CAF Centex - B-25s deploy to North Africa in July 1942 to help battle Germans

Mitchell B-25s were deployed to North Africa in July of 1942 to help battle Germans under Rommel command.

Flying to help the British in Egypt by the long South Atlantic route, American B-25s first battled Rommel at El Alamein and then turned around to help the Americans at Kasarine Pass. This was the first major US - German engagement of WWII. See a vintage 1943 film on the North Africa campaign at bottom of this post.

The 12th Bombardment Group (Light) was activated on 15 January 1941 and Prior to the United States’ entry into World War II the group trained with Douglas B-18 Bolo, B-23 Dragon, and Boeing Stearman aircraft at McChord Field, Washington. They were the only Air Corps combat unit on the Pacific Coast north of the San Francisco Bay area after the Japanese attack on Pearl Harbor and they immediately began flying anti-submarine patrols and watching for signs of an invasion.

In February 1942, the group was redesignated the 12th Bombardment Group (Medium) and moved to Esler Field, Louisiana, where it trained with B-25s for duty overseas. In June 1942, while in the United States for a conference with President Franklin D. Roosevelt, British Prime Minister Winston Churchill received word that the British Eighth Army had been badly defeated in a tank battle with Field Marshal Erwin Rommel's Afrika Korps near Tobruk, Libya, and was in full retreat back toward the Egyptian delta area. He immediately made an urgent plea for military aid to help stop Rommel from over-running Egypt and the Arabian oil fields.

North American B-25D-20 Mitchells of the 12th Bomb Group over North Africa, 1943. Serial 42-87113 in foreground.

Western Desert Campaign

As a result, the ground personnel of the 12th Bombardment Group (Medium) sailed out of New York City on 16 July 1942, for a month-long cruise around South Africa, and up the Indian Ocean to Suez, Egypt, arriving on 16 August 1942. 

The long South Atlantic transport route

During this time, the air crews of the 12th were flying their North American B-25 Mitchells from Morrison Field, Florida over the South Atlantic transport route to Egypt by way of Brazil, Ascension Island, across the hump of Africa to Sudan, and north to Egypt. The unit arrived in August, and were assigned to the USAAF Ninth Air Force.

B-25s flying in formation over the western desert.

As soon as they arrived in Egypt the group began training under the tutelage of a South African Air Force Boston (A-20) wing in desert warfare tactics and navigation. Once the air and ground crews were reunited – with two squadrons at RAF Deversoir and two at RAF Ismailia, about 15 miles apart on the Suez Canal – the 12th made rapid progress in its training and adapting to the new environment. After flying a few missions in combined 18-plane formations with the Bostons they made a substantial contribution to the defeat of Rommel's final effort to break through to the Suez Canal at the Battle of Alam Halfa on 31 August-4 September 1942.

North American B-25C Mitchell 41-2869 in formation escorted by RAF Fighters.

In order to be immediately available for strikes requested by the 8th Army, advance parties consisting of the combat crews and a few essential ground personnel set up camp in the desert at Landing Ground 88 (LG 88), about 20 miles from the front lines, while the bulk of each squadron remained at their bases on the Suez Canal. 

B-25 airmen decorate their plane with the history of their deployment.

The decisive Battle of El Alamein in 1942.

The Battle of El Alamein began 23 October 1942, after a tremendous artillery bombardment, and the 12th Bomb Group operating from LG 88 began a week-long shuttle service of 18 ship formations, taking off or landing every daylight half hour, attacking targets phoned in to 8th Army ALOs (Air Liaison Officers) attached to the Group. There was no rest for anyone as ground crews rushed to refuel, reload bombs and ammunition, and patch flak holes, in time for the next mission. By 4 November, the targets suddenly became mammoth columns of tanks, trucks and troops retreating to the west.

