Tag Archives: World War II

15 August 1939

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Junkers Ju 87 B-1 Sturzkampfflugzeug (“Stuka”) photographed before World War II. Note the extended dive brake under the wing. (Unattributed)

15 August 1939: As Nazi Germany prepared for a war now just weeks away, the Luftwaffe gave a demonstration of its Junkers Ju 87 B-1 Stuka dive bombers for a group of generals at a test range near Neuhammer-am-Queis, Silesia:

. . . scores of generals were assembled at the training area at Neuhammer to watch a dive-bombing demonstration. Already, said Rudolf Braun, who took part with his unit (I St. G 3) there was a feeling of war in the air.

Hauptmann Rudolf Braun, Knight’s Cross of the Iron Cross

Normally the order of attack was the Kommandeur’s Stab Kette (Staff Flight) first, followed by Staffels 1, 2, and 3. For some unknown reason Staffel I, led by Oberleutnant Peltz, was this time ordered to attack last. It would save Rudolf Braun’s life.

The Met. reported cloud from 6,000 feet down to 2,500 with clear visibility below. At 6.00 a.m. Hauptmann Sigel led his Gruppe into attack at 12,000 feet. Half-rolling his Ju. 87 he plunged nearly vertically earthwards, with Oberleutnants Eppen and Mueller on each side.

On the ground below, the generals (including Wolfram von Richthofen, the Stuka’s chief) listened to the whining crescendo of the dive-bombers as they plummeted towards the ground. Horrified, they knew that nothing could avert disaster. The Met. report was wrong. Cloud base was at three hundred feet.

Hauptmann Sigel, yelling into his microphone, “Pull out!” managed to do so himself a few feet above the trees. But Eppen went in, Mueller went in, and both burst into flames. The nine Ju. 87s of Staffel 2 and two of Staffel 3 all went in.

Rudolf Braun and his comrades of Staffel I had heard Sigel’s warning and remained circling above the cloud layer through which columns of black smoke were now rising from the wreckage of thirteen dive bombers. I St. G 3 lost twenty-six young aircrew that day.

— Duel of Eagles, Group Captain Peter Wooldridge Townsend, C.V.O., D.S.O., D.F.C. and Bar, Royal Air Force. Castle Books, Edison, New Jersey, 2003, Chapter 14 at Pages 171–172.

Two Junkers Ju 87 Stuka dive bombers.

The Junkers Flugzeug-und-Motorenwerke AG Ju 87 B-1 Sturzkampfflugzeug (“diving combat aircraft”) was a two-place, single-engine, low-wing monoplane with fixed landing gear, designed as a dive bomber. The airplane, commonly known as the “Stuka,” has a blocky, unstreamlined appearance. Its most identifiable feature is its sharply-tapered, inverted “gull wing.” ¹

The Ju 87 made its first flight 17 September 1935. Among the tests pilots who flew it during pre-production testing were Hanna Reitsch and aeronautical engineer Gräfin Melitta Schenk von Stauffenberg.

The Stuka was used in the murderous attack on Wieluń, Poland, 1 September 1939, just 18 days after the accident at Neuhammer-am-Queis. This was the very first combat action of World War II. In just over one hour, 75% of the town was destroyed and more than 1,200 people were killed. The death rate was twice that of the infamous attack on the Spanish town of Guernica by the Nazi Condor Legion during the Spanish Civil War.

The Ju 87 B-1 was the first variant to be produced in large numbers and was in service at the beginning of World War II. The airplane is 11.000 meters (36.089 feet) long with a wingspan of 13.800 meters (45.276 feet) and height of 3.770 meters (12.369 feet). The total wing area is 31.9 square meters (343.4 square feet). The B-1 variant had an empty weight of 2,745 kilograms (6,052 pounds), and gross weight of 4,235 kilograms (9,337 pounds).

Two-view illustration of the Junkers Ju 87 B-1, with dimensions in millimeters. (Junkers Ju 87 B-1 Betriebsanleitung, at Page 0 05)

The Ju 87 B-1 was powered by a liquid-cooled, supercharged 34.989 liter (2,135.190 cubic-inch-displacement) Junkers Jumo 211 A inverted 60° V-12 engine. The 211 A had direct fuel-injected and the cylinder heads were machined for four spark plugs per cylinder. The compression ratio was 6.57:1, requiring 88-octane gasoline. It was rated at a maximum 900 Pferdestärke at 2,200 r.p.m. at 5,500 meters (18,045 feet). The engine turned a three-blade Junkers-Verstelluftschraube propeller with a diameter of 3.4 meters (11.2 feet) through a 1.55:1 gear reduction. The Jumo 211 A weighed 660 kilograms (1,455 pounds).

