History of aviation

the history of the Aviation could symbolically begin with the flight from Icare, but it is necessary to await the December 17th 1903 to see the takeoff of the first machine heavier than the air after twelve decades of reign of lightest than the air.

The history of aviation can be rather easily divided into seven periods:

the " science-fiction" , ballooning, the " préhistoire" and planed flights: it is the period which finishes at the beginning of the XIXe century and which men imagine in manner more or less realistic what could be a flying machine. Starting from the end of the XVIIIe century this period sees the beginning of the conquest of the air with the development of ballooning and many robbery attempts planed.
pioneers of the heavier than the air : it is the period of the first flights of engine machines able to take off by their own means. Almost each flight is a first or an attempt at record: a little further, more quickly, higher etc the aviators are generally originators and adventurers.
the First World War: a few years only after the first flight this period sees the appearance of a new weapon on the battle field. One passes suddenly to a mass production, certain models of planes will be built to more than one thousand of specimens and the pilots become " professionnels" even if the perfume of adventure did not disappear.
enters it two wars: the end of the First World War puts on the market a surplus of pilots and apparatuses which allow the launching of commercial air transport and, initially, that of the mail. Aviation develops and one attends the creation of an air force in many countries. The military aviation pushes the manufacturers to beat new records. Progress of the civil aviation is a repercussion of the military studies.
the Second world war: aviation is largely used on the battle fields. One can regard this period as the apogee of the planes using a piston engine and a propeller like means of propulsion. The end of the war sees the inception of the reaction engine and the radar.
second half of the XXe century: again the end of the war puts on the market a surplus of apparatuses and pilots. It is the beginning of regular commercial air transport " all temps" able to free themselves from the weather conditions and to practice the flight without visibility. Military aeronautics pushes with the development of the engine and share to the conquest of the supersonic flight. The civil repercussions allow the development of the first four-jet airliners and air transport opens with all, at least in the developed countries.
the beginning of XXIe century: it is the field of the topicality. Commercial air transport developed so much that certain zones are saturated, the development is related to the planes themselves than with progress in the management of the traffic and the means of navigation. On the military level the plane is not that one of the components of the systems of weapons and the role of the pilot tends to be reduced to the profit of the automatic systems. Will the drone replace the plane? It is still too early to affirm it but the military pilot, role still carrying prestige, is well far from the knight of the sky of the First World War.

See also: the Chronology of aeronautics for dated precise events.

Prehistory

The flight for the man is an old dream, the legend of Icare confirms it. And if Léonard de Vinci, about 1500, scientifically studied the possibility of making steal “the heavier than the air” it is only well a long time afterwards, almost four centuries, than that will be carried out. Meanwhile, in 875, the Berber scientist Ibn Firnas flies with a sailplane during ten minutes, and in 1783, the Frères Montgolfier, but also Jacques Charles made it possible the man to rise in the airs, but on board “lighter than the air”. Following that, research on the heavier apparatuses will be suspended and take a certain delay. At the end of the XVIIIe century, the British Sir George Cayley, taking as a starting point the work of the French Launoy and Bienvenue builds a Hélicoptère in 1796. In 1808, it builds a “Ornithoptère” on a human scale and in 1809 a Planeur which will fly without passenger.

William Henson and John Stringfellow, resuming work of Cayley made steal a small-scale model of airplane to vapor. Nevertheless the powerful engines for the apparatuses with real size were too much heavy to enable them to take off. Progress thus initially will pass by the sailplanes and the study of the Aérodynamisme.

In 1856, the French Jean-Marie Breaking carries out the first tests of sailplane with passenger. In 1863, the word “aviation” is invented by Gabriel of Landelle. And the British Francis Herbert Wenham in 1871 builds the first tunnel, ancestor of the blower which will make it possible to try out models.

The things accelerate: in 1874, the French Felix of the Temple lance an airplane with vapor since a tilted plan. But so that there is takeoff, no help is needed: neither inclined plan, nor catapults and so that there is flight, it is necessary to land on the same level as that of takeoff.

The tests with Planeur S follow one another: the German Otto Lilienthal, the British Percy Pilcher, the Americans John Joseph Montgomery and Maloney, the French Ferdinand Ferber, Maurice Colliex as well as the Brothers Neighbor.

Pioneers of the heavier than the air (of Clement Ader in Santos Dumont)

Several countries assert the paternity of aviation. This is partly with the context of nationalism exacerbated of the years of before 1914, or historical objectivity was often erased in front of the glorification of the national capacities. Currently, one still continues to frequently read that the Frères Wright would be the " fathers of the aviation". They however never asserted themselves of flight former to 1903. See also the tests of Traian Vuia.

The definition of the flight is fuzzy, and the name of the first nobody to have flown depends on it. One can define the flight as the absence of contact with the ground at a certain distance, with or without outside assistance on takeoff, with or without effective control of the trajectory.

