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Wings at War Series, No. 2

Sunday Punch in

Normandy

THE TACTICAL USE OF HEAVY BOMBARDMENT

IN THE NORMANDY INVASION

An Interim Report

Published by Headquarters, Army Air Forces

Washington, D. C.

Office of Assistant Chief of Air Staff, Intelligence

From Reports Prepared by Eighth Air Force

New Imprint by the

Center for Air Force History

Washington, D. C. 1992

_20050429 003
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14. ABSTRACT

Focuses on the invasion of Normandy, June 6, 1944. This short study describes, in detail, the close cooperation among the Allies in

formulating the D-Day plan.

Part of the Wings at War Commemorative Booklets series.

32 pp., maps, photos

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Standard Form 298 (Rev. 8/98) Prescribed by ANSI Std. Z39.18
Foreword

Sunday Punch in Normandy focuses on the all-important

invasion of Normandy, on June 6, 1944, forever remembered

as "D-Day." Just before dawn, wave after wave of Army Air

Forces heavy bombers targeted the beach areas to make way

for the assault troops. The pilots encountered virtually no air

opposition, because the massive Allied air superiority effort

had been brilliantly planned and well-orchestrated.

This short study describes in detail the close cooperation

among the Allies in formulating the D-Day plan. A final

section on operations gives a chronology of the interdiction

missions flown by Eighth Air Force fighters and bombers.
CONTENTS

Page

Planning the Operation ..... ........... I

Eighth Air Force Aims and Commitments . . .. 4

Transition From a Strategic to a Tactical Role . . 13

Eighth Air Force Assignments in Relation to the OverAll Cooperation Plan ....... .......... 19

Operations 2 June-17 June 1944 ........ .' ..... 22

Subsidiary Operations .... ............ ... 29

Enemy Air Reaction .... ............ ... 29

ILLUSTRATIONS

Lt. Gen. Carl Spaatz ... ......... .. Frontispiece

Eighth Air Force Over-All Plan ..... .. facing 2

Angouleme Marshaling Yard ..... ......... 5

Pre-Dawn Assembly Plan ............ .. facing 8

Fighter Bombing and Strafing Operations . .. 10

Beach Scene, Showing Craters ... ........ .. 14-15

ist Bombardment Division Target Area facing 18

2nd Bombardment Division Target Area facing 20

3rd Bombardment Division Target Area facing 22

Lt. Gen. James H. Doolittle ... ......... ... 23

Beach Scene Landing Craft Offshore . . . . facing 28

Le Mans Airfield After Attack ..... ........ 30
OFFICIAL PHOTO USAAF

Lt. Gen. Carl Spaatz, Commanding General, United States Strategic Air Forces
The Tactical Use of

Heavy Bombardment in the

Normandy Invasion

Planning The Operation ENGLAND was bulging with troops. Along the narrow

lanes dispatch riders dashed. Tanks lumbered over the

roads; assault craft were piled at distribution points; frequent

and elaborate exercises were being staged. Already there had been

practice alerts, when all personnel were required to be at their bases.

Newspapers speculated, the German press and radio exulted that the

Allies had missed the most favorable tides and could not assault for

another month. Tension ran high.

For months there had been good-natured badgering between members of the Eighth and Ninth Air Forces, who in turn had banded

together when assailed by ground force personnel. Now they were

beginning to realize that they were all members of a bigger team, an

outfit which would soon be called upon to conduct history's greatest

military operation.

Forgotten now were differences between strategic and tactical,

between ground and air, between Army and Navy, between Americans and their Allies. All were welded into one compact, devastating

fist, set to deliver the Sunday punch.

There are more facets to the Normandy invasion than to a finely

cut diamond. Volumes and sets of volumes will be written about it.

This booklet considers only one, the tactical employment of the

Eighth Air Force heavy bombers before and during the invasion and

the resultant change in the disposition and use of Eighth Air Force

fighters.
It required careful planning. Here are shown the planning steps,

with the problems which arose and demanded workable solution.

Also included is a summary of Eighth Air Force operations from D

minus 4 to D plus i i.

Like the other participating components, the Eighth Air Force,

commanded by Lt. Gen. James H. Doolittle, did its part in highly

creditable fashion.

The plan for invasion envisaged air operations on a comprehensive

and unprecedented scale. These were divided into two phases. The

aim of the first was the attainment of Allied air supremacy and

destruction of the enemy's productive capacity to the point where,

once the projected foothold on the Continent had been secured, overwhelming materiel superiority could be brought to bear. The second

phase had as its objective effective air cooperation with the ground

assault.

A vital share in the preparatory operations was allotted to the

strategic bomber forces of the Royal Air Force and the U. S. Eighth

Air Force. In the second phase the Ninth Air Force and the Second

Tactical Air Force (RAF) were in the forefront, but again the

strategic forces made important contributions.

On 15 April 1944 the over-all air plan for the employment of all

British-based aircraft in cooperation with the forthcoming invasion

of France was formally issued by Headquarters, Allied Expeditionary

Air Force, having been originally drafted some 6 weeks earlier. It

contained detailed provisions for operations and furnished the basis

for extensive preparations by the Eighth Air Force to fulfill its considerable proportion of the over-all assignments. A directive from

Lt. Gen. Carl Spaatz's headquarters, USSTAF, dated 30 May 1944,

confirmed earlier informal directions requiring the rendition by the

Eighth Air Force of maximum cooperation according to provisions

of the air plan and related documents.

Between 15 April and 6 June practically everybody had a hand in

formulating the plan, which changed so often and so much its final

form was only a distant relative of the original. The commanders

of all the principal air, ground, and naval forces in the theater worked

on it. Details were suggested, developed, polished by committees of

staff representatives and technical experts. When formally published,

it represented the knowledge and opinions of men who knew their

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jobs. A brief chronology of the more important planning phases can

be traced as follows:

i. The AEAF was created on 15 November 1943, with Air Chief

Marshal Sir Trafford Leigh-Mallory designated as Air Commander

in Chief. Headquarters, AEAF, was thereafter represented at the

2ist Army Group meetings, and the basic requirements of air cooperation were established, subject to the general policies already formulated by the Combined Chiefs of Staff.

2. A Joint Planning Committee was formed on 15 December 1943

by Headquarters, 21st Army Group, to consider the relationship of

air power to the assault plan, the delay of enemy reserves, coordination

with naval fire, and neutralization of coastal artillery. When Headquarters, AEAF, became fully organized and staffed, an Operations

Plans Section was constituted, which gradually took over the functions

of the Joint Planning Committee.

