The Israeli Air Force grew from humble beginnings to one of the largest and most experienced air combat teams in the world. This came through several major and minor wars with its Arab neighbors, almost continuous military actions short of war, and preparation for power-projection operations unusual for so small a nation. The 75-year history of the Israeli Air Force is, then, a fascinating study of a relatively small military organization working to meet shifting obligations under multiple impediments while being repeatedly tested in combat. Many factors over the decades shaped the air fighting capability, not the least being the demands of the evolving battlefield, uncertain funding, available weapons, and quality of personnel. Tactics and doctrine were, in turn, shaped by government policies, international pressures, and confronting adversaries likewise evolving. When the trials in war or combat short of war came, success was a measure in relevance of the service's weapons, adequacy of training, and experience of personnel. As a companion to Volumes 1 and 2 giving the chronological history of the Israeli Air Force, this third volume details special topics underscoring the service's capability growth. These richly illustrated topics are flight training, photo reconnaissance, aerial refueling, electronic warfare, support of Special Forces, support of the Navy, and the Air Defence Forces. A summary of aircraft that served with the Israeli Air Force is provided, with a photograph of each type and major models. A summary of all IAF air-to-air "kills" is also included. Written at a time of historical changes for the air force, and the Israel Defense Forces as a whole, this volume informs understanding of the service emerging and operating in future years. Backed by official and unofficial histories published in the last 20 years, and the unprecedented openness in the past few decades, the author has worked to make this account more accurate and complete than those of the past. It also stands apart from many other books in performing this examination in a more dispassionate and critical manner, without the common hyperbole.

The North American P-51 Mustang was one of the most successful and effective fighter aircraft of all time. It was initially produced in response to a 1940 RAF requirement for a fast, heavily-armed fighter able to operate effectively at altitudes in excess of 20,000ft. North America built the prototype in 117 days, and the aircraft, designated NA-73X, flew on 26 October 1940. The first of 320 production Mustang Is for the RAF flew on 1 May 1941, powered by a 1,100hp Allison V-1710-39 engine. RAF test pilots soon found that with this powerplant the aircraft did not perform well at high altitude, but that its low-level performance was excellent. It was when the Mustang airframe was married to a Packard-built Rolls-Royce Merlin engine that the aircraft's true excellence became apparent. Possessing a greater combat radius than any other Allied single-engine fighter, it became synonymous with the Allied victory in the air. During the last eighteen months of the war in Europe, escorting bomber formations, it hounded the Luftwaffe to destruction in the very heart of Germany. In the Pacific, operating from advance bases, it ranged over the Japanese Home Islands, joining carrier-borne fighters such as the Grumman Hellcat to bring the Allies massive air superiority. Yet the Mustang came about almost by accident, a product of the Royal Air Force's urgent need for new combat aircraft in the dark days of 1940, when Britain, fighting for survival, turned to the United States for help in the island nation's darkest hour.

Although New Guinea's Thunderbolt pilots faced several different types of enemy aircraft in capricious tropical conditions, by far their most common adversary was the Nakajima Ki-43-II Hayabusa, codenamed 'Oscar' by the Allies. These two opposing fighters were the products of two radically different design philosophies. The Thunderbolt was heavy, fast and packed a massive punch thanks to its battery of eight 0.50-cal machine guns, while the 'Oscar' was the complete opposite in respect to fighter design philosophy - lightweight, nimble, manoeuvrable and lightly armed. It was, nonetheless, deadly in the hands of an experienced pilot. The Thunderbolt commenced operations in New Guinea with a series of bomber escort missions in mid-1943, and its firepower and superior speed soon saw Fifth Air Force fighter command deploying elite groups of P-47s to Wewak, on the northern coast. Flying from there, they would pick off unwary enemy aircraft during dedicated fighter patrols. The Thunderbolt pilots in New Guinea slowly wore down their Japanese counterparts by continual combat and deadly strafing attacks, but nevertheless, the Ki-43-II remained a worthy opponent deterrent up until Hollandia was abandoned by the IJAAF in April 1944. Fully illustrated throughout with artwork and rare photographs, this fascinating book examines these two vastly different fighters in the New Guinea theatre, and assesses the unique geographic conditions that shaped their deployment and effectiveness.

