.Kpfw IV and with the new gun of 50 mm (KwK L/60) of Pz.Kpfw IIIs. M2 could transpierce 60 mm of shielding under 30° to 450 mm and its explosive capacity was also very satisfactory. The gun was pointable until 15° on each side and had an elevation of 20° and a depression of 9°. The gun of 75 mm had a gyroscopic system of stabilization for the elevation, which made it possible to increase the precision of the shooting in evolution and especially in static fire. The block of the cylinder head of M2 was vertical. The periscope of the gunner on the circular roof of the casemate was replaced thereafter by a telescopic periscope.
In all, 6,258 were built, but only about 1,400 were retained by the U.S.; the rest were Lend-Leased to various allies. In U.S. service the M3 first official use came with the Torch landings and later in Tunisia with the 2nd and 3rd Battalions of the 1st Armored Division's 13th Armored Regiment. These battalions were equipped solely with M3 types until Shermans from the 2nd Armored Division began arriving to replace combat losses. At the conclusion of the Tunisian campaign all M3 Mediums were relegated to training roles. In the PTO, their only U.S. use occurred in Nov. 1943 when the 193rd Tank Battalion aided in the seizure of Makin Atoll.




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RE: Heroes and Leaders mod - 1/23/2021 6:48:28 PM   
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Status: offline 		US M3 37LL Stuart LT

The light tank M3 Stuart is the result of a series of light tanks which began in 1931. However the development of M3 began really only in 1940 when Armored Force was created in June. Benefitting from the lesson of the campaign of France, the US designers modified light tank M2A4 by increasing its frontal shielding up to 51 mm and by installing an anti-aircraft machine-gun on the turret. The US M2A4 37LL was the Army's most modern light tank in 1940. 375 were built. It was a very reliable and well-armed light tank for its time, but was rapidly superseded by the improved M3 version. The M2A4 saw combat only on Guadalcanal with Company A of the 1st Marine Tank Battalion.
A large number of improvements were made to the M2A4 in early 1941, resulting in the M3 Light Tank. The hull was prolonged to cover the exhausts and the suspensions with helical springs was retained. The new model was baptized M3 Light Tank. It had a crew of 4 men: the commander, the gunner, the driver and his assistant. As the M2A4, M3 was armed with the standard gun M5 of 37 mm with gyro-stabilizers. The hull was assembled by bolting and accomodated a Continental W-670 of 250 hp gasoline engine. Armament was supplemented by five Browning machine-guns of 7.62 mm: an anti-aircraft mounted to the back of the turret, coaxial mounted with the right side of the gun, a machine-gun of hull assembled on the glacis and two others mounted on each sponsons. M3 was standardized in July 1940 and the production began in March 1941. The Continental W-670 gasoline engine was in fact an engine of plane and because of the priority given to the air force, this engine was not available in great number for M3. To fill this lack one used the diesel engine Guiberson but especially Twin Cadillac V8 gasoline developing 220 hp. This last equipped a new model the M3A2. 5,811 were built.
A small number were with the 1st Armored Division during the Torch landings and the subsequent fighting in Tunisia. In the PTO the 192nd and 194th Tank Battalions with a total of 108 M3 Lights (and no HE ammo) formed the core of the 1st Provisional Tank Group, which was employed in the defense of the Philippines (12/41-4/42); more than thirty of them were captured by the Japanese, whose 7th Tank Regiment used them against the returning Americans in 1944-45. M3 Light Tanks were also used on Guadalcanal (8-12/42) by Company B of the 1st Marine Tank Battalion. The M3 garnered the distinction of becoming the first U.S.-built AFV to see combat in WW2 when the British used it in Operation Crusader (11/41).
The US M3A1 37LL was an improved version of the M3 Light Tank, incorporating a remodelled turret, deletion of the two fixed BMG, and standardization of the gyrostabilizer. 4,621 were built. The M3A1 first saw action on Guadalcanal (9-12/42) with Company C of the 1st Marine Tank Battalion, and remained in widespread use with the Marines until early 1944 when the M5A1 Light Tank began to replace it. In North Africa, both Light Tank Battalions (1st of the 1st Armored Regiment and 1st of the 13th Armored Regiment) in the U.S. 1st Armored Division were equipped primarily with the M3A1.




