Tag:

aviation

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

by Till Daisd December 26, 2022

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

History

Seafires Vs ‘Hooked Spitfires’

by Till Daisd December 21, 2022

written by Till Daisd

What distinguishes a Seafire from a “Hooked Spitfire”—a Spitfire that has been modified to include an arrestor hook—many of which were flown by the Fleet Air Arm?

The front-line Fleet Air Arm (FAA) Squadrons were where the naval version of the legendary Spitfire finally arrived, after a convoluted and occasionally challenging voyage into service. The Seafire was far from a perfect naval fighter, lacking endurance and difficult to land on a carrier, according to Naval aviation historian Matthew Willis in his book Supermarine Seafire, but it gave the Royal Navy an interceptor with a superb performance in the air, helping to turn the tables on the enemy as the Allies went on the offensive.

The Seafire saw action in Malaya and Korea while serving in the Second World War from the North Atlantic to Japan and into the 1950s.

But how do Seafires differ from “Hooked Spitfires,” which are Spitfires that have been modified to include an arrestor hook many of which were operated by the FAA? The Mk lb, the initial Seafire variation, did not have catapult spools or foldable wings; an arrestor hook was the only significant outward change. Every Seafire lb was a Spitfire that had been modified. There wasn’t much of a distinction between them in essence.

The most straightforward answer is that hooked Spitfires were aircraft transferred from RAF stocks for second-line purposes and converted as needed, typically by Maintenance Units, while Seafires were ordered as such, through a contract for front-line aircraft placed with a manufacturer or similar company. These contracts contain the specifics.

A wireless telegraphy set with a Morse key, as well as radio sets and beacon receivers that allowed pilots to communicate with and locate their ship, were all included in the Seafire adaptations that made them fit for naval service.

De-icing fittings for the radio aerials, an air intake shutter (attached to all Seafires but only tropicalized Spitfires), and a rack for signal cartridges—mostly unnecessary on hooked Spitfires—were just a few of the numerous little elements that were added to the Seafire to adapt it for naval employment.

Supermarine Seafire is published by Mortons Books and is available to order here along with many other beautiful aviation books.

Photo by Imperial War Museum and Charles Daniels British Aircraft Album via Wikipedia

December 21, 2022 0 comment

History

The Israeli Air Force’s participation in Operation Entebbe

by Till Daisd December 20, 2022

written by Till Daisd

On the afternoon of July 3, four C-130 cargo planes transported the combat forces from the Ophir airport in southern Sinai. After a seven-hour flight, the airlifters reached Entebbe and landed at the airfield.

Operation Entebbe, one of the riskiest hostage rescue attempts in history, took place 44 years ago today.

After a brief stopover in Athens on June 27, 1976, a group of terrorists seized an Air France Airbus airliner that was traveling from Ben-Gurion to Paris. After seizing possession of it, the terrorists forced the Airbus to land at the airport in Benghazi, Libya. The hijacked plane continued south after refueling. On the morning of June 28, it landed early at Entebbe airport in Uganda, which is 50 kilometers from Kampala, the country’s capital.

There were 148 people riding in the aircraft. According to the Israeli Air Force website’s Operation Entebbe article, Ugandan President Idi Amin embraced the hijackers and sent his forces to assist them. The terrorists requested the release of 52 detainees held in Israel, Germany, France, Switzerland, and Kenya in exchange for the release of the hostages.

A quick look at Israeli Air Force participation in Operation Entebbe, one of the most daring hostage rescue missions in history

After multiple diplomatic efforts failed, the political echelons ordered the Israel Defense Forces (IDF) to conduct a military operation to release the hostages. Israeli Air Force took part in a special operation carried out by the IDF’s “Sayeret Matkal” special operations unit (IAF). The operation got started right away after quickly developing a plan and conducting training using an operational model. On the afternoon of July 3, four C-130 cargo planes transported the combat forces from the Ophir airport in southern Sinai.