The Stuka B-1 had a maximum dive speed of 600 kilometers per hour (373 miles per hour). The Ju 87 B-1 had a service ceiling of 8,000 meters (26,247 feet), and range of 550 kilometers (342 miles).

The B-1 was armed with two fixed 7.92 mm Rheinmetall-Borsig MG17 machine guns with 1,000 rounds of ammunition per gun, and one MG 15 machine gun on a flexible mount with 900 rounds of ammunition. It could carry a single 500 kilogram (1,102 pound) bomb under the fuselage.

Junkers Ju 87 V-4 prototype, D-UBIP, WNr 4924, circa 1936.

An interesting feature the the Stuka was its automatic pull-out system. Once the bomb had been dropped, the airplane automatically began a 5–6 g recovery. This could save the airplane if the pilot became target-fixated, or blacked out.

The Ju 87 was equipped with a Zeiss gyro-stabilized bomb sight. According to an article in Air Force Times, the Stuka was a very accurate dive bomber. “. . . even the worst drops typically landed within 100 feet [30.5 meters] of the target. Good hits were either on target or no more than 15 feet [4.6 meters]off-center.”

In the same article, the legendary Royal Navy test pilot, Captain Eric Melrose Brown, C.B.E., D.S.C., A.F.C., K.C.V.S.A., Ph.D., Hon. F.R.Ae.S., R.N., is quoted:

“A dive angle of 90 degrees is a pretty palpitating experience, for it always feels as if the aircraft is over the vertical and is bunting, and all this while terra firma is rushing closer with apparent suicidal rapidity. In fact I have rarely seen a specialist dive bomber put over 70 degrees in a dive, but the Ju 87 was a genuine 90-degree screamer. . . the Ju 87 felt right standing on its nose, and the acceleration to 335 mph [539 km/h] was reached in about 4,500 feet [1,372 meters], speed thereafter creeping up to the absolute permitted limit of 375 mph [604 km/h], so that the feeling of being on a runaway roller coaster experienced with most dive bombers was missing. I must confess that I had a more enjoyable hour’s dive-bombing practice than I had ever experienced with any other aircraft of this specialist type. Somehow the Ju 87D did not appear to find its natural element until it was diving steeply. Obviously the fixed undercarriage and large-span dive brakes of the Junkers were a highly effective drag combination.”

Only two Stukas still exist, one, a Ju 87 G-2, at the RAF Museum at Hendon, and the other, a Ju 87 R-2, is at the Museum of Science and Industry, Chicago, Illinois.

¹ TDiA has not found any source that provides the details of the Ju 87’s most characteristic feature: the angles of anhedral and dihedral of its wings. TDiA estimates that the wings’ inner section has -12° anhedral, while the outer wing panels have approximately 8° dihedral.

© 2018, Bryan R. Swopes

14 August 1942

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Lockheed P-38F Lightnings at Iceland during the summer of 1942. 2d Lt. Elva E. Shahan’s P-38F-1-LO, 41-7540, is at the left of the photograph with the number 42 on its nose. (U.S. Air Force)

14 August 1942: The 27th Fighter Squadron (Twin Engine), 1st Fighter Group, VIII Fighter Command, was ferrying its Lockheed P-38 Lightning fighters across the North Atlantic Ocean from Presque Isle, Maine, to England as part of Operation Bolero. Iceland was a mid-Atlantic fuel stop on the Northern Ferry Route.

Just over a week earlier, 6 August 1942, 30 Curtiss-Wright P-40C Warhawks of the 33rd Fighter Squadron had been flown off the aircraft carrier USS Wasp (CV-7). Among the 32 Army Air Corps pilots who boarded the carrier with the fighters at Norfolk, Virginia, was Second Lieutenant Joseph D.R. Shaffer, U.S.A.A.C., service number O-427002.

A Curtiss-Wright P-40C Warhawk, Iceland, 1942. (San Diego Air & Space Museum)
Major John H. Weltman, USAAF. Major weltman's P-38 Lightning was the first Army Air Forces aircraft to be hit by German gunfire during World War II. (U.S. Air Force)
Major John W. Weltman, USAAF. Major Weltman’s P-38 Lightning was the first Army Air Forces aircraft to be hit by German gunfire during World War II. (U.S. Air Force)

On the morning of 14 August, a Royal Air Force Northrop N-3PB Nomad of No. 330 Squadron (Norwegian) tracked a German Luftwaffe Focke-Wulf Fw 200 C-4 Condor four-engine maritime reconnaissance bomber, marked NT+BY, flying near a convoy south of the island. The bomber then proceeded northward and overflew the peninsula west of Reykjavik.

