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On September 27, 1944, The Kassel Mission, which resulted in the largest loss by a United States Army Air Forces (USAAF) group on any mission in World War II, was so successfully covered up that even today few non-WWII experts are even aware it occurred.

Digging Deeper

The USAAF conducted roughly twenty bombing raids over Kassel, Germany from 1942 through 1945. These raids resulted in severe fires, the deaths of at least 10,000 inhabitants of the city, and the destruction of much of the city center. Eventually, as the war began to conclude, American and British forces took the city following a battle from April 1st through 2nd, 1945. Nazi Germany lost at least fifty killed in the battle and another 5,600 taken as prisoners of war. In the final land battle that took the city, Allied losses were light.

Two people observing fires ravaging the Bettenhausen district after bombing

That was not the case on September 27, 1944.

In a battle that lasted perhaps just minutes, America's 445th Bomb Group suffered the worst losses of any American bomb group in all of World War II. Navigational errors led the doomed bomb group to become separated from the main bomber stream and to lose their fighter escorts. The battle began with America's 39 planes facing an attack by between 100 and 150 German fighters. The Americans used their famed B-24 Liberator to conduct their bombing raid, whereas the German fighters defending their city consisted of FW-190s and ME-109s. The outnumbered Americans were nearly completely wiped out with 25 bombers crashing into German soil, two planes crash-landing in occupied France, and one crashing near Brussels, Belgium. Two that did cross the English Channel were forced to land at the emergency strip at Manston, while one crashed near the base in Norfolk, and only a mere four American bombers actually landed at their home base in Tibenham. In addition to the loss of planes, 115 out of 238 pilots and crewmen were killed in action or died of injuries sustained in the brief battle. Two more died in crashes in Norfolk and in Belgium, respectively. By contrast and despite numerical superiority, Germany lost a comparable number of aircraft, 29 planes with 18 of their pilots being killed in action. Shooting down so many German fighter planes is a testament to the skill and tenacity of the American gunners manning the defensive machine guns on the heavily armed Liberators.

In the battle's aftermath, certain members of the Allied command staff covered up the disaster so as to prevent any possible decrease in the morale of Allied air crews. Yet, even now, over fifty years later few outside of scholars and veterans remember the disaster (I have personally asked some well-read former members of the U.S. Air Force who were unfamiliar with the incident). And so the largest loss by a USAAF Group in World War II was largely swept under the rug…

Regardless of concerns about morale, America could sustain its losses at this point in the war much more than Germany could and despite the tragedy for America, Germany would still ultimately lose the world's worst war. Indeed, as indicated above, the overall devastation to Kassel over the course of the war is almost difficult to comprehend.

Bomb damaged buildings in Kassel, Untere Königsstraße

Question for students (and subscribers): Is it ever for okay for military leaders and/or the government to cover up a military disaster? Please let us know in the comments section below this article.

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Historical Evidence

For a thorough website dedicated to the mission, please visit http://kasselmission.com/overview.html. For a discussion on the cover up, please see the chapter titled 'The Eighth United States Air Force Cover-Up–Why?' in Tom Harrison Kassel (Xlibris Corporation, 2013), 157-158.

For more information, please see…

Elson, Aaron. John Cadden: A Kassel Mission Interview. CreateSpace Independent Publishing Platform, 2013.

The featured image in this article, a photograph of a 93d Bomb Group B-24D-1-CO Liberator, AAF Serial No. 41-23711, at RAF Alconbury, England, in 1942, is a work of a U.S. Air Force Airman or employee, taken or made as part of that person's official duties. As a work of the U.S. federal government, the image or file is in the public domain in the United States.

The Douglas XB-43 Jetmaster is an American 1940s jet-powered prototype bomber. The XB-43 was a development of the XB-42, replacing the piston engines of the XB-42 with two General ElectricJ35 engines of 4,000 lbf (17.8 kN) thrust each. Despite being the first American jet bomber to fly, it suffered stability issues and the design did not enter production.

