Canadian pilot William Barker won a VC for his actions on 27 October 1918.
Barker was born in Dauphin, Manitoba. He became the top-scoring ace on the Italian Front, with a tally of 52, and Canada’s most highly decorated soldier, receiving twelve awards for gallantry in all.
Barker takes to the skies
Enlisting in 1914, Barker spent a harrowing year in the trenches of the Western Front before requesting a transfer to the Royal Flying Corps. His first role in the RFC was as gunner-observer. It was during the closing stages of the Battle of the Somme, in November 1916, that Barker earned the first of his military decorations.
Whilst carrying out reconnaissance and directing Allied artillery, a superior German reconnaissance aircraft appeared out of the sun and locked on to Barker’s outdated B.E.2. Things looked grim for Barker and his pilot but with one burst of his Lewis gun, Barker took the attacker down becoming one of very few B.E.2 observers to score a kill.
Despite his skill as an observer, Barker craved the chance to fly his own plane. In January 1917 he earned his pilot’s certificate and was soon back above the Western Front flying reconnaissance missions. In April he won the Military Cross for his actions at the Battle of Arras, directing shellfire and eliminating a pair of German long-range guns.
The Sopwith surfaces
A head wound caused by anti-aircraft fire saw him return to England in August 1917. He was assigned to training duties, which didn’t suit him at all. But it came with one perk, the chance to fly the new Sopwith-Camel single-seater fighter.
This stirred his determination to return to the front, yet numerous requests to transfer were turned down. Infuriated, Barker took his Sopwith up and, in a move worthy of a court martial, buzzed RFC headquarters! His wish was granted, he was transferred back to the Western Front to fly Sopwiths.
What followed was a series of daring exploits in the skies above the Western Front that rendered Barker an ace and earned him the respect of his fellow pilots.
Late in 1917 Barker was transferred to the Italian Front and by the end of the year was the theatre’s leading ace. He built a reputation as a remarkably gifted pilot, and a risk taker. He led a squadron on a low level attack against the Austrian army headquarters in San Vito al Tagliamento. The aircraft zipped up the streets of the town, so low that Barker was beneath the telegraph wires. There were no casualties but the attack certainly struck a chord with Austrian morale!
By September 1918, with his tally approaching 50 and his nearest rivals either dead or grounded, Barker was the undisputed ace of the Italian Front. Too big a name to risk, he was recalled to Blighty. But Barker knew the war would soon be over, he wasn’t going home without taking one last opportunity to add to his score. On 27 October, he took off to seek out one last dogfight.
He found his target shortly after, a German reconnaissance aircraft. Closing on the plane, its crew unaware, Barker opened fire and the plane fell from the sky. But the last flight of William Barker wasn’t over yet, he turned to find an armada of up to fifty Fokker D-7 biplanes heading in his direction. With no chance of escape, Barker flew into the fray.
Bullets ripped through his cockpit, hitting him in the legs and arms. He passed out twice, his Sopwith Snipe somehow remaining airborne until he regained his senses. Fifteen D-7’s gathered on his tail, ready for the kill. But Barker wasn’t ready to give up yet, he turned his Snipe around and took them on, sending all fifteen scampering for home.
In the most one-sided of dogfights, William Barker had claimed another six victories. But by now he was bleeding heavily. Unable to control his beaten up Sopwith Snipe any longer, he crash landed.
The remarkable event was watched from the ground by Canadian general Andy McNaughton, who recommended Barker for the Victoria Cross.
Barker worked in the aviation industry after the war but never fully recovered from his wounds and suffered with debilitating depression. In March 1930 he took off for the final time from an airfield near Ottawa, a flight that ended the life of this extraordinary pilot.
Ever since air travel was invented, people have been fighting over the window seat. Not any more! The Center for Process Innovation, a British technology and research firm, is creating the future of air travel!
The futuristic planes will actually be windowless. Instead, the entire length of the plane will be covered in OLED touch screens. Essentially giving everyone in plane a virtual window seat!
Within 10 to 15 years these planes could hopefully be a reality!
The touch screens with be connected to cameras that are place all over the outside of the plane. This allows the screens to display a realistic view of what is going on around the plane outside.
If you get sick of looking at the sky, you can turn the virtual window into an entertainment system as well.
Not familiar with OLED-touch screen technology? OLED is an abbreviation for organic light-emitting diode. This means that there is a film comprised of organic compounds the is capable of projecting light as a reaction to an electrical current.
It might sound scientific, but this tech is currently being used in televisions, tablets, mobile phones, and computer monitors. By the time these planes are actually manufactured. there will most likely be a more advanced screen on the market.
With the entire walls of the plane filled with screens, passengers could look out at the view surrounding them and never have to worry about getting a good seat again.
They say the projections on the screens will reflect the real world outside, I’m sure this new technology will excite a few conspiracy theorists.
This cool, new concept isn’t without its setbacks. Many people have raised concerns that the amount of light caused by all the screens might cause some passengers discomfort.
You can watch the video below to learn more about the future of transportation!
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When the “fasten seat belt” sign flashes on in airplanes, with its familiar accompanying ding, it’s often met with passengers’ equal parts annoyance and resignation, when it’s acknowledged at all. Like, “What? Again? Really? Do I have to …?”
The answer, of course, is yes. You really have to. As mom would say, “it’s for your own good.”
“I think it’s the old, ‘It’s not going to happen to me,’ syndrome,” Richard McSpadden, the executive director of the Aircraft Owners and Pilots Association‘s Air Safety Institute, says of the typical flyer’s attitude toward buckling up. “Aviation accidents are so rare that people say, ‘What are the odds it’s going to happen to me?’ And I would agree with them that the odds are extremely low.
“But I would then add that even though the odds are low, the consequences of something happening can be pretty significant, even if it’s just a bump in turbulence. If you’re not strapped in right, your head could hit the top of that airplane. That can result in a serious injury [see Now That’s Interesting, below]. And it’s so effortless to strap a seat belt around you.” (That’s true for average-size people anyway.)
A simple lap belt — or even other restraints, like shoulder harnesses — may not be enough to save a life if an airliner drops from the sky from 35,000 feet (10,668 meters), or undergoes a catastrophic mid-air failure. A seat belt wasn’t enough in the tragic death of Jennifer Riordan, who reportedly was wearing her seat belt when a part from a failed engine in a Southwest Airline 737 blew out the window next to her seat on April 17, 2018. She was nearly sucked out of the airplane when the air in the pressurized cabin rushed out of the window.