After a seven-hour flight, the airlifters reached Entebbe and landed at the airfield. The hostages who were being held in the terminal were freed as the combat forces stormed the airfield. During the operation, there were also two Boeing 707 airplanes in the air. The deputy chief of staff and IAF commander oversaw the operation from one, which operated as an airborne hospital, and the other, which served as a relay and command post.

At the conclusion of the operation, the C-130s departed from Entebbe. They stopped at the Nairobi airport in Kenya while traveling back in order to refuel. When the plane with the hostages landed in Israel early on July 4, 1976, the operation was over. Operation Yonatan, which was later known as Operation Thunderbolt, was later carried out in honor of Lt. Col. Yonatan Netanyahu Z”L, commander of “Sayeret Matkal,” the only IDF soldier killed during the mission.

Photo by Israeli Air Force

December 20, 2022 0 comment

History

Why USAAF P-51 Mustang pilots were able to shoot down a flight of Mistel combinations over Germany

by Till Daisd December 19, 2022

written by Till Daisd

“I turned into the second combo with my wingman Lt Moore behind me. I fired a short burst from 90° at about 350 yards, observing a few strikes on the 190. As I fired on this, the 190 on the third unit was released,” 1st Lieutenant Bernard H Howes, P-51 Mustang pilot.

On February 3, 1945, the USAAF launched a full-scale attack on Berlin’s Tempelhof rail marshaling yards because it was thought that the German Sixth Panzer Army was traveling through them on its way to the Eastern Front.

An escort of 575 North American P-51 Mustangs was dispatched with a total of 937 B-17s to destroy the target. The bombers accomplished their job successfully, arriving in waves throughout the late morning and early afternoon, destroying a significant area and starting a fire that lasted four days.

As described by Dan Sharp in his book Spitfires Over Berlin, squadrons of the 55th Fighter Group, the “Double Nickel,” led by the unit’s flamboyant executive officer Lieutenant Colonel Elwyn C. Righetti, were among the P-51s that escorted the B-17s.

Righetti felt his men could undertake a ground sweep on the way home to Station 159, the 55th’s base at Wormingford in Essex because they still had fuel in their tanks and the bombers were well defended by others. His specialty was strafing, therefore before going in search of targets, he planned two flights.

His men were all members of the 343rd Fighter Squadron: 1st Lieutenant Bernard H Howes, 22, from Brockton, Massachusetts, was flying P-51K CY-C 44-63745 ‘My Li’l Honey’, 2nd Lt Patrick L Moore from Griffin, Indiana, flew P-51D CY-Y 44-14235 `Lil Jan’ and 2nd Lt Richard G Gibbs, from Nantucket, also in Massachusetts, flew P-51D CY-Q 44-14175 ‘Cherry’. `

Eager El’ Righetti himself, from San Luis Obispo, California, flew P-51D CL-M 44-72227 ‘Katydid’.

Near Boizenburg, Germany, at around 12.30 p.m., the Americans spotted two locomotives and descended through a thin cloud layer to strike. The Mustangs competed against one another for a new set of targets that suddenly became accessible in what followed.

Piggybacks! USAAF P-51 Mustang pilots explain how they were able to shoot down a flight of Mistel combinations over Germany — Mistel Fw 190 Ju 88

Under the clouds, a formation of Mistel combinations appeared, each with a fighter mounted on a Junkers Ju 88.

Howes reported: “I was flying White 3 on the mission of February 3. At about 1230 we dropped to the deck to strafe. On pulling up from the first pass on a locomotive I sighted a formation of three pick-a-backs, Fw 190s on Ju 88s, in string formation at about 400ft.

“I turned into the second combo with my wingman Lt Moore behind me. I fired a short burst from 90° at about 350 yards, observing a few strikes on the 190. As I fired on this, the 190 on the third unit was released.

“The prop was windmilling, and on release the 190 seemed to nose up for a minute, and then, apparently out of control, the nose went down and it headed for the ground. I claim this FW 190 as destroyed. As soon as the 190 was released, the 88 turned sharply left. I followed, firing a short burst but observed no strikes. I fell outside the turn and lost sight of the 88 momentarily.