Design and development[edit]

United States Army Air Forces (USAAF) leaders in the Air Materiel Command began to consider the possibilities of jet-propelled bombers as far back as October 1943.^{[citation needed]} At that time, Douglas Aircraft was just beginning to design a promising twin-engine bomber designated the XB-42. Reciprocating engines powered this aircraft but they were buried in the fuselage, leaving the laminar flow-airfoil wing clean of any drag-inducing pylon mounts or engine cowlings. The airframe appeared ideally suited to test turbojet propulsion. Douglas confirmed the feasibility of the concept and the USAAF amended the XB-42 contract in March 1944 to include the development of two turbojet-powered XB-43 prototypes, reduced from an initial order of 13 test aircraft.^[1]

The Douglas design team convinced the Army that modifying the XB-42 static test airframe into the first XB-43 was a relatively straightforward process that would save time and money compared to developing a brand new design. Douglas replaced the two Allison V-1710 engines with a pair of General Electric (GE) J35 turbojets (the first American axial-flow jet engines ever used), then cut two air intakes into each side of the fuselage, aft of the pressurized cockpit. Removing the propellers and drive shafts freed enough space for two long jet exhaust ducts. Without any propellers present, there was no chance of striking the blade tips on the runway, so the entire ventral fin/rudder unit of the earlier XB-42's full four-surface cruciform tail was omitted. Douglas compensated for the loss of yaw stability by enlarging the dorsal fin/rudder unit.

Douglas Aircraft was keen to mass-produce the new bomber and the USAAF considered ordering 50. The company was poised to roll out as many as 200 B-43s per month in two versions: a bomber equipped with a clear plastic nose for the bombardier, and an attack aircraft without the clear nose and bombing station but carrying 16 forward-firing .50 in (12.7 mm) machine guns and 36 5 in (127 mm) rockets. Nothing came of these plans. The USAAF was already moving ahead with a new bomber, the XB-45 Tornado, designed from the outset for turbojet power and promising major improvement in every category of performance.

Operational history[edit]

As Douglas predicted, the work itself was not overly complex but almost two years were required to ready the aircraft for flight due to delays in obtaining the J35 powerplants.^[1] The end of World War II caused a general slowdown within the aviation industry and GE was late delivering the engines. When they were at last installed and tested on the ground, one of the units failed catastrophically. Compressor blades exploded through the engine casing, damaging the surrounding airframe and injuring a ground technician. Another seven-month delay ensued for repairs. America's first turbojet bomber finally flew from Muroc Army Air Base on 17 May 1946, piloted by Douglas test pilot, Bob Brush, accompanied by engineer Russell Thaw.

Caught in a momentous technological shift, the XB-43 contributed to developing procedures for flying the new jet bombers, and it gave yeoman service testing new turbojet engines. Douglas completed the second prototype, AAF serial number 44-61509, flying on 15 May 1947 and delivered it to Muroc Air Force Base, California, in April 1948.^[1] The USAAF soon replaced one J35 turbojet engine with a General Electric J47. Douglas delivered the second prototype, designated YB-43, in April 1948. That aircraft was nicknamed Versatile II by USAAF personnel. When the clear plastic nose began to crack from variations in temperature at high and low altitudes, mechanics fashioned a more durable replacement made from plywood. To keep it flying, the US Air Force cannibalized parts from the first XB-43 after it was damaged in February 1951. Versatile II flew more than 300 hours until its retirement in December 1953.^[1]

The U.S. Air Force only considered the first prototype to fall under the XB-43 designation. The second prototype, though functionally identical to the first, was designated YB-43, consistent with its status as a follow-on prototype under the Army's designation system for aircraft. At one point, the aircraft may have also been designated as 'attack' aircraft, A-43^[2] (not to be confused with the Curtiss XP-87, a project which started as an attack aircraft under the same designation.^[3]) The A-43 was to have eight machine guns in a solid nose replacing the bombardier's position.