Howard Hughes' life ambition was to make a significant contribution to the field of aviation development. But the monumental folly of his endeavours on the HK-I Hercules meant that he came to be known and remembered to a great extent for all the wrong reasons. The 'Spruce Goose' (a name Hughes detested) became a product of his wild fixation on perfection and scale. Once completed, it was the largest flying machine ever built. Its wingspan of 320 feet remains the largest in history. Yet it only completed one flight; flying for a mile on its maiden voyage above Long Beach Harbour, before being consigned to the history books as a failure. Experienced author Graham M. Simons turns his attention to the production process that saw this colossus take shape. In words and images, all aspects of this process are illustrated. We have shots taken during the initial design period, images of the craft under construction, and photographs taken at the test flights. In addition, Simons has been gifted access to the highly prized and rarely seen aircraft manual produced for the aircraft, content from which has been extracted and used to supplement the narrative. The book goes on to explore the political issues that sprung up as a result of Hughes' endeavours, looking into the Senate War Investigations Committee's findings which explored the extent to which government funds had been utilised in the development and construction of the flying boat, adding a whole new layer of controversy to the proceedings.

Drones quite possibly represent the most transformative military innovation since jet engines and atomic weaponry. No longer do humans have to engage in close military action or be in the same geographical vicinity as the target. Now, through satellite imaging and remote technology, countries such as the United States can destroy small targets halfway around the world with pinpoint accuracy. In the last several years, many of the military advancements have been rivaled by those in the commercial realm. Civilian industries have clamored to acquire drones for everything from monitoring crops to filming Hollywood movies to delivering packages. Not surprisingly, the use of drones has generated a lively debate, but no book thus far has engaged the range of themes surrounding drones. How do drones work? To what extent has the technology proliferated to other nations outside the US? How can they be used on the ground and in maritime environments? How are they being integrated into both military and civilian life? In Drones: What Everyone Needs to Know, the international relations scholar (and former air force officer) Sarah Kreps provides a concise synthesis of the topic. The book explains how they and the systems associated with them work, how they are being used today, and what will become of the technology in the future. What readers need now is a more practical guide to how this technology is reshaping both military and civilian life; this book is that guide. The drone revolution has already changed warfare, and will soon become a commonplace tool in a civilian context too. It is clear that drone technology is here to stay. Drones: What Everyone Needs to Know explains how the revolution happened, what its current contours are, and where we might be headed next.

In 2018 the RAF is one hundred years old. In his new book, destined to be a classic, Patrick Bishop examines the high point of its existence - the Second World War, when the Air Force saved the nation from defeat then led the advance to victory. A SUNDAY TIMES BESTSELLER Air warfare was a terrible novelty of the modern age, requiring a new military outlook. From the beginning, the RAF's identity set it apart from the traditional services. It was innovative, flexible and comparatively meritocratic, advancing the quasi-revolutionary idea that competence was more important than background. The Air Force went into the war with inadequate machines, training and tactics, and the early phase was littered with setbacks and debacles. Then, in the summer of 1940, in full view of the population, Fighter Command won one of the decisive battles of the struggle. Thereafter the RAF was gilded with an aura of success that never tarnished, going on to make a vital contribution to Allied victory in all theatres. Drawing from diaries, letters, memoirs, and interviews, Air Force Blue captures the nature of combat in the skies over the corrugated wastes of the Atlantic, the sands of the Western Desert and the jungles of Burma. It also brings to life the intensely lived dramas, romances, friendships and fun that were as important a part of the experience as the fighting. Air Force Blue portrays the spirit of the RAF - its heart and soul - during its finest hours. It is essential reading for the millions in Britain and the Commonwealth whose loved ones served, and for anyone who wants to understand the Second World War.

The Boeing 707 family - that includes the forerunner Model 367-80, the KC-135 series of military transports and the slightly smaller Model 720 - was the pioneer of the sweptback wing, incorporating podded engines borrowed from the B-47 military bomber. It was the aircraft that many regard as the design that really ushered in the Jet-Age. This new book from the established aviation historian Graham Simons examines the entire course of the Boeing 707 s history, charting an impressive design evolution and illustrating the many ways in which the 707 s legacy continues to be felt to this day. In laying the foundation for Boeing's preeminence on the word s jetliner market during the 1980s and 90s, the 707 paved the way for future innovations in both civilian and military fields and Graham Simons has put together an image-packed history that records the historic and landmark milestones of this iconic aircraft type.

