Category:

History

Loose deuce Vs fluid four: US Naval Aviators were better than the USAF pilots

by Till Daisd January 8, 2023

The flexible “fluid four” formation flown by USAF pilots was very different from the famed “thatch weave,” or loose “deuce,” formation during World War 2.

During the Vietnam War, US Navy F-4 Phantom II fighters used a two-aircraft basic combat unit known as a section and an air-to-air formation known as a “loose deuce,” which involved two aircraft flying about a mile apart from one another. From here, both crews could support one another by covering each other’s “six o’clock” rear quarter.

The loose deuce, as described by Brad Elward & Peter E. Davies in the book US Navy F-4 Phantom II MiG Killers 1965-70, called for one aircraft to attack while the wingman (referred to as the “free” fighter) maneuvered with the engaged fighter but at a distance sufficient to keep an eye out for other bandits or threats in the area. The free fighter would make the decision as the engaged fighter forced the bandit into a recognizable flight pattern.

As either aircraft could take on the engaged or free role in this formation, Navy crews had more freedom. Additionally, neither plane needed to worry about colliding with the other when operating at full power.

Loose deuce Vs fluid four: during the Vietnam War the fighting tactics used by US Naval Aviators were better than those of the USAF pilots – here’s why — U.S. Navy F-4Bs

The two Phantom II aircraft flew a radar trail formation in the traditional intercept pattern, but loose deuce constituted a change from that. As the “eyeball,” the leading aircraft would essentially operate as a spotter, calling the contact to the following Phantom II, which would subsequently take a shot with a Sparrow. This separation maintained the necessary minimum distances for a successful AIM-7 launch, but it proved ineffective within the Sparrow’s confines in a close-in dogfight scenario.

The loose deuce configuration was built on the idea that teammates may support one another both offensively and defensively. From a tactical perspective, mutual support is attained when each aircraft can quickly clear the rear aspect of its counterpart of aerial threats. The aircraft with the best tactical position to see, assess, and guide the flight holds the tactical lead, but the military lead of the section (often the senior aviator) never changes.

The person who makes the initial radar or visual contact is in the lead (whether he is the wingman or RIO), and he calls a “turn” on UHF before giving a description of the position and make-up of the bogie. The tactical lead must always keep an eye on his wingman.

The famed “Thatch Weave” variation used in the loose deuce formation during World War 2 was very different from the rigid “fluid four” configuration used by USAF pilots. A four-aircraft flight divided into two components of two aircraft served as the basis for Fluid Four. With the exception that the two wingmen, numbers 2 and 4, only served to protect their element leaders, numbers 1 and 3, the two-element leads, numbers 1 and 3, would engage the bandit in a dogfight similarly to the loose deuce.

The wingmen followed their leader at a distance of 1500 to 2000 feet and were offset by roughly 45 degrees. They flew as a “welded wing” or “fighting wing.” When the planes were slower and powered by propellers, like they were during World War 2, this configuration worked perfectly. However, it was impossible to use with the 1960s’ fast jets. Welded wing pilots discovered that because they were focused on maintaining formation and avoiding collisions with their element leaders, they had no time to search the area for bandits.

Fluid Four Flights also had a “single shooter” policy, which limited who could fire; only the flight leader could do it; the other fighters followed to defend the commander as he pursued the MiGs. Since only one of the four airplanes could shoot, this policy inevitably significantly restricted the offensive capabilities of the formation.

Former F-4 pilot and Topgun commanding officer Capt. Jim Ruliffson recalls a scenario in which a USAF flight lead had used up all of his missiles pursuing a MiG. The flight leader told the flight to return to base when one of his wingmen called out that he had the MiG in his sights and requested authorization to fire!

US Navy F-4 Phantom II MiG Killers 1965-70 is published by Osprey Publishing and is available to order here.

Photo by U.S. Navy and U.S. Air Force

January 8, 2023 0 comment

History

Mike Estocin, the first US Navy jet pilot to ever get the Medal of Honor for a combat mission

by Till Daisd January 6, 2023

written by Till Daisd

Despite the fact that Estocin’s A-4E caught fire on its final approach, he managed to land safely into the barrier, and the fire crew extinguished the flames as he descended from the cockpit unharmed

The A-4 Skyhawk was created by Douglas Aircraft Company designer Ed Heinemann in response to his worries about the weight and cost of combat aircraft rising in the 1950s. The A-4 broke with this trend by omitting a large wing-folding mechanism in favor of a compact delta wing for better storage on aircraft carriers. To further cut weight, engineers changed the pilot ejection mechanism and minimized the number of cockpit components.

Other measures included replacing a heavy-duty battery with a wind-powered generator that was stored in the fuselage, using gravity-dropped landing gear instead of a backup hydraulic system, and installing an air conditioning system that was one-third lighter than those that were previously available. The A-4, or “Tinker Toy,” as pilots called it, exceeded the Navy’s maximum weight limit by more than half in its final configuration.

The National Naval Aviation Museum claims that Skyhawks flew more combat missions over Vietnam than any other naval aircraft, including notable missions for the Iron Hand, strikes against bridges and power plants in North Vietnam, and close air support of troops engaged in ground combat in South Vietnam.

Iron Hand was a strictly SA-2 “Guideline” kill-and-suppression operation, typically carried out in support of an Alpha strike against a significant target by a single A-4 equipped with two or more AGM-45 Shrikes.

As told by Peter E. Davies in his book A-4 Skyhawk Vs North Vietnamese AAA North Vietnam 1964-1972, an outstanding example of Iron Hand skill was displayed on Apr. 20, 1967, by VA-192’s Operations Officer, Lt Cdr Mike Estocin, flying from Ticonderoga as part of CVW-19. He conducted a three-aircraft Iron Hand flight against three 285th Missile Regiment SA-2 sites near Haiphong with the goal of taking out as many SAM batteries as he could. His strategy was flying as close as he could to a target before launching his missiles. Although Estocin’s A-4E sustained significant AAA damage to its wings, all three sites were destroyed.

He went back to the target to use the last remaining Shrike despite the fuel depletion accelerating quickly. After getting his “feet wet,” Estocin connected with an A-3 “Whale” tanker that towed him back to Ticonderoga while pumping fuel into his aircraft a little bit more quickly than it was leaking out. Knowing that he only had enough fuel for one attempt at a landing, he detached from the tanker two miles from CVA-14 and headed for the deck. Despite the fact that Estocin’s A-4E caught fire on his final approach, he managed to land the aircraft safely into the barrier, and the fire crew put out the flames as he descended from the cockpit unharmed.

