When war cast its mantle of hatred and destruction over Europe for the second time in a generation in the fall of 1939, the American Fighter was an inferior weapon when compared to its contemporaries in other countries. Twenty-three months later, when the Japanese attack on Pearl Harbour catapulted the United States into the holocaust, the situation had not altered to any significant degree. Among the types still in service, albeit in very small numbers, was the braced and spatted Boeing P-26, a beautifully proportioned machine that would have been practically defenceless against the formidable Mitsubishi Zero.
One year after the last P-26 was delivered to the Army Air Corps the Bell Aircraft Corporation submitted the designs of a modern, single-seat, low-wing, monoplane fighter - the P-39 Airacobra. This revolutionary machine introduced such novelties as the tri-cycle undercarriage and rear-mounted engine, and the world's first JATO unit, a liquid fuel rocket engine to boost climbing speed.
As originally conceived the Airacobra would have been more than a match for the aircraft it was to meet five years later, for its in-line, liquid-cooled Allison engine, boosted by a turbo-supercharger for altitude performance, pushed the machine along at an unprecedented 390 miles per hour at 20,000 feet. When considering the Messerschmitt Bf 109E's 353 miles per hour at the same height, students of aviation may well shake their heads at the decision at a later date to build production P-39s without the supercharger. As one pilot put it: "Without this installation, the P-39 was an excellent aircraft for flying in wide, low and slow circles."
But fortunately for democracy the American aircraft industry learned fast and well, and a number of inspired designs emerged within months after America's entry into the war. The best known of these without any doubt is the Mustang, fighter supreme, admired and respected by fliers in both the Allied and enemy air forces. Here was the classic example of two brilliant designs, the airframe and the engine mated to produce a fighter which was to sweep all before it in all war theatres.
Finally, two other fighters are worthy of mention if only for their unorthodox design features. The P-38 Lightning with its twin booms, twin engines and powerful and concentrated armament seemed assured of success, but over Europe it was just another fighter. In the Pacific, however, the aircraft came into its element, and against the Japanese it was an unqualified success. It had the range, firepower and speed to take on and defeat anything thatflewagainst it.
The second of America's twin boomed aircraft was the huge Black Widow, a specialized machine intended primarily as a night-fighter and which entered service late in the war. It was one of the few aircraft produced during the years 1939 to 1945 which served as an interceptor, and was never modified for the groundattack role that seemed to be the fate of many of the fighters of its day.
The dormant sinews of America's air power were swiftly knit together and flexed into aggressive action when the Japanese bombed Pearl Harbor. On that day the air power of the United States consisted of a total of 3,000 war planes, less than 1,500 fit for actual combat. Of this 1,500 total, 526 were poised to defend possible attacks against our outposts at Hawaii and the Philippines. In a few hours the Japs destroyed 350 of the 526.
Aerial combat was an important part
The ability of aircraft to locate, harass, and interdict ground forces was an instrumental part of the German combined-arms doctrine, and their inability to seize air superiority over Britain made a German invasion unfeasible. Erwin Rommel noted the effect of airpower: "Anyone who has to fight, even with the most modern weapons, against an enemy in complete command of the air, fights like a savage against modern European troops, under the same handicaps and with the same chances of success."
As the war progressed, use of drop tanks became common. This made the heavy twin-engine fighter designs redundant, as single-engine fighters could now cover a similar distance. Extra fuel was carried in lightweight aluminum tanks below the aircraft, and the tanks were discarded when empty. Such innovations allowed American fighter cover to range over Germany and Japan by 1944.
The technological race against time required and received the support of industry's capacity for production; the continuous close collaboration of the National Advisor Committee for Aeronautics the National Defense Research Council, the Office of Scientific Research and Development, the resources of our civilian educational institutions and scientific organizations; the complete cooperation of the Navy and other components of the Armed Services; the participation of friendly foreign nationals - and more.
Science, Industry and the Armed Forces moved forward together. We let down the floodgates of scientific research, channeled it into productive industry, and trapped it in a pool of products adapted to wartime military techniques. An avalanche of production was unloosed culminating in an AAF acceptance of a spectacular industrial output of some 70,000 planes in 1944. An Air Force which, at war's end, had swelled to 2,300,000 strong from the 20,000-odd enrolled when World War II erupted with the German march on Poland, September 1, 1939.
We tested and accepted more than 3,500 B-29 superbombers, 15,500 P-47s, about 13,000 B-17s, 10,000 P-38s; 26 different types of planes were in production or flying all over the earth. We forged new weapons, improved the old, extended the range of bombers, doubled that of fighters (to the utter dismay of Goering and Milsch, as well as the Japanese air force), stepped up horsepower of conventional engines to 3,000, developed microwave radar devices for all-weather bombing and enemy detection, began to explore the possibilities of jet and rocket propulsion.