The first Man having stated to have flown (however after the flight of the Wright brothers and Santos Dumont) is French Clément Ader, with the orders of sound Avion. The first attempt at 1890 is however a failure: the marks left by the wheels in the ground furnishs would have presented a place where they were marked and would have completely disappeared on a score from meters. Its flying machine would have thus carried out a jump. There were no witnesses other than employees of Ader with the result that this flight with is classified in the first failures of heaviest than the air. In any event, it did not make a success of either a flight in front of official witnesses in 1891.

October 14th, 1897, with the military camp of Satory, Clément Ader springs on board its Plane III front a floor the official ones of the ministry for the War. At the end of 200 meters, the machine takes off finally and follows, during a hundred meters, the curve of the circular surface planned for the demonstration. Alas, the centrifugal force and the wind of through violently off-set the Plane III which ends up leaving the track to go to be crushed some two hundred meters further. In front of this failure, the ministry for the War cuts the appropriations in Ader. Two days before this demontration, Ader and its plane a beautiful exit had succeeded (without one precisely knowing the parameters of this flight). Despite everything, one can affirm that on October 14th, 1897, Clément Ader accomplished the first flight of heavier than the self-propelled air and partially controlled (turn of a hundred meters).

The Frères Wright tried out their plane, the “Flyer”, in the dunes of Kitty Hawk the December 17th 1903. Each of the two inventors flies, after having drawn with the fate that which would have the privilege to inaugurate their apparatus. The first, Orville flies on 39 meters during 12 seconds. This is generally regarded by the American people as the first flight motorized and controlled of heavier than the air. However their detractors, in particular the partisans of Alberto Santos-Dumont, reproach him for having needed a rail fixed on the ground for takeoff, Flyer not having wheels. Moreover, the low number of witnesses, because of the will of the inventors to keep their secret methods, and misses it reliable evidence play a negative part for their credibility. However the reality of these flights was shown later during the various demonstrations which Wright carried out in France in particular with Auvours in the Sarthe

Brazilian the Alberto Santos-Dumont, stole to Bagatelle the October 23rd 1906 on 60 m at an altitude of 2 with 3 Mr. Thanks to this flight on board 14 (a), it gained in front of many people the Price Archdeacon, decreed by Aéro-Club of France for the flight of heavier than the self-propelled air (without mechanism of launching). Its detractors, inter alia the partisans of the Brothers Wright, reproach him for being able to fly only in Ground effect, whereas the Flyer III could already gain altitude when it stole on 39.5 km the October 5th 1905.

Improvement of the machines (1904-1914)

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Henri Farman, traversing on October 30th, 1908 the 27 kilometers which separate the small village from Bouy of the city Rheims, accomplishes on board a Voisin airplane the first air voyage to the world history of aviation.

From August 22nd to 29th 1909 the first international meeting of aviation of the history was organized: prestigious “the Great week of aviation of Champagne” of Rheims - which was held very exactly on the commune of Bétheny, to the site of current the Air base 112 Rheims-Champagne - in which all the large pilots of the time took part: Louis Blériot, Henri Farman, Louis Paulhan, Hubert Latham, Glenn Curtiss… Nearly a million spectators assisted to with it.

trade in front of the act of war

In the years which precede the First World War, the tensions growing in Europe encourage the governments to be interested in aviation as a weapon of war. From where the organization by France of the famous contest of military airplanes of Rheims (October and November 1911), first contest of this type of the world history of aviation. The various manufacturers, French and British in particular, are devoted to a race against the clock to try to obtain orders with export.

Léopold Trescartes, holder of the civil patent of the Aero club of France n° 842 delivered on April 16th, 1912, accomplishes on September 7th, 1912 the first flight with the top of Oporto (Portugal) on board a biplane manufactured by Maurice Farman. This plane, officially bought by a newspaper of Oporto and from which the exhibitions are useful, for the general public, to finance the construction of a crib is actually a model intended to convince the Portuguese government to buy French planes within the framework of the creation of an air force. After many demonstrations, in presence in particular of the Minister for the Portuguese war, the choice of the Portuguese authorities will be made finally on a British apparatus of Avro mark.

The First World War (1914-1918)

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Planes and pilot pioneers are requisitioned for reconnaissance missions. Targets of the two camps on the ground, they are decimated. The great nations obtain very quickly a military aviation where planes spécialisent : recognition, hunters, bombers.

A race with the records is committed to take the advantage on the enemy, the armament is improved with the first synchronized machine-guns. The parachute makes its appearance. On the ground, one builds aerodromes, and the plane is manufactured in series.

October 5th, 1914, very close to Rheims, proceeds above the junction point of the communes of Jonchery-sur-Vesle, Prouilly and Muizon, the first aerial combat with shot down plane of the world history of the military aviation, gained by the Neighbor of the pilot Joseph Frantz and the observer Louis Quenault against German Aviatik.

At the end of the war, one compte :

4 500 French planes
3 500 British planes
2 500 German planes

Marie Marvingt invents in 1914 the medical Aviation.

The between-two-war (1918-1939)

The end of the war sees a great joy in the world!! All people from now on in freedom. Of soldier, aviation must find other ways. Many pilots turn to the exhibitions, acrobatics, the attempts at records. The manufacturers seek to find new commercial exploitations: first lines of passengers, transport of the mail, as in France the factories Latécoère, which create a postal service in direction of Senegal, via Spain and Morocco, using the old military apparatuses initially, then new models built by the company.