“My wingman behind me was in position and shot the 88 down. When I looked back I saw it crash into the ground. On pulling up I saw the first unit I had fired at about 300 yards in front of me. There were flames coming out of the 190, so I went after it again. I started firing and the combo turned into me, dropping to the deck.

“As I fired, another large burst of flame came from the 190. On making a second pass, the right engine of the 88 burst into flames, and I saw them both crash into the ground. From this entire encounter, I claim two Fw 190s and one Ju 88 were destroyed. Ammunition expended: 1440 rounds.”

Howes’ gun camera footage made it easy to see the aircraft he attacked.

Righetti reported: “Near Boizenburg on the Elbe River I located a small hole in the unbroken overcast. Through the hole, I could see two locomotives and called them in and started down.

“Visibility was about two miles and scattered fuzz on the overcast ran down in some places to 500 to 600ft. I rolled out of my turn and started my final approach to the locos about four miles off. I had already assigned the locos and parts of the train to the flight. We were echeloned to the right with my position on the extreme left.

“At a distance of two miles from the train, I spotted three piggyback aircraft at 10.30 to me, at our same altitude of about 600ft, heading almost directly at us, and half a mile off. I mistakenly identified them as buzz bomb-equipped He 111s and broke off rapidly, left and up, in a 200° chandelle, positioning myself on the tail of the middle one.

“I started firing two short bursts at 600 yards and missed. I swung into the trail and closed to point blank range, firing a long burst, I saw many excellent strikes on the fuselage and empennage of the large aircraft and scattered strikes and a small fire on the fighter.

“Both aircraft, still fastened together, went into a steep dive straight ahead. I was about to overrun them and did not see them crash, but a few seconds later I saw a large explosion and spotted considerable burning wreckage.

“I still did not know what we were attacking; I turned slightly to port for another look. As I closed, and before I could open fire, I discovered that the buzz bomb was actually a Focke-Wulf 190 fastened atop the heavy twin-engined aircraft. As I was closing to fire, the heavy aircraft seemed to be jettisoned, went into a shallow diving turn to the left, and crashed and burned in a small hamlet.

“Apparently it carried no bombs, for the gasoline thrown from its tanks burned for some time, and I did not observe any unusually large explosion. The Fw 190, relieved of its load, snapped to the right and then began a wild evasive action, I drove up to 200 yards directly in the trail, firing intermittently, and secured excellent strikes along the fuselage, wing roots, canopy, and induced good fire.

“Jerry went out of control and crashed straight ahead. At this time I noticed a few tracers too close and coming behind. I broke sharply left and up into a low cloud. I don’t know who or what was firing at me, but it might have been the third Fw 190, having jettisoned its bomber.”

Gibbs was also attacking the Mistel combinations. He reported: “I was flying Tudor White 2 on the mission of February 3, 1945. We were on the deck and about to strafe a loco in the vicinity of Boizenburg, when Tudor Leader Lt Col Righetti called in a gaggle of three Fw 190-bomber combos, flying a sloppy `V’ formation at about 600ft. We attacked from a level turn port stern.

“Lt Col Righetti took the middle combo of the three, and I took the third and last one of this gaggle. I started firing on the Ju 88 at about 45° from about 800 yards, closing to about 300 yards with a two-second burst. I observed many strikes on the left wing root of the Ju 88, where, it began to burn.

“After a short dive, the Fw 190 was released. The 190 appeared rather unstable in the air but managed to conduct violent evasive action during the ensuing combat. I fired a short burst from astern, beginning at about 200 yards and closing to zero yards. I saw strikes all over the aircraft and observed parts of the cowling and canopy fly off.

“There was also a fire in or around the cockpit. I then overran the enemy aircraft and skidded out to the right. As I looked back I saw where the 190 had crashed into the ground.”

Howes reported that Moore also claimed a Ju 88.