The B-29 Superfortress underwent eleven major design studies and long and involved wind tunnel tests before the proto type and static test articles were committed to metal. Flight tests were conducted and translated into further engineering changes. Engineering changes in turn called for further production models. Hand-in-hand with all this went elaborate production engineering and tool design. It became a finished article only after thorough service testing and initial combat experience. It flew into action containing more than 1,000 separately engineered items of electrical equipment alone requiring 17 miles of wiring.
The Luftwaffe was swept from the skies and, three years and eight months following the declaration of war, our teamwork rode with the B-29 Superfortresses to deliver the atomic knockout blows at the industrial heart of the Japanese homeland. And the war was over.
This mid-wing monoplane was developed from the Douglas DB-7 - a bomber designed for the French in 1937. The prototype was flown in 1938. Most of the early production went to the British and saw service in North Africa. A substantial number was also turned over to the USSR. Because of the Germans' success with the Stuka, some consideration was given to the redesign of the A-20 as a dive bomber, but with development of newer aircraft, these plans were abandoned. The Havoc was used both as a light bomber and night fighter by the British and Americans and probably is best remembered for its employment in the desert air war. Between 1940 and 1944, when production was stopped, 7,385 had been built, and in late 1944, the AAF had 1,700 of the aircraft in its inventory.
Avenger TBF-1
Manufacturered by Grumman and Eastern Aircraft Division of G.M. The Grumman Avenger saw action in most of the major naval actions against the Japanese fleet. Major engagements include the Battle of the Coral Sea and air-sea battle at Midway Island where a great number of the planes was employed. This mid-wing monoplane was flown both from carriers and from stations on land. It was suitable for many missions and on each, carried the kinds of armament and combat loads needed. Generally, this meant one .30-callber machine gun synchronized to fire through the propeller's arc, one in u dorsal power-turret, and two additional weapons; and for its bomb load, a 21-inch torpedo or four 500-pound bombs. Rocket-launching tubes were standard equipment.
B-17 Flying Fortress
Built by Boeing, this was the only aircraft in the U. S. Air Corps inventory two years before World War II that flew as a first-line aircraft during the war. It was first flown in July, 1935, but a tragic crash and War Department policy limited production until President Roosevelt began expanding U. S. air power. During the war years, the AAF accepted 12,692 B-17's, and by September, 1944, thirtythree combat groups overseas had them. This heavily armored and armed four-engine bomber was the choice of the Eighth Air Force Commander for missions against well-fortified German cities. B-17's flew their first combat missions against the Japanese following the attack on the Philippines.
B-24 Liberator
This Consolidated-built heavy bomber reached higher production than any other U. S. World War II combat aircraft. A total of 18,188 of these versatile four-engine bombers was built for the U. S. Air Corps, Navy, and Allies. The B-24 went through many modifications which added armor, power-operated gun turrets, self-sealing gasoline tanks, and armament to the original model. The B-24 was used not only as a bomber but as a tanker and transport, and although it flew in all theaters of war, it was used most in the Mediterranean and Pacific, where longer range gave it an edge over the B-17. This range made it particularly useful in the Pacific for search missions for downed airmen.
B-25 Mitchell
This medium bomber without a prototype was built by North American from the drawing board. Production began in February, 1941. Just over a year later, 16 of these medium bombers participated in their most famous mission - the Doolittle raid on Tokyo. Combat units were equipped with B-25's early in the war. During the war, 9,916 B-25's were accepted by the AAF for U. S., British, and Russian units. Pilots liked the B-25 for its dependability and general flight characteristics.
B-26 Marauder
This aircraft, designed and built by Martin, was one of the two medium bombers used by the AAF throughout most of World War II and the first U. S. bomber built with a gun turret. The plane was designed in 1939 and first flown in late 1940. At its peak use, in March, 1944, the AAF had 1,931. The aircraft amassed a creditable combat record in the Southwest Pacific, Europe, and Africa, but, because of a series of problems, it faced abandonment by the AAF several times. In one major change, it was redesigned to accommodate substantially larger wings. Production of the plane ended in April, 1945.