3. Of more immediate significance to the Eighth Air Force was

the formation on io January 1944 of the AEAF Bombing Committee

to plan specifically the employment of bomber aircraft. Principal

considerations were:

a. Suitability of targets for bombing

b. Relationship of bombing commitments to the scale of effort

estimated to be available

c. Allocation of priorities to the various commitments

d. Apportionment of the available bomber effort

Supplementing the AEAF Bombing Committee almost from the

start was the Operational Planning Committee, consisting of certain

members of the first-named body plus representatives of the 21st

Army Group and each of the air forces involved. The work of the

two committees was so closely interrelated that no separate assessment

of their contributions toward the final detailed plans is possible. The

function of both was to transform into concise and exact operational

programs the general policies agreed upon by the air, ground, and

naval commanders. Designated to represent the Eighth Air Force

on the Operational Planning Committee was a senior operations controller, but as the earlier meetings concerned primarily the commitments of the tactical air forces, his attendance was required only

occasionally until 15 April 1944. Before and during this period,

specific problems pertaining to heavy-bomber operations were often

submitted by letter to USSTAF or Eighth Air Force for solution.

3
By 25 May, details of the Eighth Air Force program were largely

completed. On 29 May, Air Chief Marshal Leigh-Mallory requested

each headquarters concerned to appoint a regular member of the

committee, prepared to meet daily. Thereafter until 30 June, the

Eighth Air Force representative was in constant attendance day and

night.

To facilitate complete understanding between the Eighth Air Force

and the principal Army headquarters, SHAEF granted permission

for direct contact between USSTAF and Eighth Air Force representatives, on the one hand, and American and British Army staff officers,

on the other. Two such meetings were arranged, at which very

important concrete agreements were reached. The first involved

the commander and staff of the American First Army Artillery, and

the second was with staff officers of the I and XXX Army Corps of the

British Second Army. Final coordination of air activities was achieved

through informal meetings among representatives of the various

commands.

Daily meetings of air force commanders were begun on D minus

3 and continued throughout the critical period of the invasion. Final

alterations in plans were considered and decided upon, as well as the

transitory problems arising as the invasion forces moved inland after

the initial foothold had been secured.

Eighth Air Force Aims and Commitments

Heavy Bombers

Before considering the tactical program involved, it is well to

summarize briefly the strategic role previously enacted by the Eighth

Air Force, together with RAF Bomber Command. This role,

designed to provide indirectly for the ultimate success of the invasion,

was incorporated in the Combined Bomber Offensive Program, its

aim having been defined as "the progressive destruction and dislocation of the German military, industrial, and economic system and

the undermining of the morale of the German people to a point where

their capacity for armed resistance is fatally weakened."

Pertaining more directly to the success of the invasion was the

corollary development of a specific bombing program against the

German aircraft industry. This program was directed at the attainment of virtual air supremacy and as such was indispensable to operations by ground forces. It was not until the summer of 1943 that

4
TACTICAL TARGET. A good concentration of bombs on the Angouleme

marshalling yard, scored by Eighth Air Force heavy bombers.

631804-45- 2
the Eighth Air Force could operate in sufficient strength to execute

sustained large-scale attacks, but its efforts in those summer months

were sufficient to keep the GAF from creating enough front-line

strength to stop subsequent major operations. Adverse weather

during November and December prevented the cumulative bombing

necessary for complete success in such an undertaking, but production

levels had been affected to the extent that the Luftwaffe had done little

more than maintain its strength during 1943.

A more intensive campaign was possible during the early months

of 1944, reaching a peak of sustained effort during the period 20-25

February and maintained, subject to tactical considerations, until the

end of May. The substantial damage to factories and assembly

plants, coupled with destruction in aerial battle of German first-line

combat aircraft by both bombers and escorting fighters on a hitherto

unprecedented scale, was unquestionably the decisive factor in reducing the GAF to the point where it had no more than a nuisance value

during the critical invasion period. This was attested by the remarkably low number of sorties directed against the Allied beachheads and

shipping lanes.

The following figures give some appreciation of the war of attrition

by the Eighth Air Force against the GAF. During the first 6

months of 1944, 6,813 bombers dropped 16,522 tons on aircraft factories, and 8,257 bombers dropped 21,267.7 tons on airfields and air

parks. In the same period 1,914 first-line enemy aircraft were

destroyed by the bombers in aerial combat and 1,682 were destroyed

or damaged on the ground as a result of bombing of air parks, airfields, and factories. To these figures can be added the impressive

total accounted for by escorting fighters-I,696 destroyed in combat

and 761 in strafing attacks. Results obtained against other strategic

targets were not so strikingly apparent in relation to D-day operations, but evident shortages in fuel, tanks, motor vehicles, radar

equipment, and ammunition were traceable, at least in part, to the

strategic bombing of the Eighth Air Force and the RAF Bomber

Command.

During April and May 1944 continuation of attacks against strategic

objectives was necessary to prevent reconstruction and as a means of

holding the greater part of the GAF within Germany. At the same

time the first commitments directly associated with the impending

assault came into force. (There were also attacks against installa6
tions near the French coast when the weight of Eighth Air Force

bombing was required in addition to the continual operations by

tactical air forces.) These initial commitments consisted of attacks

against 20 marshalling yards in occupied territory and neutralization

of all active GAF operational bases within a 350-mile range of the

invasion beaches.

To avoid giving any clue as to the probable assault area, attacks on

both target categories were widespread, the marshalling yards being

key points throughout the rail network of western Germany, Belgium,

and northern and eastern France, and the airfield targets including

the more important bases in northern Germany. The purpose of

the Transportation Plan was primarily the destruction of repair and

maintenance facilities and only incidentally the tearing up of trackage

and damage to locomotives and rolling stock. By these means it

was hoped to prevent the enemy from effecting rapid concentration

of men and materiel, cut the flow of supplies and reinforcements from

Germany, and force increasing reliance upon road transport, thus

promoting wastage of fuel and motor vehicles and offering targets

most suitable for fighters and fighter-bombers. Pursuant to this plan,

3,469 bombers dropped 9,520 tons on marshalling yards in Germany,

France, and the Low Countries during the month of May. These

attacks were so successful that the Eighth Air Force was able to bomb

additional targets not assigned in the original list.

The Airfield Plan was designed to deprive the Luftwaffe of bases

within effective striking range of the assault beaches by destruction of

permanent installations for repair, maintenance, and servicing, and

by cratering runways and landing grounds to an extent that fields

would be unusable. Parked aircraft destroyed in these attacks would

constitute a further blow against the enemy's dwindling front-line

strength. It did not prove feasible to conduct operations against all

such targets, but the most important were hit and a good percentage

was effectively neutralized. From D minus 30 and D minus 21,

respectively, the scope of the attacks against rail and airfield targets

was considerably narrowed, but special care was taken in the selection

of targets so as not to reveal the actual invasion area. Airfields

attacked were confined to those within a 130-mile radius of Caen and

in the Brest-Nantes region, to compel German fighters to operate

from bases at least as far distant from the beachhead as those of the

Allied tactical forces.