The rare accidents like that, though, or the more conventional plane-hits-ground type, are not the only reasons for seat belts on airplanes. They’re designed to protect you from the airplane during flight, too.
The Case for Seat Belts
“The reason you must wear a seat belt, flight crew included,” Heather Poole, an American Airlines flight attendant and author, told The Telegraph in 2015, “is because you don’t want the plane coming down on you. People think they’re lifted up in the air during turbulence. The truth is the plane drops. It comes down hard and it comes down fast and that’s how passengers get injured — by getting hit on the head by an airplane.”
Think of it this way: If you’re not wearing a seat belt on an airplane that drops suddenly — which often happens with turbulence — you’re the one at rest. You’ll stay at rest as the plane, very literally, drops out from under you. If you’re strapped in, the seat belt serves as an outside force acting on you, taking you with the plane as it drops and saving you from bonking your head on that overhead bin above you.
“It allows you to stay in place and ride along with the airplane,” McSpadden says. “It’s just that added safety margin that if something unexpected happens, you’re still going to stay with the airplane.”
Are Shoulder Harnesses Better?
A little reasoning might suggest that if a lap belt is good while flying, a shoulder harness — like those in cars and those in smaller so-called general aviation planes — would be even better. Indeed, shoulder belts or harnesses might help, McFadden and others say.
But they would be costly to install, and trickier to get to work correctly on bigger commercial planes, experts say. They’d probably be uncomfortable on longer flights. And wearing shoulder harnesses might meet a lot of resistance from the flying public, too.
“The answer would be, yes, it certainly would help, because it would prevent the movement of the upper torso aggressively in terms of some kind of sudden impact,” McSpadden says. “How you can do that is another question entirely.”
Some wonder whether shoulder belts are needed on commercial airlines, considering lap belts — when they’re used — seem to do the trick. “Clearly for the vertical deceleration [typical] of an airplane crash, the lap belt seems to be the most important restraint,” David King, a trauma surgeon at Massachusetts General Hospital, told Time after the July 2013 wreck of Asiana Airlines flight 214 in San Francisco killed three people. (Noted in the official National Transportation Safety Board report of that accident: “The two ejected passengers (one of whom was later rolled over by two firefighting vehicles) were not wearing their seatbelts and would likely have remained in the cabin and survived if they had been wearing them.”)
Ironically, the safety record of commercial airlines may be the overwhelming reason that shoulder harnesses have not been required of large passenger planes. In 2017, no one was killed in a commercial jet airliner incident anywhere in the world, making it the safest year ever for big passenger planes. In its Civil Aviation Safety Review for 2017, which examined accidents on large passenger aircraft, the Dutch aviation consulting firm To70 estimated that there were “0.08 fatal accidents per million flights [in 2017]. That is a rate of one fatal accident for every 12 million flights.”
With a safety record like that, it’s hard to argue that shoulder harnesses would lower the risk of flying enough to offset the costs, the effort and the resistance such a major change would generate.
Lap belts, though? They help. They help a lot. So when flying, it’s probably best to buckle up and stay that way. For your own good.
London to New York in 3.5 hours: Mini-Concorde Baby Boom plane that will travel at 1,687mph is a step closer to take off after a ‘milestone’ engine delivery
Supersonic air travel could be making a return if a plane that aims to replace Concorde takes to the skies.
Richard Branson-backed Boom Supersonic expects a prototype of its passenger plane to make its first test flight by the end of this year.
The firm this week came a step closer to that goal after announcing a ‘milestone’ engine delivery for the two-seater, known as XB-1, or ‘Baby Boom’
CEO Blake Scholl tweeted: ‘Milestone coming up: XB-1 engines are on a truck and will arrive at @boomaero hangar within a week.’
‘Baby Boom’ is a 1,687mph (2,716kph) demonstrator jet designed to test the firm’s supersonic technology that could take passengers from London to New York in just 3.5 hours – around half the time it currently takes.
If its full-size 55-seat plane is approved, the first passengers could be travelling at supersonic speeds around the world by 2023.
Mr Scholl’s announcement means the Boom passenger plane’s test model is set to be assembled – 15 years after the last Concorde flight.
According to the company’s website, the XB-1 will ‘refine our design and engineering, test key supersonic technologies, and ensure efficiency, safety, and reliability’.
Reports suggest that five unnamed airlines are interested in purchasing 76 of Boom’s 55-seater jetliners.
The aircraft will have one business-class seat on either side of the aisle so each passenger gets both window and aisle access. Tickets could cost as much as £1,700 ($2,500) according to some estimates.
Boom has confirmed that Virgin Galactic and Japan Airlines will operate the aircraft, with Japan Airlines investing £7 million ($10 million) in Boom Supersonic in December 2017.
As part of the deal Japan’s number two carrier has the option to purchase up to 20 Boom aircraft and will provide its knowledge and experience as an airline to hone the aircraft design and help refine the passenger experience.
XB-1 (top), also known as the ‘Baby Boom’, is a 1,687mph (2,716kph) two-seater demonstrator jet designed to test the firm’s supersonic technology, but Boom is also developing a 55-seat passenger plane (bottom) that it says will halve trans-Atlantic flight times
WHAT ARE THE SPECS OF BOOM’S 55-SEAT SUPERSONIC PASSENGER AIRLINER?
US engineering firm Boom Supersonic is developing a 55-seat passenger plane capable of reaching Mach 2.2 that is expected to enter service by the mid 2020s.
The company says it will be 10 per cent faster, 30 times quieter and 75 per cent more affordable than Concorde.
– Crew: Two
– Length: 170 feet (52m)
– Wingspan: 60 feet (18m)
– Passengers: 45 standard (up to 55 in high density)
– Flight attendants: Up to 4
– Lavatories: 2
– Powerplane: 3X non-afterburning medium bypass turbofan; proprietary variable geometry intake and exhaust
– Aerodynamics: Chine, refined delta wing with swept trailing edge Long Range
– Cruise: Mach 2.2 (1,451mph, 2,335 km/h)
– Nose Temperature: 307°F (345°F on ISA+20 day)
– Maximum Design Route: 4,500 nautical miles without refuel (8300km)
US engineering firm Boom Supersonic is developing a 55-seat passenger jet (artist’s impression) capable of reaching Mach 2.2 that is expected to enter service by the mid 2020s
The aircraft is expected to produce a sonic boom that would be at least 30 times quieter than Concorde’s, which was dogged by high operating costs and fuel consumption and low capacity utilisation.
The Denver-based startup estimates that fares for its aircraft would be 75 per cent lower than Concorde’s and comparable to current business class tickets, due to its better fuel efficiency.