B-29 Superfortress
This heavy bomber built by Boeing set a remarkable combat record within four years of the date the original experimental contract was awarded. Boeing delivered the first seven to the AAF in July, 1943, and by August, 1945, the AAF had accepted 3,763 B-29's, had organized 40 groups and deployed 21 of them to bases in the Pacific. The B-29 was the first U.S. bomber to have a pressurized cabin. It also had a central fire-control system and was usually armed with twelve .50-callber machine guns or ten machine guns and a 20mm. cannon-all mounted in powerdriven turrets. The mainstay of the Saipan-based Twentieth Air Force, B-29's participated in the major fire-bomb missions over Japan and in the "A"-bomb mission against Hiroshima and Nagasaki.
C-46 Commando
The Commando, built by Curtiss-Wright, was delayed by production difficulties and not used extensively until late in World War II. At that time, it was the largest twinengine cargo plane, with a carrying capacity of 15,000 pounds. Like the C-47, the Commando saw service in all theaters as a troop- and cargo carrier, flying ambulance, and tow plane for gliders. Several Commando squadrons participated in the airborne assault on Wesel, Germany. Through V-J day, 3,144 had been accepted by the AAF. After World War 11, many of the relatively new Commandos were assigned to Reserve Troop Carrier Wings, where they provided tactical training for the bulk of the U.S. reservists recalled to active duty for the Korean War.
C-47 Skytrain or C-53 Skytrooper
This plane built by Douglas is the military transport version of the DC-3 and one of the two World War Il aircraft still in the U.S. Air Force active inventory. Often called the backbone of the AAF's transport fleet, the 10,245 C-47's produced during the war were used in all theaters to carry cargo or troops. One of their most spectacular uses was in Europe and Burma where they towed and discharged gliders and paratroopers behind enemy lines. The plane also earned considerable fame for resupply operations in support of General George S. Patton's armored units during their advance across Europe. The C-47 was called the Dakota by the British.
CG-4A Waco
The USAAF's only combat glider to be manufactured in quantity, the CG-4A saw duty in Burma, the Pacific, and in the four major European airborne operations. The glider carried either cargo or 15 combat-equipped soldiers. With its low wing loading, the CG-4A could be landed at speeds less than 40 mph. Normally, one or two of the aircraft were towed behind a C-46 or C-47 transport, then, at the drop zone, the glider separated from the tow ship when the glider pilot activated a release mechanism. Sixteen companies built the 13,909 Waco-designed gliders produced during World War II.
Dauntless SBD
This plane was built by Douglas for the U.S. Navy and saw much service as a carrier-based dive bomber. Modified for USAAF use, it was designated the A-24 and used primarily as a troop-support vehicle during raids against Japanese island bases. The plane carried a variety of combat loads, from a single large bomb beneath the fuselage to several wing bombs or a combination of both. Smokelaying equipment for ground support consisted of a fiftygallon belly smoke-tank and an eighteen-gallon smoke-tank mounted under each wing.
F4F Wildcat
This Plane was built by Grumman, which has probably produced more Navy and Marine aircraft than any other firm in the U.S. The Wildcat was the standard U.S. Navy fighter during the earlier days of World War If, and became popular with the American public because of its superior performance against the Japanese Zero. It is probably best remembered for the aerial battle that followed a Japanese attack on the aircraft carrier "I_exington," when Navy Licutenant Edward O'Hare shot down five Japanese bombers and damaged a sixth. The Wildcat also saw service with the British Fleet Air Arm. The British dubbed it the "Martlet." Models built by the Eastern Aircraft Division of General Motors carried the designation FM-l.
F4U Corsair
The Chance-Vought-built Corsair was one of the heaviest single-engine carrier-based fighters in World War Il. In spite of its size and weight, it was able to land and take off with case because of its inverted gull wing configuration. Originally designed during the late 30's, versions of the Corsair were still being built in 1950 when the last propeller-driven fighters were manufactured in the U.S. Normally, the plane was used for tactical operations and carried no bombs.
Helldiver SB2C
Built by Curtiss-Wright, the Helldiver was best known as a U.S. Navy dive bomber and saw considerable service in the Pacific. First flown in 1940, it went through several modifications during its Navy service. Under its U.S. Army designation, A-25, it flew in Europe and was used for transition training in the United States. The Helldiver's two wing-mounted 20-mm cannon contrlbuted to its effectiveness as a strafing vehicle. Some versions were also built in Canada.
Horsa 51
Manufacturered by Airspeed, Horsa gliders were used for the first time during the invasion of Sicily in July, 1943, to land airborne in advance of seaborne forces. The operation was hampered by high winds and the inexperience of the pilots of the tow planes and losses were heavy. The Horsa was later used with more success in the Normandy landings - 20 per cent of the supplies reaching the beachheads by air was delivered by gliders - and during the invasion of southern France. In its main compartment, the Horsa could carry either fifteen fully armed airborne troops or a variety of military equipment, and a fuselage joint at the rear of the compartment could be broken open to permit rapid unloading under combat conditions. In addition, the Horsa II had a hinged nose to permit the loading of light vehicles. The glider had tricycle type landing gear. The pilot's compartment was forward, in the nose.