The four US pilots claimed one Ju 88 each and a total of five Fw 190s, with two Fw 190s going to Howes, two to Righetti, and one to Gibbs. There had been three Ju 88s and three fighters. It was difficult to determine who had destroyed what in the chaos of combat.

In fact, German records show that at least two of the combinations were Mistel 1s, with Messerschmitt Bf 109s mounted atop Ju 88s rather than Fw 190s. Feldwebel Willi Kollhoff, Oberfahnrich Franz Pietschmann, and Feldwebel Fritz Lorbach of 6./ KG 200, headquartered at Kolberg but traveling to Tirstrup in Denmark, were the Ju 88 pilots.

Even though the left engine of his Ju 88 was on fire, Lorbach was able to land it safely in the woods. Pietschmann was killed when his Ju 88 slammed into the ground, while Kollhoff was injured when a P-51 strafed him after he forced a landing. His gunner, who also made it through the landing, died suddenly. The three fighter pilots were all dead after being shot down.

The three aircraft combinations that were shot down on February 3 were en route to take part in Unternehmen Drachenhohle, also known as Operation Dragon’s Lair, a strategy conceived by Hermann Goring with the intention of attacking the Royal Navy’s home fleet at Scapa Flow and dealing a significant Pearl Harbor-style blow to the British.

However, the idea for the Mistel originated in Germany three years earlier, in 1942, when the research was being done to find a way to launch a glider into the air while carrying a smaller powered aircraft on its back. The powered aircraft could be given an extended range employing fuel pulled from the glider below, much like mistletoe draws sap from its host tree, which is how this combination came to be known as the Mistel (mistletoe). A Bf 109E fighter was intended for the top half and a DFS 230 glider for the bottom. They were both piloted.

The decision to employ this technology for the dropping of a “grossbombe,” or large bomb, against a ground target, was made in June 1943. The lowest section would be a “war weary” unmanned Junkers Ju 88A-4 loaded with 3.5 tons of explosives, while the upper portion would still be a Bf 109, now a 109F.

The Bf 109 pilot would control the entire Mistel until it passed over the target, at which point the Ju 88 would be targeted and its internal autopilot unit would be turned on. By using explosive bolts to detach from the Ju 88, the Bf 109 would later rip off as the bomb descended toward its intended target.

The high-explosive warhead of the Ju 88 was a massive hollow charge with a plunder detonator at its tip that was mounted in place of the cockpit of the aircraft. High-value targets including capital ships, power plants, and bridges were to be attacked with them.

The crew compartment of a Ju 88 was taken out at the aft bulkhead when it was modified for Mistel service. The compartment could then be reattached for use during training or while transporting the combination by means of four quick-release bolts that were later installed. For safety, the warheads were transported separately by road or rail.

The crew compartment could be quickly removed using the quick-release bolts once the aircraft and the warhead had arrived at the operational airfield. The warhead could then be installed. Therefore, rather than having warheads, the Mistels being flown on February 3, 1945, had their crew compartments ready to go along with working controls.

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 and GoodFon.com

December 19, 2022 0 comment

History

The first RAF “thousand bomber raid” against Nazi Germany during Operation Millenium

by Till Daisd December 19, 2022

written by Till Daisd

On the night of May 30/31, 1942, 1047 bombers attacked Köln, despite the fact that it was pouring rain in England. This was possible to the perfect weather conditions in Germany at the time.

At the height of the Anglo-American strategic bombing campaign against Nazi Germany in the Second World War, Air Officer Commanding-in-Chief (AOC-in-C) of RAF Bomber Command was Marshal of the Royal Air Force (RAF), Sir Arthur Travers Harris, also known as “Bomber” Harris.

Harris planned to fly 1000 aircraft over a single target in a single night in an effort to accelerate the bomber campaign against Germany. The most that Bomber Command had ever accomplished on any given night was less than 300, as explained by Michael Napier in his book Vickers Wellington Units of Bomber Command, so a considerable amount of work would be required to execute the “thousand plan,” which had been code-named Operation Millennium. As many aircraft as could were prepared for operations by each squadron, and the OTUs (Operational Training Units) were also entrusted with supplying as many bombers as they could.