We Seek the Highest has been the motto of the thousands of Officer Cadets who, over ten decades, have passed through the rigorous training regime at the Royal Air Force College, Cranwell, Lincolnshire. The words embody the College ethos: to strive to reach the tough standards demanded by the RAF, in the air and on the ground. This book tells the 100-year story from the point of view of the Officer Cadets themselves. The College was founded in 1919 - some eighteen months after the birth of the RAF itself - with the aim of providing a cadre of disciplined, highly-trained officers, ready to lead the service through the uncertain post-war and post-Empire times to come. Since then, it has responded continuously to the UK's political, economic and military requirements. The RAF Officer Cadets' world has thus been one of change. The author documents these changes from 1919 to today, overlaying the historical and social scene with the candidly related airborne and ground-based exploits of three-score ex-cadets. The core narrative is based on the three years at Cranwell of 81 Entry of Flight Cadets, who graduated in July 1962 with thirty-seven jet pilots and eight navigators, having launched a curriculum-changing experiment in degree-level studies. With a Foreword from an Air Chief Marshal former cadet, 130 illustrations, and a full index, the whole offers a cadets' tribute to a world-famous military academy on its centenary.

Joshua M. Epstein argues that prevailing assumptions about the East- West balance of power rest on erroneous measures of military strength. He develops a method for analyzing military capabilities and applies that general procedure to the Soviet tactical air threat to NATO.

Originally published in 1984.

The Princeton Legacy Library uses the latest print-on-demand technology to again make available previously out-of-print books from the distinguished backlist of Princeton University Press. These paperback editions preserve the original texts of these important books while presenting them in durable paperback editions. The goal of the Princeton Legacy Library is to vastly increase access to the rich scholarly heritage found in the thousands of books published by Princeton University Press since its founding in 1905.

In Heroes of the Skies, Michael Ashcroft relays the stories our most courageous airmen. From those who flew when aeroplanes were in their flimsy infancy during the First World War, through the bomber crews and fighter pilots of the Second World War, to heroes of more recent conflicts in Northern Ireland , the Falklands and Afghanistan, every man in this book risked his life for his comrades and his country. In telling the stories of the individual bravery of more than eighty such men, Heroes of the Skies also paints a picture of a century of aerial combat and allows us to celebrate the extraordinary feats of our flying heroes.

An epic adventure--the most brilliant escape and evasion from the Nazis ever written.
Eric Williams, a Royal Air Force bomber captain, was shot down over Germany in 1942 and imprisoned in Stalag Luft III, the infamous German POW camp. Digging an underground tunnel hidden beneath a wooden vaulting horse, he managed to escape after ten months and, accompanied by a fellow officer, made his way back to England. In this thinly fictionalized retelling, Williams relates his story in three distinct phases: the construction of a tunnel (its entrance camouflaged by the wooden vaulting horse in the exercise yard) and hiding the large quantities of sand he dug; the escape; and the journey on foot and by train to the port of Stettin, where Williams and his fellow escapee stowed away aboard a Danish ship, the "Norensen."
From painstakingly digging the tunnel to secretly depositing the dirt and gravel around the camp to dodging searchlights and search dogs and climbing barbed wire fences, this is an escape story hard to beat. For sheer heroism, courage, and perseverance, this classic is arguably the most ingenious POW escape of WWII. "The Wooden Horse" became a legend among servicemen long before its publication in 1949 and has remained one ever since.

This book discusses the practice of no-fly zones in international affairs. The first no-fly zone was imposed over northern Iraq immediately after the first Gulf War, and since then they have become a regular recourse for policymakers confronted with humanitarian crises. They have come to be viewed as a feasible, essentially non-violent form of intervention that can be performed entirely from the air in a situation where some form of action is widely thought to be necessary but the political will for a ground operation is insufficient. Nonetheless, even among policy makers there is limited understanding of the requirements, the shortcomings and the potentialities of no-fly zones. This is the first comprehensive work on this topic, and examines the assumptions surrounding no-fly zones by focusing on issues such as authority, cost, possibility of escalation and effectiveness. Looking back at 25 years of experience with no-fly zones, the book's goal is to look at what historical lessons may be drawn and to make some predictions with regard to the politics and strategy of no-fly zones in the future. This book will be of much interest to students of air power, security studies, Middle Eastern Studies and IR in general