The American forces' "Baptism under Fire"

American forces under General Dwight D. Eisenhower landed in Algeria and Morocco, and were met by fresh German divisions from Europe that were also put under Rommel's command. The situation became desperate as they drove the Americans back through Kasserine Pass. To reinforce the badly shot up XII Bomber Command of Twelfth Air Force, the flight crews of the 61st and 62nd Bomb Squadrons of the 12th Bomb Group were dispatched immediately from RAF Gambut, Libya, to Berteaux Airfield, Algeria, where they were attached to the 310th Bombardment Group for rations and administration on 3 February 1943. 

B-25's capabilities allow it to provide close low level ground support.

These two squadrons contributed substantially to Rommel's defeat at Kasserine, and continued operating under the Twelfth Air Force until the fall of Tunis in May, when they were returned to the Ninth Air Force. After the fall of Tunis, the 12th was reunited at Hergla Airfield, Tunisia, and all of the personnel of its squadrons were together again for the first time since their advanced parties moved out into the desert eight months earlier.

Listen to a WWII musical hit from the Andrew Sisters.

A Vintage, early WWII official War Department film.

The story of the "Earthquakers" The 12th Bomb Group of the 9th Air Force and it's role in the air campaign against the German Army (led by Rommel) in North Africa during World War II.

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CAF How to fly a B-25- Vintage Training Film (1944)

How to Fly the North American B-25 "Mitchell" Medium Bomber (1944).

Copyright © Ozark Airfield Artworks 2005 All Rights Reserved.

This is an actual United States Navy Training Film, A must for pilots who fly the 30 remaining B-25s in the world.

The Navy Department produced this North American B-25 pilot training film for use by all services. Named after Billy Mitchell, the controversial pioneer of heavy bombing, this is the plane that Jimmy Doolittle chose to fly off the deck of carrier Hornet for the dramatic raid on Tokyo. Extremely versatile, the North American B-'25 was the US's most produced medium bomber, fighting in all theaters and exported to virtually all Allied air forces. An effective level bomber, it could also be equipped with a multitude of additional machine guns, rockets, and even a 75mm canon, for low level ground attack. (22 minutes)

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CAF - How to fly a P-39, Vintage training film

CAF Centex Wing Museum - How to fly our P-39. Here is a comprehensive vintage US Government training film.

This film is a must for anyone flying our rare P-39 and P-63 vintage flying aircraft.

CAF Centex Wing 's P-39 the "Miss Connie. We also have a flying P-63.

Please note: this is a cockpit photo of our P-63

Official training film. Part 1.

Official training film. Part 2.

Technical Data:

The P-39 was an all-metal, low-wing, single-engine fighter, with a tricycle undercarriage and an Allison V-1710 liquid-cooled V-12 engine mounted in the central fuselage, directly behind the cockpit.

The Airacobra was one of the first production fighters to be conceived as a "weapons system"; in this case the aircraft (known originally as the Bell Model 4) was designed around the 37mm T9 cannon.[28] This weapon, which was designed in 1934 by the American Armament Corporation, a division of Oldsmobile, fired a 1.3 lb (610 g) projectile capable of piercing .8 in (2 cm) of armor at 500 yd (450 m) with armor-piercing rounds. The 200 lb, 90 inch long weapon had to be rigidly mounted and fire parallel to and close to the centerline of the new fighter. It would be impossible to mount the weapon in the fuselage, firing through the propeller shaft as could be done with smaller 20mm cannon. Weight, balance and visibility problems meant that the cockpit could not be placed farther back in the fuselage, behind the engine and cannon.[28] The solution adopted was to mount the cannon in the forward fuselage and the engine in the center fuselage, directly behind the pilot's seat. The tractor propeller was driven via a 10-foot-long (3.0 m) drive shaft which was made in two sections, incorporating a self-aligning bearing to accommodate fuselage deflection during violent maneuvers. This shaft ran through a tunnel in the cockpit floor and was connected to a gearbox in the nose of the fuselage which, in turn, drove the three- or (later) four-bladed propeller via a short central shaft. The gearbox was provided with its own lubrication system, separate from the engine; in later versions of the Airacobra the gearbox was provided with some armor protection.[28] The glycol-cooled radiator was fitted in the wing center section, immediately beneath the engine; this was flanked on either side by a single drum shaped oil cooler. Air for the radiator and oil coolers was drawn in through intakes in both wing-root leading edges and was directed via four ducts to the radiator faces. The air was then exhausted through three controllable hinged flaps near the trailing edge of the center section. Air for the carburetor was drawn in via a raised oval intake immediately aft of the rear canopy.[29][30]