The night of May 30 and May 31, 1942, saw a total of 1047 bombers strike Köln, despite the fact that it rained heavily in England. This attack was made possible by the favorable weather conditions in Germany at the time. More than 600 Wellingtons, including 228 OTU bombers, targeted Köln that night. Wellingtons made up the majority of the aircraft. Many Wellington squadrons launched outstanding numbers of aircraft: No. 12 Sqn despatched 28 Wellingtons, the most the unit had ever sent out; No. 75 (NZ) Sqn had 23; No. 142 Sqn had 22; and No. 57 Sqn had 20. The bomber stream proceeded to the objective via Cromer and Dunkirk before returning via Vlissingen and Aldeburgh.

Little 103 Sqn, which dispatched 19 Wellingtons, reported that ‘visibility was good over route and target area, slight cloud only with a bright moon on the trip – aircraft had no difficulty in identifying the target, and little or no flak was encountered’. The moonlight and fires made it easy to see the River Rhine, the cathedral, and the bridges.

A combination of HE and incendiaries was carried on board the aircraft, with the former being used to blow off roofs so that the latter could fall inside and start fires. In total, 868 aircraft (496 of which were Wellingtons) were able to effectively assault the target. Most Wellington attacks occurred between 12,000 and 14,000 feet in the air. One crew from No. 9 Sqn stated that the ‘whole town was ablaze at 0115 hrs and fires were visible 100 miles after leaving. Fires visible from the Dutch coast from 10,000 ft on return’. Despite the fact that the German defenses were completely overrun by bombers, 29 Wellingtons did not return from the mission. On the return leg, one anonymous crew was spotted at 17,000 feet, ten miles south of Eindhoven. They described seeing ‘an ME 110 carrying no lights, traveling on a reciprocal course, slightly below, to port, at a distance of approximately 200 yards. There was no searchlight or flak activity at the time and IFF had not been used. Although our aircraft took normal evasive action, altering course 30° to port and starboard alternatively, ME 110 turned and closed in to attack from the starboard quarter at the same height. Our rear gunner, Sgt Dent, fired one seven‐second burst at 400 yards range and the enemy aircraft dived and was lost sight of temporarily.

‘Five minutes later ME 110 appeared once again on the starboard quarter and attacked our aircraft, closing in from 300 yards range, firing three short bursts of both machine gun and cannon. Our rear gunner replied and claimed, in which he is supported by the second pilot, to have secured “belly” hits at 80 yards range. Enemy aircraft dived from view and was not seen again. At this moment our aircraft went into an evasive dive from 17,000 ft to 12,000 ft so the enemy aircraft was not seen to crash, but it was probably damaged or destroyed.’

Plt Off D. M. Johnson (T2894), who had been temporarily attached to No 75 (NZ) Sqn from the Central Gunnery School at Sutton Bridge, was one of the OTU crews and personnel pulled in from other units to make up the numbers that night. The crew of Plt Off Ravenhill’s X3387 from No. 57 Sqn, which crashed at Lakenheath on the way back, and other severely damaged aircraft were safe.

Vickers Wellington Units of Bomber Command is published by Osprey Publishing and is available to order here.

The story of Operation Millennium: the first RAF

Photo by The National Archives UK and Crown Copyright

December 19, 2022 0 comment

History

Ex-Pakistan Air Force pilot, awarded for claiming 3 alleged victories during the Six-Day War, passed away

by Till Daisd December 18, 2022

written by Till Daisd

In the June 1967 War, Saif ul-Azam claimed and received credit for shooting down three Israeli jets. But his statements continue to be “unclear.”

Saif ul-Azam, a highly decorated former pilot of the Pakistan Air Force and afterward the Bangladesh Air Force who served during the Arab-Israeli War in June 1967, passed away, according to Al Jazeera.