In a written statement, Blake Scholl, founder and CEO of Boom Supersonic, said in December: ‘We’ve been working with Japan Airlines (JAL) behind the scenes for over a year now.
Boom’s jetliner aircraft is expected to produce a sonic boom that would be at least 30 times quieter than Concorde’s, which was dogged by high operating costs and fuel consumption and low capacity utilisation
Boom’s huge passenger jet (interior pictured), which could begin commercial flights by 2025, will have one business-class seat on either side of the aisle so each passenger gets both window and aisle access. Tickets could cost as much as £1,700 ($2,500) according to some estimates
‘JAL’s passionate, visionary team offers decades of practical knowledge and wisdom on everything from the passenger experience to technical operations.
‘We’re thrilled to be working with JAL to develop a reliable, easily-maintained aircraft that will provide revolutionary speed to passengers.
‘Our goal is to develop an airliner that will be a great addition to any international airline’s fleet.’
Yoshiharu Ueki, president of Japan Airlines, added: ‘Through this partnership, we hope to contribute to the future of supersonic travel with the intent of providing more ‘time’ to our valued passengers while emphasising flight safety.’
In November, Mr Scholl revealed that commercial flights on the aircraft could begin running by the mid-2020s, the vehicle cruising at up to 1,687mph (2,700kph) – 100mph (160kph) faster than the infamous Concorde.
Mr Scholl was speaking at the Dubai Airshow, when he revealed the details about the Boom Supersonic aircraft.
He said: ‘Think about for a moment the families that are separated because of the long flights.
‘Think about the trips not taken because when you add up the lost hours, the trip just doesn’t feel worth it.
‘That’s where we come in. We are a team of engineers and technologists, brought together for the sole purpose of making our world dramatically more accessible.
‘You won’t have to be on the Forbes’ list to be able to fly, it will cost about the same as flying business class today. The ultimate goal is to make supersonic affordable for anyone who flies.’
The firm showed off models of the plane at the Dubai Air show in November, where it also revealed the timeline for the project
The firm has previously revealed that initial test flights for its 1,451mph (2,330kph) aircraft, nicknamed the ‘baby boom’ (pictured) will begin by the end of 2018
While you might think that flying on such a high-speed aircraft could be a daunting experience, Mr Scholl reassured that passengers won’t even notice the difference.
‘This aircraft will be as quiet as the ones flying around the airports today,’ he said, adding that it will also be ‘significantly quieter than Concorde.’
Its prototype, the XB-1 jet, was created by top aviation experts with collective experience working at Nasa, SpaceX and Boeing.
Learning from the Concorde, they combined advanced aerodynamics, efficient engine technology and new composite materials to produce a ‘safe and affordable’ supersonic aircraft 2.6 times faster than current jetliners.
The prototype, backed by Sir Richard Branson, has been subjected to more than 1,000 simulated wind tunnel tests and features a tapered carbon fibre fuselage, and efficient turbofan jet engines.
In March 2017, Virgin told MailOnline Travel: ‘Richard has long expressed interest in developing high speed flight and building high-speed flight R&D through Virgin Galactic and our manufacturing organisation, The Spaceship Company.
‘We can confirm that The Spaceship Company will provide engineering, design and manufacturing services, flight tests and operations and that we have an option on the first 10 airframes. It is still early days and just the start of what you’ll hear about our shared ambitions and efforts.’
According to the simulations, Boom’s design is quieter and 30 per cent more efficient than the Concorde.
To reduce weight, the seats are of the standard domestic first-class variety, so no lay-down beds.
To cut flight time, Boom’s plane will cruise at 60,000 feet, where passengers will be able to see the curvature of the earth, while going 2.6 times faster than other passenger planes.
Mr Scholl said about 500 routes fit the craft’s market, including a five-hour trip from San Francisco to Tokyo and a six-hour flight from Los Angeles to Sydney.
A mock-up shows the supersonic craft at Heathrow – its founders hope it will use existing airports once tests are complete
A BRIEF HISTORY OF CONCORDE: THE FIRST COMMERCIAL SUPERSONIC JET
Concorde was a turbojet-powered supersonic passenger jet that was operated until 2003.
It had a maximum speed over twice the speed of sound at Mach 2.04 (1,354 mph or 2,180 k per hour at cruise altitude) and could seat 92 to 128 passengers.
It was first flown in 1969, but needed further tests to establish it as viable as a commercial aircraft.
Concorde entered service in 1976 and continued flying for the next 27 years.
It is one of only two supersonic transports to have been operated commercially.
The other is the Soviet-built Tupolev Tu-144, which ran for a much shorter period of time before it was grounded and retired due to safety and budget issues.
Concorde was a turbojet-powered supersonic passenger jet that was operated until 2003. It had a maximum speed over twice the speed of sound at Mach 2.04 (1,354 mph or 2,180 k per hour at cruise altitude) and could seat 92 to 128 passengers
Concorde was jointly developed and manufactured by Aérospatiale and the British Aircraft Corporation (BAC) under an Anglo-French treaty.
Concorde’s name, meaning harmony or union, reflects the cooperation on the project between the United Kingdom and France.
In the UK, any or all of the type are known simply as ‘Concorde’, without an article.
Twenty aircraft were built including six prototypes and development aircraft.
Air France (AF) and British Airways (BA) each received seven aircraft.
The research and development failed to make a profit and the two airlines bought the aircraft at a huge discount.
Among other destinations, Concorde flew regular transatlantic flights from London Heathrow and Paris Charles de Gaulle Airport to New York-JFK, Washington Dulles and Barbados.
It flew these routes in less than half the time of other airliners.
Over time, the aircraft became profitable when it found a customer base willing to pay for flights on what was for most of its career the fastest commercial airliner in the world.
The aircraft is regarded by many as an aviation icon and an engineering marvel, but it was also criticized for being uneconomical, lacking a credible market, and consuming more fuel to carry fewer passengers than a Boeing 747.
Concorde was retired in 2003 due to a general downturn in the commercial aviation industry after the type’s only crash in 2000, the September 11 attacks in 2001, and a decision by Airbus, the successor to Aérospatiale and BAC, to discontinue maintenance support.
The Only German POW To Escape From Canada And Get Back Into The Fight
A POW escaping from captivity has long been one of the most fascinating stories of World War 2. For all the war’s brutality, there seemed to be this complicit understanding in Europe that a captured soldier or airman would do all they could to escape and that was just the game they played.
