Did p-51s escort the enola gay

A far greater concern than mechanical failure was the North Pacific weather.

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Three to five fronts usually moved south daily from the Japanese coast, and that made mission planning difficult. High, dense cloud formations often were a factor. Mustangs seldom penetrated a front but tried to fly between the thunderheads. When possible, they remained in the clear to avoid major turbulence, as the gallon fuselage tank became a critical factor. Before entering weather, standard procedure was to run the tank down to 40 gallons to put the center of gravity on the near side of controllability. Even then it was no fun flying a P in turbulence.

When the drop tanks were partially empty, the gas sloshed from front to back, creating a roller-coaster sensation. It was almost impossible to fly straight and level visually, far less so on instruments. From late April to late June, P strike sorties were dispatched but fewer than half reached their targets.

Four missions were completely spoiled by heavy clouds, and the Mustangs were grounded for 10 days in early May because of the bad weather. The worst weather problem occurred on June 1 when the Sunsetters launched Mustangs only to encounter a solid front from sea level to 23, feet.

The Army Air Forces Dominated The Skies Of World War II - Task & Purpose

B weather airplanes with fighter pilots aboard preceded each strike and reported the front thin enough to penetrate. Twenty-seven fighters were lost, along with all but three of their pilots. The th Group, which had been operational for only two weeks, lost 15 aircraft and 12 pilots. Eventually, 27 Mustangs broke through to escort the bombers over Osaka. On another mission, a lone 21st FG pilot stuck it out through the weather to find himself the sole escort for about Bs.

Navigating the Pacific Flying single-engine fighters on 1,mile round-trips over a vast ocean with minimal navigation aids required a confidence born of experience. It was a task none of the Mustangs, and few of the pilots, were equipped to attempt on their own. The standard PD had a magnetic and gyro compass plus a radio compass—the latter of limited range. Voice communication was available on one VHF four-channel radio, and that was all. Six B navigation airplanes in three pairs led about Mustangs on each mission to a designated point off the Japanese coast, circling while the fighters flew inland.

When the Mustangs began to return to the rendezvous point, the first pair of Bs waited until about half had arrived, then set course for Iwo. The other two pairs of bombers departed the coast at minute intervals to allow latecomers to latch on to one navigation group or another. Six islands, or islet groups, strewn along the watery path aided visual navigation—but they were often hidden beneath a cloud deck. Consequently, Uncle Dog and accurate dead reckoning were essential. The bare statistics of what was involved in one VLR mission did not begin to tell the story.

In round numbers, nearly Mustangs took off with 57, gallons of high-octane fuel and some , rounds of. Except for the time spent over Japan, the entire mission was flown above water. Seven-hour sorties were routine; eight hours were not unknown. Contrary to the procedure in Europe, VII Fighter Command Mustangs did not escort specific bomber boxes but guarded a stream of Bs as much as miles long.

One fighter group was assigned target cover from the initial point to the target; another provided withdrawal support. The three squadrons were staggered line astern, flying in the same direction as the Superforts that were approaching the drop point.

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Flak was the most common resistance, but degree course changes with slight altitude variation allowed the fighters to remain under anti-aircraft fire for nearly an hour with little damage. Pilots estimated 75 to Japanese fighters were seen and claimed 21 downed while only losing two Mustangs.

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The 15th saw the most combat that day, returning with claims of 17 destroyed and one probable. James B. Tapp was the belle of the brawl, bagging four aircraft. The Mitsubishi Zero was some 80 mph slower, and could only hope to outturn or outclimb it at low-to-medium altitudes. Among the fastest enemy fighters, the Nakajima Frank gave away 40 mph to the P, but it climbed and turned better. Few pilots fired their guns at airborne bandits on more than five missions; top gun Maj. Robert W. Moore of the 15th Fighter Group had 11 kills in seven engagements.

A handful of others added to previous records, most notably Col. John W. Mitchell, who took over the 15th FG that summer. Having led the Yamamoto interception in , Mitchell downed three airplanes over Japan to run his total to They wanted the fuselage tank to contain less than 40 gallons because in a steep turn, shifting fuel weight could cause control reversal, and the aircraft would try to snap roll. When the fuselage tank ran dry it was time to think about heading home, as the internal wing tanks only provided a bare margin for return.

To some pilots, the 20 to 60 minutes over Japan were just the thing to shake off the lethargy of the long northward flight. The main problem was the cramped space for the time involved. Cruising at 40 gallons per hour could burn up a set of plugs but the hardy Merlin engines did not seem to mind. In addition to bomber escort, the Sunsetters flew an increasing proportion of strike missions. Their primary targets were Japanese airfields or industrial facilities, and they were often loaded with five-inch high-velocity aerial rockets. The 15th FG led with kills; the 21st notched 71; and the th got Barrett Tillman is a professional author and speaker who has flown a variety of historic aircraft and has received six writing awards for history and literature.

Air Force Magazine April Air Frame. April Editor's Picks 1.

Air Force Magazine Editorials Almanac. The Army Air Forces learned the pros and cons of daylight and nighttime missions, and after staggering casualties, developed doctrine that included the use of fighter escorts. The establishment of air superiority over hostile territory, destruction of industries and war making capabilities, and the negative impact on enemy morale arguably won the war for the Allies.

The Army Air Forces would be a fairly short-lived service. Two years after the conflict ended, air power advocates within the Army successfully lobbied for a separate air service, even though the Army Air Forces essentially functioned as one already. In its nearly 70 years of existence, the Air Force has been decisive in numerous conflicts and its airmen are among the best-trained military personnel in the world. It has many, not the least of which is the powerful story of the Tuskegee Airmen — the first black combat aviators, who proved themselves in European skies in World War II.

The Mustangs of Iwo

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