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P51

The story of Major George E. Preddy, the most successful P-51 Mustang Pilot of all time that was Killed In Action in a Tragic Case of Friendly Fire on Christmas Day 1944

by Till Daisd August 30, 2023

With a final official score of 26.833 aerial victories, Major George E. Preddy remains the most successful P-51 Mustang pilot of all time

The awesome artwork in this post was painted by Wade Meyers (be sure to visit his site to see his beautiful paintings) and shows 25-year-old Major George E. Preddy, Jr. cruising just over the clouds in his CRIPES A’ MIGHTY 3rd, circa late June 1944.

Preddy, a native of Greensboro, North Carolina, first flew in the South Pacific area of operations before returning to the US and eventual assignment to the England-bound 352nd Fighter Group.

Preddy thrived with the “Bluenosers” while flying the P-47 and P-51. While slight of build, his experience, example, and leadership commanded respect from his fellow pilots, including his legendary squadron commander, Lt. Col. John C. Meyer, who later rose to four-star rank as commander of the Strategic Air Command. Meyer, himself a 26-victory WWII ace, said of his friend, “George Preddy was the greatest fighter pilot who ever squinted through a gunsight; he was the complete fighter pilot.”

Major-George-E-Preddy-Jr — Major George E. Preddy Jr. of the 487th Fighter Squadron, 352nd Fighter Group, hold up hands for six enemy aircraft he shot down on 6 August 1944 mission. This was a record number of victories for a single pilot in one mission.

Soon after downing six Bf 109s in one mission on August 6th, an action for which he received the Distinguished Service Cross, George returned to the US for home leave until mid-October. Returning to the Bluenosers, Preddy was hand-picked to assume command of the 328th Fighter Squadron, which had a bit of a morale problem since they were the lowest-scoring squadron in the 352nd and couldn’t seem to find a groove. Preddy didn’t say too much to his new squadron other than a short talk to clarify why there were there: “To shoot down the Hun.” Following his lead, the 328th went on to a record-setting run of victories.

Maj. Preddy was killed in action on Christmas Day 1944 in a tragic case of friendly fire. After shooting down two Bf 109s, Preddy was leading two other Mustangs when they were vectored near Liège, where enemy aircraft had been sighted. While chasing a lone Fw 190D at treetop level at high speed in the Hurtgen Forest area, the Mustangs suddenly appeared over a clearing and immediately received intense ground fire from the quad .50s of at least one of the American mobile anti-aircraft gun emplacements in the area. The Mustangs had been assured that all local units had been notified to stand down so their low-level chase of the German fighter could continue. Unfortunately, due to apparent communications difficulties the word was indeed not spread to all the gun crews, and all three P-51s were hit with heavy and accurate fire.

Preddy’s plane was severely damaged and he immediately channeled sharply up to his left, popped the canopy, and possibly received another accurate burst of ground fire as he pulled up. As the plane rolled inverted and nosed over, Preddy was seen to bail out at just a few hundred feet. Due to the low altitude, injury, equipment malfunction, or some combination of the three, his chute did not open in time.

With a final official score of 26.833 aerial victories (23 1/3 in the Mustang, plus 3 Probables and 4 Damaged, with 5 destroyed on the ground), Preddy remains the most successful P-51 pilot of all time. His decorations include the Distinguished Service Cross (now Air Force Cross), Distinguished Flying Cross with 8 Oak Leaf Clusters (OLC), Silver Star with OLC, Air Medal with 7 OLCs, Purple Heart, and Belgian Croix de Guerre.

August 30, 2023 0 comment

History

The legendary Tuskegee Airmen member Brig. Gen. Charles McGee passed away

by Till Daisd July 22, 2023

written by Till Daisd

On January 16, 2022, retired Brig. Gen. Charles McGee, a renowned member of the Tuskegee Airmen, passed away at 102 years old

On January 16, 2022, retired Brig. Gen. Charles McGee, a renowned member of the Tuskegee Airmen, passed away at 102 years old. Throughout his career, McGee completed 409 air combat missions.

He was one of the last surviving pilots from the Tuskegee Airmen — a group of African American pilots who were credited not only for their service in World War II but also for breaking barriers.