Certainly, brutal reprisals were common, but when an escapee was captured it almost took on the sense of, “nice try, now back you go.” And while allied POWs tend to get all the Hollywood-style fame for their captivity with movies and television series, there was one German Fighter Ace who actually made his way out of a POW camp in Canada and all the way back to Germany to score 13 additional air to air kills.
This is the story of Franz von Werra and the man who made it back.
A Personality Made for War
Franz von Werra was born in July 1914 to Swiss parents. Growing up, von Werra would demonstrate a boisterous and playboy personality that made him a perfect fit for the role of World War II fighter pilot. In 1936, he joined the Luftwaffe and by 1940, he was fully immersed in the battle for France.
He scored his first victory in May 1940 when he shot down a Hawker Hurricane. He would claim two more bombers before moving on to the Battle of Britain. In one particular battle in August 1940, he claimed a Spitfire and three more Hurricanes as victories along with five more aircraft destroyed on the ground.
Already a fighter Ace, von Werra was starting to gain national attention when he was shot down on September 5, 1940, over Kent. And while it’s not clear whether he was shot down by British pilots or friendly fire, the end result was von Werra crash landing in a field where he was subsequently captured. While it remains to be understood why some POWs embrace their captivity while others attempt to flee at the first sight of opportunity, von Werra would clearly be the latter.
He made his first attempt to escape while on a working detail during the time in which he was held at Maidstone Barracks. This attempt was unsuccessful, and after a period of interrogation, he was sent to POW Camp No. 1 at Grizedale Hall.
He would get his first taste of freedom on October 7th when he jumped over a wall with the help of his fellow German prisoners. For the next five days, von Werra would allude captivity in the English countryside despite a massive search for his whereabouts.
He was found on October 12th completely covered in mud as he attempted to dig a ditch in the ground. He received 21 days of solitary confinement and was sent to No. 13 in Swanwick, Derbyshire. It was here that he would come remarkably close during another escape attempt before being sent to Canada.
Hard to Keep von Werra Around
in December 1940, von Werra and four other POWs had managed to dig a tunnel out of No. 13 and slipped away into the night under the cover of antiaircraft fire and with the aid of their fellow POWs. Somehow they had come into possession of forged documents to aid in their escape. And while the other four POWs were quickly caught, the ingenious von Werra had another plan.
Somehow he had convinced British citizens that he was actually a downed Dutch pilot trying to make his way back to his unit. Remarkably, he made it all the way back to the aerodrome at RAF Hucknall where his plan was almost completed.
When being questioned by a squadron leader who left to check on his story, von Werra quickly ran to the nearest hanger and hopped in a plane after convincing a mechanic he was cleared for flight. When he was found out, he was arrested at gunpoint as he sat in the cockpit attempting to learn the controls of the craft perhaps just moments from freedom. At this point, the British thought that von Werra might be better off in Canada.
Along with many other German POWs, he was ordered to be taken to a POW camp on the North Shore of Lake Superior in Canada. However, von Werra would accept this new challenge and immediately began planning his escape. In January 1941, the United States was still a neutral power. So when the opportunity presented itself, von Werra leaped off of a prisoner train and made his way to the United States.
Making his way across the frozen St. Lawrence River, he arrived in New York State and turned himself over to the police. Not yet at war, the United States simply charged him with entering the country illegally. As a result, he contacted the German Consul who paid his bail and gave him his temporary freedom.
And while the US and Canada were discussing extradition, the German vice-consul took care of his fighter Ace and helped him make his way to Mexico. Once over the border, von Werra would begin the long journey that would take him from Brazil to Spain, to Italy and finally back in Germany in April of 1941.
Back in the Fight
Once back in Germany, von Werra was recognized as a hero by Adolf Hitler for having made his way back to the fight and was awarded the Knight’s Cross of the Iron Cross. Von Werra would eventually be assigned to the Eastern front where he would go on to score 13 additional air to air kills over the skies of Russia.
It seemed von Werra was a man destined for greatness in the war, but a tragic accident would end his storied career.
After his unit returned to Germany in order to rest and re-equip with new aircraft, von Werra’s BF 109F-4 experienced a catastrophic engine failure and crashed into the sea.
His body was never found and he would go down in the history as the only German POW to escape Canada and return to the war. His story would get a little bit of the Hollywood treatment be made into a 1957 film aptly named, The One That Got Away.
The Second World War saw the combatants race to outdo one another in designing, manufacturing, and fielding, ever improved weapons in order to gain an edge over their foes. Nowhere was that rivalry more fierce and marked than in the air, where the technological state of art progressed in leaps and bounds, with steady and rapid improvements in plane designs, metallurgy, and engines that grew in power and efficiency with each passing year. The war saw fighter aircraft progress from piston driven planes at war’s beginning, to the dawn of the jet age by war’s end. Following, in rough chronological order, are ten of the greatest fighter aircraft of that conflict.
Messerschmitt Bf 109
The Messerschmitt Bf 109, officially shortened to Bf 109, was the iconic German fighter of WWII. An argument could be made that the Bf 109 was the most successful fighter platform of the war. Which is not to say that the 109 was the best fighter of the war, but that its design was the most solid and serviceable of WWII.
With initial plans dating back to 1934, first prototype flown in 1935, and the first model entering operational service in 1937 and seeing combat in the Spanish Civil War, the Bf 109 was the only fighter, aside from the Spitfire, that was deployed in front line service at war’s beginning in 1939, and with incremental improvements, remained in front line service, effective and competitive against newer fighters, until war’s end. The prototype that flew in 1935 was the world’s first low wing, retractable wheels, all metal monoplane fighter – a basic design subsequently used by all sides during WWII.
At its most basic, the essence of the Bf 109 was to take the smallest feasible airframe, and attach to it the most powerful engine possible. The design had flaws, such as a cramped cockpit, a poor rear view, and a narrow undercarriage that rendered ground handling hazardous to inexperienced pilots. Moreover, small size translated into limited fuel capacity, reducing its range – which proved problematic during the Battle of Britain, when Bf 109s were typically limited to 15 minutes’ worth of fighting over Britain, before dwindling fuel forced them to disengage and fly back home.
Nonetheless, the basic concept of small airframe married to big engine proved successful, allowing as it did for progressive upgrades as more powerful engines became available, and allowing the Bf 109 to remain competitive throughout the war. The adaptable design allowed the plane to progress from the 109D model in 1939, with a top speed of 320 m.p.h., to the 109K model at war’s end, capable of 452 m.p.h.
