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Douglas B-18 Bolo: American Medium Bomber

Douglas B-18 Bolo.

The Douglas B-18 Bolo is an American twin-engined medium bomber which served with the United States Army Air Corps and the Royal Canadian Air Force (as the Digby) during the late 1930s and early 1940s. The Bolo was developed by the Douglas Aircraft Company from their DC-2 as a replacement for the Martin B-10.

By 1940 standards, it was slow, had an inadequate defensive armament, and carried too small a bomb load. By 1942, surviving B-18s were relegated to antisubmarine, training and transport duties. A B-18 was one of the first USAAF aircraft to sink a German U-boat, U-654 on 22 August 1942 in the Caribbean.

Design and Development

In 1934, the United States Army Air Corps requested for a twin-engine bomber with double the bomb load and range of the Martin B-10 then entering service. During the evaluation at Wright Field the following year, Douglas offered its DB-1. It was competing against the Boeing Model 299 (later developed into the Boeing B-17 Flying Fortress) and Martin 146.

While the Boeing design was clearly superior, the 299's four engines eliminated it from consideration despite being the favorite, and the crash of the prototype — caused by taking off with the controls still locked — put its purchase on hold. The Martin 146 was a minor improvement on the B-10, and was never seriously considered. During the depths of the Great Depression, the lower price of the DB-1 at $58,500 compared to $99,620 for the Model 299 also favored the Douglas entry, and it was ordered into immediate production in January 1936 as the B-18.

The DB-1 design was modified from that of the DC-2. The wingspan was 4.5 ft (1.4 m) greater, the fuselage was narrower and deeper, and the wings were moved up to a mid-wing position to allow space under the spars for an enclosed bomb bay. Added armament included manually operated nose, dorsal, and ventral gun turrets.

At one point, Preston Tucker's firm received a contract to supply Tucker remote controlled gun turrets but these were unsuccessful, and were never used in service.

Type: Medium bomber

Manufacturer: Douglas Aircraft Company

Status: Retired

Primary users:

United States Army Air Corps

United States Army Air Forces

Royal Canadian Air Force

Brazilian Air Force

Number built: 350

Manufactured: 1936– ca. 1939

Introduction date: 1936

First flight: April 1935

Retired: 1946 from Brazilian Air Force

Developed from: Douglas DC-2

Developed into: Douglas B-23 Dragon

Operational History

The initial contract called for 133 B-18s (including the prototype), using Wright R-1820 radial engines. The last B-18 of the run, designated DB-2 by the company, had a power-operated nose turret in a redesigned nose but this did not become standard. Additional contracts in 1937 (177 aircraft) and 1938 (40 aircraft) were for the B-18A, which had the bombardier's position further forward over the nose-gunner's station in a wedge shaped nose and the B-18A was fitted with more powerful engines.

Deliveries of B-18s to Army units began in the first half of 1937, with the first examples being test and evaluation aircraft being turned over to the Materiel Division at Wright Field, Ohio, the Technical Training Command at Chanute Field, Illinois, the Aberdeen Proving Ground, Maryland, and Lowry Field, Colorado. Deliveries to operational groups began in late 1937, the first being the 7th Bombardment Group at Hamilton Field, California.

Production B-18s, with full military equipment, had a maximum speed of 217 mph (349 km/h), cruising speed of 167 mph (269 km/h), and combat range of 850 mi (1,370 km). By 1940, most USAAC bomber squadrons were equipped with B-18s or B-18As.

However, the B-18/B-18A's deficiencies were made apparent when an all-red Soviet Ilyushin TsKB-30 named Moskva (a prototype for the twin-engine DB-3 which flew the same year as the B-18) made a non-stop flight from Moscow to North America in April 1939, a distance of 4,970 mi (8,000 km), which was well beyond the capabilities of the B-18. The TsKB-30/DB-3 was also 25% faster, was capable of carrying a bomb load 2.5 times as large as the B-18, and carried a heavier defensive armament. In August of the same year, a Japanese Mitsubishi G3M2 named Nippon (which also had its first flight the same year as the B-18) flew from Tokyo to the US, and then around the world, with the stage from Chitose, Hokkaido to Nome, Alaska being over 2,500 mi (4,000 km). The military version (code named Nell during WW2) could also carry more than the B-18, further, faster, and was also better armed. Both types had roughly 7,000 ft (2,100 m) higher service ceilings as well.

The Air Corps conceded that the Bolo was obsolete and unsuitable for its intended role. However, in spite of this, the B-18/B-18A was still the most numerous American bomber type deployed outside the continental United States at the time of the attack on Pearl Harbor. The B-18 would be a stopgap until the more capable Boeing B-17 Flying Fortress and Consolidated B-24 Liberator became available in quantity.

World War II

When war came to the Pacific, most of the B-18/B-18A aircraft based overseas in the Philippines and in Hawaii were destroyed on the ground in the initial Japanese onslaught. The few Bolos that remained played no significant role in subsequent operations.

The B-18s remaining in the continental US and in the Caribbean were then deployed in a defensive role in anticipation of attacks on the US mainland. These attacks never materialized. B-17s supplanted B-18s in first-line service in 1942. Following this, 122 B-18As were modified for anti-submarine warfare. The bombardier was replaced by a search radar with a large radome. Magnetic anomaly detection (MAD) equipment was sometimes housed in a tail boom. These aircraft, designated B-18B, were used in the Caribbean on anti-submarine patrol. On 2 October 1942, a B-18A, piloted by Captain Howard Burhanna Jr. of the 99th Bomb Squadron, depth charged and sank the German submarine U-512 north of Cayenne, French Guiana.

Two aircraft were transferred to the Brazilian Air Force in 1942, and were used with a provisional conversion training unit set up under the provisions of Lend-Lease. They were later used for anti-submarine patrols. They were struck off at the end of the war.

In 1940 the Royal Canadian Air Force acquired 20 B-18As (as the Douglas Digby Mark I), and also used them for patrol duties, being immediately issued to 10 Squadron to replace the squadron's Westland Wapitis.

Bolos and Digbys sank an additional two submarines during the course of the war. RCAF Eastern Air Command (EAC) Digbys carried out 11 attacks on U-boats. U-520 was confirmed sunk by Flying Officer F. Raymes' crew of No. 10 (BR) Squadron, on 30 October 1942, east of Newfoundland. However, the antisubmarine role was relatively short-lived, and the Bolos were superseded in this role in 1943 by B-24 Liberators, which had a much heavier payload and a substantially longer range, which finally closed the mid-Atlantic gap. Some of the Douglas Digbys in Canadian service were converted into transports or used for training.

Surviving USAAF B-18s ended their useful lives in training and transport roles, and saw no further combat action. Two B-18As were modified as unarmed cargo transports under the designation C-58. At the end of the war, remaining examples were sold as surplus on the commercial market. Some postwar B-18s were operated as cargo or crop-spraying aircraft by commercial operators.

Variants

DB-1: Manufacturer's designation for prototype, first of B-18 production run, 1 built.

B-18: Initial production version, 131 or 133 built.

B-18M: Trainer B-18 with bomb gear removed.

DB-2: Manufacturer's designation for prototype with powered nose turret; last of B-18 production run, 1 built.

B-18A: B-18 with more powerful Wright R-1820-53 engines and relocated bombardier's station, 217 built. Manufacturer's designation was DB-4.

B-18AM: Trainer B-18A with bomb gear removed.

B-18B: Anti-submarine conversion, 122 converted by adding a radar and magnetic anomaly detector.

B-18C: Anti-submarine conversion, 2 converted. Fixed forward-firing .50 in (12.700 mm) machine gun, starboard side of the fuselage near lower nose glazing.

XB-22: Improved B-18 with 1,600 hp (1,200 kW) Wright R-2600-3 radial engines. Not built, due to better designs being available.

C-58: Transport conversion.

Digby Mark I: Royal Canadian Air Force modification of B-18A. Named for RAF Digby.

Operators

Brazil

Brazilian Air Force

1st Bomber Group (3 examples)

Canada

Royal Canadian Air Force

No. 10 Squadron RCAF, Halifax, Nova Scotia (Digby Mk.1)

United States

United States Army Air Corps/United States Army Air Forces

1st Search Attack Group, Langley Field, Virginia (B-18A/B/C)

2nd Bombardment Group, Langley Field, Virginia (B-18A)

3rd Bombardment Group, Barksdale Field, Louisiana (B-18)

5th Bombardment Group, Hickam Field, Hawaii (B-18)*

6th Bombardment Group, Rio Hato Airfield, Panama, (B-18/B-18A/B)

7th Bombardment Group, Hamilton Field, California, (B-18)

5th Bombardment Group, Luke Field, Oahu, Hawaii Territory (B-18)*

9th Bombardment Group, Caribbean; Panama and South American air bases (B-18/B-18A/B)

11th Bombardment Group, Hickam Field, Hawaii Territory (B-18)*

13th Bombardment Group, Langley Field, Virginia (B-18A/B)

17th Bombardment Group, McChord Field, Washington (B-18)

19th Bombardment Group, Clark Field, Philippines Commonwealth (B-18)*

22nd Bombardment Group, Muroc Field, California (B-18)

25th Bombardment Group, Caribbean (B-18/B)

27th Bombardment Group, Barksdale Field, Louisiana (B-18)

28th Bombardment Group, California, (B-18)

28th Composite Group, Elmendorf Field, Alaska, (B-18A)

29th Bombardment Group, Langley Field (B-18A)

40th Bombardment Group, Panama, Puerto Rico (B-18/B)

41st Bombardment Group, California, (B-18)

42nd Bombardment Group, Portland, Oregon (B-18)

45th Bombardment Group, Savannah Airfield, Georgia (B-18A)

47th Bombardment Group, McChord Field, Washington (B-18)

479th Antisubmarine Group, Langley Field, Virginia (B-18A/B)

* Most aircraft were destroyed on 7 and 8 December 1941 during the Japanese attacks on the outbreak of war between Japan and the US.