7
In addition, it was agrced with the Naval Chief of Staff that the

Eighth Air Forcc would ul(crtakc to attack bascs for suhmarimncs and

light naval vcssels if divcrsion of cffort from other co(mmitments was

fcasihlc. Only one such attack was undcrtakcn, and adverse weather

prcvcntlcd its succcssful complletion.

Throughout this prcliminary perilod, whcrcin the origilml commitmcnt against strat egic (ol jeCtiv*,s wavs modified hv the Transportation

and Airfield plans as well as by the occasio)nal attacks reqIuireld against

coastal installations, the Eighth Air For-c, nominally unlcr the control of SHAEF from 14 April i944, was allowed to retain freedom

of decision in fulfilling its varied assignmcnts. This greatlv facilitatcd opcrations, as priorities could bc carefully halanccd against

wcather factors an ( other operaton Coll cunsideration s Iy those best

qualificd to cope with the problems of hlcavy-htolbcr operations. Not

until June 1944 did conltrol undter the fixed schedule provided for in

the over-all air plan for the invasison pass to Headquarters, AIAF.

Immedliately prior to 1)-day (I) minus , through 1) minus I

Eighth Air Force operations wcrc to bc twoffl1d in nature, consisting

of final attacks against rail junctions antI airfiel(ls as well as missions

against coastal installations. The ptostponlcnicn t of I)-dav brounght

into effect a prcvoiously prcpar(cd schedule of targets in the salme c:itegorics. Thcir size am1 the idcntificatilon prolllems which they presented made the probability of dircct hits wery small, amd, cvcn if hit,

thc concrete cmplaccments wcrc of such thickness that little hi arm was

Ilikchv to result. During this short pcriord prior to I)-dav, bomhebr

forces wcre to bc c:arcfullv hushanded to nsurc that the necessary

strength for the c )mprenhclnvc i)-day prolgram was maintained.

Thcrcforc, the opcrations for each dayv wcrc to cmploy only 50 percCnt

of the availahble strcng1h with one importrant cxce'ption: if visual coilditions prcvailcd over Germany on either I) minus 3 or I) minus 2,

10o percent of the effort was to h) expended, 4o percenilt against the

usual tactical targets and 6o peCrcCnt against strategic objectives withill

Gcrmans. The lattcr missitn was designed as a finml atctlept To Colltain cinemv fighter strength for (lefeilse (of GerimanIy until the lat1

momcnt before the actual landings.

The most important and by far the most clahmratc D)-day plans

conccrncd the first mission of the day, involving attacks immc(Iiatcly

prior to H-h our aga iilst 45 coastal installations between the ()rnc and

thc VirC estuaries oil the Normandy coast of Fralce. The 6 mile

8
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631804-45 (Fae p. 8)
coastal strip included all assault beaches except an adjacent American

beach, designated as Utah, which was the responsibility of the U. S.

Ninth Air Force.

Some 1,20o heavy bombers were to participate, flying in squadrons

of six aircraft. Following a carefully devised system of predawn

assembly aided by searchlights, navigation lights, Aldis lamps, buncher

and splasher beacons, and Gee equipment, the aircraft were to fly

predesignated courses to the target area, bombing in successive waves

until H-hour (or thereafter attacking secondary targets well inland).

Assault craft were to remain iooo yards offshore until H-hour, and a

5-minute interval was to elapse between the releases by the last

wave of bombers and the initial touchdown by the assault troops.

These safety factors represented the final compromise between the

desire of the ground forces to exploit immediately the demoralization

resulting from the bombing at the risk of casualties and the inclination

of the air forces to impose considerably greater intervals to minimize

the dangers from possible bombing errors.

Demoralization of enemy front-line defenders and disruption of

communication lines for reserve forces were the sole aims of the preassault bombing. It was understood that only a small percentage of

the actual targets would suffer direct hits and smaller still would be

the number seriously affected. Bomb loadings were established of

ioo-lb. GP, 120-lb. fragmentation, 5oo-lb. GP, and i,ooo-lb. GP, the

last for installations well clear of the beaches. Fuzing was to be

instantaneous to avoid cratering the beaches except for targets away

from the landing areas, where i/io nose-i/ioo tail was permissible.

Alternative plans were provided for bombing through overcast,

since it had been agreed that, other factors being favorable, the ground

assault would be initiated whether or not visual bombing was possible

and, if necessary, entirely without bomber cooperation, in which event

the Eighth Air Force was to be in constant readiness. Minimum

requirements for visual attacks by heavy bombers were an 8,ooo-foot

ceiling, 3-mile visibility, and sufficient breaks in any low cloud to

permit ready target identification. Less favorable conditions would

demand the substitution of the plan involving overcast technique.

Pinpointing of targets would be impossible, but since demoralization

and immobilization of enemy forces were the principal aim, it was

considered that area bombing of the sectors wherein lay the specific

visual targets would provide virtually the same effect.

9
- LE A RE

Squadrons were to fly six abreast and bomb on the release of a

Pathfinder aircraft in one of the center squadrons. By such an

arrangement deflection errors were largely neutralized, but further

safeguards against errors in range were deemed necessary. Accordingly, the interval between the final bombing and the initial touchdown was to be increased to 10 minutes. One other necessary change

was the instantaneous fuzing of all bombs, since the entire attack was

to be directed against the assault beaches, which must not be cratered.

Since the Ninth Air Force aircraft were not equipped for overcast

bombing, provision was needed to cover Utah beach in their stead,

should it prove impossible for even the medium bombers to operate beneath the cloud base.

Subsequent to the assault phase, additional missions were laid on

in cooperation with the landing operations. Targets outlined in the

over-all air plan consisted mainly of transportation choke-points,

including several Normandy towns through which ran important

IO
lines of communication. Leaflet warnings were to be dropped to the

populace of these towns before bombing.

Weather, photographic, and visual reconnaissance missions, special

supply operations to the French Forces of the Interior, leaflet-dropping

sorties, and radio countermeasure flights were to be undertaken in

conjunction with the over-all ground and air activities.

No exact schedule of operations subsequent to D-day could be

prepared in advance, since the progress of the ground forces and the

nature of the enemy's reaction would be the determinants, but certain

general features of the program were decided upon. Detailed target

material, covering virtually all known potential tactical objectives in

northern France, received the required distribution well in advance

of D-day. Attacks were to be continued against road and rail transport facilities, including bridges on the Brest peninsula and across

the Loire River; enemy airfields; concentrations of enemy reinforcements and supplies; and coastal defenses in the Pas de Calais sector.

Blasting of robot-bomb launching sites was also contemplated if the

security of the British Isles called for such action.

Requests for specific attacks were to be forwarded from Headquarters, AEAF, when the Eighth Air Force representative was in

regular attendance. It was anticipated that a number of these missions would have to be undertaken on very short notice. The interval

prior to a return to strategic bombing was dependent upon the degree

of success attained by the ground forces, and it was recognized that

even after the need of continual cooperation by heavy bombers had

passed there would be periodic demands for tactical operations.

