Bronco Keenum learning to exploit Sanders and Lacosse

The last time a Denver Quarterback was able to connect with Sanders deep on the right sideline was  Peyton Manning. That would change when Sanders took the massive concussion hit.  Manning’s mental game changed that year. He would limp through that season and his final season with the Broncos and Superbowl 50.

Sanders was hit incredibly hard as he was laying out for an epic catch. Most people would have been in a wheelchair. However, even while looking cross-eyed, Sanders seemed to suck it up immediately and wanted back on the field. Even after making it through concussion protocol, Sanders seemed to be a little off during press interviews, especially when one of his eyes was still spinning around and around or stuck at his eyelid while he spoke.

We saw how the next three QB stooges could not gain synergy with Emmanuel Sander’s awesome sideline speed envelope. They would always overthrow a wide-open Sanders while he sped down the sideline.  This unacceptable reality changed during the latest Big Ben beating at Mile High. We saw a scrappy Keenum connect with Sanders on the sideline twice. This strongly suggests that Keenum has dialed the synergy in with Sanders and it is only going to get better from here on out. Keenum has the ability to fully exploit all of the Sanders dimension.

My apologies Mr. Sanders!!!

Musgrave has thrown away the Kubiak playbook. He is now incorporating many different plays and looks that completely dumbfound the opposing defenses. He also has the personnel that can execute his strategies.

Keenum, unlike Russel Wilson, has the mental quickness to fully incorporate the tight end without losing synergy with the rest of his WR corps. We saw how Wilson found it hard to incorporate Jimmy Graham for an entire year. Keenum has demonstratively shown that he didn’t miss a beat when Demaryius Thomas left the building either. This suggests excellent adaption skills and depth.

Lastly, Lacosse has shown time and time again that he is the guy with the hands. When he is incorporated into the playbook, he delivers.  Like Keenum, he has been passed around and has been handed nothing on a platter. He has scrapped and worked for everything.  Even then, both never lose their nerve or confidence.

Case Keenum is fulfilling his end of the QB deal. He is holding up his end of the bargain. When Von and company keep the opposing offense off the field,  Musgraves  Bronco offense finds a way to get yardage both creatively and with sheer physical prowess. Joseph, Musgrave, and Woods are doing their best and it shows.

The Bengals are either on or off related to its passing game. Solid man on man coverage reduces either Dalton or the back up to little in the air. Look at the film. We can break their will early. Put it and leave it all on the field. AJ Green will be shut down just like Steelers 84. Then confound and intercept the rookie.

It is on to Cinncinatti. Let us duplicate our efforts in the same fashion as we have employed with KC, LAR. LAC, and the Steelers. We are the best and it is one game at a time. When we put our heads down at night we fondly remember our daily production and set goals for the next day.  Just before we sleep our last thoughts are how we will improve. We sleep well when we know that we are doing our level best and fulfilling our personal abilities.

All hell is breaking loose in Broncoville!

Let us continue to build and keep this going shall we?

Historical note:

Lucius Quinctius Cincinnatus

“Omnia reliquit servare republicam” (Latin)
“He left everything to save the republic”

General Daniel Brodhead, a great uncle, was a founding member of

The Society of Cincinnati.




From Elko to England Part 6 ( 2nd edit)


Milton gazed skyward as the hum of hundreds of B-17 engines grew louder and louder. The lead element of the second bombing group had taken off to the north that day along with several other groups.They were joined by more bomb squadrons as the lead element circled to the west and then south all the while climbing at full military power. One after another, aircraft from a dozen fields joined the air assault force. Milt knew he still had several minutes before the P-51 Mustangs took off. The B-17s would take an hour to cross the English channel climbing out at 100 MPH.

The P-51s would take off 4 abreast and make a 400 MPH low altitude mad dash for the coast of Holland. This endeavor would take less than 20 minutes.

The lead element of the second cell of bombers was made up of aircraft from the 452nd Bomb Wing. The aircraft were operated by men from the 728th, 729th, 730th, and 731st Bombardment Squadrons. They had been in the country of England since February 5th 1943. They had been performing bombing missions for 18 months and suffered tremendous losses in men and material at the hands of the mighty German Luftwaffe. Every mission was met with hundreds of German fighters.

No fighter in the Army Air Corps entire fighter fleet could beat the FW190 or the ME109. While heavily armed, the early WWII American fighters were slower and could not climb as fast or as high as the German fighters. The older American fighters were relegated to flying escort only. This allowed the Luftwaffe to range overhead and make deadly diving passes at the fighters and B-17s. The 8th Air Force fighters would only react after being attacked, or to keep the Germans away from the bombers if they saw them first. In some cases, the American fighters were not allowed to go below 18,000 feet while chasing a German fighter. The B-17 losses were enormous.

Young inexperienced American pilots in slower fighters trying to compete with German pilots that had been flying since the Spanish Civil war! This changed when P-51 showed up.

The British aviation industry pioneered the  Rolls Royce 1700 horsepower  Merlin v12  during the early 1930s. The horsepower ratings would grow from about 700 horsepower to around 1200 HP at 18,000 feet.  The power to weight ratio of the engine was .96 HP per pound. The engine was quite heavy at 1600 pounds.  The V12 Merlin Engine would power almost all British aircraft designs from the Lancaster Bomber to the Spitfire. 

During WWI, the most common aircraft engine type was of the rotary design. The final versions of that design were 9 cylinder configurations that created a whopping 160 HP. The weight of the engine was about 300 pounds.  The British Sopwith Camel bi-plane weighed in at 1450 max takeoff weight with a 110 HP rotary designed engine. The engine was normally aspirated and lost HP with every foot of elevation. At 18,000 feet, the engine might produce 30 HP. The limiting factor was that the engine did not create enough torque and horsepower to spin the propeller and maintain associated speed and lift. It would “poop out!”

Within 20 years, the British fighter would become the V12 Powered Hawker Hurricane with a max takeoff weight at over 8700 pounds.

The Merlin engine powered P-51 Mustang would sport a max takeoff weight of 12000 pounds with a power to weight ratio of 1.18. It could climb to 20000 feet in 7 minutes. With the addition of external wing tanks, the P-51 could fly close to 2000 miles. The American engineers had taken the British designed engine to 1700 HP with a service ceiling of 40,000 feet.