For those to whom his name might ‘not ring any bells’, or ‘too few to recall’….

During the War of June 1967, Mr. Azam claimed and received credit for shooting down three Israeli jets. As a result, he received numerous awards from Pakistan, Jordan, and Iraq (the latter decorated him for his 1 confirmed kill during the September 1965 Indo-Pakistani War).

His 1967 statements, however, are still ‘unclear. Nevertheless, he is by no means the only pilot who has engaged in air combat there, and he is surely not the only one to have achieved kills. He is simply the “best known” in the West as a result of Pakistani propaganda.

To make sure: ‘Mr. Azam, may he rest in peace, was also humble enough to stress this, in an interview I had with him, about 10 years ago.’

His Jordanian wingman Ihsam Shurdom also claimed one kill over Jordan on June 5, 1967, and the Israelis acknowledge just one loss. Who then made that kill? Shurdom or Azam?

That remains unclear until this very day.

On June 7, 1967, over Iraq, not only did Azam claim two kills, but also Azam’s Jordanian wingman and Samir Yousif Zainal, one of two Iraqi pilots there. Each and every one of them received a decoration for two kills and was given credit for two kills. The Israelis only lost 3 or 4 jets, not 6, as a result. So, again: ‘who scored what kill….?’

Another ambiguity:

‘Nobody – especially no Pakistanis – has ever seriously cross-examined all these claims before Mrs. Patricia Salti’s and my related book HAWKER HUNTERS AT WAR has been published, four years ago. BTW, and so typically, the Pakistanis never talk about Mr. Azam’s subsequent career: he was forced to leave the PAF in 1971 because he was a Bengali. That’s why he then went over to Bangladesh and served with the local air force instead.’

‘(I would like to stress once again, this is NO attempt to lessen Mr. Azam’s achievements or skills as a pilot, or any other kind of disrespect: just a reminder that such instances like al-Jazeera are all wrong in regard to Mr. Azam. There is only one pilot to have 4 confirmed claims against the Israelis during the June 1967 War. That was Mohammed Mansour, a Syrian MiG-21-flier, whose story I’ve told in one of my earlier posts. Mansour did score 4, perhaps even 4.5, and undeniably confirmed kills. …if there is any disrespect, then on the part of the US troops, which looted the Memorial Room of the former Iraqi Air Force‘s Intelligence Directorate, back in April 2003, smashed the wing of an Israeli Mirage shot down by Azam, Shurdom and/or Zainal, took away the helmet of one of the downed Israeli pilots, and sent it to Israel… or all those ‘Arabs’ who are commemorating Mr. Azam while being entirely clueless about Zainal or Shurdom. BTW, Zainal was forced to leave Iraq due to the Ba’athist coup of 1969: he fled to Syria, joined the air force there, and was killed during the October 1973 War with Israel, while in command of a MiG-17-squadron of the Syrian Arab Air Force).’

Former Pakistan Air Force pilot decorated for having scored three (unconfirmed) kills against Israeli military aircraft during the Six-Day War passes away — Royal Jordanian Air Force Hawker Hunter

Check out Helion & Company’s website for books featuring interesting stories written by Tom Cooper.

Photo by Bangladesh Air Force and RuthAS via Wikipedia

December 18, 2022 0 comment

History

An internet petition called #SaveBrunty is attempting to preserve the Cold War jets

by Till Daisd December 18, 2022

written by Till Daisd

To prevent the loss of the priceless UK Aviation History now being preserved at Bruntingthorpe, aviation enthusiast Oliver Burden started a petition

C Walton Ltd, the operating company for Bruntingthorpe Aerodrome and Proving Ground, was purchased by Cox Automotive UK in March. According to the most recent statement made by the company (which can be read here), “the Aviation business and Cold War Jets Museum at the Bruntingthorpe site are now closed and will not re-open.”

On behalf of manufacturers and fleet companies, Cox Automotive will use the location to hold brand-new vehicles that haven’t been sold or returned at the end of their lease. Oliver Burden, an aviation enthusiast, started a petition to stop the destruction of the priceless UK aviation history that is now being conserved at Bruntingthorpe in response to this sad news.

