#ResearchResources – Recent Articles and Books (September 2021)

#ResearchResources – Recent Articles and Books (September 2021)

Editorial note: In this series, From Balloons to Drones highlights research resources available to researchers. Contributions range from discussions of research at various archival repositories to highlighting new publications. As part of this series, we are bringing you a monthly precis of recent articles and books published in air power history. This precis will not be exhaustive but will highlight new works published in the preceding month. Publication dates may vary around the globe and are based on those provided on the publisher’s websites. If you would like to contribute to the series, please contact our Editor-in-Chief, Dr Ross Mahoney, at airpowerstudies@gmail.com or via our contact page here.

Books

David Axe, Drone War Vietnam (Barnsley: Pen and Sword, 2021)

While the use of drones is now commonplace in modern warfare, it was in its infancy during the Vietnam War, not to mention revolutionary and top secret. Drones would play an important – and today largely unheralded – role in the bloody, two-decade US air war over Vietnam and surrounding countries in the 1960s and ’70s. Drone aircraft spotted targets for manned US bombers, jammed North Vietnamese radars and scattered propaganda leaflets, among other missions.

This book explores that obscure chapter of history. DRONE WAR: VIETNAM is based on military records, official histories and published first-hand accounts from early drone operators, as well as on a close survey of existing scholarship on the topic.

In their fledgling efforts to send robots instead of human beings on the most dangerous aerial missions, US operators in South-East Asia in the 1960s and ’70s wrote the first chapter in the continuing tale of autonomous warfare.

Dmitry Degtev and Dmitry Zubov, Air Battle for Moscow 1941–1942 (Barnsley: Air World, 2021) 

In October 1941, Operation Typhoon and the battle for Moscow began. According to Hitler’s plan, it was to be the ‘last offensive’, after which nothing could stop Germany from conquering Britain and the rest of Europe – but first he had to overcome the Soviets and especially their air force.

Air Battle for Moscow is the first detailed description of one of the most vital, yet little known, air battles of the Second World War. The battle for Moscow opened with the flights of long-range reconnaissance aircraft, which photographed Moscow and the Kremlin. Then, on 22 July 1941, Operation Clara Zetkin, the Luftwaffe’s aerial assault on Moscow, began. But the Luftwaffe was opposed by the ‘Stalin’s Falcons’, the elite 6th Air Defence Corps, which defended the Soviet capital with a determination which saw bitter duels to the death and horrendous casualties on both sides.

The book presents new facts about this dramatic battle and describes in detail the actions of the aircrew on both sides. Yet this is not just the story or the air war. The authors also describe the lives of people during the war, of suppressed anti-Soviet opposition in Moscow, and of the bloodthirsty and inhuman actions of the Stalin regime. The book also tells of the fate of German pilots caught in Russian captivity, and the adventures of those who were able to survive and escape from the Russian executioners. Many myths concerning the battle are also challenged, such as the often-stated belief that Moscow’s anti-aircraft defences were the most powerful in the world and that it was the Soviets who were the finest pilots.

In this comprehensive account, details of losses, biographical outlines of the key individuals, analyses of the different aircraft and a full chronology of the battle are presented, as well as numerous exclusive photos, documents and drawings.

But it is the stories of those who fought in the Battle for Moscow that, undeniably, have the greatest impact. The harrowing tales of death and survival in conditions that are almost beyond description demonstrate just how important this conflict was to both Russia and the Third Reich and, ultimately, to the outcome of the Second World War.

Tim Jenkins, Flying Pantechnicons: The Story of the Assault Glider Trust (Warwick: Helion and Company, 2021)

In the summer of 2001 the Midlands Branch of the Glider Pilot Regiment identified a significant gap in the proud heritage of British aviation. Despite numerous preserved aircraft assemblages both in the United Kingdom and abroad the fact remained that there was no complete surviving example of a publicly accessible Airspeed Horsa assault glider to be found anywhere in the world. The Assault Glider Trust was formed in order to put the situation straight once and, very much, for all.

Between 2001 and 2014 a skilled team of aviation enthusiasts worked tirelessly on the manufacture, conservation and restoration of not only the Airspeed Horsa but a wider collection of aircraft in honour of all those associated with airborne forces during The Second World war. These included an American WACO CG-4A ‘Hadrian’, C-47 Dakota and a DH82a Tiger Moth.

‘Flying Pantechnicons’ is a fascinating miscellany charting the remarkable story of The Assault Glider Trust and the determination of an entirely charitable voluntary organisation in achieving a most ambitious aviation project. The book follows their incredible journey from original idea through acquisition, restoration and the final challenge of finding permanent locations for public display and interpretation.

The development of British Airborne Forces and their military application is contextualised alongside the engineering challenges faced in the physical construction of historic airframes. Consequently, this book provides a valuable contribution to both historical interpretation and the machinations of large-scale object conservation making it ideal for aviation enthusiasts and heritage professionals alike.  

Mikhail Maslov, King of Fighters: Nikolay Polikarpov and His Aircraft Designs, Volume 2 – The Monoplane Era (Warwick: Helion and Company, 2021)

In the century-long history of the conquest of the sky there have been a number of outstanding personalities. Among them is the name of designer Nikolay Polikarpov (1892-1944), who is inseparably associated with the best achievements of Russian and Soviet aviation.

His practical activity in the aircraft industry began upon graduation from the Petersburg Polytechnic Institute in 1916. Aged 25, Polikarpov was sent to the Russo-Baltic Wagon Factory (RBWF), where the four-engined Ilya Muromets bombers designed by Igor Sikorsky were being built at that time. Later, beginning in August 1918, he worked in Moscow at the Dux aircraft factory. For several years, he was engaged in improving products manufactured by the factory, and upgrading production aircraft to accommodate the available engines, equipment and materials. From 1922, Polikarpov focused his attention on fighter aircraft, creation of which was a priority for him during the following years. The first of them was the IL-400 monoplane, designated I-1 by the Air Force. The monoplane was followed by biplanes including the 2I-N1 (1925), the I-3 (1927), the D-2 (1928), and the I-6 (1929). It was specialization in fighter aircraft which, from then on, became his mission in life. At the peak of his career as a designer, Polikarpov was informally styled ‘the King of Fighters’, which was quite in line with the level of his merits and achievements.

In the 1930s, the TsKB-3 (I-15) and TsKB-12 (I-16) fighters were designed under Polikarpov’s supervision. These aircraft were the designer’s undoubtable success. They also were the main combat fighters in service with the Red Army Air Force. For the creation of the I-15 and the I-16 fighters, Polikarpov was awarded the Order of Lenin in 1935, and the Order of the Red Star a year later.

During the 1930s, Nikolay Polikarpov devised a lot of aircraft of various designs, the majority of which can be described as ‘advanced’ and ‘innovative’. In 1940, Polikarpov was granted the degree of the Doctor of Engineering and the title of the Chief Designer of the highest category. In the same year, he was awarded the title of the Hero of Socialist Labor. A year later, he became a recipient of the Stalin Prize.

This gifted Soviet engineer was destined to live only 52 years. On 30 July 1944, Nikolay Polikarpov died of a rapidly evolving cancer. To venerate his memory, the U-2 trainer has ever since been designated the Po-2 (Polikarpov-2).

This book describes all Polikarpov’s original projects, both those put into reality and unimplemented ones. It took the author many years to prepare for the creation of the book. The author studied materials on the respective topics in all Russian archives, and made use of the recollections of Polikarpov’s contemporaries, as well as publications by other researchers.

For purposes of clarity and in order to facilitate publication, the author split the book on Nikolai Polikarpov’s aircraft into two parts – the ‘Biplane Era’ and the ‘Monoplane Era’. Indeed, during the designer’s activity from 1918 through to 1932, he devoted himself predominantly to creating biplanes. For the 1920s, the biplanes were a preferable option; they were more common, more reliable, better studied, and even more desirable for the Red Army Air Force. The first design of the IL-400 (I-1) monoplane fighter appeared as early as 1923; however, it was through its novelty and unpredictability that the aircraft failed to achieve the deserved success. It should be noted that the U-2 (Po-2) and the R-5 biplanes, which were created during that period, became one of the best Polikarpov aircraft, and brought him recognition as a designer. In the 1930s, Nikolai Polikarpov’s activity reached its pinnacle. It was during that period that he created his advanced monoplanes such as the I-16, the I-17, the VIT-2, and others. He continued his fruitful and quite successful activity in the area of creating modern aircraft during the war of 1941—45 as well.

Volume 2 comprehensively covers Polikarpov’s monoplane designs.

Jerry Murland, The Schneider Trophy Air Races: The Development of Flight from 1909 to the Spitfire (Barnsley: Pen and Sword, 2021)

When Jacques Schneider devised and inaugurated the Coupe d’Aviation Maritime race for seaplanes in 1913, no-one could have predicted the profound effect the Series would have on aircraft design and aeronautical development, not to mention world history.

Howard Pixton’s 1914 victory in a Sopwith Tabloid biplane surprisingly surpassed the performance of monoplanes and other manufacturers turned back to biplanes. During The Great War aerial combat was almost entirely conducted by biplanes, with their low landing speeds, rapid climb rates and manoeuvrability.

Post-war the Races resumed in 1920. The American Curtiss racing aircraft set the pattern for the 1920s, making way for Harold Mitchell’s Supermarines in the 1930’s. Having won the 1927 race at Venice Mitchell developed his ground-breaking aircraft into the iconic Spitfire powered by the Rolls-Royce Merlin engine. This new generation of British fighter aircraft were to play a decisive role in defeating the Luftwaffe and thwarting the Nazis’ invasion plans.

This is a fascinating account of the air race series that had a huge influence on the development of flight.

Ryan Noppen, Holland 1940: The Luftwaffe’s First Setback in the West (Oxford: Osprey Publishing, 2021)

The German invasion of the Netherlands was meant to be a lightning-fast surgical strike, aimed at shoring up the right flank of the assault on France and Belgium. With a bold plan based largely on Luftwaffe air power, air-landing troops, and the biggest airborne assault yet seen, a Dutch surrender was expected within 24 hours.

But the Netherlands possessed Europe’s first fully integrated anti-aircraft network, as well as modern and competitive aircraft. On 10 May, the German attack was only partly successful, and the Dutch fought on for another four days. On the fifth day, with its original strategy having largely failed, the Luftwaffe resorted to terror-bombing Rotterdam to force a surrender.

Explaining the technical capabilities and campaign plans of the two sides, and charting how the battles were fought, this fascinating book reassesses this little-known part of World War II. Author Ryan K. Noppen argues that while the Holland campaign was a tactical victory for Germany, the ability of the well-prepared but outnumbered Dutch to inflict heavy losses was a warning of what would come in the Battle of Britain.

