In this video we have some fun and look at portrayals of the PIAT in various games over the last 20 years. We’ll look at the size, shape and physical characteristics of the models, how they function in the game and the animations and sound effects of them in action!
We start off with 2002’s Medal of Honor: Allied Assault and run all the way through to 2020. I’ve only had the chance to play a handful of these games so I can’t comment too much on how accurately the PIAT’s effectiveness is depicted in each game but I can definitely comment on how the models look! There is lots to look at and some do a surprisingly good job.
There are some very basic, some very wrong and some surprisingly accurate representations of the PIAT in the various games we look at. But really it’s just good to see it represented in games in the first place!
Thank you to Tigerfield for the use of some of his footage used in the video.
Our fantastic new PIAT posters were designed by the brilliant illustrator who put together our Advanced Combat Rifle colouring book last year! They feature a custom illustrations of the PIAT, the first has the immortal words “Bring up the PIAT” from the film A Bridge Too Far, while the second poster features a unique design featuring art influenced by the PIAT’s original manual – which has the caption – ‘Cocking the PIAT in the standing position’.
The posters are A3 art prints which are printed on 300gsm premium textured paper, which is great for framing. A3 dimensions are: 29.7cm x 42cm or 11.4in x 16.5in. Each poster will be numbered as these will be a pretty limited run! Both posters are available for £12 / $15.50 (plus shipping costs).
These are a great way to help support our work and I hope that you like the designs. Thanks guys!
Hi guys, here’s a special Halloween episode of our new podcast, Fighting On Film, that looks at classic and obscure war films. If you missed our first episode discussing the unique 1946 classic Theirs Is The Glory, you can catch up here.
In this episode we discuss Death Trench (also known as Trench 11), a 2017 First World War horror movie set in the final months of the war. A rag tag band of soldiers investigate a German biological weapons bunker with predictable results!
You can listen in the video below. Or find the podcast on other platforms and apps – here
Some scenes from the film:
Be sure to follow us on Twitter@FightingOnFilm and let us know what you thought of the episode and if you’ve seen Death Trench.
While the ongoing Coronavirus pandemic has prevented some archival research I had planned which would have informed much of the STEN series, our good friend Richard at the Vickers Machine Gun Collection and Research Association, has come to our aid and we’re able to cover some of the loading accessories developed for the Sten’s magazines.
As we know the Sten uses a 32-round double stack, single feed magazine which can trace its origins back through the Lanchester Machine Carbine to the Haenel MP28,II’s magazine designed by Hugo Schmeisser [patented in 1931].
The nature of the single feed makes the magazine difficult to load by hand with the last few rounds very hard to insert. So a series of four marks of ‘magazine fillers’ were developed. These are described in the British Army’s official List of Changes in February 1943.
The MkI is described as consisting of “a lever mounted on a short case which conforms to the shape of the magazine. It is hand operated, the loading lever being given a rocking motion during filling. The MKI slipped over the top of a magazine with a rivetted spring tab which indexed into a notch in the front of the Sten mag.
The MkII is very similar but simplified by having the spring catch mounted on the rear instead of the side and engaged a “small rectangular slot on the magazine”. The rear of the spring is turned up slightly to allow the user to remove its from the magazine.
The MkIII, which is possibly the rarest of the fillers, is described as:
“hand operated but of different design from the MkI and MkII. It consists essentially of a spring loaded vertical plunger which is attached externally to a case, the latter to assemble on the magazine. There is no retaining catch. It comprises the following parts:
Case. Is a rectangular shaped steel pressing with a tube of rectangular section welded thereto. The latter, which houses the plunger and spring, has a hole trilled at the lower end to accommodate a pin which restricts the amount of movement of the plunger and acts as a stop for the compressing spring.
Plunger, loading. Is made of two laminated steel strips welded together the top part of which is set to form a handle. The body of the plunger is slotted to accommodate the compression spring. The top part is splayed to form a suitable contact with the cartridge.”
