Hubbry Logo
Skip bombingSkip bombingMain
Open search
Skip bombing
Community hub
Skip bombing
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Skip bombing
Skip bombing
Skip bombing
View on Wikipedia
from Wikipedia
U.S. A-20 Havoc of the 89th Squadron, 3rd Attack Group, at the moment it clears a Japanese merchant ship Taiei Maru following a successful skip bombing attack. Wewak, New Guinea, March 1944

Skip bombing was a low-level bombing technique independently developed by several of the combatant nations in World War II, notably Italy, Australia, Britain, the Soviet Union and the United States. It allows an aircraft to attack shipping by skipping the bomb across the water like a stone. Dropped at very low altitudes, the bomb never rises more than about 5 metres (16 ft) above the surface of the water, ensuring that it will hit the side of the ship as long as it is aimed correctly.

As the technique required the aircraft to fly at very low altitudes directly at the ship, it made shooting down the aircraft easier as well. In the immediate pre-war era, there was considerable effort to develop new bombsights that would allow the aircraft to remain at higher altitudes. The most notable was the US Navy's Norden bombsight, which was fitted to most Navy aircraft. In practice, these proved largely useless, and the skip-bombing technique was soon introduced operationally.

After Pearl Harbor (December 1941), it was used prominently against Imperial Japanese Navy warships and transports by Major William Benn of the 63rd Squadron, 43rd Bomb Group (Heavy), Fifth Air Force, United States Army Air Forces in the Southwest Pacific area theater during World War II. General George Kenney has been credited with being the first American to use skip bombing with the U.S. Army Air Forces.[1][2]

Skip bombing was most famously used in Operation Chastise known as the Dambuster raid. This used specially designed barrel shaped bouncing bombs that used backspin to skip along the water and destroy the dams.

Technique

[edit]

The bombing aircraft flew at very low altitudes (200–250 ft (61–76 m)) at speeds from 200–250 mph (320–400 km/h; 170–220 kn). They would release a "stick" of two to four bombs, usually 500 lb (230 kg) or 1,000 lb (450 kg) bombs preferably equipped with four- to five-second time delay fuzes. The bombs would "skip" over the surface of the water in a manner similar to stone skipping and either bounce into the side of the ship and detonate, or submerge and explode next to the ship, or bounce over the target and miss. Unlike the Upkeep or Highball devices, this technique used standard bomb types, although only bombs with a generally hemispherical nose—as all regular American World War II general purpose aircraft bombs had—would bounce off the water surface properly.

A similar technique was mast-height bombing, in which bombers would approach the target at low altitude, 200 to 500 feet (61 to 152 m), at about 265 to 275 miles per hour (426 to 443 km/h), and then drop down to mast height, 10 to 15 feet (3.0 to 4.6 m) at about 600 yards (550 m) from the target. They would release their bombs at around 300 yards (270 m), aiming directly at the side of the ship. In practice, the techniques were often combined: a bomber would drop two bombs, skipping the first and launching the second at mast height.[3] The Battle of the Bismarck Sea would demonstrate the effectiveness of these low-level attacks on ships.[4] Practice missions were carried out against the SS Pruth, a liner that had run aground in 1923.[5]

Aircraft

[edit]

Various aircraft types were used for skip-bombing attacks, including B-17 Flying Fortress heavy bombers, B-25 Mitchell medium bombers, and A-20 Havoc attack bombers. These were supported by heavily armed Royal Australian Air Force Bristol Beaufighters, which would suppress Japanese antiaircraft fire with their machine guns and cannon. The Soviets used lend-leased A-20 Havocs and P-40 Tomahawks as well as Il-2 Sturmoviks (also used for air defence suppression). Skip bombers were often used by aviation of the Soviet Northern Fleet in combination with torpedo bombers (usually the same A-20 aircraft, skip bombers and torpedo bombers operated in pairs). Skip bombers were called "topmachtoviks" (топмачтовики) in Russian, because they were flying "at the level of ship mast tops".