“Notice has now been issued to some of the historic aircraft preservation groups (including the Cold War Jets Collection, Lightning Preservation Group, the Buccaneer Aviation Group, Classic British Jets Collection, GJD AeroTech, and others) based at the site that they must leave before the end of 2020. For many of these groups, this is effectively a death knell for their aircraft as they cannot be flown, and to move them by road would be prohibitively expensive (reportedly as much as £300,000 for one aircraft). The enthusiasts who have kept these aircraft in working condition now face this insurmountable funding hurdle to prevent their aircraft, all their hard work, and an irreplaceable part of UK Aviation and industrial heritage from being cut up for scrap. Even in the unlikely event that funds were found to move them, this would require dismantling the aircraft and would likely prevent them from functioning ever again.

“Historically important aircraft in the Cold War Jets Collection such as the Vickers VC-10, de Havilland Comet, Hawker Siddeley Buccaneer, English Electric Lightning, Handley Page Victor, and others are all potentially at risk.”

In his petition, Burden explains that he is only requesting that “Cox Automotive, C Walton Ltd, and the other various stakeholders reconsider their approach and work with the groups representing these aircraft to broker a compromise that ensures that the aircraft can stay on site, even if it means a temporary halt to Cold War Jets fast taxi days to allow the site to be used for commercial car storage until such a time where these days can resume. I believe that such a solution would generate much positive PR for all involved parties with little impact on their commercial operation and save many unique aircraft from being scrapped.

“The historic British aircraft based at this site represent some of the last working and best-preserved examples of their kind and present a unique opportunity to witness a wide variety of historic jet aircraft moving under their own power in one place.

“As an Aircraft Engineering Apprentice, I, like many of my colleagues in the sector were inspired by the museums and airshows we visited as children, many of which sadly no longer exist due to the safety restrictions placed on the UK airshow scene in the wake of the Shoreham Airshow Crash in 2015.

“The museum and fast taxi events by the Cold War Jets Collection at Bruntingthorpe represent a unique and safe way to enjoy these historic aircraft on the ground whilst still preserving them in working condition for future generations.

“We must act now to prevent further irreversible loss of our nation’s proud industrial heritage.”

#SaveBrunty

Let’s help Oliver Burden save Bruntingthorpe HERE!

Photo by Paul Lucas from Leicestershire, UK via Wikipedia

December 18, 2022 0 comment

Military

The F-111 Aardvark

by Till Daisd December 18, 2022

written by Till Daisd

For the bulk of the Cold War, the F-111 Aardvark served as the U.S. Air Force’s premier strike aircraft. From Vietnam onward, it participated in almost all wars until it was replaced by the F-15E Strike Eagle. It also performed a limited number of missions as a strategic bomber for Strategic Air Command. One of the first joint service aircraft, the F-111 was designed to meet the needs of the U.S. Air Force for a swing Wing strike bomber and the U.S. Navy for a long-range interceptor.

Two strong but fuel-efficient TF-30 turbofan engines with revolutionary afterburner technology were the core of the F-111’s construction. The fuselage can hold fuel for sorties up to 2500 miles in length and bomb payload weighing up to 31,000 pounds. with an additional thousand miles added by external tanks. The enormous aircraft weighed more than twice as much loaded as it did empty, at 20 tons. The F-111’s designers had a difficult task on their hands: they had to create an aircraft that could fly at very high speeds and still take off or land on a short runway.

Smaller wings would reduce drag, allowing an aircraft to travel quicker, but they would also reduce lift, forcing an aircraft to fly faster before takeoff, necessitating a longer runway. For instance, the F-105 Thunderchief, the other supersonic fighter bomber of the time, had extremely short wings and needed airstrips over a mile long for takeoff, which limited the number of airfields it could fly from.