The fuselage structure was unusual and innovative, being based on a strong central keel which incorporated the armament, cockpit and engine. Two strong fuselage beams to port and starboard formed the basis of the structure. These angled upwards fore and aft to create mounting points for the T9 cannon and propeller reduction gearbox and for the engine and accessories respectively. A strong arched bulkhead provided the main structural point to which the main spar of the wing was attached. This arch incorporated a fireproof panel and an armor plate separating the engine from the cockpit. It also incorporated a turnover pylon and a pane of bullet-resistant glass behind the pilot's head. The arch also formed the basis of the cockpit housing; the pilot's seat was attached to the forward face as was the cockpit floor. Forward of the cockpit the fuselage nose was formed from large removable covers. A long nose wheel well was incorporated in the lower nose section. The engine and accessories were attached to the rear of the arch and the main structural beams; these too were covered using large removable panels. A conventional semi-monocoque rear fuselage was attached aft of the main structure.[29][N 5]

Front armament bay

Because the pilot was above the extension shaft, he was placed higher in the fuselage than in most contemporary fighters, which, in turn gave the pilot a good field of view.[28] Access to the cockpit was via sideways opening "car doors", one on either side. Both had wind-down windows; because only the right hand door had a handle both inside and outside this was used as the normal means of access. The left hand door could only be opened from the outside and was for emergency use, although both doors could be jettisoned. In service the cockpit was difficult to escape from in an emergency because the roof was fixed.[31]

The complete armament fit consisted of the T9 with a pair of Browning M2 .50 caliber (12.7 mm) machine guns mounted in the nose. This would change to two .50 in (12.7 mm) and two .30 in (7.62 mm) guns in the XP-39B (P-39C, Model 13, the first 20 delivered) and two 0.50 in/12.7 mm and four 0.30 in/7.62 mm (all four in the wings) in the P-39D (Model 15), which also introduced self-sealing tanks and shackles (and piping) for a 500 lb (227 kg) bomb or drop tank.[22]

Because of the unconventional layout, there was no space in the fuselage to place a fuel tank. Although drop tanks were implemented to extend its range, the standard fuel load was carried in the wings, with the result that the P-39 was limited to short range tactical strikes.[32]

A heavy structure, and around 265 lb (120 kg) of armor were characteristic of this aircraft as well. The production P-39's heavier weight combined with the Allison engine having only a single-stage, single-speed supercharger, limited the high-altitude capabilities of the fighter. The P-39's altitude performance was markedly inferior to the contemporary European fighters and, as a result, the first USAAF fighter units in the European Theater were equipped with the Spitfire V. However, the P-39D's roll rate was 75°/s at 235 mph (378 km/h)– better than the A6M2, F4F, F6F, or P-38 up to 265 mph (426 km/h). (see NACA chart).[33]

Above the supercharger's critical altitude of about 12,000 ft (3,658 m), an early P-39's performance dropped off rapidly. This limited its usefulness in traditional fighter missions in Europe as well as in the Pacific, where it was not uncommon for Japanese bombers to attack at altitudes above the P-39's operational ceiling (which in the tropical hot air was lower than in moderate climates). The late production N and Q models, making up 75% of all Airacobras, could maintain a top speed of approximately 375 mph (604 km/h) up to 20,000 ft (6,100 m).