Fighters

No marked deviation from the normal escort tasks of Eighth

Air Force fighters was required until D-day. Early in 1944, following substantial increases in fighter strength, the policy had been

inaugurated of executing strafing attacks upon completion of escort

duties. Such attacks became an accepted adjunct to high-altitude

escort and, due to the tremendous scale of activity, provided the best

possible training for ground-cooperation missions. On days when no

heavy-bomber operations were scheduled, it was often possible to

dispatch the fighters on independent bombing and strafing missions,

some in the nature of experimental attacks against airfields and

I1
bridges. To a large degree, experience gleaned from these missions

equipped fighter pilots for the job ahead.

The first fighter commitment to become effective on D-day was

the protection of Allied shipping during daylight hours. P-38's were

detailed to this task because of their readily identifiable lines and also

because this fighter, relatively less effective than the P- 47 and the

P- 5 i at high altitudes, can operate without handicap at 3,000/5,000

feet, the altitude designated for these patrols. The four P- 38 groups

operating under the direction of the Combined Control Center at

Uxbridge and in conjunction with Ninth Air Force P- 38 groups were

to work under the Type 16 ground control station at Ventnor; thereafter, Fighter Direction Tender No. 13 would be stationed in midChannel and would assume control. Each of four sectors was to be

covered by one P- 38 squadron, flying in 9o-minute patrols according

to a predetermined schedule.

On D-day the other Eighth Air Force fighters, four P- 47 and seven

P- 5 i groups, were to support all American and British bombers operating during daylight hours in the vicinity of the assault area by means

of continuous area patrols east, south, and west of the beachhead,

patrols which would also serve to form a protective screen around

the ground forces. The cover area was bounded approximately by

the Seine on the east and the Loire on the south and, to avoid identification difficulties, excluded the actual assault locality where Ninth

Air Force and Second Tactical Air Force fighters would be operating.

These operations were to be conducted in accordance with three

well-formulated plans, two for the two peak periods of bomber effort,

dawn and late afternoon, and one for the intervening period of less

activity. To avoid continuous patrols the fighter groups were divided

into two units, an "A" group of two squadrons to fly during the peak

hours and a "B" group of one squadron for the in-between period.

An important secondary function, subordinate to bomber support,

was the execution of strafing and bombing attacks at the end of area

patrols or on independently scheduled missions when the bombers

were not operating. It was expected that more emphasis would be

given to this type of operation subsequent to D-day. The principal

aim of such activities was the destruction of enemy road and rail transport and the interdiction of all types of enemy movement toward the

assault area. Target priorities were established as follows:

12
i. Enemy rail transportation

2. Enemy road transportation

3. Ammunition dumps

4. Troop concentrations

5. Airfields

Although direct control of the P-38's was to pass to the tactical

fighter forces' Combined Control Center, the operational and executive control of the Eighth Air Force groups was to remain the responsibility of Eighth Air Force and VIII Fighter Command, which also

had the task of preparing the detailed plans for implementing the

over-all assignments.

Transition From a Strategic to a Tactical Role

Heavy-bomber operations in close cooperation with ground forces

involved a tactical concept differing greatly from familiar strategic

bombing activities. Problems were posed in relation to assemblies,

formations, routings, bomb loadings, fuzings, and overcast bombing

techniques; details of briefing and mission reporting had to be worked

out; coordination with other air forces and with naval planners was

necessary to a far greater degree than heretofore required; aircraft

recognition and delineation of prohibited bombing zones had to be

considered. Most important, the requirements of the ground forces

must be translated into a workable air cooperation program, and the

ground force commanders had to be thoroughly informed as to the

capabilities and the limitations of the heavy bombers. Differences

arose and were generally compromised, although a few were submitted to SHAEF for final settlement. The over-all plan was of

such paramount importance that practice exercises were necessary to

settle many points, often on a large scale and sometimes integrated

with the execution of operational flights. Rehearsals of certain features of the program were undertaken to assure successful performance at the critical time. The more important problems, and the steps

taken to solve them, were:

Predawn assembly

The initial D-day bomber program called for take-off and assembly

during hours of darkness on an unprecedented scale. It was believed

that the use of radio aids, flares, and navigation lights would permit

631804-45-3 13
10t . ":,.. -

BEACH SCENE. In this oblique view of one of the Normandy invaw

spread before the a
.7

beaches it is possible to see the blast damage resultant from the bomb carpet

ting ground forces.
successful accomplishment, but it was deemed wise to have a trial

operation. This was conducted on i May before a regular bombing

mission. It involved nine groups of 21 aircraft each from each of the

three bombardment divisions, with aircraft assembling in specified

areas during the hours of darkness and following designated routes to

the south coast and back to the base areas. The aircraft in each group

were dispatched in three waves, the first composed of nine-plane

squadrons and the second and third of six-plane squadrons. The

exercise was completely satisfactory, and on the basis of this test the

six-plane squadron was adopted for the D-day missions.

Routings

While the usual consideration of route planning prevailed, the

necessity of assuring recognition of aircraft by naval vessels employed

on convoy operations resulted in placing restrictions on flights over

the shipping lanes. One of these forbade any aircraft except fighters

on shipping patrol to fly over the convoy areas from the direction of

the combat zones or the Pas de Calais. Because of this, and in connection with the use of Pathfinder equipment, it was decided to

prescribe a course for the initial D-day mission directly from the

south coast of England to the Normandy beaches and returning south

and west of the Channel Isles.

Loadings and fuzings

Extensive research was conducted to determine the types of bombs

and fuzings to be used. An AEAF Weapons Committee, with four

representatives of the Eighth Air Force, was established to consider

these questions, and several practice bombing missions were conducted, the most comprehensive being held on 26 April, in which T2

nine-plane flights were sent to the Studland Bay bombing range to

determine the effect of 100-, 250-, and 5oo-lb. bombs with various

fuzings. It was learned that fragmentation and ioo-lb. HE bombs

would be most effective against personnel, vehicles, wire entanglements, and gun positions not emplaced. Recommendations based

on these findings were incorporated in the over-all air plan.

Overcast bombing technique

The possibility of having to use Pathfinder instruments for initial

D-day bombing missions was considered, and the relative merits of

both H2X and GH were weighed. On the basis of operational expe16
rience and tests the former was selected. This decision resulted from

the lower average range error to be expected from H2X as compared

with GH when the former was operating against targets located in

such a manner that water and land appeared simultaneously on the

scope at right angles to the line of approach, the definition in such

instances being particularly clear. This factor was an important consideration in the selection of the north-south approach. Deflection

errors did not constitute hazards on this axis of attack. The limited

number of GH aircraft available was a further consideration, since

accuracy would be seriously impaired if a very large number of units

was releasing on relatively few Pathfinders, and the possibility of

equipment failures on these few Pathfinders would have a proportionately large effect on results.