Lieutenant Shaffer, his squadron now assigned to the 342d Composite Group, Iceland Base Command, one of the units responsible for the air defense of Iceland, located and attacked the Condor with his P-40, damaging one of the bomber’s engines.

At 11:15 a.m., two P-38s of the 27th Squadron, flown by Major John W. Weltman and Second Lieutenant Elza E. Shahan, followed up Shaffer’s attack. Shahan was flying Lockheed P-38F-1-LO Lightning, serial number 41-7540.

The Fw 200 was hit in and around the bomb bay. It exploded and went into the sea approximately 8 miles northwest of Grótta Point. Its crew, F Ofw. Fritz Kühn, Ofw. Phillip Haisch, Ofw. Ottmar Ebner, Uffz. Wolgang Schulze, Ofw. Arthur Wohlleben and Ofw. Albert Winkelmann were all killed.

This was the very first U.S. Army Air Forces air combat victory in the European Theater of Operations during World War II. Lieutenants Shaffer and Shahan both shared credit for the victory. They were awarded the Silver Star for their actions.

A Focke-Wulf Fw 200 C-3 Condor, SG+KS, (Werk-Nr. 0043), similar to the bomber destroyed by Shaffer and Shahan, 14 August 1942. (Photograph by Walter Frentz. Bundesarchiv)

© 2015, Bryan R. Swopes

14 August 1942

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Boeing B-17E Flying Fortress 41-2656, “Chief Seattle from the Pacific Northwest,” during a test flight near Seattle, Washington, March 1942. (U.S. Air Force)

Sponsored by the Seattle Post-Intelligencer newspaper, citizens of Seattle contributed $230,535 in War Bonds to purchase a Boeing B-17E Flying Fortress, 41-2656. It was delivered to the United States Army Air Forces (USAAF) by the Mayor of Seattle, Earl Milliken P.G. Johnson, in a ceremony held 5 March 1942. It was named Chief Seattle from the Pacific Northwest. The bomber was assigned to the 435th Bombardment Squadron (Heavy), 19th Bombardment Group (Heavy), Fifth Air Force, in the Southwest Pacific.

On 9 August 1942, 41-2656 took off from 7 Mile Drome, an airfield near Port Moresby, Territory of Papua New Guinea, on its first combat mission. This was a reconnaissance of Rabaul and Kavieng. The mission elapsed time was 8 hours, 40 minutes.

Two days later, 11 August, Chief Seattle flew another recon mission, but an engine problem forced its return to base after just three hours.

Crew of Chief Seattle at 7 Mile Drome, 11 August 1942. Front row, left to right, Sergeant Dennis Craig, Sergeant Tomas Wood. Standing, Sergeant Quentin Lakely, Private Philip Zumwalt, Sergeant Leslie Stewart, Lieutenant John Pickering, Lieutenant Morris Friedman, Lieutenant Haskell Wexler, Sergeant Meyer Levin. (United Press)
Aerial photograph of 7 Mile Drome (Jackson Airfield), 1943. (U.S. Air Force)
B-17s parked in revetments at 7 Mile Drome, 1943. (U.S. Air Force)

Flown by another crew, 41-2656 was attacked by three Mitsubishi A6M3 Navy Type 0 Model 32 (Allied reporting name, “Hamp”) fighters of the Imperial Japanese Navy. It was shot down at 7:40 a.m., 14 August 1942, over the Solomon Sea. Defensive fire from the bomber damaged at least one Zero, but it was able to return to its base.

The B-17E went down in the sea. Its crew were listed as missing, presumed killed in action (KIA). They were 1st Lieutenant Wilson Luther Cook, pilot; Flight Sergeant George Stewart Andrews, Royal Australian Air Force, co-pilot; 2nd Lieutenant Hubert S. Mobley, navigator; 1st Lieutenant Joseph Ralph Cunningham, bombardier; Staff Sergeant Elwyn Owen Rahier, Engineer; Staff Sergeant John J. Dunbar, assistant engineer; Technical Sergeant Irving Wenman McMichael, radio operator; Corporal Charles Max Hartman, assistant radio operator; Private David B. Beattie, gunner; and Corporal Richard K. Pastor, gunner.

A Boeing B-17E Flying Fortress, circa 1941. (U.S. Air Force)

The Boeing B-17E Flying Fortress was a major redesign of the B-17D. A new aft fuselage was used, incorporating larger vertical and horizontal stabilizers. A tail turret was added. A power-operated gun turret was added at dorsal and ventral positions.

