American volunteers Don Gentile (pronounced Jen-tilly) and John Godfrey flew together as leader and wingman respectively, with the USAAF 4th Fighter Group based at Debden near Cambridge in England. At the end of their missions with the 4th the two of them had accounted for over 58 enemy aircraft destroyed. Major Gentile had scored 22 air and 6 ground kills before he was returned to the USA to help raise money for the war effort. Major Godfrey was credited with 18 air and 12 ground kills before he was shot down and taken prisoner of war. This is the story of their amazing adventures and wartime partnership from their basic training in Canada and then onto England where they first flew the Supermarine Spitfire. It continues with their transfer to the USAAF 4th Fighter Group when the US entered the war and when the two were retrained to fly the P-47 Thunderbolt and eventually the superb P-51 Mustang. These two ace pilots loved life as much as flying - and as well as being hell-bent on destroying the enemy in the skies of Europe they also lived life to the full in their off-duty time in England.

Illustrated with 14 photos of the Author and the Aircraft he flew. Gentile was born in Piqua, Ohio. After a fascination with flying as a child, his father provided him with his own plane, an Aerosport Biplane. He managed to log over 300 hours flying time by July 1941, when he attempted to join the Army Air Force. The U.S. military required two years of college for its pilots, which Gentile did not have, so he enlisted in the Royal Canadian Air Force and was posted to the UK in 1941. Gentile flew the Supermarine Spitfire Mark V with No. 133 Squadron, one of the famed "Eagle Squadron" during 1942. His first kills (a Ju 88 and Fw 190) were on August 1, 1942, during Operation Jubilee. In September 1942, the Eagle squadrons transferred to the USAAF, becoming the 4th Fighter Group. Gentile became a flight commander in September 1943, now flying the P-47 Thunderbolt. Having been Spitfire pilots, Gentile and the other pilots of the 4th were displeased when they transitioned to the heavy P-47. By late 1943, Group Commander Col. Don Blakeslee pushed for re-equipment with the lighter, more maneuverable P-51 Mustang. Conversion to the P-51B at the end of February 1944 allowed Gentile to build a tally of 15.5 additional aircraft destroyed between March 3 and April 8, 1944. After downing 3 planes on April 8, he was the top scoring 8th Air Force ace when he crashed his personal P-51, named "Shangri La", on April 13, 1944 while stunting over the 4th FG’s airfield at Debden for a group of assembled press reporters and movie cameras. Blakeslee immediately grounded Gentile as a result, and he was sent back to the US for a tour selling war bonds. In 1944, Gentile co-wrote with well-known war correspondent Ira Wolfert One Man Air Force, an autobiography and account of his combat missions.

In the pantheon of air power spokesmen, Giulio Douhet holds center stage. His writings, more often cited than perhaps actually read, appear as excerpts and aphorisms in the writings of numerous other air power spokesmen, advocates-and critics. Though a highly controversial figure, the very controversy that surrounds him offers to us a testimonial of the value and depth of his work, and the need for airmen today to become familiar with his thought. The progressive development of air power to the point where, today, it is more correct to refer to aerospace power has not outdated the notions of Douhet in the slightest In fact, in many ways, the kinds of technological capabilities that we enjoy as a global air power provider attest to the breadth of his vision. Douhet, together with Hugh “Boom” Trenchard of Great Britain and William “Billy” Mitchell of the United States, is justly recognized as one of the three great spokesmen of the early air power era. This reprint is offered in the spirit of continuing the dialogue that Douhet himself so perceptively began with the first edition of this book, published in 1921. Readers may well find much that they disagree with in this book, but also much that is of enduring value. The vital necessity of Douhet’s central vision-that command of the air is all important in modern warfare-has been proven throughout the history of wars in this century, from the fighting over the Somme to the air war over Kuwait and Iraq.

In 1944 and 1945, Tom Faulkner was a B-24 pilot flying out of San Giovanni airfield in Italy as a member of the 15th Air Force of the U.S. Army Air Forces. Only 19 years old when he completed his 28th and last mission, Tom was one of the youngest bomber pilots to serve in the U.S. Army Air Forces during World War II. Between September 1944 and the end of February 1945, he flew against targets in Hungary, Germany, Italy, Austria, and Yugoslavia. On Tom’s last mission against the marshalling yards at Augsburg, Germany, his plane was severely damaged, and he had to fly to Switzerland where he and his crew were interned. The 15th Air Force generally has been overshadowed by works on the 8th Air Force based in England. Faulkner’s memoir helps fill an important void by providing a first-hand account of a pilot and his crew during the waning months of the war, as well as a description of his experiences before his military service. David L. Snead has edited the memoir and provided annotations and corroboration for the various missions.

A “delightful, honest, and entertaining” memoir by an Air Force One pilot and member of Lyndon Johnson’s inner circle (Bill Moyers). When Lyndon Baines Johnson wanted to go somewhere, there was no stopping him. This dynamic president called for Air Force One as others summon a taxi—at a moment’s notice—whatever the hour or the weather. And the man who made sure that LBJ got his ride was General James U. Cross, the president’s hand-picked pilot, top military assistant, and personal confidant. In this book, he goes on the record for the first time, creating a fascinating, behind-the-scenes portrait of America’s complex, often contradictory, always larger-than-life thirty-sixth president. In addition to piloting Air Force One around the globe, he served the president in multiple capacities, including directing the Military Office in the White House; managing a secret two-million-dollar presidential emergency fund; supervising the presidential retreat at Camp David, the president’s entire transportation fleet, and the presidential bomb shelters; running the White House Mess; hiring White House social aides, including the president’s future son-in-law, Charles Robb; and writing condolence letters to the families of soldiers killed in Vietnam. This wide-ranging, around-the-clock access to President Johnson allowed Cross to witness events and share moments that add color and depth to our understanding of one of America’s most demanding and unpredictable presidents.

Except in a few instances, since World War II no American soldier or sailor has been attacked by enemy air power. Conversely, no enemy soldier orsailor has acted in combat without being attacked or at least threatened by American air power. Aviators have brought the air weapon to bear against enemies while denying them the same prerogative. This is the legacy of the U.S. AirForce, purchased at great cost in both human and material resources.More often than not, aerial pioneers had to fight technological ignorance, bureaucratic opposition, public apathy, and disagreement over purpose.Every step in the evolution of air power led into new and untrodden territory, driven by humanitarian impulses; by the search for higher, faster, and farther flight; or by the conviction that the air way was the best way. Warriors have always coveted the high ground. If technology permitted them to reach it, men, women andan air force held and exploited it-from Thomas Selfridge, first among so many who gave that "last full measure of devotion"; to Women's Airforce Service Pilot Ann Baumgartner, who broke social barriers to become the first Americanwoman to pilot a jet; to Benjamin Davis, who broke racial barriers to become the first African American to command a flying group; to Chuck Yeager, a one-time non-commissioned flight officer who was the first to exceed the speed of sound; to John Levitow, who earned the Medal of Honor by throwing himself over a live flare to save his gunship crew; to John Warden, who began a revolution in air power thought and strategy that was put to spectacular use in the Gulf War.Industrialization has brought total war and air power has brought the means to overfly an enemy's defenses and attack its sources of power directly. Americans have perceived air power from the start as a more efficient means of waging war and as a symbol of the nation's commitment to technology to master challenges, minimize casualties, and defeat adversaries.