Eric Hartman, the war’s top ace with 352 kills, flew the Bf 109. Indeed, the top three aces of the war, with over 900 kills between them, flew 109s, as did the top scoring ace against the Western Allies. In addition to the interceptor and escort role for which it had been originally designed, the 109 was sufficiently adaptable to serve in other roles, including ground attack, and reconnaissance. With nearly 34,000 manufactured between 1936 and 1945, the Bf 109 was the most produced fighter aircraft in history.
Mitsubishi A6M Zero
A light and nimble fighter, the Mitsubishi A6M Zero was the first carrier based fighter capable of besting its land based opponents, and was Japan’s main fighter of WWII. The Zero’s design sacrificed protection for speed, maneuverability, and long range, on the theory that superior speed and maneuverability were protections in their own right, with long range an added bonus. The A6M came as a shock to Allied pilots when first encountered, because it could outmaneuver every airplane it faced at the time.
A better dogfighter than anything the Allies had at the start of the Pacific War, the Zero’s superior performance, especially in the hands of Japan’s elite naval aviators, exceeded anything the Allies had hitherto expected from the Japanese. In the war’s early days, Japanese naval aviators flying Zeroes achieved a 12:1 kill ratio.
To counter the Zero’s advantages, American pilots adopted team work tactics such as the “Thach Weave” which required pilot pairs to work in tandem, or the “Boom and Zoom”, in which American pilots engaged the Zero only in diving attacks, as the acceleration of their heavier planes in a dive allowed them to flee if the diving attack failed.
While holding considerable advantages in maneuverability and speed, the Zero’s lack of protection for either the pilot or the fuel tanks proved a steadily mounting disadvantage as the war progressed, since the heavier and more rugged American fighters could absorb considerable punishment from Zeroes, while a single machine gun burst from the American plane could disintegrate a Zero.
By 1943, attrition had thinned the ranks of Japan’s elite aviators, and the Japanese Navy’s training pipeline could not produce enough replacements of similar caliber. As a result, there were fewer and fewer Japanese pilots capable of extracting the most out of the Zero’s advantages while minimizing its disadvantages. Which was bad news for the Japanese, as the quality of American aviators was increasing, due to wartime experience as well as an extensive training program that produced capable aviators at a rate Japan could not match. That was exacerbated by the introduction of new American fighters, such as the F4U Corsair and the F6F Hellcat, that were a significant improvement over their predecessors, and proved more than a match for the Zero, with greater firepower, armor, speed, and similar maneuverability.
By 1944 the Zero was obsolescent and rapidly becoming obsolete, but it remained in front line service because the Japanese faced production difficulties in fielding a replacement. From its heyday at war’s beginning when it ruled the skies of the Pacific while flown by elite pilots, A6Ms were reduced by war’s end to flying kamikaze missions under the controls of barely trained novices.
A graceful aircraft whose wide elliptical wings, curves, and rounded components flowed smoothly into each other in an elegant whole, the Supermarine Spitfire was a masterpiece of aerodynamic engineering, and perhaps the most aesthetically pleasing airplane of the WWII. It was considered remarkably easy to handle, and that, combined with its physical appeal and superb performance, turned it into a legend.
Moreover, the Spitfire was remarkably durable. As Spitfire pilot John Vader wrote: “Spitfires have hit the ground, touched the sea, bashed through trees, cut telegraph and high tension wires, collided in the air, been shot to pieces, had rudders and parts of wings fall off, and have yet made safe landings, with or without wheels.”
Designed as a high performance short range interceptor to supplement the Royal Air Force Fighter Command’s mainstay, the Hawker Hurricane, the Spitfire combined lethality with beauty and toughness, and proved a superb defensive fighter in the Battle of Britain, July to October, 1940. During that dark summer, the Spitfire emerged as the iconic symbol of British defiance as that country stood alone against the German juggernaut.
Although the RAF had more Hurricanes during the Battle of Britain than it did Spitfires, the Spitfire’s superior performance resulted in a lower attrition rate and a higher kill to loss ratio. As a result, during German raids on Britain, Spitfire squadrons were generally tasked with engaging Luftwaffe fighters and keeping them occupied, while flights of Hurricanes dove in to savage the now undefended German bombers.
Perhaps the greatest compliment to the Spitfire came during that fray, when Luftwaffe chief Hermann Goering, growing frustrated by the inability to crush British resistance, berated a gathering of his exhausted and weary fighter commanders, taking them to task for failing to defeat the enemy despite a numerical superiority over the RAF. When he reportedly asked just what more he could do to speed up victory, one of them replied bitterly: “Give me a squadron of Spitfires!” After the Battle of Britain, the Spitfire began to replace the Hurricane as the backbone of the RAF’s Fighter Command for the remainder of the war.
The plane’s design proved sufficiently rugged and adaptable to permit the use of increasingly powerful engines as the war progressed. That led to a steady increase in the Spitfire’s performance and capabilities throughout the conflict. Aside from machine guns, different versions were equipped with cannons, rockets, or bombs. In addition to its primary role as interceptor, the Spitfire successfully served in other roles, such as fighter-bomber, reconnaissance, and trainer. It was the most produced British aircraft of the war, with over 20,000 manufactured during the conflict.
A low wing fighter powered by a BWW air cooled radial engine, the Focke-Wulf FW-190 was first ordered in 1937, intended as insurance against possible shortages in the liquid cooled Daimler engines that powered the Luftwaffe’s mainstay fighter, the Bf 109. As things turned out, once it was introduced in late 1941, the backup quickly stole the show. The FW-190 proved more rugged than the 109, as its huge radial engine, mounted up front, acted as extra shielding for the pilot, and could absorb far more damage than the Bf 109’s liquid cooled engine and still function. It also proved superior to the 109 in most tasks, except high altitude dog fighting. Thus, the Focke-Wulf ended up replacing the Messerschmitt as Germany’s main fighter, with over 20,000 produced by war’s end.
Maneuverable, and heavily armed with a standard configuration of four 20mm cannon plus two machine guns, the FW-190 proved an excellent airplane, and during the middle war years, was the best air to air fighter, asserting an ascendancy over enemy fighters that lasted until the Spitfire IX restored parity in July, 1942.
However, the Spitfire lacked the range to penetrate deep into Reich territory. Thus, when US Bomber Command entered the fray and began conducting daylight raids into Germany, the FW-190s’ heavy armaments rendered it well suited for the role of bomber destroyer. Wading into the bomber formations, FW-190s inflicted heavy losses and established an ascendancy over German skies that lasted until long range fighter escorts finally became available to shepherd US bombers in 1944.
