The two SOC-l's of the U.S.S. Cincinnati testing on their catapult cradles. This Light Cruiser was one of ten that carried two-plane sections with full-coloured cowl and fuselage band on Number 1 (red), 3 (white), 5 (blue), 7 (black) and 9 (green). (Photo: the author)



OPERATION

Except for carrier operations all SOC's operated on a single float from a shipboard catapult while at sea. Take-offs were made at full power with flaps full down.

The recovery procedure called for the ship to make a sweeping turn by which the ships wake would produce a relatively calm area for the plane to land upon. Once down the pilot would taxi alongside the moving ship and up onto a sort of sea sled, known as the "plane trap", being towed by the ship. The surface of this trap was covered with a heavy rope netting and a rearward angled bar pointing down from the front undersection of the float (officially known as the recovery hook installation) would engage the net as the pilot eased back on the throttle. As soon as the plane was firmly engaged a hook was lowered from the overhead crane and the rear-seat man, standing astride the cockpit, grabbed the hook and inserted it into the hoisting sling housed in the upper centre panel of the top wing.


An SOC-1 sliding up onto the "plane trap" with the rear seat observer standing with the hoisting sling awaiting the hook from the overhead crane. (Photo: U.S. Navy)

As can be well imagined this operation was a rough action re quiring skilled seamanship and co-ordination on the part of all hands. A good idea of VSO flying is imparted by the explanation that VO-2 used in describing why they chose the pelican for their squadron insignia: "We believe it to be symbolic of the squadron equipment and mission because his beak is equipped with a hook similar to the recovery hook of the planes', and because the parallel between the pelican and the planes is undeniably close, to withis take-off is made in a shower of spray and a series of bounces, in landing he poises for an instant and then plunges downward with a splash which may be heard for half a mile and is engulfed in a spray which completely obscures the bird, from which he often emerges tail first".

In late 1941, after six years of catapult service, a completely new field of operation was opened up for the SOC with the formation of escort carrier squadrons. The planes used were fitted with arresting gear hooks and had the suffix letter "A added to their model designation. The first squadron to go into service with these planes was VS-201 which flew 12 SOC-3A's alongside 7 Brewster F2A-3's abord the U.S.S. Long Island.

SOC FLAGPLANES


One of the honours given to the SOC was its extensive assignment as the personal command plane of 15 high-ranking officers. The greatest prestige, of course, was its use by CinCUS (Command-in-Cheif of the United States Fleet) replacing his Vought O3U-3 in 1938 and continuing in this service until it was in turn replaced by a Vought OS2U-1 in 1941.

The following Commanders used SOC's as flagplanes:

These planes were painted with a dark fuselage, silver wings, and silver tail. the name of the command was lettered in white on both sides of the rear fuselage. As an added note of distinction the SOC-3 used bu CinCUS had a solidly coloured dark blue tail surface.

These planes were painted with a dark blue fuselage, silver wings and silver tail. The name of the command was lettered in white on both sides of the rear fuselage. As an added note of distinction the SOC-3 used by CinCUS had a solidly coloured dark blue tail surface.


The all-blue Flagplane of the Commander-in-Chief of the United States Fleet. It replaces an 03U-3 in June 1938 and was in turn replaced by an OS2U-1 in late 1940. It was the only command plane in the Navy to have an (all-blue tail colour, all others having silver tails. In 1942 an SOC was assigned to the Chief of the Bureau of Aernautics of the Navy Department. (Photo: the author)

[PREV] [Contents] [NEXT] [HOME]