Advantages and disadvantages

[edit]

Skip bombing carried several advantages. Unguided, unpowered bombs are vastly cheaper than torpedoes of equivalent explosive power. Torpedoes take up to several minutes to reach their targets after launch, enough time for an agile ship with an attentive crew to turn and avoid the attack or minimize its damage; skipped bombs, however, reach their targets in seconds. Skip bombing is additionally carried out at high speeds, increasing bombers' chances of surviving anti-aircraft fire as aerial torpedoes of the era were dropped at relatively low speeds.

The main drawback of skip bombing was that it took a great deal of skill to perfect; sometimes the bombs would detonate too soon, or in some cases, sink too deep before its delay-fuzed explosion.[6]

History

[edit]

The first use of low-altitude bombing in WWII properly belongs to the British. On September 4, 1939, 15 British Bristol Blenheim bombers assaulted a group of German vessels near Wilhelmshaven, Germany. From an altitude of 100 feet (30 m), the aircraft crews dropped their bombs straight onto the decks of the ships—not skipped them up to or into the hulls. These first efforts failed to sink the ships because the bombs had insufficient time to arm before impact. They did, however, demonstrate the precision of a low-altitude attack. The British continued to use low-altitude techniques and eventually began to incorporate skip bombing into their tactics.[7]

Although historically, American skip bombing started with the prewar attack doctrine espoused by General George Kenney,[8] practically, it began on August 26, 1941, when General Henry "Hap" Arnold, Chief of the Army Air Forces (US), heard details of a British skip bombing attack at an Allied conference in England.[9] Upon his return from England, General Arnold charged developmental teams at Eglin Army Airfield, Florida with the task of creating an American version of skip bombing.[10]

Major William Benn, General Kenney's aide, had witnessed some of the testing at Eglin during the summer of 1942. In July of that year, Kenney and Benn conducted their own ad hoc experiment in Nadi, Fiji on Kenney's way to take command of the Fifth Army Air Force based in Australia.[11] In late September 1942, Major Benn, then commanding the 63d BS of the 43d Bombardment Group, was using a wrecked ship, SS Pruth, sitting on a reef outside Port Moresby Harbor for skip bombing training.[12][13]

By the time the Eglin Airfield test results were released in December 1942, Benn and the 63d BS, 43d BG, Fifth Army Air Force had already put low-altitude and skip bombing into practice. The first time skip bombing was used in action by U.S. pilots was against Japanese warships at Rabaul on New Britain on the night of October 22–23, 1942, where B-17 heavy bombers attacked and destroyed the enemy vessels.[14] With the continuing success against shipping in Rabaul Harbor throughout October and November 1942, both the tactic and the term "skip bombing" had become popular in the Fifth Army Air Force.[15] Another notable use of this technique was during the Battle of the Bismarck Sea, March 2–4, 1943, when aircraft of the U.S. Fifth Air Force and the Royal Australian Air Force (RAAF) attacked and largely destroyed a Japanese troop convoy off the northern coast of New Guinea.

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Skip bombing

View on Grokipedia
from Grokipedia
Skip bombing was a low-altitude aerial bombing technique developed during , in which aircraft released delayed-fuse bombs from heights of 50 to 300 feet to skip across water surfaces like skipping stones, striking ships at or below the to maximize underwater damage and sinkage. The tactic originated from prewar U.S. Army Air Corps doctrines explored in the 1920s at the Air Corps Tactical School by then-Major George C. Kenney, but it gained practical prominence in 1942 under Kenney's command of the in the Southwest Pacific theater. Early refinements occurred through tests at Eglin Field, , where bombs with 4- to 5-second delay fuses were dropped at speeds of 200-250 mph from altitudes as low as 200 feet, achieving hit rates far superior to high-altitude bombing's mere 1% accuracy against moving ships. Key innovators included Major William Benn, who led the 63rd Bombardment Squadron in initial operational trials, and Captain Kenneth McCullar, a pioneering pilot who demonstrated 60% accuracy in practice runs. Skip bombing was first employed effectively on October 22-23, 1942, when six B-17 Flying Fortresses from the 63rd Squadron attacked Japanese shipping in Harbor, , sinking or damaging five vessels including a hit by McCullar. The technique evolved rapidly, incorporating runs with forward-firing .50-caliber machine guns on modified ; Paul "Pappy" Gunn, a technical innovator, adapted bombers by adding up to 12 such guns and even a 75mm cannon in some variants like the B-25G. Other platforms included Martin B-26 Marauders, Douglas A-20 Havocs, and later B-24 Liberators for coordinated high-altitude support, with missions often conducted at "mast height" of 50-100 feet to evade anti-aircraft fire. Its most notable success came during the on March 2-4, 1943, where B-25s and B-17s, employing skip and mast-height bombing, sank 8 to 12 Japanese transport ships in a bound for , with 48 of 137 low-level 500-pound bombs hitting and disrupting reinforcements for the Buna-Gona campaign. This victory, which claimed over 3,000 Japanese lives with minimal U.S. losses, exemplified the tactic's role in interdicting enemy supply lines and supporting Allied island-hopping advances. By late 1943, skip bombing had contributed to sinking 110,000 tons of Japanese shipping in December alone and destroying 309 aircraft on the ground at Wewak, , in , proving instrumental in neutralizing threats like the heavily fortified base at . Though initially British in concept and tested by other Allies, it was the U.S. 's adaptations that made it a decisive against naval in the Pacific.