Aircraft on Display

Six B-18s are known to exist, five of them preserved or under restoration in museums in the United States, and one is a wreck still located at its crash site:

B-18

36-446 – Kohala Mountains, Hawaii. Tail code "81 50R". Crashed in 1941 and abandoned. The Air Force recovered the nose turret for 37-029 and the dorsal turret for 37-469. The Pacific Air Museum in Honolulu has had plans to recover the airframe.

37-029 – Castle Air Museum at the former Castle Air Force Base in Atwater, California. Dropped from USAAF inventory in 1944, it was registered as NC52056 in 1945, later to N52056. The B-18 was used by Avery Aviation and then Hawkins and Powers, as a firebomber, dropping borate for many years.

B-18A

37-469 – National Museum of the United States Air Force at Wright-Patterson Air Force Base in Dayton, Ohio. One of the first production Bolos, was delivered to Wright Field in 1937 for evaluation testing. Sold as N56847, converted to crop sprayer; by May 1969 stored derelict at Tucson, Arizona. It sat outdoors for many years, before being restored to static display condition. This aircraft has an incorrect dorsal turret. The museum has been attempting to locate a correct turret for this aircraft for many years.

39-025 – Wings Over the Rockies Air and Space Museum at the former Lowry Air Force Base in Denver, Colorado. This Bolo spent World War II at several airfields as a bombardier trainer and as a light transport. It was dropped from inventory on 3 November 1944, and was later sold, acquiring the civil registry NC62477. It spent 14 years on the civil registry before going to Cuba in 1958. In November 1958 the aircraft was seized in Florida by US Treasury agents when it was hauling guns to Fidel Castro. In 1960, the aircraft was parked at Cannon AFB, New Mexico, until being presented to the National Museum of the United States Air Force at Wright-Patterson AFB. It flew to the museum in April 1961. In 1988, the aircraft was transferred to the Wings Over The Rockies Aviation and Space Museum where it was restored through the 1990s. It is displayed there as AAC Ser. No. 39-522.

B-18A/B

37-505 – On display at McChord Air Museum, Washington. Built as a B-18, converted during WWII to B-18B. Later sold as N67947 for agricultural chemical spraying, then Mexican registration XB-LAJ transporting fish. Donated to Tucson Air Museum Foundation, Pima County, Arizona, this was the last flyable B-18, making its final flight to Tucson on 10 April 1971. Subsequently acquired by the National Museum of the United States Air Force and stored at Davis-Monthan AFB until moved by C-5A to McChord Air Museum in 1983 for restoration. Rebuilt as model B-18A and displayed from 2007.

B-18B

38-593 – Pima Air & Space Museum adjacent to Davis-Monthan Air Force Base in Tucson, Arizona. This Bolo spent the early part of WWII on anti-submarine patrol. In 1943 began use a light transport. She was retired and struck from the inventory in 1945. Was operated as a firebomber as N66267, 1954–1970. In storage at Phoenix Goodyear Airport, Litchfield Park, Arizona by September 1969, then delivered to Pima on 5 September 1976. The aircraft sat outside in the desert for many years, before being restored and moved indoors for display. The aircraft is still equipped with an antisubmarine search radar dome.

Specifications (B-18A)

Crew: Six

Length: 57 ft 10 in (17.63 m)

Wingspan: 89 ft 6 in (27.28 m)

Height: 15 ft 2 in (4.62 m)

Wing area: 959 sq ft (89.1 m2)

Airfoil: root: NACA 2215; tip: NACA 2209

Empty weight: 16,320 lb (7,403 kg)

Gross weight: 24,000 lb (10,886 kg)

Maximum takeoff weight: 27,673 lb (12,552 kg)

Powerplant: 2 × Wright R-1820-53 Cyclone 9-cylinder air-cooled radial piston engines, 1,000 hp (750 kW) each

Propellers: 3-bladed fully-feathering Hamilton Standard Hydromatic propellers

Maximum speed: 216 mph (348 km/h, 188 kn) at 10,000 ft (3,000 m)

Cruise speed: 167 mph (269 km/h, 145 kn)

Range: 900 mi (1,400 km, 780 nmi)

Ferry range: 2,100 mi (3,400 km, 1,800 nmi)

Service ceiling: 23,900 ft (7,300 m)

Time to altitude: 10,000 ft (3,000 m) in 9 minutes 54 seconds

Wing loading: 25 lb/sq ft (120 kg/m2)

Power/mass: 0.0833 hp/lb (0.1369 kW/kg)

Guns: 3 × 0.30 in (7.62 mm) machine guns

Bombs: 2,000 lb (910 kg) normal; 4,400 lb (2,000 kg) maximum

Avionics:

B-18B (only)

SCR-517-T-4 ASV radar

Mark IV Magnetic anomaly detector (MAD)

Notable Appearances in Media

Douglas B-18 Bolos are prominently featured in the 1943 RKO picture Bombardier, filmed at Kirtland Field, New Mexico.

Bibliography

Francillon, René J. (1979). McDonnell Douglas Aircraft Since 1920. London: Putnam.

Francillon, René J. (1988). McDonnell Douglas Aircraft Since 1920. Vol. 1. Annapolis, Maryland: Naval Institute Press.

Gradidge, Jennifer M. (2006). The Douglas DC-1, DC-2, DC-3 – The First Seventy Years (two volumes). Kent, UK: Air-Britain (Historians).

Kostenuk, Samuel; Griffin, John (1977). RCAF Squadron Histories and Aircraft: 1924–1968. Toronto, Canada: Samuel Stevens, Hakkert & Co.

Lehto, Steve; Leno, Jay (2016). Preston Tucker and His Battle to Build the Car of Tomorrow. Chicago Review Press.

Wolf, William (2007). Douglas B-18 Bolo - The ultimate look: from drawing board to U-boat hunter. Atglen, PA: Schiffer.

B-18 from Barksdale Field, Louisiana, summer 1941.

Douglas B-18A airplane of the 3rd Bombardment Group.

Douglas B-18 sits on airfield in Panama.

B-18 Digby (VHCWB) "Goober Dust" operated by Australian National Airways on behalf of the USAAF, flying above the Brisbane River near Eagle Farm, Queensland, circa 1943.

B-18 (VHCWB) "Goober Dust", probably at Townsville.

Unidentified B-18 "DMFINO" at Townsville. This could have been VHCWC.

21st Reconnaissance Squadron B-18 Bolo at Miami Municipal Airport, Florida, 1940.

Douglas B-18 Bolo, 4th Reconnaissance Squadron, 1939.

Douglas B-18 of the 3rd Bomb Group (BC 20) after over-running the runway.

The same Douglas B-18 of the 3rd Bomb Group (BC 20) as the previous photo after over-running the runway on the beach.

B-18, first U.S. bomber on new runway at airbase, Cumuto, Trinidad, 1 June 1941.

B-18, first U.S. bomber on new runway at airbase, Cumuto, Trinidad, 1 June 1941.

Douglas B-18 Bolo of the 21st Reconnaissance Squadron.

Douglas B-18s are on their way to intercept reported enemy submarines in the Caribbean. 12th Bombardment Squadron flying over British Guiana. 1943.

Douglas B-18, General Headquarters, Air Force.

Bomb damage to Hangars 15-17 and 11-13 at Hickam Field, Oahu, at 1700 hrs on 7 December 1941. In the right foreground is a machine gun emplacement in a bomb crater. A Douglas B-18 bomber is visible inside the badly damaged hangar.

View of a bomb crater between hangers 7 and 11 at Hickam Field, Hawaii, after the Japanese attack on Pearl Harbor, 7 December 1941. Note the Douglas B-18 in the hangar.

Rear view of the heavily damaged Hangar No. 11 at Hickam Field, Hawaii, on 7 December 1941. In front is the tail of a damaged Douglas B-18 Bolo bomber from the 18th Bombardment Group (Heavy). The two men near the hangar are Captain Ronald D. Boyer of the Signal Corps and Private Elliot C. Mitchell from the 50th Reconnaissance Squadron. The photo was taken just as a Japanese plane began machine-gunning the area.

Damaged Douglas B-18 Bolo, 31st Bombardment Squadron. Hickam Field, Hawaii, December 1941.

Douglas B-18 parked on the flying field.

B-18 over San Francisco, California, 17 January 1938.

USAAF Seversky P-35 fighters and Douglas B-18 bombers at Del Carmen Field, Philippines, October 1941.

Douglas B-18 (37-51).

Douglas B-18 of the 88th Reconnaissance Squadron.

Douglas B-18A of the 19th Bombardment Group.

Douglas B-18 flying field, 19th Bombardment Group.

U.S. Army Air Corps Douglas B-18 test aircraft that came from the 3rd Attack Group, Barksdale Field, Louisiana, at the Langley Aeronautical Laboratory at Hampton, Virginia. In the spring of 1941 Langley installed an experimental low-drag laminar flow test panel on the wing of a Douglas B-18 bomber. Here, 5 November 1941, the same B-18 was used to test an airfoil (NACA 0012) which was mounted just forward of the vertical stabilizer. The purpose of this test was to conduct boundary-layer and profile-drag tests in which Reynolds Number and angle of attack were varied independently.

Douglas B-18.

The same Douglas B-18 as in the previous photo.

 
Douglas B-18A of the 31st Bombardment Squadron, 19th Bombardment Group.