The weight distribution of the P-39 was supposedly the reason for its tendency to enter a dangerous flat spin, a characteristic Soviet test pilots were able to demonstrate to the sceptical manufacturer who had been unable to reproduce the effect. After extensive tests, it was determined the spin could only be induced if the aircraft was improperly loaded, with no ammunition in the front compartment. The flight manual noted a need to ballast the front ammunition compartment with the appropriate weight of shell casings to achieve a reasonable center of gravity. High speed controls were light, consequently, high speed turns and pull-outs were possible. The P-39 had to be held in a dive since it tended to level out, reminiscent of the Spitfire. Recommended dive speed limit (Vne) was 475 mph (764 km/h) for the P-39.[34]

Soon after entering service, pilots began to report that “during flights of the P-39 in certain maneuvers, it tumbled end over end.” Most of these events happened after the aircraft was stalled in a nose high attitude with considerable power applied. Concerned, Bell initiated a test program. Bell pilots made 86 separate efforts to reproduce the reported tumbling characteristics. In no case were they able to tumble the aircraft. In his autobiography veteran test and airshow pilot R.A. “Bob” Hoover provides an account of tumbling a P-39. He goes on to say that in hindsight, he was actually performing a Lomcevak, a now common airshow maneuver, which he was also able to do in a Curtiss P-40.[35] [N 6] An informal study of the P-39’s spinning characteristics was conducted in the NASA Langley Research Center 20-foot Free-Spinning Tunnel during the 1970s. A study of old reports showed that during earlier spin testing in the facility, the aircraft had never tumbled. However, it was noted that all testing had been done with a simulated full ammunition load, which drew the aircraft’s center of gravity forward. After finding the original spin test model of the P-39 in storage, the new study first replicated the earlier testing, with consistent results. Then, the model was re-ballasted to simulate a condition of no ammunition load, which moved the aircraft’s center of gravity aft. Under these conditions, the model was found to often tumble when thrown into the tunnel.[37]

The rear-mounted engine made the aircraft ideal for ground attack since fire would be coming from the front-bottom quarter and was less likely to hit the engine and its cooling systems. The arrangement proved to be very vulnerable to attacks from above and behind and nearly any hit on the fuselage from an attacking enemy fighter was virtually guaranteed to disable the cooling system and lead to the prompt demise of the engine and thus the aircraft. Flying at its upper altitude limits, the Airacobra was extremely vulnerable to any enemy fighter with decent high altitude performance.

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CAF Centex BT-13 - History and vintage USAAC training films.

CAF Centex - BT-13 Variant's official vintage USAAC training films and additional historical details.

Below are two of the official WWII training films for the the Vultee BT-13. This plane was the basic trainer flown by most American pilots during World War II. It was the second phase of the three phase training program for pilots. After primary training in PT-13, PT-17, or PT-19 trainers, the student pilot moved to the more complex Vultee for basic flight training. It required the student pilot to use two way radio communications with the ground and to operate landing flaps and a two-position Hamilton Standard variable pitch propeller. It did not, however, have retractable landing gear nor a hydraulic system. The large flaps are operated by a crank-and-cable system. Its pilots nicknamed it the "Vultee Vibrator."

The films below are ideal for pilots flying these vintage planes.

Vintage WWII training film for the BT-13 Valiant. Takeoffs and Landings. 

(part 1 of 2)

Vintage WWII training film for the BT-13 Valiant. Takeoffs and Landings. 

(part 2 of 2)

History of the BT-13

Due to the demand for this aircraft, and others which used the same Pratt & Whitney engine, some were equipped with Wright powerplants of similar size and power built in 1941-42. The Wright-equipped aircraft were designated BT-15.

The Navy adopted the P&W powered aircraft as their main basic trainer, designating it the SNV. The BT-13 production run outnumbered all other Basic Trainer (BT) types produced.

It was back in 1938 that Vultee Aircraft's chief designer, Richard Palmer, began the design of a fighter. At this time the USAAC issued a requirement and design contest for an advanced trainer for which substantial orders had been promised to the victor. Palmer began to adapt his design concept from a fighter to that of an advanced trainer and the result of this was the V-51 prototype.