When his squadronmate Lt(jg) J. W. Cain was shot down by AAA in an A-4E BuNo 152076 during VA-192’s Alpha strike attack on a fuel dump in Haiphong on April 26, 1967, Lt Cdr Estocin was once more SAM hunting. As he was returning to 12,000 feet, shortly after Estocin’s Iron Hand section had lofted a Shrike in front of the strike force, he noticed an SA-2 approaching him. Just as the missile burst close to his aircraft, he started an evasive diving turn after likely positioning himself to target the missile’s launch location. He rolled and dove toward the earth while his A-4 (BuNo 151073) was on fire before pulling out at 2,000 feet.

By this time, Estocin’s aircraft was burning intensely as the pilot raced for the coast. As the Skyhawk slowly lost speed, another SAM that was passing nearby came dangerously close to striking it. Lt Cdr John Nichols of VF-191 followed the downed A-4E in his F-8E, observing substantial damage to its forward fuselage and observing Estocin seemingly slumped forward in his cockpit, apparently oblivious to radio messages. Estocin was later identified as the future MiG killer. The plane lost all of its stores when their wiring burned out as it went inverted at 1,000 feet just short of the coast before crashing. Shortly after, Estocin received the Medal of Honor posthumously, becoming him the first and only US Navy jet pilot to receive it for a combat mission.

The story of Lt Cdr Mike Estocin the only US Navy jet pilot to ever receive the Medal of Honor for a combat mission — Lt Cdr Mike Estocin

A-4 Skyhawk Vs North Vietnamese AAA North Vietnam 1964-1972 is published by Osprey Publishing and is available to order here.

Photo by U.S. Navy; Artwork: Osprey

January 6, 2023 0 comment

History

Why the Focke-Wulf Fw 190 German fighter aircraft caused stir in the RAF in 1941

by Till Daisd January 4, 2023

written by Till Daisd

In September 1941, the Fw 190 entered combat over northwest France and quickly established its dominance over the Mark V Spitfire, Britain’s greatest fighter at the time

One of Germany’s top fighter aircraft during World War II, the Focke-Wulf Fw 190, flew for the first time on June 1, 1939. It first saw action in September 1941 over northwest France and quickly established its dominance over the Mark V Spitfire, Britain’s greatest fighter at the time.

‘The Fw 190 was a much more modern aircraft than the Bf-109, and had superior agility at low level than the Bf-109 E and F models,’ Arthur Major an aviation expert explains on Quora. ‘The fact it was powered by an air-cooled radial engine also made it more resistant to battle damage than contemporary fighters powered by liquid-cooled engines (this is the same reasoning that the US Navy used in selecting their aircraft).’

In addition to being superior to the Spitfire Mk V at the time of its release, the Fw 190 was also highly-liked by Luftwaffe pilots for its sturdiness and capable ground handling as well as its performance (the wide track undercarriage contributed to this).

Major goes on:

‘As to the rest of the design philosophy, Kurt Tank wanted something more than an aircraft built only for speed. Tank outlined the reasoning:

‘The Messerschmitt 109 and the British Spitfire, the two fastest fighters in the world at the time we began work on the Fw 190, could both be summed up as a very large engine on the front of the smallest possible airframe; in each case, armament had been added almost as an afterthought. These designs, both of which admittedly proved successful, could be likened to racehorses: given the right amount of pampering and easy course, they could outrun anything. But the moment the going became tough they were liable to falter. During World War I, I served in the cavalry and in the infantry. I had seen the harsh conditions under which military equipment had to work in wartime. I felt sure that a quite different breed of fighter would also have a place in any future conflict: one that could operate from ill-prepared front-line airfields; one that could be flown and maintained by men who had received only short training; and one that could absorb a reasonable amount of battle damage and still get back. This was the background thinking behind the Focke-Wulf 190; it was not to be a racehorse but a Dienstpferd, a cavalry horse.

‘Kurt Tank’s design philosophy was well warranted, and the Fw-190 turned out to be one of the best fighters in the war, serving continuously throughout and being adapted for a multitude of missions, including fighter, fighter/bomber, night fighter and as the basis for multiple experimental weapons, including rockets, guided missiles and even 30mm recoilless cannon arranged to fire upwards when triggered by the shadow of an American bomber overhead.

‘The aircraft also underwent continuing improvements, including upgrades from machine guns to automatic cannons, improved engines, and eventually replacing the radial engine with the Junkers Jumo engine (Fw 190D) and massive aerodynamic improvements to create the Ta 152, which had the potential to become one of the “ultimate” piston engine fighters, although too little, too late.

‘With regard to 1941, the RAF was indeed concerned, as the Fw 190 was wresting air superiority from the RAF over the English Channel and impeding the ability to “lean forward” into occupied Europe.’

Here’s why the Focke-Wulf Fw 190 German fighter aircraft created panic in the RAF when it appeared in late 1941 — A captured German Focke-Wulf Fw 190A-8 (W.Nr. 681497, “White 11”) of 5./JG 4 at St. Trond airfield, Belgium, circa 1 January 1945.

Major compares the Fw 190A and Spitfire V:

‘The British were keen to test captured Fw 190As during the war. The performance of the German fighter series had caused concern to RAF Fighter Command. Against the Spitfire V, the Fw 190 was found to be better in all respects with the exception of turning radius. At 2,000 ft, the Fw 190 was 25 to 30 mph faster; at 3,000 ft it was 30 to 35 mph faster. Its lowest speed advantage was 20 mph faster at 15,000 ft. At all altitudes, it remained the faster fighter. The Fw 190 was also faster in the climb. If a Fw 190 was engaged by a Spitfire V, it could use its superior roll rate to enter a dive in the opposite direction. Its dive speed would enable it to clear the Spitfire. In defensive mode, the Spitfire could evade an attack if caught at low speed only by using its advantage in turning circles. If traveling at maximum speed when engaged, the Spitfire could gain speed in the dive, forcing a longer chase, and drawing the Fw 190 further away from its landing ground.