Technique

Principles of Operation

Skip bombing operates on the principle of releasing bombs from very low altitudes, typically between 50 and 300 feet above the water surface, allowing the projectiles to off the water skipped across a . This technique imparts an erratic, bouncing to the , making its path less predictable and enabling it to strike waterborne targets, such as ships, at or below the rather than from above. The core mechanic relies on the carrying it forward after initial contact with the water, where it rebounds multiple times before either impacting the target's hull directly or detonating in close proximity underwater. The physics of the skip is governed by the shallow of impact with the surface, achieved through a low release during low-level approach in level or shallow dive flight at speeds of approximately 200 to 250 . At these parameters, the strikes the at an incidence that minimizes deep penetration, instead promoting hydrodynamic lift and rebound due to the interaction between the projectile's shape, , and the 's resistance. Armor-piercing or general-purpose with streamlined noses experience reduced drag upon entry, facilitating the skip while preserving enough for subsequent bounces; a typical release occurs 100 to 1,000 feet short of the target to allow for one or more , varying by and conditions. This controlled is enhanced by the 's and , which overcome resistance sufficiently to alter its unpredictably, complicating defensive calculations by anti-aircraft gunners. By bypassing a ship's deck armor through this low , skip bombing exploits vulnerabilities in the hull, where —often via a delayed fuse—creates underwater shockwaves that are amplified by the surrounding water medium, leading to structural breaches, flooding, and potential more effectively than surface impacts. This contrasts sharply with level bombing from higher altitudes (e.g., 10,000 feet or more), where bombs follow a predictable parabolic arc influenced by and , resulting in lower accuracy (hit rates under 1% against moving targets) and reduced penetration against naval defenses. Skip bombing's near-horizontal path and inherent variability make it particularly suited to engaging maneuvering ships, as the skipping motion reduces the precision required for aiming while increasing the effective lethal against evasive targets.

Execution and Tactics

Skip bombing attacks typically began with pilots approaching the target at low altitude, maintaining a height of 200 to 300 feet above the water surface to minimize detection and maximize accuracy. Upon sighting the target, the would accelerate to approximately 200-250 in a dive, aligning directly with the vessel for a straight-line run. The bomb release occurred at a distance of 100 to 1,000 feet from the target, varying by type and conditions, ensuring the had sufficient to skip across the water toward the hull. Immediately following the drop, pilots would often initiate runs with forward-firing machine guns, such as .50-caliber weapons, to suppress anti-aircraft fire from the target and any nearby defenses. Pilots emphasized maintaining level flight during the bomb release to achieve optimal , relying on direct visual alignment with the target's for aiming. Post-release, the aircraft would fly straight over or immediately adjacent to the target at near to avoid premature detonation risks, then execute evasive maneuvers such as a sharp or low-altitude turn to evade return fire. These techniques demanded precise throttle control and steady hands, as any deviation in speed or altitude could disrupt the skip path. Formation tactics varied between single-plane strikes for surprise or coordinated group attacks to overwhelm defenses. In group operations, the lead would sight and initiate the approach, with wingmen following in trail or echelon to deliver successive hits from multiple angles, often spacing releases to cover the target's beam. Single-plane tactics focused on rapid execution, allowing for quick disengagement, while groups incorporated distraction elements like higher-altitude feints if available. Training for skip bombing execution centered on range practice to hone low-level flying and release timing, using simulated targets such as marked buoys or derelict hulks to replicate water skips without live ordnance risks initially. Pilots progressed to live-fire drills in bombing circles, adjusting for speed and distance through repeated runs to build for the 200-300 foot altitude envelope. These sessions emphasized visual and immediate transitions, requiring minimal overall flight hours due to the tactic's intuitive low-altitude nature once basics were mastered.