Russell Peart, From Lightnings to MiGs: A Cold War Pilot’s Operations, Test Flying & And Airspeed Record (Barnsley: Air World, 2021)

It was supposed to be just a training flight. The two Soviet-manufactured MiG 21s, each with two practice bombs and four air-to-ground rockets, were lined up on the runway in Bangladesh at the height of the Cold War, when air traffic control suddenly reported an incursion by Indian Air Force Jaguars. Though ill-equipped for combat, the two MiGs were scrambled.

One of the MiGs’ pilots was an RAF officer – Squadron Leader Russell Peart. On a seven-month loan to the Bangladeshi Air Force, Peart suddenly found himself at the centre of the simmering hostility between two neighbouring nations. By the time they reached the area that had been threatened by the Indian pilots, the Jaguars had gone. Later, when Squadron Leader Russell Peart spoke of the incident to the British High Commissioner, he was told not to shoot down any Jaguars as the Indians had still not paid for them!

Russell Peart flew many other aircraft in his varied career, including the MiG 19, and while a test pilot at Boscombe Down trialled such designs as the Tornado GR1. But it was whilst he was seconded to the Sultan of Oman’s Air Force, particularly during the so-called ‘Secret War’ in Dhofar, that he saw the most action. In that theatre the author flew some 200 operational sorties, 180 of which involved live fire, during which he was hit many times. He was also hit and wounded by a 75mm shell.

Russ Peart has written in detail of his exciting RAF career, from flying Lightnings in the Far East to winning the top prize in the International Tactical Bombing Competition against a handpicked team of United States Air Force fighter pilots and being awarded the Sultan Of Oman’s Distinguished Service Medal. Supplemented by a selection of previously unseen photographs, this uniquely original memoir throws new light on the operational flying undertaken by some RAF pilots during the tense years of the Cold War.

Kevin Wright, We Were Never There, Volume 1: CIA U-2 Operations over Europe, USSR, and the Middle East, 1956-1960 (Warwick: Helion and Company, 2021)

Devised by Kelly Johnson and initially operated by the CIA, the U-2 is the world’s most famous ‘spyplane.’ It flew at unprecedented altitudes and carried the most sophisticated sensors available, all in the greatest secrecy. Operating from remote locations and without markings, they often took-off before first light. Ostensibly operated by civilians flying meteorological research missions, their bold overflights took them far across Eastern Europe, the USSR, Middle and Far East. However, many details of the aircraft’s operational history remain vague and a considerable amount is still classified. Continuing national political sensitivities have meant that much about these early operations has still not been fully revealed even more than 60 years later.

This book utilises a large number of recently declassified documents to explore the remaining hidden details. It provides in-depth examinations of some missions not previously fully described and include more about Norway’s role in U-2 operations, and a breakdown of British U-2 overflights of the Middle East using recently released files from the British Ministry of Defence. It examines some of the U-2’s extensive efforts to collect intelligence on Soviet ballistic missile test launches and space programme, on ‘Fast Move’ staging operations and lots more from these missions up to May 1960.

Chapters explore some of the ground-breaking technology employed by the U-2 to photograph and eavesdrop on Soviet nuclear, military and industrial activities. These include revealing secrets of the Fili heavy bomber production plant, just five miles from the Kremlin. Overflights of the ‘Arzamas-16′ closed nuclear city, Vozrozhdeniya biological warfare centre in the Aral Sea and the mystery that was Mozhaysk. Over 90 photographs, maps and illustrations provide details of the aircraft, the cameras and electronic defensive and eavesdropping systems. The specialised nuclear fallout sampling role is explored and the ‘weather packs’ installed to substantiate the wafer-thin false cover story of the U-2’s role as a ‘meteorological research’ aircraft. Maps, most never been seen before, record the detailed routes flown by U-2 pilots deep into denied airspace to reveal the secrets of Soviet military, nuclear, scientific and industrial sites.

#Podcast – An Interview with Dr Frank Blazich

#Podcast – An Interview with Dr Frank Blazich

Editorial Note: Led by our Editor Dr Mike Hankins, From Balloons to Drones produces a monthly podcast that provides an outlet for the presentation and evaluation of air power scholarship, the exploration of historical topics and ideas, and provides a way to reach out to both new scholars and the general public. You can find our Soundcloud channel here. You can also find our podcast on Apple Podcasts and Google Podcasts.

During the Second World War, the Civil Air Patrol (CAP) conducted anti-submarine operations, including giving civilian volunteer pilots the authority to drop bombs on enemy targets. To tell us about the role CAP played in the war, we’re joined by Dr Frank A. Blazich, Curator of Modern Military History at the Smithsonian National Museum of American History and author of “An Honorable Place in American Air Power”: Civil Air Patrol Coastal Patrol Operations, 1942–1943 from Air University Press. A review of “An Honorable Place can be found here.

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Dr Frank A. Blazich, Jr. is a Curator of Modern Military History for the Division of Armed Forces History at the Smithsonian Institution National Museum of American History. A veteran of the U.S. Air Force, he holds a doctorate in modern American history from The Ohio State University and specialises in the American military experience in the 20th and 21st Centuries. Following his doctoral studies, Blazich served as the historian at the U.S. Navy Seabee Museum in Port Hueneme, California before moving to Washington, DC to serve as a historian in the History and Archives Division of Naval History and Heritage Command.  Additionally, he served as the national historian for the Civil Air Patrol from April 2013 to March 2018. In March 2018, he became director of the Colonel Louisa S. Morse Center for Civil Air Patrol History at Joint Base Anacostia-Bolling, Washington, DC. In addition to articles, book review and various blog posts, his first edited book, Bataan Survivor: A POW’s Account of Japanese Captivity in World War II, was published by the University of Missouri Press in February 2017.

Header Image: A variety of Civil Air Patrol-operated aircraft, including a Sikorsky S-39 in center frame, parked at Coastal Patrol Base 17  between July 1942 and August 1943. The base would eventually become Francis S. Gabreski Airport in New York State. (Source: Wikimedia)  

#AirWarBooks – Dr Michael Hankins

#AirWarBooks – Dr Michael Hankins

Editorial Note: In the next instalment of our Air War Books series, our Podcast Editor, Dr Michael Hankins, discusses the ten books that have influenced and shaped his writing as an air power historian.

Before I became a historian, I was a professional musician, and one of the most fun things that musicians do is sit around and talk about their influences. What did you listen to over the years that made you play the way that you play and compose music the way you do? The #AirWarBooks series here is a similar opportunity for us air power historians to talk about what books influenced us most. But, of course, the way any historian interrogates the past is rooted in many things, not just what books they read, but also their values, beliefs, background, and maybe even what kind of music they like.

That said, here are ten books that influenced my approach to studying and writing about air power history and technology. Not all of them are about aviation, but they shaped my approach to history in key ways. I’ll discuss the non-aviation books first:

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J.E. Lendon, Soldiers and Ghosts: A History of Battle in Classical Antiquity (New Haven, CT: Yale University Press, 2006). So why is a book about Greco-Roman Warfare on my list of military aviation books? Because Lendon’s amazing work links culture and memory to the practice of warfare in specific and compelling ways. He argues that the Greeks and the Romans looked to the past – a culturally constructed, imagined past—to inform what they thought warfare should look like. I noticed some similar trends when I studied fighter pilot culture and began working on my first book, Flying Camelot. I don’t think I could have written that book without Lendon’s influence.

David Nye, America as Second Creation: Technology and Narratives of New Beginnings (Boston, MS: MIT Press, 2003). This book is not about aircraft specifically, but it is about the cultural power of technology. I’ve been deeply influenced by Nye’s examination of how specific technologies came to symbolize cultural narratives about the origins and evolution of the United States. The idea that a piece of technology could be a symbol that tells a specific story to a specific culture, almost defining their sense of identity in a way, is an idea that continues to define my own work.

Jill Lepore, The Name of War: King Philip’s War and the Origins of American Identity (New York: Vintage, 1998). There may not have been any aircraft in King Phillip’s War, but what I found so compelling about Lepore’s work here is the power of how people talk about the past. This book is less about the war and more about how it came to be remembered by the opposing sides, and how the language used to describe the past can create whole systems of meaning that shape the future. This idea, so powerfully explored here, has shaped my approach to studying later conflicts from the Korean and Vietnam Wars to the Gulf War and beyond.

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Mark Clodfelter, The Limits of Air Power: The American Bombing of North Vietnam (New York: Free Press, 1989). Finally, some aeroplanes! There is a rich literature about air power in the Vietnam War, but I still think Clodfelter’s classic holds up as one of the most important. Even over 30 years later, his argument is still controversial: that strategic bombing in Vietnam was not effective, that air power, although very important, has limits. Nevertheless, his explanation and comparison of the different goals, limits, and methods of the Johnson and Nixon administrations’ approaches to bombing is still useful and insightful. Even for those who disagree with it, this book remains a giant in the field for a reason.

John Flanagan, Vietnam Above the Treetops: A Forward Air Controller Reports (New York: Praeger Publishers, 1992). There are a lot of pilot and aircrew memoirs from Vietnam, and many of them are very good. But, for some reason, Flanagan’s tale of flying O-1 Bird Dogs on the incredibly dangerous low-and-slow FAC missions in Southeast Asia has stuck with me much more than any other pilot memoirs I’ve read. Starting at the USAF Academy, Flanagan was a deeply principled man who was surprised at how the military handled itself in Vietnam. His story includes the way he wrestled with himself about the war and described in detail the brutal missions and the horrific things he saw. His story also includes a detailed look at how the US brought South Korean troops into the war – something not covered much in other works. There are many great memoirs to read, but if you can only read one, this would be my pick.

Tami Davis Biddle, Rhetoric and Reality in Air Warfare: The Evolution of British and American Ideas about Strategic Bombing, 1914-1945 (Princeton, NJ: Princeton University Press, 2004). Of all the books on bombing in the Second World War (and there are seemingly too many to count), Biddle’s work is one of the best. She highlights one of major themes in air power history: the disconnect between the promises of air power and its actual results on the battlefield. This work is a wonderful look at the evolution of an idea – how strategic bombing theory grew and changed over time, and how that idea and the assumptions that grew to accompany it influenced air power leaders on both sides of the Atlantic to interpret the air war in particular ways. This mode of analysing not only what happened, but what people thought about what happened, is something I’ve tried to carry through in my own work.