Douglas B-18, 19th Bomb Group.

Douglas B-18A (37-450), Santa Monica, California.

Douglas B-18A Bolo assigned to the 99th Bombardment Squadron (Heavy) on patrol from Zandery Field, Dutch Guiana, 1942.

Douglas B-18B (37-530), originally a B-18A with the MAD (Magnetic Anomaly Detection) tail boom.

Douglas B-18B Bolo with power nose turret.

In the spring of 1941 Langley installed an experimental low-drag test panel on the wing of a Douglas B-18 airplane. The panel was fitted with suction slots and pressure tubes for a free flight investigation of the transition from laminar to turbulent flow in the boundary layer. The pressure at each tube was measured by liquid manometers installed in the fuselage.

Boeing P-26s and Douglas B-18s were parked on the ramp at Hickam Field, Hawaii, in January 1940.

Douglas B-18 (36-26), Magnetic Anomaly Detection (MAD) ASW tests.

Douglas B-18 Bolo, medium bomber, USAAC.

B-18 wing sections manufactured at the Santa Monica plant in California.

Douglas B-18 Bolos under construction.

Douglas B-18A, 37-503, 14, 28 July 1939.

Douglas DB-1.

Douglas B-18, Mitchel Field, Long Island, New York.

Two Douglas B-18s, Westfield airport. Appear to have water-based paint camouflage, possibly for war games.

Douglas B-18 with power turret raised.

Douglas B-18 Bolo.

Douglas B-18.

Douglas B-18A.

Douglas B-18A.

Douglas B-18A (37-624).

Douglas B-18. 19th Bomb Group.

Douglas B-18.

A bad day for Douglas B-18 Bolo (37-002) in the Hawaiian Air Depot (HAD) scheme.  Four colors are visible on the nose, and a close inspection shows another color separation just aft of the second small window on the fuselage. The port aileron is a replacement and will need replacement again, as will the rudder. Hickam Field, May 1943.

Douglas B-18 Bolo, Randolph Field, Texas.

Douglas B-18 Bolos.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolo, 7th Bomb Group, over San Francisco, 1938.

Douglas B-18 Bolos, 7th Bomb Group, over California, September 18, 1938.

Douglas B-18 Bolos 237 and 235 on the flight line at March Field, 5 May 1941.

Douglas B-18A Bolos over Floyd Bennett Field, 1940.

Douglas B-18A Bolos over San Juan, Puerto Rico.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Men of the 19th U.S. Infantry Machine Gun Company boarding a Douglas B-18 Bolo to participate in maneuvers on Kauai Island, Hawaiian Territory, 18 June 1939. The entire company of 110 members was moved in 11 B-18 bombers at Hickam Field.

The Director of Flying at the Air Corps Advanced Flying School, Kelly Field, Texas, in the Douglas B-18 Bolo, cruises past a six-ship student echelon of advanced trainers. Closely supervising all air work, the Director of Flying, Captain B. M. Hovey, frequently goes aloft cruising from one of the 50 formations in the air over Kelly Field to another, checking the progress of the fledgling pilots.

Douglas B-18 Bolo at the 1937 Cleveland Air Race.

Douglas B-18 Bolos fly overhead as the 51st Coast Artillery passes in review, Puerto Rico.

Douglas B-18A Bolo (37-557), Canada, circa late 1942.

Publicity photo of a Douglas B-18 Bolo tail.

Douglas B-18A Bolo (37-557), Canada, circa late 1942.

Douglas B-18 Bolo.

Douglas B-18 Bolos, Hickam Field, pre-World War II.

Douglas B-18A Bolo, 9th Bombardment, October 1939.

Douglas B-18A Bolo with water-based paint camouflage, possibly for wargame maneuvers.

Douglas B-18 Bolo, 72nd Bomb Squadron, 5th Bomb Group.

5th Bomb Group unit insignia, a winged death's head with the motto "Kiai O Ka Lewa" on a scroll beneath the skull as seen on the nose of the Douglas B-18 Bolo in the above photo, which is very similar to this 72nd Bomb Squadron (5th Bomb Group) leather jacket patch.

Douglas B-18A Bolos, 11th Bomb Squadron, with unit insignia (seen below) on the fuselage sides.

11th Bomb Squadron insignia.

Douglas B-18 Bolo, 25th Bomb Squadron.

On top is the 25th Bomb Squadron unit insignia painted on a leather jacket patch. The same basic design is on the nose of the aircraft in the above photo. The insignia illustration below it is from a wartime book on insignia, which is very similar to the insignia on the aircraft’s nose.


Douglas B-18A Bolo, 30th Bomb Squadron, August 1939.

The 30th Bomb Squadron  unit insignia as seen on the fuselage sides of the B-18 in the above photo.

Douglas B-18A Bolo of the 21st Reconnaissance Squadron.

The insignia of the 21st Reconnaissance Squadron seen on the above B-18’s nose. Illustration from a wartime book on insignia.

Douglas B-18 Bolos, date unknown.

Douglas B-18A Bolo, date unknown.

Douglas B-18A Bolo.

Douglas B-18A Bolo.

Douglas B-18A Bolo.

Douglas B-18A Bolo crash landed at Buckly Bombing Range, Colorado, circa 1939.

Douglas B-18A Bolo crash landed at Buckly Bombing Range, Colorado, circa 1939.

Douglas B-18A Bolo crash landed at Buckly Bombing Range, Colorado, circa 1939.

Douglas B-18 Bolo interior detail.

Douglas B-18 Bolo interior detail.

Juanita Black, artist in animation studio of Air Corps motion picture unit, sketches a Douglas B-18 Bolo from an exact scale model of the original ship.

Douglas B-18A Bolo (39-20), Barksdale Field.

Douglas B-18A Bolo (39-20), Barksdale Field.

Douglas B-18A Bolo with shark teeth motif on nose, Big Spring or Childress, Texas, 1943.

Douglas B-18A Bolo with shark teeth motif on nose, Big Spring or Childress, Texas, 1943.

Douglas B-18 Bolo and North American BT-9 over Randolph Field.

Aircrew walking past a Douglas B-18A Bolo. Two have pistols drawn and the two men between them are carrying a bag, possibly a Norden bomb sight. This is most likely a publicity photo as emphasis was placed on protecting the Norden bomb sight. Whenever a bombardier or ordnance technician carried a sight out to an aircraft, two armed guards accompanied him. Security was finally relaxed in late 1943 as Allied officials realized that after hundreds of Norden-equipped bombers had been shot down over enemy territory, the bombsight was no longer a secret.

Cockpit of Douglas B-18A Bolo (37-534), 14 September 1943.

Cockpit of a Douglas B-18 Bolo.

Douglas B-18 Bolo (37-009), a second B-18 and a C-47, Albrook Field, Canal Zone, 25 January 1943.

Douglas B-18A Bolos, 21st Reconnaissance Squadron, 5 April 1940.

459th Ordnance Company men load a Douglas B-18A Bolo with 100-pound practice bombs at Midland Bombardier School.

Douglas B-18A Bolos, 38th Reconnaissance Squadron, March Field, California, 8 April 1939.

Allied officers with a Douglas B-18 Bolo, Iceland, March 1943.

Douglas B-18 Bolos over San Quentin, California, October 1939.

Douglas B-18A Bolos over Langley, Virginia, 5 April 1940.

Crashed Douglas B-18A Bolo (37-494), 16 April 1943.

Douglas B-18A Bolo and Curtiss P-40E Warhawks, Iceland, March 1943.

Cadet Bombardier with Douglas B-18 Bolo at Albuquerque Flying School.

Douglas B-18 Bolo (AR84), Hawaii. Practice bombs in foreground.

Loading bombs into a Douglas B-18A Bolo.

Early Douglas B-18 Bolo, Wright Field.

Douglas B-18A Bolo bow turret interior.

Douglas B-18A Bolo, 17th Bomb Group, Felts Field, 1940.

Douglas B-18A Bolo, aircraft 6 (37-537), 1944.

Douglas B-18 Bolo, aircraft 81, 1938.

Douglas B-18A Bolo (38-586), Santa Monica.

Douglas B-18 Bolo nose turret.

Douglas B-18 Bolo, BS 2, 19th Bomb Group.

Douglas B-18 Bolo, BS 31, 19th Bomb Group.

Douglas B-18A Bolo upper turret exterior details.

Douglas B-18 Bolo, RE 9.

Douglas DB-2 Bolo (37-34).

Douglas B-18A Bolo, aircraft 75.

Douglas B-18A Bolo retro bomb tests, 1942.

Douglas B-18A Bolos, 19th Bomb Group, over the Grand Canyon, 1939.

B-18 with visible dish radar.

Douglas B-18A Bolo upper turret exterior.

The ground crew for a Douglas B-18A Bolo.

Douglas B-18 Bolo, Wright Field.

Douglas B-18A Bolo, R 33, 1st Reconnaissance Group, March Field, 4 January 1939.

Douglas B-18A Bolo bow turret interior.

Douglas B-18 Bolo, R 16, 21st Reconnaissance Squadron, 1st Reconnaissance Group, 30 August 1938.

Douglas B-18 Bolo, R 65 and R 64, 88th Reconnaissance Squadron, 1st Reconnaissance Group.

Douglas DB-1 Bolo.

Douglas DB-2 Bolo (37-34).

Douglas B-18 Bolo, Pacific, 1942.

Douglas DB-2 Bolo (37-34).

Douglas B-18A Bolo (37-450), Santa Monica.

Douglas DB-1 Bolo, Wright Field.

Douglas B-18A Bolo (37-465) on right, B-24 on left, Hawaii, 1944.

