After being brought back from the Pacific Theater, this George went to a children’s playground in San Diego, California. The museum received it in 1959 and in 2000 the museum began an extensive, eight-year restoration. They found serial numbers from four different aircraft during the disassembly. This beautiful restoration either came from several different aircraft brought back to the U.S. for exploitation after the war, or from the Japanese putting several aircraft together during the war. The serial number 5312 was most common and is now the number cited.

This concludes Part 1 of the of the Intelligence Guide to the National Museum of the United States Air Force.

The B-29’s photo-reconnaissance capabilities yielded what Major General Haywood Hansell called, “probably the greatest…single contribution…in the air war with Japan.” The Superfortress’ photo-reconnaissance configuration was the F-13A. On 1 November 1944, one of the two F-13A aircraft that arrived from the U.S. just two days before flew from Saipan to Tokyo. Captain John Steakley’s aircraft flew over Tokyo at 32,000 feet for 35 minutes taking 7,000 images. A Japanese fighter approached the F-13, but did not attack it. That was the first land-based American plane to fly over Tokyo since the Doolittle Raid in 1942. Those photos provided the XXI Bomber Command locations of Japanese aircraft manufacturing plants, helping the mission planners to choose targets for the coming B-29 onslaught. Steakley’s F-13A became “Tokyo Rose” after that mission.

The Catalina performed some of the most critical surveillance missions of World War II. An RAF Catalina located the German battleship Bismarck, enabling the Royal Navy to destroy it in May 1941. A Canadian Catalina warned the Royal Navy’s Indian Ocean fleet of the approach of a Japanese carrier group in April 1942 before being shot down by a Zero. A Catalina also spotted the Japanese carrier force as it approached Midway Island in June 1942 and provided one of the most important radio messages of the war. This aircraft is a Consolidated OA-10 Catalina.

The world’s first operational jet fighter was the Me 262A-1. On 16 May 1945, technical intelligence personnel found this aircraft at Munich-Riem airfield where fighter ace Adolph Galland’s Jagdverband (JV) 44 left it behind as the unit fled to Austria. Personnel of the 54th Air Disarmament Squadron named it Beverly Anne and it became one of 10 Watson’s Whizzers aircraft returned to the US at the end of the war. While being ferried from Lechfeld, Germany, to Cherbourg, France it stopped at Melun, France. It was there that Beverly Anne became Screamin’ Meemie. Lieutenant Bob Strobell named it that because of the sound it made. On 27 June 1945, this jet served as the lead ship in an aerial exhibition for General Carl Spaatz. After arrival in the U.S. it went to the U.S. Navy, along with four other Me 262s, serving at Patuxent Naval Air Station.

The FW 190D-9 on display surrendered to the Royal Air Force at Flensburg, Germany, up near the Danish border. It served with JG3 during the war. The American technical intelligence troops acquired it from the British and loaded it on board the H.M.S. Reaper for the trip back to the United States. As FE-120, the aircraft participated in six hours of flight testing here at Wright Field, before being stored at Freeman Field and later in Maryland. The D-9 was 20 inches longer than a standard Focke-Wulf, due to the large Jumo 213 bomber engine placed in it for greater performance. It could fly 426 miles per hour, putting on par with the P-51 and it featured a wooden propeller.

American forces captured this Bf 109G-10 at an airfield near Munich at the end of the war. It originally belonged to Jagdgeschwader (JG) 52, the same unit the highest scoring aces of all time belonged to. American technical intelligence personnel trucked the aircraft to Cherbourg, France, where it went on board the H.M.S. Reaper, along with the museum’s FW 190D- 9 and Me 262. After arriving in Newark, New Jersey, in July 1945, the aircraft, then known as FE-124, went to Freeman Field, Indiana, for exploitation and display purposes. Germany built more than 30,000 Bf 109s, and combined with those produced in Czechoslovakia and Spain after the war, it became the most produced fighter aircraft in history.

Sometimes technical intelligence personnel went to great lengths to recover enemy equipment and bring it back for exploitation. The museum’s Ju 88D-1 defected from the Romanian Air Force to the Royal Air Force on the island of Cyprus in July 1943. The British flew it to Egypt and turned it over to American volunteer pilots at Cairo in October 1943. Those pilots flew it from Cairo to Dayton across the southern route of Sierra Leone, Ascension Island, Brazil, Guiana, Puerto Rico, Florida and Memphis. It received the nickname “Baksheesh” and the tail number of FE (foreign equipment)-1598. As a part of its testing, the Ju 88 underwent 36 hours of trial flights at Wright Field and was one of two Ju 88 bombers that operated here during the war.

When intelligence indicated that the Germans planned to deploy a ballistic missile against England, one of Churchill’s scientific advisors claimed it to be impossible since, in his expert opinion, it required solid propellant. According to Lord Cherwell, that made the missile too huge to hide, thus it was false intelligence. When the V-2s began falling in September 1944, an angry Churchill stated, “We have been caught napping!”27 In that situation, one individual with a wrong idea created doubt in many of the analysts that held true information. That made them hesitant to share accurate data until absolute proof of its significance existed. Because of the accurate intelligence, the British did have a good idea about the characteristics of the missile before the first attack. The examination of a V-2 that crashed in Sweden, reconnaissance photos, a dummy missile and documents taken in Normandy and Enigma messages all led to a basic understanding of what they faced. The V-2 took about an hour to erect, fuel and launch. It flew about 200 miles in under four minutes. After reaching an altitude of 60 miles, it came in at nearly Mach 3, dug 30 feet into the ground and detonated its one ton warhead. There were two explosions in a V-2 strike: the first was impact, the second was the sonic boom. The mobile Meillerwagen transporter-erector made the system very difficult to find and destroy before launch.

When the V-1s began to fall in London in June 1944, Dr. R.V. Jones devised an ingenious plan to save lives. Knowing that German double-agents needed to provide at least some truth and that the V-1 flying bombs typically fell several miles short of Trafalgar Square, Jones determined that the spies needed to report the V-1 impacts to the north and west of London, along with the times of the ones that fell in the south and east. He did this in spite of the fact his home was south of London, right in the area the bombs would fall. Although Germany equipped a number of the V-1s with radio transmitters which confirmed that they had fallen short, the Germans chose to disregard it in favor of the more reliable human intelligence. The aircraft on display is actually an American reverse-engineered Republic/ Ford JB-2 Loon.

OPERATION FORTITUDE was the Allied effort to deceive the Germans about the timing and location of the upcoming Allied invasion of Normandy. The plan called for intelligence to make the Germans believe that Norway was the primary target for the initial invasion. They also wanted to hide the buildup of forces in Southern England and to convince them that Pas de Calais not Normandy was the real landing site. In addition, once the invasion began at Normandy, they wanted the Germans to believe it was a deception before the real landings began at Pas de Calais. The Allies had to make the Germans believe an entire 250,000-man army was in Scotland. They used false radio transmissions, allowed German reconnaissance planes to photograph decoy ships and depended upon double agents to provide evidence that the fictitious Fourth Army existed (although it was only forty people). It tied up 27 German divisions that could have made Normandy worse. In Southeast England, deception efforts attempted to create a million-man army with Maj. Gen. George Patton in command. Huge tent cities with smoking camp stoves, roads to nowhere, fake landing craft, scripted radio transmissions and true, unimportant messages from double agents kept the Germans near Pas de Calais. It was the best case of Intelligence Preparation of the Battlespace (IPB) in history.