The most impressive capability of the American built Merlin engine is that it could propel the P-51 Mustang airframe to 40,000 feet. At sea level, barometric pressure is 29.92. At 40,000 feet, barometric pressure is at about 5.5 inches of mercury. At 18,000 feet, the atmosphere is half as dense as sea level. At 40,000 feet, that number reduces to about 1/6th the density of air at sea-level. This means that there is only a fraction of oxygen left to feed the 1700 Horsepower engine. Without an ability to condense air charge, the Merlin Engine would see its HP rating decline by over 80% by 40,000 feet.  Hence, the aircraft could not gain altitude passed much lower flight regimes. The American engineers overcame this reality with a supercharger system that could create massive amounts of condensed air charge at 40,000 feet.  However, this massive compression of atmospheric gases created enormous amounts of heat. Without a cooling medium, the intake air charge would ignite the fuel charge as soon as a cylinder head intake valve opened.  To overcome this reality, the P-51 incorporated an intercooler.   By blowing the heat off of the hot compressed air, the air charge would now be denser. The air charge temp would be cooled in addition to more temperature and heat exchange related compression.  This allowed for much greater power stoke expansion of the fuel and air charge in the cylinder head chamber.  Hence, the engine could create the same HP altitude as on the ground. Lastly, the propeller was also designed to provide variable pitch in order to process the thin atmosphere into thrust. These technologies allowed the Allied powers to beat the Germans in the air.

Aircraft engine technology grew extraordinarily between 1917 and 1945.

Aircraft engine technology would go insane between 1945 and 1955. The piston and radial engine technologies that won WWII would become jet engines that powered intercontinental bombers with 80,000-pound bomb loads and a combat range of 8800 miles.  440 MPH became .74 mach.

Today, Rolls Royce builds jet engines with triple spool variable stator vanes that can produce 90,000 of thrust during the takeoff roll.

Today, Pratt and Whitney builds gear driven turbofans that could replace the B-52’s 1950s engine technology and extend its unrefueled combat range to 15,000 miles.   

The overall mission commander of the second B-17 cell was a Col. Bud Walsh the 728th Squadron commander. Unlike many of the pilots who might be 21 years old, Walsh was 43 years old and career military. He had joined the Air Expeditionary Forces in 1918 and worked on bi-planes in France. After serving as an enlisted man for several years, he was able to qualify for officer candidate school and a pilot slot when the Air Service became the Army Air Corps in 1926. He had flown bi-planes for years and walked away from more than a few crashes in his time. In 1938, he was selected to train for the new B-17. During the attack on Pearl harbor he was stationed at Hickam AFB Hawaii. In fact, he was on a B-17 training mission when Pearl was attacked by Japanese Zeros and torpedo bombers.

Walsh was of Irish ancestry and grew up in Milwaukee, Wisconsin. His family had come to America in 1890 through Ellis Island. His dad worked on the railroad as an engineer. His mother was 2nd generation German and lived on a farm. She was a beauty with dark auburn hair, full lips, and green eyes. She was fit, strong and healthy from years and years of farm work. Bud was tall, blonde, lanky, and spoke with a heavy Wisconsin draw. Walsh liked his beer, and loved a brawl. He would look you right in the eyes when he talked to you and would never pull punches. He spoke his mind and stood up for the fellas in his command. He saw the big picture and hated bureaucrats and yes-men officers that would not stand with the enlisted folk. If something was wrong he spoke up. This is why he was still a colonel. A colonel that had 4000 hours in open cockpit bi-planes, monoplanes, and 4 engine bombers. A colonel that could fly a bathtub.

When Walsh came to England in February 1943, he was still a Captain and a check airman. He was the guy you had to fly with in order to become an aircraft commander. He had seen dozens and dozens of pilots killed in action. One week, he would qualify a pilot, and the next mission that pilot would be shot down over Germany. In 18 months of air operations, he had lost close friends, and countless enlisted crewmen. Every week, there would be a tragic event. Every mission men would be lost. Every week the trauma would work at his nerves.

Walsh began to drink and drink heavily. Several times he was brought back to the airfield by the military police after a hard night’s drinking in London. When he flew he was competent and balanced. When he drank, he became bipolar and imbalanced. The men covered for him because he covered for them. He could be gone during the next mission.Within 6 months he was field promoted to Major and then field promoted to lieutenant Colonel just 4 months after that. He then was to put on full Bird Colonel at 18 months in England. This was to be his last observation flight. He was being groomed for a Wing level command. He wasn’t supposed to be flying. He flew his 25th mission months before. Everybody looked the other way, because the squadron needed his expertise. They needed his leadership. They needed him because he had not lost his nerve. They needed him because he told them that if they made him stop flying, he was going home.

From Elko to England part 5 ( 2nd edit)

Part 5

1000 B-17 and B-24 bombers stretched end to end, adds up to 18.9 miles. If they are 3 abreast nose to tail, that is 6.3 miles. By July 1944, the 8th Air Force had tried several styles of “Combat boxes,” and finally settled on the 27 plane combat box. These flying formations would stage aircraft at different flight levels allowing for station keeping or distance between aircraft. A bomber formation could be as high as 30,000 feet and staged vertical for a mile. In some cases, a  1000 bomber formation would be stacked vertically from 20,000 feet to 30,000 feet and 100 miles long.

There were dozens and dozens of airfields in England. Unlike today where an airfield is paved and can support an 850,000-pound aircraft, bomber and fighter fields in England were in some cases grass fields or heavily compacted dirt strips. This is where “Airfield” comes from. By Mid 1944, a bomber group may have had 50 aircraft or more. To generate a 1000 bomber formation it would take 20 bomb groups working in concert.

The B-17 can cruise at 180 MPH. The climb rate loaded is 900 feet per minute. Climb speed is different than cruise speed. The higher the rate of climb, the slower the aircraft would fly. If the aircraft climbed out at 100 mph, it would travel a horizontal distance of about 2 miles for every 1000 feet of vertical distance. Climbing to 30,000 feet would take at least 30 minutes if not longer and cover 60 miles to 75 miles. The bomber groups would need to be at over 18,000 feet and information by the time they crossed the English Channel and entered the combat zone.

The timing of the B-17 launches was crucial. England had over 100 airfields within a small area. 50 aircraft would take off from one airfield followed by 50 more from another airfield only a few miles away, followed by 50 more and so on. By the time the first cell of 50 B-17s climbed to 18,000 feet and cleared the English channel, there were still B-17s and B-24s taking off. It was crucial that every 27 aircraft combat box is in flying formation by the French coastline if not sooner. The stacking of aircraft was also important. The first cell would be lower and the next would be higher and so on. This way, one B-17 does not drop its payload on a trailing aircraft. The bombers would maintain this style of flying formation until the “Bomb run.” Then, all aircraft that will bomb a specific location would have to form a  tighter grouping in order to drop on the target. This is where the bombers were the most vulnerable. This is where the FLAK gunners could set their 88s and 128mm guns at one point and fire away. The FLAK gunners had a much better chance at downing a B-17 during the bomb run, especially when 100 aircraft are in a tighter formation to hit a railhead or factory etc. To avoid tight formations, all the Bombadiers on the extreme left and right of the formation had to do was slightly adjust the aircraft heading, make a small degree jog and line up the Norden Bombsite. He would then make his drop and then turn the aircraft back to the formation heading. The lead aircraft would always be on the direct heading.  