Aircraft and Equipment

Primary Aircraft

The primary aircraft employed for skip bombing was the , a twin-engine renowned for its agility at low speeds and stability during high-speed runs approaching 200 mph, making it well-suited for the low-altitude precision required in this tactic. Deployed extensively by the U.S. Army Air Forces' in the Pacific theater, the B-25's maneuverability allowed pilots to maintain control during mast-height approaches, essential for effective bomb release and evasion. Its baseline performance included a range of up to 1,000 miles, extendable to approximately 1,350 miles under ferry conditions, enabling operations over extended maritime targets without excessive refueling demands. The aircraft accommodated a of five to six members, including pilot, copilot, bombardier, radio operator, and , facilitating coordinated roles such as , sighting, and defensive firing during vulnerable low-level runs. In early experimentation with skip bombing, the Boeing B-17 Flying Fortress, a four-engine heavy bomber, was utilized by units like the 43rd Bomb Group for testing the technique against simulated and real targets. The B-17 demonstrated adequate low-altitude handling at speeds around 220 mph and altitudes as low as 100-200 feet, though its larger size demanded precise piloting to avoid instability from ground effect or turbulence over water. With a range exceeding 2,000 miles and a crew of ten, it supported longer missions and distributed responsibilities across multiple gunners and navigators, but its greater vulnerability at low levels limited its routine use compared to lighter types. The served in lighter skip bombing attacks, particularly by attack squadrons in the , leveraging its role as a twin-engine for quicker, more agile strikes. Its compact design made it a smaller target during low-altitude passes, with good stability for speeds up to 339 mph and a range of about 1,100 miles, suitable for shorter-range harassment of shipping. Crewed by three to five members, the A-20 enabled efficient operation in fluid tactical scenarios requiring rapid ingress and egress. The , a twin-engine , was also employed by the for skip bombing and low-level anti-shipping missions, though less prominently than the B-25. Modified with additional nose machine guns for defense, it operated at speeds around 240 mph and altitudes as low as 250 feet, carrying up to 2,000 pounds of bombs such as 300- or 500-pound general-purpose types. With a crew of seven and a range of approximately 1,100 miles, the B-26 supported tactical strikes but was more commonly used at medium altitudes due to its handling characteristics at very low levels. Multi-engine bombers like the B-25, B-17, A-20, and B-26 were preferred over single-engine fighters for skip bombing due to their superior range for distant targets, capacity to carry heavier bomb loads for greater impact, and structural durability to withstand low-level stresses and potential damage.