Hudson (A-18) (A-28) (A-29)
The Lockheed Hudson was originally built for the RAF and known as "Old Boomerang." During World War II, it was adapted for U. S. AAF and Navy use. In the Army Air Corps it carried several designations; the best known was the A-29 attack-reconnaissance bomber, which carried a two-gun dorsal power-turret with .30-callber weapons and bombs stored beneath the floor. In the Navy, the Hudson PBO-1 was used as a patrol bomber.
Kingfisher OS2U
The Kingfisher was manufactured by Chance-Vought in two versions. As a land plane, it was used by the U.S. Navy to train pilots and to perform routine patrol missions; the seaplane frequently was launched from catapults on U.S. and British capital ships to fly spotter missions for Navy gunners. A unique feature of the Kingfisher was the spoilers which were used with the ailerons for lateral control. Dimensions and performance varied with the configurations.
P-38 Lightning
Built by Lockheed, this two-engine aircraft was designed in 1937 for high-altitude interception. However, production lagged, and only 68 were in the AAF inventory at the time of the Japanese attack on Pearl Harbor, but by V-J day, 9,536 had been built. The P-38 was the first U.S. fighter of World War II to compare favorably with the Spitfire and Messerschmitt 109. Pilots were particularly pleased with its high speed, range, and fast rate of climb. The plane also was used for photo-reconnaissance and reportedly took three million photos of the invasion coast for three weeks before and after the Allied landings in France.
P-39 Airacobra
The Bell-built P-39 was designed in 1936 and first flown in April, 1939. Because of its radical design-the engine was placed behind the cockpit-it was posslble to mount a 37-mm. gun in the nose. The P-39 was one of the two fighter models in use by the U.S. Air Corps at the outbreak of World War II. Although these planes were used extensively in the Pacific for ground support, their pilots felt their lack of maneuverability and low operating ceiling were handicaps in combat. However, close to 10,000 P-39's were produced during the war, and at its peak, the USAAF inventory included 2,150. The Russians, who were among the Allies receiving shipments of P-39's, found them particularly effective for low-altitude support of ground forces.
P-40 Warhawk or Kittyhawk
Originally built by Curtiss-Wright for ground support -and coastal defense of the American continent, the P-40 was one of the two fighter planes in use by the U.S. Air Corps at the outbreak of World War II. It is best known for service with AVG flyers in China and Burma, but some Soviet Air Force and RAF units were also equipped with P-40's. In the Pacific, it proved particularly effective in low-level strafing missions on which it could, as Gen. George C. Kenney put it, "slug it out, absorb gunfire, and fly home." Fewer produced as more advanced fighters were used, but one group was operating as late of July, 1945.
P-47 Thunderbolt
This aircraft was built by Republic from designs completed in 1940. The original experimental models were powered by liquid-cooled engines, but because of expected production delays, were redesigned for the Pratt and Whitney air-cooled engine. The P-47, destined to give the U.S. a fighter aircraft comparable to advanced European models, earned a reputation in service with the Ninth Air Force as one of the best and most versatile World War ll fighters, following the invasion of Europe. The heaviest of the wartime single-engine fighters, the P-47 saw service with more than 40 per cent of AAF fighter groups serving overseas. TheAAFpeak inventory (May, 1945) included 5,595.
P-51 Mustang
The Mustang was designed for the British in 1940 as a substitute for the P-40. The U.S. took little interest in the North American-built plane until mid-1942; then the RAF began comparing it favorably with the Spitfire and it showed promise as a long-range escort for the bombers which were flying deeper into enemy territory in all theaters. In November, 1942, the AAF began extensive modification of the P-51 to accommodate a Rolls-Royce engine. A year later it flew an escort mission from the U.K. to Kiel - a distance of 490 miles - to set its first record. Ultimately, the P-51's combat range was extended to 1,800 miles, and before the war's end, it earned its reputation as the world's best escort aircraft.
P-61 Black Widow
The Northrop-built P-6l became operational during the last year of World War II. It was specifically designed as a night fighter and flew both as an intruder and interceptor in Europe, the Mediterranean, and the Southwest Pacific theaters. When World War II ended, the plane was being adapted for long-range fighter operations. In size, the P-61 was closer to a medium bomber than fighter; it weighed almost three times as much as the P-51 and twice as much as the P-47. Yet, in spite of its size, the Black Widow was more maneuverable than any other AAF fighter.