In order for an aircraft to hit the bomb target from 20,000 to 30,000 feet, the bombs would have to drop from every aircraft at approximately the same point in space. Of course, the mission planners sought to mix up the bombing schedule and altitudes to avoid the obvious, but the FLAK spotter logged all the gun coordinates and knew what was being bombed and from what point. The FLAK spotter knew at what altitude a bomber was flying by size recognition. It wasn’t long before the trailing aircraft were getting slaughtered. The British avoided all this by flying at night.

In Berlin, for instance, there was a huge complex of FLAK towers that could sustain 8000 rounds of fire a minute. Even if only a 1/4 of the guns were trained on bombers targeting the Berlin marshaling yards, this meant 2000 rounds every minute at one point in space. While the vertical stacking was effective in minimizing losses, a trained FLAK gun spotter and a trained gun crew could change fuse altitudes very very quickly. These realities played hell on bomber crews. The winds aloft in some respects was the only variable. When the aircraft encountered a headwind, a tailwind or a side wind, it affected the bomb release point. The FLAK gunners had to make adjustments for this if they even new the winds at 25,000 feet. With zero wind, the FLAK gunners knew exactly where a bomber would release its bombs to hit specific military targets.

During the bombing of Tokyo, Japan, the B-29 flew so high during the bomb run that it encountered jet stream style headwinds. Some headwinds approached 200 miles an hour. This slowed the ground speed of the B-29 to a crawl. They even looked as if they were stationary in the sky. Had there been these types of headwinds over Berlin, B-17 and B-24 losses would have been sickening. German FLAK gunners would have ruled the day. But then again, all the mission planners had to do was change the bomb run direction and the ground speed of the B-17 became 350 MPH. I am not certain if the mission planners had headwind information for the drop zone.

At Stalingrad, the Russians had utter thousands of anti-aircraft guns firing at slow flying cargo planes attempting to support the 6th Army. It was a slaughter. 

It took a few years of sustaining heavy losses for the 8th Air Force to devise better tactics. The P-51 Mustang allowed this. It was found that unleashing the P-51 ahead of bomber groups was better than fighter escort at altitude. Air superiority was achieved by killing Germans fighters on the ground and dogfights and not flying in formation with slow bombers. The Germans understood this early on during the “Battle of Britain!” They sought to establish air superiority over England by hitting the airfields over and over again. As a result of the British bombing Berlin, Hitler changed the mission to bombing London. This allowed the airfields to launch fighter strikes and kill the German medium bombers before they could kill off the British fighter force.

It took until February of 1943 for the 8th Air Force to learn what the British had learned during the London Blitz. Airfields and aircraft on the ground first, and then the bombing of military infrastructure second. Its called “Air Superiority.”  In order to use the Norden Bombsite, the Americans had to drop during the day. It was called daylight precision bombing. 


Steve Atwater dude puts on a spread

Check these cookins out. Look at those greens! Brisket, owe my word…..

Forget Elwood’s steakhouse.

Check this out Klis…..

Dude puts on a spread second to none. He be havins all the fixins…

I will have the same hardwoods at my house.



Big Ben will get a beating at Mile High

We all remember how the NFL chose the Steelers/ Broncos AFC championship game to honor  Jerome Bettis.  The event took the steam and focus out of the Broncos. Shanny and Plummer would lose out on what was supposed to be the first Elwayless Shanahan Superbowl appearance. Of course, the Broncos would lose and Mike Shanahan would descend into a professional gloom and a quarterback blame game. First, it was Plummer, and then it was McNabb. The Shanny QB fixation thing would only end when RGIII folded his knee in HD. The Proper twelve would have been nice when Rex Grossman was the go-to guy.

The Broncos would get their due under Fox, Tim Tebow, and Demaryius Thomas during overtime. However, Tebow and company would then attend Tom Brady’s school for young quarterbacks and get his nose put in a corner.

Today, Demaryius Thomas is in Houston and only gets the ball thrown to him once a game. The Broncos have successfully moved on with Sutton, Patrick, and Heuerman. Today, Keenum is repping the youngsters while keeping Emanuel Sanders in rare form and ready for the exploit.

The Denver running game is the best it has been since the days of TD. Booker is a long-term serviceable back in the mold of a Sammy Winder or Otis Armstrong. He never gets hurt and the grass is not greener on the other side of the runningback lawn. Phillip Lindsay was the recruitment catch of the 2018 draft: a Barkley at a fraction of the price. Freeman is a badass as well. No Bronco running back corps in recent memory is as good collectively as Lindsay, Booker, and Freeman. In fact, I cannot think of any RB Corps that is as good dating to 1973.

Musgrave’s offense is a thing of beauty compared to Kubiak and McCoy.

St. Joseph is safe in the Bronco Chapel pew for now. His Broncos have made leaps and bounds. Woods is getting it done in Del Rio fashion. Let us forget who the Son of Bum is. This is our time.

The stage is set for the total re-emergence of the Broncos as a dominant force in the AFC West.

Ben Rothlessburger thinks he is going to come into Denver and make fools of the Broncos. He thinks we are his bitches.

The Bronco D is going to pressure and brutalize Ben Rothlessburger. We are going to cover his receiver corps and make him run the ball. When the Steelers run the ball, we will stop them two yards shy of the line of scrimmage. Bradley Chubb is going to get 2 sacks. Von Miller is going to get a strip sack. Gotsis is going to get a sack. Wolfe is going to get a sack. Peko is going to get a sack, and Simmons will get the sack on a blitz.

The Steelers aren’t coming to Mile High, walking in and taking a win. They will have to contend with stifling man on man. In addition, we will beat them physically on every single play. This stifling man on man coverage will not end until the clock ticks out. There will be no second guessing who we are. We know who we are and we know who the Steelers are. We just have to play Bronco football.

The Bronco organization is not the same team it was in 2016 and 2017. They have turned that corner and are emerging as a dominant force once again. They have an identity as the best D in the AFC, and Case Keenum is doing what is asked of him. We are moving forward.

The Broncos played well against the best NFL offenses of 2018. Except for a few mental consistency flukes, they have acquited themselves in an extraordinary fashion. We play one game at a time, however, had it not been for giving the last minutes to Mahomes, the Broncos would be 50/50 in the AFC West. This is a hard-won milestone.

The Steelers have had an easy schedule in 2018. KC scored at will against the Steelers while the Broncos cut the KC point total in half compared to Pittsburg. If we play Bronco football, we cut Rothlessburgers point total to 3 and outs.  The only thing that Ben Rothlessburger and the Steelers will come away with on Sunday is a beating. We will dominate them physically, tactically and mentally and break their will early.