Steven Fino, Tiger Check: Automating the US Air Force Fighter Pilot in Air-to-Air Combat, 1950–1980 (Baltimore, MD: Johns Hopkins University Press, 2017). Fino’s study of the evolution of fighter pilot cockpits, detailing the F-86 Sabre, F-4 Phantom, and F-15 Eagle, is still one of my favourite histories of technology. That’s not just because it’s about three of my favourite aircraft, but because of how deftly Fino – himself a former Eagle driver – connects that technology to the people using it. He illustrates the complex interactions between human and machine in the high-stress combat situation of flying fighters, and how the culture of fighter pilots evolved along with the technology. I’ve also never seen another book be so technically detailed while remaining so accessible.

Linda Robertson, The Dream of Civilized Warfare: World War I Flying Aces and the American Imagination (Minneapolis, MN: University of Minnesota Press, 2005). As a Professor of Media as opposed to a historian, Robertson comes at this study of First World War pilots with a fresh perspective. She examines how the image of the knights of the air (inaccurate as it is) was constructed and took such a grip on the public and the flyers themselves. It’s a study of the public perception of the war and of flying and expands the literature on the First World War in interesting ways.

Beyond

Stephen Bourque, Beyond the Beach: The Allied War Against France (Annapolis, MD: Naval Institute Press, 2018). Books about bombing during the Second World War are plenty, but few of them critique the allied effort in quite the way that Bourque does here. By travelling across France and consulting local archives, then comparing them to the official USAAF records, Bourque demonstrates the horrific true costs of the allied bombing campaign for French civilians. Almost as a companion piece to Tami Davis Biddle’s work, Bourque shows the human, emotional, and deeply personal costs of inaccurate bombing attacks, which wreaked destruction over France, killing tens of thousands of civilians. I read many books about bombing theory and doctrine, but this book makes those things real on a human level and made me look in a new way at a historical event that I thought I understood.

C.R. Anderegg, Sierra Hotel: Flying Air Force Fighters in the Decade After Vietnam (Washington DC: Air Force History and Museums Program, 2001). I’m not sure what it is about this book that keeps drawing me back. It’s a short volume about the transition from the Vietnam-era fighters like the F-4 Phantom, to the more advanced F-15 Eagle fighters of the 70s and 80s, and the suite of other changes that accompanied that shift, from more advanced air-to-air missiles like the AIM-9L to the changing nature of pilot culture, tactics, and training practices. Nevertheless, Anderegg’s approach – part history, part memoir – makes for very compelling, engaging reading about a fascinating topic. Maybe it’s that the subject matter is what my work focuses on, or maybe it’s the engaging writing style and interesting anecdotes, but I keep finding myself returning to this one again and again.

Dr Michael Hankins is the Curator for US Air Force, Navy, and Marine Corps post-World War II Aviation at the Smithsonian National Air and Space Museum and the author of Flying Camelot: The F-15, the F-16, and the Weaponization of Fighter Pilot Nostalgia (2021). He is a former Professor of Strategy at the USAF Air Command and Staff College eSchool, and former Instructor of Military History at the US Air Force Academy. He earned his PhD in history from Kansas State University in 2018 and his master’s in history from the University of North Texas in 2013. He has a web page here and can be found on Twitter at @hankinstien.

Header image: A US Air Force F-16 Fighting Falcon aircraft assigned to the 18th Aggressor Squadron takes off during Red Flag-Alaska 12-3 at Eielson Air Force Base, Alaska, 6 August 2012. Red Flag-Alaska is a series of Pacific Air Forces commander-directed field training exercises for US and partner nation forces, providing combined offensive counter-air, interdiction, close air support, and large force employment training in a simulated combat environment. (Source: Wikimedia)

#BookReview – An Honorable Place in American Air Power: Civil Air Patrol Coastal Operations, 1942-1943

#BookReview – An Honorable Place in American Air Power: Civil Air Patrol Coastal Operations, 1942-1943

Frank A. Blazich Jr. An Honorable Place in American Air Power: Civil Air Patrol Coastal Operations, 1942-1943. Maxwell Air Force Base, AL: Air University Press, 2020. Illustrations. Notes. Bibliography. Index. Pbk. xvi + 239 pp.

Reviewed by Bryant Macfarlane 

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As a much younger man, I participated in the United States Air Force’s Civil Air Patrol (CAP) cadet program like many other young Americans. Along with emergency services and aerospace education, the CAP cadet program teaches valuable life skills and cementing a nascent airmindedness into its members.  Given the important role, the publication of Frank A. Blazich, Jr.’s An Honorable Place in American Air Power: Civil Air Patrol Coastal Operations, 1942-1943 is an important addition to the literature on the role of American air-power during the Second World War.

Blazich, Curator of Modern Military History at the Smithsonian Institution’s National Museum of American History and Director of the Colonel Louisa S. Morse Center for Civil Air Patrol History, is uniquely suited to the task of writing the history of CAP’s important role at the height of the Battle of the Atlantic. An Honorable Place in American Air Power recounts the exploits of volunteer American civil airmen combating U-boats off the Atlantic and Gulf Coasts and patrolling the American-Mexico border in the critical opening months of American involvement in the Second World War. Though not the first to tackle the subject, Blazich’s effort is undoubtedly the most complete accounting of how American – air-minded civilians found a way to help their nation in a time of dire need. Blazich challenges the hagiographic treatment of William Mellor, Andrew Ten Eyck, and Robert E. Neprud by arguing that the CAP had significant safety, organisational, and funding issues until Congress created federal legislation in 1948. While most works produced since the 1950s have been tertiary works, Blazich supports Clair Blair’s conclusion in Hitler’s U-Boat War (1998). Blair and Blazich argue that U-boats were not a decisive weapon of war in the Atlantic but did significantly delay the total mobilisation of American assets towards operations in Africa. Blazich’s original research builds upon the archival work of Michael Gannon and the capture of oral history by Louis Keefer to fully explore the historiographical gap left in the official histories of the US Army and US Navy.

While the work is aimed at incorporation into professional military education venues, Blazich’s writing is very accessible to general readers and military professionals while retaining academic rigour. Blazich’s presentation and enthusiasm allow the narrative to unfold cleanly across the page while easily allowing the interested reader to understand his methodology and sources in endnotes and appendices. Researchers and academics are rewarded by including deep endnotes and rich appendices that provide a wealth of resources for further work on the CAP and interested in exploring aspects of the Second World War, air power, civil-military relations, security studies, and general American aviation history. In so doing, Blazich definitively puts to rest the myth of CAP aircraft destroying or damaging enemy submarines and clarifies the challenges surrounding the CAP and its participation in the American anti-submarine campaign from March 1942 to August 1943.

Blazich effectively demonstrates how, with tentative agreement from the US Navy and US Army Air Forces, an organisation of volunteer private pilots, mechanics, radio operators, and administrators freed military personnel and equipment for operations outside of the continental United States. Using professionalism, dedication, resourcefulness, and small civil aircraft, the CAP surmounted formidable geographic, legal, and logistical obstacles in establishing a series of 21 air bases from the Maine-Canadian border to the Texas-Mexico border. This was conducted through volunteer efforts with minimal state or federal support. Further, Blazich demonstrates that, despite support from the Office of Civil Defense (OCD), many military officials were sceptical of the potential for effective inclusion of the CAP into their national defence responsibilities. Nevertheless, despite the reorganisation of military commands and interservice squabbles over responsibilities, the CAP proved to be an effective and timely solution to the nation’s needs in securing the American eastern sea frontier and freeing uniformed forces for operations in Africa and the Pacific.

Presented in five chronologically focused chapters, with an introduction and concluding chapter on how volunteer civil-auxiliary assets can be exploited for future needs, An Honorable Place in American Air Power is a highly accessible and vital work. Some may take historical umbrage with Blazich’s argument (p. 1) that within the context of the era, ‘CAP members became the first American civilians to actively engage with enemy forces in defense of the United States.’ However, as Blazich (p. 1) clearly outlines across the five chapters that make up the core of this book that for approximately 18 months, the volunteer civilian airmen of the CAP became a de jure ‘fourth arm of the nation’s defense.’ While volunteering for CAP missions did not preclude Selective Service selection, and members had to provide their uniforms, aircraft, equipment, and facilities, it offered the only path for a private citizen to maintain the ability to ‘own, operate and service any aircraft and radio equipment.’ (p. 89)

While Blazich rightly argues that the formation of the CAP was a synchronicity of people and events that was put into motion in the late 1930s, what is unquestionably clear is that the organisation would not have been taken as seriously by the War Department had it not been for the positive relationships air-minded leaders. These included people such as Fiorello LaGuardia, of the OCD, shared with well-placed Army officials, like Chief of the Army Air Forces ‘Hap’ Arnold, in the War Department. Arnold, like Giulio Douhet, understood the need to educate political leaders on the critical link between military and civilian aviation. Arnold also understood that America was soon to be desperately needed a ready supply of skilled pilots and maintainers. Because of this, argues Blazich, Arnold became ‘one of the CAP’s biggest supporters’ from within the War Department. (p. 150) While Blazich clarifies that CAP operations occurred concurrently with the increased convoy and military force projection that had effectively created wide-area security for American sea frontiers, the argument is clear that the CAP provided an evident success in effectively adopting civilian volunteers and equipment into the National Defense Strategy.

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The front cover of Blazich’s book is based on this 1943 recruitment poster for the Civil Air Patrol that was designed by Clayton Kenney. (Source: NARA)

A prime example of synchronicity was the November 1941 decision of the OCD to place Army Major General John F. Curry, a retired Commandant of the Air Corps Tactical School, as the CAP National Commander. Thus, building trust between the fledgling CAP and the War Department as unarmed CAP patrols began in January 1942. Blazich (p. 56) argues that despite the early support by the War Department, by March 1942, the US Navy felt the CAP would ‘serve no useful purpose except to give merchant ships the illusion that an adequate air patrol is being maintained.’ However, this did not go far in impressing Admiral Ernest King, who opined (p. 57) that CAP aircraft ‘would not be productive in sufficient degree to compensate for the operational difficulties to be encountered in coordinating and controlling the flying involved by inexperienced personnel.’ Despite these expressed feelings by the US Navy, civil leaders expressed further trust in the CAP’s ability, under the operational jurisdiction of Naval sea frontier commands to extend the safety of merchant shipping through the American littorals and beyond from U-boats operating along American waters.