‘Air Marshal Sholto Douglas expressed concerns that the Merlin-engine Spitfires were coming to the end of their developmental life, whereas the Fw 190 was only just beginning its career. At the time, he feared the enemy held the technological edge. Douglas determined that the Fw 190 was superior to the Spitfire V and also concluded that the Spitfire IX was also inferior in the climb and acceleration owing to negative G carburation. Douglas’ fears would prove overly pessimistic. The Spitfire IX would prove a clear match for the Fw 190A and the Griffon-engined Spitfire XIV would hold the edge on the type. In 1942 several tests were conducted by RAF pilots at the Royal Aircraft Establishment.’

Major comes to the following conclusion:

‘So initially, the Fw-190 was a superior aircraft to the RAF’s fighter fleet, and concern was well warranted until the Spitfire was improved to meet the new threat. Like everything else, there was a constant dance between the Allies and Axis as each side strove to improve their capabilities and abilities. Focke Wulf was able to surprise the RAF in 1941, and had a good, solid platform to build upon for the rest of the war.’

Photo by U.S. Air Force

January 4, 2023 0 comment

History

These following factors describe different generations of jet fighters

by Till Daisd January 2, 2023

written by Till Daisd

Jet fighter generations are divisions made to distinguish significant technological advances in the past development of jet fighters

To distinguish between significant technological advances in the historical development of jet fighters, categories called “generations” were developed. According to the Royal Australian Air Force’s Air Power Development Centre Bulletin, the term “generation” first appeared in the 1990s “to make sense of the leap-frogging improvements in performance to jet fighter aircraft brought about through major advances in aircraft design, avionics, and weapon systems,” and it is suggested that a “generational shift in jet fighter aircraft occurs when a technological innovation cannot be incorporated into an existing aircraft through upgrades” and retrofits.

But how can you identify a generation as a fighter and give one or more examples of each generation?

First generation:

Here are the criteria that define jet fighters generations (along with several examples of every generation) — F-80

At the close of World War II, the first jet fighters were created. According to Matthew Bekaert, an aviation expert on Quora, they actually don’t differ all that much from prop planes, save from the type of engine. Main elements:

Jet engines
Straight wings
Subsonic speeds
no avionics/radar

Examples: Gloster Meteor, ME 262, P80 (later F-80), MiG-9

Second generation:

The Korean War’s dominant fighters.

Main factors:

Swept wings
Transonic speeds
Early radar/gun targeting systems
First heat-seeking missiles.

Examples: F-86, MiG-15, Mig-17, F9F8, Hawker Hunter

Third generation jets:

Main factors:

More advanced radar systems
First, radar-guided missiles and better heat-seeking missiles became the primary weapons, and cannons became secondary. Limited BVR
Afterburning engines for Mach 2 speeds

Examples: Mig-19 and 21, F-4 Phantom, F-8 Crusader, Mirage 3, Electric Lightning

Fourth Generation:

Main factors:

Better radar systems, including a look-down, shoot down
Better missiles, both radar-guided and heat-seeking. BVR
Computer-assisted flight, fly-by-wire, etc. for better agility.

Examples: Mirage 2000, F-14, F-15, F-16, F-18, Mig-29, SU-27

Examples of generation 4.5 aircraft that enhance generation 4 with EASA radars, technologies to reduce radar reflection, networking, etc. include the Eurofighter Typhoon, Dassault Rafale, MiG-35, SU-30, and F/A-18E/F Super Hornet.

Fifth Generation:

Main factors:

Stealth
Networking between different planes

Examples: F-35, F-22, SU-57, J-20, J-31.

Bekaert concludes;

The lines between the generations are naturally a little hazy; a Gen 3 jet that has been updated can easily be classified as Gen 4. The most recent Rafale is incomparable to an early gen 4 aircraft like an F-16.

Photo by U.S. Air Force, U.S. Navy, Dassault, Indian Air Force

January 2, 2023 0 comment

History

The most important RAF WWII airfields in Britain

by Till Daisd January 1, 2023

written by Till Daisd

This article highlights a few of the more comprehensive sites

One of the most prominent and ubiquitous memorials of this tragic struggle is the Second World War airfields scattered throughout Britain. Some have been modified and are still in use today, while others have been transformed into parks, industrial estates, or museums. Some are now all but forgotten or have been built over.

In his stunning book British Airfields of the Second World War, aviation historian Stuart Hadaway describes how the UK is home to hundreds of airfield remnants, ranging from nearly finished installations to lone structures or runway segments. This article covers a handful of the more extensive locations with groups of well-maintained buildings. The majority also have different interpretations or support from aircraft museums.

Imperial War Museum Duxford, Duxford, Cambridgeshire CB22 4QR. Telephone: 0207 4165000. Website www. iwm.org.uk/visits/iwm-duxford —This is unquestionably one of the most impressive aircraft museums in the UK, and it also happens to be a well-preserved airfield that is still in use. Although some of the hangars and other structures were erected after World War II or specifically for the museum, the majority of the flight line and the Technical Site behind it are original structures from the 1920s to the 1940s. Along with the squadron offices, different workshops, and hangars, the A505 staff entrance also has the Station Headquarters and Guard Room on either side.

The unique gun butts are likewise in good repair, and the Motor Transport Sheds are still standing and in operation. The Domestic Site, which has messes and barracks, lies on the A505’s northern side. Many of these formerly residential structures are now used as museum offices or shops, and they are not usually open to the public. However, there is free public parking here and you can get a close-up view of the buildings on days when there is an air show, which is well worth going to just for that.

Spitfire replica and Hurricane replica at the RAF Museum at Hendon

Royal Air Force Museum at Hendon, Grahame Park Way, Hendon, London NW9 5LL. Telephone: 020 82052266. Website: www.rafmuseum.org.uk/london — This is another site of national importance, and there are a lot of noteworthy buildings, despite being much smaller than IWM Duxford. The Grahame White Factory and Watch Office (Hangar 2) are First World War relics, but nearby are a collection of Expansion Period workshops (now the museum’s own workshops and “Claude’s Café”) and a parachute packing shed (Building 69), which is recognizable by its distinctive raised center section in the roof, which allowed parachutes to be hung up for inspection.

While their ends have been cut off and they are enclosed in an exterior shell, the Historic Hangars (Hangars 3 and 4) were constructed during the First World War and were employed throughout the interwar and Second World Wars. If you look above, you can still see the original Belfast roof trusses. Wartime hangars can be found at the RAF Museum’s other location in Cosford (Shiinal, Shropshire TF11 8UP; phone: 01902 376 200).