May 21st, 1927, Charles Lindbergh succeeds in crossing the Atlantic, of New York to Le Bourget. It spent 33 hours while flying on a monoplane, Spirit off Saint-Louis.

The years preceding the Second world war, military research intensifies and of new revolutionary inventions are outlined, such as the Turbine (in the United Kingdom and especially in Germany), the rocket (in Germany), or the Radar (in the United Kingdom). The war of Spain is used as ground of experimentation with the forces incipient from the Luftwaffe. A known episode of this hardly is the bombardment of the town of Guernica by the planes of the “Legion Condor”, massacre solidified by Pablo Picasso.

Only the heavy bomber misses with the panoply Luftwaffe. It has, moreover, the Messerschmitt BF109 which passes for the best hunter of the moment.

Japan, aligns famous “the to him Zero” as from 1939. The Mitsubishi A6M, with the outstanding performances which will dominate the Pacific during first half of the war. It will use its aviation embarked to destroy Pearl Harbor, which starts the entry in war of the United States.

The United Kingdom has slow but well armed Hawker Hurricane, then Supermarine Spitfire faster able to resist the Messerschmitt BF109. It can count on its coastal radars and its statute of island, remotely sizeable of the continent.

The Second world war (1939-1945)

At the end of the First World War, a report is essential: the battle field does not have any more two but three dimensions. Indeed, thanks to technological advances inherent in any conflict, a new weapon appeared: the Plane. Used starting from 1916 to a significant degree, the Avion thus creates the third dimension on the battle fields. This irrefutable fact obliges the various generals to re-examine their Tactique S of combat, even if they keep same the Stratégie. On the other hand, they often test difficulties of defining the use of this new weapon. Does it have to be used as support of the troops on the ground, or must it be an instrument making it possible to carry the danger behind the enemy lines? When the conflict is completed, these questions remain very often outstanding. However, the plane was affirmed as an important weapon, and starting from 1918, one is interested closely in its future employment in a possible war.

Certain countries include/understand immediately the importance of the Aviation, and they consider it consequently as a weapon with whole share. It is the case of the the United Kingdom which creates since 1918 the RAF (Royal Air Force) to replace the RFC (Royal Flying Corps). The RAF is a weapon with whole share, i.e. it depends neither on the Royal Navy, nor of the Army. In Germany, it is in 1935 that east creates the Luftwaffe, the German military aviation, it so independent of the others weapons. On the other hand, in France, the Stratège S have a particular design of the Aviation: for them, it is and must remain a tool with the service of the two only weapons true, namely the Navy and the Army. In Italy, the General Giulio Douhet emits a theory who causes sharp debates, and even a certain mockery on behalf of many strategists as well in Italy as in the remainder of the Europe. He claims that all alone aviation can gain a war, by destroying the enemy economic infrastructures and soldiers. All these designs and these strategies of course have a paramount importance on the military budgets, and there is nothing astonishing to find aviation in good place with the the United Kingdom and in Germany. In the same way, as from the years 1930 - 1935, the the United States start to develop a powerful aviation. In France, on the other hand, the efforts are dispersed and the budgets are insufficient to obtain modern planes in quantity, in spite of projects and manufacturers of quality.

Little by little, the tension goes up in Europe, and the various theories and strategic designs on aviation are not long in being confronted with the hard reality of the war: the first air war of the History is announced.

The air war in Europe

Successes of Luftwaffe (September 1939 - June 1940)

After its victories in Spain, which is used to him as training ground life size, the Luftwaffe is fine ready. It can from now on dominate the European skies. This domination is done in two times. Initially in Poland, with the concept of Blitzkrieg (blitzkrieg) developped at the point by the German Staff, then on the face of the west, as from May 1940, with this same concept.

In spite of the agreements signed in Munich in 1938, Hitler continues its expansionist policy. September 1st 1939, it launches out to the attack of the Poland. For that, it is based on the concept of blitzkrieg. The Blitzkrieg is pressed on two essential instruments: the tank and what interests us here, the Avion, with the Junkers 87 “Stuka”.

When Hitler gives the order to its troops to invade the Poland, it launches the Blitzkrieg. This one begin with an attack from the Junkers 87 “Stuka” which must cut the enemy of its reserves and destroy its Artillerie. From there, the armoured tanks pass in their turn to the action, followed by artillery and the Infanterie motorized. They clean the pockets of resistance, whereas the Junkers 87 “Stuka” badger the transportation routes, to avoid the arrival of the reinforcements. The attacked troops are often found without contact with their hierarchy, which contributes to the panic and the disorganization of defense. The death-blow can then be carried: the armoured tanks are inserted deeply in the unfavourable device, sowing a little more the disorder. The second level of Infanterie settles him in enemy territory to deal with the logistics of the units of point. Vis-a-vis this attack, the Poland cannot resist and at the end of a few weeks of combat, it must capitulate, in spite of a savage will in particular on behalf of the Polish aviators.