McGee was one of just 8 combat-experienced pilots left out of the 355 Tuskegee pilots, according to WTOP News.

McGee, who was born on December 7th, 1919, in Cleveland, excelled as a leader from a young age and attained the rank of outstanding Eagle Scout. He continued to lead throughout his military career after entering the US Army as a pilot on October 26, 1942, according to the article Tuskegee Airman celebrates 102nd birthday at 12th FTW by Lori A. Bultman, 502nd Air Base Wing Public Affairs.

On June 30, 1943, McGee earned his pilot’s wings. He flew his first mission on Valentine’s Day in February 1944 while stationed in Italy with the 301st Fighter Squadron of the 332d Fighter Group.

McGee-Tuskegee — Retired Brig. Gen. Charles McGee, a documented Tuskegee Airman, holds up a bottle of cola to honor the tradition of shooting down an enemy aircraft during his tour of the 99th Flying Training Squadron on Dec. 6, 2021, at Joint Base San Antonio, Texas.

McGee escorted Consolidated B-24 Liberator and Boeing B-17 Flying Fortress bombers over Germany, Austria, and the Balkans while flying the Bell P-39Q Airacobra, Republic P-47D Thunderbolt, and North American P-51 Mustang fighter planes during World War II. McGee had completed 137 combat missions by the time he was elevated to the rank of captain. In December 1944, he traveled back to the US and started working as an instructor for North American B-25 Mitchell bombers at Tuskegee Army Air Field. He remained there until the base’s closure in 1946.

During the war, McGee was transferred to Lockbourne Air Field in Columbus, Ohio, where he took the position of base operation and training officer before being enrolled in an air refueling unit and attending a technical course for aircraft maintenance. McGee flew P-51 Mustangs once more in the 67th Fighter Bomber Squadron at the start of the Korean War, flying 100 missions and rising to the rank of major.

He continued his career as a fighter pilot in the US Air Force, the Department of Defense’s newest aviation division. Then-Lt. Col. McGee flew 172 combat flights in a McDonnell RF-4 photo reconnaissance aircraft during the Vietnam War. This concluded a 30-year active service career in which he participated in 409 combat missions as a fighter.

Since his retirement about 50 years ago, he has been honored with numerous awards, including the Congressional gold medal and inclusion into the National Aviation Hall of Fame by President George W. Bush.

Yet, McGee’s career did not stop with receiving accolades. In fact, according to his family, the last three years of his life were some of the greatest. He flew three state-of-the-art business jets to commemorate his 99th and 100th birthdays. His last journey was made in an Air Force T-37 VIP Air Transport on December 6, 2021, to visit the 99th Flying Training Squadron, 12th Flying Training Wing, at Joint Base San Antonio-Randolph in honor of his 102nd birthday.

During a heritage tour of the 99th Flying Training Squadron, McGee and many members of his family observed a T-1A Jayhawk with his name on the side on the nearby flightline. Three of McGee’s children were among the visitors who later went to a facility with flight simulators and took part in a training mission in a T-1A aircraft simulator.

A model T-7A Red Hawk was given as a gift at the end of the visit, and squadron members serenaded McGee as a cake was placed in front of him. The Tuskegee Airmen and the P-51 Mustang “Red Tail” aircraft that they flew during World War II are remembered in the Air Force’s newest trainer aircraft, the T-7 Red Hawk.

According to a statement from McGee’s family, he was a “living legend known for his kind-hearted, and humble nature, who saw positivity at every turn.”

Photo by U.S. Air Force photo by Sean M. Worrell

July 22, 2023 0 comment

History

This is what it’s like to fly the famed P-51 Mustang into the sky

by Till Daisd March 6, 2023

written by Till Daisd

During a Mustang orientation flight, the passenger is encouraged to conduct the majority of the flying himself, from simple maneuvering to high-performance aerobatics.

This post includes a link to an amazing video that shows what is like to learn to fly the iconic P-51 Mustang.

The footage was taken from inside the cockpit of a Mustang nicknamed “Crazy Horse 2,”. It shows the famous instructor pilot (IP) Steve Larmore giving a briefing before the orientation flight aboard the aircraft conducted by ‘The Lieutenant’ of ‘The SKYMONKEYYYs’ – Division Flyyy.