Visibility trials

Accurate determination of earliest and latest times practicable for

visual bombing was of vital import to the exact establishment of

H-hour. A visibility trial was conducted by aircraft of the Eighth

Air Force, the Ninth Air Force, and the 2d Tactical Air Force,

operating against simulated targets in England (an infantry platoon,

field artillery battery, coastal battery, small village, roads in open and

wooded areas, railway lines, and coastal and inland towns). Results

of this operation were forwarded to Headquarters, AEAF, on 24

May 1944 for use in the determination of H-hour.

Briefing and interrogation

The security aspect was a primary consideration of the briefing, and

it was decided that efficiency would not be impaired if air crews were

not given the essential information prior to the normal pre-mission

briefing. Exception was made in the case of Pathfinder navigators

and bombardiers, who were specially briefed some days in advance.

At the briefing, stress was laid on the importance of avoiding premature bomb releases because of the tremendous Allied assemblage offshore. Normal time limits for interrogation and submitting mission

reports were revised in the interest of expediting the flow of information regarding results and observations. A system of tactical reporting was accordingly set up whereby preliminary reports were to reach

Eighth Air Force Headquarters within 45 minutes after first landings

and detailed intelligence reports within 2 hours. A comprehensive staff coordination trial was held involving the issuance of

'7
specimen field orders, briefing for three simulated D-day missions,

fictitious take-off and landing times, and flash and intelligence reports.

Aircraft recognition and demarcation of friendly lines

The dangers inherent in the inability of Allied units-air, sea, and

ground-to ascertain without delay the hostile or friendly character

of combat aircraft were recognized and precautionary steps were

taken. Prohibited zones for certain types of aircraft were established,

principally over the shipping lanes and assault area, thus allowing

naval and ground forces unrestricted freedom to fire at aircraft other

than stated types or approaching from other than certain directions.

Another measure was the institution of distinctive markings for

aircraft. Except the four-engine bombers, all planes were painted

with wide alternate black and white stripes on wings and fuselage.

The converse problem of defining areas for combat aircraft in order

to avoid bombing and strafing within friendly lines was largely overcome by the adoption of a bomb line. Beyond this line (one predetermined for the 6 hours immediately after H-hour, another for

the remainder of D-day, and thereafter subject to daily changes as

decided by air and ground staffs) ground forces ventured at their

peril and targets could be attacked at will. Behind this line no bombing or strafing was to be conducted without specific arrangement with

the ground forces, and the originator of such a request was to assume

the responsibility for clearing the region around the targets chosen for

attack.

Ground force requirements

Certain adjustments in the bombing desired by Army planners were

necessary to conform to bomber capabilities. When requests for

destruction of fixed defenses, explosion of mine fields, cutting of

underground cables, elimination of barbed-wire entanglements or

antitank obstacles, demoralization of front-line troops, delay and disruption of reserve elements, and the blocking of transport by bombing

French towns-when such requests were submitted by Army commanders it was necessary to point out the probable degree of success

against each type of objective and then to secure priority ratings so

that the bomber strength could be apportioned as desired by the

ground forces.

In many instances the destructive effect necessary could be obtained

only by use of heavy bombs with delayed fuzings, which would cause

x8
- - - - - - - -

Wt B.D. TARGET AREA IN RELATIC

TO ALLIED LANDING BEACHE!

FIRST BOMBARDMENT DIVISION

TARGET AREA

6 JUNE 1944

FIRST MISSION OfAH"A ------ qj0-001.0

4 L-ANDING b *-BRITISH LANDI NO ~ SECTOR

OfCA1E

00

4 ~~NOTE: See 3&P 8.0. TRGET

AREA char-t f.,- 2 taeeft ofq B .D. on tAE

BAYEUX eexd

1 3/+)11 * 0 ROCKY SHORE I-= E3 BEA CH

The area shown on the large-scale map was the First Bombardment Division target on the first D-day mission.

The same area is shown on therl-scale map by the diagonal shading..
IS3 B.D. TARGET AREA IN RELATION

TO ALLIED LANDING BEACHES

OMAHMA P OL O UN..J'v 5W01cD* A REA A4RFA AREA AREA.

~ Ik- BRITISH LANDING

efCA EN

. . .* . :2 :2:: 2**

Iles Sur fer *Momt F/eurg ..

¶.Mew'aikes J'rwAe

0

1NOTE: See 3&P A 9. TARGET

IAREA chart w- 2 &vwts o0/lET B. D o#&CAE I

A STRONO POINT7

o GUNA POSITON 4RA DAR

* TOWN

*ROCKY SHORE

8 EACH

Bombardment Division target on the first D-day mission.

iall-scale map by the diagonal shading.
the cratering the Army wished to avoid. The probability was emphasized that direct hits on gun emplacements would not be in excess of

2 percent of the tonnage dropped and that in most instances little

damage would result. Nevertheless, the Army requested that the

attempt be made to destroy those on the flanks of the beaches, believing that some emplaced positions could be put out of action, at least

temporarily, and that craters in this area would afford valuable protection to assault troops sent to capture these strong points. Otherwise it was agreed that the air cooperation should aim primarily at

the demoralization of front-line troops, with a possible bonus in the

destruction of barbed wire and other hazards. No request was made

for the elimination of underwater mines or obstacles. The Army

commanders were informed of the possibility of gross errors causing

casualties among troops in assault craft and accepted them as a

necessary risk.

Selection of targets

Certain categories of requested targets were not deemed by Eighth

Air Force to be satisfactory for heavy-bomber attack. In three

instances the matter was submitted to SHAEF for determination.

The first concerned marshalling yards in occupied territory, and

objection was based on the belief that medium bombers would be

adequate, that the damage could be readily repaired and hence would

not justify the effort expended, and that the proximity to built-up

areas would result in civilian casualties and property damage outweighing the disruption of enemy communications. The second case

involved the bombing of bridges. It was considered that the nature

of these targets would require a very great expenditure of effort in

relation to probable damage achieved and the erection of temporary

spans could largely nullify successes gained. In the third instance the

matter concerned choke-points in French towns which the 21st Army

Group desired to have blocked by rubble in order to delay enemy

reinforcements. The stand of the Eighth Air Force was based on

the risks to civilian lives and property. In all three cases SHAEF,

motivated by military expediency, directed that the attacks be made.

Arrangements were made to drop warning leaflets sufficiently in

advance of the last-mentioned type of attack to enable the civilians

to evacuate the threatened areas.