List of Changes, Feb. 1943
The other more common filler is the MkIV. Which is a much simpler design with a loading lever mounted on top of a clip which is attached to the rear of the magazine body and retained by a spring similar to that of the MkII.
Rich has very kindly demonstrated the use of the two most common fillers – the MkII and the simpler MkIV. It takes Rich just under 2 minutes to load that magazine, but he was doing his best to show various angles and unlike a British soldier during the war he hasn’t regularly loaded magazines with one of these fillers either. Despite that the clip gives a good idea of how fast you could load a mag once you’re in the groove.
With the MkIV filler Rich was able to load the mag in about 1 minute 15 seconds, the stability of resting the base of the mag on the table helped with the MkIV’s simpler design.
Also, as a follow on to our previous episode looking at the Sterling Submachine Gun’s magazine Rich has also demonstrated the loading of a Sterling mag to its 34 round capacity. No magazine filler needed with George Patchett’s double-stack, double feed magazine.
Fighting On Film is a brand new podcast about classic and obscure war movies. Hosted by Matt and Robbie McGuire (of RM Military History). In this first episode we discus an absolutely fascinating war film – Theirs Is The Glory, a 1946 telling of the story of the Battle of Arnhem. What makes the film unique is that it was filmed entirely on location and with a cast made up of soldiers who had fought at the battle!
Robbie and I discuss the unique production of the film, the weapons, kit and equipment seen on screen and some of our favourite scenes. We hope you enjoy our ramblings and we definitely encourage you to check Theirs Is The Gloryout.
Development of the XF-87 began at Curtiss-Wright in 1946, it would eventually be intended to be an all-weather interceptor. The Blackhawk was developed from an earlier ground attack, tactical bomber design, the XA-43. The Blackhawk was a response to the initial specification for a jet-powered night fighter, capable of speeds up to 530 mph, issued by the US Army Air Force in August 1945.
A number of companies responded including Bell Aircraft, Consolidated-Vultee, Douglas Aircraft, Northrop, Goodyear and Curtiss-Wright. The US Army Air Force down-selected Northrop’s design – then known as the N-24 and the Curtiss-Wright design- known as the Model 29A.
The XP-87 had a two-man crew seated side-by-side and was powered by two pairs of Westinghouse XJ34-WE-7 turbojet engines mounted on the wings. In comparison to the sleeker Northrop design, the Blackhawk was a slightly larger, bulkier and heavier aircraft with a straight wing profile. The XJ34-WE-7 turbojets only provided 12,000 lbf and Curtiss-Wright’s test pilot B. Lee Miller described performance in initial tests as sluggish. The Blackhawk’s armament was to consist of four 20mm cannons mounted in a nose turret.
The US Army Air Force designated the Curtiss-Wright jet the XP-87, while Northrop’s N-24 became the XP-89 and full-scale models of both were ordered.
In June 1948 the newly formed US Air Force re-designated fighters from P to F and the XP-87 became the XF-87 when prototypes were ordered. The XF-87 made its first flight in March 1948. During subsequent flight evaluations in October 1948, the Northrop XF-89 was found to be faster than the XF-87 and the US Navy’s XF3D (Douglas F3D Skyknight). While the Blackhawk was a capable and generally satisfactory aircraft it was deemed to be underpowered. It also reportedly suffered from buffeting at relatively slow speeds.
Evaluators disliked the Northrop and reportedly favoured the XF-87, however, one evaluating pilot likened its handling to a medium Bomber. An improved faster and more powerful Blackhawk was planned with J47 engines from General Electric. The fate of a second prototype is unclear and sources conflict. Most sources state that the XF-87 never had its armament fitted, however, photographic evidence clearly shows an aircraft, not with a turret, but with four nose mounted guns. This aircraft may be one of the airworthy prototypes or it could be a full-scale mock up built to show the USAAF during the selection process.