The Lincolnshire Aviation Heritage Centre, East Kirkby, Spilsby, Lincolnshire PE,23 4DE. Telephone: 01790 763207. Website: www.lincsaviation.co.uk —At the time of writing, the Avro Lancaster “Just Jane” at this Lincolnshire airfield is still regularly taxied around the airfield, although there are plans in action to restore her to flying condition. Just Jane is merely one of the local attractions. There are other buildings on the airfield that house an impressive museum collection in addition to the historic control tower, which has been repaired.

Kenley Airfield, Kenley, Surrey CR3 5LZ. Website: www. kenleyrevival.org — According to Kenley, it is the most complete RAF fighter station that is still operational. The location currently serves as a glider airport and still preserves the original wartime layout of the runways and taxiways. There are still many buildings, dispersal areas, and a rifle range. Numerous interpretation boards may be seen at the location, and visitors can download self-guided walks from their website.

Airworlel Aviation Museum, Caernarfon Airport, Dinas Dinlle, Caernarfon LL54 5TP. Telephone: 01286 832154. Website: www.airworldmuseum.com — Here’s another museum located on a working airfield. In addition to having a good example of a 1941 control tower that is still in service, the location of the former RAF Llandwrog is now known as Caernarfon Airport. A nearby museum houses a variety of airplanes and has a display devoted to the RAF Mountain Rescue Service. The ruins of the flying boat base at Llanfaes are located outside of Beaumaris on the other side of the Menai Straits. Some of the slipways and buildings still survive.

From IWM Duxford to RAF Museum at Hendon: a guide to the most important RAF WWII Airfields you can visit in Britain — Avro Lancaster bomber NX611 “Just Jane” taxiing

RAF Drem, Arts and Crafts Gallery, Fenton Barns, Drem, East Lothian EH39 5BW. Website: www.rafdrem.co.uk — A minor museum is also located at RAF Drem, and the nearby Fenton Barns Retail Village is home to several remaining buildings, including two hangars.

This is merely a partial list. Buildings and infrastructure can be discovered all around the nation for the intrepid airfield spotter. At Kemble (now Cotwolds Airport), Hullavington, Manby, West Raynham, Bicester, Church Fenton, North Weald, and Kirton-in-Lindsay, to name a few, there are concentrations of them (without supporting museums). There are several great internet resources available to help you locate some in your area or for specific building types.

The Airfield Research Group is a mine of information, including a forum accessible to non-members (www. airfieldresearchgroup.org.uk), and the Airfields of Britain Conservation Trust has a searchable list of over 3,338 sites (www.abct.org.uk). At www.ukairfields.org.uk, the Owner has attempted to list all UK airfields, aviation memorials, and other associated sites. The site www.controltowers.co.uk is, as the name suggests, a list of control towers and their basic histories, and again can be searched by airfield name. A large number of old airfield buildings now enjoy listed status and can be found on the Historic England database at www.historicengland.org.uk. Some areas also have their own, more specific websites, such as the Bomber County Aviation Resource (www.bcar.org.uk), which has a wealth of information on sites in Lincolnshire.

British Airfields of the Second World War is published by Shire Publications and is available to order here.

Photo by Paul Lakin, Panhard and IdreamofJeanie via Wikipedia

January 1, 2023 0 comment

History

The final aerial victory of the European Air War on May 8, 1945

by Till Daisd December 30, 2022

written by Till Daisd

There are multiple reports of the aerial combats between American and Soviet aircraft on May 8 and thereafter.

After Adolf Hitler died by suicide on April 30, 1945, the Third Reich stumbled along for another week under the leadership of Reichsprasident Karl Donitz, a former grand admiral of the Naval High Command.

From May 1, his first day in office, until the end of the war, according to Dan Sharp’s book Spitfires Over Berlin, Donitz did everything in his power to ensure that as many German servicemen as possible could surrender to the British and Americans while concurrently pursuing the war against the Soviet Union using whatever means were still at his disposal.

On May 4, he first gave Field Marshal Bernard Law Montgomery control of his forces in the Netherlands, Denmark, and northwestern Germany; the conditions included a total restriction on Luftwaffe flights. With Luftwaffe’s opposition ending, this effectively brought hostilities to a close for the RAF.

The only known exception was at around 6.30 am on May 5 when a patrol of three 130 Squadron Spitfire XIVs came across a Siebel Si 204 twin-engined transport/ trainer flying over the sea west of Hamburg. After it began evasive maneuvers, it was shot down and jointly claimed by Flight Lieutenant Dudley Guy Gibbins and Warrant Officer Vic J Seymour — the last British victory of the air war.

The only known exception occurred on May 5 at approximately 6.30 am, when a patrol consisting of three 130 Squadron Spitfire XIVs came across a Siebel Si 204 twin-engined transport/trainer over the sea west of Hamburg. After it began evasive maneuvers, it was shot down and jointly claimed by Flight Lieutenant Dudley Guy Gibbins and Warrant Officer Vic J Seymour. This was the final British victory of the air war.

Final Dogfight – May 8, 1945: Who scored the last aerial victory of the air war in Europe? — P-51 Mustang

However, the fighting carried on elsewhere. On May 5, Admiral Hans-Georg von Friedeburg and US General Dwight D. Eisenhower met in Reims, France, to begin negotiations. On May 6, German Chief of Staff Generaloberst Alfred Jodl arrived. For as long as feasible, Donitz had advised him to defer submitting to a full surrender so that additional German forces could flee the Soviets.

With Donitz’s approval, he completed the task in less than 24 hours, signing the instrument of unconditional surrender at 2.30 am on May 7. “All forces under German control to cease offensive operations at 23.01 hours, Central European time, on May 8, 1945” was a critical phase in the instrument.

American airmen stationed in England began to prepare for two very distinct missions on May 8 in the west. The 306th Bomb Group’s 12 B-17s carried out Mission 986, the Eighth Air Force’s final operational mission over Europe during the war, which comprised dropping leaflets over significant targets.

At 7:45 am, 369th Bomb Squadron aircraft took off to fly over Dunkirk. After being surrounded and subsequently bypassed by the British during the drive into occupied Europe, the fortified town was still under German control. The leaflets informed the garrison that they had been told to surrender, and the following day, they did.