Flight Lieutenant Thomas Tommy' Rose, a First World War fighter ace, was a pioneer of private flying. He installed and managed the UK's first fuel pump for private aviation at Brooklands before becoming Sales Manager for Phillips and Powis Aircraft Ltd. The chief flying instructor at several early flying schools, Tommy became the Chief Test Pilot for Miles Aircraft and was the winner of air races and pageants. He was undoubtedly a pilot who could always be relied on to amaze the onlookers with his fast, accurate stunts and low-level flying. Mentioned in Despatches in 1916 and awarded the DFC in 1918, Tommy was attacked in his aircraft several times, yet his astonishing ability at the controls of his aircraft enabled him to land without serious injury. By the time of the Armistice, Tommy had been credited with eleven kills'. He continued to demonstrate these skills after the war and though this true trailblazer was widely known in his glory days during the early part of the twentieth century, little is remembered about him today. Yet Tommy Rose achieved the most incredible feats of aviation and was considered one of the finest pilots of his era, completing over 11,200 flying hours up to 1949. In the 1930s, Tommy took the Imperial Airways route through East Africa, to set up a new world record on the UK to Cape Town passage, beating Amy Mollison (Johnson) who took the shorter course down the west coast. He also won the King's Cup Air Race in 1935. Tommy flew many of the early RAF fighters from Maurice Farman to the Spitfire Mk.IX, and, from late 1939, when he was appointed Chief Test Pilot for Phillip & Powis Aircraft Ltd at Woodley (forerunners of Miles Aircraft Ltd), he test flew all Miles monoplane training and target towing aircraft, leaving in January 1946. His last position was as General Manager of Universal Flying Services Ltd at Fairoaks Aerodrome in Surrey. The result of decades of research by the author, through this book the life and adventures of one of history's most accomplished and daring aviators can finally be told.

From acclaimed aviation historian Michael Napier, this is a highly illustrated survey of the aerial fighting in the flashpoints of the Cold War. The Cold War years were a period of unprecedented peace in Europe, yet they also saw a number of localised but nonetheless very intense wars throughout the wider world in which air power played a vital role. Flashpoints describes eight of these Cold War conflicts: the Suez Crisis of 1956, the Congo Crisis of 1960-65, the Indo-Pakistan Wars of 1965 and 1971, the Arab-Israeli Wars of 1967 and 1973, the Falklands War of 1982 and the Iran-Iraq War of 1980-88. In all of them both sides had a credible air force equipped with modern types, and air power shaped the final outcome. Acclaimed aviation historian Michael Napier details the wide range of aircraft types used and the development of tactics over the period. The postwar years saw a revolution in aviation technology and design, particularly in the fields of missile development and electronic warfare, and these conflicts saw some of the most modern technology that the NATO and Warsaw Pact forces deployed, alongside some relatively obscure aircraft types such as the Westland Wyvern and the Folland Gnat. Highly illustrated, with over 240 images and maps, Flashpoints is an authoritative account of the most important air wars of the Cold War.

This book provides a detailed general overview of the human factors and performance limitations associated with flying fast jets, integrating all the latest available research literature on the demanding operational tasks faced by such pilots and aircrews. As such, it has a strong military focus, dealing with pilots of fighter aircraft, attack aircraft and lead-in fighter trainer aircraft that are traditionally only single or dual pilot operations. The book deals not only with the issue of G force, but discusses ejection and escape/survival, disorientation, high altitude physiology, pilot training and selection, helmet-mounted equipment, situational awareness, data fusion and multi-sensor integration, human machine interface issues and advanced cockpit design. It examines the human performance issues associated with the technological advances made in fast jets, such as increased manoeuvrability, increased use of the pilot's head as a mounting platform for sensor and weapons systems, and the complexities involved in the human-machine interface within these aircraft.

This is the fascinating true story behind one of the key reasons that RAF Fighter Command saw such success in the Second World War and emerged victorious from the Battle of Britain – the incredible training school that transformed young men from inexperienced pilots into some of the finest airmen in the world. From peacetime Armament Practice Camp, to fighter Operational Training Unit, to Central Gunnery School, this is the story of how, between 1926 and 1946, the RAF developed and implemented a world-beating training system. This allowed the RAF to have total faith in the men tasked with combatting the Nazi threat from the air, and School of Aces tells the astonishing story of the station through a wealth of individual stories – with famous names, drama, courage and pathos a-plenty – recalling how pilots, air gunners and ground crew came to be at RAF Sutton Bridge, what life was like for them there and what happened to them afterwards. Prior to and during the Battles of France and Britain, RAF Sutton Bridge played a vital role in the British success by creating, in a remarkably short time, an effective training programme for potential fighter pilots. It then turned out 494 Hurricane pilots with such rapidity that summer that no fewer than 390 graduates flew as part of that illustrious band of men known forever as 'The Few'.