In front of so much of success, Hitler continues its conquest of the Europe while launching its troops on the Denmark. There too, the victory is without call. At this point in time the war moves in Norway. The British send the Royal Navy and of the escadrilles of planes in Norway to try to cut the road of iron to German. However the Luftwaffe remains main airs for a reason: its bases are close to the face, which is not the case of the British apparatuses. Those operative for the majority starting from the the United Kingdom, they have only one reduced autonomy of combat, which facilitates the work of the Luftwaffe. Thus, the Norway falls in its turn under the German domination. Helping success, Hitler relies any on its armies, and, on May 10th 1940, it starts the blitzkrieg in the west.

Blitz having proven reliable, German launches it to the west: they cross the Belgium and bore the Franco-British lines. The situation is thus alarming for the Alliés, even if the Luftwaffe loses many apparatuses. On this subject, the myth of the 1.000 French victories held a long time, before being beaten in breach at the end of the years 1990. In fact, the French and British pilots must divide themselves between 800 and 850 victories. One is thus very far from the myth of the 1.000 victories for the only French air force. At all events, German loses much more apparatuses than the allies (approximately 500 victories for German). However, they make sure the control of the airs. It is thus an additional victory, the more so as the Franco-British troops are encircled in the pocket of Dunkirk. The decision of an evacuation is made: it is the operation “Dynamo”.

Decided by the General Gort, in agreement with Churchill, this operation aims at evacuating all the allied soldiers of the continent, that is to say 2,6 million men, starting from the only port of Dunkirk. However, the situation is such as the evacuation is also done starting from the beaches. To support the evacuation, the Alliés have 1.375 apparatuses against 2.738 for the Luftwaffe. May 26th 1940, the operation “Dynamo” begins, but when the first ships arrive in the port, they realize that this one if is touched that it is unusable. There thus remain only the moles and the beaches to evacuate the soldiers. After a 24 hours pause to supply itself, the German army restarts on Dunkirk, and Luftflotte n°2 of the General Albert Kesselring is charged to reduce the pocket. The Marshal Hermann Göring, the chief of the Luftwaffe is so trustful that he praises himself to be able to destroy the pocket with his only weapon. One (first) error of appreciation that Hitler never forgave him. With Dunkirk, the situation is delicate: while the soldiers wait to be evacuated on the beaches, the air war is with paroxysm. Indeed, the Luftwaffe tries to prevent the evacuation by attacking the boats and by mitraillant the beaches, whereas RAF tries to cover the allied retirement. The pilots and the planes of RAF are not spared, far from there. Indeed, the 21 will squadrons affected with the 11th group enter 4.822 hours, 258 victories, 119 enemy planes damaged for the loss of 87 apparatuses. In spite of these efforts, the aerial combats pass unperceived, and a feeling of bitterness is done day among soldiers towards the RAF whose one deplores the absence. However, thanks to its interventions, it limits the damage of the evacuation, allowing the re-embarkation of 338.226 men, and weakening a little more the Luftwaffe. Indeed, in spite of its successes, and its domination, the latter lost many planes in its countryside in the west: only Göring does not realize there. Its next objective: the the United Kingdom.

Thus, of 1939 in June 1940, the Luftwaffe is only successes, as well in Poland and in the north of the Europe as in the west as from May. Thanks to a well ground tactic, it makes sure the control of the territory and the European airspace. During the operation “Dynamo”, the RAF makes it possible to limit the damage, but it does not remain about it less than the British are isolated on their island, without any means of fighting with ground German: their hopes rest on the Royal Navy and the RAF. But they must above all defend their territory.

The rebalancing of the forces (1940 - 1941)

After having reigned on the European sky of 1939 at June 1940, the Luftwaffe mark the step, of June 1940 with 1941, and one attends a rebalancing of the air forces. For better including/understanding this crushing argument, we will be interested initially in the Bataille of England, before considering the theory of the strategic Bombardement and its first applications.

Continuing its dreams of hegemony on the Europe, Hitler sign directives of the Operation Seelöwe on July 16th 1940. The purpose of this operation is, in the long term, to unload with the the United Kingdom, to complete the conquest of the Europe. For that, air supremacy is the key to success. Without it, the fleet of German invasion could not cross the Manche to conclude its mission. Covered by the Royal Air Force, the Royal Navy would have good game to crush the modest means of the Kriegsmarine. Conversely, without the protection of the hunters, the British ships would be as many easy preys for a main Luftwaffe of the sky. The preliminary phase of the operation thus consists in destroying the RAF, its air bases, and its factories aeronautical. For that, the Luftwaffe has 2.820 apparatuses, of which a third of hunters. Vis-a-vis it, the RAF of the General Hugh Dowding can align 591 hunters (Spitfire, Hurricane and Defying), but also stoppings of balloons, stations of guet and especially a chain of coastal Radar S which will prove to be determining.

