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It has been firmly established that in the P-40 the best individual defensive maneuver is the split "S" if the attack is in progress, that is if we have been jumped. The ability to roll a P-40 on its back and gain speed quickly straight down is usually sufficient to evade the fire of the enemy. We have found this maneuver to be effective as low as 5000 feet. However, in the dive vie adhere to the ironclad rule of never pulling out the same direction that we go in. Even a half roll is enough to disrupt the enemy fire and confuse him as to our direction of pull-out. In the case of the type 3 fighter, TONY, that statement must be qualified to the extent that one must have altitude to dive away. The TONY will dive with our planes up to speeds of 400 miles per hour, but it is apparently allergic to high speed pull-outs and we have "shaken" it in that manner.
We have also on occasion used the push-over when jumped by the OSCAR or ZEKE because their carburation system will not feed their radial engines on a sudden push-over. However, a steep dive is difficult to attain in this fashion and the danger of "redding out" makes it more detrimental than beneficial. On top of that, while our plane is gaining speed slowly, the enemy may half-roll and be in easy position to shoot.
In the event that the enemy is seen starting the attack, it has been our policy to wait until he commits himself definitely as to direction and then turn into him. The Japanese pilot is generally not overeager for a head-on pass and a sudden turn into him will usually delay his attack long enough for us to get out of gun range and gain altitude using a high speed climb. It has been our experience in combat and against captured Jap enemy aircraft that with a slight distance advantage, a shallow high speed climb will pull us away from the TONY, OSCAR, or ZEKE.
In case the enemy is above us, but has not yet committed himself to attack, our practice has been to get out from under, gain altitude keeping him in sight, and then return to make our own passes. Peculiarly, we have found that the enemy is not likely to follow us either singly or in groups while we are in the process of pulling away and gaining altitude. We have found that with an initial altitude 2,000 feet greater than that of the enemy, on many occasions four passes can be made before we are forced to leave the fight and regain altitude.
The last of the individual defensive maneuvers concerns being caught on the deck, and, needless to say, that's a tough spot to be in. If you are alone and the enemy is diving for the attack, his speed is too great for us to try pulling away; therefore, the only alternative is to put your foot on the throttle, turn into him, and/or skid the airplane violently. If he is behind and in gun range, pushing and pulling the stick to get a roller coaster effect has often worked safely, but other than that, a "firewalled" throttle quadrant and a violent skid are the only choice we have. About that time, a prayer comes in handy too.
The old adage "safety in numbers" probably applies better on squadron defense than anywhere else. The teamwork must be at its peak in order to keep a fighting unit efficient while under attack. Naturally the formation a squadron flies is basically defensive at all times, and we have found the best method is to have the flights stacked up and approximately 800 feet apart. Horizontally, they are staggered to the right and left of the lead flight and are constantly but smoothly using their flexibility to gain a maximum of visibility and freedom of movement. Unfortunately, the Japanese are extremely reluctant to attacks full squadron of fighters. We have had them attack the top one or two flights, in which cases we tried to bring the enemy down into the bottom flights. If this did not succeed, we tried to maintain a "scissoring" maneuver with the elements or with the flights, using as a last resort, diving out and sacrificing altitude. Which brings up the basis of squadron defensive tactics. We stress and impress the importance of the two ship element. From that stems the cardinal rule of combat - NEVER FIGHT ALONE. That two ship element is not only protection, it is a potent striking force. If jumped, and the attack is expected, of if caught on the deck, two airplanes in constant movement covering one another have a 100% better chance of getting away. Inside the flights, the wingmen are flown well up and well out so everyone is covering behind and above everyone else. In case number four man is attacked, he is up far enough so that the element leader can turn into the attacker, either head-on or front quarter. The same holds true for the elements which are able to turn into one another for mutual support.
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Maj. Robert W. Aschenbrenner, 7th Sq. CO, flew wing
of 2 P-38's that downed 7 of 8 Nip fighters over Leyte. He got 4, and
has 10 total. |
Capt. Joel B. Paris III, 7th Sq., has 9 Nips and the Silver Star for shooting Japs off rescue Catalina while hurt and partially stunned. |
Inasmuch as no two combats are identical, it is difficult to make any set rules governing attack. The only definite advantages we always try to gain are altitude, speed, and position. In the case of fighters, we naturally like to originate our attacks from above and behind, or in the sun. Due to the "flying circus" formation the enemy usually flies, the element of surprise is eliminated; however, being above gives us opportunity to gain superior speed, make a pass to break up their group, and then pull back up to altitude. In attacking groups of two, three, or four enemy by oneself, it's safe to say that they will attempt to "box in" the individual. One favorite maneuver by three Zeros Is the Prince of Wales, in which the leader does a loop and the wingmen make opposite chandelles. To follow any one is to invite the other two for "Bingo", therefore, we usually take a snap shot at one, keep going, regain altitude, and try again. In the case of two or four, they will usually be spread out and stacked up. If the opportunity is such that we can hit the top man, we do so; but attempting to attack low men even with superior speed is not conducive to a safe trip home. Of late we have found enemy pilots who will take a head-on pass, and with our greater firepower it's usually disastrous for them. They do, however, have the trick of coming in head-on, rolling and firing on their backs; then as they pass under, executing a split "S" and looping up under us. This is readily counteracted by making a tight chandelle as soon as they roll and pass underneath. In one against one fights, a Japanese pilot who knows his aircraft can, and did make a fool of one P-40 by continuous tight turns into the attack. In such circumstances it is best to bring in another airplane or let the Nip go before he has a chance to reverse the advantage.
In squadron attack on fighters, the cornerstone of teamwork is the element. Once a fight has started, the situations change too suddenly and too rapidly to keep sixteen ships, and usually even four together. When attacking fighters, we use the same tactics described before; position, altitude, and speed. After the first attack, the enemy is broken up, and naturally to destroy him we must separate. However, there have been occasions when only six or eight enemy were sighted below us and then the squadron control was of primary importance. Without exception against small numbers, two flights are instructed to maintain a high cover, while two flights engage the enemy. If he succeeds in climbing away, the top flights are there to engage and likewise, enemy fighters coming down are intercepted. This same type of cover is used when strafing or dive-bombing, keeping at least four ships high at all times.
When escorting bombers, usually close cover, our primary purpose is to protect them and not to force a fight, unless specifically instructed to do so. When it is obvious that the Nip will attempt to intercept the bombers, the flights spread out to more or less the four sides. In this type of interception, almost always we have our altitude advantage which we try to keep up, going down to shoot off the enemy, then pulling back up to the bombers. If, in turn, we have no high cover, the flights are deployed so that at least one flight will remain above the enemy.
On the interception of enemy bombers, we have found we can always count on fighters above them. In such a case, the squadron leader designates two flights to go high into the fighters, while two hit the bombers. The best attack is considered low front quarters. We try to coordinate our attacks and plan according to the size of the bomber formation. If small, an element pass is best; if large, a flight pass is nearly line abreast is most effective. If dive bombers, we usually use a string formation. In the matter of coordinating, two ships will go in from the right front quarter and two from the left, dispersing the enemy fire by hitting from the two directions at once. Two airplanes will go over the bombers and break down and out; and the other two will go under and break the same way. If enemy fighters break through to attack us, we try to make our passes regardless, sucking them in where they will chance hitting their own bombers and vice versa. Whenever the bombers are turned back or the sky is cleared of the enemy, we always try to rejoin with at least one other person or a complete flight in case of interception on the way home.
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