On 29 April 1943, President Franklin Roosevelt issued Executive Order 9339, which transferred the CAP from the OCD to the War Department. By the summer of 1943, trust in the CAP as an asset to the nation’s defence in freeing military human resources for combat and providing overflight services had measured a success. The CAP bought time for the Navy to build force capacity to conduct land-based, long-range offensive operations across the American sea frontier. Admiral King registered accolades as the CAP stood down its continuous volunteer air services to America’s eastern sea frontiers. According to Blazich (p. 150), ‘King, never one to offer accolades except when appropriate, his praise represented the highest compliments’ to the demonstrated professionalism, bravery, and sacrifice of the volunteer members of the CAP.

The final chapter of An Honorable Place in American Air Power argues that the retention of the CAP after the national defence emergency demonstrates that innovative solutions to strategic problems can be found when Americans work collaboratively. Here, Blazich urges key leaders to use the legal and social foundations laid by the CAP to be extended into more routine use in an emergency, or civil relief situations. Blazich, arguing that the CAP has expanded to include cyber and small unmanned aerial system operations, sees an underutilised functional capacity in the CAP. ‘For a future conflict with an unknown enemy, [and] the improbability of a conventional enemy land force invading the continental United States,’ argues Blazich (p. 175), ‘physical CAP assets will assist the Air Force along the nation’s borders, in cyberspace, and throughout the interior.’

In conclusion, An Honorable Place in American Air Power is a tremendously important work that expands our understanding of the American home front in the opening months of the Second World War. While, as Blazich argues (p. 164), ‘deterrence is a nebulous matter to objectify into metrics,’ An Honorable Place in American Air Power conclusively demonstrates the effectiveness of the CAP through the actions of the brave men and women of the coastal patrol stations that motivated legislative designation of the CAP as the auxiliary of the United States Air Force. Moreover, the CAP is ‘available for noncombat programs and missions with taxpayer funding and resources’ (p. 170) to continue providing education, emergency rescue, and other support to continually build strength for a capable air presence for the American people.

Bryant Macfarlane served in the United States Army from 1997 to 2019 and is a PhD student at Kansas State University studying vertical flight and its effect on military culture. He can be found on Twitter @rotary_research.

Header Image: A variety of Civil Air Patrol-operated aircraft, including a Sikorsky S-39 in center frame, parked at Coastal Patrol Base 17  between July 1942 and August 1943. The base would eventually become Francis S. Gabreski Airport in New York State. (Source: Wikimedia)  

#Podcast – An Interview with Dr Brian Laslie

#Podcast – An Interview with Dr Brian Laslie

Editorial Note: Led by our Editor Dr Mike Hankins, From Balloons to Drones produces a monthly podcast that provides an outlet for the presentation and evaluation of air power scholarship, the exploration of historical topics and ideas, and provides a way to reach out to both new scholars and the general public. You can find our Soundcloud channel here. You can also find our podcast on Apple Podcasts and Google Podcasts.

2022 will mark the 50th anniversary of the LINEBACKER campaigns – the last major bombing campaigns of the Vietnam War. As such, in our latest podcast, we interview Dr Brian Laslie about his latest book, Air Power’s Lost Cause: The American Air Wars of Vietnam and his evaluation of the legacy of air power’s contribution to the Vietnam War.

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Dr Brian Laslie is a US Air Force Historian and currently the Deputy Command Historian at North American Aerospace Defense Command (NORAD) and United States Northern Command (USNORTHCOM). He is also the Book Reviews Editor at From Balloons to Drones. A 2001 graduate of The Citadel and a historian of air power studies, he received his Masters’ from Auburn University Montgomery in 2006 and his PhD from Kansas State University in 2013. He is the author of Architect of Air Power: General Laurence S. Kuter and the Birth of the US Air Force (2017) and The Air Force Way of War (2015). The latter book was selected for the Chief of Staff of the Air Force’s 2016 professional reading list and the 2017 RAF Chief of the Air Staff’s reading list. He can be found on Twitter at @BrianLaslie.

Header Image: 3/4 front view of a US Air Force RC-130A of the 1st Aerial Cartographic and Geodetic Squadron parked on aluminium matting at Tuy Hoa Airbase in South Vietnam in 1970. (Source: NARA)

#ResearchResources – Recent Articles and Books (August 2021)

#ResearchResources – Recent Articles and Books (August 2021)

Editorial note: In this series, From Balloons to Drones highlights research resources available to researchers. Contributions range from discussions of research at various archival repositories to highlighting new publications. As part of this series, we are bringing you a monthly precis of recent articles and books published in air power history. This precis will not be exhaustive but will highlight new works published in the preceding month. Publication dates may vary around the globe and are based on those provided on the publisher’s websites. If you would like to contribute to the series, please contact our Editor-in-Chief, Dr Ross Mahoney, at airpowerstudies@gmail.com or via our contact page here.

Articles

David Stubbs, ‘The Direction, Planning, and Implementation of the Operation Iraqi Freedom Air Campaign, 19 March–2 May 2003,’ War in History (2021), doi:10.1177/09683445211034535.

America’s leaders, who anticipated that Operation Iraqi Freedom would end Saddam Hussein’s Ba’athist regime, wanted to leverage technological advances to wage a ‘light-footprint’ ground war. This expectation obliged air, land, and naval planners to balance their strategic and tactical targeting options and to concentrate their activities on tactical support to ground forces, delivered at a speed designed to undermine the ability of the Iraqi forces to offer a coherent defence. The air campaign plan that emerged has often been misunderstood and misinterpreted as a blunt instrument, but it was actually underpinned by the desire to minimise civilian casualties.

Chapters

D. Blinder, ‘Falklands/Malvinas’ Air Warfare and Its Consequences: A Critical Geopolitical Approach’ in E.E. Duarte (ed.), The Falklands/Malvinas War in the South Atlantic (Basingstoke: Palgrave Macmillan, 2021).

This chapter investigates the aerial dimension of the Falklands/Malvinas warfare and the post-war condition of technological restrictions imposed upon Argentina. The analysis proceeds from a critical geopolitical perspective to conceptualize the geopolitical drivers of diffusion and the manufacture of military industry and technology. It assesses the British official documentation on export licenses to Argentina between 1997 and 2018 and the corresponding Argentine measures to deal with those restrictions from Alfonsín to Macri’s presidential administrations. I argue the UK controlled the exports of military technology or dual-use technology to Argentina, developing a “web of technological limitation,” which extended from British defense and trade governmental apparatuses to international institutions.

Books

Lee Cook, Dirty Eddie’s War: Based on the World War II Diary of Harry “Dirty Eddie” March, Jr,. Pacific Fighter Ace (Denton, TX: University of North Texas Press, 2021).

Dirty Eddie’s War is the true account of the war-time experiences of Harry Andrew March, Jr., captured by way of diary entries addressed to his beloved wife, Elsa. Nicknamed “Dirty Eddie” by his comrades, he served as a member of four squadrons operating in the South Pacific, frequently under difficult and perilous conditions. Flying initially from aircraft carriers covering the landings at Guadalcanal in August 1942, he was one of the first pilots in the air over the island and then later based at Henderson Field with the “Cactus Air Force.” When he returned to combat at Bougainville and the “Hot Box” of Rabaul, the exploits of the new Corsair squadron “Fighting Seventeen” became legendary.

Disregarding official regulations, March kept an unauthorized diary recording life onboard aircraft carriers, the brutal campaign and primitive living conditions on Guadalcanal, and the shattering loss of close friends and comrades. He captures the intensity of combat operations over Rabaul and the stresses of overwhelming enemy aerial opposition.

Lee Cook presents Dirty Eddie’s story through genuine extracts from his diary supplemented with contextual narrative on the war effort. It reveals the personal account of a pilot’s innermost thoughts: the action he saw, the effects of his harrowing experiences, and his longing to be reunited with the love of his life back home.

Tom Cooper and David Nicolle, MiGs in the Middle East – Volume 2: Soviet-designed Combat Aircraft in Egypt and Syria 1963-1967 (Warwick: Helion and Company, 2021)

Hundreds of fighter-bombers of Soviet design and manufacture served in the air forces of multiple frontline Arab states during the first half of the 1960s. Not only older Mikoyan i Gurevich MiG-15s and MiG-17s, but also newer types such as the MiG-19 and MiG-21 were acquired in continuously increasing numbers, concurrently with Ilyushin Il-28- and Tupolev Tu-16 bombers, transport types such as the Antonov An-12 and Ilyushin Il-14, and trainers designed by Yakovlev. Nowhere else did they – and their pilots – play as important a role for the future of the local air forces – or entire nations – as in Egypt and Syria from 1963 until 1967. Whilst the period in question is still frequently described as a ‘peaceful decade’ in Israel and the West, they saw almost uninterrupted action: in Egypt, in Syria, as well as in Yemen, and especially in continuous incidents with Israel.

Based on official documentation and extensive interviews with dozens of veterans, and richly illustrated with exclusive photography and colour profiles, MiGs in the Middle East Volume 2 is a uniquely compact yet comprehensive guide to the build-up and operational history of Soviet-made aircraft in Egypt and Syria during this period. Prepared by authors that have established themselves as top authorities on the Arab air forces, and supported by custom-drawn colour profiles and detailed maps, it provides an exclusive, in-depth study and a single point of reference for the operational history of the Egyptian and Syrian air forces, their organisation and markings of the mid-1960s.

John Dillon, Bombers at Suez: The RAF Bombing Campaign during the Suez War, 1956 (Warwick: Helion and Company, 2021).

In October 1956 the British government, together with the French and Israelis, launched an attack on Egypt in response to President Nasser’s nationalization of the Suez Canal. The agreement between these three governments, the Sèvres Protocol, was a low point in British diplomacy and a factor in the ending of Prime Minister Eden’s political career. The military commanders had to plan for and launch Operation Musketeer, some 2,000 miles from the UK, while their political masters gave them only limited information on the arrangement made with France and Israel.

The RAF squadrons allocated to the operation came from the UK and Germany where their jet bombers, Canberras and Valiants, were intended for nuclear war against the Warsaw Pact countries rather than conventional war with Second World War bombs in a desert environment.

When Anthony Eden took the decision to launch Operation Musketeer the RAF did not have the forces required in the Mediterranean. At short notice, squadrons had to train for high level, visual bombing using techniques that would have been familiar to Lancaster crews in the Second World War. Also, the navigation aids fitted in the bombers were those required for the European theatre, not the Egyptian desert.

This account uses Cabinet Minutes, Squadron Operation Record Books, reports written by the Commander-in-Chief and personal accounts by aircrew who flew over Egypt, to detail the involvement of the RAF and is richly illustrated with photographs from the conflict and original colour artworks.