A former USAF P-51D known as Crazy Horse 2 was transformed into a twin-stick TF-51 by Stallion 51 in 2000. (an aviation business that provides a wide range of aviation services from orientation flights onboard historic warbirds to aircraft management).

As seen in the video, during an orientation flight in one of Stallion 51’s warbirds, the passenger is encouraged to handle the majority of the flight on his own, from straightforward maneuvering to high-performance aerobatics.

Aside from that, the video amply illustrates the P-51 Mustang’s exceptional speed and maneuverability, which helped it rank among the top World War II fighters and allowed it to outmaneuver the majority of Luftwaffe and Japanese combat aircraft.

The video can be viewed here.

Photo from video screenshot

March 6, 2023 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

James Howard, the P-51 Mustang pilot who fought alone for 30 minutes against Luftwaffe fighters

by Till Daisd December 15, 2022

written by Till Daisd

As he flew above the target area for 30 minutes, Howard attacked the enemy, shooting down three and damaging a fourth to become the first fighter ace for the Merlin Mustang and the 354th FG

The 401st Bomb Group (BG) B-17Gs were bombing the Me 110 fighter plants in Germany’s Oschersleben and Halberstadt on January 11, 1944. The unit’s bombers had a difficult day because even though it was their 14th mission, it was the first one on which they suffered significant losses. Four aircraft were reported missing in combat after bombing their target.

Turning back home, they saw an astounding sight, according to Air Force Magazine: a single P-51 stayed with them for an incredible 30 minutes on egress, chasing off German fighters trying to hack away at the bombers. Maj. Allison C. Brooks, the 401st’s task group leader, described the situation as a “one-man Air Force.”

“Who was that Mustang pilot who took on the German Air Force single-handedly, and saved our 401st Bomb Group from disaster?” wondered Col. Harold Bowman, the unit’s commander. Soon the B-17 crews knew—and so did those back home. “Maj. James H. Howard was identified today as the lone United States fighter pilot who for more than 30 minutes fought off about 30 German fighters trying to attack Eighth Air Force B-17 formations returning from Oschersleben and Halberstadt in Germany,” reported the New York Times on Jan. 19, 1944.

James Howard, a future general in the USAF, started his career as a pilot while serving with the American Volunteer Group (AVG), where he developed his leadership and fighter piloting abilities. Howard joined the USAAF after the AVG disbanded and transferred to the 354th Fighter Group (FG) when it was activated, according to James William “Bill” Marshall and Lowell F. Ford in their book P-51B Mustang North American’s bastard stepchild that saved the Eight Air Force.

He directed the 356th Fighter Squadron (FS) in an assault on German fighters swarming around the 401st BG during the Oschersleben raid on January 11, 1944.

The story of James Howard, the P-51 Mustang pilot who fought alone, for 30 minutes against Luftwaffe fighters to protect B-17 bombers egressing from skies over Germany — Lieutenant-Colonel James H Howard of the 354th Fighter Group in his P-51 Mustang in April 1944.

Howard was confident in his P-51B’s ability to hold its own against a horde of German fighters, despite quickly becoming isolated from his wingman and the rest of his squadron (more than 40 were reportedly seen in the area). He took part in a 30-minute fight above the target area, downing three and damaging a fourth to become the first fighter ace for the Merlin Mustang and the 354th FG.

For his achievements, Howard was also the only fighter pilot in the European Theater of World War II to receive the Medal of Honor.