The aircraft made its maiden flight on 24 March 1939[1] as a cantilever low-wing monoplane of all-metal construction. Despite the use of metal throughout the design the control surfaces remained fabric-covered. The prototype was powered by a Pratt & Whitney R-1340-S3H1-G Wasp radial rated at 600 hp (447 kW) driving a two-blade variable pitch metal propeller. Other features included an enclosed cockpit for the crew of two, integral fuel tanks in the wings, and a hydraulic system for the operation of the flaps and retractable main landing gear.

The V-51 was entered into the USAAC competition as the BC-51 during May 1939. The USAAC instead chose the North American BC-2, but purchased the BC-51 prototype anyway, designating it the BC-3. Despite the disappointment, Palmer was not finished yet. He continued to refine the design of the VF-51 into the VF-54 in an attempt to meet the expectation of an export market for just such a trainer. The VF-54 used the same basic airframe as the VF-51, but was fitted with a lower powered engine. No export sales were made.

From this design, evolved the VF-54A. Instead of retractable gear, it had fixed gear very nicely faired and a revised power plant of a Pratt & Whitney R-985-T3B Wasp Jr. radial rated at 450 hp (335.5 kW) and the Vultee BT-13 Valiant was born.

The USAAC was made aware of the improvements made to the aircraft and in August 1939 the type was ordered as the BT-13. The initial order was for 300 aircraft with a Pratt & Whitney R-985-25 radial and the first of these was accepted by the USAAC in June 1940.

The BT-13A was produced to the extent of 7,037 aircraft and differed only in the use of a Pratt & Whitney R-985-AN-1 radial engine and lack of landing gear fairings. There were 1,125 BT-13B's produced and differed from the A model in having a 24-volt, rather than the original 12-volt electrical system.

The next variant was actually designated BT-15 because Pratt & Whitney found it impossible to keep up production of the R-985 engine. Instead a Wright R-975-11 radial was substituted into the 1,263 aircraft produced.

The US Navy began to show an interest in the aircraft as well and ordered 1,150 BT-13A models as the SNV-1. In addition, the Navy ordered some 650 aircraft designated as SNV-2, roughly equivalent to the BT-13B.

Once in service, the aircraft quickly got its nickname of "Vibrator." There are several explanations given for this nickname. 1: Because it had a tendency to shake quite violently as it approached its stall speed. 2. During more adventurous maneuvers the canopy vibrated. 3. On takeoff, the aircraft caused windows on the ground to vibrate. 4. The two-stage propeller had an irritating vibration in high pitch. The BT-13 served its intended purpose well. It and its successors were unforgiving aircraft to fly, but were also extremely agile. Thus the BT-13 made a good aircraft to help transition many hundreds of pilots toward their advance trainers and fighters yet to be mastered. The BT-13 was not without its faults. The tail was held on with only three bolts and after several in-flight failures, the Navy restricted the aircraft from aerobatic and violent maneuvers. The Navy declared the SNV obsolete in May 1945 and replaced it in the basic training role with the SNJ (AT-6). The Army also replaced the BT-13 with the AT-6 before the end of the war.

After World War II, virtually all were sold as surplus for a few hundred dollars each. Many were purchased just to obtain their engines, which were mounted on surplus biplanes (such as Stearmans) to replace their less powerful engines for use as cropdusters. The BT airframes were then scrapped. Today, some "BT's" (collectively, BT-13s, BT-15s and SNVs) are still flying, though in very limited numbers (and none in military or government service).

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CAF-Centex Wing Museum: aviation in WWII Europe changes war forever.

Aviation plays a decisive & evolutionary role in the war and military operations in all of the WWII European theaters.

The North American P-51 Mustang first introduced in 1942, became one of America's most capable WWII fighter. 

Of the over 15,0000 P-51s manufactured, only 70 are still flying.

Unlike the war against Japan, aerial bombardment in Europe failed to deliver a knockout blow by destroying enemy morale. Air power however, was critical to achieve ultimate victory.

Quick History of WWII in Europe. 5 Minutes.

After WWII the world will never be the same. Developments in aviation especially went on to change both the military and civilian worlds.