However, combat continued to take place on the other side of Europe. The highest-scoring fighter ace in history, Major Erich Hartmann, 23, of I./JG 52, took out with his wingman at eight in the morning in his Bf 109s to intercept Soviet aircraft over Brno. Later in age, on reflecting on the circumstances, he recalled: “My wingman and I saw eight Yaks below us. I shot one down and that was my last victory.

I decided not to attack the others once I saw that there were 12 Mustangs on the scene above me.

“My wingman and I headed for the deck where the smoke of the bombing could hide us. We pulled through the smoke and saw once again the two allies fighting each other above us. Incredible! Well, we landed at the field and were told that the war was over.”

With 25 remaining planes destroyed and all of their remaining munitions fired into the woods, Hartmann and his men finished the war with 352 victories—started looking for British or American forces to surrender to. Despite discovering Americans, he was nonetheless handed over to the Soviets.

A ground attack unit with a Fw 190 equipped, III./SG 77, was also stationed in Czechoslovakia. Bernhard Ellwanger, a pilot underoffizier, recalled: “On May 8 all aircraft, with the exception of four, were drained of fuel. Why my crate was one of those four, I don’t know to this day.

“Led by Hauptmann Gunther Ludigkeit, Kapitan of 7. Staffel, we took off in the direction of Prague. Our mission was to destroy the Prague radio station which was in the hands of Czech partisans. When we were at 4000m Prague came in sight.

“Then I saw something I couldn’t take my eyes off: hundreds of American fighters filled the sky like some gigantic flypast at an air show. The whole mass flashed silver in the sun. The sight almost made me miss our attack. Our Schwarm dived away to port with me following.

“With the target centered in my Revi, I released my bomb at 1500m. A direct hit. Then we got out of there, eastward back to base. So ended my last sortie on the very day of the capitulation and with it my last chance of landing in the American zone.”

On May 8, at 7:54 a.m., Leutnant Gerhard Thyben of JG 54 and his wingman Fritze Hangebrauck shot down a Pe-2 while fleeing from the Courland pocket in Fw 190s. However, Oberleutnant Fritz Stehle, Staffelkapitan of 2./JG 7, is thought to have achieved the final Luftwaffe victory of the Second World War over Czechoslovakia at 4 At 3:20 pm, he took off in a Me 262 A-1a W.Nr. 111690 “White 5” to intercept Soviet Yak-9 fighters, and he was successful in shooting down one of them.

He then flew ‘White 5’ to Fassberg, where it was captured by the British.

Another Siebel Si 204 was the last American triumph and likely the last Luftwaffe aircraft to be shot down throughout the conflict. Three miles southeast of Bad Rodach, Bavaria, at 8 p.m., or three hours before the formal end of hostilities, 2nd Lieutenant Kenneth L. Swift of the 429th Fighter Squadron, 474th Fighter Group, USAAF Ninth Air Force encountered the German aircraft while flying his Lockheed P-38 Lightning “Beauty Juny.”

He fired warning shots, which were enough to prompt its pilot to crash land it. While most other USAAF units were stood down by this point, the 474th continued to provide tactical air support for the US First Army until May 9 from its air base, R-2 at Bad Langensalza. It was the only group in Northern Europe flying the P-38 by the end of the war.

His warning shots were enough to cause the plane’s pilot to crash land. The majority of other USAAF units had stood down by this point, but the 474th continued to support the US First Army with tactical air support from its air base, R-2 at Bad Langensalza, until May 9. By the conclusion of the war, it was the only group in Northern Europe flying the P-38.

Swift’s victory over the Siebel was his first and only one of the conflict, however he later added another “kill” when piloting North American F-86 Sabres in the Korean War. He was given the rank of major and afterwards joined the German Air Force as an instructor.

On May 8, 1945, nine German aircraft were estimated to have been shot down in total. Unknown numbers of Allied aircraft were shot down by Luftwaffe machines.

On May 8, the final RAF pilot to perish before the war’s formal end was killed. Flight Lieutenant Donald James Hunter, 22, of Upminster, Essex, was killed when his Spitfire, LF XVI, TB383 3W-A, experienced engine trouble during a victory flypast close to the unit’s base at Varrelbusch, Germany, and he attempted an unsuccessful emergency landing. Hunter was a member of the 322 (Dutch) Squadron.

And finally, there are multiple reports of aerial battle between American and Soviet planes on May 8 and thereafter. In one instance, Second Lieutenant Lazuta of the Soviet 106th Guards Fighter Air Regiment, based at what had been Focke-Wulf’s Cottbus factory airfield, attacked Captain Malcolm L. Nash of the 39th Photographic Reconnaissance Squadron, 10th Photographic Group, Ninth Air Force on May 8 while he was flying an unarmed F-5E Lightning on a PoW camp pinpointing mission near Dresden. Nash escaped the crash of the Lightning, which Lazuta mortally damaged, roughly 40 miles west of Dresden.

On the same day, two Soviet P-39s from the 100th Guards Fighter Air Regiment attacked two F-5s flown by First Lieutenant Thomas P. Petrus and Second Lieutenant Thomas Jackson near Prague. For his thirteenth and last “kill” of the war, Major Pschenitchnikov shot down Petrus, who managed to parachut to safety while suffering from serious burns. He identified the aircraft as a Focke-Wulf Fw 189.

Avro Anson Mk. XI PH539 of the Desert A Force Communication Flight was attacked by three Soviet Yaks on May 11 while flying off course close to Graz, Austria. It crashed into some trees after making a forced landing in a field.

Spitfires Over Berlin is published by Mortons Books and is available to order here along with many other beautiful aviation books.

Photo by U.S. Air Force Wikimedia Commons via Military History Now

December 30, 2022 0 comment

History

Downed fellow pilot saved through the bottom wing of a Slovak Air Force biplane

by Till Daisd December 29, 2022

written by Till Daisd

Frantiek Brezina slipped on the bottom wing, but he was fortunate enough to keep his hands on the struts while his legs were dangling from the wing.

The public is not familiar with the history of the Slovak Air Force during World War Two. The most well-known aircraft used by the service throughout the conflict were Avia B-534s, Letov 328s, and subsequently Bf-109 “Emils” and “Gustavs.”