During a twenty-five year flying career in the RAF, Jerry Pook has flown Hunter Fighter/Ground Attack aircraft in the Gulf, Harriers in West Germany, the supersonic Starfighter with the Dutch Air Force, the Harrier in Belize, Central America and the Tornado bomber at the Tri-national Tornado Training Establishment where he trained German and Italian pilots and navigators. Jerry had a long relationship with the Harrier Fighter/Ground Attack vertical take-off aircraft. This he flew in West Germany at the height of the Cold War operating from Wildenrath and off-base operations with Field Wing operations based in the fields and woods of the German countryside. Jerry saw action during the Falklands War when based on HMS Hermes and flying one of the few RAF Harriers in the Ground Attack role in support of the troops fighting ashore. He then enjoyed flying the American-built Starfighter RF 104G during a 3 year exchange tour with the Dutch Air Force - he describes the Starfighter as ' beautiful to fly, smooth and sophisticated, supremely fast and powerful - if you took liberties with it you knew it would kill you in an instant.' After 3 years with No 1(Fighter) Squadron and again flying the Harrier he moved to the then new Tornado, flying in its bomber role. This he continued to fly operationally and in the instructional role for 13 years until grounded from military flying for medical reasons.

Left for Dead at Nijmegen recalls the larger-than-life experiences of an American paratrooper, Gene Metcalfe, who served in the 82nd Airborne during WWII. From his recruitment into the military at Camp Grant to his training with the 501st Paratroop Infantry Regiment at Camp Toccoa, it wasn't until D-Day itself that he first arrived in England to join the 508th PIR. Nannini records Gene's memories of being dropped during Operation Market Garden in Nijmegen, Holland. Gene was listed as KIA and left for dead by his patrol, who presumed the worst when they saw his injuries from a shell explosion. In the climax of the story, Gene is captured by German SS soldiers and, with absolutely no protection, found himself standing before a senior officer, whom Gene recognized as Heinrich Himmler himself, behind enemy lines in a 16th century castle. Gene's subsequent interrogation is fully recounted, from the questioning of his mission to the bizarre appearance of sausages, mustard, marmalade and bread for his "dinner." This would be his last proper meal for eight months. The rest of his story is equally gripping, as he became a POW held outside Munich, being moved between various camps ridden with disease and a severely undernourished population. Eventually, after making an escape attempt and being captured within sight of the snow-capped Swiss mountains, his camp was liberated by American troops in April 1945. Gene's story is both remarkable for his highly unusual encounter, and his subsequent experiences.

Leutnant Gerhard Ehlert was one of the few survivors of 2. Nachtaufkl rungsstaffel, part of the Luftwaffe's 6th Air Fleet, which operated on Eastern Front during the Second World War. Although he came from a family that spoke out against Hitler and the Nazi regime, he volunteered to join the Luftwaffe. He went on to undertake combat patrols under the most extreme circumstances. Facing hazardous weather conditions - often landing his aircraft blind' in heavy fog - and mountainous odds against Soviet air superiority, Ehlert completed twenty-two sorties before his Dornier Do 217M-1, coded K7+FK, was shot down on 14 June 1944. Despite strenuous efforts to escape the Soviets, along with his rear-gunner Feldwebel Wilhelm Burr, he was captured by the Red Army. What followed changed his life forever. Though interrogated repeatedly, Ehlert revealed nothing about his missions or duties. Then, during his transfer to a prisoner of war camp, he had to face a hostile crowd of Russian civilians who had suffered from the devastating effects of the Luftwaffe's bombs. In the long journey eastwards across the bleak Russian steppes to the camp at Yelabuga, a town in the Republic of Tatarstan, Ehlert reflected on his early years and the road he took to the east and the horrifying situation he was in. But it was not the months he endured in the freezing prisoner of war camp which became his most haunting memory - it was when the war ended. The Russians announced that with peace came new rules. Now the prisoners must work and the food ration would be reduced. Their uniforms were removed, and all privileges of rank dismissed. To the Soviets they were no longer prisoners of war, they were mere criminals and were treated accordingly. Transferred to Bolshoy Bor in the north, day after day the men had to transport logs, even through the snow and ice of winter, with many of the prisoners dying of malnutrition and exposure. The Russians told them they were to rebuild what they destroyed in the Soviet Union'. Ehlert's suffering finally ended in 1949. He was able to return to his parental home, initially being treated as an unwelcome stranger. When he related his story to Christian Huber, Gerhard Ehlert was in his 90s, by then a happy father and grandfather, and undoubtedly a survivor.