Slide show of European nations' WWII war planes.

List of aircraft of World War II

This complete list of aircraft of World War II includes all the aircraft used by those countries which were at war during World War II from the period between their joining the conflict and the conflict ending for them. Aircraft used by neutral countries such as Spain, Switzerland and Sweden or countries which did no significant fighting such most of those of South America (except Brazil), are not included.

Ten Great WWII fighter planes. 8 minutes.

Arguably one of the songs most associated with WWII "We'll Meet Again" - By Vera Lynn. 3 Minutes.

 

Dame Vera Lynn's 1940s song with WWII photos.

Aviation Becomes the deciding factor in WWII. The US factories gear up in response to the German's reliance on air power. At the end of the War, America's aviation manufacturing capabilities (see link) becomes the largest industry in the world.

The German Luftwaffe become a vital part of Hitler's decision making and takes a major role in the conduct of the war.

One of the accelerating forces driving the change was the German Air Force. Herman Goering as head of the Luftwaffe was also a close Hitler confidant, a cabinet member and Nazi party founder. As a result the German Air Force had a over sized role in the conduct of the war. Many Germans believed to the end, that the Luftwaffe would come up with a secret weapon and win the war. Because of Goering's power, the Luftwaffe basically created the operational conduct for all air power during the war. Arguably, only with the British deployment of RADAR did ground forces begin to stand a chance against their tactics.

All sides start to explore Jet aircraft. The Germans, however become the only force to use them.

LEFT: The V-1 or “buzz bomb” was an automatic aircraft (today known as a “cruise missile”) with no accurate guidance system and only capable of sowing terror among civilian population centers. They were used in large numbers and although many were intercepted by fighters many reached their random civilian targets.

RIGHT: The Messerschmidt Me-262 surpassed the performance of every other WWII fighter. The Me-262 was faster than the P-51 North American Mustang by 120 miles an hour. The Me-262 appeared in only relatively small numbers in the closing year of World War II. Messerschmitt factories produced 1,443 Me-262s, but only about 300 saw combat.

The US also developed its own jet fighter (never deployed.) The Bell "P-59 Airacomet" bears resemblance to Bell's prop planes, the P-39 and P-63.

WWII changed the rules of war and aviation for ever.

Airborne troops became a signature tactic in many European battles.

Basically, aviation during WWII in Europe becomes a fully integrated part of the over all war strategy. It became vital in the following roles:

• Close Air Support & Troop Transport.
• Tactical (battlefield) Air Power.
• Strategic Bombing.

The B-25, like Centex's own "Yellow Rose" played a very important role in North Africa, and Italy.

The"Yellow Rose" is one of 33 remaining B-25 out of 9.984 produced.

Both Close air support of ground forces and "Tactical air power" will become an integral part of all operations and battles for the remainder of the war. Aerial bombardment of a strategic nature will we used to destroy manufacturing capabilities, logistical infrastructure, communications and supply and of course terrorize civilians. Unlike the war in the Pacific, bombing alone could not be expected to win the war. Deadly and costly ground battles would be required to re-occupy captured territories. Aviation still proved the decisive factor here as well. Close coordination between the German Army (Wehrmacht) and the Air Force (Luftwaffe) became the successful signature of the Blitzkrieg (Lightning War.)

Aircraft take on new logistical roles as well. The ME 323 for example is a large transport for men and equipment. This type of aircraft is now a vital component of all major military operations.

Vintage German Newsreel of The ME-323. 2 minutes

Strategic bombing achieves new importance during World War II. 

Large bombers, like the B-17 became a common sight over much of Europe & North Africa battlefields.

Aerial bombardment of a strategic nature between 1939 and 1945 defines any nations' government engaged in World War II undertaking independent air campaigns of a clearly recognizable strategic intent. This includes the sustained bombing of railways, harbors, cities (civilian areas), and industrial areas in enemy territory. The strategy behind the Air power theory, that major victories can best be won by attacking the enemy's industrial and political infrastructure, rather than purely military targets. Strategic bombing is distinct from both Close air support of ground forces and "Tactical air power" (which is the battle for control of the air space.)