Despite the trials favouring the XF-89, the USAF initially ordered 57 F-87A fighters and 30 RF-87A reconnaissance aircraft from Curtiss-Wright in June 1948. Curtis-Wright and the USAF began a publicity campaign to unveil the new fighter, even appearing on the cover of an August edition of Aviation Week and in numerous other aviation publications, but the orders were abruptly cancelled in October 1948 and the USAF moved forward the development of the Northrop XF-89 instead. Check out our video on the F-89 Scorpion linked above.
The reason for this reversal of the decision is unclear. Only minor faults had been identified during testing and the more powerful J47 engines would have greatly increased the Blackhawk’s speed. The official reason for the cancellation was reportedly a disagreement on the price of a redesigned wing profile. According to his memoir, Walter Tydon, Curtiss-Wright’s chief engineer at the time, believed that some bad blood between Curtiss-Wright’s management and the then-President Harry S. Truman may have led the F-87 contract to be cancelled. Truman was Senator for Missouri from 1935 to 1945 and during that time Tydon believed he had come into conflict with the Curtiss-Wright’s management, perhaps regarding the company’s factory in St. Louis. Without substantial archival research it is difficult to verify either the official reason or Tydon’s theory.
Another potential reason for the cancellation was raised during the Congressional Hearings regarding the B-36 Program, Congressman Charles B. Deane noted that both Curtiss-Wright and Northrop had been informed that “unless they agreed to merge with Consolidated Vultee, business would be bad for them.” The testimony before the hearing notes that Curtiss-Wright were unenthusiastic about a potential merger and this might have been why the F-87 contract was cancelled. The Secretary of the Air Force denied this, however, stating that the cancellation was the result of “operating difficulties with the experimental model of the F-87, plus increasingly satisfactory operating data on competitive all-weather fighters.”
Sadly, the prototype XF-87 Blackhawk’s was reportedly scrapped and photographs and footage of the initial flight testing of the Blackhawk is all we have left. The loss of the interceptor contract to Northrop led to the end of Curtiss-Wright’s aircraft production, with the Blackhawk being their last fighter design.
Special thanks to Mark Lane, the grandson of Walter Tydon, Curtiss-Wright’s chief engineer, for taking the time to discuss the Blackhawk and his grandfather’s role in its design.
The Battle of Palmdale is one of those historic events that could easily spawn clickbait titles: US Navy vs US Air Force, Drone vs Manned Fighter, Runaway WW2 fighter vs Rocket-armed Jet Interceptor. None of these would be a lie!
On 16th August, 1956 a US Navy Grumman F6F-5K Hellcat a target drone went rouge over California and the USAF scrambled a pair of Northrop F-89 Scorpions to shoot it down. The F-89s failed to down the Hellcat but did manage to start a serious wildfire.
The Northrop F-89 Scorpion is perhaps one of the lesser known American jet interceptors of the 1950s. To put the F-89 into some context its development began in 1948, intended to be an all-weather interceptor, its stable mates included the F-86 Sabre and the F-84 Thunderjet. The F-89 made its first flight in August 1948 and entered service two years later.
In August 1945 the US Army Air Force released a specification for a new jet-powered night fighter with a speed of up to 530 mph. Jack Northrop began work on a swept wing design which went on to be evaluated with entries from Bell Aircraft, Consolidated-Vultee, Douglas Aircraft, Goodyear and Curtiss-Wright. The US Army Air Force down-selected Northrop’s design – then known as the N-24 and the Curtiss-Wright XP-87 Blackhawk.
The Curtiss-Wright XP-87 was a slightly larger, slightly heavier aircraft with its two-man crew seated side-by-side. It was powered by two pairs of Westinghouse XJ34-WE-7 turbojet engines mounted on the wings. In comparison the Northrop design was slimmer, with sept wings and had its two Allison J35 turbojet engines buried low in its fuselage to reduce drag.