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RE: Heroes and Leaders mod - 1/24/2021 6:40:28 PM   
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Status: offline 		US M4DWG T75 AmphMT

The deep-wading kits were fitted to the tanks of the 2nd Armored Division in the bivouac areas near Bizerte in late June 1943. The armored landing teams assigned to the support of the infantry at the three beaches in southern Italy were landed from LCTs; the follow-on waves were landed from LSTs using pontoon bridges when necessary.
To transform a standard Sherman M4A1 into a Sherman M4 DWG (Deep Wading Gear) it needed to dedicate over 250 hours to waterproof a Sherman tank and to attach the wading kit, with much of the time consumed in waterproofing internal electrical systems to prevent short-circuiting and water damage. To simplify this process, US Ordnance Department in 1943 began a program to incorporate extensive waterproofing into all newly manufactured tactical vehicles including modified electrical harnesses and waterproofed electrical contact points. This proved to have very beneficial consequences during humid weather in the various combat theaters where previously there had been recurring problems with tank reliability due to water-induced damage to electrical systems.
The configuration of the deep-wading kit underwent continual evolution due to the interaction of Aberdeen Proving Ground, Ordnance Service—ETOUSA, and their British counterparts. The original mushroom shape of the Blue Freeze stacks was simplified into a question-mark shape with a larger opening towards the front of the tank. The stacks in 1942-43 were attached vertically to the adapters, but in 1944 a new design was adopted with the stacks angled slightly to the rear. This was done so that the stacks would fall off by gravity with a minimum of effort once the attachment was removed by the crew. A standard tank deep-wading kit in 1944 consisted of four main elements. The Tank Fording Kit T-0 consisted of the common waterproofing materials such as sealing compound, grease, glue, and other equipment needed to attach the kit to the tank. The Stack Fording Kit MT-S (Medium Tank-Stack) was a universal stack for medium tanks. Due to the different configuration of various Sherman engines, there were separate adapter fording kits for each type; the MT-1 for the M4/M4A1 medium tanks, and the MT-3 for the M4A3. There were corresponding kits for various other armored fighting vehicles; for example, the LT-5 kit for the M5A1 light tank, the SPA-7 for the M7 105mm HMC, and the SPA-10 for the M10 3in. GMC tank destroyer. Following the standardization of deep-wading kits in late 1944, Ordnance assigned them the usual SNL (standard nomenclature list) industrial parts designators; for example, G104-5700778 for the M4A3 medium tank kit.




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RE: Heroes and Leaders mod - 1/25/2021 6:26:05 PM   
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Status: offline 		US M36 T90L Jackson TD

The M36 Gun Motor Carriage combined the hull of the M10 tank destroyer, which used the M4 Sherman's reliable chassis and drivetrain combined with sloped armor, and a massive new turret mounting the 90 mm gun M3. Tank destroyer units were meant to counter German blitzkrieg tactics. Tank destroyer units were to be held as a reserve at the corps or army level, and were to move quickly to the site of any massed enemy tank breakthrough, maneuvering aggressively and using ambush tactics (charging or chasing enemy tanks was explicitly prohibited) to destroy enemy tanks. This led to a requirement for very fast, well-armed vehicles. Though equipped with turrets (unlike most self-propelled anti-tank guns of the day), the typical American design was more heavily gunned, but more lightly armored, and thus more maneuverable, than a contemporary tank. The idea was to use speed and agility as a defense, rather than thick armor, to bring a powerful self-propelled gun into action against enemy tanks. The M36 was sometimes referred to as the "Jackson" or the "Slugger". 1,413 were built.
In late summer 1942 American engineers had begun analyzing the potential of designing a new tank destroyer armed with a 90mm gun. In October 1942, the Ordnance Department tested mounting the experimental 90 mm gun T7 into the turret of an M10 tank destroyer. Mounting the 90 mm gun was straightforward, but the gun proved too heavy for the M10's turret. A new turret was designed that incorporated power traverse and a massive counterweight to balance the gun. The first two M36 prototypes, designated 90 mm Gun Motor Carriage T71 were completed in September 1943. The ring mount on the left side of the turret for the .50 caliber Browning M2HB antiaircraft machine gun was changed to a pintle mount at the rear. It was decided that production vehicles would use the chassis of the M10A1.
The M36 was basically an M10A1 GMC (an M4A3 Medium with an M10 GMC turret; none saw combat) with a new turret and a 90mm gun derived from the M1 towed AA weapon. Because of its potent gun the M36 was the most successful of the three main U.S. TD. Like the others however, it was all too often expected to double as a tank—a task for which it was not well suited due to its thinner armor, weak MG FP, and open top. As the massive muzzle blast of the 90 mm gun obscured the crew's vision and reduced the rate of fire, a double-baffle muzzle brake was fitted to all vehicles after the first 600, beginning in early November 1944. A proper folding travel lock better-suited to the 90 mm gun was added to the rear hull at about this time. The gun itself was also modified with a better equilibrator and more powerful elevating mechanism.
Conceived in 1943, the M36 first served in combat in Europe in October 1944, where it partially replaced the M10 tank destroyer. The first 40 M36s did not make it overseas until September 1944, and entered combat in October 1944. The First and Ninth US Armies used M36s to reequip tank destroyer battalions attached to armored divisions. The 703rd Tank Destroyer Battalion began reequipping on 30 September 1944. The M36 was well-liked by its crews, being one of the few armored fighting vehicles available to US forces that could destroy heavy German tanks from a distance. By the end of 1944, seven tank destroyer battalions had converted to the M36. The M36 had mostly replaced the M10 by the end of the war.




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