US Army
Air Force
Before the War
The Army Reorganization Act of 1920 made the Air Service a combatant arm
of the Army and gave the Chief of the Air Service the rank of major
general and his assistant chief the rank of brigadier general. Tactical
air units in the United States were placed under the nine U.S.Army corps
area commanders where they continued to be employed primarily in support
of the ground forces. The Chief of the Air Service retained command of
various training schools, depots and other activities exempted from Army
corps control.
During most of the 1920s, the total offensive strength of the Air Service
in the United States consisted of one pursuit, one attack and one
bombardment group. Overseas, the Canal Zone and the Philippines each had
assigned one pursuit and one bombardment squadron with two squadrons of
each type stationed in the Hawaiian Islands. The Air Service focused
initially on observation and pursuit aviation, with major aeronautical
development efforts concentrated in the Engineering Division at McCook
Field, Dayton, Ohio.
The formal training establishment took shape during the 1920s. The Air
Service concentrated flying training in Texas. Technical schools for
officers and enlisted men were at Chanute Field, Ill. The Air Service
(later, Air Corps) Tactical School trained officers to command higher
units and taught the employment of military aviation. First located at
Langley Field, Va., this school moved to Maxwell Field, Ala. in 1931.
The Air Corps Act of 1926 changed the name of the Air Service to Air
Corps, but left unaltered its status as a combatant arm of the U.S. Army.
The act also established the Office of Assistant Secretary of War for Air.
The Air Corps had at this time 919 officers and 8,725 enlisted men, and
its "modern aeronautical equipment" consisted of 60 pursuit planes and 169
observation planes; total serviceable aircraft of all types numbered less
than 1,000.
In August 1926 the Army established the Air Corps Training Center in San
Antonio, Texas. A few weeks later, on Oct. 15, the logistical organization
was placed on firmer footing with the establishment of the Materiel
Division, Air Corps, at Dayton, Ohio. A year later this division moved to
nearby Wright Field, thereafter the primary base for air logistics.
In Texas, Randolph Field, the "West Point of the Air," was dedicated on
June 20, 1930, and became the headquarters of the Air Corps Training
Center and the site of the primary flying school in 1931. By June 30,
1932, the Air Corps had grown to 1,305 officers and 13,400 enlisted men,
including cadets, and possessed 1,709 aircraft. The Corps also possessed
at this time two airship and two balloon squadrons.
On March 1, 1935, the General Headquarters Air Force, which had existed in
gestation since Oct.1, 1933, became operational and assumed command and
control over Air Corps tactical units. Tactical units, less some
observation squadrons scattered throughout the nine Army corps areas,
transferred to this initial air force.
The three GHQAF wings were located at Langley Field, Va.; Barksdale Field,
La.; and March Field, Calif. The Office of the Chief of the Air Corps and
GHQAF existed on the same command echelon, each reporting separately to
the Army Chief of Staff. The GHQAF Commander directed tactical training
and operations, while the Chief of the Air Corps maintained control over
procurement, supply, training schools and doctrine development. On March
1, 1939, the Chief of the Air Corps assumed control over the GHQAF,
centralizing command of the entire air arm.
President Franklin D. Roosevelt acknowledged the growing importance of
airpower, recognized that the United States might be drawn into a European
war. Assured of a favourable reception in the White House, the Air Corps
prepared plans in October 1938 for a force of some 7,000 aircraft.
Soon afterwards, President Roosevelt asked the War Department to prepare a
program for an Air Corps composed of 10,000 airplanes, of which 7,500
would be combat aircraft.
In a special message to Congress on January 12, 1939, the President
formally requested this program. Congress responded on April 3,
authorizing $300 million for an Air Corps "not to exceed 6,000 serviceable
airplanes."