In addition to fighter duties, the FW-190 platform was well suited to other roles, such as reconnaissance, ground attack, fast light bomber capable of carrying a respectable 4000 bomb load, and when equipped with 37mm cannons, an exceptional tank buster. The FW-190s supremacy over Germany’s skies was first challenged by the appearance of P-38 Lightnings and P-47 Thunderbolts, whose range was extended by the use of drop tanks, enabling them to escort American bombers to those targets in Germany that fell within their enhanced range, and at least part of the way to those targets deeper inside Germany that lay beyond.
The FW-190’s radial engine could not hope to match the turbo supercharged engines of those American fighters at high altitudes, and so FW-190s were forced to retreat deeper into Germany, effectively abandoning those parts within Allied escort fighter range. Alternatively, FW-190s would shadow the bomber formations and wait until the escorting Thunderbolts or Lightnings reached their maximum range and had to turn back, before pouncing on the now undefended bombers.
The appearance of the P-51 Mustang, which had the range to escort US bombers to targets anywhere inside German held territory, put the FW-190 at a permanent disadvantage and ended its ascendancy as a bomber destroyer. The introduction of the liquid cooled FW-190D variant in September of 1944 restored some degree of parity, but by then it was too late. German factories did not produce enough FW-190Ds to go around, and by the time they came out, the Luftwaffe had suffered severe pilot attrition, so there was a shortage of experienced flyers capable of taking full advantage of the FW-190D’s capabilities.
Lockheed P-38 Lightning
With its distinctive twin booms on either side of a central pod containing the cockpit and armaments, the Lockheed P-38 Lightning is one of the most recognizable airplanes of WWII. It was also the only successful twin engine fighter of the war, with over 10,000 produced during the conflict.
The Lightning’s prototype was the world’s fastest airplane when it was first introduced in 1939, and it remained one of the fastest climbers until war’s end. Operationally deployed in 1941, the P-38 saw service in both the European and Pacific theaters, but excelled more in the Pacific, where its long range capabilities were well suited to the vast distances characteristic of that theater.
The placement of the Lightning’s machine guns on the plane’s nose was unusual among American fighters of WWII, which relied on wing mounted machine guns instead. While wing mounted guns were calibrated to shoot at crisscrossing trajectories of between 100 to 250 yards, the Lightning’s straight ahead gun arrangement gave it a significantly longer useful range: P-38s were able to reliably deliver effective and aimed concentrated machine gun fire at a range of up to 1000 yards. America’s top two aces of World War II, Richard Bong and Thomas McGuire, both flew P-38s.
The P-38’s most famous mission was Operation Vengeance, which highlighted its excellence as a long range fighter, and resulted in the death of Japanese admiral Isoroku Yamamoto, commander of the Imperial Japanese Navy’s Combined Fleet and the architect of the attack on Pearl Harbor. When American codebreakers intercepted and deciphered Japanese signals that he was scheduled to fly from Rabaul to the island of Bougainville on April 18, 1943, a flight of 16 Lightnings was dispatched from Guadalcanal on a 600 mile roundabout trip to intercept and shoot down Yamamoto’s airplane, followed by a 400 mile straight line return flight to Guadalcanal. At the time, only P-38s were capable of making such a 1000 mile round trip.
Skimming the ocean at less than 50 feet above the waves in order to avoid detection, the operation worked like precision clockwork. The P-38s arrived at Bougainville and climbed to altitude just as Yamamoto’s plane and its escorts arrived over the island, reaching the planned interception point within one minute of the admiral. The Lightnings fell upon the Japanese, and Yamamoto’s plane was shot down, along with another transport plane plus two escorting Zeroes, for the loss of one P-38.
Lightnings remained America’s primary long range fighter until the arrival of the P-51 Mustang. Versatile, the P-38 was used not only in the long range fighter role, but also served effectively in reconnaissance, dive bombing and level bombing, as well as ground attack.
A lightened upgrade of previous Yakovlev fighters, the Yak-9 was initially deployed in October of 1942, and saw its first combat soon thereafter during the Battle of Stalingrad. Standard armament was a nose mounted 20mm cannon, plus one or two heavy machine guns. It was used mainly to support ground troops by shielding them from German air attacks, and strafing enemy troops when feasible.
In contrast to what came before, Soviet pilots considered the Yak-9 to be the equal of the German Bf 109 and FW-190 fighters, especially at lower altitudes where the light Yak-9, although inferior to the Germans in armaments, proved their superior in speed and maneuverability and rate of climb, thus allowing it to excel in low level dog fighting. It also proved remarkably durable, able to absorb significant damage and punishment, and still make it back home.
The light fighter’s markedly improved performance over that of its predecessors was instrumental in restoring Soviet pilots’ confidence after the catastrophic losses they had suffered in the first year of the war, caused by poor training and tactics, but more importantly, by inferior airplanes that were no match for the modern fighters flown by the Luftwaffe.
The restoration of its fighter pilots’ confidence in their equipment finally allowed the Red Air Force to begin clawing its way back up and gradually stabilize the situation on the Eastern Front, as the Soviet air arm slowly replaced the marked aerial inferiority exhibited against the Germans with aerial parity, then superiority, and by war’s end, supremacy. After its successful introduction over the skies of Stalingrad, the Yak-9 gradually became the Soviet Union’s main fighter of the war, and by 1944, there were more Yak-9s in service than all other Soviet fighters combined.
As with other fighters that did particularly well in the war, the Yak-9’s success was due in no small to the versatility of its basic design, allowing for steady improvements as the war progressed, and for utilization in a variety of roles. In addition to a defensive fighter, the adaptable Yak-9s were also put to uses such as reconnaissance, long range bomber escorts, nighttime fighters, armed with 37mm or 45mm cannons and used as tank busters, general ground attacks, and when equipped with bomb loads of up to 1000 pounds, the planes could also serve as light bombers. The Yakovlev Yak-9 was the most produced fighter in the history of the Red Air Force, with over 16,000 rolling out of Soviet factories.
Republic P-47 Thunderbolt
Nicknamed “The Jug” and exceptionally huge by the standards of WWII, the Republic P-47 Thunderbolt was the heaviest fighter of the conflict. Clocking in at 8 tons when fully loaded in its ground attack role, and 10,000 pounds empty, it was 50 percent heavier than the P-51 Mustang, and nearly twice as heavy as the Spitfire. Notwithstanding its weight, the P-47 was fast, capable of matching the Mustang’s 440 m.p.h. top speed, with one late war variant reaching 473 m.p.h. However, it had shorter range, at 800 miles, than the Mustang’s nearly 1600 miles.