All is well in Broncoville!!!!

Happy Thanksgiving!!!!

Historical note:

My great plus Granduncle  Col. Daniel Brodhead was the commander of Fort Pitt for 3 years during the American Revolution.  The Fort Pitt park is in the foreground at the end of the point of land between the Alleghany and Monongahela rivers.  Brodhead’s troops were starving most of the time. Brodhead was one of Washington’s generals and commander of the Western Department.   This is where the great Ohio river starts. The Three Rivers Stadium is in the background.

Image result for fort pitt stadium

Image result for fort pitt

Denver Bronco DST dominates the AFC West

There is a blatant trend emerging in the NFL. The trend relates to how awesome the Denver Bronco DST has become. First off, the Denver offense is getting better and better and better. Musgrave shitcanned the Kubiak playbook of the past.  Today, Musgrave uses his running back corps for nice little dump offs. The merry go round of tight ends has become Heuerman and Lacosse. Of course, while Lacosse catches everything thrown to him, Heuerman seems to drop balls a lot.   Lacosse may not get the yardage after contact, but he catches the ball. Heuerman needs to tighten it up or be moved to second on the depth. The good news is that the TE is finally part of the receiving game.

The Denver D has made it known that they are back in business as one of the NFL top defenses.  We know this when they keep the point total low on several of the NFL’s great offenses like KC. LAC, LAR, Houston, and  Seattle. Meanwhile, other defenses are getting blown the hell out.

In the past, the Denver D kept the opposing offenses off the field with the regularity of a postman only to see the three stooges throw the ball away. It was like an adventure in futility and mentally burned the Denver D out. keenum is stingy and pulls plays out of his ass.

Today, the Broncos have Case Keenum the nasty one. Keenum is a scrapper and will never give up the ghost. He will not quit until the opposing D pry his cold dead fingers from the football.

It is good to see “Wild Man Booker” giving it hell. Dudes a stud. Always remember that Booker is a bright and robust multi-role fighter. He can do anything and everything you ask of him.

We need to rep Patrick and continue to build synergy with Sutton.  T Patrick is a diamond in the rough. A special play package is in order. I need a TD out of Patrick. 10 needs some maintenance love.

Ok, we know Rothlessburger. We remember when he came to Denver and took the  Superbowl away from Shanny and Plummer. Well, he still hasn’t paid his dues at Milehigh for that. If you can shut Mahomes and Goff down, you can shut Rothlessburger down. I need you to review the film and get ready to stomp on the Steelers. We can do it and we will… No turnovers. Run the ball, and then dissect the secondary when able.

Rep Heuerman and Lacosse. Dropping balls is unacceptable.

One game at a time boys!!

We beat the Steelers by a hardcore man on man secondary, zoning the dumps and allowing the pass rush some time to evolve. We need to put Rothlessburger into long situations and put him back on his heels. If we take away the long ball, he will be reduced to depending on little dump offs. Deny the yellow line. If we cover him like Mahomes it will be a long day for the Rothless.  I need 7 sacks on the day.  Happy hunting.

Let us stomp Rothlessburger and company like they are stink bugs on the sidewalk.

Request for 1 year HOA extension for 3011 Elderberry


Here is the email stream related to our gas request.  Apparently, with all the building, they put us on the back burner in favor of the big builders. We put our gas installation request in early August. It has been 4 months since our request and now they are saying at least 2 more months for installation. That means they intentionally put our gas trenching requirements in the middle of January. I believe this is why all the big builders demanded to be in line first.

We are new at this. While I might not be an experienced home builder, I am a really good remodel and technical guy. Now that the house is dried in, it is my domain and expertise. We owe nothing on the property and kind of have to have 12 rental properties in the priority box. We used the projected downtime on the electrical service and gas install to take care of issues in Washington state. Specifically, we had two properties in dire need of new roofs.

I had the driveway guy lined up, however, the gas and electrical installations take time.

I am not in the Colorado home builder’s fraternity.  I was blessed to find the framer dude that I used. He helped me navigate all the subs and such.

I did not know that I had to kiss everyone’s ass and make certain that every single issue was quality and logistically controlled. We also stumbled with soil tests and logistical incompetence. Here in Washington state, I know my subs and know that they will do exactly as asked. My roofer stole 10 square of roofing off the job site. He then offered to sell it back to me…. I did not know that the subs in Colorado were so underhanded and conniving.


We are coming back to Colorado this week. We will start on plumbing and electrical. We had concrete lined up, but the Gas line is taking 6 months.

I believe that this documented reality suggests that I should be offered a 1-year extension on the build.

Oh and as a retired Air Force aviator, I flew 7 to 10 days a month for 16 years worldwide in support of your national interest. I also spent 18 months in Iraq. I am certain that the board will give this patriot veteran the benefit of the doubt and a years extension.  My resume is at the bottom. Oh, and our name is on the Kansas Nebraska act that created Weld County.

In closing, We are doing our best!!!!


Stephan and Diane

Mohr, Jessica Oct 4, 2018, 3:47 PM
Good Evening, I have been assigned the service design for 3011 Elderberry Ln in Mead and would like to verify that you need 100 CFH with 2lb delivery pressure?

Stephan Brodhead

Thu, Oct 4, 3:57 PM
to Jessica.Cook2

I dont know yet

Attachments area

Mohr, Jessica Oct 5, 2018, 11:39 AM
Stephen, I am unable to move forward with designing this service without a confirmation of gas load and delivery, so this address will be on hold for the time b
Stephan Brodhead Oct 5, 2018, 1:29 PM
The house will have a 50 gallon gas water heater 110000 BTU furnace 4 burner gas stove and 50000 BTU gas fireplace. The pressure will be based off of a standard
Mohr, Jessica Oct 9, 2018, 3:03 PM
Thank you for that, however, I need a total load for the house. From: Stephan Brodhead [] Sent: Friday, October 05, 2018 2:29 PM I dont
Stephan Brodhead Oct 10, 2018, 5:55 PM
3011 Elderberry mead Colorado 250,000 BTU total load at between 7 inches and 10 inches of water column from meter to gas appliances. I believe 7 inches is the s
Mohr, Jessica Oct 11, 2018, 12:21 PM
Thank you From: Stephan Brodhead [] Sent: Wednesday, October 10, 2018 6:56 PM 3011 Elderberry mead Colorado
Stephan Brodhead Nov 13, 2018, 2:23 PM (21 hours ago)
When will there be gas on the property? The HOA is pitching a bitch..

Langley, Teresa K

9:57 AM (1 hour ago)
to me



The current install time is approximately 6 weeks from the time of payment. I am currently working on the design and will try to get the invoicing expedited through Xcel and get the quote to you ASAP.