The N-24 was designated the XP-89 by the US Army Air Force and a full-scale model was ordered. Aerodynamic testing found that the swept wing was unstable in low speed and a straight, narrow profile was developed and the horizontal stabilizer and cockpit configuration was redesigned.
In 1948 the newly formed US Air Force re-designated fighters from P to F and the XP-89 became the XF-89 when prototypes were ordered. During subsequent flight evaluations the XF-89 was found to be faster than the XF-87 and the US Navy’s XF3D (Douglas F3D Skyknight). Evaluators disliked the Northrop and criticised its cockpit layout, however, the USAF moved forward with its development and scrapped the XF-87.
Testing with a second prototype continued and the engines were upgraded with a more powerful Allison J33-A-21 fitted with an afterburner, while concerns about ease of maintenance were answered by having the whole engine capable of lowering out of the fuselage. The XF-89 suffered a number of crashes during testing with a fatal crash on the 22nd February 1950, which killed flight test engineer Arthur Turton when flutter, or vibrations, in the elevator caused the tail of the aircraft to sheer off. The geometry of the rear fuselage and engine exhaust were found to be the cause and were redesigned.
Despite the fatal crash the aircraft’s flaws were addressed and production of the XF-89 was greenlit in January 1949, with a contract for 48 F-89s, worth just over $39 million, awarded in May 1949.
The F-89’s armament varied considerably during its service life. Originally it had been intended for the night fighter to have a turret with four forward-firing cannons and another 2 cannon turret firing aft. This was abandoned and the first F-89As had six forward-firing 20mm cannons and the ability to mount rocket pods carrying 16 5in rockets.
The F-89A was quickly superseded by the B which had the same armaments but improved avionics. The F-89D entered service in October 1954, the D abandoned the cannons and instead had two rocket pods mounting a total of 104 smaller 2.75in ‘Mighty Mouse’ Mk 4/Mk 40 Folding-Fin Aerial Rockets.
Entering service in 1956 the F-89H was equipped with large wingtip pods that could externally carry three GAR-1/2 Falcon missiles each with 21 Mighty Mouse rockets internally. Delays refining the Hughes E-9 fire-control system meant that by the time the H entered service it was outclassed by newer, faster supersonic fighters like the F-100 Super Sabre, F-101 Voodoo and interceptors like the F-102 Delta Dagger and the F-104 Starfighter.
The F-89J, introduced in 1957, refitted the F-89D with underwing hardpoints for two MB-1 Genie nuclear armed rockets and four Falcon missiles. The J could also carry either the standard F-89D rocket/fuel pod or pure fuel tanks. 350 Js were converted from F-89Ds.
An F-89J has the distinction of being the only aircraft to fire a live MB-1 Genie during Operation Plumbbob (nuclear weapons tests) in July 1957. The MB-1 (later the AIR-2) was an air to air rocket with a 6 mile range and a 1.5 kiloton W25 nuclear warhead. It was ostensibly a tactical nuclear weapon designed to take on Soviet strategic bomber formations.
The USAF began to retire the F-89H in 1959 as more supersonic interceptors entered service and the refitted Js also began to be replaced the same year but remained in Air National Guard service for another decade.
The F-89 is definitely a striking aircraft and a substantial number were built, 1,050 in total but they remain one of the lesser known early Cold War jet fighters. The F-89 featured in our video is an H and is on display at the Hill Aerospace Museum.
During the Second World War the US Army sought a light, nimble tank destroyer. The M8 developed by Ford ticked the Army’s boxes but by the time it entered production it’s 37mm gun couldn’t penetrate thicker enemy armour. Instead the M8 was pressed into service as a scout car.
The M8 first saw action in Sicily in 1943 and subsequently saw service in every theatre of World War Two. One M8 reputedly knocked out a German Tiger II during the Battle of St. Vith, in December 1944.