Clearing the Skies for the Red Army – Part 2: The Destruction of Luftflotte IV

Clearing the Skies for the Red Army – Part 2: The Destruction of Luftflotte IV

By Dr Luke Truxal

Editorial Note: In the conclusion of a two-part series on the contribution of US air power to the conduct of the Second Iași-Chișinău Offensive, Dr Luke Truxal examines the role of the US Fifteenth Air Force in the destruction of Luftflotte IV in the lead up to the launch of the Second Iași-Chișinău Offensive by the Red Army in August 1944. You can read the first part of this article here

On 6 June 1944, the same day that the Allies landed in Normandy to begin the liberation of western Europe, the US Fifteenth Air Force attacked Galati airfields. This represented a new phase of the air war over Romania, one where Luftflotte IV came under direct attack because of an American air superiority campaign. This article will contend that the American attacks against Luftflotte IV, at the request of the Soviets, contributed to the success of the Second Iași-Chișinău Offensive.

When American bombers flew from Soviet bases against Axis forces in Romania on 6 June 1944, it marked the first time in the war that they took off from behind Soviet lines to attack Axis targets. This mission was a part of Operation FRANTIC I, the first shuttle bombing missions from western Allied bases to Soviet bases. After leaving their bases in Ukraine, American bombers struck the primary Axis airfield in Romania at Galati. One hundred and four American B-17s and 42 P-51s of the Fifteenth Air Force attacked the German and Romanian air facilities at Galati. Fourteen Axis fighters along with another 25 spotted near the airfield engaged the strike force. During the ensuing air battle, American fighters accounted for six Axis fighters at the loss of two American fighters. The 104 B-17s dropped 155.3 tons of explosive bombs and 51.3 tons of incendiary bombs on the airfield and its facilities. Much of the buildings, hangers, and facilities at Galati were destroyed or damaged during the bombing. Of the 40 aircraft still on the ground during the attack, the Fifteenth Air Force destroyed eight and damaged 11.[1] FRANTIC I’s final mission was an attack on the Focsani airfield on 11 June and a return to the American airfields in Italy. Flying from the Soviet bases, 121 B-17s dropped 223.9 tons of bombs on the Focsani airfield escorted by 52 P-51s. The bombers struck the barracks and workshops along with additional facilities. The attacking force engaged 15 to 20 ME 109s and FW 190s over Focsani.[2]

FRE_008681
A P-51 Mustang nicknamed ‘Tempus Fugit’ of the 31st Fighter Group, Fifteenth Air Force in 1944. (Source: IWM (FRE 8681))

In another attempt to weaken Axis air power over Romania, the Americans executed Operation FRANTIC III, the first fighter sweep shuttle mission to the Soviet Union. According to the FRANTIC III plan on 11 July 1944, the purpose of the mission was to send 72 P-38s and 48 P-51s from the 306th Fighter Wing of the Fifteenth Air Force to execute counter-air operations from the American airfields located behind the Soviet lines in Ukraine. The three tactical objectives of FRANTIC III included: strafing of aircraft at Mielec, Poland; strafing of aircraft airfield and dive-bombing of the facilities at Lviv; strafing of targets that are identified through photo reconnaissance while in the Soviet Union.[3] At 7:45 AM on 22 July 1944, the 82nd and 31st Fighter Groups of the 306th Fighter Wing took off from their bases in Italy to attack the Romanian airfields near Zilistea and Buzau. When approaching the target, the American fighters dropped to an altitude of 5,000 feet. When they reached 4,000 feet, they passed several Axis aircraft flying near the airfield. The 82nd Fighter Group bypassed them to attack the airfields, while the 31st Fighter Group provided air cover. Once below 4,000 feet, Romanian anti-aircraft fire engaged the formations. The city of Ploesti began to deploy a smokescreen as they noticed the incoming American fighters. The 82nd Fighter Group attacked five airfields: Zilistea, Buzau, and three satellite fields. The 82nd Fighter Group destroyed 41 aeroplanes on the ground. Both the 82nd Fighter Group and 31st Fighter Group destroyed another 15 aeroplanes in the air at the loss of five P-38s. After the attack, the two groups reassembled and proceeded to their airbases located in Ukraine at Piryatin, Poltava, and Mirgorod.[4]

The next day the 306th Fighter Wing received orders to attack the German airfield at Mielec. One problem that the 306th Fighter Wing ran into was the fact that the Soviet offensive against German Army Group Center, codenamed Operation BAGRATION, had driven within 88 miles of the airfield, and there was concern that the Americans might accidentally strafe a Soviet ground formation. Additionally, poor weather delayed the attack until 25 July. By that time, the Soviet advance was 48 miles away from the airfield.[5] On 25 July, 36 P-38s and 36 P-51s of the 306th Fighter Wing attacked the airfield at Mielec, destroying anywhere from nine to 16 German aircraft on the ground. South of Mielec the fighters spotted a train and column of trucks which were also attacked destroying four locomotives and 14 trucks. On their way back to their bases in Ukraine, the fighter formation stumbled across a German bomber formation of 36 German JU-87 bombers without an escort. The American fighters engaged and destroyed 29 of the bombers. By the end of the day, the American fighters returned to their bases without suffering a loss.[6] The 26 July mission was a low-level fighter sweep of Ploesti and Bucharest and then a return to the Fifteenth Air Force bases in Italy. Poor weather forced the formation to divert to the Galati and Zilestea area. This led to an engagement with German fighters that resulted in 20 German fighters being shot down at the loss of two P-38s. [7]

The Red Army requested more follow up counter-air operations on the eve of the Second Iași-Chișinău Offensive. The Red Army General Staff sent a request to Deane’s counterpart in Moscow, Major General Robert L. Walsh, who oversaw all American air operations on the Eastern Front. Walsh sent an urgent message to the commander of the United States Strategic Air Forces in Europe, Lieutenant General Carl Spaatz, on 2 August. He wrote, ‘The Soviets requested that we concentrate our attacks on the following: enemy airdromes just south of the Iasi-Akkerman front.’ This included at least twelve airfields near the front lines. The Soviets provided a list, which Walsh transmitted directly to Spaatz. [8] The Americans had already carried out three fighter-bomber missions against German airfields in July.[9]

Operation Frantic
Russian officers chat with Colonel Barton, Commanding Officer of the 483rd Bomb Group, and Colonel Rice of the 2nd Bomb Group at Mirgorod. The girl in the center is an interpreter. (Source: National Museum of the USAF)

This request led to FRANTIC IV, the second all fighter shuttle mission of the war conducted by the 306th Fighter Wing. On 4 August, 45 P-38s of the 82nd Fighter Group took off to strafe the airfields around Focsani, while 45 P-51s of the 52nd Fighter Group provided air cover. The attack destroyed four Axis aircraft, three locomotives, and one tank car. Additionally, the P-38s strafed the hangers, buildings, and troop trains. Afterwards, the 306th Fighter Wing proceeded to Poltava. On 6 August, 30 P-51s and 30 P-38s of the 306th Fighter Wing took off from Poltava for the return fighter sweep. The 306th Fighter Wing destroyed 30 railway cars, 11 locomotives, four tank cars, and one aircraft at Cariova and Ploesti.[10]

After 2 June, the Luftwaffe’s sorties declined to 1,347 sorties.[11]  This data is also backed up by Fifteenth Air Force studies done after the fall of Romania of the air defences in the Ploesti and Bucharest area. The study estimated that in April 1944, Axis aircraft deployed around Bucharest and Ploesti numbered 200 to 255. Those numbers declined after the counter-air operations began. By May 1944, the number of Axis aircraft deployed to the area was anywhere between 125 to 145. In June, the numbers further decreased to 95 to 110 aircraft located in that same area. By August, Axis air power had declined in the Bucharest-Ploesti area to approximately 40 to 45 aircraft.[12] According to an American assessment of the decline, the Fifteenth Air Force concluded that the decline resulted from American counter-air operations and a redeployment of Luftwaffe forces to other theatres.[13] American counter-air operations and additional attacks against vital parts of Romania, significantly reduced Axis air power in the country during the summer of 1944. This, in part, explains part of the reason for the success of the Second Iași-Chișinău Offensive. Axis air power in the region had been, for the most part, eliminated.

In conclusion, the successful air superiority campaign against Axis air in Romania reveals a lot about the Allied offensives in Romania. First, the American Fifteenth Air Force played a pivotal role in the Second Iași-Chișinău Offensive by clearing the skies of Axis air power.  Next, this is an excellent example of successful joint operations. The Fifteenth Air Force worked in conjunction with the Red Army to attack targets of importance to the Soviet ground war in a timely fashion. Finally, from a historiography standpoint, more needs to be written about this subject. Preliminary research into these air operations indicates that American air operations in the Balkans were not confined strictly to attacking targets related to oil production.

Dr Luke Truxal is an adjunct at Columbia State Community College in Tennessee. He completed his PhD in 2018 from the University of North Texas with his dissertation ‘Command Unity and the Air War Against Germany.’ His previous publications include ‘Bombing the Romanian Rail Network,’ in the Spring 2018 issue of Air Power History. He has also written ‘The Politics of Operational Planning: Ira Eaker and the Combined Bomber Offensive in 1943’ in the Journal of Military Aviation History. Truxal is currently researching the effectiveness of joint air operations between the Allied air forces in the Second World War. He can be reached on Twitter at: @Luke_Truxal.

Header Image: American and Russian soldiers in 1944 during Operation FRANTIC. In the background is a B-17 Flying Fortress bomber and a C-47 Dakota transport aircraft. (Source: Wikimedia)

[1] United States Air Force Historical Research Agency (USAFHRA), Montgomery, AL, Call 622.430-6, Headquarters Eastern Air Command, ‘Eastern Command Narrative of Operations: 2nd Italy-Russia Shuttle Operation – 2 June 1944.’

[2] USAFHRA, Call 622.430-6, MASAF, “Excerpt-MASAF Intops Summary No. 325, 11 June: Foscani North Aerodrome Installations 5th Wing,” 11 June 1944.

[3] USAFHRA, Call 622.430-6, Headquarters Fifteenth Air Force, ‘Fifteenth Air Force Plan for Operation Frantic III,’ 11 July 1944.

[4] USAFHRA, Call 622.430-6, Headquarters 306th Fighter Wing, ‘Narrative Report of Frantic III Operation,’ 28 July 1944.

[5] Ibid.

[6] Ibid.

[7] Ibid.

[8] Library of Congress (LoC), Papers of General Carl Spaatz, Robert L. Walsh to Spaatz and Eaker, 2 August 1944.

[9] LoC, Spaatz Papers, George McDonald to Anderson (“Frantic”), 21 August 1944.

[10] USAFHRA, Call 622.430-6, 306th Fighter Wing, “INTOPS No. 381,” 7 August 1944.

