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Pilot Perspectives and Aviation Museums
By Len "Viking1" HjalmarsonArticle Type: History & Military Museums
Article Date: March 27th, 2001
The Mighty Eighth Museum: The Eighth Air Force
In 1943 Europe, the Western Allies agreed to take the war to the Germans first, with the Japanese taking second priority. While forces were being gathered for an invasion of the Continent, the USAAF joined the RAF in an air offensive against the enemy. The US element participating in the conflict initially was the 8th Air Force, based in England.
The 8th carried out daring daylight missions on targets deep within Germany, without fighter support. The chief vehicle of those raids was the B-17. The following is an excerpt from the journal of 487th Bombardment group navigator, Norman K. Andrew.
As our planes approached the enemy coast on the way in, crewmen of all the planes had to be on high alert to watch for German fighters. The first man to sight one would call attention to it and its location over the interphone, using the clock system, as, for example: "Two bandits coming in at ten o'clock high." Other planes in the formation would also be notified by radio.
The courage of the German pilots could not be denied, as they swooped through the middle of a group, either singly or in clusters, with perhaps as many as 150 - 200 .50-caliber machine guns shooting at them. If there was heavy anti-aircraft fire over a target, the Jerries would wait outside the flak area, and attack any airplane that was damaged and had to leave the protection of the formation. Once, someone tacked, on a bulletin board, an advertisement from Life magazine by an aircraft company, asking the question: "Who is afraid of the enemy fighter planes?" Almost every man in the group signed underneath the advertisement!
Nose damage and the Navigator’s Station in Hasbro’s B17 Flying Fortress
During the worst fighter attacks, enemy planes would approach from every direction. Generally, their primary attention would be directed to "tail-end Charlie" of the low squadron, because that area had the least protection. The lead plane was also a prime target, because there would be a need for the formation to reorganize if that plane was knocked out, causing some confusion. When the attacker came within 1,000 yards of the formation, the maximum range of fire, all of the .50-caliber machine guns of the group would open up on it. Accurate firing was made difficult because the gunner had to estimate the required firing lead time for airplanes flying in assorted directions.
Every fifth round was a tracer (a round that glowed), to indicate where the stream of bullets was supposedly going, so if there was a single attacker, one would see a cone of converging tracers. There was some question among group management officers as to whether the heat of the tracers might cause them to follow different trajectories than the cool rounds, and thereby lead to a false sense of general accuracy. The bottoms of the Jerry fighters were heavily armored, so that the tracers could be seen bouncing off when they hit there.
Fortresses in the Battle of the Bulge
If any gunner was certain he had hit an enemy fighter, the fighter went down, and another crew member could verify it, he could claim a "destroyed", a "damaged", or an "assist" at the interrogation session after the crew returned to base. It was the navigator's responsibility to record any such claims, as well as any losses of B-17s, the location of such observations, and number of parachutes seen. Claims of hits went in to division headquarters to be sifted. If it was clear that two gunners had legitimate claims on the same plane, each would be given credit for a half-ship destruction. In the case of massive attacks, all navigators, except those in lead positions, assumed primary duties as gunners, while also trying to keep track of the progress of the flight. At such times, the navigators might have to resort to "flight plan navigation.
LINK: The Mighty Eighth Museum
Located near Savannah, Georgia, the Mighty Eighth Air Force Heritage Museum promotes the courage embodied by the men and women of the Eighth Air Force from World War II to the present.
New Zealand Fighter Pilots Museum: New Zealand Air Aces
In 1945, New Zealand had a population of under 1.5 million. During World War II this small country provided the largest number of aircrew per capita (57,000) and the largest number of fighter aces (83) of any country in the world. New Zealand also had the highest aircrew losses, and New Zealand pilots fought in the Battle of Britain. Here is an excerpt from one pilot’s story:
It is 10:30pm on Monday, the 3rd of July, 1944 and light is still in the sky as Flight Lieutenant William Lister (Dusty) Miller lifts off in his Hawker Tempest V from Newchurch in Kent. The V-1 flying bombs have commenced their reign of terror on England and Dusty's 486 (NZ) Squadron is in the frontline of "doodlebug alley". Their task is to shoot down the robot bombs before they reach their target.
Dusty is immediately vectored west towards Rye and within minutes he sights one of the bombs on its relentless journey towards the nation's capital. Moving at over 400mph the pilot must immediately dive towards and attack the target before it disappears. As Dusty moves in he notices a Supermarine MkXIV Spitfire on his right also moving towards the same target and in a bit of fun the two aircraft commence the chase, throttles wide open.
As they close in the flak batteries below also commence their attack and the grey puffs of deadly smoke start to appear in front of the two aircraft. Now they are also at risk from their Allies so the decision is made almost simultaneously and the two aircraft break away left and right - leaving the bomb to the flak.
As Dusty turns he notices that the Napier Sabre engine in his aircraft is misfiring - time to land. But by now the long evening twilight is closing and although he can see ground directly below anything on an angle is lost in a darkening purple haze. Knowing that a forced landing at night is likely to have fatal consequences, the decision is made to bale out. A quick call to the ground controller confirms that he should exit the aircraft immediately.
A Flight of Hurricane’s in Rowan’s Battle of Britain (CFS Terrain imported)
Raising the nose of the Tempest to slow down Dusty releases his straps and reaches for the emergency canopy release. It is at this point in time that fate takes over and deals the first hand. The canopy jams and will not come away from the aircraft. Reaching for the handle he attempts to wind the canopy back. It works and the cold night air rushes in. Turning the aircraft on its side the young New Zealander pushes the stick forward to push him out - much like a cork from a bottle. As he ejects the same force winds the canopy closed and Dusty finds he is half in and half out of the aircraft - the canopy trapping him by his parachute.