Ironically, the P-47 had initially been conceived of as a light interceptor, but between proposal and prototype, requirements and minds changed, and a heavy fighter emerged. Initial designs called for a small fighter with a liquid cooled engine, but when the Army raised concerns, designers turned to an air cooled, and exceptionally powerful for its day, engine. The powerful engine meant the plane no longer needed to be small, and so its size grew, resulting in a heavy fighter with a respectable range.
While the increased weight reduced the P-47’s rate of climb, that only mattered for an interceptor, and by 1943 when Thunderbolts first saw combat, there was no significant enemy bomber threat that urgently required a fighter with interceptor characteristics. Moreover, the extra weight had its own benefits, increasing the P-47’s durability, and making it faster in the dive – a great asset that enabled Thunderbolts to overtake fleeing enemy fighters, or to break off contact and flee themselves if necessary.
Deployed to Europe in 1942 and seeing its first combat in 1943, the Thunderbolt was utilized primarily in bomber escort duties, and gained a reputation for ruggedness because its robust airframe and air cooled radial engine allowed it to absorb significant combat damage and still bring plane and pilot back home.
The P-47 was gradually phased out from its bomber escort role as the longer ranged P-51 Mustangs began to arrive. The Thunderbolt then found a new niche as a ground attack fighter, in which role it excelled, wreaking havoc on airfields, locomotives, and road traffic. Indeed, when fully loaded in its fighter-bomber configuration, a single P-47 could deliver about half the payload of a B-17 heavy bomber. And when equipped with rockets, a salvo from a P-47 was equivalent to a battery of 155 mm howitzers.
The Thunderbolt was the most used American fighter of the war, with nearly 16,000 manufactured. During its production run, improvements were made, with each modification adding to the P-47’s speed, power, range, and maneuverability. During the final year and a half of the war, P-47s comprised nearly half of all US fighters in groups posted overseas. P-47s flew over half a million sorties, during which they shot down about 4000 enemy airplanes from the skies and destroyed another 3000 on the ground, as well as 6000 armored vehicles, 9000 locomotives, and 86,000 trucks.
Grumman F6F Hellcat
Early in the Pacific War, American naval aviators were shocked upon discovering that their standard fighter, the F4F Wildcat, was outclassed in many ways by the faster, more maneuverable, and longer ranged Japanese Zero. Ameliorative operational procedures and tactics were adopted to counter the Zero’s advantages and play up to the Wildcat’s strengths, but it was clear that such measures were a stopgap, and that what was really needed was a new and improved fighter
Grumman, which had been working on a successor to the F4F prior to America’s entry into the war, sped things up after the attack on Pearl Harbor, and took what became the F6F Hellcat from the experimental stage to operational employment in a mere 18 months. Featuring foldable wings for easier storage in less space, thus allowing aircraft carriers to carry a greater number of fighters, the F6F was faster, more powerful, more maneuverable, and longer ranged than its predecessor, and outclassed the enemy’s Zeroes in every way except maneuverability at low speed. The Hellcat saw its first combat in August of 1943, and proved such so successful that, by 1944, it had become the Navy’s standard carrier based fighter.
12,275 Hellcats were produced during the war, and they were the main platform which the US Navy used to clear the Pacific skies of enemy planes. A versatile and rugged aircraft, F6Fs spearheaded America’s advance across the Pacific, conducting fighter sweeps over enemy airfields, flying combat air patrols to shield the forces below from aerial attack, and performing ground attacks in support of soldiers and Marines.
Standard armament was six .50 caliber machines, but some planes substituted a pair of 20mm canon for two of the machine guns. F6Fs could also carry a pair of 1000 pound bombs, but its most destructive load for ground attacks were half a dozen 5 inch rockets, whose salvoes exceeded a destroyer’s broadside.
Although it did not enter service until the final two years of the conflict, the F6F downed 5156 enemy aircraft. Nicknamed “The Ace Maker” for the seeming ease with which its pilots achieved that status, with 307 Hellcat pilots becoming aces during the war, the plane achieved an enviable 19:1 kill ratio, and accounted for 75 percent of the US Navy’s air to air victories.
North American P-51 Mustang
The North American P-51 Mustang was perhaps the only airplane to seriously rival the Spitfire for the title of most beautiful and aesthetically pleasing fighter of WWII. When it came to performance, however, the Mustang had no serious rival for the title of best fighter of the war, embodying as it did the pinnacle of propeller driven fighter technology, and proving itself a credible match against even the revolutionary Messerschmitt Me 262 jet fighter.
The Mustang was initially designed for the RAF, and the plane that was manufactured in accordance with the British buyers’ specifications, and delivered in October of 1941, was mediocre. Equipped with an underpowered engine, those early Mustangs could not compete on an equal footing with German fighters at high altitude. As such, the RAF’s Fighter Command saw no use for the plane, and it was relegated to tactical reconnaissance and ground attack duties.
It was not until 1943, after the US Eighth Air Force joined the bombing campaign against Germany and suffered horrendous losses during raids deep into Reich territory beyond the range of fighter escorts, that the Mustang got a second look. The front line American fighters at the time, the P-38s and P-47s, had shortcomings as bomber escorts – most important of which was the lack of sufficient range to accompany the bombers all the way to targets deep into Germany. After evaluation, it was determined that the Mustang, if modified to carry additional fuel internally and fitted with external fuel tanks, would have the necessary range to escort the bombers anywhere in the European Theater of Operations.
That fixed half of the problem: transforming the Mustang into a fighter capable of escorting American bombers all the way to targets deep inside Germany. Fixing the other half of the problem – improving the Mustang’s performance so it could beat back German fighters and actually protect the bombers it would now escort – transformed the Mustang into a legend.
What had kept the Mustang mediocre was a mediocre engine that performed poorly at high altitudes. Equipped with that stock engine, the initial Mustangs had a top speed of 390 miles per hour, and an effective ceiling of 15,000 feet – any higher, and their performance suffered. Then a British test pilot had the bright idea of replacing the Mustang’s stock engine with the Rolls Royce engine used in the Spitfire IX, and the results were immediate and dramatic, allowing the Mustang to realize its potential, and transforming it from a mediocrity to the war’s best fighter. From a 390 m.p.h. top speed, the Rolls Royce engined Mustang zoomed to 440 m.p.h. (with later models reaching 490 m.p.h.), and from an effective ceiling of 15,000 feet, the improved Mustang soared to 42,000 feet.
The test results were passed on to the Americans, and converted Mustangs, equipped with the Rolls Royce engine and now designated the P-51B, began rolling out of factories in June of 1943, and by late 1943, P-51s were in place and ready for action in Europe. When they entered action in 1944, the P-51s broke the Luftwaffe’s back.