 The P-38, Lightning proved a formidable fighter.

Germany develops the tactics of Close Air Support from the war's very beginning.

In September 1939, Germany invaded Poland and the Luftwaffe (German air force) began providing close air support to the German Army. The Luftwaffe also began eliminating strategic objectives and bombing cities and civilian population in Poland in an indiscriminate[13] and unrestricted aerial bombardment campaign. France and the United Kingdom declared war on Germany and the UK's Royal Air Force began attacking German warships along the German coast with the North Sea.

In 1940, The British launch the first all-aircraft ship-to-ship naval attack in history.

The 1940 attack on the Italian Fleet in the protected harbor of Tranato is considered the concept behind the Japanese attack on Pearl Harbor 13 months later. 

HMS Illustrious, the carrier that launched the first Ship to Ship naval engagement.

The Battle of Taranto took place on the night of 11–12 November 1940 during the Second World War. 

The Royal Navy launched the first all-aircraft ship-to-ship naval attack in history, flying a small number of obsolescent biplane torpedo bombers from an aircraft carrier in the Mediterranean Sea. 

The attack struck the battle fleet of the Regia Marina at anchor in the harbour of Taranto using aerial torpedoes despite the shallow depth of the water in the harbour. The devastation wrought by the British carrier-launched aircraft on the large Italian warships was the beginning of the rise of the power of naval aviation, over the big guns of battleships. According to Admiral Cunningham "Taranto, and the night of November 11–12, 1940, should be remembered for ever as having shown once and for all that in the Fleet Air Arm the Navy has its most devastating weapon.

As the war progress, the Germans open a new chapter in aerial warfare by targeting civilians centers.

The bombing of English civilian centers during the "Blitz", changed the Allies conduct of the war from the air as well.
As the war continued to expand, bombing by both the Axis and Allied powers increased significantly. Military and industrial installations were targeted, but so were cities and civilian populations. Targeting cities and civilians was viewed as a psychological weapon to break the enemy's will to fight. From 1940–1941, Germany used this weapon in its 'Blitz' against Britain. From 1940 onward, the intensity of the British bombing campaign against Germany became less restrictive, increasingly targeting industrial sites and eventually, civilian areas. 

The US developed many  types of Heavy Bombers that played significant roles in WWII and the European Theater.

July 1942

B-25s Deploy to North Africa in July 1942. Fight with the British at El Alamain and then redeploy to asset the American forces struggling at Kasarine Pass.  This was the first major US - German engagement of WWII. LINK

By 1943, the United States had significantly reinforced these efforts. The controversial firebombings of Hamburg (1943), Dresden (1945) and other German cities followed. The effect of strategic bombing varied depending on duration and intensity. Both the Luftwaffe and RAF failed to deliver a knockout blow by destroying enemy morale. However, strategic bombing of military targets could significantly reduce enemy industrial capacity and production.

The B-26 bomber and the B-25 were both very versatile Medium Bombers and saw significant action throughout the European Theater.
Aviation creates new methodologies for waging war. Operation "Market Garden" becomes the largest airborne operation in history.

The C-47 tow engineless Gliders used to increase the utility of troop transport.

Gliders used as troop transports.

Gliders used as material & equipment transports.

Three months after the successful Allied amphibious assault at Normandy, German forces had retreated to the Netherlands. On 17 September 1944, the Allies attempted to exploit previous success with the largest airborne operation in history, MARKET GARDEN. The size of the operation was enormous: it included over 5,000 transport aircraft, 2,613 gliders, and almost 5,700 sorties of bombers, fighters and other close air support aircraft. 

Airborne troops added a new component to Army ground operations. Parachute trained soldiers can now be used to deliver whole companies quickly to the battlefields from the air.