'9
Over-all Air Cooperation Plan

In order to envisage the scope of the Eighth Air Force role in the

projected over-all air effort, the commitments, as previously enumerated, may be compared with the following aims of the entire aerial

program:

i. To attain and maintain an air situation whereby the German

Air Force is rendered incapable of effective interference with

Allied operation

2. To provide continuous reconnaissance of the enemy's dispositions and movements

3. To disrupt enemy communications and channels of supply by

air attack

4. To support the landing and subsequent advance of the Allied

Armies

5. To deliver offensive strikes against enemy naval forces

6. To provide air lift for airborne forces

20
2-- B. D.TARG ET AREA IN R

SECOND BOMBARDMENT __ALLIED LANDING BE

DIVISION TARGET AREA

6 JUNE 1944

FIRST MISSION

A OMIAHA OOLD t

~aRA *AREA A

A aoe. zo ,,.0o.

"oCollellille SU.-Jmer poF•etg Bm "

0 TOWv

0 PEFENDED POST

4 ?+ 'z kZ4 0 o 0 DEFr'NDE'DLOCALITY

;.71" BEACH

(• ~631804--41

100
2t-- B.D.TARGET AREA IN RELATION TO

ALLIED LANDING BEACHES KJ

_ A A R AA E

~~~ "O DN6-, -----.---...- 1. 4 O ORITSHSECTOR 'A RI S"•EN

a':

C, .... °DA( .8U a. S LA DN

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Colleville Swt-.ARr Fort eit BsK

LEeg e~-

STRONO POINT

* 7"OWiV

* DEFENDED POST

o DEFENDED LOCALITY

] Roco<y SNORE BEACH

631804-45 (•aee p. 20)
Delivering The Punch

S UCH careful planning as has been related in some

detail in this narrative merited gratifying results.

In the following section the operations of the Eighth Air

Force from 2 June through 17 June are examined.

D-day was the day for which so many thousands of

ground-force troops had been eagerly waiting. This

was their day to take over, which they did in magnificent

fashion, adding new luster to proud regimental and

divisional names. How the Eighth Air Force teamed

with them is shown in the succeeding pages.

21
Operations 2-17 June 1944

HIS discussion is divided into two sections, one dealing with

bombers and the other with fighters. The bomber assignment, separated into three time periods, was carried out as

follows:

D minus 4 to D minus 1 (2-5 June)

Within this period the job of the Eighth Air Force was to continue

attacks against transportation and airfield targets in northern France,

and to institute a series of blows against coastal defenses, a majority

situated along the Pas de Calais coast. A final effort to contain German fighters within the Reich as late as possible by conducting a deep

penetration against strategic targets had been planned for this period,

but adverse weather interfered.

This phase of the program was performed according to plan. A

total of 3,386 bombers participated in the eight missions flown and

9,387.45 tons were dropped for the loss of 14 bombers.

Substantial damage was inflicted upon airfield and rail transport

targets. Few of the coastal defenses were seriously affected in proportion to the effort put forth, but this had been anticipated, the more so

since Pathfinder technique was necessary in most instances. Since

deception as to the actual landing area was the primary purpose of

the attacks against this latter type of target, the operations may be

regarded as successful, for, as far as can be ascertained, the landings

along the Normandy coast had the advantage of complete tactical

surprise.

D-day (6 June)

The first mission was concerned primarily with neutralization of

coastal defenses and demoralization of German front-line troops immediately prior to the landings. The other three missions were

22
•sur fee ___; THIRD BOMBARDA

st• TARGE1

6 JUNE

FIRST MI

Luc o e :'':::.

Owistrektz, Re~l vi/lie

ecollovile

@ Sur Orne

STRONG POINT iPerers Sur

o GU) rN POSON Le

"f HEADQULARTERS

* TOWN

SROCKY SHORE SBEA CH

o CHOKE POINr TBeavil/e

3-D B.D."

TO ALLI

OMAHAA

34 C

4Osigmy

*1 ,

$cate if miles

C\
su r ./.e.,. ,THIRD BOMBARDMENT DIVISION

St.Aa.61p&St. 4_.._.__.__._ TARGET AREAN

Sur •e• JUNE 1944 '":•••FIRST MISSION

Suc SMMAr

°F aol/e v//ie r*Co//evllle

@ Orne Sw- * amervil/e

Sure. orm @ 0--eri

srRONG FhVr@ Periers Sur

SGUN Pos/r/oN Le D

e HEADQUARTERS

* TOWN

SROCKY SHORE"

[] BEACH

o CHOKE POINT aBeuv/.le

e

3 2 B.D. TARGET AREA IN RELATION

TO ALLIED LANDING BEACHES

OMH OOAO JUNOI Pa

- *-AREAN , RITIS L.....

0d 00 Jr.le
OFFICIAL PHOTO USAAF

Lt. Gen. James H. Doolittle, Commanding General, Eighth Air Force

23
directed at the severance of communication lines between the beachhead defenders and reserve elements, with targets consisting largely

of road choke-points in Caen and several smaller Normandy towns.

The first, third, and fourth missions were accomplished substantially

as planned, employing overcast technique exclusively in the first and

third and for several targets in the final mission. The second mission

was not generally prepared for bombing through the overcast, and

clouds over the targets prevented attacks except in the case of one

formation which bombed a secondary target on the indications of the

only Pathfinder aircraft participating. A total of 2,698 bombers participated in the day's operations and 3,596 tons were dropped for the

loss of three bombers.

Assessment of damage caused during this day's operations was

rendered difficult by the fact that a majority of the targets attacked

were cloud-obscured and strike photographs were therefore unrevealing. In many instances follow-up operations were executed before

reconnaissance cover was obtained. The beachheads were subjected

to fire from naval guns, rockets, and mortars, and were bombed by

aircraft of other commands, with the result that a definitive evaluation

of damage was not possible. Information from surveys conducted

by air force representatives, interviews with ground personnel, and

prisoner-of-war interrogations may be summarized in the following

manner:

i. The immediate beach areas showed only limited evidence of

bomb damage, as was to be expected in view of the extra

precautionary measures taken to avoid short bombfalls when

through-the-overcast bombing technique was used. These precautions included the arbitrary time delays on bomb releases.

Areas behind the beachhead, ranging from 300/400 yards to

3 miles, revealed extensive evidence of concentrated bombing

patterns.

2. The principal contribution made by this bombing effort was

the demoralization of enemy troops and the disruption of signal

and transport communications, which hindered the deployment

of immediate reserves.

In regard to the limited number of targets where damage was assessable from strike or reconnaissance photographs, results varied with

cloud conditions encountered.

24
The noteworthy feature of D-day cooperation by heavy bombers was

the fact that the beaches were bombed by airplanes flying above a solid

overcast of clouds. While a carpet of bombs placed in front of the

advancing troops was deemed highly desirable, the danger to our

own soldiers from bombs dropped without visibility of the ground

demanded most careful consideration.

Had it been necessary to make the decision several months earlier,

it is likely that such a project would have been abandoned. By the

use of through-the-overcast technique, Eighth Air Force bombers had

been known to miss targets by wide margins. However, in preparation for D-day, against the possibility that weather would prevent

visual bombing, especially selected navigators and bombardiers had

been diligently trained in H2X technique, and repeated tests had been

conducted against shore-line targets. These tests showed that accuracy

was possible, and that the greatest menace to the safety of friendly

troops was the danger of inadvertent and premature bomb releases.

This risk was carefully weighed by the ground commanders against