Douglas B-18A Bolo during Louisiana maneuvers, 1941.

Two Douglas B-18 Bolos and Boeing B-17 Flying Fortress wreck, Pearl Harbor.

Douglas B-18As are on their way to intercept reported enemy submarines in the Caribbean.

Major Gerald E. Williams with Douglas B-18A Bolo, aircraft 73, Paramaribo, Dutch Guiana, 1941.

Olympic distance runner Louis Zamperini atop Douglas B-18A Bolo, Midland Flying School, 1943.

Douglas B-18B Bolo (37-530) with Magnetic Anomaly Detection (MAD) tail antenna on patrol, July 1942.

USAAF Cadet Bombardiers with Douglas B-18 Bolo, aircraft 26, Albuquerque Flying School, 1942.

Douglas B-18 Bolo, medium bomber, USAAC.

Douglas B-18 Bolo. Aircraft Mechanics Graduation Class 2A, 5 June 1940, Hickam Field, Oahu, Hawaii.

Douglas B-18 Bolos, Hawaii.

B-18s in formation over Oahu, 6 April 1940.

Douglas B-18 Bolo.

General “Hap” Arnold awarding Doolittle Raiders at Bolling Field, Washington, D.C., 27 June 1942. Note Douglas B-18 Bolo aircraft in background.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Radioman on a B-18 Bolo lets loose a carrier pigeon.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolos.

Douglas B-18 Bolos.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

B-18 (VHCWB) at Iron Range strip on Cape York Peninsula, Queensland, Australia, 1942.

Douglas B-18 Bolo aircraft 53 of the 25th Bomb Group.

Interior photo of Douglas B-18 Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

Interior photo of Douglas B-18 Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

Interior photo of Douglas B-18A Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

Interior photo of Douglas B-18 Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

Interior photo of Douglas B-18 Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

Interior photo of Douglas B-18 Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

USAAC B-18 pilot, circa 1940.

Interior photo of Douglas B-18 Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

Exterior photo of Douglas B-18 Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

Interior photo of Douglas B-18 Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

Interior photo of Douglas B-18A Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

Exterior photo of Douglas B-18 Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

Exterior photo of Douglas B-18A Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

Interior photo of Douglas B-18 Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

Douglas B-18 being serviced at Barksdale Field, Louisiana, summer 1941.

Douglas B-18A being serviced at Barksdale Field, Louisiana, summer 1941.

Douglas B-18 being serviced at Barksdale Field, Louisiana, summer 1941.

Douglas B-18s being serviced at Barksdale Field, Louisiana, summer 1941.

Douglas B-18 and B-18A being serviced at Barksdale Field, Louisiana, summer 1941.

Douglas B-18 being serviced at Barksdale Field, Louisiana, summer 1941.

Douglas B-18A being serviced at Barksdale Field, Louisiana, summer 1941.

Refueling B-18 bomber, USAAC, circa 1940.

Douglas B-18A being serviced at Barksdale Field, Louisiana, summer 1941.

Douglas B-18As being serviced at Barksdale Field, Louisiana, summer 1941.

Loading camera into B-18, USAAC, circa 1940.

Crews get instructions from instructor, before heading for Douglas B-18 Bolo bombers, USAAC, circa 1940.

Douglas B-18s and crews at Barksdale Field, Louisiana, summer 1941.

Douglas B-18 being serviced at Barksdale Field, Louisiana, summer 1941.

Exterior photo of Douglas B-18A Bolo bomber based at Barksdale Field, Louisiana, summer 1941.

Douglas B-18 Bolo, aircraft 233, Barksdale Field, Louisiana, summer, 1941.

Douglas B-18 Bolo, aircraft 240, Barksdale Field, Louisiana, summer, 1941.

Douglas B-18 Bolo, aircraft 242, Barksdale Field, Louisiana, summer, 1941.

Douglas B-18 Bolos, Barksdale Field, Louisiana, summer, 1941.

Douglas B-18 Bolos, Barksdale Field, Louisiana, summer, 1941.

Douglas B-18 Bolo, aircraft 235, Barksdale Field, Louisiana, summer, 1941.

Douglas B-18 Bolos, Barksdale Field, Louisiana, summer, 1941.

Douglas B-18 Bolos, Barksdale Field, Louisiana, summer, 1941.

This image shows the front-firing antennas of an ASV Mk. II radar as installed on a Royal Canadian Air Force Douglas Digby (B-18 Bolo) aircraft. Note the shaping of the transmitter antenna, seen just below the bombsight window. It has been bent into a curved shape to closely follow the shape of the aircraft fuselage, using the fuselage itself as a reflector to make a Yagi antenna using only a single wire. Similar "tricks" were used on a variety of ASV and AI radars, but made it difficult to move to different aircraft designs. This aircraft is part of 751 Squadron RCAF stationed at Rockcliffe (Ottawa). It is not clear whether this is the same aircraft as seen in other images. July 1942.

Douglas Digby, RCAF.

This image shows what appears to be an experimental receiver antenna array for the ASV Mk. II radar, as installed on a Douglas Digby (B-18 Bolo) aircraft of 751 Squadron, RCAF in Rockcliffe, Ottawa. The ASV Mk. II is normally received on two antennas that look similar to a log-periodic antenna, similar to those used to receive over-the-air VHF TV signals. This antenna is much larger, and appears to be an experimental design, likely an attempt to improve the Mk. II's relatively short range in the forward direction. 1 October 1941.

Another view of the side-looking antennas of the ASV Mk. II radar as installed on a Douglas Digby (B-18 Bolo) aircraft of 751 Squadron, RCAF at Rockcliffe in Ottawa. This image shows the transmitter antenna on the top of the aircraft, and the right-hand receiver antenna on the side - a similar antenna is installed on the left-hand side of the aircraft as well. The circular object on top of the aircraft is a radio direction finder loop antenna. The mid-upper gun turret is partially popped-up. 1 October 1941.

This image shows the ASV Mk. II side-looking antennas installed on a Douglas Digby of No. 751 Squadron, RCAF, seen at RCAF Rockcliffe on 1 October 1941. ASV Mk. I was the first airborne radar system, reaching operational status in 1939. It allowed aircraft to search the surface of the ocean for objects like ships and U-boats. It proved almost useless for this role, but navigators used it extensively for station keeping with convoys as well as a navigational tool. The Mk. II was a cleaned up version, which also added an optional second set of antennas looking to the sides of the aircraft. Because these antennas lay along the top and side of the aircraft they were more streamlined and could be made much larger without effecting performance, which greatly improve detection range. A Mk. II aircraft would fly a search pattern with the side antennas selected, reaching both sides for any objects to appear. When one was seen, they would mark its position on a map, switch the radar to the front-firing antennas, and commence a run on the target. Examples of the ASV were supplied to the Canadians in August 1940 as part of the Tizard Mission. They began producing sets at Research Enterprises in Toronto, and these were widely used on Canadian and US aircraft. This aircraft, a Douglas Digby (B-18 Bolo) must be one of the earliest Canadian aircraft to be fitted with this radar.

Getting ready to pull a Royal Canadian Air Force Douglas Digby Mark I, PR-N,  from the sea. This was near Hare Bay (now called Dover) Newfoundland.

Pulling a Royal Canadian Air Force Douglas Digby Mark I, PR-N, out of Newfoundland waters during World War II.

Removing one engine from the salvaged Digby that crashed on January 2, 1941 in Lockers Bay, just off the coast of Dover, Newfoundland.

Douglas Digby Mk. I, RCAF (Serial No. 748), coded PB-V, No. 10 (Bomber) Squadron, RCAF, Halifax, Nova Scotia, 1943.  This Digby was taken on charge by No. 12 Technical Detachment on 9 March 1940.  It went to RCAF Station Rockcliffe, Ontario on 11 July 1940.  To storage with Eastern Air Command on 9 August 1940. Issued from storage on 18 June 1941, for use by No. 10 (BR) Squadron, RCAF Station Dartmouth, NS, and Gander, Newfoundland.  Coded "PB-V". Reported Category A in Newfoundland on 3 October 1941. Aircraft settled into trees shortly after takeoff.  This was second aircraft crashed by pilot F/L R.A. Butts. To No. 4 Repair Depot at Scoudouc, NB on 13 December 1941 for repairs.  Returned to service at Gander on 15 September 1942.  To Clark Ruse aircraft for further work, 27 October 1942 to 30 August 1943. To Eastern Air Command when completed. Used by No. 167 (Comm) Squadron, RCAF Station Dartmouth, NS, 1943 to 1945. Pending disposal from 21 August 1945.  Stored at No. 6 Reserve Equipment Maintenance Unit at Mont Joli, PQ by 27 November 1945, when it had 985:00 total time.  Struck off to War Assets Corporation on 22 March 1946.

Douglas Digby (740), RCAF.

Douglas Digby Mk. I, RCAF (751) No. 10 "North Atlantic" (BR) Squadron, based at Halifax, Nova Scotia, 15 July 1941.

Douglas Digby Mk. I, RCAF (751) No. 10 "North Atlantic" (BR) Squadron, based at Halifax, Nova Scotia, 15 July 1941.

Douglas Digby Mk. I, RCAF, view of the nose gunner position.

Douglas Digby Mk. I, RCAF, view of the nose gunner position. The forward gunner is in the lower position and the bomb aimer up above.

Douglas Digby Mk. I, RCAF.

Douglas Digby (738), RCAF.

Douglas Digby Mk. I, RCAF), coded PB-L, No. 10 (Bomber) Squadron, RCAF, Halifax, Nova Scotia, 1943.