The citation read: ‘For conspicuous gallantry and intrepidity above and beyond the call of duty in action with the enemy near Oschersleben, Germany, on 11 January 1944. On that day Col. Howard was the leader of a group of P-51 aircraft providing support for a heavy bomber formation on a long-range mission deep in enemy territory. As Col. Howard’s group met the bombers in the target area the bomber force was attacked by numerous enemy fighters. Col. Howard, with his group, at once engaged the enemy and himself destroyed a German ME. 110. As a result of this attack Col. Howard lost contact with his group, and at once returned to the level of the bomber formation. He then saw that the bombers were being heavily attacked by enemy airplanes and that no other friendly fighters were at hand. While Col. Howard could have waited to attempt to assemble his group before engaging the enemy, he chose instead to attack single-handed a formation of more than 30 German airplanes. With utter disregard for his own safety, he immediately pressed home-determined attacks for some 30 minutes, during which time he destroyed 3 enemy airplanes and probably destroyed and damaged others. Toward the end of this engagement, 3 of his guns went out of action and his fuel supply was becoming dangerously low. Despite these handicaps and the almost insuperable odds against him, Col. Howard continued his aggressive action in an attempt to protect the bombers from the numerous fighters. His skill, courage, and intrepidity on this occasion set an example of heroism which will be an inspiration to the U.S. Armed Forces.’

P-51B Mustang North American’s bastard stepchild that saved the Eight Air Force is published by Osprey Publishing and is available to order here.

Photo by U.S. Air Force

December 15, 2022 0 comment

History

Tuskegee Airman promoted to brigadier general after flying a record 409 combat flights

by Till Daisd October 24, 2022

written by Till Daisd

In the 2020 defense policy bill, Tuskegee Airman Charles McGee, who turned 100 on December 7, 2019, received an honorary promotion from colonel to brigadier general

In the 2020 defense policy bill, Tuskegee Airman Charles McGee, who turned 100 on December 7, 2019, received an honorary promotion from colonel to brigadier general. In the Oval Office of the White House on February 4, President Donald Trump took part in the promotion pinning ceremony for the illustrious Tuskegee Airman.

McGee started his career in the U.S. Army Air Corps and spent three decades in uniform, according to Air Force Magazine. During World War II, McGee flew bombers in the P-39Q Airacobra, P-47D Thunderbolt, and P-51 Mustang over Germany, Austria, and the Balkans. McGee flew the F-51 on 100 interdiction missions from Japan during the Korean War, then the RF-4C on an additional 173 reconnaissance missions in Vietnam.

Legendary Tuskegee Airman who Flew a Record 409 Combat Missions in Three Wars Promoted to Brigadier General — President Donald J. Trump participates in the promotion pinning ceremony for State of the Union Gallery guest and Tuskegee Airman, retired Brig. Gen. Charles McGee, Feb. 4, 2020, in the Oval Office of the White House.

More than any other pilot in the three wars, McGee flew a record-breaking 409 combat mission during the course of his career.

“I’d like to pass on what I call my four ‘P’s’ — perceive, prepare, perform, persevere — dream your dreams but get the good education to accomplish the desires and needs of the country,” he said.n“Always seek excellence and always do your best in things that you do. Finally, don’t let the negative circumstances be an excuse for not achieving.”

In spite of his 1973 retirement, McGee kept making history. Former president George W. Bush gave him the Congressional Gold Medal in 2007, and he was enshrined in the National Aviation Hall of Fame in 2011. Then, in 2019, the T-7A training aircraft was given the name “Red Hawk” in honor of the aircraft the Tuskegee Airmen flew, cementing their legacy.

“Incredible story. After more than 130ncombat missions in World War II, he came back home to a country still struggling for civil rights and went on to serve America in Korea and Vietnam,” Trump said. He added, “Gen. McGee, our nation salutes you. Thank you, sir.”

The U.S. Space Force, the country’s newest military branch, and McGee’s grandson, Iain Lanphier, an eighth-grader in Arizona who “aspires to go to the Air Force Academy” and someday work for the Space Force, were both praised by Trump who also provided a peek at future generations of airmen.

“Most people look up at space. Ian says, ‘I want to look down on the world.’”

Photo by Senior Airman Christopher Quail / U.S. Air Force and Shealah Craighead / Official White House Photo

October 24, 2022 0 comment

History

How American B-17 bombers intended to gain air superiority over Germany

by Till Daisd October 14, 2022

written by Till Daisd

The destruction of the Luftwaffe and its industries was the Eighth Air Force’s top mission in 1943, and its B-17s were dedicated weapons for long-range, daytime precision bombing

The destruction of the Luftwaffe and its industries was the Eighth Air Force’s top mission in 1943, and its B-17s were dedicated weapons for long-range, daytime precision bombing.