The plan was implemented in the hopes of bringing a swift end to the war against Germany.  By early September the collapse of Germany seemed imminent.  A much quoted intelligence summary from the Supreme Headquarters Allied Expeditionary Forces G-2 expressed the situation in this manner: “ "The August battles have done it and the enemy in the west has had it.  Two and a half months of bitter fighting has brought the end of the war in Europe within sight, almost within reach."” It failed to accomplish its objective of securing a crossing of the Lower Rhine.  It failed also to open a passageway across the North German plains to Berlin.  Total casualties, including both airborne and those from 30 Corps, topped 11,000.  While five of the six bridges were successfully captured, the bridge at Arnhem was not.

The successful British Supermarine Spitfire, one of the main fighter of the RAF.

The one most often given reason for the operation's failure, was a result of major intelligence errors. Some have made the case that important intelligence was overlooked due to euphoria brought on by recent allied successes.There are many theories as to why the operation failed. It did however give General Eisenhower the opportunity to perfect new tactics for conducting fully integrated military operations.

Centex's own P-39 and P-63 help turn the tide of war in Russia.

In the hands of Russian pilots, the P-39 and P-63 became the Soviet's top scoring planes in aerial combat. 

These innovative warplanes were supplied in the thousands (7,000+) to the Soviet Union. After being being rejected by the US for the P-51, the Russians use them successfully for both close ground support and decorated fighters.

Close air support was also one of the main benefits of the 7,000 P-39s and P-63s the US sent to the Soviet Union. They helped turn the tide of battle in Russia.

Bolstered by Lend-Lease, the Soviets took what they could from the US and used the ideas to develop a few more capable Russian made aircraft in an effort to turn back the tide of the German offensive.

Of the six Soviet aces generally credited with fifty or more victories, four scored most of their successes while flying the P-39 Kobra. The Soviet (and Allied) second ranking ace of the war, Alexandr Pokryshkin, scored 48 of his 59 victories while flying the Airacobra. To the end of the Second World War these men were able to use this underrated American fighter to take on some of the best German pilots, equipped with the latest versions of the Bf-109 and Fw-190. When the fighting ended there were still 1,178 P-39 Kobras in service with the Soviet air forces. Despite its technical faults, the Airacobra had become the most successful of all lend-lease aircraft sent to Russia, and had played an important role in the final Allied victory.

The Commemorative Air Force Centex Air Wing Has both a P-39 and the only regularly flying P-63 in the worlds,

German jets appeared too late and too few in numbers to really pose a threat to Allied bombers.

WWII pilots' valor and sacrifice becomes legendary. The Army Air Force takes great efforts to create films to further encourage the "Home Front" to accept their exceptional losses.

Here are two vintage films about the war in the European Theater. The first is about bomber crews, the second is about their fighter escorts.

Combat America - Vintage WWII Bomber Educational Documentary with Clark Gables. 1 hour 

The United States Army Air Corps sent Clark Gable to England to live with and film a group of pilots and their crews as they prepare and eventually fly bombing runs over Belgium, France and finally Germany. Captain Gable interviews the men, films them as they train and begin bombing. Vivid handheld action footage from inside the cockpit of a bomber documents the pilots first raid in Germany. Footage shows the planes being attacked by the enemy fighters on route to the target, dropping their bombs on the target and encountering the enemy fighters again on the trip home.

Fight for the Sky - 1945 World War II Fighter Pilot Educational Documentary.

Allied fighter pilots versus the Luftwaffe in Western Europe, 1945. Scenes include:activities of the 8th Air Force Fighter Command in Europe. General Doolittle discusses a mission. Pilots are briefed for an escort mission over Germany. P-47's are relieved in flight by P-51's. German pilots rush to intercept U.S. planes. U.S. bombers and many German fighters are downed. Fighters destroy enemy planes, transportation and communications.

For More in formation on The Central Texas Wing of The Commemorative Air Force 

Please visit our website.

On-line & printed guide designed by:

 Blogs By Bornstein

For More in formation on The Central Texas Wing of The Commemorative Air Force 

Please visit our website.

On-line & printed guide designed by Blogs By Bornstein