A rare B-18 (36-4460), 50th Reconnaissance Squadron (RS) and assigned aircraft number 81. that crashed into the Kohala summit swamps west of Waimanu on 25 February 1941. Everyone survived.

Douglas B-18A Bolo (37-0469), from the 38th Reconnaissance Squadron on display at the National Museum of the U.S. Air Force.

Douglas B-18A Bolo at the National Museum of the U.S. Air Force, Dayton, Ohio.

Douglas B-18A Bolo (37-0469), from the 38th Reconnaissance Squadron on display at the National Museum of the U.S. Air Force.

Douglas B-18 Bolo at the National Museum of the United States Air Force.

Cockpit of Douglas B-18A Bolo at the National Museum of the U.S. Air Force, Dayton, Ohio.

Interior view of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery. The B-18 in the museum was stationed at Wright Field from 1939 to 1942.

Interior view of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior detail of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior detail of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior detail of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior view of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior view of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior detail of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior detail of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior view of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior detail of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior view of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior view of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior detail of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior detail of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior detail of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior detail of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Interior detail of the Douglas B-18 Bolo bomber on display at the National Museum of the U.S. Air Force in the World War II Gallery.

Douglas B-18B Bolo at Pima Air Museum, Tucson, Arizona.

Douglas B-18B Bolo at Pima Air Museum, Tucson, Arizona.

Douglas B-18 Bolo at Castle Air Museum, Atwater, California.

Douglas B-18A 39-25 (39-0025) at Wings Over the Rockies Air and Space Museum, Denver, Colorado.

Douglas B-18 Bolo, Yellow '7', 19th Bomb Wing, 28th Bomb Squadron, Clark Field, Philippines, December 1941-January 1942.

Douglas B-18 Bolo, 42nd Bombardment Squadron, Hickam Field.

Douglas B-18 Bolo, USAAF, Philippines 1942.

Wartime silhouette of the Douglas B-18 Bolo, September 1942.

Douglas B-18 Bolo.

Douglas B-18A Bolo.

Douglas B-18, B-18A and B-18B.

Douglas B-18 Bolo.

35th Bombardment Squadron B-18, 1943.

Douglas B-18 Bolo formation over Manhattan, New York City.

Against the morning sun a Douglas B-18 takes off for anti-submarine patrol in the Caribbean.

A Douglas B-18 on a patrol flight sighted and sank a German submarine cruising in the Caribbean. The plane was piloted by Capt. Howard Burhanna, Jr. The crew members included, front row, left to right: Capt. Lloyd L. Reynolds, co-pilot; Sgt. Jack Ascher, radio operator; Sgt. Albert Will, assistant bombardier; Capt. Burhanna; back row: Pfc. Jack McNellis, assistant radio operator; S/Sgt. Theron R. Jones, bombardier; T/Sgt. William Ludkiewicz, aerial engineer and gunner; and S/Sgt. Alexander Bloshko, assistant engineer.

View of bomb bay of a Douglas B-18 Bolo.

Douglas B-18 drops bombs during practice bombing in the Caribbean, 16 November 1942.

Another view of the Douglas B-18 dropping bombs during practice bombing in the Caribbean, 16 November 1942.

B-18A, 19th Air Group, California.

B-18 (37-16) with nose art at Parafield, Australia, early 1942 while being operated by USAAC 22nd Troop Carrier Squadron.

Douglas B-18 Bolo formation during exercises over Hawaii, taken in 1940-1941.

Another unidentified ex-Philippines B-18 was this aircraft with "6" on tail and nose, at Essendon early 1942.

1st Bombardment Squadron B-18 Bolo, Trinidad, 1942.

Douglas B-18s are on their way to intercept reported enemy submarines in the Caribbean. 12th Bombardment Squadron flying over British Guiana. 1943

Surplus B-18, Vail Field, Montebello, California, May 1946.

B-18 (NC-66267) at Sacramento, California on 14 February 1948.

Douglas RB-18C (38-604).

B-18 Bolo, BE40. This aircraft was used by one of the three squadron commanding officers assigned to the 5th Bombardment Group [redesignated 5th Bombardment Group (Medium) on 6 December 1939], 18th Wing, Hawaiian Department, U.S. Army and based at Hickam Field. The engine cowling is painted red and the two stripes aft of the door, indicating a squadron commander’s aircraft, are also painted red. The Airplane Designator is “BE 40,” the “B” indicating the aircraft was assigned to a bombardment group and the letter “E” is the fifth letter of the alphabet indicating that this was the 5th Bombardment Group. The numeric '40' indicated that this plane was assigned to the “second” squadron of the group.

Douglas B-18 Bolo.

One of two Douglas B-18s configured to a C-58 cargo plane.

Douglas B-18A.

Douglas B-18A (37-62 or 37-563), 6th Reconnaissance Squadron (Medium), municipal airport, Sacto, California, 23 February 1942.

Douglas B-18A (37-572).

Douglas B-18A (39-25), Wright Patterson Air Force Base Museum, 1971. Currently at the Wings Over the Rockies Museum in Denver, Colorado.

Douglas B-18A Bolo being refueled, 1940.

Douglas B-18 Bolo, Rapid City Army Air Base.

Douglas B-18 Bolo.

Douglas B-18 Bolo (36-343), 21st Troop Carrier Squadron, Australia, 1943.

Some B-18s, like this one, could also launch rocket-propelled depth charges rearward toward subs. (U.S. Navy photo) On August 22, 1942, Oberleutnant-zur-See Ludwig Forster was enjoying a brief respite from torpedoing Allied merchant ships in the Caribbean Sea when U-654’s lookout spotted an aircraft approaching. Forster, who promptly ordered a crash dive, had no clue that the aircraft that was attacking his submarine would one day be derided as obsolete and incapable of combat operations. All Forster knew was that the Douglas B-18 bomber was a threat to his ship. Captain P.A. Koenig’s B-18 swooped down, dropping all four of its 600-pound depth charges on the German submarine. U-654 was torn apart by the subsequent explosion, making it the first victim of B-18 antisubmarine warfare (ASW) patrols.

Douglas B-18 Bolo, Wright Field.

Douglas DB-1 Bolo.

Douglas B-18 Bolo, BE 22, 5th Bomb Group.

Douglas DB-2, the last B-18, with a power turret in the nose.

Douglas B-18A Bolo.

B-18 retractable upper turret.

B-18, 7th Air Group, 1938.

B-18 Bolos en route to Manila.

Douglas B-18 at Clark.

Douglas Digby Mk. I, RCAF (751) No. 10 "North Atlantic" (BR) Squadron, based at Halifax, Nova Scotia, 15 July 1941.

Douglas Digby Mk. I, RCAF (Serial No. 740), coded R, No. 10 (Bomber) Squadron, RCAF.  This Digby was taken on charge on 30 Dec 1939 at No. 1 (E) Depot at Ottawa, Ontario.  It went to RCAF Station Trenton, Ontario, on 17 May 1940.  With No. 10 (BR) Squadron, Eastern Air Command, at RCAF Station Dartmouth, Nova Scotia, from 17 June 1940; coded "PB-L", later "R".  740 carried out the first RCAF attack on a U-boat on 25 October 1941, while coded "PB-L".  This was EAC's first U-boat sighting and first attack.  Both depth charges failed to explode.  Loaned, with crew, to No. 164 (T) Squadron, RCAF Station Moncton, New Brunswick, 24 January to 22 March 1943.  Flew freight to Goose Bay, Newfoundland.  Used by No. 167 (Comm) Squadron, RCAF Station Dartmouth, Nov Scotia, 1943.  To No. 4 Repair Depot for scrapping, in lieu of overhaul, on 18 November 1943.  Struck off, reduced to spares, 16 May 1944.

Douglas Digby Mk. I, RCAF (Serial No. 740), coded R, No. 10 (Bomber) Squadron, RCAF.

Douglas Digby Mk. I, RCAF (serial no. 740), coded R, No. 10 (Bomber) Squadron, RCAF.

Douglas Digby Mk.I (serial no. 740) coded R, No. 10 (Bomber) Squadron, RCAF, Santa Monica, California, December 1939.

Douglas Digby Mk.I (serial no. 740) coded R, No. 10 (Bomber) Squadron, RCAF, Santa Monica, California, December 1939.

Douglas Digby Mk. I, RCAF (Serial No. 740), coded R, No. 10 (Bomber) Squadron, RCAF.

Douglas Digby Mk. I, RCAF (Serial No. 755), coded J, No. 10 (Bomber) Squadron, RCAF.

Douglas Digby Mk. I, RCAF (Serial No. 749), No. 10 (Bomber) Squadron, RCAF, Jan 1944.  This Digby was taken on charge by Eastern Air Command on 23 March 1940.  Category A crash near Riviere du Loup, Quebec on 18 November 1940.  Aircraft was en route from Newfoundland to St. Hubert, Quebec when it was forced to divert due to bad weather.  Crew abandoned aircraft, probably as fuel ran low.  Aircraft not located for some time.  Ownership assigned to No. 4 Repair Depot in Scoudouc, NB on 3 March 1941, for write off.  Struck off on 3 Aug 1941.

Douglas Digby Mk. I, RCAF (Serial No. 751), coded JK-K, No. 10 "North Atlantic" (BR) Squadron, based at Halifax, Nova Scotia.