The Bf 109s had good engines, capable of performing well at the high altitudes in which the bombers flew. But to actually down the rugged B-17 and B-24 heavy bombers, the 109s needed to be fitted with heavy armaments. The problem was that putting heavy armaments on the Bf 109s’ light airframe negatively impacted their performance, making them that much more vulnerable to the bombers’ escorting P-51s, which were unencumbered by heavy armaments, and armed and optimized instead for the task of killing fighters.
The FW-190s had it even worse than the 109s when they tried to penetrate the protective screen of P-51s in order to get at the bombers. While the 109s at least had engines that were suited for high altitude dog fighting, the FW-190s did not have even that, and their radial engines were no match for the Mustangs’ Rolls Royce engines at high altitudes. Between that, and the dilemma of needing heavy armaments in order to shoot down heavy bombers, even as those heavy armaments reduced their ability to take on enemy fighters not similarly encumbered, the FW-190s found themselves at a severe disadvantage against the P-51s.
After months of heavy losses to the Mustangs, and unsustainable attrition that bled the German fighter arm white, the Luftwaffe effectively ceded the skies over Germany to the P-51 escorted bombers, shadowing the formations but mostly shying away from contact, pouncing instead on stragglers suffering mechanical malfunctions or damaged by flak.
The P-51s begrudged the Germans even that, and would not allow the once proud Luftwaffe to skulk and scavenge in peace. If the German fighters would not come up to fight them, then they would go down to find and fight the German fighters.
Appointed to command of the Eighth Air Force, Jimmy Doolittle, of Tokyo raid fame, was not content with simply protecting the bombers. Instead, he sought to achieve aerial supremacy over German skies. To do that, he changed the orders that had required escorting fighters to stick with the bombers at all times, and freed them to sweep far ahead of the formations to engage any Germans they could find. Additionally, once the bombers had hit their targets and began their return trip, the P-51s were free to leave the formations and “hit the deck” on their way back home, descending from their high altitudes and engaging any planes they came across, strafing German airfields, attacking trains or road traffic, engaging any targets of opportunity they spotted, and otherwise provoking and daring the Luftwaffe to come out and do something about it. In the runup to the D-Day landings, some P-51 groups were released from bomber escort duties altogether, and unleashed on German airfields instead. Such aggressive tactics finally crippled the Luftwaffe.
The P-51s proved such a success, and were such a marked improvement over the P-38s and P-47s, that by the end of 1944, 14 out of the Eighth Air Force’s 15 fighter groups had switched from Lightnings and Thunderbolts to Mustangs. Perhaps the greatest compliment to the Mustangs came from the Luftwaffe’s chief, Hermann Goering, who reportedly said “I knew the jig was up” when he saw P-51s over Berlin.
Even the arrival of futuristic German airplanes late in the war failed to wrest aerial supremacy from the P-51s. The most formidable of those planes, the Messerschmitt Me 262, was kept in check by a shortage of both fuel and experienced pilots, as well as by the expedients of attacking their airfields and strafing them on the ground, or keeping fighter air patrols near their airfields, and catching them at their most vulnerable when they were taking off or landing.
Messerschmitt Me 262
Flying at 540 miles per hour, and armed with four 30 mm cannon, the Messerschmitt Me 262 was faster and better armed than any other fighter in WWII. Its arrival ushered the dawn of the jet age and revolutionized aerial warfare, but it came too late to stave off Germany’s defeat.
First flown in 1942, technical difficulties, coupled with inadequate support or understanding of its potential by high ranking German leaders, delayed the Me 262’s deployment until 1944. E.g.; Goering thought the war would be won with the planes Germany already possessed, rendering the investment in projects such as the Me 262 superfluous, while Hitler gummed up the works by supporting the development of the jet as a fast bomber rather than an interceptor.
The Me 262 first saw combat with an experimental trial unit in July of 1944, but it was not until November of 1944 that the jet fighter first attacked one of the bomber formations that by then were roaming Germany’s skies at will. Results were mixed, with two escorting P-51s shot down but no bombers, for the loss of one jet fighter and the death of its pilot, an irreplaceable Luftwaffe ace with over 250 kills.
The first Me 262 wing was formed in January of 1945, by which point Allied armies were already on German home soil in both the Eastern and Western fronts. The Me 262 units’ effectiveness was hampered by organizational flaws, a dearth of experienced pilots capable of taking full advantage of the plane’s capabilities, lack of fuel for adequate training, and frequent Allied attacks on their airfields.
It was not until March of 1945 that a glimpse of what might have been was seen, when Luftwaffe general Adolf Galland formed an Me 262 unit comprised of elite and highly experienced pilots. Mounting coordinated large scale jet attacks on the bomber formations, the results were impressive, if too little and too late. In the first such attack, 37 Me 262s took on a formation of over 1000 bombers, protected by over 600 fighter escorts, and shot down twelve bombers and one fighter, for the loss of only 3 jets.
While such a 4:1 kill ratio was impressive, it was a pinprick, and Germany went down to total defeat a few weeks later. But if more Me 262s had been available a year earlier, and had been organized into units staffed with experienced pilots rather than novices as was too often the case, a 4:1 kill rate could have seriously complicated matters for the Allies, and the course of the war, if not its final outcome, might have gone differently.
The Allies, aware of the Me 262’s disruptive potential, devoted considerable resources to contain it. Allied fighters were at a severe disadvantage in taking on the jets at high altitude, as they were significantly faster than any piston driven plane. However, the Me 262s were vulnerable at takeoff and landing, and parked on their airfields they were sitting ducks. So Allied fighters patrolled the vicinity of Me 262 airfields to try and catch them taking off or landing, and bombed them with mounting frequency. Shooting them down might have been difficult, but destroying them on the ground and wrecking the infrastructure needed to send them up in the first place was well within Allied capabilities.
747 Pilot Takes Stunning Photos From His Cockpit proves they Do.
The flying Dutchman, aka JPC Van Heijst, has probably the most awesome office on the planet. And although we’ve already seen some of the amazing photos he’s taken, we still haven’t seen the actual spectacle these pilots witness, with all the lights and switches in the way. Until now.
Being the first officer with Cargolux, Van Heijst flies Boeing 747s around the world: “Seeing the entire world in my job, I feel privileged to be in a position to capture many different parts of the planet through my camera and immortalize the beauty of the places I visit,” he told Daily Mail.
And while sure, not many of us can relate to this kind of ‘office’ experience, we’d love to see what sort of working environment you find yourself in daily. So feel free to share your office pics in the comments!