The gyrostabilized Norden M-4 bombsight, developed in the middle of the 1930s, ironically for the US Navy, was one of the factors that led the US Army Air Force (USAAF) to commit to daytime precision bombing, as Marshall L. Michel III explains in his book Schweinfurt-Regensburg 1943. The Norden was ordered by the USAAF for its brand-new B-17s, and tests of the Norden/B-17 combo under perfect weather and visibility conditions revealed that it much outperformed the accuracy of its forerunners and would enable precise bombing from a tremendous height. The Norden garnered much attention from the media, and to increase its mystery, no images or information regarding how it operated was ever made public.

However, the Norden was most effective when used by single aircraft that could independently maneuver to line up on the target. The maneuvering required for the Norden to perform at its peak couldn’t be met in combat, and the Nordennbombsight, with its delicate adjustment, lost much of its value. All aspects of the bombing mission, aside from the brief moments of the bombing run, were dominated by defense-related considerations.

Even under ideal circumstances, more than half of the bombs hit more than 1,000 feet from the target. These circumstances were the best for accuracy and protection from flak, but they would not give enough defense against aircraft strikes in combat. An inferior sight that required less careful adjustment was briefly considered, which would have significantly jeopardized the American bombardment theory’s foundational accuracy ideal.

Norden Bombsight, Formation Bombing and Lead Crews: How American B-17 Bombers Hoped to Achieve Air Superiority during Long-Range Daylight Precision Bombings over Germany — *Norden bombsight on display at the Imperial War Museum in Duxford*.

It was necessary to create techniques to hit the German objectives with sufficient accuracy while maintaining the bombers in their tight defensive formation since the Eighth Air Force Bomber Command hoped to survive over Germany unescorted by their heavy firepower and tight formations. Flak was also a danger to the target, even if German fighters were the main danger. Flak hindered efficient bombing operations more by forcing the aircraft to bomb at high altitudes, which decreased accuracy, than by actually killing or injuring the bombers.

Because of the German fighter defenses, it was clear that each bomber could not disperse and conduct a separate bomb run. As a result, formation bombing, in which all bombers drop their bombs simultaneously with the lead aircraft, was successfully tried as early as January 1943. The VIII Bomber Command’s Operational Research Section strongly advised using this method in March 1943. Although it would be difficult to maneuver the large formations onto the bombing run and the resulting bomb pattern would scatter more widely than was ideal for the desired accuracy, in July 1943 VIII Bomber Command’s leadership agreed and ordered that the combat wings begin to plan to use formation bombing.

The wings had to build well-coordinated pilot, navigator, and bombardier teams in order for formation bombing to succeed. In order to do this, VIII Bomber Command ordered the formation of special “lead crews” in each squadron at each station. Squadrons were required to identify their top bombardiers before joining with a carefully chosen navigator. The lead crew pilot was picked for his ability to fly smoothly and make modifications gradually to keep the formation together. These lead crews alone would be responsible for identifying the target, guiding the unit on the bomb run, finding the release point, and delivering the order to release.

Only three other aircraft in each group carried bombsights in case the lead aircraft was shot down: the high and low squadron leaders and the wingman of the lead aircraft. The other crews’ task was to remain in strengthened defensive positions and release when the commander was freed.

To serve as squadron or group lead crews on combat missions, the lead crews received extensive training. They frequently carried an extra navigator, and typically an officer pilot served as the tail gunner, giving the pilot advice on the formation’s status. Finally, the lead crew’s tour would be curtailed by five missions, and they were only allowed to take part in combat as a lead crew. In addition to these crews, each squadron had two extremely dependable B-17s that were designated as “lead bombers” and outfitted with every device necessary to accurately bomb a target as it became available.

The few seconds before the lead bombardier launched the bombs when he had to carry out his final sighting operation and find the bomb release site, were the most crucial in the entire mission. This required that the lead bomber be kept as close to a constant course without slips, skids, or changes in altitude. VIII Bomber Command decided that a mechanical instrument could maintain this precise position better than a pilot, who might be distracted by flak or advancing fighters.