Douglas Digby Mk. I, RCAF (Serial No. 738), coded PB-N, No. 10 "North Atlantic" (BR) Squadron.  This Digby was taken on charge at No. 1 (E) Depot, Ottawa, Ontario, on 29 Dec 1939. It was flown by Air Force Headquarters Communications Flight (formed from No. 7 (GP) Squadron in September 1939, and sometimes still identified as this unit into 1940),  RCAF Station Rockcliffe, Ontario, for VIP flights from May 1940.  First aircraft to regularly fly IFR missions with this unit.  Fly A/V/M Croil to Dartmouth, NS on 30 May 1940.  To Eastern Air Command later in 1940, for use by No. 10 (BR) Squadron, RCAF Station Dartmouth. Crashed in flames near Fresh Water Bay, Newfoundland on 2 January 1942.  Ownership passed to No. 4 Repair Depot at Scoudouc, NB that date, for write off.  It was struck off on 22 June 1942.

Douglas Digby Mk. I, RCAF (Serial No. 740), coded R, No. 10 "North Atlantic" (BR) Squadron, based at Halifax, Nova Scotia, January 1944.

Douglas Digby Mk. I, RCAF (Serial No. 749), No. 10 Squadron, Halifax, Nova Scotia, Jan 1944.  This Digby was taken on charge by Eastern Air Command on 23 March 1940.  It suffered a Category A crash near Riviere du Loup, Quebec on 18 November 1940. 749 was en route from Newfoundland to St. Hubert, Quebec, when it was forced to divert due to bad weather. The crew abandoned the aircraft, probably as fuel ran low. 749 was not located for some time. Ownership was assigned to No. 4 Repair Depot in Scoudouc, New Brunswick on 3 March 1941, for write off.  It was struck off charge on 3 August 1941.

Douglas Digby Mk. I, RCAF (Serial No.), No. 10 "North Atlantic" (BR) Squadron, based at Halifax, Nova Scotia.

West Point Cadets examine a Douglas B-18B Bolo.

Loading "Blackout" leaflets into a B-18 on May 18, 1940.

Members of the 42nd Bombardment Squadron, 11th Bombardment Group, posing by a Douglas B-18 Bolo, Schofield Barracks, Hawaii, circa 1940.

Douglas B-18 Bolo.

Douglas B-18A Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18A Bolo.

Douglas B-18A Bolo.

Officers and crew rushing to their Douglas B-18 on practice operation order. Caribbean, 1942.

Corporal Jules Meylan and Sgt. William Hoeflich, at their posts under the wing of their Douglas B-18, conforming with the practice of constantly being on the ‘alert.’ Caribbean area, 1942.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolo.

Douglas B-18 Bolo from Hickam Field being rigged for towing at Morse Field, Hawaii, 1941.

Douglas B-18 Bolo.

Douglas B-18B.

Douglas B-18A Bolo.

Douglas B-18A Bolo.

Douglas Digby Mk. I, RCAF.

Douglas Digby Mk.I (serial no. 740) coded R, No. 10 (Bomber) Squadron, RCAF.

Douglas Digby, RCAF, circa 1942.

Douglas Digby Mk. I, RCAF.

B-18 nose turret.

Douglas B-18B Bolo.

American and German Field Artillery in the Battle of the Bulge

Empty shell casings near gun section, Elsenborn Ridge, 1944.

by Charles P. Biggio Jr., Colonel USA Ret

Facts About the German 88

Accounts on the Battle of the Bulge remind us that many of the U.S. infantrymen who fought in the Bulge were woefully uninformed about the German Artillery — and his own artillery as well. This is not surprising, since the military training of most GIs had not included any formal instructions on the artillery weapons, organization, or tactics of the German or the American artillery.

What he picked up on his own about the artillery was sometimes misinformation based on myth, rumor, unreliable press articles, and "common knowledge." As a result, many infantrymen developed a distorted view of the artillery of the two nations. Often, these views exaggerated the power of the German weapons (especially the German 88mm gun) — and tended to disparage the American weapons as obsolete and qualitatively inferior to the Germans.

The purpose of this paper is to dispel some of those misperceptions — and to provide my fellow veterans with a factual account of the artillery of both sides in the Battle of the Bulge.

American Field Artillery in 1944: Obsolete or Modern?

Perhaps a brief review of the changes made in the U.S. Field Artillery between the Great Wars will best answer this question.

During World War I the artillery arm of the AEF was equipped entirely with French (mostly the famous French 75mm gun), and a few British pieces. At that time the French weapons were technologically superior and were plentiful.

After the war, the U.S. decided to equip its peacetime army with the French World War I weapons. However, even before the war ended, some American artillery officers found defects in the French guns — and the U.S. Field Artillery School at Fort Sill OK, took the lead in calling for the modernization of the U.S. Field Artillery — and the replacing of all foreign weapons with improved weapons of American design. In response, several War Department Boards examined the question — including, among other things, replacing the French 75 with a new 105mm howitzer as the main division artillery piece.

In the 1920s, progress on the modernization project was slow due to limited funds, pacifism, and conservative tendencies in the Army, and the availability of surplus weapons. Despite these obstacles some progress was made on designing a new 105mm howitzer and other weapons. In the 1930s, the Field Artillery School kept pushing for the new weapons and the pace of modernization increased despite the effects of the Great Depression. However, there was continued resistance from conservative senior officers to replacing the 75 with a 105 howitzer. As late as 1939, General George C. Marshall still opposed it because of the cost involved. Nevertheless, with encouragement from the artillery school, innovative Artillery and ordnance officers continued in the 30s to experiment with new gun designs — and by the end of the decade prototypes had been developed for the howitzers and guns which saw action in World War II. Also in the 1930s after much debate, a decision was made to begin motorizing the Field Artillery (which was horse-drawn) — and by the end of the decade 75 percent of the division artillery had been motorized.

In May 1940, the Germans easily defeated the French and British with a new type of mobile armored welfare — and including the 105mm howitzer as their main divisional artillery weapon. In June the U.S. War Department finally announced that the U.S. division artillery would be armed with the new 105mm howitzer and the 155mm howitzer. And in 1942, the decision was made to fully motorize the U.S. Field Artillery. When the first American combat troops landed in North Africa in Algeria in November 1942, the First U.S. Infantry Division was armed with the new 105mm howitzer M2A1 — and by the time the Division landed in Sicily in July 1943, it also had the new 155mm howitzer, M1. Moreover, all of the Division's artillery was motorized.

By the Battle of the Bulge (hereinafter referred to as the Bulge) in December 1944, all American artillery units had been equipped with new American weapons. The new weapons entered the service on the following dates:

105mm howitzer - November 1942

155mm howitzer - July 1943

155mm gun - December 1941

4.5-inch gun (originally of UK design)

90mm gun - 1943

8-inch howitzer - 1942

240mm howitzer - 1943

Self-Propelled:

105mm howitzer - 1943

155mm gun - 1944

Thus, in the space of just over two decades and against formidable obstacles, the U.S. Army had managed to replace all of its World War I artillery pieces with new, modern howitzers and guns — and to convert from horse-drawn to motorized artillery. Ian Hogg, the noted British expert on World War II artillery believes the U.S. was so successful with its weapon program because its total focus was on creating new weapons. In contrast the German designers tried to overhaul current service weapons while designing new ones — thus not giving full attention to the new ones.

The American artillery weapons in the Bulge were not retrograde pieces of World War I vintage, but were virtually new — and in fact newer than many of the comparable German weapons of that day. How these new American weapons compared in quality with like weapons in the German Army will be discussed later in this paper.

Artillery Weapons and Organization in the Bulge

In order to keep this article reasonably short — and to facilitate comparisons of the artillery of the two nations, the discussion will be limited to the artillery which participated in the Battle of Elsenborn; i.e., the artillery of 6th Panzer Army on the German side and the artillery of the opposing U.S. V Corps (-).

The Tactical Situation, Elsenborn Sector, as the Battle Begins on 16 December 1944

For his counteroffensive Hitler decided to attack with three Armies in the thinly held Belgian Ardennes. The main effort would be made on the right by the tank heavy 6th Panzer Army in the Elsenborn Sector between Monschau and Losheim — where the Germans expected to encounter only one Infantry Division (the 99th) and a light Cavalry Group. Sixth Panzer Army included four SS Panzer Divisions, four infantry divisions, and a large artillery force — supported by a parachute drop and Skorzeney's Special Operations Group. The four SS Panzer Divisions were charged with exploiting the gaps opened up by the infantry divisions — and making a lightning dash to the Meuse River, Liege, and Antwerp. They expected to easily penetrate the 99th's widely dispersed defenses.

Much to their surprise, the Germans soon learned that they had failed to detect the presence of a second infantry division (the 2nd Infantry Division) in the 99th's sector. Moreover, the Germans had not anticipated that the Americans could reinforce the area with two additional divisions (the 1st Infantry Division at Butgenbach and the 9th Infantry Division at Monschau) by 19 Dec.

The Germans and American Artillery "Order of Battle" — Elsenborn, 16 Dec. 1944

As the Battle of Elsenborn began on 16 Dec. 1944, the German artillery of 6th Panzer Army greatly outnumbered the guns of the opposing U.S. V Corps elements — 1,222 to 314. (Thus belying the myth that the American artillery always outnumbered the Germans.)

The division artillery of the Germans and the American infantry divisions were surprisingly similar — both in weapons and organization. Both opted for a 105mm howitzer as the main close support weapon and for a medium howitzer of about 150mm.

At the Corps level there were noticeable differences in both weapons and organization. The Germans had a greater variety of cannon (including some Russian) and a much larger number and variety of rockets and very heavy guns. Organizationally, the Germans had no Corps Artillery Headquarters as such — and their non-divisional artillery was grouped into Volks Artillery Korps (VAKs), Werfer Brigades, and very heavy batteries.

The German 88mm guns were obviously not the main close support weapon in the German Army — that function belonged to the 105mm howitzer. In the entire 6th Panzer Army there were only 216 towed 88s out of a total of 1,222 pieces — and most 88s were flak guns whose main mission was anti-aircraft defense. And note that there were no 88s in any of the German Infantry Divisions (VGDs).