The Boeing B-17E Flying Fortress was a four-engine heavy bomber operated by a flight crew of ten. It was 73 feet, 10 inches (22.504 meters) long with a wingspan of 103 feet, 9-3/8 inches (31.633 meters) and an overall height of 19 feet, 2 inch (5.842 meters). Its empty weight was 32,350 pounds (14,674 kilograms), 40,260 pounds (18,262 kilograms) gross weight, and the maximum takeoff weight was 53,000 pounds (24,040 kilograms).

The B-17E was powered by four air-cooled, supercharged, 1,823.129-cubic-inch-displacement (29.875 liters) Wright Cyclone G666A (R-1820-65) nine-cylinder radial engines with turbochargers, producing 1,200 horsepower at 2,500 r.p.m. for takeoff and 1,000 horsepower at 2,300 r.p.m. at Sea Level. The Cyclones turned three-bladed constant-speed Hamilton-Standard Hydromatic propellers with a diameter of 11 feet, 7 inches (3.835 meters) though a 0.5625:1 gear reduction. The R-1820-65 was 47.59 inches (1.209 meters) long and 55.12 inches (1.400 meters) in diameter. It weighed 1,315 pounds (596 kilograms). 8,422 of these engines were produced by Wright Aeronautical Division and its licensees between February 1940 and August 1942.

The B-17E had a cruise speed of 195 miles per hour (314 kilometers per hour). Its maximum speed was 318 miles per hour (512 kilometers per hour) at 25,000 feet (7,620 meters). The service ceiling was 36,600 feet (11,156 meters).

With a normal fuel load of 2,490 gallons (9,426 liters) the B-17E had a maximum range of 3,300 miles (5,311 kilometers). Carrying a 4,000 pound (1,814 kilogram) bomb load, the range was 2,000 miles (3,219 kilometers).

Boeing B-17E Flying Fortress 41-2443 over the Hawaiian Islands, circa 1941. Note the unmanned, remotely-sighted ventral gun turret. (U.S. Air Force)

The B-17E Flying Fortress was armed with one .30-caliber Browning M2 Aircraft Machine Gun and eight Browning AN-M2 .50-caliber machine guns. The .30 was mounted in the nose. Power turrets mounting two .50-caliber guns, each, were located at the dorsal and ventral positions. (The first 112 B-17Es were built with a remotely-operated turret in the belly position, sighted by a periscope. A manned ball turret replaced this.) Two machine guns were in a tail turret, and one on each side at the waist.

The maximum bomb load of the B-17E was 20,800 pounds (9,435 kilograms) over very short distances. Normally, 4,000–6,000 pounds (1,815–2,722 kilograms) were carried. The internal bomb bay could be loaded with a maximum of eight 1,000 pound (454 kilogram) or four 2,000 pound (907 kilogram) bombs.

The B-17 Flying Fortress first flew in 1935, and was in production from 1937 to 1945. 12,731 B-17s were built by Boeing. 512 of the total were B-17Es. The last one was completed 28 May 1942. Production shifted to the further-improved B-17F, which made its first flight 30 May 1942.

Boeing B-17E Flying Fortress 41-2509, circa 1942. (U.S. Air Force)

© 2023, Bryan R. Swopes

9 August 1945

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Martin-Omaha B-29-35-MO Superfortress 44-27297, Bockscar, at the National Museum of the United States Air Force. The “nose art” was added after the 9 August mission. Note the 509th’s “Circle Arrow” tail insignia. This was replaced by a “Triangle N” marking for the actual bombing mission. (U.S. Air Force)

9 August 1945: Three days after an atomic bomb had been used against the Japanese industrial city of Hiroshima, a second attack was made on Nagasaki. Major Charles W. Sweeney,¹ in command of the Martin-Omaha B-29-35-MO Superfortress 44-27297, named Bockscar, departed Tinian Island in the Marshal Group at 3:47 a.m., and flew to Iwo Jima where it was to rendezvous with two other B-29s, The Great Artiste and The Big Stink, the instrumentation and photographic aircraft for this mission.

Like its sistership, Enola Gay, 44-27297 was a specially modified “Silverplate” B-29. The Silverplate B-29s differed from the standard production bombers in many ways. They were approximately 7,200 pounds (3,266 kilograms) lighter. The bomber carried no armor. Additional fuel tanks were installed in the rear bomb bay. The bomb bay doors were operated by quick-acting pneumatic systems. The bomb release mechanism in the forward bomb bay was replaced by a single-point release as was used in special British Lancaster bombers. A weaponeer’s control station was added to the cockpit to monitor the special bomb systems.