the advantage of a bomb carpet to clear their assault path. Confronted with photographic evidence of the accuracy of bombing tests,

they elected to take the risk. This decision was a resounding vote of

confidence in H2X equipment and in Eighth Air Force crews.

Briefing was precise, pointed, and personal. All watches must be

exactly synchronized; careful attention must be given to all mechanical details; the bombing must be far enough in front of the ground

forces to minimize any chance of hitting them, yet near enough to

give the bomb carpet its maximum effectiveness. "Here are your

friends and brothers," the airmen were told. "You won't see them,

but they're there, depending on you. Don't hit them, but get your

bombs on that shore line!"

If the decision to bomb ahead of our troops through overcast was

breath-taking in its boldness, the results were epochal. A short distance offshore lay the LST's and other craft carrying the invading

force. Confident of cooperation from planes they could not see, the

men of the assault wave started ashore at the precise instant established beforehand. Exactly on schedule the first wave of bombers

came over, laying its bombs on the shore line and proceeding inland.

The entire force of bombers had to clear the attack point within 5

minutes or run the risk of dropping bombs on friendly forces. Absolutely according to plan the heavy bombers performed their mission,

25
laying their carpet of bombs before the attacking Allies. So effective

was their bombing, and with such a minimum of damage to friendly

forces was the operation carried out, that many lives were saved.

Ground commanders were lavish with their praise. Another milestone of modern warfare had been passed.

D plus 1 to D plus 11 (7-17 June)

Attacks aimed at the interdiction of enemy road and rail transport,

with special emphasis laid on bridges over the Loire and the rivers of

Brest peninsula; the denial to the German Air Force of the use of

airfields and landing grounds within effective range of the beachhead; and the destruction of supply sites in northern France-these

were the principal tasks allotted to the Eighth Air Force during the

i i days immediately following D-day. Toward the end of this

period, a resumption of strategic bombing was contemplated, but unfavorable operating conditions over Germany resulted in prolonging

tactical operations, although two missions against oil refineries in Germany were possible, at Emmerich on 14 June and Misburg on 15 June.

Scheduled assignments were carried out by the great majority of

units involved in the operations during this period, although throughthe-overcast bombing technique was frequently necessary. Participating in the 13 missions executed were 9,8oi bombers; bombs dropped

totaled 20,365.6 tons; losses were 4V aircraft.

Considerable success was achieved toward restriction of enemy

movements by attacks on road and rail junctions, marshalling yards,

choke-points and bridges. Notable was the destruction or severe damage caused to at least i6 road and rail bridges across the Loire River

and rivers on the Brest peninsula. Operational airfields and landing

strips in northern France were also successfully bombed, and many

were rendered completely unserviceable by the destruction of permanent installations and the postholing of runways and landing grounds.

Due principally to the necessity for employment of overcast technique,

little damage was accomplished in the operations against the supply

sites.

Fighters

Air cooperation

The first consideration in planning daily fighter operations during

the period 2 to 17 June was adequate escort of all heavy-bomber

missions of the Eighth Air Force. (On D-day the escorted forces

26
included various other Allied air units.) The interdiction commitment, bombing and strafing of tactical targets on the perimeter of the

battle region, could be undertaken only after the requirements for

cover of bombers had been fulfilled. In fact, the limited enemy

air reaction for the period as a whole made it possible to detail squadrons from supporting groups to execute attacks against ground installations even before the completion of their primary task, thus supplementing the bombing and strafing operations of groups which had

not been needed for support.

In the majority of instances the bomber targets were closely located

and the penetration involved was so shallow that ample escort was

provided by assigning groups to patrols in areas in which the objectives were located or through which the bombers passed en route to

and from them. On a few occasions the location of objectives made

it necessary to assign all available groups to close escort, and in other

instances a combination of area-type patrol and close escort was

employed.

Claims against enemy aircraft resulting from aerial combat were

148 destroyed, 6 probably destroyed, and 58 damaged. Thirty friendly

fighters are known to have been lost in engagements with the enemy.

Interdiction

The VIII Fighter Command's work during the period 6 to 17

June, that of preventing or delaying enemy movements with bombing and strafing attacks on lines of communication, was highly

effective. These operations were carried out in areas on the perimeter

of the assault zone, fighter operations over the battle area proper

being the responsibility of the Ninth Air Force and 2d TAF.

Because little enemy air opposition was expected on 6 and 7 June,

it was possible for fighter-bombers to operate on these days in small

units of one and two squadrons. This plan enabled the harassing

attacks to be more continuously maintained and allowed the Command to operate over a wider area than would have been possible had

full groups been employed. As the enemy increased his fighter

strength in France, this plan had to be abandoned because small units

would have been subject to possible heavy losses. In this connection,

full groups were employed on fighter-bomber missions on and after

8 June with either one squadron in each group as top cover for two

27
fighter-bomber squadrons or one group covering one or two other

groups executing such attacks.

From 6 to 17 June, a total of 335 fighter-bomber attacks, in all

instances by units of 8 aircraft or more, were made against tactical

targets, 147 against railway marshalling yards, sidings, junctions, and

tracks, 87 against bridges, 38 against mobile rail transportation, 26

against road transportation, and 37 against various other targets.

During this period 1,339.3 tons of bombs were dropped.

The over-all results achieved by bombing and strafing operations

are not reflected by a mere examination of claims for the period, which

are by no means complete. In many instances there was not sufficient

time between sorties for detailed interrogation, while in others the

participating groups described results in general terms, i. e., excellent,

good, etc., without submitting specific claims. The following claims

against rail and road transportation are believed to represent the minimum results obtained against such targets:

Target Destroyed Damaged

Locom otives .................................. 118 70

Railroad cars ........................... .... 375 1, 258

T rucks ...................................... 607 533

T ank s ...................................... i 6 3 1

A rm ored vehicles ............................ 12 15

S taff cars .................................... 7 10

O ther vehicles ............................... 8o 36

These claims afford a graphic indication of the scale of the fighter

effort toward isolation of the beachhead area, but a further and very

significant contribution was made by the ever-present threat of attack

against rail and road transport which seriously impeded enemy movements by day.

Shipping patrol

From 5 to io June the four P- 38 groups of the Command were

committed to the execution of shipping patrols under the direction of