Despite the fact that the Slovak Air Force’s 1939 missions of biplanes were primarily assigned to escort German reconnaissance or bomber aircraft over Poland, close to Slovak boundaries, the Slovak Air Force was the only Luftwaffe ally to participate in the Poland campaign. The Slovak Air Force operated in the USSR until 1943 when Slovakia eventually joined its Axis allies in the invasion. Even against US bombers performing operations over Slovakia, the tiny nation was able to send a small fighter unit on one occasion. Slovak aircraft completed their World War II operations against Germany during the Slovak National Uprising (August–October 1944).

The Avia B-534 fighter aircraft and the Letov -328 reconnaissance aircraft were the two primary warplanes of the Slovak Air Force during the invasion of the USSR. Both aircraft were obsolete, but Slovakia lacked the funds to purchase new ones, and Germany refused to give it any new planes since its pilots were not regarded as “trustworthy” in Germany’s eyes—largely because of the high rate of defections. Nevertheless, the 1st Observation Wing, composed of 30 -328s, and the 2nd Fighter Wing, composed of 33 B-534s, were established during Operation Barbarossa.

The Courier Wing, the last wing, was flying a Praga E-39, E-241, and a Stinson Reliant. The majority of their early missions consisted of either striking ground columns of fleeing Soviet soldiers or escorting German reconnaissance aircraft across Soviet lines. Three squadrons made up the fighter wing (11; 12 and 13). Later, squadron 11 retreated to Slovakia in order to defend the country’s airspace as it had no aircraft there. As the front moved deeper into the Soviet Union, the rest squadrons frequently switched airfields.

During WWII a Slovak Air Force’s biplane pilot rescued a downed fellow pilot by carrying him on the bottom wing of his aircraft — Avia B-534-IV of squadron 13 during its deployment on the Eastern Front, summer of 1941.

Squadron 13 relocated to Tulczyn on July 25. A swarm of three Avia B-534s led by L. Hodra, F. Brezina, and. Martiš took off shortly after the squadron touched down with the mission to escort the Luftwaffe’s Henschel Hs-126 reconnaissance aircraft. The aircraft came under rapid fire from anti-aircraft cannons and machine guns after crossing the Soviet line. Brezina was forced to make an emergency landing on a road frequented by Soviet soldiers during the withdrawal 16 kilometers behind the Soviet line due to damage to his aircraft.

The Red Army opened fire on the aircraft as well as the pilot, who was forced to hide behind the damaged Avia. The Avia B-534 was in danger of having Soviet troops arrive shortly, putting the pilot in danger of capture or even execution.

Martiš observed Brezina’s emergency landing. He indicated to swarm commander Hodra and immediately tried to land next to the shot-down Brezina, but the Soviet anti-aircraft fire prevented him from landing. He repeatedly attacked Soviet forces with the four 7.92 mm vz.30 machine guns, the standard Avia B-534-IV armament, in order to buy time before landing and rolling up adjacent to Brezina.

Brezina leaped onto Martiš’s left bottom wing and grabbed the main struts. With Martiš in the pilot’s seat and Brezina holding the struts, the Avia took off under intense Soviet fire. The small biplane jolted due to the uneven ground, causing Brezina to slide on the bottom wing. Fortunately, he was still able to grip the struts with his arms even though his legs were swinging off the wing.

Brezina had a difficult time throughout the entire flight, despite its short duration. Brezina had to be carried on the wing of Martiš’s fighter as he attempted to fully escape the Soviet zone. Brezina was having trouble breathing because of the massive air rush, and he was in danger of going unconscious. Martiš slowed down the biplane once the aircraft cleared the Soviet lines, which enabled Brezina to once more stand up and hold the struts. The Avia B-534 safely landed back at Tulczyn after a brief delay, with Martiš at the controls and Brezina standing on the bottom wing.

The Minister of National Defense of Slovakia, general Ferdinand Čatloš, awarded the pilot Štefan Martiš with the medal ‘Za hrdinstvo 2. Stupňa’ (For Heroism – 2nd Class) and František Brezina with the medal ‘Za hrdinstvo 3. Stupňa’ (For Heroism – 3rd Class). Both men were also awarded Iron Cross, 2nd Class.

Later, both pilots became aces. Štefan Martiš was successful in downing five planes (1 Yakovlev Yak-1, 1 B-20 Boston, 3 Ilyushin Il-2, and 1 unconfirmed Spitfire), whereas Frantiek Brezina was successful in downing fourteen (5x Yakovlev Yak-1; 3x Ilyushin Il-2; 3x Polikarpov I-16; 1x I-153; 1x MiG-3; 1x B-20 Boston). They achieved their aerial victories while piloting “newer” Bf-109s from the Gustav and Emil series. Up until the arrival of “Emils,” B-534s remained the predominant Slovak fighters. Up to that point, Slovak Avias shot down six Soviet planes without having to deal with hostile aircraft shooting down their biplanes. Ján Režňák was the most successful of the top Slovak aces, shooting down 32 enemy aircraft while piloting new German aircraft.

Sources:

Kliment Ch. Slovenská armáda 1939-1945 [Slovak Army 1939-1945]. Mustang Ltd., 1996. ISBN 80-7191-132-1

Rajninec J. Slovenské letectvo 1 [Slovak Air Force 1]. Ministerstvo obrany Slovenskej republiky, 1997. ISBN 80-88842-09-3

Rajlich J.; Boshniakov S.; Mandjukov P. Slovakian and Bulgarian Aces of World War 2. Osprey Publishing, 2004. ISBN 978-1-84176-652-2

December 29, 2022 0 comment

History

When Romanian IAR 80 fighters allegedly shot down 24 P-38 Lightnings

by Till Daisd December 26, 2022

written by Till Daisd

The IAR 80 fought primarily against the Russians, although on June 10, 1944, it engaged in combat with an American P-38

The Romanian IAR 80 was a fighter during World War II. It was equivalent to modern designs used by the air forces of the most technologically advanced military nations, such as the Hawker Hurricane and Bf 109E when it made its first flight in 1939. The IAR 80 didn’t enter service until 1941 as a result of production issues and a shortage of armament. It was still in use on the front lines until May 1945.