A former South African Air Force pilot who saw action throughout the region from the 1970s on, Neall Ellis is the best-known mercenary combat aviator alive. He started flying Alouette helicopter gunships in Angola, and for the past two years, as a “civilian contractor,” Ellis has been flying helicopter support missions in Afghanistan, where, he reckons, he has had more close shaves than in his entire previous four-decades put together. He saw action all over world. After Angola he has fought in the Balkan War (for Islamic forces), tried to resuscitate Mobutu’s ailing air force during his final days ruling the Congo, flew Mi-8s for Executive Outcomes, and thereafter an Mi-8 fondly dubbed 'Bokkie' for Colonel Tim Spicer in Sierra Leone. Finally, with a pair of aging Mi-24 Hinds, Ellis ran the Air Wing out of Aberdeen Barracks in the war against Sankoh's vicious RUF rebels. Twice, single-handedly (and without a copilot), he turned the enemy back from the gates of Freetown, effectively preventing the rebels from overrunning Sierra Leone’s capital - once in the middle of the night without the benefit of night vision goggles. Nellis (as his friends call him) was also the first mercenary to work hand-in-glove with British ground and air assets in a modern guerrilla war. In Sierra Leone, Ellis' Mi-24 (“it leaked when it rained”) played a seminal role in rescuing the 11 British soldiers who had been taken hostage by the so-called West Side Boys. He also used his helicopter numerous times to fly SAS personnel on low-level reconnaissance missions into the interior of the diamond-rich country, for the simple reason that no other pilot knew the country - and the enemy - better than he did.

In the new year of 1944 the French Resistance in northern France was on its knees. Relentless attacks on its diverse and disorganised networks by the Gestapo and the Abwehr had put many of its best operatives in prison, or worse. But in the lead up to Operation Overlord, 'D Day', the Resistance had never been more important to the Allied war effort, and many groups were in the pay of Britain's Secret Intelligence Service, MI6. One such was organised by a patriot called Dominic Ponchardier. For months he had watched helplessly as his friends and colleagues had been swept up by the Nazi drag net, and cast into the old prison on the eastern outskirts of Amiens. In desperation he asked his MI6 handlers for help, and once London agreed it led to one of the most daring missions of the war. On the morning of 18 February 1944, nineteen Mosquito bombers flew at low level across the channel, skimming just above the ground to drop their bombs on sections of the walls of Amiens Prison. Hundreds escaped, scores of whom evaded recapture to continue the fight against Nazi repression. It was an epic of precision bombing, in which one of the most notable RAF heroes of the war, Group Captain Charles Pickard, lost his life. Robert Lyman's book reveals, from previously unseen sources, the full truth of MI6's involvement in the French Resistance, and narrates in vivid detail a stirring tale of courage and skill.

The Korean War, 1950-1953, was the first war in which jet aircraft played a central role. Once-formidable fighters such as the P-51 Mustang, F4U Corsair, and Hawker Sea Fury, relinquished their air superiority roles to a new generation of faster, jet-powered fighters. For the initial months of the war, the P-80 Shooting Star, F9F Panther, and other jets under the UN flag dominated North Korea's prop-driven air force of Soviet Yakovlev Yak-9 and Lavochkin La-9s. The Chinese intervention in late October 1950 bolstered the Korean People's Air Force of North Korea with the MiG-15 Fagot, one of the world's most advanced jet fighters. The fast, heavily armed MiG out flew first-generation UN jets. The United States Air Force moved quickly to counter the MiG-15, with three squadrons of its most capable fighters. Lt. Gen. George G. Loving, USAF, also flew 151 combat missions in World War II, becoming a P-51 ace. He later served as commander of the Sixth Allied Tactical Air Force and the U.S. Fifth Air Force. His awards include the Distinguished Service Medal with Oak Leaf Cluster, Silver Star, Legion of Merit, Distinguished Flying Cross with Oak Leaf Cluster, and Air Medal with 24 Oak Leaf Clusters, and he is the author of Woodbine Red Leader. Here, he tells us exactly what it was like to fly the F-80 Shooting Star against MiGs and ground targets in exciting detail.

Lt. Gen. Frank E. Petersen’s autobiography provides a critical examination of this remarkable Marine’s career, from his accomplishments as the first black pilot in the U.S. Marine Corps to his promotion to Lieutenant General and final service as Commander U.S. Marine Corp Base Quantico, Virginia. At the time of his retirement in 1988, General Petersen was the first and only black pilot to hold command and the only black general in the Marine Corps. A new addition to the Leatherneck Classics series, this story of great personal determination and impressive leadership provides a clear understanding of an inspirational path to success in the military.