Aircraft disposition[edit]

• 44-61508: destroyed when used for target practice in the desert.^[4]
• 44-61509: in storage awaiting restoration in the Restoration Hangar at the National Museum of the United States Air Force in Dayton, Ohio. The YB-43 was turned over to the Smithsonian Institution in 1954. It was stored while awaiting restoration at the Smithsonian's Paul Garber Facility (National Air and Space Museum) in Suitland, Maryland. In late 2010, it was transferred, along with the sole surviving Douglas XB-42 Mixmaster, to the National Museum of the United States Air Force in Dayton, Ohio where they are awaiting restoration in the Restoration Hangars. Once completed, they will be displayed in the museum's Experimental Aircraft Hangar.^[5]

Specifications (XB-43)[edit]

Data from McDonnell Douglas aircraft since 1920 : Volume I^[6]

General characteristics

• Crew: 2
• Length: 51 ft 2 in (15.60 m)
• Wingspan: 71 ft 2 in (21.69 m)
• Height: 24 ft 3 in (7.39 m)
• Wing area: 563 sq ft (52.3 m²)
• Airfoil: Douglas G-17^[7]
• Empty weight: 21,775 lb (9,877 kg)
• Gross weight: 37,000 lb (16,783 kg)
• Max takeoff weight: 39,533 lb (17,932 kg)
• Powerplant: 2 × General Electric J35-GE-3turbojet engines, 3,750 lbf (16.7 kN) thrust each

Performance

• Maximum speed: 515 mph (829 km/h, 448 kn) at sea level
• Cruise speed: 420 mph (680 km/h, 360 kn)
• Range: 1,100 mi (1,800 km, 960 nmi)
• Ferry range: 2,840 mi (4,570 km, 2,470 nmi)
• Service ceiling: 38,500 ft (11,700 m)
• Wing loading: 65.7 lb/sq ft (321 kg/m²)
• Thrust/weight: 0.2041

Armament

• Guns:
  
  • 2× 0.50 in machine guns in a remotely operated tail mount, never installed.
  • Planned attack variant: 8× 0.50 in machine guns in solid nose
• Bombs: 8,000 lb (3,600 kg)

See also[edit]

Related development

Related lists

References[edit]

Notes

1. ^ ^abcdO'Leary 1994, p. 75.
2. ^'Fact Sheet: Douglas YB-43 Jetmaster.'Archived December 27, 2010, at the Wayback MachineNational Museum of the Air Force. Retrieved: 12 June 2010.
3. ^'Fact Sheet: Curtiss A-43.'Archived September 14, 2011, at the Wayback MachineNational Museum of the United States Air Force. Retrieved: 12 June 2010.
4. ^'XB-43 Jetmaster/44-61508.'Joe Baugher's Serial Numbers. Retrieved: 10 May 2013.
5. ^'YB-43 Jetmaster/44-61509.'Archived December 3, 2008, at the Wayback MachineNational Museum of the United States Air Force. Retrieved: 10 May 2013.
6. ^Francillon, René J. (1988). McDonnell Douglas aircraft since 1920 : Volume I. London: Naval Institute Press. pp. 406–409. ISBN0870214284.
7. ^Lednicer, David. 'The Incomplete Guide to Airfoil Usage'. m-selig.ae.illinois.edu. Retrieved 16 April 2019.

Bibliography

Bomber Crew Wiki

• Jones, Lloyd. U.S. Bombers. Fallbrook, California: Aero Publishers, 1974. ISBN0-8168-9126-5.
• O'Leary, Michael, ed. 'America's First Jet Bomber' America's Forgotten Wings, Volume 1, 1994, pp. 66–75.
• Wagner, Ray. American Combat Planes. New York: Doubleday & Company, Inc., 1968. ISBN0-385-04134-9.

External links[edit]

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