The M8, while excellent on roads, did not perform well across country because of higher ground pressure from its wheels and its suspension system. Largely confined to roads when terrain or conditions were bad the M8’s thin armour also proved vulnerable to enemy mines. This was a problem first encountered in Italy and later in northwest Europe.
Despite its shortcomings the M8 remained in service long after the war and many were sold as surplus with them continuing to be used throughout the Cold War all over the world. Some 8,500 were built.
In May 1946, George Patchett patented a new curved magazine which would become one of the Sterling’s most recognisable features. It addressed some of the serious shortcomings of the STEN’s magazine.
George Patchett’s machine carbine, Which later that came to be known as the Sterling, had been initially designed to use the standard STEN magazine. This makes complete sense as not only was the STEN’s magazine readily available but it stood to reason that the British Army would prefer to retain the large number of magazines it already had in stores.
The STEN’s magazine is, however, the gun’s weakest link. Its a double-stack, single feed 32-round magazine was difficult to load and could feed unreliably when not looked after. The Patchett prototype performed well during initial testing in 1943, but later sand, mud and arctic testing of the Patchett against various other submachine guns highlighted the limitations of the STEN magazine – regardless of the weapon using it.
At some point in 1945, Patchett developed a series of new magazines, a 20-round ‘Patrol’ magazine, a 40-round ‘Standard’ magazine and a 60-round ‘Assault’ magazine. By late 1946, these had been superseded by a 35-round magazine designed to fit into the basic pouch of the British Army’s 1944 Pattern web equipment.
Patchett addressed the STEN magazine’s shortcomings by designing his magazine with a curve which allowed the slightly tapered 9×19mm rounds to feed more reliably. He also replaced the traditional magazine follower with a pair of rollers which minimised friction and allowed dust, grit and dirt to be rolled out of the way improving reliability. Patchett’s magazine was designed so it could be economically stamped from sheet metal and folded and spot welded into shape. It was also simple to disassemble for cleaning and requires no tools for disassembly.
By 1951 the magazine had been largely perfected but a trials report suggested that the magazine’s feed lips needed to be reinforced. Despite this the Sterling was said to be “better than all other weapons tested.” Following further development and testing the L2A1 Sterling submachine gun was eventually adopted in the summer of 1954. We will cover the development, adoption and service of the Sterling at a later date.
In 1952, Patchett added a pair of strengthening ribs to the inside of the magazine which also further reduced friction on the rollers. He also replaced the oval follower spring with a more efficient circular one with the ribs acting to hold it in place. The final production magazines held 34 rounds and were substantially easier to load than the earlier STEN’s.
The L2A1/MkII, introduced in 1954, was the first Patchett to incorporate an angled magazine housing which improved feeding reliability from the Patchett’s patented curved, double stack, double feed magazine. The Sterling’s magazine housing was angled forward slightly at 82-degrees.
The magazines used by the British military differed from Patchett’s design. The British government, perhaps unwilling to purchase the rights to manufacture Patchett’s design, developed the ‘Magazine, L1A2’. Nearly two million of these were built at Mettoy, Rolls Razor, ROF Fazakerley and the Woolwich Royal Laboratories. The L1A2 magazine was slightly simpler to manufacture but retained Patchett’s roller follower while the magazine’s body was made from two, rather than four, pieces of stamped steel and electrically welded together. The government-designed magazine is 5cm (2 inches) longer than Sterling’s magazines.
The example magazine seen above and in the accompanying video is Sterling-made and is marked with the company name and patent numbers. We can see the folded sheet metal construction and the overlaps at the rear of the magazine body.
When Canada adopted the C1, a modified version of the Sterling, they dispensed with Patchett’s roller system and designed their own magazine which held 30, rather than 34 rounds, but could be used in all Sterling-pattern guns.
On the front of the magazine is an over-insertion stop built into the edge of the magazine body, at the rear is another magazine stop with a flat spring which limits rattle and helps properly align the magazine in the breech for optimal feeding.