Modifications and Armament

To enable effective skip bombing, aircraft such as the underwent specific modifications to support low-altitude operations and improve visibility and firepower. Belly turrets were removed to provide unobstructed views for pilots and navigators during wave-top approaches, reducing the risk of collision with the target or water surface. Bomb bays were reconfigured with enhanced racks to carry multiple ordnance loads, typically accommodating four to eight 500-pound bombs per , allowing for sustained attacks on shipping convoys. Armament emphasized close-range suppression and delivery precision. Forward-firing .50-caliber machine guns were installed in the and along the , with configurations reaching up to 10 or 12 guns per aircraft, enabling intense to neutralize anti-aircraft defenses and deck crews before bomb release. These fixed forward-firing guns were critical for the tactic's execution, as they cleared the path for the low-level run. The primary ordnance consisted of 500- to 1,000-pound general-purpose bombs, such as the AN-M64, selected for their balance of explosive power and hydrodynamic properties during skips. These were fitted with delayed-action fuses, typically set to 4-6 seconds using the S-1 or similar types, permitting the bomb to across the water surface, penetrate the hull, and detonate underwater for maximum structural damage via . Armor-piercing variants were occasionally employed against heavily protected targets, with fuse delays adjusted accordingly to ensure detonation after skipping. Equipment innovations focused on timing and release to match speed—often 200-250 knots—with the bomb's trajectory. Pilots relied on manual timing devices or simple intervalometers in the to release ordnance at precise distances, typically 60-100 feet from the target, ensuring the skip path aligned with the vessel's . These adaptations, developed under directives, transformed standard bombers into specialized anti-shipping platforms without requiring complex automated systems.

Advantages and Disadvantages

Advantages

Skip bombing offered significant advantages over traditional high-altitude bombing and torpedo attacks, particularly in terms of accuracy and reliability against moving naval targets during . High-altitude level bombing typically achieved hit rates below 10%, often as low as 1% due to bomb dispersion over distance and the ability of ships to maneuver evasively. In contrast, skip bombing at low altitudes of 200-300 feet dramatically improved precision, with documented hit rates reaching 35-55% in major engagements; for instance, during the in , B-25 Mitchell bombers scored 46% hits (17 out of 37 bombs), while A-20 Havocs achieved 55% (11 out of 20). This technique enabled attacks on destroyers, transports, and other vessels without relying on torpedoes, as the bombs skipped across the water like torpedoes but detonated on impact or with a short delay, often breaking ships in half via underwater explosions. The method's cost-effectiveness and logistical simplicity further enhanced its appeal compared to aerial torpedoes, which were complex, expensive to produce, and prone to failures. Unguided skip bombs were standard ordnance, readily available in large quantities without the need for specialized propulsion systems or magnetic influence exploders that frequently malfunctioned in early-war torpedoes, such as the Mk 13, which often broke apart on water impact or failed to detonate. This allowed bomber crews to carry multiple bombs per —up to 12 on modified B-25s—versus the single heavy typical of dedicated platforms, reducing vulnerability and enabling sustained operations with minimal resupply demands. The U.S. Army Air Forces ultimately abandoned aerial torpedoes in favor of skip bombing due to these reliability issues and the technique's proven success in theaters like the Southwest Pacific. Tactically, skip bombing provided greater flexibility by minimizing bomb scatter at low release heights and making evasion difficult for targeted ships, as the high-speed, low-altitude approach (often at 250-300 feet and 200-250 knots) left little time for defensive maneuvers. Integration with forward-firing machine guns for allowed pilots to suppress anti-aircraft guns before bomb release, neutralizing defenses in a single pass and enabling small formations of two to four aircraft to overwhelm larger convoys. This versatility extended to various conditions, including partial cloud cover that obscured high-altitude attacks, and supported both day and night operations without requiring carrier proximity. Strategically, skip bombing proved instrumental in interdicting Japanese supply lines, sinking key elements of convoys and forcing reliance on vulnerable shallow-draft barges that were easier to target. In the , it contributed to the destruction of eight transports and four destroyers, effectively halting reinforcements to and isolating Japanese forces, which accelerated Allied island-hopping campaigns. By enabling land-based bombers to achieve torpedo-like results without the risks of carrier operations or submarine threats to torpedo boats, the technique amplified the impact of limited air assets, sinking over 110,000 tons of Japanese shipping in and establishing air superiority in contested waters.