Bockscar had four air-cooled, supercharged, 3,347.662-cubic-inch-displacement (54.858 liter) Wright Aeronautical Division R-3350-41 (Cyclone 18 787C18BA3) two-row 18-cylinder radial engines with direct fuel injection. The R-3350-41 had a compression ratio of 6.85:1 and required 100/130 aviation gasoline. It was rated at 2,000 horsepower at 2,400 r.p.m. at Sea Level, and 2,200 horsepower at 2,800 r.p.m, for take-off. The engines drove four-bladed Curtiss Electric reversible-pitch propellers with a diameter of 16 feet, 8 inches (5.080 meters), through a 0.35:1 gear reduction. The R-3350-41 was 6 feet, 2.26 inches (1.937 meters) long, 4 feet, 7.78 inches (1.417 meters) in diameter and weighed 2,725 pounds (1,236 kilograms).

With the exception of the tail gunner’s position, all defensive armament—four powered remotely operated gun turrets with ten .50-caliber machine guns—were deleted. Their remote sighting positions were also removed. Enola Gay carried 1,000 rounds of ammunition for each of the two remaining Browning AN-M2 .50-caliber machine guns in the tail.

With these changes, the Silverplate B-29s could fly higher and faster than a standard B-29, and the fuel-injected R-3350-41 engines were more reliable. Bockscar had a cruising speed of 220 miles per hour (354 kilometers per hour) and a maximum speed of 365 miles per hour (587 kilometers per hour). Its service ceiling was 31,850 feet (9,708 meters) and its combat radius was 2,900 miles (4,667 kilometers).

Martin-Omaha B-29-35-MO Superfortress 44-27297, Bockscar, in flight. Note "Triangle N" tail code. (U.S. Air Force)
Martin-Omaha B-29-35-MO Superfortress 44-27297, Bockscar, in flight. Note the “Triangle N” tail code. (U.S. Air Force)

44-27297, Victor 7, was assigned to aircraft commander Captain Frederick C. Bock and his crew. Major Sweeney and his crew ordinarily flew The Great Artiste. Sweeney’s B-29 had been the the instrumentation aircraft for the Hiroshima mission and there was not time to remove that equipment and re-install it aboard Bock’s bomber, so the crews switched airplanes. For operational security, Bockscar‘s normal identification was changed from the number 7 on the fuselage to 77. The 509th’s tail code of a circle surrounding a forward-pointing arrow was changed to another unit’s “Triangle N” identification.

All of these last minute changes resulted in confusion in contemporary reports as to which B-29 had actually dropped Fat Man on Nagasaki.

Boeing B-29 crew photo taken Aug. 11, 1945, two days after the Nagasaki mission. Note there is no nose art on the aircraft. (U.S. Air Force photo)
Major Charles W. Sweeney’s B-29 crew. (U.S. Air Force)

In Bockscar‘s forward bomb bay was a 10,213 pound (4,632 kilograms) bomb called Fat Man. This was a completely different and much more complex weapon than the Little Boy (Mark I) atomic bomb dropped by Colonel Paul Tibbet’s Enola Gay on 6 August. The bomb was 12 feet, 8⅜ inches ¹ (3.261 meters) long, 5 feet, ¼ inch ² (1.530 meters) in diameter,

Designated Mark III, the egg-shaped weapon contained a 9.17 centimeter (3.61 inches), 6.15 kilogram (13.6 pound) sphere of Plutonium Pu 239, with a 2.1 centimeter (0.83 inch) hollow cavity at its center. A beryllium neutron initiator was in this cavity. The plutonium sphere was surrounded by a 22.86 centimeter (9.0 inch) diameter uranium tamper with a mass of 108 kilograms (238 pounds). This nuclear assembly was contained in a boron/acrylic shell and surrounded by about 2,390 kilograms (5,269 pounds) of high-explosive, consisting of Composition B and Baratol. The explosives were formed in “lenses” that would direct the force inward in a very precise manner. The purpose was to compress—or implode— the Plutonium to a much greater density, resulting in a “critical mass.”

The Mark III "Fat Man" bomb loaded on its carrier, 8 August 1945.
The Mark III “Fat Man” bomb being loaded onto its carrier, 8 August 1945.

In the conduct of this mission, Major Sweeney made a number of serious errors that nearly caused the mission to fail, and might very well have led to the loss of the bomber and its crew.

Prior to takeoff, the B-29’s crew chief informed Sweeney that a fuel transfer pump was inoperative which made it impossible to transfer 625 gallons (2,366 liters) of fuel from one fuel tank. This meant that nearly 9% of the total fuel load of 7,250 gallons (27,444 liters) was unusable. Chuck Sweeney decided to go anyway.