One of the most notable advances in artillery weapons technology in World War II was the proximity fuse. In both of the Great wars, the fuses available for achieving air bursts were quit unsatisfactory — requiring daily registrations and settings at the guns. Needed, was a fuse that would explode the shell when it arrived in the proximity of the target — without registrations and individual settings. The U.S. put some of its best electronic and engineering experts on this very complicated problem. By 1944 the U.S. had built an operational proximity fuse for use against ground targets and the artillerymen called it Pozit or VT (variable time). It consisted of a tiny battery and a transmitter/receiver which sent and received electronic emissions until the shell reached the optimum distance from the target — at which instant it detonated the shell.

When the German offensive began on 16 December 1944, General Eisenhower quickly released the new fuse for use in the ETO — and at Elsenborn it was first used on 19 December at Monschau. The new fuse was employed tentatively at first because of fears that it would endanger friendly troops and aircraft. (It could not discriminate between friend and foe.) Therefore, the fuse was not fully exploited at Elsenborn during the Bulge. Nevertheless, the Pozit Fuse was one of the great technological achievements of World War II. (Note: Over the years, the U.S. Field Artillery resolved the safety problems and during the ongoing war in Iraq, the Pozit fuse has been used with excellent results.)

Quality of the Weapons: A Comparison

Since many Americans believe that the German artillery weapons firing at them were superior in quality to those of the Americans, we shall compare the close support weapons; that is, those guns which did most of the firing against enemy personnel — of both nations by assessing their respective characteristics.

Since this article focuses mainly on the close support weapons, only the principle light and medium pieces of the divisional artillery will be considered.

There was not much difference in the quality of the divisional weapons of the two sides. The American pieces have the edge in shell power, range, elevation, and transport — while the German weapons were slightly lighter (desirable for close support missions) and had more on-carriage traverse. In many cases the American weapon was as good as its counterpart in the German Army — and in some cases was better. The notion that the American guns/howitzers of the division artillery were somehow inferior to those of the Germans in the Bulge is without merit.

Three Basic Artillery Functions

A significant aspect of the American artillery's performance in the Ardennes (and elsewhere) was not so much in the number of its tubes, but in its excellence in performing the three basic functions of the field artillery: shoot, move, and communicate.

The "Shoot" or Gunnery Function

The Americans called the shooting aspect of their mission gunnery. This function involved all of the activities incident to placing artillery fire on the target. Gunnery in World War II was the area where the American artillery made its most significant contribution — and particularly its use of massed fires.

Massed Fires

As a result of experiences in World War I, the major powers had seen the need to improve their abilities to mass the fires of their division artillery. However, most nations were bounded by tradition and habit and were slow to make the necessary changes to bring this about. Only the U.S. was willing to make a clean break with the past and to restructure its entire artillery command and control structure in pursuit of a mass fire capability. Leading the way for the Americans was the Field Artillery School at Fort Sill, Oklahoma, where in the 1920s a group of farsighted, innovative young officers became convinced that achieving such a capability should be a top priority. After much deliberation, they decided that in order to mass the fires of a division it would be necessary to make two major structural changes.

First, fire control within the battalion would have to be centralized at battalion headquarters rather than remain decentralized to the firing batteries. Hence the battalion commander would exercise fire control instead of the firing battery commanders. This idea caused great dismay among older artillery officers who liked the old arrangement and adamantly opposed diluting the authority of the firing battery commander. Despite high-level opposition to their ideas well into the 1930s, the officers at Ft. Sill knew that centralization was key to their success — so insisted on this change.

Secondly, to provide the battalion commander with the means to control the fires of the three batteries, Ft. Sill created a fire direction center (FDC) on the battalion staff to be manned by highly trained gunnery experts. All requests for fire would be funneled to the FDC where they would be processed, and fire commands relayed directly to the firing battery exec at the howitzer position. By 1934 Ft. Sill had developed a prototype FDC and in 1940 an innovative new graphical firing table was invented to help the FDC speed up its calculations.

With war looming in 1941, the war department finally approved the FDC system for the divisions — and FDCs were installed throughout the artillery. Refinements in the system continued to be made at Ft. Sill and in the units from 1941 to 1943. One of the most notable refinements was the time-on-target (TOT) mission in which not only are all batteries concentrated on one target, but the projectiles are programmed to arrive at the target at nearly the same moment. Hence, enemy personnel in the open are engulfed before they can take cover.

Subsequent combat operations proved the value of the massed fire and TOT techniques. In the Bulge, American divisions had no problem massing the fires of their 48 organic pieces of artillery. Although the massing of fires was normally limited to the fires of one division, at Elsenborn, by 20 December there were four divisions defending the critical hinge of the northern shoulder. The V Corps Artillery Commander, Brig. Gen. Helmick, seized the moment and authorize the 2nd Division Artillery to coordinate the fires of all four divisions. On 22 December, the fires of three divisions (129 available guns) were massed by the 2nd Infantry Division on a single target. (It never became necessary during the battle to mass the fires of all four divisions.) On the 22nd, the 2nd Division fired 63 TOTs — mostly with 44 guns per mission.

The distinguished military historian, Trevor N. Dupuy believed that the U.S. FDC system was perhaps the most important reason why the U.S. artillery, by the end of World War II was "best in the world."

The Germans too were aware of the advantages of massed fires and tried to develop a capability during the Russian campaign. By February of 1944, their system had failed and they decided to design a new one. The new system involved a "fire control battery" to be attached to and to control the fires of each Volks Artillery Korps (VAKs). This system got its first test in the Bulge but ran into problems at the start. For example, there was only one fire control battery available in the 6th Panzer Army during the entire campaign — and it was not particularly effective. It was readily apparent to experienced American artillerymen that the Germans at Elsenborn were not massing their fires effectively in support of their attacks.

Air Observation

Another aspect of the gunnery was observation. Artillery fire is most accurate when it can be adjusted to the target by a trained observer. To ensure that they had good observation during World War II, armies employed both ground and air observers. Air observation had the advantage of being able to see deeper into enemy lines (and better detect targets like enemy artillery) — but the disadvantage of being limited by the weather. An artillery air observation capability was desired by all armies of that period.

In June 1942, the War Department decided that the field artillery should have an air observation capability, and two Piper Cub planes were authorized at battalion and higher levels.

In the Bulge, whenever the weather permitted, the American artillerymen made maximum use of their observation planes — with excellent results. German General Thoholte later noted that American artillery directed by air observation was "exceptionally good" and fire directed by air observation "usually knocked out" its target.

On the German side at Elsenborn, the situation was quite different because they no longer could fly cub planes in daylight because of U.S. air superiority. Therefore, the artillery of 6th Panzer Army had no air observation capability in the Battle of the Bulge.

Mobility

In addition to being able to shoot, the field artillery must be capable of moving — and mobility was especially desired for the close support units of the division artillery. Mobility is required not only to transport the howitzers from one position to the next — but also to resupply the units with ammunition, fuel, and food. As noted earlier, howitzers are not much use if they cannot be supplied with ammunition.

In World War I, field artilleries were horse-drawn. In the 1920s the reformers at Fort Sill began urging that the U.S. Field Artillery be motorized. Despite considerable opposition to the idea, by 1935 the U.S. Army had begun to replace its horses with trucks. When the Germans demonstrated in 1940 what could be accomplished with highly mobile forces, the U.S. Army accelerated the pace of its motorization. By 1942, all American field artillery units had been fully motorized.

At Elsenborn, the excellent mobility of the artillery of the 99th and the 2nd Infantry Divisions enable them to minimize their losses when Col. Peiper's Panzers broke through on their right flank.

The mobility of the German artillery was quite another story. Americans have been led to believe by World War II film documentaries that the whole German Army in the Bulge was highly mobile. However, in the 1930s, the Germans had decided not to motorize the infantry divisions. Hence, for most of World War II the artillery of the German infantry divisions was horse-drawn. In 1944, some of the light battalions were provided with captured and other vehicles — but the 150mm howitzer units remained horse-drawn and about half of the light battalions of the VAKs. Some units resorted to using a single prime mover for every three or four pieces.

In the Bulge, an acute shortage of gasoline further reduced the mobility of the German artillery. Because of the lack of transport and fuel, the German field artillery was not able to keep up with the advancing Panzers. For example, it took the 388th VAK four days to move its six battalions to the next position — a distance of only 12 miles. And only about half of the German Corps Artillery was able to follow in the wake of the offensive.

During the offensive, both armies at Elsenborn faced problem of re-supplying their firing batteries with ammunition — the Germans because of transport and fuel shortages, and the Americans because their main supply route was cut early — and their ammunition dump was endangered and evacuated. The Germans were unable to solve their ammo re-supply problems — while the Americans, thanks to their superior mobility, were able to solve theirs quite handily.

Communications

To perform its shooting (gunnery) function the field artillery must be able to communicate with higher, lower, and supported units. When the FDC system was being developed it became evident that in order to exercise the control necessary to mass fires the FDC would have to be provided with an elaborate, redundant, and reliable communication network involving the forward observers, FDC, and the gun batteries. Moreover, it should be an independent artillery system which did not rely on the infantry for wire links.

In World War II the primary means of communications was by phones — field wire in the infantry divisions. Radio was considered a "back up" means. During the Bulge, the American communication system generally performed well. During the first few days, there were some disruptions to wire lines cut by shell fire — but these were usually repaired with dispatch.