[11] Hardesty and Ilya Grinberg, Red Phoenix Rising: The Soviet Air Force in World War II (Lawrence, KS: University of Kansas Press, 2012), p. 292

[12] Ike Skelton Combined Arms Research Library, Army Air Force Evaluation Board, ‘Army Air Force Evaluation Board Report VI: Ploesti,’ n.d., p. 21.

[13] Ibid, p. 19.

Clearing the Skies for the Red Army – Part One: Learning from Failure

Clearing the Skies for the Red Army – Part One: Learning from Failure

By Dr Luke Truxal

Editorial note: On 20 August 1944, the Soviet Union launched two army group sized formations, the Second and Third Ukrainian Fronts, against Axis Army Group South Ukraine. Army Group South Ukraine had been tasked with defending Romania. During this offensive, known as the Second Iași-Chișinău Offensive, the Soviets routed the Third and Fourth Romanian Armies and destroyed the German Sixth Army. By the end of the offensive on 29 August, the Romanian fascist government under Prime Minister Ion Antonescu was overthrown, and Romania defected to the Allies. In the first of a two-part series on the contribution of US air power to the conduct of the Second Iași-Chișinău Offensive, Dr Luke Truxal examines some of the lessons and issues that emerged from the First Iași-Chișinău Offensive between April and June 1944.

Few historians have delved deeply into the history of the Second Iași-Chișinău Offensive. Those who have written about the campaign typically only analyse the ground war. The foremost authority on the ground war on the Eastern Front, David Glantz, has covered the fighting in Romania in two of his books. In Red Storm Over the Balkans, Glantz analyses the First Iași-Chișinău Offensive. He also writes about the Second Iași-Chișinău Offensive in his overview of the fighting on the Eastern Front. Neither work referred to the air war that influenced the outcome of the fighting on the ground. Rob Citino, in his analysis of the fighting in Romania, excludes the air war.[1] Likewise, much of the historiography of the air war has overlooked the role of American air support provided to the Soviets during the invasion of Romania and focused more on the attacks against the Romanian oil industry. James Lea Cate and Wesley Frank Craven, in the official history of the United States Army Air Forces in the Second World War, focus strictly on the bombing of Romanian oil at the exclusion of the interdiction and air superiority campaigns. As a result, their narrative remained unchallenged for years.[2] In the 1990s, historians began to examine other aspects of the air war over Romania, including attacks against Romanian civilians and an air interdiction campaign.[3]

FRE_000860
Personnel of the 96th Bomb Group and the 452nd Bomb Group receive briefing against the wall of a bombed-out railway building in Poltava, Russia during Operation FRANTIC in summer 1944. (Source: IWM (FRE 860))

This first article examines the lessons learned from the First Iași-Chișinău Offensive and the Soviet-American planning that led to an aggressive air suppression campaign against Axis air forces in Romania.  As a result of this work, the US Fifteenth Air Force, under the command of Major General Nathan Twining, was able to execute a successful air superiority campaign that aided the Soviet advance into Romania in August 1944 during the Second Iași-Chișinău Offensive from 20 to 29 August 1944. The success of this air campaign was due to the considerable level of coordination between the Fifteenth Air Force and the Red Army before launching the offensive against the Luftwaffe. The architect of this coordination was none other than the commander of the United States Strategic Air Forces in Europe (USSTAF), Lieutenant General Carl Spaatz. In establishing air superiority over Romania, the Fifteenth Air Force ground down German and Romanian air assets from as high as 255 aircraft deployed in the Bucharest area in April 1944 to as low as 40 aircraft in that same area by August 1944.[4]

The unsuccessful first attempt to seize Romania came during the First Iași-Chișinău Offensive between 8 April to 6 June 1944. The Second and Third Ukrainian Fronts aggressively pressed forward after their success in Ukraine. Despite initial breakthroughs, the German and Romanian forces counter-attacked and held the frontier, then known as Bessarabia. Soviet forces suffered setbacks both on land and in the air.

Perhaps the only positive to come from the First Iași-Chișinău Offensive for the Allies was the establishment of a system to coordinate the operations of the Fifteenth Air Force with Soviet ground forces. The system, established over the course of March and April 1944, coordinated Fifteenth Air Force air operations through the Red Army General Staff in Moscow. This laid the groundwork for future coordination when the Soviets resumed their invasion of Romania. United States Army representative in Moscow, Major General John R. Deane, worked tirelessly during March and April to establish a system to coordinate Fifteenth Air Force operations with the Red Army. Ultimately, the Soviets only agreed to an indirect communication system through Moscow to the Second and Third Ukrainian Fronts. On 20 April, General Aleksei Antonov, Deputy Chief of Staff of the Soviet Armed Forces, made it clear to Deane that any such coordination had to be done through Moscow. Antonov went on to say that his superior, Field Marshal Aleksandr Vasilievsky, Chief of Staff of the Soviet Armed Forces, did not believe that the Soviet forces advancing into Romania needed an air liaison officer.[5] This created a slow process when it came to coordinating air attacks with Soviet forces. According to Deane, without the liaison officers, coordination passed from Spaatz to Deane. Afterwards, Deane scheduled a meeting with his counterpart, Major General N. V. Slavin, who then sought approval of the air attacks from his superior Antonov. Antoniv communicated with Soviet field commanders to determine if the American missions interfered with their operations. Antonov then relayed everything back through the same chain. This was not the ideal means of coordinating air missions with the Red Army.[6] Nevertheless, while deeply flawed, the system did allow for the Soviets and Americans to coordinate a bombing campaign in Romania.

Starting in June 1944, the Fifteenth Air Force began to carry out air support operations once again for the Red Army in Romania at the direction of Spaatz. The first area of focus was the Luftwaffe in Romania. One of the critical factors for German success in the First Iași-Chișinău Offensive was that German air power had checked the Red Air Force.  From May to June 1944, the Luftwaffe regained a level of air superiority in the skies over northern Romania. A series of intense air battles took place over the town of Iași between German and Soviet airmen for control of the skies. In Red Phoenix Rising, Von Hardesty and Ilya Grinberg state that the air battles over Iași were some of the most intense of the air war on the Eastern Front. Due to the strategic importance of the Romanian oil refineries, the Luftwaffe transferred some of their most experienced air units to aid in defence of Iași. On 28 April alone the Luftwaffe flew 807 sorties over Iași. The following day the Germans flew another 1,181 sorties against the Soviets. During the entire week, the Germans launched 4,000 sorties against Soviet troops located in the Iași sector. By comparison, the Soviets only carried out 1,970 sorties of their own during that same period. [7]

The Soviet Fifth Air Army tried to enlarge its own air operations to counter the Germans throughout May. Starting on 28 May, forward units of the Soviet Fifth Air Army attempted to reverse the gains made by the Luftwaffe. They attacked German and Romanian airfields located at Roman and Khushi. The goal was to destroy 200 Axis aircraft located at these two locations. Romanian and German forces located the attacking force. The raid only destroyed 35 German and Romanian aircraft. The Germans responded on 30 May. The Luftwaffe flew 2,082 sorties against the Second Ukrainian Front, countered by only 703 sorties flown by the Soviet Fifth Air Army. Throughout the fighting over Iasi, German fighters continued not only to carry out close air support missions of their own but also disrupted those of the Soviet Fifth Air Army.[8]

Operation Frantic
A Badly damaged US B-17 bomber and Russian soldiers in Poltava, Russia, on 22 June 1944 during Operation FRANTIC. (Source: National Museum of the USAF)

As this was happening, the Soviets relayed their struggles against Luftflotte IV to the Americans. On 13 May, the head of USSTAF intelligence, Colonel L.P. Weicker, and Red Air Force General D.D. Grendal met as a part of a conference between the USSTAF air staff and the Red Army to discuss the air war on the Eastern Front. The Soviets provided the Americans with their analysis of the deployment of the Luftwaffe on the Eastern Front. According to Soviet air intelligence, the Germans had concentrated 500 of their 900 bombers on the Eastern Front in the south-facing the Second and Third Ukrainian Front. Additionally, the Luftwaffe deployed 240 of its 650 fighters on the Eastern Front in the south. At the same time, approximately half of the German aerial reconnaissance aircraft were also deployed on the Soviet Southwest Front. In total, 970 of the 2,090 aircraft deployed on the Eastern Front were arrayed against the Soviet Second and Third Ukrainian Front. [9]  During the same meeting, Grendal informed the Americans that many German aircraft began operating from Romania after they retreated from the Ukraine. Those at the meeting recalled: ‘The Soviets estimate that at present the Germans have in excess of 1,000 aircraft on the Roumanian territory.’[10] With this information, the Soviets and Americans were now able to eliminate the threat that Luftflotte IV presented to ground operations.

One means of providing more direct aid to the Soviet advance was through shuttle bombing missions, codenamed Operation FRANTIC. During these missions, American bombers from bases either in the United Kingdom or Italy would fly attack a German target on the Eastern Front, then continue east and land at Soviet airfields. FRANTIC I’s planning and execution was designed to aid the Soviet air power in the Iasi-Chișinău sector. In the 22 May draft of FRANTIC I, the Americans contemplated ‘an operation from Foggia against airfields in the Galatz area, followed by 3 operations from Russian bases against targets selected by the Russians.’[11] The Americans believed that attacking Axis airfields in Romania could alleviate the pressure on the Second and Third Ukrainian Fronts. On 27 May, the commander of the Mediterranean Allied Air Force (MAAF), Lieutenant General Ira Eaker, laid out the proposed plan to Twining. He wrote: ‘Fifteenth Air Force will conduct its first FRANTIC bombing operation on the first day weather permits after June first. Force will consist of 130 B-17s and 70 P-51s.’ Eaker then briefed Twining on the preferred targets that the USSTAF wanted to strike, which included the Galatz airfields, an aircraft factory at Mieléc, and an aircraft factory at Riga.[12] While the factories at Mieléc and Riga were on the list, the Galatz airfields had a more immediate effect on air operations in Romania. According to a briefing memo dated 28 May 1944 for the Fifteenth Air Force: ‘The German Air Force in the Southeast, Luftflotte IV, has been forced to withdraw its aircraft to a small number of fields in the Foscani-Galatz area. While recent coverage of this area is not complete, latest photography indicates over 550 aircraft (principally fighters, ground support and bombers) on five fields in the area, of which 450 are on the two Foscani landing grounds and Zilistea.’[13] The primary objective of FRANTIC I was the destruction of these airfields.