Next, though under direct orders from the 509th Composite Group commander, Colonel Paul Tibbets, to wait at the rendezvous no more than 15 minutes, when The Big Stink failed to arrive on schedule, Sweeney elected to stay 30 minutes beyond that.

Meanwhile, the two weather reconnaissance B-29s, Enola Gay and Laggin’ Dragon, were over Kokura, the primary target, and the secondary, Nagasaki. Weather over both cities were within the mission parameters.

XX Bomber Command Target Chart for Nagasaki Area. (National Archives)

During the 45 minutes that Sweeney waited at the rendezvous, weather over Kokura had deteriorated. By the time Bockscar arrived overhead, clouds covered the city. The bomber made three attempts to bomb the city over a 50-minute period, but the bombardier was not able to see the target.

Now an hour and twenty minutes behind schedule, Sweeney diverted to the secondary target, Nagasaki. Because of the delays and the unusable fuel as a result of the failed fuel pump, Sweeney reduced engine power to try to conserve fuel during the twenty minute flight to the alternate target. But weather there had also deteriorated.

Sweeney decided that they should bomb through the clouds using radar, but at the last minute, the bombardier was able to see the aim point. The Fat Man was dropped from 30,000 feet (9,144 meters) at 11:01 a.m. After falling for 43 seconds, the atomic bomb detonated at an altitude of 1,950 feet (594 meters). It missed the intended target point by nearly 1.5 miles (2.4 kilometers) and exploded over the Urakami Valley, halfway between the Mitsubishi Steel and Arms Works and the Mitsubishi-Urakami Ordnance Works.

Nagasaki, 9 August 1945, photographed by Joe Kosstatscher, U.S. Navy.
Nagasaki, 9 August 1945, photographed by Joe Kosstatscher, U.S. Navy.

The estimated force of the explosion was 21 kilotons—equivalent to the explosive force of 21,000 tons of TNT (19,050 metric tons)—nearly 20% greater than the Hiroshima bomb. The surrounding hills contained the explosion, protecting a large part of the city. Still, approximately 60% of Nagasaki was destroyed and 70,000 people were killed. By December 1945, at least 80,000 of the city’s 250,000 residents had died.

Atomic cloud rising over nagasaki, japan, 9 August 1945, photographed from Koyagi-jima. (Hiromichi Matsuda)
Pyrocumulus cloud rising over Nagasaki, Japan, approximately 20 minutes after detonation, 9 August 1945, photographed from Koyagi-jima, a small island southwest of Nagasaki. (Hiromichi Matsuda)
Nagasaki. (Bridgeman Images)

Now critically low on fuel and unable to reach the emergency B-29 recovery field on Iwo Jima, Sweeney headed for the airfields of Okinawa. When Bockscar touched down on the runway, one engine quit due to fuel starvation. As they turned off the runway, a second engine ran out of fuel. Charles Sweeney had cut it very, very close.

B-29 44-27297 on Tinian Island, August 1945. The nose art was applied to the airplane after the August 9, 1945 bombing mission. (U.S. Air Force)
Martin-Omaha B-29-35-MO 44-27297 on Tinian Island, August 1945. The nose art was applied to the airplane after the August 9, 1945 bombing mission. (U.S. Air Force)

Five days after the bombing of Nagasaki, the Emperor of Japan—recognizing that his country now faced total destruction—agreed to surrender. World War II was over.

In 1946, Bockscar was placed in storage at Davis-Monthan Army Air Field, Tucson, Arizona. On 26 September 1961, the B-29 was flown to the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Dayton, Ohio, where it remains in the museum’s collection of historic aircraft.

DAYTON, Ohio — Boeing B-29 Superfortress “Bockscar” at the National Museum of the United States Air Force. (U.S. Air Force photo)

¹ The other members of the crew of Bockscar were Captain Charles Donald Albury, co-pilot; Second Lieutenant Frederick John Olivi, co-pilot; Captain James Frederick Van Pelt, Jr., navigator; Captain Kermit King Beahan, bombardier; Master Sergeant John Donald Kuharek, flight engineer; Staff Sergeant Raymond C. Gallagher, assistant flight engineer; Staff Sergeant Edward Kenneth Buckley, radar operator; Sergeant Abe M. Spitzer, radio operator; Sergeant Albert Travis Dehart, tail gunner; Commander Frederick Lincoln (“Dick”) Ashworth, U.S. Navy, weaponeer; Lieutenant Philip M. Barnes, U.S. Navy, assistant weaponeer; First Lieutenant Jacob Beser, radar countermeasures. (Lieutenant Beser also flew aboard Enola Gay, 6 August 1945.)