From July 8th to September 30th 1940, the British sky is the witness of the most important air battle of the history hitherto, the Bataille of England. July 11th, the port of Portsmouth is bombarded for the first time by German. August 8th, 257 planes attack a maritime convoy close to Weymouth, running 7 ships. But the serious things must begin on August 11th, 1940, the " Day of Aigle": Luftflotte n°2, 3 and 5 have the role of destroying RAF. Göring estimates that it is enough for him four days to have the control of the sky in the south of the England, and a month at most to destroy the totality of the RAF. It is what he promises with Hitler. However, on August 11th, the weather is poor and the objectives are not attacked, except Portland and Dover. The following day, time is hardly more lenient, but the Luftwaffe bombards several aerodromes of the Kent and puts out-service the station Radar of Ventnor. Finally, the " Day of Aigle" takes place the 13 August 1940. Indeed, in the night, the factories Aéronautique S British are bombarded, and in the afternoon, the Luftwaffe lance what will remain its larger attack on the the United Kingdom. Kent, the roads of Southampton and the mouth of the the Thames are taken for target, but the assessment of the aerial combats is with the advantage of the British: 46 apparatuses shot down against 13 lost. August 15th, German carries out 7 massive attacks, with again Kent, of the aerodromes and the factories for target, a total of 2.000 exits. The following day, the same targets are attacked. August 18th, the Luftwaffe loses 71 planes against 27 with the RAF during raids on the aerodromes. Thus is completed the first phase of the Bataille of England to the advantage of the British, who lost only 181 hunters in flight and 30 on the ground against 363 losses for the Luftwaffe. But the situation of the British is much more difficult than it does not appear to with it. Indeed, the Fighter Command has very large difficulties in replacing its losses, the production Aéronautique being very affected by the attacks of the Luftwaffe. If German maintains their pressure, the RAF is likely to more be able to fight, for lack of planes. The situation is thus alarming. At this point in time the miracle occurs: Göring changes tactic and decides to attack the aerodromes of the 11th Group, in south-east, from August 24th to September 6th. Initially, this tactic proves to be paying, with the destruction of 286 British planes. However, the weather obliges the Luftwaffe to reduce its activity. Despite everything, Göring is persuaded that the unloading is possible and imminent. However, having slackened the pressure on the aeronautical factories, these last take again a normal activity or almost, and can provide the RAF of planes new bright burning coal. When the good weather returns, Göring has only little time to complete RAF. Indeed, Hitler fixed the date of invasion at September 27th, which constrained the Luftwaffe to be overcome before September 17th. But the RAF took again its forces, and on September 15th is its day of glory: it destroys 56 German apparatuses, and Hitler pushes back its plans of invasion. The Bataille of England is completed on September 30th 1940 by the bombardment of London. From now on, the invasion is not possible any more before the beautiful season. Thus, the Luftwaffe lost 1.733 planes against 915 with RAF from July in October 1940. For the first time since the beginning of the conflict the German conquest is stopped. The the United Kingdom, although weakened, preserves its freedom and can develop its production Aéronautique. However, the air war changes form: the duels of hunters disappear with the profit from the strategic Bombardement and the heavy bombers. Having failed in its attempt at destruction of the RAF, Göring changes tactic and objectives. At the beginning of November 1940, it orders with the Luftwaffe at night to bombard the cities, the industrial centers and the British ports, It adopts thus the theory of the strategic Bombardement emitted by the General Douhet. Thanks to the taking away of the bombers of Luftflotte n°2, German has 750 bombers. As they fly night, they can fly low and more slowly, and thus to transport heavier offensive loads. It is Coventry which has the painful honor to inaugurate this type of attack, on November 14th 1940. This attack, supported by and a moonlight training brilliance of scouts is very fatal, and does not have any military objective. The goal is to touch the civil population to demoralize it and weary it war. This idea will very quickly be taken up by the British. While waiting, the Luftwaffe bombards the great industrial and harbor agglomerations British like Birmingham, Southampton, Bristol, Plymouth and Liverpool. However, these raids are much less fatal than that of Coventry. December 29th 1940, it is London, in particular the district of City which undergoes extensive damage (the Cathédrale St Paul also is very touched). Thereafter, the attacks are fewer, and on May 16th 1941, they end. Indeed, Hitler prepares with new conquests, in the east, and it thus transfers the majority from its air forces to the Eastern border of the Reich. Thus the attack against the the United Kingdom is completed. The British, of course, did not remain inactive for this period. They initially reacted to the raids while launching their hunters against the bombers of the Luftwaffe. Then, they were tested them also with the bombardments by tackling some objectives in France, Belgium, Netherlands and Germany. However, these attacks are very few, for lack of sufficient means: the bombers are very few and their not very important autonomy. Lastly, the carrying of bombs is limited. Far from being demoralized and overcome the British prepare their revenge.

After the crushing argument of the Battle of England, we come to see that the Luftwaffe did not remain less present and pressing about it, vis-a-vis British who make the round back while waiting for better days. Hitler having chosen to launch the attack to the east, the German pressure is slackened on the the United Kingdom. RAF benefits from it to reorganize and carry the war in enemy territory by the only means which allows it to him: bombers. Thus, they hope to be able to decrease the German potential and to take by storm Europe hitlérienne.