World War II
Beginning in September 1939, the German army and the German air force
rapidly conquered Poland, Norway, Holland, Belgium, France and within one
year had driven the British off the continent. Leaders of the Air Corps
now found themselves in the novel position of receiving practically
anything they requested. Plans soon called for 54 combat groups. This
program was hardly underway before revised plans called for 84 combat
groups equipped with 7,800 aircraft and manned by 400,000 troops by June
30, 1942. All told, U.S. Army air forces strength in World War II would
swell from 26,500 men and 2,200 aircraft in 1939 to 2,253,000 men and
women and 63,715 aircraft in 1945.
With this enormous expansion underway, the War Department began in 1939 to
establish new bases and air organizations in rapid succession overseas and
in the continental United States. At the same time air leaders worked to
create an independent institutional structure for air within the U.S.
Army.
Both necessity and desire thus caused a blitz of organizational changes
from 1940 through 1942. On November 19, 1940, the General Headquarters Air
Force was removed from the jurisdiction of the Chief of the Air Corps and
given separate status under the commander of the Army Field Forces. Seven
months later, these air combat forces returned to the command of air
leaders as Gen. George C. Marshall, U.S.Army Chief of Staff, established
the Army Air Forces on June 20, 1941, to control both the Air Corps and
the Air Force Combat Command.
Early in 1941, the War Department instituted a series of actions to create
a hierarchy for noncombat activities. It set up a command eventually
designated Flying Training Command to direct new programs for training
ground crews and technicians. The next year, the new command assumed
responsibility for pilot and aircrew training. In mid-1942 the War
Department established the Air Corps Ferrying Command to fly aircraft
overseas for delivery to the British and other Allies. As the functions of
the Ferrying Command expanded, it was redesignated as the Air Transport
Command.
To control supply and maintenance, the War Department established the Air
Corps Maintenance Command under the Air Corps Materiel Division. The
Materiel Division then concentrated on procurement and research
development.
The War Department reorganization on March 9, 1942, created three
autonomous U.S. Army Commands: Army Ground Forces, Services of Supply
(later, in 1943, Army Service Forces), and Army Air Forces. This
administrative reorganization did not affect the status of the Air Corps
as a combatant arm of the US Army.
All of these actions affecting the air forces and commands that comprised
the AAF emphasized the surge towards an independent service and the
expansion of combat forces that took place during World War II.
Before 1939 the Army's air arm was a fledgling organization; by the end of
the war the Army Air Forces had become a major military organization
comprised of many air forces, commands, divisions, wings, groups, and
squadrons, plus an assortment of other organizations.
Rapid demobilization of forces immediately after World War II, although
sharply reducing the size of the Army Air Forces, left untouched the
nucleus of the post-war United States Air Force (USAF). A War Department
letter of March 21, 1946, created two new commands and redesignated an
existing one: Continental Air Forces was redesignated Strategic Air
Command, and the resources of what had been Continental Air Forces were
divided among Strategic Air Command and the two newcomers - Air Defence
Command and Tactical Air Command. These three commands and the older Air
Transport Command represented respectively the strategic, tactical,
defence, and airlift missions that provided the foundation for building
the postwar, independent Air Force.
The American
Fighter Planes
Lockheed P-38 Lightning
At the time of the attack on Pearl Harbour, the fighter
aircraft in the U.S. Army Air Corps were
outclassed by both their
Japanese and German counterparts, but the industry
had been developing at a
rapid pace for peacetime and had
the momentum, the industrial base, the
economic foundation, and
the will and talent to catch up. The key
individuals in bringing this
about were Alexander P. de
Severskv and his chief designer, Alexander Kartveli.
Throughout the war, they would he
at the forefront of fighter
design, urging the government and
the military to make the greatest
demands of, and place the greatest
reliance on, the nation’s
aircraft. The two prewar aircraft
produced by the de Severski-
Kartveli team at Republic Aviation
were the P-35 the
plane that took America into the modern age of
fighter aircraft, and the P-43
lancer, more heavily armed than
the P-35 but paving for
that armament with poorer performance.