This automatic flight-control equipment (AFCE), sometimes known as an automatic pilot, was created and successfully deployed for the first time on March 18, 1943. By synchronizing sighting and pilotage, the AFCE allowed the bombardier to control the aircraft on the bomb run with mechanical precision, allowing him to produce a steadier bombing run than even experienced pilots could. The AFCE was soon given to all of the B-17s that had been assigned as “lead” aircraft.

However, as the Combined Bomber Offensive in 1943 gained momentum, two infamous raids compelled the Americans to reconsider the viability of long-range daylight precision bombing. The Americans lost 60 bombers and hundreds of troops when they launched a massive and ingenious double-strike against the factories in Schweinfurt and Regensburg, flying far outside the P-47 escorts’ range. This temporarily crippled VIII Bomber Command. The devastation was only duplicated in the raid that followed on Schweinfurt.

To weaken the Luftwaffenfighter force and secure the necessary air supremacy for the accomplishment of Operation Overlord, the American campaign goal for the daylight bombing sorties deep into Germany in 1943 was to do so. Because the Germans were successful in achieving their own goal of destroying so many Eighth Air Force bombers, the Americans were unable to complete their campaign objective by the middle of October 1943.

The North American P-51B Mustang was the actual answer to this problem. In reality, the long-range P-51B not only reduced bomber losses but also soon established air superiority over Europe, which helped pave the way for D-Day in numerous ways.

Schweinfurt-Regensburg 1943 is published by Osprey Publishing and is available to order here.

Photo by Robert Taylor via Aces-High.com, U.S. Army Air Force, and Rama via Wikipedia

October 14, 2022 0 comment

History

The first fight of a P-51 with a Me 262, which resulted in the death of Luftwaffe Ace Walter Nowotny

by Till Daisd September 5, 2022

written by Till Daisd

Even though his last statements were muddled, Nowotny’s aircraft was struck and on fire when he plunged to his death

For their respective air forces, the Me 262 and P-51 Mustang were the cutting edges in terms of design, performance, and combat capabilities.

The Me 262, which made its operational debut in the summer of 1944 and was powered by the Jumo 004 jet engine, was faster and more powerful than anything the Allies possessed. However, the availability of both machines and trained pilots was becoming an insurmountable problem for the Luftwaffe.

The USAAF, meanwhile, finally had a fighter with the “legs” to escort its heavy bombers deep into Reich airspace, and back, for well over 1,000 miles in the P-51, fitted with the Rolls-Royce (Packard) Merlin engine and drop tanks. Furthermore, while having a different powerplant and top speed from the feared Me 262, the P-51 was more than capable of competing against it on an equal footing if flown to its strengths. In actuality, the Mustang would emerge as the enemy of the Luftwaffe fighter arm.

Since August 1944, the USAAF had been aware of the Luftwaffe’s beginning to use the Me 262 in small numbers over the Western Front in both the fighter and bomber roles, according to Robert Forsyth’s account in his book Me 262 Vs P-51 Mustang. Meetings between Allied fighters and “jet jobs” gradually increased as the summer gave way to fall, but there was something of a cat-and-mouse nature about them.

One of the earliest known engagements between a P-51 and a Me 262 took place on Aug. 20 when a Mustang pilot reported spotting “a ship similar to an A-20.” The pilot went on to describe how the jet “turned into the sun from ‘six o’clock’. We turned into this attack, but due to the tremendous speed of the enemy aircraft, I was unable to get my guns on him. We easily out-maneuvered him, and when he dived past us, I realized the enemy aircraft was jet-propelled.” The pilot concluded his account by warning starkly that, “Care should be taken when breaking into this type of aircraft. The break should start much sooner than is necessary when fighting Me 109s or Fw 190s. This is due to the tremendous speed of the enemy aircraft.”

A Mustang “jockey” wouldn’t claim the first Me 262 “scalps” until October 7. Despite having started operational flying four days earlier, Kommando Nowotny’s first mission of any significance wasn’t carried out until the 7th, when a formation of Me 262s piloted by the legendary Hauptmann Georg-Peter Eder prepared to take off from Achmer to intercept enemy bombers attacking oil targets. Eder had to abort when one of his Jumo engines flamed out as the jets started to move across the concrete taxiways.