Please let me know if you have any other questions.


Teresa Langley Design Specialist II
Office: 720-274-6488

Cell: 720-545-5864
4725 Independence St | Suite 100 | Wheat Ridge, CO 80033




From: Mohr, Jessica
Sent: Wednesday, November 14, 2018 9:35 AM
To: Langley, Teresa K
Cc: Hernandez Santa Cruz, Saul
Subject: FW: 3011 Elderberry Ln


Good Morning,


Can you follow up with the builder and let him know what’s going on with this one?




Jessica Mohr Team Lead/Builder Support
O:303.459.6656 F: 303.430.0150
4725 Independence St | Suite 100 | Wheat Ridge, CO 80033





The Brodhead resume


It was 7am on the morning of 9/12/ 2001 as the C-141C Starlifter descended across the  battlefields of Princeton, Paoli,  and Valley Forge, and crossed the Delaware on it’s way to McGuire Air Force Base, New Jersey. Battlefields that Brodheads would fight along side George Washington  during the revolution.


One of only a handful of military aircraft in the skies of America that day, the Aircraft had flown from “Sea to shining sea” without hearing one radio call from another aircraft. The Starlifter had taken off from March AFB, California at 11PM on 9/11/2001. We were hauling FEMA assets, and rescue dogs which were bound for New York.


As the dawn settled across the Eastern seaboard,  the C-141C crew could see the smoke from the collapsed twin towers from 35,000 feet and over a 100 miles away, the sun burning brightly in the back ground.

on August 27th,  1664, at basically this same location on  Manhattan, my Great plus Grandfather, Captain Daniel Brodhead I ,  “Second in Command of the Nichols Expedition,” would disembark from British “Man-O-Wars”  along with 500 British troops, and force the surrender of New Amsterdam.


New Amsterdam would be renamed New York and English speaking rule established.


In late August of 1776,  and within blocks of this same location, my great plus grand uncle Colonel Daniel Brodhead of the 8th Pennsylvania rifle regiment,  would defend George Washington’s midnight retreat across the East river. He would be among the last boats that left Brooklyn Heights after the devastating defeat at the “Battle of Long Island!”  On the Manhattan side of the East river, Daniel Brodhead and his Pennsylvanian riflemen, while under the command of Thomas Mifflin,  would tend the encampment fires  in order to fool  Howe’s forces as George Washington and his army retreated to Fort Washington..


Daniel’s son Ensign would be captured, and  spend time on a prison ship. Daniel’s Brother Luke would be musketed , captured, and also spend several months in a disease ridden British prison ship on the Hudson. Previous to the “Battle of Long Island,” Luke would be a soldier in the 1st American Rifle regiment, and protect the “Guns of Ticonderoga”  atop “Dorchester Heights” at the siege of Boston.


The Brodhead brothers would later join their “Band of Brothers” at “Valley Forge” and  “Take the oath of Allegiance “to America.


Daniel Brodhead would become one of George Washington’s generals, a dear friend, and commander of the Western department headquartered at Fort Pitt. Luke Brodhead  would be on Marques De lafayette’s staff and be wounded several more times


While at Valley Forge, Daniel Brodhead would be the first officer that talked about VA benefits for the offspring of  Continental soldiers that were killed in battle.


The Brodheads from Pennsylvania were non-slave owning free soilers. They rose up and supported the Patriots in Boston early in 1775.


Garret Brodhead and Richard Brodhead would fight during the War of 1812

During the Mexican American War, Thornton Fleming Brodhead would fight in the 15th Infantry under the command of his cousin General Franklin Pierce at the battles of Contreras, Churubusco, and Chapultepec. He along with Lee, Grant, Jackson, Longstreet, Pickett and other American civil war generals would be present as they hung the “San Patricios” and hoisted the American flag over the Chapultepec castle. This heinous event changed Franklin Pierce’s views on Catholic oppression within New Hampshire government. Thorton would also serve with Washinton Territory’s first governor Isaac Stevens.

In 1861, Thornton F. Brodhead would raise the First Michigan cavalry  (Wolverines) at the personal request of Abraham Lincoln. He and his Wolverines would be among the first to come to the defense of Washington DC. In August of 1862, Col. Brodhead would command the Verdiersville raid and almost capture Jeb Stuart. Instead, they took Jeb Stuart’s  cavalier hat and purple overcoat as war prizes. He would also capture a dispatch between Robert E. Lee and Stonewall Jackson detailing the entrapment of Pope’s Army between the Rappahannock and the Rapidan possibly saving Popes troops from a severe beating.


Thorton F. Brodhead would be shot by Jeb Stuart’s men at  Lewis ford of Bullrun creek during the 2nd battle of Manassas. Stuart’s men would  field strip him of  his horse, saddle, boots, sword and pistols. Brodhead would be brevetted to general on his deathbed September 1st, 1862. Isaac Stevens would also die on September 1st, 1862, shot through the temple at the Battle of Chantilly. George Armstrong Custer would take command of the 1st Michigan later that year. The Michigan Cavalry Brigade would avenge Brodhead’s death at the “Battle of Yellow Tavern,”  when Wolverine  Sgt. Huff put  pistol lead into Stuart. Meanwhile, Lt. Edgar Brodhead was Captain of the U.S.S. Saratoga and blockading Charleston harbor  under the command of Admiral John A. Dahlgren


At Appomattox, Robert E. Lee would have to ride through the mounted ranks of the 1st Michigan Cavalry on his way to the Appomattox courthouse and accept Grant’s terms of surrender.


Brodheads have  always been first. We were the first to establish English speaking rule in the New World.  We were first to rise against British tyranny. We were the first delegates to the 1st Continental Congress. We were the first to join the 1st American Rifle regiment. We were the first to talk about Veteran’s benefits. We were first among the “Founding fathers!” We would have been the first to get the  British hangman’s noose.  Now Brodheads seek to put our children’s futures first!


A total of five  Brodheads  have served in Congress and one in the Senate.  During the 1840s and 1850s, on the House and Senate floor,  we debated the great issues that confronted this nation like The Kansas Nebraska Act, The Wilmot Proviso,  The Missouri Compromise, slavery in the territories, and the Postal service bill just to name a few.  We would pass legislation that funded the Mexican/American war. We would vote for legislation that created the Washington Territory, the Oregon Territory, the Utah territory, the New Mexico territory. The annexation of Texas, the Gadsden Purchase, the Fremont/Carson expeditions and the topography surveys for the Transcontinental railroad and telegraph. The list goes on and on. We would also pass legislation that provided 160 and 460 acre land grants to Oregon and Washingtonian pioneers. We would work diligently to provide free land for all Veterans that fought for this country. In addition, we passed funding for the Capitol building extension which built the East, and West wings, Capitol Dome, and Congressional library. Senator Richard H. Brodhead from Pennsylvania would marry Jefferson Davis’s niece. He would lose his senate seat to Republican Simon Cameron who would run for president and then cut a deal with Abraham Lincoln at the 1860 Republican Convention. My great grand uncle would die a few months after Gettysburg.