Both planes were sent to air forces overseas
and became the stopgap foundation of later fighter
fleets. Another pre-war
fighter that excited the U.S. military was
the Bell P-39 Airacohra, a sleek
and agile aircraft that had
the remarkable addition of a 37mm cannon that shot
rounds through the
propeller’s disc. With four machine
guns and the ability to carry five—hundred pounds
(227kg) of bombs, the Airacobra in all its many
versions was a versatile and
formidable weapon.
Curtiss P-40 Warhawk
Grumman P6F Hellcat
Some ten thousand of them were produced during the war and
many were shipped to air forces
overseas. The U.S. Air
Corps kept having problems with the
plane because Bell kept changing
the engine specifications
and thus its performance. The Airacobra became the basis
of other successful
fighters, but it was not a favourite of the
Army Air Corps. (In June 1941 Congress
established the U.S. Army Air
Forces, virtually an independent branch of the U.S. Armed
Forces, under the direction of Major General H.H. “Hap”
Arnold. The USAAF was made into the totally autonomous U.S.
Air Force—USAF—via the National Security Act of 1947 in
September of that year.)
The most important fighter of the early
years of the war was the Curtiss P-40 Warhawk, designed by
Donovan Berlin as an extension of the old Curtis Hawk of the
early 1930s. The P-40 was important not because it was a
very good fighter—it was not particularly fast or agile and
performed poorly at high altitude—but because it was very
reliable and sturdy, which was important if the plane were
to see action far from suppliers of spare parts.
More than
13,700
P- 40s were produced during the war. Built primarily as a
defensive fighter for patrol of the American coastline, it
was ill-suited for the aggressive open-sky dogfighting it
would encounter in war. It was the P-40 that was used by
Claire Chennault in China in early 1942 when he commanded
the American Volunteer Group known as the “Flying Tigers.”
The plane lent itself to being painted with menacing shark’s
teeth (which inspired the group’s original name, the “Flying
Tiger Sharks,” which was later shortened).
The Flying Tigers, under Chennault’s
gritty leadership (seldom has the field of battle witnessed
so forceful a jaw as Chennault’s), downed 286 Japanese
airplanes while losing only twenty-three of their own. The
experience gained in these encounters, many with superior
Zeros and other fighters, proved helpful in creating fighter
tactics and the next generation of American fighters. The
first American fighters to enter the war comparable to enemy
aircraft then in the sky were the “Cat” fighters produced by
Leroy Grumman and his chief designer, William Schwendlei
beginning with the Grumman F4F Wildcat.
The Wildcat was not a fast plane either
—in fact, it was among the slowest fighters in the air
during the war—but it had other features that made it
useful. It was extremely durable and very short (shorter
even than the old P-3 9)., and the fact that its
wings folded at its sides, made it perfect for aircraft
carrier use.
An American carrier could hold nearly
twice the aircraft of a comparably sized Japanese carrier.
(During some early encounters, the Japanese sent out patrols
looking for the other carriers all these aircraft must
surely be coming from.) As the size and capacity of carriers
grew, so did the Wildcat, and it eventually inspired the F6F
Hellcat, introduced in 1942: the plane that outfought the
Japanese fighters. The Hellcat was the fullest expression of
the American approach to meeting the Zeros and turning the
battle to their advantage. In a typical dogfight, a Zero
would have to score a direct hit to knock out a Hellcat; a
Hellcat’s six machine guns had only to strike a Zero to
disable it.
Since the Hellcat was faster than the
Zero in straight flight, it could easily pursue and finish
off its adversary. Some eight thousand Wildcats and nearly
12,300 Hellcats were manufactured during the war, making
Grumman the largest producer of American fighters and the
Cat series the most prolific of the war. America took the
forefront of fighter aviation with the Lockheed P-38
Lightning, an airplane of astonishingly original design.
This aircraft, first deployed in January 1939, was fast,
agile, durable, and reliable, and could stay in the air
longer than any fighter then in use. To prove its
advantages, during tests it flew coast to coast in seven
hours and two minutes, and would have broken the record then
held by Howard Hughes had it not stopped twice along the way
to refuel and test its equipment.