the Combined Control Center. On ii June, three groups and, from

12 to 15 June, two groups were used for this purpose. During

these ii days a total of 2,887 sorties were flown. None of the fighters

was lost, but five sustained Category "E" (salvage) damage.

Throughout the entire period, no enemy aircraft was encountered over

the shipping corridor by groups of the VIII Fighter Command.

During the period 2 to 17 June, 15,773 fighters of the VIII Fighter

28
P

',J,

4 ft

BEACH SCENE. This vertical view shows the beehive activity of the Normandy invasion in full swing. N(

Frebomb carpet laid downi by the heavy bombers. D-day bombing, through To/xo cloud, was perfectly

c mi, : 
414

!hive activity of the Normandy invasion in full swing. Note the pock marks left by the Eighth Air

nbers. D-day bombing, through To/io cloud, was perfectly synchronized with the beach a ssault.
Command were dispatched on operational missions and 15,686 sorties

were flown for the loss of 155 aircraft. Of these losses, 48 were

attributed to antiaircraft fire, 30 to enemy aircraft, and 25 to accident.

Causes of the losses in 52 instances are unknown. Total claims against

enemy aircraft were 201 destroyed, 6 probably destroyed, and 82

damaged, of which number 148 destroyed, 6 probably destroyed,

and 58 damaged resulted from aerial combat and 53 destroyed and

24 damaged from attacks on enemy airfields.

Subsidiary Operations

In addition to the major operational roles executed by Eighth Air

Force bombers and fighters, other units performed important complementary functions. These consisted of weather and photographic

reconnaissance missions, leaflet-dropping operations, radar-jamming

flights, and special supply drops to the French Forces of the Interior.

There were 5o0 sorties flown and seven losses in the course of these

operations, which directly or indirectly contributed to the success of

the over-all undertaking.

Enemy Air Reaction

Calculations that enemy air opposition to the initial landings would

not be on a heavy scale were borne out by the Luftwaffe's behavior.

Our ground forces were both surprised and gratified at their relative

freedom from air attacks.

It is of interest to examine just what the GAF was doing for several

days before the invasion started, and then during the assault phase:

Dawn 28 May-Dawn 4 June

During the night of 28-29 May some 70 enemy aircraft, consisting

of Ju-88's, Ju-188's, Me-41o's, and FW-i 9 o's, operated against Britain.

There was an armed reconnaissance of the Sussex coast by io FW-i9o's

and Me-4io's, and 50 Ju-88's and Ju-i88's carried out minelaying

operations between Teignmouth and Start Point. There were io

Me- 4 io's on intruder patrols over East Anglia. Bombs fell on

Worthing, Hove, Lyme Regis, Torquay, and Paignton areas.

An armed reconnaissance of the eastern Channel was carried out

by some 90 Ju-88's, Ju-i88's and Me- 4 io's on the night of 29-30 May,

and minelaying and a bombing attack took place in the Falmouth

29
TACTICAL TARGET. Le Mans Airfield, hit by Eighth Air Force heavy

bombers in conjunction with the Normandy assault.
area early on 30 May. Despite very favorable weather during the

early part of the week, the absence of known overland reconnaissance

aircraft west of Portsmouth was most noticeable. In view of the increasing imminence of Allied landing operations, this lack of interest

in covering south coast regions as a whole was remarkable.

Strong fighter reaction was provoked by major Allied raids on

central and eastern Germany and Poland. The main effort was

made on the 28th, when about 450 single-engine and 50 twin-engine

fighter sorties were flown, of which approximately 200 were encountered near Dessau and the remainder in the Magdeburg and Strasbourg localities. It is estimated that 300/350 sorties were flown on

29 and 30 May. The reactions to attacks on France, Belgium, and

western Germany remained negligible. Only slight reaction was

aroused by RAF Bomber Command night missions to targets in

France and Belgium.

Bombs fell at Falmouth and scattered points between Hampshire

and Sussex on i June. Possible intruder operations on the night of

31 May-i June were carried out by about 15 ME-4io's, six of which

were overland and dropped bombs in the Norwich region.

FW-2oo's from Trondheim carried out long-range reconnaissance

on 5 days of the week, and Ju-2 9o's from southwest France on one

day. Other reconnaissance activity was generally on a low scale. Of

two Ju-88 reconnaissance aircraft observed in the Orkneys-Shetlands

area on the 3oth, one was destroyed east of Kirkwall and the other

came overland at Lerwick. Two Me-Io9 reconnaissance aircraft were

destroyed south of the Isle of Wight on the 29th.

Dawn 4 June-Dawn 11 June

If more evidence is needed that the Allied landings in Normandy

achieved complete tactical surprise, consider that there was no appreciable air opposition until the night of 6-7 June, when some 175 longrange bomber sorties are estimated to have been flown against shipping

off the Cherbourg coast and against targets on the beachheads, including 55 sorties by aircraft carrying torpedoes and radio-controlled

bombs. All available types of aircraft were used, including torpedocarrying units from the south of France, but the attacks, especially

those on shipping, appear to have been a complete failure.

Similar operations, including minelaying, were carried out on the

following night, although the scale of effort fell off to about i6o

3'
sorties and to ioo or fewer on succeeding nights, probably because of

bad weather.

Both long-range bomber and torpedo-bomber operations were conspicuously ineffective. The scale of effort was possibly below that

anticipated due to unexpected weakness of the long-range bomber

force; there had been no evidence of long-range bomber activity by

daylight.

Small intruder operations were carried out off and over East Anglia

on the night of 7-8 and io-xi, with an estimated io aircraft participating in each. Day and night reconnaissance was flown over the

beachheads and the Channel, with fairly regular cover of the Straits

and the Thames estuary as far as the Suffolk coast, and over the

southern part of the North Sea.

For at least four nights of that week, Ju-2 9o's operated over the

Atlantic, probably in search of convoys, to the west of the Bay of

Biscay, but no attacks were reported.

The main GAF fighter activity was concentrated against landing

operations; little opposition was encountered by Eighth Air Force

heavy bombers. There was no immediate fighter reaction on 6 June,

when provisional estimates amounted to only about 70 sorties against

the Allied beachheads. However, the tempo increased on 7 June

with the arrival of sizable SEF reinforcements, and the estimated

scale of effort rose to about 3oo sorties, of which 60/70 were ground

attacks. Estimated sorties on 8 June amounted to 525/550 in the

battle area, including 75/100 ground attacks, and on 9 June, despite

adverse weather conditions for most of the day, the GAF delivered

some 500 sorties, including 110/120 ground attacks. These fell off on

io June, with 6o/7o ground attacks out of a total of 26o/270 sorties.

There are strong indications that after four days of fairly intensive

single-engine fighter operations and Allied night and day bombing of

bases, enemy strength was considerably reduced and serviceability

was probably not higher than 50 percent. In any event, it is ridiculous

to think that the reaction encountered was anything like the force

that could have been employed had the GAF high command elected

to make a finish fight of it.

Some day the Luftwaffe's historians may publish their side of the

story, may tell us why the opposition to the Normandy invasion was

so weak. That account will be eminently worth reading.

32 U. S. GOVERNMENT PRINTING OFFICE: 1945