‘The IAR-80 was a Romanian aircraft that looked much like the German Fw 190,’ says Bruce Gordon, former F-86, F-100, F-102, and F-106 pilot, on Quora. ‘It fought mostly against the Russians, but one engagement on June 10, 1944, put it against America’s P-38. I have talked with P-38 pilots who flew against the IAR-80, and it is the closing story in my book, “The Spirit of Attack”. I compared the report by the Americans to the report by Dan Vizanty, the Romanian commander. When I sent my article to the P-38 pilots to review, they strongly disagreed. The Americans and the Romanians had wildly different views of what happened. The “Fog of war” shows that both sides claimed more kills than the other admitted losing.

‘Basic situation: 75 P-38s were flying a low-level mission from Italy to bomb the Romanian oilfields at Ploesti. Their route took them right over a Romanian base with IAR-80s. The Romanians got a warning in time to climb to about 4,000 feet over their base. 26 IAR-80s dove down on the P-38s, mostly engaging one squadron of 12 P-38s with other squadrons joining the furball.’

Gordon continues:

‘In the ensuing dogfight, the Romanians claimed shooting down 24 P-38s, but that is the total P-38s lost in the entire mission, including planes lost to AA fire as they dive-bombed Ploesti and other engagements. I believe 13 P-38s were lost to the IAR-80s. American pilots claimed shooting down 12 IAR-80s (the Americans reported the enemy was Fw 190s). The Romanians admit to losing only three IAR-80s.

‘In this engagement, the Romanians had the advantages of altitude, surprise, and speed, diving on the P-38s which were cruising with loads of bombs and fuel tanks.’

Gordon concludes:

‘In a real war, there are few “fair” fights. Someone always has an advantage, and luck plays a big role. This battle shows that the IAR-80 was a very worthy opponent for the P-38.’

The day Romanian IAR 80 fighters claimed to have shot down 24 American P-38 Lightnings

Photo by Planck and Umeyou via Wikipedia and U.S. Air Force

December 26, 2022 0 comment

History

How the development Spitfire Mk IX was influenced by a captured Focke-Wulf Fw 190A

by Till Daisd December 25, 2022

written by Till Daisd

‘Fighter pilots of every nationality thought the Spitfire Mk IX was the best close-in fighter of them all,’ AVM ‘Johnnie’ Johnson.

The following article contains excerpts from Adam Lunney’s book We Together, 451 and 453 Squadrons at War.

Reginald J. Mitchell created the Supermarine Spitfire, first as a private project with a strong focus on the aim to give a higher performance than had been previously accomplished by the F.7/30 design. The parallel development of the Rolls-Royce Merlin and Griffon engines became an essential element of the Spitfire story, along with a further drive to maximize the capabilities of those engines.

The Mk I, Mk V, Mk VII, Mk IX, and Mk XIV were the most significant marks numerically, with the Mk V (Merlin 45) and Mk IX (with Merlin 61 and two-speed/two-stage supercharger) accounting for more than half of the overall output.

The capture of an Fw 190A belonging to JG26 on Jun. 23, 1942, led to the production of the Type 361 Mk IX Spitfire. This was equipped with a 60-series Merlin engine, a stronger airframe, and a four-bladed propeller. There were several variations created, including a high-level version with extended wingtips and a low-level version with clipped wings. A slightly longer nose was required for the 6o-series Merlin, but this was not a problem, and the better engine more than made up for any concerns.

For improved performance, these 6o-series Merlins also featured a two-speed, two-stage supercharger, along with greater settings and customization options. A further ten gallons of fuel could be carried by aircraft, extending its range slightly, and 5,665 of them were made. A and B were once used to distinguish between the wing armaments on early Spitfires, but for the Mk IX, they stood for the installation of various Merlin models.

How a captured Focke-Wulf Fw 190A led to the development of the Spitfire Mk IX, the best close-in fighter of WWII — Spitfire Mk IXs

In July 1942, the 64 Squadron became the first operational squadron to have Mk IXs. For the benefit of those piloting the Mk IX, it took the place of the Mk V, which the Focke-Wulfs were outperforming in the cross-Channel fighter sweeps that both sides were conducting. As a result, the Luftwaffe was caught off guard multiple times. They were expecting an Mk V performance but ended up facing an Mk IX, and it is difficult to tell the difference between the two until you are well within shooting distance.

The German pilots were thus faced with a choice: risk a thrashing by presuming they were up against the lesser Mk Vs and finding out the truth after it was too late, or cautiously regard all Spitfires as Mk IXs. The Allies, however, had no such problems because an Fw 190 and Bf 109 looked very different from one another, and combat could be avoided if the Allies’ pilots were in a weaker position.

An Mk IX equipped with a 61-series Merlin was flown against the captured Fw 190A in the same month. The test revealed that the Spitfire was typically superior, although by a narrow margin, at various altitudes, where the speed difference was less than 10 mph. Due to its greater acceleration, the Fw 190A was marginally better in a climb but not noticeably so, although it was better in a dive, especially in the beginning.

The role of the Fw 190A was far superior to that of the Mk IX, and the overall maneuverability was superior, except in the case of turning circles, where the Mk IX could get inside the Fw 190A for the all-important killing shot. However, one of the Spitfire’s most recognizable characteristics was its ability to turn, which skilled Luftwaffe pilots would have undoubtedly avoided at all costs in any event. Allied pilots were forewarned to expect this maneuver since the Fw 190A had the ability to escape a Spitfire by performing a flick-roll in the opposite direction to the angle of attack and then diving away.

All Spitfire pilots received a directive in August 1942 outlining how to handle the new threat while flying. The instruction in paragraph two of the document stated: “To defeat this aircraft and to avoid casualties on our side, our aircraft must fly as fast as possible whenever they are in the combat zone.” The document recognized that pilots had previously been instructed to economize and save fuel ‘but it is essential, as soon as they are liable to be detected, that they open up to maximum power for duration flying’.

Pilots were advised to avoid cruising when there was a chance of engagement since the Spitfire’s acceleration is quite poor. After more safety advice, the instruction concluded, ‘when in the vicinity of Huns, fly maximum everything and in good time’. A notice distributed to Spitfire Mk V pilots in the Middle East titled ‘Who’s Afraid of the Little Focke Wulf’ a notice given to Spitfire Mk V pilots in the Middle East, echoed these directives and emphasized the Spitfire’s superior turning performance over the Focke-Wulf: ‘The Spitfire V’s only tactical advantage over the F.W. 190 in the air is its ability to turn in a smaller circle, but that’s a lot’.