The essence of the Lightning’s innovation
was the twin boom that housed the engine and propellers,
leaving the centre component free for control, armament, and
whatever else was needed. Giving speed, agility, and a solid
reliable landing mechanism to an aircraft this heavy
(heavier than some bombers) was no easy task. Hap Arnold was
a firm supporter of the Lockheed P-38, and its designers,
H.L. Hubbard and Clarence “Kelly” Johnson, adapted the
plane to many uses, including bombing; this aircraft
clearly inspired the effective night-fighter, the Northrop
P-61 Black Widow. Some ten thousand P-38s were built, and
this plane was credited with being used to shoot down more
enemy aircraft—including the plane that carried Admiral
Isoroku Yamamoto, the commander of the attack on Pearl
Harbour—than any other American fighter over the course of
the war.
The best American fighter of the war, and
arguably the best fighter of any nation and even the best
propeller-driven fighter ever flown, was the North American
P-51 Mustang. Its beginnings, however, were anything but
auspicious; it was one of the few planes whose very
designing made news. The RAF, frantic to procure more
aircraft in 1940, offered a contract to North American to
build the Curtiss P-40 with Allison engines. The president
of the company, J.H. “Dutch” Kindelberger did not care for
this arrangement (mainly because the licensing fee to
Curtiss- Wright was too high), and offered to build a
fighter for the RAE that would surpass the P-40. The RAF
accepted the offer on the condition that a prototype of the
aircraft be ready 120 days later.
On October 4, only 102 days after
accepting the challenge, the prototype, designed by Raymond
H. Rice and Edgar Schmued, was ready except for the engine.
Allison never believed that North American would meet
the impossible deadline and dawdled on delivery of their
V-1710 engines. The first test flights were held on October
26, but the prototype was damaged when the pilot hastily
took off with an empty fuel tank and the plane cut out
shortly after take-off. It was clear from the outset that
the Mustang had a clean line and performed better than the
P-40, but it did not climb well and performed poorly at
higher altitudes, where it could be expected to see much
action.
North American
P-5I Mustang
It turned out to be
fortuitous that the designers of the P-51, not having actual
engines to install, had been careful to allow a bit of extra
space for the engines. In September 1942 British engineers
noticed that the engine casing of the Mustang could
accommodate the new Rolls- Royce Merlin engine. With the
Merlin powering it, the Mustang was a new plane.
Its top speed jumped to
440 miles per hour (7O8kph), tops for a single-engine
fighter and it climbed to twenty- thousand feet (6,096m) in
half the time. The performance of the plane at all altitudes
was virtually the same and uniformly spectacular, and
production of the hybrid aircraft was stepped up. The P- 51
Mustang became the most produced fighter of the war, with
just under 15,700 made. The model P-S1D had a streamlined
fuselage and a cockpit canopy that provided the pilot a full
360- degree view; the P-51D was thought by pilots to be the
ultimate propeller-driven fighter.
If the Mustang had a challenger to these
titles, it was from another American airplane: the Vought
F4U Corsair a fighter good enough to remain in
production for ten years after the war. The concept
behind the Corsair, designed by Tex B. Beisel was to marry
the most powerful engine then available, the Pratt & Whitney
Double Wasp, the first 2,000-horse power engine, with the
smallest possible airframe. In all the early designs, the
size of the engine demanded a large fuselage, a large wing
structure, and the largest propellers of any fighter in the
war.
The combination fell apart when a large undercarriage
was necessary to support everything. Beisel’s ingenious
solution was to design the wings in an inverted-gull-wing
configuration and put the landing gear in the wings. This
not only saved space in the fuselage, but also allowed for
smaller, lower-to-the- ground landing gear. The result was
another distinctive fighter design, but the aircraft was
beset with many problems in the early going. The large and
bulky fuselage cut down on pilot visibility, and the plane
had trouble landing on the tightly confined surface of an
aircraft carrier. The Corsair operated from land bases for
three years until it was ready in 1943 to become a part of
the carrier-based fleet of fighters.
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