By now the Tempest is commencing its deadly dive towards the ground and Dusty is being buffeted by 200mph winds. He must force the canopy open before he is knocked unconscious. With one hand on the front glass and one on the canopy he pushes and it opens again! Ejected into the air Dusty watches for what seems an age as the tail of the aircraft slides past.
Now it is decision time and fate steps in again. Dare he open the parachute at this speed and risk it being wrenched off - but how high is he? Waiting a split second that seems forever Dusty reaches in front and pulls the rip-chord.
Immediately his right arm is almost wrenched out of its socket as it is pulled straight upwards. Fearing the worst he looks up to make sure his arm is still attached - it is. The straps on his parachute must have caught the canopy and become tangled around his arm. He brings his hand down and the chute billows open, less than one hundred feet above the ground!
At the same time a local farmer and his wife have heard the noise of an approaching aircraft and rush outside. All they see is a parachute open and a man immediately hit the ground. Dusty has landed but fate has been kind. He is taken in for tea.
—— Excerpt From NZ Fighter Pilot's Museum site
LINK: New Zealand Fighter Pilots Museum
Wanaka Airport is host to the New Zealand Fighter Pilots Museum and the Alpine Fighter Collection. The Museum is now eight years old.
Spitfire and Hurricane Memorial: The Battle of Britain
On the 15th of September in the year of 1940, a few minutes after 11:00 hours we were scrambled for a randez-vous with some Germans. I was No 2 in Dzidek's [Zdzislaw Henneberg's] section, No 3 was Lt. Grzeszczak, who in terms of combat was still a virgin. Today he had his first intercourse with a Me-110, but to no avail.
We noticed Me-109s ahead. We started chasing them. After a while, we noticed a formation of Do-215s [Do 17s] escorted by Me-110s and Me-109s. Dzidek climbed and, a song on his mouth, dived to attack. I followed him. At this moment I looked back, just in case. Of course, the bastards were already diving. The first one seemed a bit uncertain of who we were. I moved to the side a little. He started making a climbing turn, so I anticipated his path and gave him an honest burst. He went through it and belched some smoke, then went into a spin. I followed him and thus our little polka began.
A Spit and Me109 are lethally engage in Rowan’s Battle of Britain.
Something must have been wrong with his brains, for he started doing some outlandish aerobatics, probably thinking that I would leave him alone. To stop him from dreaming and to augment his courage, I fired short bursts time after time. In this way I wasted a lot of ammunition, and he was still only smoking, so I decided to wait till he gets tired of all this fun and flies in a straight line. The idea finally occurred to him, and what he thought - he did. Being a little to the side, I turned and fired at point-blank range. Only the splinters flew around and he burst into flames. I spent a whole four minutes on him.
I then climbed and started looking for another one. A formation of about a dozen Do-215s appeared, being attacked by Spitfires. A hopeless sight, straight from a fighter school. I approached the last bomber and at the distance of about 100 yards pressed the firing button but, alas, only a few bullets fired. I was out of ammo, so I went back home.
—— Pilot Officer Jan Zumbach, 303 (Polish) Hurricane Sqn.
LINK: The Spitfire and Hurricane Memorial
Which aircraft was reponsible for eighty percent of the air-to-air kills made during the Battle of Britain?
If you answered “Spitfire,” you were wrong. The Hurricane bears that place of honor.
Spitfire-Museum.com is the official Internet site for the Spitfire & Hurricane Memorial at RAF Manston in Kent. It has pages offering information about the Memorial, its major exhibits and the closely related RAF Manston History Club.
The Memorial Building is situated on one of the very few surviving operational airfields which participated in the Battle of Britain. RAF Manston was the closest airfield to the enemy coast and bore the brunt of the early Luftwaffe air attacks in the long hot summer of 1940. Permanently housed at RAF Manston are two original World War II fighters which served the RAF in the Battle of Britain.
Canadian Aviation Museum: The Avro Arrow
Nobody told us we couldn't do it.
—— Jim Floyd, speaking about his days at Avro.
In April, 1924, the Royal Canadian Air Force was born. Barely thirty years later, Canadian Engineers were drawing up plans for an advanced jet Interceptor. The engines to power this craft were two generations beyond anything that had yet seen the light of day.
By the early 1950s, A.V. Roe Canada Limited had several successes behind it. Even before the CF-100 was proven and in service, a supersonic replacement was being discussed to meet the ever-changing Soviet threat. AVRO, as a forward-thinking company, would not lose the opportunity to make its interests known.
In 1951, AV Roe submitted a brochure detailing three possible solutions. The Royal Canadian Air Force responded in 1952 with a requirements document that led to AVRO winning a design-study contract the following year. The ARROW was born, an aircraft that would be years ahead of its time.
It was long thought that the Canadian Prime Minister, John Diefenbaker, was responsible for the 1959 cancellation of the jet interceptor project. But recently declassified documents indicate otherwise. The Defense Department's Chiefs of Staff spearheaded the campaign that killed Avro's $400-million program.
In fact, the military lobbied the federal cabinet to halt the project on the grounds that the plane's soaring costs far outweighed its air defense benefits as a jet interceptor. The military also noted the plane's lack of potential foreign customers, especially in the U.S. and the United Kingdom. The evidence also suggests a hidden agenda: the military's overwhelming desire to ground the CF 105 because the builder, Avro Aircraft Ltd. of Toronto, was beyond its control.
The seven-page memo was unearthed by author Peter Zuuring, who spent two years searching Ottawa's archives for his book, Arrow Scrapbook. Visit the Arrow Alliance website for more information.
LINK: Canada Aviation and Space Museum
Located in Ontario, Canada, this museum is open six days a week and houses an extensive collection of approximately 150 aircraft, including the famous Avro Arrow pictured above.
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