In January 1943, the first Mk IXs were delivered to squadrons stationed in the Middle East and the Mediterranean. The Mk IX had the ability to carry bombs and was frequently used as a fighter bomber, but it was not allowed to do so in conjunction with a centerline bomb or the 90-gallon “jet” or “slipper” tank. This restriction was lifted in September 1944, but only if the Mk IX was fitted with Mk VIII wheels and tyres and could only take off at a maximum weight of 8,700 lb from a smooth surface. The directive also warned pilots that dive-bombing was still “limited to straight and level flight with the drop tank,” and that the drop tank should be ejected before attempting it.

Many pilots appear to view the Mk IX as the pinnacle of Spitfire evolution. Fighter pilots of all nationalities believed the Spitfire Mk IX was the best close-in fighter of them all, according to AVM ‘Johnnie’ Johnson, who stated that. In a letter to AVM Johnson, another pilot was cited as saying: “I flew most of the various marks of Spitfires, but I felt sort of invincible in the Spitfire Mk IXB. It was a beautiful aeroplane and I was very happy to fly and fight with her.’

We Together, 451 and 453 Squadrons at War is published by Mortons Books and is available to order here along with many other beautiful aviation books.

Photo by Alan Wilson from Stilton, Peterborough, Cambs, UK via Wikipedia, Crown Copyright

December 25, 2022 0 comment

History

These World War II aircraft were somewhat comparable to the P-51D Mustang

by Till Daisd December 24, 2022

written by Till Daisd

The P-51D was arguably the pinnacle of piston engine fighters during World War II. There were a few designs in the works that would add a little more performance to the piston engine fighter formula, but not enough to put them in a completely new performance class

The USAAF’s (US Army Air Forces) most well-known fighter during World War II was the Mustang. The P-51 was primarily used as a long-range escort fighter and also as a ground attack fighter bomber. It had great range and maneuverability. During World War II, the Mustang served in almost every theater of conflict and later took part in the Korean War.

With almost 8,000 units produced, the P-51D became the most common variant. It included the new K-14 gunsight, six.50-cal machine guns, a “bubble-top” canopy that significantly increased the pilot’s field of view, and a new ammunition feed mechanism that significantly decreased gun jams.

The P-51D became the main long-range escort fighter for the USAAF when it began to arrive in large numbers in Europe in the spring of 1944. The versatile Mustang was also used as a fighter bomber and a reconnaissance aircraft. The P-51D was the only aircraft that could compete with the Luftwaffe; by the conclusion of the war, Mustangs had shot down 4,950 enemy aircraft in the air, more than any other USAAF fighter in Europe.

By the end of 1944, P-51Ds had reached the Pacific and CBI theaters. P-51D aircraft based at Iwo Jima began to conduct low-level fighter-bomber operations against Japanese ground targets and long-range B-29 escort flights in the spring of 1945.

‘The P-51D was perhaps the apex of WWII era piston engine fighters,’ aviation expert Arthur Major says on Quora. ‘A few designs were in the wings with the potential to squeeze another bit of performance from the piston engine fighter formula, but not really enough to put them into an entirely different class of performance – that would happen with the introduction of gas turbine technology.’

Mayor explains:

‘Possible contenders for planes that could match or slightly exceed the performance of the P-51D:

‘Focke Wulf Ta-152. The ultimate expression of single-engine fighter technology that Germany could produce near the end of the war. Extremely fast (Kurt Tank reputedly outran two Mustangs during a test flight by engaging the Nitrous Oxide boost), but produced far too late in too few numbers to make any difference.

These prop WWII fighters were (slightly) better than the P-51D Mustang — Ta-152

‘Dornier Do 335 Pfeil (Arrow) Another late war design, the Do-335 was a heavy fighter probably more comparable to a P-38 than a P-51. However, it was also extremely fast and could potentially pack a far heavier punch with an engine-mounted 30mm cannon and the possibility of an underwing 30mm cannon as well. However, the design was not as maneuverable as a P-51. Once again, this a case of too little, too late.

‘Martin Baker M.B. 5 Possibly the finest of the late war British aircraft, it can also be considered what a P-51 might have looked like on steroids. The fine fuselage, bubble canopy, and general arrangement mimicked the P-51 in general outline, with the primary difference being the use of a Rolls-Royce Griffon engine driving a contra-rotating propeller. The airplane was also designed to be both lightweight and easy to maintain, at least relative to similar aircraft in the Commonwealth stable. This was likely the apex of Allied single-engine fighter design. Canceled with the end of the war.

‘The British did evolve the already formidable Hawker Typhoon into the Hawker Tempest and Sea Fury. This trio started off by mating the insanely powerful Napier Sabre H-24 engine to a single-seat fighter. The brutish Typhoon was not successful as a high-altitude interceptor, but it was fast and maneuverable enough to be a highly successful low-level fighter/ground attack platform. A redesign to improve the wing and fuselage made the Tempest, which was a very successful high-speed interceptor (used to chase down V-1 Buzz Bombs, for example). Using many of the same principles in a lighter airframe mated to a Bristol Centaurus 18 radial engine for the Royal Naval Air Service created the Sea Fury, yet another fast fighter, which continued to serve into the Korean War.

‘So, in a straight-up statistical “number crunching” contest, each of these aircraft could be said to be “better” in one or more aspects than a P-51. On the other hand, the P-51 was available in such great numbers and was such a “well-rounded” aircraft that it remained in service many years after the war. It did not require the huge amounts of engine power that these other aircraft had, and was versatile enough to be used in virtually every role (while many of the other aircraft were designed for specialized roles).’

Major concludes:

‘The only real game changer for propeller-driven aircraft turned out to be the passing of piston engines for turboprop power, and even then, the P-51 made a transition- the Cavalier Mustang III/Piper PA-48 Enforcer.

Cavalier Mustang III/Piper PA-48 Enforcer

‘The potential of turboprop-powered fighters was never fully explored, the Douglas “Skyshark” was a proposed turboprop-powered fighter bomber capable of 500mph in flight, far faster than any of these other aircraft, and also capable of carrying a far greater war load into battle as well.’

Photo by Fabrice742 Own work, Bob Adams from George, South Africa via Wikipedia, Crown Copyright, San Diego Air & Space Museum, U.S. Air Force and U.S. Navy

December 24, 2022 0 comment

Newer Posts

Older Posts