© 2023, Bryan R. Swopes

Medal of Honor, Captain Darrell Robbins Lindsey, United States Army Air Corps

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MEDAL OF HONOR

LINDSEY, DARRELL R. (Air Mission)

Rank and organization: Captain, U.S. Army Air Corps.

Place and date: L’Isle Adam railroad bridge over the Seine in occupied France, 9 August 1944.

Entered service at: Storm Lake, lowa. Birth: Jefferson, lowa.

G.O. No: 43, 30 May 1945.

Medal of Honor
Medal of Honor

Citation: On 9 August 1944, Capt. Lindsey led a formation of 30 B-26 medium bombers in a hazardous mission to destroy the strategic enemy held L’lsle Adam railroad bridge over the Seine in occupied France. With most of the bridges over the Seine destroyed, the heavily fortified L’Isle Adam bridge was of inestimable value to the enemy in moving troops, supplies, and equipment to Paris. Capt. Lindsey was fully aware of the fierce resistance that would be encountered. Shortly after reaching enemy territory the formation was buffeted with heavy and accurate antiaircraft fire. By skillful evasive action, Capt. Lindsey was able to elude much of the enemy flak, but just before entering the bombing run his B-26 was peppered with holes. During the bombing run the enemy fire was even more intense, and Capt. Lindsey’s right engine received a direct hit and burst into flames. Despite the fact that his ship was hurled out of formation by the violence of the concussion, Capt. Lindsey brilliantly maneuvered back into the lead position without disrupting the flight. Fully aware that the gasoline tanks might explode at any moment, Capt. Lindsey gallantly elected to continue the perilous bombing run. With fire streaming from his right engine and his right wing half enveloped in flames, he led his formation over the target upon which the bombs were dropped with telling effect. Immediately after the objective was attacked, Capt. Lindsey gave the order for the crew to parachute from the doomed aircraft. With magnificent coolness and superb pilotage, and without regard for his own life, he held the swiftly descending airplane in a steady glide until the members of the crew could jump to safety. With the right wing completely enveloped in flames and an explosion of the gasoline tank imminent, Capt. Lindsey still remained unperturbed. The last man to leave the stricken plane was the bombardier, who offered to lower the wheels so that Capt. Lindsey might escape from the nose. Realizing that this might throw the aircraft into an uncontrollable spin and jeopardize the bombardier’s chances to escape, Capt. Lindsey refused the offer. Immediately after the bombardier had bailed out, and before Capt. Lindsey was able to follow, the right gasoline tank exploded. The aircraft sheathed in fire, went into a steep dive and was seen to explode as it crashed. All who are living today from this plane owe their lives to the fact that Capt. Lindsey remained cool and showed supreme courage in this emergency.

Strike photo, L’Isle-Adam Railroad Bridge, 9 August 1944. (U.S. Air Force)

Darrell Robbins Lindsey was born 30 December 1919 at Jefferson, Iowa. He was the second of two sons of Jesse Lyle Lindsey, a civil engineer, and Grace Alice Puffer Lindsey. Darrell Lindsey grew up in Iowa, where he attended Fort Dodge High School, graduating in 1938. He then studied at Buena Vista College at Storm Lake, before transferring to Drake University in Des Moines.

Aviation Cadet Darrell Robbins Lindsey, circa 1942.

Immediately following the United States’ entry into World War II, 16 January 1942, Lindsey enlisted as an aviation cadet in the U.S. Army Air Corps. He trained as a pilot and on graduating from flight school, was commissioned as a second lieutenant, 27 August 1942.

Lieutenant and Mrs. Darrell R. Lindsey, circa 1942.

Following his commissioning, Lieutenant Lindsey married Miss Evelyn Scott of Storm Lake, Iowa.

Lieutenant Lindsey next trained as a bombardier at Kirtland Field, New Mexico. He was promoted to first lieutenant and was assigned to a Martin B-26 Marauder operational training unit, the 314th Bombardment Squadron (Medium), at MacDill Army Airfield, near Tampa, Florida. He was promoted to captain in December 1943.

Captain Lindsey was assigned to the 585th Bombardment Squadron (Medium), 394th Bombardment Group (Medium), as a B-26 aircraft commander and flight leader. The unit deployed to Europe in February 1944. The 585th was initially stationed at RAF Boreham (AAF-161) in Essex, but in July 1944, moved to RAF Holmsley South (AAF-455), Hampshire, England.

The bombing mission against the L’Isle-Adam Railroad Bridge on 9 August 1944 was Captain Lindsey’s 46th combat mission. Army Air Corps records indicate that at the time of his death, he had flown a total of 1,497:00 hours. 143 hours were in combat.