Disadvantages

Skip bombing posed significant risks to aircrews due to the necessity of maintaining extremely low altitudes, typically between 200 and 300 feet, which exposed directly to intense antiaircraft fire from enemy ships. This vulnerability was compounded by the requirement to fly straight at targets in a predictable manner, making pilots easy targets for deck guns and machine-gun emplacements, with historical accounts noting sustaining dozens of hits per mission, including failures and structural . For instance, during early operations in the Southwest Pacific, B-17 crews reported over 100 holes and multiple 20-mm impacts in single sorties, leading to high casualty rates. Additionally, the proximity to introduced hazards such as spray from exploding bombs or potential collisions with the surface, further endangering pilots already strained by the nerve-racking precision required. The technique's effectiveness was heavily dependent on favorable weather conditions, particularly calm seas essential for the bomb to skip properly across the water surface without sinking prematurely or detonating on impact. High winds or rough waters disrupted the , rendering the method unreliable, while poor during night operations—often necessary to evade fighters—limited missions to nights with sufficient moonlight or flares, as seen in attacks around in 1942. Storms or adverse conditions frequently aborted or scattered formations, such as a 1943 Wewak operation where 16 B-25s failed to rendezvous due to weather, underscoring the tactic's constraints in the variable Pacific climate. Skip bombing was less suitable for certain targets, particularly heavily armored battleships or capital ships with thick hull plating exceeding one inch, where the skipping bomb's detonation often failed to penetrate or cause critical damage compared to direct hits from higher-altitude dives. The method relied on precise timing to strike the water near the hull for an explosive effect, but evasive maneuvers by larger vessels could easily disrupt the approach, and it proved ineffective against land-based or fortified targets where bombs tended to bury without skipping. Early missions highlighted these limitations, with initial hit rates remaining low against maneuvering warships until tactics evolved. Implementing skip bombing placed considerable strain on resources, demanding highly skilled pilots capable of maintaining stable, low-level flights under fire, which accelerated crew attrition and required extensive training programs in resource-scarce theaters like the Southwest Pacific. Aircraft endured rapid wear from constant low-altitude stress and flak damage, necessitating frequent modifications such as specialized fuses and armament adjustments, while high loss rates in intensive campaigns depleted available planes and maintenance personnel. Inexperienced replacements further compounded these issues, as the technique's unforgiving nature amplified errors in underequipped units reliant on improvised solutions like Australian-sourced fuses.

History

Development and Origins

The concept of skip bombing drew from prewar U.S. Army Air Corps doctrines explored in the 1920s at the Air Corps Tactical School by then-Major George C. Kenney, with British experiments in "bounce bombing" in 1941 providing further influence, though the British abandoned it due to high risks to aircrews. In 1942, the (USAAF) refined the technique through tests at Eglin Field, , focusing on controlled skips with standard bombs to improve accuracy against naval vessels. Key pioneers included Major William Benn, aide to Major General George C. Kenney, commander of Allied air forces in the Southwest Pacific, and personnel of the 3rd Attack Group (later redesignated the 3rd Bombardment Group). Facing skepticism within the USAAF about low-level attacks, Benn and his team demonstrated viability through trials, including operational refinements in and on stationary targets like the submerged hulk of the SS Pruth off harbor. These sessions established release parameters, such as altitudes of 50 to 250 feet and speeds around 220 miles per hour, marking a shift from high-altitude to low-level tactics suited to Pacific naval threats. By late 1942, skip bombing was integrated into USAAF training manuals and tactical doctrines, with the adopting elements amid shortages of aerial torpedoes in the Pacific. This emphasized its potential for higher hit rates against Japanese shipping without specialized munitions.