The attack of aviation américano-British on Europe (1942 - 1945)

Only since the French capitulation, the the United Kingdom receives an invaluable ally on December 7th 1941 with the entry in war of the the United States at its sides. In addition to the moral comfort that brings to him, it is especially formidable the potential industrialist of the United States who returns in the war. Consequently nothing any more prevents the Alliés from launching out to the attack of the Europe, initially with the recourse to the strategic bombardments, and in the second time by the air support brought to the operations of unloading.

After one difficult period to curve the back, the Alliés decide to pass to the offensive and to carry the war on the German ground, little touched hitherto. However, only aviation is able to carry the war in enemy territory thanks to the heavy bombers of recent construction (Halifax, Lancaster for the British, B-17 and B-24 for the Americans). The Alliés thus take again in their turn the doctrines of Douhet: they wish to reduce the Complexe German militaro-industrialist, by bombarding all the strategic sites German or working with the service of the Germany. Thus, the factories aeronautical, iron and steel, the Refinery S, the research centres, the marshalling yards, the aerodromes and other are taken for target. This policy of strategic Bombardement has triple favors: it satisfies the avid British public opinion of revenge after the bombardments which it underwent, it obliges German to repatriate air forces on the Western face, thus relieving the Soviet forces, and finally, it reduces the German military capacities.

To implement these bombardments, the the United Kingdom sets up the Bomber Command at the end of the year 1941. It is directed by the Marshal Sir Arthur Harris who very quickly will gain the nickname “Bomber Harris”. At the end of December 1941, the Bomber Command receives its first Lancaster, which it immediately implements. However, the first raids are failures. Indeed, the bombers fly night, without cover of hunting (for lack of hunter with long operating range), the objectives are badly defined and the non-existent radio guidance. It is thus frequent that the bombers are lost, and when they find the target, the bombs often fall very far from the objective. However, very quickly, technological advances improve the attacks. Thus, starting from 1942, the pilots are guided on the objective thanks to a kind of Radar, and aluminum spangles (“Windows”) are released on the target to scramble German defenses. May 30th 1942, the Bomber Command uses a new method on Cologne. It is a question of tackling an important objective with more than 1.000 bombers. To obtain a sufficient precision, the objective is marked by luminous bombs (the “Pathfinder”) released by Mosquito. The Mosquito is a fighter-bomber very fast and very handy, which enables him to fly at low altitude and to escape German hunting. When the target is marked, the bombers can attack with more precision. As soon as the bombs are released, a photograph is taken to evaluate the damage caused by the raid, and to increase the precision for the following raid. From now on, such will be the method of attack of the Bomber Command for all the duration of the war.

The Americans have a slightly different method of bombardment: they very bombard with high-altitude (between 20.000 and 26.000 feet in general), of day, while being based on evolved/moved systems, in particular the sight Norden. Initially, the Americans think that their bombers are sufficiently armed only to be denied German hunting. But after some disastrous raids, USAAF becomes aware of the need for giving an escort of hunting to its formations of bombers. As of 1943, the hunters with long operating range (P-38, P-47 and P-51) have thus as a principal function to escort the B-17 and B-24 of the 8th USAAF on the European theater (ETO), and of the 15th USAAF when this one is activated on MTO (Mediterranean theater of operation). At all events, the Alliés adopt the strategic bombardment as arms ultimate, and they will bury the Germany under a genuine “carpet of bombs” according to the devoted expression. The factories of the the Ruhr are their top priority, their military production being most important of Germany. Of 1942 with 1945, this area is aimed at German Europe. But these raids are fatal for allied aviation, the losses bordering the 20%. Indeed, the Germany is defended with force: the factories of the the Ruhr, just like the strategic sites of the Reich are protected by powerful a Flak, to which joint the Luftwaffe to intercept the bombers before the attack, and to track them on the way of the return. In spite of this baited defense, all the German strategic sites (that they are in Germany or occupied Europe) are bombarded, but also all the German cities. It is the consequence of a decision of the allied ones which wishes to terrorize the German population, by showing him that it not be with the shelter nowhere, even in the small towns without strategic importance. Among the most outstanding raids of this war, let us quote the Opération Chastise, which consists of the attack of the stoppings of the the Ruhr by the 617e British Squadron (called the “Prejudice Busters afterwards”) in the night from May 16th to 17th 1943. March 6th, 1944, it is Berlin, the capital of the Reich which is under the bombs. Let us quote also the bombardment of the research center of Peenemünde, which damages the installations seriously, making waste an important time in the development of the rockets V1 and V2, but which puts especially a crushing argument at research on the heavy Eau and possible a atomic bomb. Other objectives passed to the posterity, so much the engagements were keen there: the factories of ball bearing of Schweinfurt, the refineries of Ploesti, in Romania, Regensburg, Essen, Düsseldorf… Lastly, on February 13rd 1945, a bombardment of an incredible violence touches the town of Dresden. It during is combined bombardment of Coventry, into worse: 35.000 died and a striped city of the chart. Everyone keeps photography at the head showing an intact statue surrounded by fields of ruins which one finds in all the school handbooks. This bombardment, one of most terrible of the history to date, did not have any military aim. Then which assessment to draw from the strategic bombardments of the Second world war?