Captain Lindsey’s remains were buried at an unknown location. In 1959, a cenotaph memorializing Captain Lindsey was placed at Jefferson Cemetery, Jefferson, Iowa.

The Medal of Honor was presented to Captain Lindsey’s widow, Mrs. Evelyn Scott Lindsey, 9 August 1945, by Major General Robert B. Williams, commanding Second Air Force. In November 1946, Lindsey Air Station at Wiesbaden, Germany, was named in his honor.

In addition to the Medal of Honor, Captain Lindsey was awarded the Distinguished Flying Cross, the Air Medal with eight oak leaf clusters (nine awards), and the Purple Heart.

Martin B-26B-55-MA Marauder 42-96153 of the 397th Bombardment Group (Medium), at Peronne Advanced Landing Ground (A-72), France, January 1945. This is the same type as the B-26 flown by Captain Darrell R. Lindsey, 9 August 1944. (U.S. Air Force)

Captain Lindsey’s B-26 was a Glenn L. Martin Company B-26B-55-MA Marauder, serial number 42-96101, built at Baltimore, Maryland. It carried the squadron identification markings 4T N on its fuselage.

The Martin B-26 first flew 25 November 1940. The B-26 was a twin-engine medium bomber designed with high speed as a primary objective. Production of the new airplane was considered so urgent that there were no prototypes. All aircraft were production models.

Martin B-26B-55-MA Marauder 42-96142, 596th Bombardment Squadron (Medium), 397th Bombardment Group (Medium). This is the same type aircraft flown by Captain Lindsey in the attack against the L’Isle-Adam Railroad Bridge. (U.S. Air Force)

The B-26B was 58 feet, 3 inches (17.755 meters) long with a wingspan of 71 feet, 0 inches (21.641 meters) and overall height of 21 feet, 6 inches (6.533 meters). It had an empty weight of 24,000 pounds (10,886 kilograms) and gross weight of 37,000 pounds (16,783 kilograms).

The B-26B-55-MA was powered by two air-cooled, supercharged, 2,804.461-cubic-inch-displacement (45.956 liter), Pratt & Whitney Double Wasp 2SB-G (R-2800-43) two-row, 18-cylinder radial engines with a compression ratio of 6.65:1. The R-2800-43 had a Normal Power rating of 1,600 horsepower at 2,400 r.p.m. to 5,700 feet (1,737 meters), 1,450 horsepower at 2,400 r.p.m. at 13,000 feet (3,962 meters). Its Takeoff Power rating was 2,000 horsepower at 2,700 r.p.m. The Military Power rating was the same as Takeoff Power up to 2,700 feet (823 meters), and 1,600 horsepower at 2,700 r.p.m. to 13,500 feet (4,115 meters). They turned 13 foot, 6 inch (4.115 meter) diameter four-bladed Curtiss Electric propellers through a 2:1 gear reduction. The R-2800-43 was 6 feet, 3.72 inches (1.923 meters) long, 4 feet, 4.50 inches (1.334 meters) in diameter, and weighed 2,300 pounds (1,043 kilograms). All R-2800-43 engines were built by the Ford Motor Company.

The B-26B had a maximum speed of 270 miles per hour (435 kilometers per hour) at Sea Level, and 282 miles per hour (454 kilometers per hour) at 15,000 feet (4,572 meters). The airplane’s service ceiling was 21,700 feet (6,614 meters). It’s maximum ferry range was 2,850 miles (4,587 kilometers).

The B-26B was armed with 11 air-cooled Browning AN-M2 .50-caliber machine guns. One was at the nose on a flexible mount, two fixed guns were on each side of the fuselage in “blister packs,” there were two flexible guns in the waist. A power-operated dorsal gun turret had two, as did the tail turret.

A maximum of four 2,000 pound (907 kilograms) bombs could be carried in the bomb bay.

Martin B-26F-1-MA of the 397th Bomb Group in flight at bomb release. (U.S. Air Force)

When the B-26 entered service, it quickly gained a reputation as a dangerous airplane and was called “the widowmaker.” The airplane had relatively short wings with a small area for its size. This required that landing approaches be flown at much higher speeds than was normal practice. With one engine out, airspeed was even more critical. Some changes were made, such as a slight increase on wingspan and the size of the vertical fin and rudder, and an emphasis was made on airspeed control during training. The Marauder had the lowest rate of combat losses of any American bomber.

The Glenn L. Martin Co. produced 5,288 Marauders between 1941–1945. It served in the Pacific, Mediterranean and European combat areas. When it was removed from service at the end of World War II, the “B-26” designation was reassigned to the Douglas A-26 Invader, a light twin-engine bomber.

© 2017, Bryan R. Swopes