The P-51D of 361st FG pilot 1Lt Urban L. Drew swooped down while the three other Me 262s, flown by Oberleutnant Paul Bley, Leutnant Gerhard Robert, and Oberfahnrich Heinz Russell, proceeded to taxi out for takeoff.

When a “box” of B-17 bombers came back from attacking one of the refineries, Drew, who was in charge of the 375th FS, noticed a dogfight below the bombers and left his section to descend with his own flight to investigate. He duly joined up with some other Flying Fortresses that were in need of suitable escort after discovering that the aircraft had dispersed when he arrived on the scene. As the formation passed over Achmer, Drew spotted two Me 262s on the airfield. For a few moments he monitored their progress:

The First Engagement Between a P-51 and an Me 262 and the Death of Luftwaffe Ace Walter Nowotny

‘The lead ship was in take-off position on the east-west runway and the taxiing ship got into position for a formation take-off. I waited until they were both airborne and then rolled over from 15,000 ft and headed for the attack, with my flight behind me. I caught up with the second Me 262 when he was about 1,000ft off the ground. I was indicating 450 mph and the jet aircraft could not have been going over 200mph. I started firing from about 400 yards, with 30 degrees deflection. As I closed on him, I observed hits all over the wings and fuselage.’

This aircraft, which blew up soon as it was taking off, was possibly Leutnant Kobert’s. Drew’s P-51 flew directly through the victim’s burning remains and dispersed the debris.

‘Just as I passed him I saw a sheet of flame come out near the right wing root. As I glanced back I saw a gigantic explosion, and a sheet of red-orange flame shot out over an area of about 1,000ft. The other jet aircraft was about 500 yards ahead of me and had started a fast climbing turn to the left. I was still indicating about 400mph and I had to haul back on the stick to stay with him.’

Oberfahnrich Russel might have been piloting the Me 262, which collapsed under machine gun fire from the P-51. Drew explained:

‘I had started shooting from about 60ndegrees deflection at 300 yards and my bullets were just hitting the tail section of the enemy aircraft. I kept horsing back on the stick and my bullets crept up the fuselage to the cockpit. Just then I saw the canopy go flying off in two sections and the plane rolled over and went into a flat spin. He hit the ground on his back at about a 60-degree angle. I did not see the pilot bailout. The enemy aircraft exploded violently, and as I looked back at the two wrecks there were two mounting columns of black smoke.’

Oberleutnant Bley’s plane crashed on the runway amid the commotion, but he managed to flee. Despite the fact that his gun camera was unable to capture the action on video, 1Lt Drew claimed responsibility for the downing of two Me 262s.

As the Luftwaffe increased the rate of Me 262 sorties in November, the battle against the jets became more intense. On the first day of the month, Oberfahnrich Willi Banahaff of 3./ Kommando Nowotny was forced to leave following a run-in with P-51s over Holland. However, 24 hours later, there was a relief when Feldwebel Erich Buttner shot down a P-51 and a P-47. The loss of three more jets to Mustangs on November 4 dampened this event, though.

Worse was to come when Major Walter Nowotny, the famed commander of the Kommando and one of the most distinguished pilots in the Luftwaffe, finally took off to combat the enemy in a Me 262 on the afternoon of November 8. For his 257th and 258th victories, the ace downed a P-51 and a four-engine bomber, but on his way home, he was apparently intercepted by Mustangs thought to have been flown by ace Capt Ernest C. “Feeb” Fiebelkorn of the 20th FG and 1 Lt Edward “Buddy” Haydon of the 357th FG, who each has been given credit for a shared kill. Whatever the reason, Nowotny’s cracking voice could be heard on the radio a short while afterward.

Adolf Galland witnessed events from the ground. ‘A Me 262 appeared out of the cloud and dived vertically into the ground. There was black smoke and an explosion.’ Even though his last words were muddled, Nowotny’s aircraft was struck and on fire when he plunged to his death.

Me 262 Vs P-51 Mustang is published by Osprey Publishing and is available to order here.

Photo by U.S. Air Force

September 5, 2022 0 comment