First of all, it is noted that the bombardments alone do not make it possible to gain the war, contradicting in that the theories of the General Douhet. Then, another report, the “bombardments of the fear” intended to demoralize the population do not have any positive effect for the Alliés. Quite to the contrary, they increase the hatred of German in their connection, and reinforce them in their will to die rather than to go (it is what partly explains the strong mobilization of German within the Volkssturm at the end of the war). For as much, the assessment is far from being negative. Indeed, the air raids made it possible to destroy approximately 10% of the German industrial potential. Moreover, they slowed down considerably the industrial production of the Reich, either by touching the factories directly, or by blocking transport of the raw materials and strategic by the destruction of the marshalling yards. Moreover, the bombardments have constrained the industrialists to delocalize and scatter their production in order to protect it from the attacks. Lastly, the bombardments made it possible to relieve the Red Army on the Eastern face since the Germany repatriated a large part of the Luftwaffe. Despite everything these positive points, the bombardments alone will not make it possible to gain: the Alliés know it, and they decide to unload on the continent to gain ground, symbol undeniable of the victory.

The Débarquement is thus the solution chosen by the Alliés to try to gain the war. However so that a Débarquement succeeds, is needed that the troops is ensured of a minimum of aerial cover, to avoid the enemy corrosions. Another requirement, to prohibit the arrival of enemy reinforcements on the head of bridge while cutting the transportation routes. These two missions are those of aviation at the time of operations of Débarquement S. During the Second world war, of many operations of unloading take place, in particular in the Pacifique. On the European theater, that which interests us here, principal the Débarquement S takes place in Italy and France. Since the technique used in all the unloadings is identical, we will support our explanation on the unloading of Provence, Anvil/Dragoon operation of August 15th, 1944.

Aviation has a double mission in an operation of Débarquement: to ensure the aerial cover of the troops unloaded by having the control of the sky and to prevent all the enemy troop movements towards the head of bridge. To obtain this result, the ground should obviously be prepared. Thus, as of January 1944, Churchill orders with SOE to massively parachute weapons with the maquis of the south of the France. Its orders are not followed with all the wanted rigor, but the maquis receive many containers filled with weapons, ammunition, but also of vivres and explosives. Thus, from the point of view of the unloading, the Alliés use aviation to supply the maquis. The latter will be able to then multiply sabotages and ambushes to delay the German troops at the proper time. Moreover, the maquis receive parachuted allied agents, which have the role as well as possible of framing them and of using them in the optics of the unloading. Sometimes, certain agents have very specific missions, the such mission “Schooner” of which the goal is to avoid the sabotage of the port of Sète by German.

However, aviation is not limited to these special operations. Indeed, it must make sure the control of the air in the zone of unloading. Also, it is imperative to destroy the maximum of enemy planes. For that, one resorts to the strategic bombardments described above. For the unloading of Provence, the main targets are the Orange-Caritat aerodromes and Orange-Plan of God but also Valence it trésorière, Montpellier-Fréjorgues, Living room-of-Provence and Istres it Tubé. These strategic bombardments takes place a few months before the unloading. Always in the optics of the unloading of Provence, the Allies set up the Task force 88. It is the air and sea force of the unloading, whose aviators are trained since January in the optics of this operation, without the knowledge. The Task force 88 is made up of 2 American aircraft carriers and 7 British aircraft carriers, but this force will be joined together only on August 14th, 1944, that is to say the day before unloading. Here thus as regards the long-term preparation. Let us observe the events now returning fully within the framework of the operation Dragoon. To support the unloading, from many units of USAAF and RAF are transferred in Corsica. Corsica becomes a genuine natural aircraft carrier starting from August 12th 1944. The first operations entrusted to the hunters, on August 13rd, have as a target the attacked aerodromes in May and June by the bombers. The average bombers (B-25 and B-26), attempt to destroy the bridges, whereas the heavy bombers operate August 12th and 13rd on the beaches of all the littoral (to leave the Germans in the expectancy as for the place of the unloading). August 14th, the hunters attack the German headquarters to Montfrin, Remoulins, Domazan… in order to disorganize enemy defense. In the same way, the coastal batteries and all the transport infrastructures are aimed. During this time, many formations patrol between the Corsica and the continent to intercept the possible observation aircrafts of the Luftwaffe which could locate the Task force 88, on the way towards the Provence.