On 2 June 1944, the Fifteenth Air Force carried out FRANTIC I. The 2nd, 97th, 99th, and 483rd Bomb Groups, struck the Debreczen marshalling yards before continuing to the Russian airfields located at Poltava in modern-day Ukraine. This had been a last-minute request by the Soviets. Therefore, the Americans added to their first mission as a part of FRANTIC I.[14] With the first leg complete, the Fifteenth Air Force then prepared to strike at the target that American and Soviet planners wanted to get in Romania, Axis air power.

Operation Frantic
Russian pilots and ground crew stand in front of a Petlyakov Pe-2 at Poltava, Russia, during Operation FRANTIC in June 1944. The American is Technical Sergeant Bernard J. McGuire of the 348th Bomb Squadron, 99th Bomb Group. (Source: National Museum of the USAF)

We can take two lessons away from the failures of the First Iași-Chișinău and the period afterwards. First, the Allies recognised the reasons for the shortcomings of the offensive in the air and on the ground. Remarkably, they were able to figure out what went wrong with the offensive in a matter of days and weeks. As a result, the Allies spent the following month, May 1944, working to fix the problem. That problem, the threat posed by Luftflotte IV, became the main topic of discussion when planning the FRANTIC shuttle missions between the Americans and the Soviets. At the end of these planning sessions, both sides agreed that the Fifteenth Air Force needed to pour more resources into defeating Luftflotte IV before the next major ground offensive. This set the stage for the air superiority campaign that would begin on 2 June 1944.

Dr Luke Truxal is an adjunct at Columbia State Community College in Tennessee. He completed his PhD in 2018 from the University of North Texas with his dissertation ‘Command Unity and the Air War Against Germany.’ His previous publications include ‘Bombing the Romanian Rail Network,’ in the Spring 2018 issue of Air Power History. He has also written ‘The Politics of Operational Planning: Ira Eaker and the Combined Bomber Offensive in 1943’ in the Journal of Military Aviation History. Truxal is currently researching the effectiveness of joint air operations between the Allied air forces in the Second World War. He can be reached on Twitter at: @Luke_Truxal.

Header Image: American and Russian soldiers in 1944 during Operation FRANTIC. In the background is a B-17 Flying Fortress bomber and a C-47 Dakota transport aircraft. (Source: Wikimedia)

[1] For a comprehensive history of the First Iasi-Chișinău Offensive, see David Glantz, Red Storm Over the Balkans: The Failed Soviet Invasion Spring 1944 (Lawrence, KS: University Press of Kansas, 2006), pp. 60-70, 76-100. Glantz is the first historian provide a detailed analysis of the Red Army’s failed first attempt to take Romania. He argues that the history of the campaign was forgotten because of its shortcomings. Glantz also covers the Second Iasi-Chișinău Offensive in David Glantz and Jonathan House, When Titans Clashed: How the Red Army Stopped Hitler (Lawrence, KS: University Press of Kansas, 1995), pp. 218-21. See also Rob Citino, The Wehrmacht’s Last Stand: The German Campaigns of 1944-1945 (Lawrence, KS: University Press of Kansas, 2017), pp. 307-12.

[2] Wesley F. Craven and James L. Cate (eds.), The Army Air Forces in World War II, Volume 6: Europe, Argument to VE Day, January 1944 to May 1945 (Chicago, IL: The University Press of Chicago, 1951), pp. 280-7. Examples of other historians who have also focused only on the oil bombing in Romania include Donald Miller, Masters of the Air: America’s Bomber Boys Who Fought the Air War Against Nazi Germany (New York: Simon and Schuster, 2006), pp. 312-21. While Miller is a popular historian, the influence of his book on the public at large has influenced how many outside the academic community view the air war against Romania. Tami Davis Biddle, Rhetoric and Reality in Air Warfare: The Evolution of British and American Ideas About Strategic Bombing, 1914-1945 (Princeton, NJ: Princeton University Press, 2002), pp. 236-43.

[3] For more scholarship that covers the bombing of Romania outside the spectrum of oil see Mark Conversino, Fighting with the Soviets: The Failure of Operation FRANTIC, 1944-1945 (Lawrence, KS: University Press of Kansas, 1997). For an analysis of the Mediterranean Allied Air Forces’ attacks against Romanian rail targets and the mining of the Danube see Robert S. Ehlers Jr., The Mediterranean Air War: Air Power and Allied Victory in World War II (Lawrence, KS: University Press of Kansas, 2009), p. 364 and pp. 373-7; Conrad Crane, Bombs, Cities, and Civilians: American Air Power Strategy in World War II (Lawrence, KS: University Press of Kansas, 1993), pp. 95-8. To date, the best analysis of the attacks against Romanian civilians is Richard Overy, Bombers and the Bombed: Allied Air War Over Europe, 1940-1945 (New York: Penguin Books, 2004), p. 8, 404, and 413. For further analysis of attacks against the Romanian infrastructure see Luke Truxal, ‘Bombing the Romanian Rail Network,’ Air Power History 65, no. 1 (2018). For a short summary of American and Soviet coordination during the Second Jassy-Chișinău Offensive see Luke Truxal, ‘Forgotten Fights: The Second Jassy-Chișinău Offensive and the Destruction of German Sixth Army,’ National World War II Museum, 14 September 2020.

[4] Ike Skelton Combined Arms Research Library Digital Library, US Army Command and General Staff College, Army Air Force Evaluation Board, ‘Army Air Force Evaluation Board Report VI: Ploesti,’ n.d., , p. 21.

[5] US Library of Congress, Personal Papers of General Carl Spaatz, 30 Mission Moscow to AFHQ, Combined Chiefs of Staff, and British Chiefs of Staff, 20 April 1944. See also Truxal, ‘Bombing the Romanian Rail Network,’ pp. 17-8.

[6] John R. Deane, The Strange Alliance (London: John Murray, 1947), pp. 127-8. See also Truxal, ‘Bombing the Romanian Rail Network,’ p. 18.

[7] Von Hardesty and Ilya Grinberg, Red Phoenix Rising: The Soviet Air Force in World War II (Lawrence, KS: University of Kansas Press, 2012), pp. 286-7.

[8] Hardesty and Grinberg, Red Phoenix Rising, pp. 287-9.

[9] United States Air Force Historical Research Agency (USAFHRA), Call 622.430-6, Fred Anderson to Carl Spaatz, ‘Report on visit to Russia by Mission of USSTAF Officers,’ Exhibit D. Williamson Murray places Luftflotte IV’s numbers at 390 ground attack aircraft, 160 single-engine fighters, and 45 twin-engine fighters. William Murray, Strategy for Defeat: The Luftwaffe, 1933-1945, (Montgomery, AL: Air University Press, 1983), p. 285.

[10] USAFHRA, Anderson to Spaatz, ‘Report on visit to Russia by Mission of USSTAF Officers,’ Exhibit B.

[11] USAFHRA, Call 622.430-6, To Spaatz, ‘Plan for Operation “Frantic,”’ 22 May 1944.

[12] USAFHRA, Call 622.430-6, Ira Eaker to Nathan Twining, 27 May 1944.

[13] USAFHRA, Call 622.430-6, 1. Headquarters Fifteenth Air Force, ‘Annex No. I Combat Operation Enroute Fifteenth Air Force Plan for Operation ‘Frantic Joe’ Part One,’ 28 May 1944.

[14] USAFHRA, Call 622.430-6, ‘Debreczen-Damage Assessment’; USAFHRA, Call 622.430-6, Headquarters Eastern Air Command, ‘Eastern Command Narrative of Operations: 1st Italy-Russia Shuttle Operation-2 June 1944.’

#AirWarBooks – Ashleigh Brown

#AirWarBooks – Ashleigh Brown

Editorial Note: In the next instalment of our Air War Books series, Ashleigh Brown discusses the ten books that have influenced and shaped her writing as an air power historian.

Our Editor-in-Chief, Dr Ross Mahoney asked me to contribute my top ten air war books – those that have influenced and shaped my own approach to the topic. Catching me in the midst of PhD research, this list clearly shows that my interest primarily centres on the First World War.

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Michael Molkentin, Fire in the Sky: The Australian Flying Corps in the First World War (Crows Nest: Allen & Unwin, 2010). Michael Molkentin’s Fire in the Sky was the first military aviation book I ever read. In many ways, this book is responsible for moving my interest from the ground war to the air war, which ultimately led to my PhD research. In the first effort to revise Cutlack’s official history volume on the AFC, Molkentin presents a thoroughly researched and highly readable account of the efforts of Australians in the air during the First World War. Importantly, in doing so, Molkentin places the AFC in its rightful context within wider British air operations. This book, along with his centenary history volume, Australia and the War in the Air, is the authoritative account of the AFC

James Streckfuss, Eyes All Over: Aerial Reconnaissance in the First World War (Oxford: Casemate Publishers, 2016). Before the outbreak of the First World War, the predicted purpose of military aviation was reconnaissance. Accordingly, the focus in the opening years of war was reconnaissance, aerial combat being seen as necessary to ensure that this could be carried out uninhibited. Even with the creation of dedicated fighter squadrons, reconnaissance remained a core task for the air services throughout the war. James Streckfuss captures the importance of reconnaissance and details its progression by explaining early developments in Britain and the American perspective. This book expertly describes the intricacies and difficulties of carrying out aerial reconnaissance.

James Pugh, The Royal Flying Corps, the Western Front and the Control of the Air, 1914-1918 (New York: Routledge, 2017). The advantage found in having control of the air was recognised early in the First World War. The primary purpose of the RFC was to support ground forces through reconnaissance, photography, bombing missions, and artillery assistance; achieving superiority in the air was considered necessary to provide this support. James Pugh’s authoritative work discusses the development and application of air power over the Western Front, demonstrating the approach to obtaining and retaining aerial superiority (or control of the air). In doing so, Pugh rationally and expertly analyses the offensive policy (too often attributed solely to Hugh Trenchard), explaining how it was devised in conjunction with the French air services.

Malcolm Cooper, The Birth of Independent Air Power: British Air Policy in the First World War (London: Allen & Unwin, 1986). The high command of the RFC and RAF, and the political context of the air war, is complex, to say the least. Malcolm Cooper explains the various changes that took place at this level and details the development of the air war from this perspective. Cooper provides important context for understanding the execution of the air war, importantly contributing to the historiographical movement away from the view of First World War air power being exclusively a tactical concern.