Designers of the F-111 used a cutting-edge technique known as variable geometry or swing wings. These allowed the wings to create the most lift during takeoff and would tuck inward during mid-flight to reach higher speeds. The technology was initially utilized in the F-111, one of the numerous significant designs. The two-man crew was seated side by side in a cockpit pod. When they wanted to leave, a rocket lifted the pod into the air, and it subsequently descended to the surface on a parachute, much like a space capsule.

The pioneering new terrain-following radar on the F-111, which recorded the landscape directly in front of the aircraft and then automatically changed the flight path to prevent a collision, was a significant innovation. This made it possible for F-111s to fly at low altitudes of as little as 200 feet above the ground and at high speeds without crashing, even at night or in severe weather. The F-111 was given the nickname “Aardvark” because of its prowess in the dark and while hunting. F-111s did demonstrate some potential, being capable of exceeding Mach 1.2 at low altitudes or more than double that. While flying at a high altitude at Mach 2.5, the landing strip only has to be 2,000 feet long.

It was the first tactical aircraft from the United States to fly over Europe without refueling in the middle of the flight. However, because the F-111’s design was oriented toward meeting Air Force requirements, the carrier-based Interceptor variant of the F-111B struggled in tests to go faster than Mach 1. Everyone lost out financially as the costly force compromise that was the naval version was finally abandoned. However, many of the F-111B’s more promising design features were carried over to the F-14 Tomcat.

F-111s took part in Operation Desert Storm during the 1991 Gulf War. More successfully than any other U.S. strike aircraft employed in the operation, F-111Fs accomplished 3.2 successful strike sorties for every unsuccessful one during Desert Storm.

Nearly 80% of the laser-guided bombs used in the battle were dropped by the squadron of 66 F-111Fs, including the penetrating GBU-28 bunker-buster. More least 1500 Iraqi tanks and armored vehicles were said to have been destroyed by F-111 aircraft, whose anti-armor mission was known as “tank blinking.”

The Australian Air Force used the F-111 until 2010, during which time it earned the nickname “the pig.” After receiving a batch of 24 F-111Cs in 1973, the Australians went on to purchase an additional 15 FB-111s and four F-111As. The F-111s gave Australia the ability to project military force across the wide expanses of the Pacific Ocean, increasing its diplomatic clout even if they were never employed in actual conflict. Pigs were the pride of Australian airshows, where they commonly performed the “dump and burn” maneuver, in which fuel was thrown out the back and ignited with the afterburners.

Combat over Syria, Chechnya, Libya, Afghanistan, and Ukraine has seen active employment of them. A Turkish F-16 shot down a Russian Su-24 attacking Syrian rebels in 2015, sparking a significant diplomatic controversy.

There were 563 total F-111s produced; following the F-111A, the F-111D and E models improved the Aardvark electronics and engine inlets and boosted engine thrust. A different model, the FB-11, had upgraded engines and was two feet long to carry more fuel. 75 of these aircraft were used by strategic Air Command troops.

The F-111C, which was only offered to Australia, combined design features from the FB-11 and the F-111E. The final F-111F featured updated radar, engines with 35% greater performance, and a paved attack infrared targeting pod that let the crew locate targets on the ground and hit them with precision-guided explosives. At a cost of $1.5 billion, 42 F-111 were transformed into unarmed EF-111A Raven electronic jamming platforms beginning in the middle of the 1970s. The essential component of the EF-111 was an ALQ-99E jamming pod, which sent out radiation that rendered nearby radars inoperable and allowed entire formations of aircraft to fly by undetected in its wake.

The Raven was known to its pilots as the “Spark-Vark” because when the Jammer was active, it’s current literally made the hairs on their heads stand as it crackled through the aircraft. The EF-111 may be distinguished by the receiver pod on the tail fin. Between 1967 and 1998, the F-111 served the USAF in operational roles. Prior to being converted to the F-111G and handed to air combat command, the FB-111s were operated by Strategic Air Command from 1969 until their retirement in 1993.

December 18, 2022 0 comment

Newer Posts

Older Posts