Applications

Skip bombing saw its first combat use in the Pacific Theater on October 22–23, 1942, when B-17 Flying Fortresses from the 63rd Squadron targeted Japanese shipping in Rabaul Harbor, sinking or damaging multiple vessels including a . Further missions in October and November 1942 sank one 15,000-ton transport, one 7,000-ton cargo ship, one , one , and two merchant vessels across low-altitude skip attacks. Its most prominent success came during the on March 2–4, 1943, when aircraft from the U.S. , primarily B-25 Mitchell medium bombers, employed skip bombing against a Japanese reinforcing , sinking 12 vessels including eight transports and four destroyers, inflicting approximately 3,000 casualties and preventing the landing of over 6,000 troops. The operation achieved a 35% bomb hit rate with 48 of 137 low-level 500-pound bombs striking targets in 56 sorties. Following the Bismarck Sea victory, skip bombing became central to Fifth Air Force operations in the Southwest Pacific, including raids on Rabaul and New Guinea campaigns. By 1943, B-25 units conducted barge hunts and convoy interdictions off New Guinea's coast, destroying two destroyers, two motor torpedo boats, one patrol vessel, two large motor launches, and 94 barges between July and August, while damaging around 100 more and eliminating approximately 15,000 tons of supplies. In a notable August 17, 1943, raid on Wewak airfields, skip bombing complemented parafrag attacks, destroying 309 Japanese aircraft—208 on the ground and 81 in air combat—despite the loss of 10 Allied planes. These actions progressively neutralized Japanese naval logistics. Beyond the Southwest Pacific, skip bombing had limited application elsewhere. In the China-Burma-India Theater, the 490th Bombardment Squadron of the 14th Air Force adapted a glide-skip variant—known as GLIP bombing—for strikes against Japanese infrastructure from 1944 to 1945. Discovered accidentally on January 1, 1944, by Captain Robert Erdin during a low-level approach to the Mu River bridge, it involved a shallow dive and release for direct impacts, collapsing two bridge spans initially. The squadron focused on rail and bridges in , achieving high accuracy where traditional methods faltered due to . In , use was minimal and experimental, with Allies favoring high-altitude over low-level tactics vulnerable to defenses. By 1944, skip bombing in the Pacific had sunk over 100 Japanese ships, forcing reliance on less efficient barge resupply and aiding Allied naval dominance. To counter anti-aircraft fire and intercepts, missions used P-38 Lightning escorts, as in the and Wewak operations. skip bombing sorties reached thousands by war's end, supporting advances by crippling enemy sea transport and air support.

References

  1. https://www.airuniversity.af.edu/Portals/10/AUPress/Books/B_0096_RODMAN_WAR_OF_THEIR_OWN.pdf
  2. https://warfarehistorynetwork.com/article/wwii-pioneers-of-skip-bombing/
  3. https://www.airandspaceforces.com/article/valor-skip-bombing-pioneer/
  4. https://www.nytimes.com/1943/12/26/archives/notes-on-science-skipbombing-technique-works-effectively-on-land.html
  5. https://www.kensmen.com/combatlessons6.html
  6. https://ndupress.ndu.edu/Media/News/News-Article-View/Article/2076649/attaining-maritime-superiority-in-an-a2ad-era-lessons-from-the-battle-of-the-bi/
  7. https://warfarehistorynetwork.com/modified-b-25-bombers-pioneered-the-skip-bombing-tactic/
  8. https://www.historynet.com/the-mighty-mitchell-how-b-25s-became-one-of-the-most-essential-aircraft-in-wwii/
  9. https://www.britannica.com/technology/B-25
  10. https://ww2db.com/aircraft_spec.php?aircraft_model_id=4
  11. https://warfarehistorynetwork.com/article/douglas-a-20-havoc-light-bomber/
  12. https://www.sandboxx.us/news/a-20-the-forgotten-bomber-that-wreaked-havoc-in-wwii/
  13. https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/196256/douglas-a-20g-havoc/
  14. https://www.britannica.com/technology/B-26
  15. https://theamericanwarrior.com/2014/11/29/skip-bombing-in-forts/
  16. https://militaryhistorynow.com/2024/03/26/skip-bombing-climb-inside-the-cockpit-for-an-actual-b-26-bomber-raid/
  17. http://www.airuniversity.af.mil/Portals/10/AUPress/Books/B_0096_RODMAN_WAR_OF_THEIR_OWN.pdf
  18. https://apps.dtic.mil/sti/pdfs/ADA617206.pdf
  19. https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/195866/mk-xiii-aerial-torpedo/
  20. https://www.airandspaceforces.com/article/0896bismarck/
  21. https://usafunithistory.com/PDF/50-74/63%20BOMB%20SQ.pdf
  22. https://media.defense.gov/2017/Dec/29/2001861960/-1/-1/0/T_GANN_FIFTH_AIR_FORCE.PDF
  23. https://theaviationgeekclub.com/the-b-25-bridge-busters-and-the-glide-skip-bombing-technique/
Add your contribution
Related Hubs
User Avatar
No comments yet.