Dennis Haslop, Early Naval Air Power: British and German Approaches (New York: Routledge, 2018). Dennis Haslop presents a comparative study of the Royal Naval Air Service and the Imperial German Naval Air Service, highlighting many striking similarities in the experiences of the two. This includes discussions of inter-service rivalry experienced by both the British and German air services and movements towards unification to create a single air service in each military. In other instances, discussions about the creation of the RAF from a naval perspective tend to present it as a hostile takeover of the RNAS rather than the amalgamation and unification of the two air services. Haslop avoids this, instead he presents a measured and factual account of this important part of Britain’s air power history. (N.B. You can read Ashleigh’s review of Haslop’s book here)

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Richard Overy, RAF: The Birth of the World’s First Air Force (New York: Norton & Company, 2018). Richard Overy’s RAF provides an overview of Britain’s air war leading up to 1918, the events that led to the creation of the RAF, the process of achieving this, and the post-war struggle to keep it as a separate service. Although Overy does not engage with all the complexities of the air war in this relatively short book, he presents an excellent overview in the form of a very readable narrative.

Arthur Henry ‘Harry’ Cobby, High Adventure (Melbourne: Robertson & Mullens, 1943). In the years following the First World War, many pilots wrote memoirs detailing their war experience. Among those to do so was Australian pilot Arthur Henry – or Harry – Cobby. Cobby was the leading fighter ace of the AFC, boasting 29 victories during his time with No. 4 Squadron. In High Adventure, he presents a captivating account of his war in the air that I would recommend to anyone interested in how the AFC’s pilots fought the air war on a day-to-day basis.

Charles Rumney Samson, Fights and Flights: A Memoir of the Royal Naval Air Service in World War I (Nashville: The Battery Press, 1990). Continuing with the theme of memoirs, Air Commodore Charles Rumney Samson’s Fights and Flights details his experiences in positions of command in the RNAS. Among these was his involvement in the Gallipoli campaign, in which he led No. 3 Squadron RNAS which was responsible for reconnaissance over the Gallipoli peninsula and Dardanelles straits. Samson’s squadron operated over Gallipoli in the months leading up to the landing of ground forces, remained in support of the land campaign, and supported the eventual evacuation. Although only a portion of the book, this is an important account of the Gallipoli campaign from the air and captures the early contribution of the RNAS in the First World War.

Frederick Sykes, Aviation in Peace and War (London: E. Arnold & Co., 1922). Aviation in Peace and War details Frederick Sykes’ thoughts on the development and use of air power before, during, and after the First World War. Sykes discusses his pre-war thoughts on the potential use of aviation, the Military and Naval Wings of the RFC, technology and tactics, the offensive policy, and how he saw air power progressing after the war. Sykes is somewhat of a controversial character in the wartime RFC, particularly due to his strained relationship with David Henderson and Hugh Trenchard, and this book provides a valuable insight into his involvement in early British air power.

The-Bridge-to-Airpower

Peter Dye, The Bridge to Airpower: Logistic Support for Royal Flying Corps Operations on the Western Front, 1914-18 (Annapolis: Naval Institute Press, 2015). Peter Dye’s The Bridge to Airpower considers the evolution of First World War air power through a study of logistics on the Western Front. This thoroughly researched account allows for a greater understanding of the difficulties encountered in waging the air war, specifically due to problems sourcing airframes and aero-engines, both in sufficient amounts and of a high quality. Dye also discusses the changing logistic requirements in line with the changing nature of the air war and presents an impressive collection of statistics to show the evolution of British air power during the war.

Ashleigh Brown is the Social Media Editor at From Balloons to Drones and a PhD candidate at the University of New South Wales, Canberra. Her thesis focuses on aviation command in the British air arms during the First World War. It considers developments across the tactical, operational, and strategic levels of command, extending the learning curve theory to the air war. Ashleigh is a researcher for the Official History of Australian Operations in Iraq & Afghanistan and Australian Peacekeeping Operations in East Timor, where her focus is Australia’s commitment to Afghanistan between 2005 and 2010. Her research interests include the First World War, recent conflicts, air power, and military command. Ashleigh can be found on Twitter at: @ash__brown.

Header image: A group of pilots of No. 32 Squadron RFC at Beauval in 1916. Behind them is an Airco DH.2 biplane. (Source: Wikimedia)

#ResearchResources – Recent Articles and Books (July 2021)

#ResearchResources – Recent Articles and Books (July 2021)

Editorial note: In this series, From Balloons to Drones highlights research resources available to researchers. Contributions range from discussions of research at various archival repositories to highlighting new publications. As part of this series, we are bringing you a monthly precis of recent articles and books published in air power history. This precis will not be exhaustive but will highlight new works published in the preceding month. Publication dates may vary around the globe and are based on those provided on the publisher’s websites. If you would like to contribute to the series, please contact our Editor-in-Chief, Dr Ross Mahoney, at airpowerstudies@gmail.com or via our contact page here.

Articles

Phil Haun, ‘Winged Victory: How the Great War Ended: The Evolution of Giulio Douhet’s Theory of Strategic Bombing,’ War in History (2021). doi:10.1177/09683445211027596.

A war’s conclusion can impact strategic thinking even when the outcome is misinterpreted or an outlier. For a century, Giulio Douhet in Command of the Air, 1921 and a 1926 revision, has been the prophet for the utilitarian morality of bombing cities to gain decisive victory. His earlier work, Winged Victory: How the Great War Ended, written in 1918, has been ignored where he argued for the interdiction of enemy lines of communication. His theory changes by how the Great War ends with the collapse of the German population’s will. Had it ended differently, he could have reached a different conclusion that could have impacted the development of air power theory in the twentieth century.

Colin Tucker, ‘The Effect of Aerial Bombardment on Insurgent Civilian Victimization,’ Security Studies (2021), DOI: 10.1080/09636412.2021.1951834

Little is known about how air strikes influence insurgent behavior toward civilians. This study provides evidence that air strikes against the Islamic State of Iraq and Syria (ISIS) by counterinsurgency forces were a contributing factor in its civilian victimization. I theorize that air strikes expanded the distribution of insurgent fatalities to include higher-echelon membership and, at the same time, imposed psychological impairments on its fighters. As a consequence, these changes relaxed restraints on civilian abuse at the organizational and individual levels. This theory is informed by interviews of ISIS defectors and translations of ISIS documents and tested through a statistical analysis of granular-level data on air strikes and one-sided violence during ISIS’s insurgency. These findings contribute to our knowledge of insurgent behavior and provide important policy implications in the use of air strikes as a counterinsurgency (COIN) tool.

Books

James Corum, Norway 1940: The Luftwaffe’s Scandinavian Blitzkrieg (Oxford: Osprey Publishing, 2021).

The Campaign for Norway in 1940 was a pivotal moment in modern warfare. It was the first modern joint campaign that featured not only ground and naval operations, but also airpower as an equal element of all operations. Indeed, Norway was the first campaign in history where air superiority, possessed by the Germans, was able to overcome the overwhelming naval superiority, possessed by the British. German success in Norway was not pre-ordained. At several times in the opening weeks of the campaign the Norwegian and Allied forces could have inflicted a major defeat on the Germans if their operations had been effectively supported. It was, in fact, the superior German use of their air force that gave the Germans the decisive margin of victory and ensured the failure of the Allied counteroffensive in central Norway in April and May of 1940.

The Norwegian campaign featured some firsts in the use of airpower including the first use of paratroops to seize key objectives and the first sinking of a major warship by dive bombers. All aspects of airpower played important roles in the campaign, from air reconnaissance to strategic bombing and ground-based air defenses. The British employed their Bomber Command in long-distance strikes to disrupt the German air and naval bases and the Germans used their bomber force to carry out long-range support of their ground forces. The German ability to transport large numbers of troops by air and the ability to supply their ground and air forces over great distances gave the Germans their first major campaign victory over the Western Allies.

Covering the first true joint campaign in warfare, this book provides a complete view of a compelling turning point in World War II. Featuring an analysis of the cooperation of ground, naval and air forces, this book is intended to appeal to a broad range of readers interested in World War II, and specifically to those interested in the role airpower played in the strategic and operational planning of the Campaign for Norway.

Bill Norton, 75 Years of the Isreali Air Force – Volume 3: Training, Combat Support, Special Operations, Naval Operations, and Air Defences, 1948-2023 (Warwick: Helion and Company, 2021).

The Israeli Air Force grew from humble beginnings to one of the largest and most experienced air combat teams in the world. This came through several major and minor wars with its Arab neighbors, almost continuous military actions short of war, and preparation for power-projection operations unusual for so small a nation. The 75-year history of the Israeli Air Force is, then, a fascinating study of a relatively small military organization working to meet shifting obligations under multiple impediments while being repeatedly tested in combat. Many factors over the decades shaped the air fighting capability, not the least being the demands of the evolving battlefield, uncertain funding, available weapons, and quality of personnel. Tactics and doctrine were, in turn, shaped by government policies, international pressures, and confronting adversaries likewise evolving. When the trials in war or combat short of war came, success was a measure in relevance of the service’s weapons, adequacy of training, and experience of personnel.

As a companion to Volumes 1 and 2 giving the chronological history of the Israeli Air Force, this third volume details special topics underscoring the service’s capability growth. These richly illustrated topics are flight training, photo reconnaissance, aerial refueling, electronic warfare, support of Special Forces, support of the Navy, and the Air Defence Forces. A summary of aircraft that served with the Israeli Air Force is provided, with a photograph of each type and major models. A summary of all IAF air-to-air “kills” is also included. 

Written at a time of historical changes for the air force, and the Israel Defense Forces as a whole, this volume informs understanding of the service emerging and operating in future years. Backed by official and unofficial histories published in the last 20 years, and the unprecedented openness in the past few decades, the author has worked to make this account more accurate and complete than those of the past. It also stands apart from many other books in performing this examination in a more dispassionate and critical manner, without the common hyperbole.

Harry Raffal, Air Power and the Evacuation of Dunkirk: The RAF and Luftwaffe During Operation Dynamo, 26 May – 4 June 1940 (Bloomsbury Publishing: London, 2021).

The evacuation of Dunkirk has been immortalised in books, prints and films, narrated as a story of an outnumbered, inexperienced RAF defeating the battle-hardened Luftwaffe and protecting the evacuation. This book revives the historiography by analysing the air operations during the evacuation. Raffal draws from German and English sources, many for the first time in the context of Operation DYNAMO, to argue that both sides suffered a defeat over Dunkirk. 

This work examines the resources and tactics of both sides during DYNAMO and challenges the traditional view that the Luftwaffe held the advantage. The success that the Luftwaffe achieved during DYNAMO, including halting daylight evacuations on 1 June, is evaluated and the supporting role of RAF Bomber and Coastal Command is explored in detail for the first time. Concluding that the RAF was not responsible for the Luftwaffe’s failure to prevent the evacuation, Raffal demonstrates that the reasons lay elsewhere.