We worked with the finest statesmen of the age. Leaders who understood that legislation must be visionary and facilitate progress and economy.  Today, our legislators are beholden to special interest and are either reactionary or engage in oppressive protectionist policies.


Click on link below and put Brodhead in search engine window.


Congressional Globe search engine


Throughout the history of this great nation, Brodheads have erred on the right side of history and stood with the things that were beneficial to this country. Our finger prints are all over the blueprint of the American dream. We fought for English speaking rule, independence, Manifest Destiny, and emancipation.


Now we fight to create a robust future for our children. We fight for an “Alternative energy age” that will rival the transcontinental railroad and put millions of our youngsters to work. An age that will create “total” energy independence, protect our environment, and launch America into decades of prosperity..


Lastly, I am proud of my British German heritage and how we have helped build this country into the greatest nation on earth. This wonderful country stands as a monument to the world and I will not let it be torn down by those that would seek to divide us. We are a wonderful melting pot work in progress. We relish our past and understand our history. We will not repeat the horrendous mistakes of the past and we as freedom loving Americans condemn violence, ignorance, and racism in all their forms. The Brodhead story is the story of this country. While we are not perfect, we always strive to elevate human  equity in order to form a more perfect union. We reach across the aisle and shun partisan hackery. We give way to our better angels.


Stephan Brodhead’s resume:




Industrial Science

Colorado State University


A.S. Flight Engineering



A.S. Aircraft Maintenance Technology



Private sector experience:

25 year small business owner, ASE certified auto mechanic, residential housing handyman to include all phases of construction, electrical and plumbing, Currently managing and maintaining personal residential rental property portfolio.




FAA Flight Engineer

FAA Airframe and Powerplant






Boeing Manufacturing Engineer

Acft. types B737, B757, E-3A, E6B



Acft. Technician

United States Air Force and Air Force Reserves

Acft. types  B-52G, B-52H, KC-135A, KC-10A, C-130, C-141B



Flight Engineer

United States Air Force Reserves

Acft. types C-141B, C-141C  4200 flying hours


Military campaigns and C-141 missions

Cold war

Desert Storm



Bosnia support missions

Cuban refugee relocation

Operation Southern Watch

Operation Northern watch

Al Qaida relocation to Gitmo

Iraq Freedom

Afghanistan support missions


Stephan’s father and uncle both served over 20 years in the Strategic Air Command . Milton Brodhead, would serve in the Strategic Air Command’s 1st Combat Evaluation group as a radar technician. These are the folks that directed B-52 strikes at the Siege of Khe Sanh. He also performed a tour in the “Agent Orange” contaminated jungles of Vietnam.


Douglas Brodhead  would serve as a pilot and fly the B-17, B-29, KC-97,KC-135 and B-52G. He would operate the the B-52 during Operation Chromedome (Airborne nuclear alert)


Stephan served in SAC for 4 years as a B-52 G/H aircraft technician .He would also pull “Nuclear alert”.


The rest of his military career was spent in MAC and the Air Mobility Command  “Reserves”  as a C-141B/C Flight Engineer.  He would fly worldwide in support of our national interest 7 to 10 days a month for 16 years, and be activated for Iraq for 18 months. He performed the dedicated C-141C Air evacuation mission from Baghdad & Balad to Ramstein AB and Andrews AFB.  He has logged over 1,500,000 to 1,764,000 miles in the air in support of our national interest, and has been to countless cities on every continent save Antarctica.


Stephan was a member of the 728th Airlift Squadron at McChord AFB from 1991 to 2000  and the 730th Airlift Squadron at March AFB from 2000 to 2005. His service was from 1978 to 2006 with total active duty time of about 12 years.

Stephan’s mother was an immigrant from Germany. He was born at Westover AFB, Mass, and grew up in Nevada and Colorado. He has lived in Tacoma or Kirkland since 1989. The only mark on his private sector record is a DUI 27 years ago. Today, I might enjoy a pint of Northwest  Hefeweizen a dozen times a year. I also had an article 15,  a couple letters of reprimand, and busted a stripe 35 years ago.

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From Elko to England Part 4 second editing



Part 4

The ride out to the flight line and the Mustangs was always a solemn affair. For the most part, the flight members said very little and honored a silence before the hunt. The fellas sat shoulder to shoulder on the truck as simply a group of unified and dedicated fighter pilots. The last impressions they would want to leave with a fellow patriot are moments of silence and a kind handshake.  Petty grievances were put aside and focused professionalism took its place. They learned early on to never be mean and nasty to one another before a combat sortie. It could be the last time they see each other, so they adhered to a strict code of interaction and discipline.

Milt jumped from the rear of the deuce and a half and saluted his fellow pilots.  With the puff of smoke and exhaust fumes, the deuce and a half would continue on to varied locations on the British Airfield. They learned the hard way at Pearl Harbor to not put aircraft in a single line.  A maintenance troop was in the cockpit of Milt’s Mustang with the engine running. The tail of the aircraft was moored securely to the British airfield turf, the tires were chocked, and the brakes were set as the maintenance fella ran the P-51 to full military power. This crew chief had run engines on the P-51 Mustang over a hundred times. He could tell with just the rush of wind and thrust when an aircraft was achieving full military power. He would verify that all the gauges reflected that reality. Milt’s aircraft wasnt quite up to snuff.    

He was no ordinary aircraft mechanic. He was a farm boy from rural Southern Oregon. His family had been farming the Willamette Valley since Oregon was a territory in the late 1850s. He was a product of generations of a farming family that struggled to make a living. In fact, the farm had been owned and worked by 6 generations of Schroeders. Over the last 100 years, the machinery to plow the land had evolved from oxen and horse-drawn plows to tractors and trucks. His father was first to own an American made tractor. It wasn’t a new tractor when they bought it, but it was trustworthy. A neighboring farmer had died leaving his wife to tend the farm. She was childless, so she had to sell his equipment to survive. They gave her good money for the Ford. 

The families had know each other since the 1870’s. The Schroeder family came by Conestoga wagons to Oregon while the Clausens had come by the first transcontinental railroad. The Schroeder family gave Gabby Clausen a good price for the tractor and as part of the deal plowed and planted her land until she herself passed on. The widow would help with the planting, harvest and canning or whatever she could do. She was part of the family.  