Regarding German artillery communications during the Bulge not much information is available at the division level. We do know that the senior artillery officer of 6th Panzer Army did not have independent artillery wire/radio links to his subordinate units — such as the system available to his counterpart in U.S. V Corps, Brig. Gen. Helmick.

The German 88mm Gun

Introduction

The German 88mm gun is the best known artillery weapon of World War II. American combat veterans of the ETO have strong feelings about this particular weapon because they firmly believe that the 88 was the artillery piece that did most of the firing against them. Veterans tend to describe the 88 as a "super gun" "terrifying," "pervasive," and "scourge of the battlefield." By the Battle of the Bulge, the 88s had attained an almost mythical aura with the GIs and almost all German incoming artillery rounds, regardless of caliber, were referred to as "88s" by the troops.

But did these beliefs represent an accurate assessment of the 88 as a field artillery weapon — or were they an exaggeration of its role as an anti-personnel weapon?

The following is my attempt to answer this question — and hopefully, to provide some interesting facts about the 88s to my fellow veterans:

Development of the 88mm FLAK gun

In 1925, the German Luftwaffe anticipated the need for a heavy anti-aircraft gun. Because of restrictions of the Versailles Treaty, the first gun was not produced until 1933 as the 88mm Flak 18. As war loomed in the mid-30s's, efforts were made continually to upgrade the Flak 88s — and new models were introduced in 1936, 1939, and 1942. As anti-aircraft guns, these weapons were placed under the Luftwaffe — with the mission of defending against enemy aircraft in both the Homeland and on the battlefields. During World War II the Germans built about 18,000 88s.

The 88mm Flak 18: Entered the service in 1933. The gun featured a single-tube barrel on a pedestal, and an ingenious semi-automatic breech and a cruciform platform carriage.

The 88mm Flak 36: Entered the service in 1936. Because of flaws in the Flak 18, the Germans redesigned the weapon and produced the Flak 36. This gun had a new three-piece barrel so the section near the chamber could be replaced separately. The basic mounting was changed from an octagonal to a square shape — and the piece was provided a new carriage.

The 88mm Flak 37: Entered the service in 1939. It employed a new improved data transmission system for finer control. And a simpler barrel construction of only two segments.

The 88mm Flak 41: Entered the service in 1942. This version of the Flak 88 was designed to enhance the weapon's capability as an anti-aircraft weapon by significantly increasing its maximum range. The Flak 41 could reach almost 9,000 feet higher than the Flak 37. It also had improved ballistics, an increase in the rate of fire, a new, longer tube, and new mounting and ammunition.

Uses of the FLAK Guns: 1936 to 1945

The Flak 18 was originally built to be an anti-aircraft gun and initially that was its only function. However, during the Spanish Civil War in 1936-37 it was discovered that the 88 could be used effectively as an anti-tank gun. However, it was not till 1941-42 that Rommel fully exploited its anti-tank capability with great success in the North African campaign. There, the treeless, flat terrain was ideal for the high velocity, flat trajectory weapon. Another advantage was that the Germans had many 88s while the Allies had no comparable heavy anti-tank gun. This disparity — plus German propaganda, helped trigger the "myth of the 88s."

The Flak 36 also was basically an anti-aircraft gun — but by the time it came on line, it was seen as a multiple purpose gun; that is, both as an anti-aircraft and anti-tank/field gun. However, during the invasion of Belgium and France in 1940 the flak guns were used mostly as anti-aircraft weapons — and only occasionally for anti-tank and anti-pillbox purposes.

The Flak 37 was a modification of the 36. By this time it was anticipated that large numbers of Flak 88s would be needed to defend the Homeland — and to provide the field units with both aircraft and tank defenses. In 1943, during the large tank battles in Russia, the Germans made good use of their 36s and 37s as heavy anti-tank weapons. And again when the Allies landed in Normandy, the Flak 88s were in great demand both as anti-aircraft and as anti-tank/field guns. During the Battle of the Bulge, when the weather cleared on 24 Dec., German armored formations looked to the Flak 88s to protect them from Allied planes which had air superiority. In addition, some anti-tank missions were fired — and a lesser number of close support missions. In the Bulge the German Flak 88 still greatly outnumbered the American heavy anti-aircraft guns. The excellent new 90mm gun performed the same multiple tasks as the Flaks — but were much fewer in number.

The Flak 41 had been built primarily to improve the anti-aircraft defense of key installations in the Homeland — and they were used for that purpose. Only a few of the Flak 41s ever saw action with the ground forces — and those were rarely used in the anti-tank/field role in the Bulge.

Development of the 88mm PAK Gun

As early as 1941 the German Army began expressing a requirement for an 88mm gun which would be used exclusively as a heavy anti-tank/field gun — with no anti-aircraft capability. Krupp came up with an excellent gun — the 88mm Pak 43 which entered the service in 1943. The next year a new version was available, the Pak 43/41 — and it was a superior anti-tank weapon. In the Battle of the Bulge two units of the 6th Panzer Army were equipped with the 43/41. The 388 VAK had one battalion of 18 guns — and the 683 Panzer Jaeger Abt had 36. The hilly, broken terrain of the Ardennes was not ideal for the employment of a heavy anti-tank gun like the deserts of North Africa had been, or the plains of Russia. Moreover, there were too few 43/41s to make much difference in the Bulge.

In summary, in the Battle of the Bulge the Germans employed two different types of towed 88s — a Flak and a Pak. The Flag guns were by far the more numerous and the gun performed three roles on the battlefield: anti-aircraft, anti-tank, and close support. As an anti-aircraft gun it was a good weapon. As an anti-aircraft gun it was superior. And as a close support gun it was only fair (as compared to the 105mm howitzer). The Paks were strictly anti-tank/field guns and were a superior anti-tank weapon. A late entry in the war, the Paks participated in the Bulge, but in limited numbers.

The Myth of the 88

The myth was born in North Africa with Rommel's great success with the 88 as an anti-tank gun. At that time the Germans had plenty 88s while the U.S. and the UK had no comparable heavy anti-tank gun. German propaganda publicized it as an all-conquering super-weapon. The U.S. and UK infantrymen somehow came to believe the 88 was a major threat not only to tanks but to the infantry as well. In 1943 reports from the big tank battles in Russia extolled the prowess of the 88s as the only anti-tank gun that could stop the new Russian T-34 tank. By the Bulge in 1944, most U.S. combat infantrymen were fully persuaded that the 88 was their main nemesis on the battlefield — and they invariably yelled "88s" upon hearing an incoming round. Ian Hogg, the noted English expert on the artillery of World War II, noted this tendency in his book on the German artillery of World War II. And I personally noticed it as a forward observer at Elsenborn.

Myth vs. Reality

Did the myth represent the truth about the 88s threat to the infantry? Was the 88 the main anti-personnel artillery piece in the German Army? The role of firing against opposing front line troops was the responsibility of the German Division artillery — which included several light battalions mostly of 105mm howitzers, a medium battalion, and an anti-aircraft battalion. The Panzer division's anti-aircraft element included a heavy 88 battalion which occasionally fired anti-personnel missions. But in the Panzer divisions there were about twice as many 105 howitzers as there were 88s. In 1944, the German Infantry (Volksgrenadier) Division had no heavy anti-aircraft unit and there was not a single 88 gun in the entire division in the Bulge.

Conclusions

The U.S. Field Artillery in World War II

There is no merit to the allegations that the U.S. Field Artillery fought World War II with obsolete weapons of inferior quality. All of the American howitzers and guns were virtually new and compared quite favorably with those of the Germans — and they were more highly motorized. In the area of artillery technology, the American proximity fuse was an achievement unmatched by the Germans, though the Germans were ahead in missile technology.

In the area of artillery operations, the Americans were noticeably more effective at controlling the fires of the artillery by mastery of the massed fire techniques.

The German 88s

Early in the war, the American infantry was misled into believing the 88 was more dangerous to men in the front lines than was actually the case. A myth developed and spread widely — and by the Battle of the Bulge, the U.S. infantrymen were persuaded that just about every artillery round fired at them were 88s. Actually, the 105mm howitzer was the German's main anti-personnel weapon — and fired many more rounds at the infantry than did the 88s — and with a larger shell.

Acknowledgements

My deep gratitude goes to the following for their assistance: Richard C. Anderson Jr., Danny Parker, Dan Rosen, Sue Thompson, Margaret A. Weaver, Ian Hogg, Boyd Dastrup, Rich Boyland, Dan Crowley, Charles Biggio III, and Lt. Gen. (USA-Ret) David E. Ott.

A 105mm howitzer from the 2nd Infantry Div. provides support during December 1944.

8-inch howitzer in action during the Bulge.

A 105mm howitzer section during the Bulge, 591st Field Artillery Battalion, 106th Infantry Division.

155mm Long Tom gun firing during the Battle of the Bulge.

White phosphorus shells fired on German positions during the Bulge.

155mm battery during the Battle of the Bulge.

8 inch howitzer on the move during the Bulge.

No matter what your job, it was dangerous. Artillery battalion mess sergeant lies dead after a German barrage, April 1945.

M7 Self-propelled 105mm ("Priest") near La Gleize, Belgium during the Battle of the Bulge.

Captured German 88mm Gun.

M1 155mm towed gun being set up for firing during the Bulge, December 1944.

Corporal Tony D'addio of Battery D, 460th Parachute Field Artillery Battalion labors to sight in a 75mm pack howitzer outside the Belgian town Logbierme, Belgium, December 18, 1944.

Abandoned artillery position of the U.S. Army during the Battle of the Bulge. The St. Vith area, Belgium, December 1944.

Gunners of the 244th Field Artillery Battalion fire a captured 88mm gun, 26 December 1944. American forces captured dozens of German artillery pieces.