Lastly, on August 15th 1944, the unloading itself starts, with for the air part the dropping of parachutists close to Muy. Hunters of USAAF and RAF patrol on the beaches, to protect the troops on the ground, whereas others bombard in piqué the coastal batteries and the transport infrastructures and of communications. The apparatuses of the Naval Aviation, them, carry out many missions of “Spotting” which consist in locating targets on behalf of the Destroyer S, which are given the responsability to destroy them. However, their tasks are not limited to that. They also tackle the coastal batteries and the German infrastructures. When the success of the first phase of the unloading seems assured, i.e. towards the 17 August 18th 1944, aviation receives the order to carry out reconnaissance missions armed of which the goal is clear in the spirit of the pilots: “To destroy any German means of transport, and all that can be used by the enemy to go in Provence as fast as possible” (dixit R. Arrowsmith, pilot with the 1st FG, 15th USAAF). Thus, the corrosions and dive bombing multiply, as well in Provence as in Languedoc. The cars, the trains, the bridges, oil the deposits, the barges, railways, and all that could be used for the Germans is attacked. Moreover, the attention of the pilots is drawn by the Staff on German divisions armor-plated and the troops which travel towards the Provence: they should not arrive there. And they will not arrive there Indeed, the the Rhone is insuperable or almost, all the bridges being crossed since August 16th. Moreover, the columns are badgered by the conjunction with the maquis (armed a few months earlier by aviation) and with the allied hunters. Also, rendering German multiply, with Montpellier, Tornac, Salinelles… As of on August 21st, of many groups are returned at their base in Italy (it is the case in particular 1st and 14th FG). Then, on August 24th, it is half of the Task force 88 (the Task Groups 88.1) which is returned in Sardinia, other half according to on August 29th. Then which assessment to draw from this air unloading?

It should well be acknowledged, success is total. The control of the air is complete as of on August 15th, which surprises the Alliés themselves, which expected some appearances of the hunters of the Luftwaffe. The first task of aviation is thus accomplished without encumbers. As for the second task, namely to avoid the arrival of reinforcements, force is to note that it is also carried out correctly, since no important German troop manages to cross the the Rhone without encumbers. The unloading of Provence is thus a great success. It should be said that it profits from the immense experience gained in the field by the allies since the beginning of the war, in particular after the operations Torch of October 1942 and Overlord of June 1944. Such is thus the use of the aviation made by the Alliés at the time of the Débarquement S.

Thus, starting from 1941 - 1942, we see that the Alliés wish to carry the war on the German ground, and that they reach that point while adopting the method of the strategic bombardments. But, noting the limits of this method, they cannot make the saving in Débarquement S on the continent of Europe to put at evil the III {{E}} Reich. We could return account to us, by supporting us on the unloading of Provence, that aviation played a very important place in this type of operation, and that the success of this kind of operation lay above all in the air superiority. Then which lesson can one draw from the Second world war from the point of view of the air war on the European theater?

At the end of the First World War, the Stratège S knows that the battle field is from now on three-dimensional. Also, of many countries make the effort be equipped in a suitable way in the aeronautical field. But it is not the case of all. However, force is to note that the noises of boots are replaced by the howls of the sirens as of the beginning of the hostilities, and that only the countries having put the accent on aviation draw their pin from the play or limit the damage. It is the case of the Germany, but also of the the United Kingdom. From this first experiment, it comes out that the air weapon is paramount in this conflict, and the generals then base their success on aviation. It is the case of Hermann Göring between 1940 - 1941, then of Harris and Eaker of 1941 with 1945. However, the methods of use are not delivered with the planes, and each one tries as well as possible to organize its forces, according to its constraints and its possibilities. The Second world war is thus before a whole laboratory in which the various air forces will develop their techniques engagements: which formation is adapted, for which altitude to fly, is necessary it to bombard day or of night, which type of target attack etc

In addition to the techniques, there is a true technological race between the adversaries. The Germans, left as of 1935, have an aeronautical technology of first order, with in particular the hunters Messerschmitt BF109 and Focke-Wulf FW 190. On the other hand their bombers are of much lower quality. The the United Kingdom has a good hunting, with the Hurricane and Spitfire, whereas its bombers are average. The the United States are badly equipped in 1939, but they are not in war. On the other hand, they have many projects which they decide to carry out starting from 1938 - 1939. The planes are born in 1941 - 1942 then throughout the war. They are mythical apparatuses from now on: P-47, P-38, P-51, B-17, B-24, B-25 and B-26. The race with technology thus takes place throughout the war, and the last produced models are quite simply jets, which fly at an unimaginable speed hitherto. The Second world war is thus the cradle of the engine, and thus of modern aviation. And if the man could put the foot on the moon, one mainly owes it with this war. Indeed, Wernher von Braun, the project manager of the missions “Apollo” is not other than the originator of the rockets V1 and V2 on behalf of the Germans, recovered at the end of the war by the Americans. The Second world war thus made it possible to develop aviation, its techniques and its modes of action.

The air war in the Pacific

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In the Pacific, a war makes rage between the Japanese, and the Americans, the Japanese who did not know how to gain the war, have imagines, a new tactic, the Kamikazes, the purpose of who were to be crushed on the enemy boats, unitées the specials, to fear, order by under Japanese admiral, who after the end of the war, the shortly after the redision of Japan, him and 22 pilots, volunteers, are to fly away to make last missions commits suicide. One speaks then about washing of brains.

In Okinawa, the Japanese held 85 Days, putting has severely tested the English nerve, and American, after the end of the battle of Okinawa, the allied forces were solved has not to invade Japan by the ground but by the air, because has Okinawa, working soldier child, fought, to defend their fatherlands. The Americans envoit then the 1st Atomic bomb, that signs the end of the war in the Pacific with the reditions without condition of Japan.

Modern aviation - Second half of the XXe century

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See too

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