Joseph was 5 years old when they bought the tractor. By the time he was 22, he could fix and repair anything on the farm. From combines to Ford flatheads, he could fix anything. It was a 20-mile drive to town on dirt roads. Washed out dirt roads. Even on a good day, it was a task to drive their 1-ton farm truck to town. The roads were so bad in some areas that speeds above 15 MPH would stress the truck’s suspension. The 20-mile drive took, at last, an hour and precious fuel. Even then, one did not know if the local parts store even had the part ordered weeks before. There was no phone and no internet. Joseph learned to take care of the equipment. Joseph was a champ at double clutching the 1 ton and it’s spur gear transmission. He was totally in tune with it’s mechanical nature. Breaking down on the road meant a 10-mile walk in either direction, so he always treated the equipment with care and kindness. 

Years of maintaining precious and complex farm equipment on a strict budget had instilled a respect for machinery in Joseph. He remembers when he ran the Oliver to fast and broke the PTO input on the combine when mechanisms hit a fawn hiding in the wheat. This event cost the farm precious time. Weeks in fact. In order to avoid losses, the farm had to contract with an outfit to bring in the harvest. This meant the family had to borrow against the farm for the next year’s seed. From that event on, Joseph was vigilant and careful with everything he did.

On the flight line, he was a leader and a good mechanic. He was the line chief’s go to guy on all the complex issues. He was comfortable with a wrench and was not afraid of fixing things. He would go elbow deep on any maintenance issue and was familiar with all aircraft systems because they weren’t much different than an old Ford tractor.   Joe had changed copious hydraulic hoses and actuators. He had repaired crank and rod assemblies, electrical systems and changed tires. To him, the only difference between an old Ford tractor and the P-51 was that it had a  V-12,  a propeller, and some wings.  Instead of 30 HP, the P-51 had 1700 hundred.

Joseph led by example on the flight line. His farm boy demeanor fit quite comfortably in the aviator maintenance world. He was confident, capable and competent.  He avoided nonvalue extraneous behavior and grandiose personality and focused on fixing the issues. Soon many on the flight line emulated his behavior.

The city guys were relegated to fueling, chocking and learning…..

With head down, Master Sergeant Schroeder focused on the P-51’s boost gauge, inter cooler temp, and exhaust temp. The boost was still a few pounds low, and all other indications were well within specification. He had run engines on hundreds of P-51s and new the nature of the Merlin Packard engine by heart. He had joined the Army Air Corps in January 1938 and left his brothers to tend the farm. He was the youngest. He had to find his own way. In 1942, Sgt. Schroeder was selected to learn the Merlin Packard engine at the engine factory. He had learned this engine at every point in the manufacturing process. Now the Merlin Packard P-51 engine was as familiar to him as a fathead six. After killing the P-51’s engine’s ignition, Schroeder jumped from the cockpit and yelled, “I am gonna look at the supercharger boost control rod sir!” A moment later, the engine cowling was open and Schroeder’s head and shoulders was lost behind the prop and in the engine compartment. An instance later, he reemerges and yells, ” it looks like the boost control rod was not adjusted correctly.  I went ahead and adjusted it for full travel. The rod is at the idle stop so. Let me verify full travel at the throttle. Joe pushes the throttle forward and rechecks the boost rod travel at the engine. It look s good and he closes the engine cowling.  As he double checks all the cowling fasteners, he says, ” she will get full boost travel now!” “Oh and no leaks were detected, were gonna top her off and then she is all yours. You can double check the boost on your pre-takeoff checklist, we have seen this exact issue before. ” 

Milton begins his preflight activities and inspects the entire aircraft as the maintenance folks top off the tanks.  His inspection is just a quick visual.  He checks the rudder, elevator and aileron hinges for security. Looks for hydraulic leaks or a low tire.  He also checks for loose panels. His last event before putting on his parachute and mask and entering the tiny cockpit would be taking a nice long piss at the tail of the aircraft. Once in the cockpit, he quickly checks the aircraft electrical power system and all the gages along with verifying flight control operation.  He is confident that the aircraft is airworthy. In addition, Joe had gone over every single inch of flight control cabling along with all the related pulleys and bell cranks. He checked all safety wired locations and verified that the cable tension was within specification.  All coolant hoses were checked for leaks and security. All engine components bolts checked for torque and tightness.  Hydraulic lines checked for cracks and seepage. Tires checked for wear and cuts.

The ordinance folks load all six  .50 caliber machines guns with new ammunition belts and oil up the loader feeds mechanisms. The aircraft is locked and loaded.

All three flights of pilots sit in their aircraft and check their watches for go time. .


THURSDAY, 13 JULY 1944 STRATEGIC OPERATIONS (Eighth Air Force): Mission 471: 1,043 bombers and 609 fighters in 3 forces are dispatched to bomb targets in Germany; 10 bombers and 5 fighters are lost:1. Of 399 B-17s, 356 bomb Munich, 6 bomb the railroad at Munich and 3 hit targets of opportunity; 4 B-17s are lost, 1 is damaged beyond repair and 156 damaged; 8 airmen are KIA, 7 WIA and 36 MIA. Escort is provided by 292 P-38s, P-47s and P-51s; they claim 2-1-2 Luftwaffe aircraft; 1 P-38 and 1 P-47 are lost.2. Of 278 B-17s, 139 bomb Munich, 100 hit an aircraft engine plant at Munich and 3 hit targets of opportunity; they claim 11-4-8 Luftwaffe aircraft; 5 B-17s are lost, 2 are damaged beyond repair and 129 damaged; 9 airmen are WIA and 50 MIA. Escort is provided by 170 P-38s, P-47s and P-51s; 1 P-51 is lost and 1 P-38 is damaged beyond repair.3. Of 366 B-24s, 298 hit Saarbrucken marshalling yards and 3 hit targets of opportunity; 1 B-24 is lost, 7 damaged beyond repair and 31 damaged; 23 airmen are KIA, 9 WIA and 19 MIA. Escort is provided by 81 of 85 P-51s; 1 P-51 is lost and 1 damaged beyond repair.28 B-24s fly CARPETBAGGER missions during the night.


From Elko to England Part 3 (2nd editing)

“Crews dismissed report to your flight chiefs and aircraft,” barked the squadron commander. The once silent and attentive room again erupted into the screeches of chair legs, men chatting, and a few harassing comments here and there. The clinking sounds of metal lighter lids opening and the striking of flints began to dominate the room. The witty banter of a few became an indistinguishable hum of interaction. Here and there laughter would break out.  

Unlike the B-17 crews, these were all officers. Many officers had college degrees, but for the most part, WWII military officers did not have any education beyond high school. Many were selected to be officers based on physical and intellectual merit, simple natural selection, community status or the needs of the day. Many times those that were selected were excellent officers and pilots, but many simply made it through the cracks of military bureaucracy. The weak and unworthy were weeded out if they made it to England, especially if they were B-17 pilots.

The P-51 Mustang pilot only had to manage themselves and do the job without cracking or exposing weakness or lack of character and discipline. They had to play the game. They had to become one with a  high performance killing machine.

The B-17 officer had a group of men to manage and could not withdraw from interaction. The B-17 officer actually had to lead men from all walks of life. Men that were raised and worked in different communities all across America. Men from rural farming communities were lumped in with tough guys from the inner cities. A fella from the poor mountain regions of West Virginia would work alongside a spoiled kid from Boston. Sons of mechanics in Detroit might have to work with the sons’ of clergy from the Oklahoma panhandle. A Mormon from Utah would have to work with an Italian Catholic from the Bronx. A Southern Baptist from Texas would have to work with an atheist from the streets Hollywood or Methodist from the north woods of New Hampshire. A cowboy from the deserts of Nevada would have to tolerate someone from LA. The list goes on and on.

The crew of a B-17 was as diverse as America itself. The B-17 aircraft commander actually had to lead men with countless personality types, while the P-51 Mustang officer could simply keep to himself and kill Germans. The leadership of a B-17 crew went beyond simply working together on the aircraft during a mission. The B-17 crews slept together in tents of 8 men. They ate together. They partied in London together. They fought. They lost nerve. They cried together. They lost friends together. They saw fellow crewmen take cannon fire and shrapnel and bleed out on the flight deck together. They watched as other crewmen were burned to death as a B-17 crash-landed at the airfield.

Many men were hated by the crew or became emotional liabilities. Others would succumb to the physiological stress environment of high altitude bombing and become unmanageable. Some went insane or became mentally ill and unstable. These are just some of the things the B-17 leadership had to contend with and manage.

For the P-51 Mustang pilot, it was just stick, rudder, and a radio.

The B-17 Aircraft commander had to contend with a host of enlisted characters from the gunners to the radio operator and flight engineer. The most vulnerable and paranoid individual on the crew was usually the tail gunner. He was the fella with only glass in front of him waiting for the German Ace to pay a visit, especially when he was “Tail end Charlie” or the last aircraft in a cell.

A seasoned German pilot would come in fast from behind. The first thing the German pilot would do is take out the tail gunner and then the belly turret gunner. At this point, the B-17 cannot direct fire to it’s six o’clock position. When given time, the German would then start walking his fire across the wing of the B-17, puncture the fuel tanks or take out a bank of engines. Once this happened, the B-17 would slow and descend as it lost power or burst into flames. The combination of fuel, ignition and the velocity of air that is created by an aircraft, is like a blow torch.  Once the process starts, it burns the aircraft’s aluminum skin like paper. A fuel tank would rapidly open up and then the contents would  explode. 

The reality is that only 2% of German fighter ordinance hit the B-17. In fact, pilots would basically use up a huge percentage of rounds just to exact a few hits on a bomber. Of course, once a bomber was hit and fell out of the group, it became easy pickings for any German fighter of the day. German fighters equipped with the 30 mm MK108 cannon could down a B-17 outright with 4 hits. One hit from the BK5 cannon or what equates to a  “50mm Panzer III tank cannon”  would kill a fighter or bomber easily. Otherwise, other German fighters with smaller caliber machine guns took 25 hits to down a B-17. Again the process started with the B-17 gunner being ridden with 20 mm and 8mm machine gun fire.

A B-17 could take a beaten and still fly. The only way to kill it was to inundate it with heavy fire or damage the engines and simply cut the calf from the herd.  The German pilots would attack the B-17 from several different directions, however, the strike from the rear was the most effective.  Striking from the left or right wasted ordinance because it was hard to negotiate angles and velocity.   Only a few rounds might hit the B-17 while exposing the German fighter to 3 sets of 50 caliber machine guns.  Four sets if the tail gunner could swing his gun far enough.  The most effective attack started at the rear of the B-17.  The top turret gunner of the B-17 had to avoid hitting the B-17’s tail section, hence the B-17 tail section provided cover for the oncoming German fighter. Most started with the tail gunner. Chances were good that both tail gunner and the belly turret gunner could be neutralized with just one or two bursts from German fighter guns. Once lined up it was just a matter of a slight push or pull on the yoke and the German could rake his fire longitudinally along the length of the B-17 airframe. 

During the attack phase, the German ME262 pilot only have a few seconds to make the kill. He would also have to take in the angle of attack, windage, and leading a target during the apex of an accelerating turn. The equation was quite horrific and impossible for young pilots. . The ME 262 had 4 x 30 mm MK 108 cannons in the nose. The MK108 cannon could fire 650 rounds a minute.  A 30mm round projectile is 1.20 inches in diameter and 4 inches long or almost three times the size of a .50 Cal. It also had an explosive charge.

The Germans had found the two engine ME410 with MK108 cannons a formidable bomber killer and night fighter. It could fly at 360 MPH to 380 mph, but only 1200 were built. Even at 380 MPH, they were no match for the P-51 Mustang that could fly at over 430 MPH. The ME410 was relegated to night fighting the British Lancaster and Halifax bombers.

Alas, the ME 262 could attack at no less than 560 MPH. 130 MPH faster than the P-51 and over 360 MPH faster than the bomber group.

The P-51 Mustang pilot only dealt with fellow officers or enlisted maintainers. They did not have to deal with a large crew or a large crew of wounded. All the P-51 Mustang pilot had to deal with was 438 miles and hour, 1700 horses, 6 X .50 caliber machine guns , a stick and rudder, and other pilots.

Once the aircraft cleared the white cliffs of Dover, it was 550 miles to Munich. The B-17 on the other hand cruised at 170 MPH. London to Munich and back was about 7 hours of flying. That is a long time in the seat.

The P-51 Mustang pilot had heated cockpit. The enlisted waste gunners in the back of the B-17 froze their asses off even in heated suits, all the while waiting for German lead to pierce the thin sheet of aluminum of the aircraft skin. At least they could talk with the rest of the crew. Meanwhile, the tail gunner is waiting for the ME 262 and its 4 x 30mm cannons to show up. All by his little lonesome.

The crew and squadron interpersonal dynamics between the P-51 and B-17 groups would have been stark. But, once in the air, they were one. The B-17 crews called the P-51 Mustang fellas their “Little Friends!” It was the ultimate bummer when the “Little friends” had to leave when the German 88s started to go off….

When the crew of a B-17 left the briefing room, the scuffling of chairs and the crew interaction had a different sound. These sounds represented and symbolized a completely different meaning than the same sounds made as the P-51 Mustang pilot’s left their briefing rooms before a mission. For the B-17 crew that was on it’s 24th mission, the sound of chair legs screeching on wooden floors may have produced a sickening feeling among the  front end crew.