The diagrams illustrate possible dive-bombing approaches in (1) clear weather, (2) when there are some clouds, (3) when there is an unbroken layer of clouds.
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Dive bombing
A major part of the aerial warfare in the present conflict has been carried out by means of dive bombing. Originated by the U.S. Navy, it was chiefly developed by America, Great Britain and France, for use against naval vessels. The Germans have very successfully used dive-bombing tactics against every object that could be destroyed or damaged by bomb hits.
Dive-bombing as we understand it is the release of a bomb or bombs while the airplane is diving at a steep angle towards the target. It gives two primary advantages to the bomb. First, the speed of the dive gives added acceleration to the bomb, and the effect is that penetration of the bomb is equivalent to that of a larger bomb released in level flight at a higher altitude. Second, the partial aiming effect carries the bomb with more accuracy to the target, although it is also true that after being released no bomb travels on a straight trajectory. It is evident tliat there is one point along the final dive which will produce the rfiost accurate results, but this point in turn depends upon the airplane used, the type and weight of bomb released, the weather conditions, the size of the target, whether stationary or fixed, and the type and concentration of anti-aircraft fire.
The diagrams show dive-bombing tactics under three types of weather conditions.
Dive-bombers are most vulnerable while they are making their final aiming dive bringing them down as low as 1,000 feet, during which time they are on a sustained flight path, are nearest to anti-aircraft gun defenses and therefore offer a larger target. Further, they cannot maneuver in this stage.
The tactics used by the various air forces in dive-bombing vary according to the planes employed, the type of target to be attacked, weather conditions, and several other considerations. Obviously the specific technique used in most recent combat cannot be revealed. Generally speaking, modern dive-bombing has taken the following pattern, as outlined by a foreign military expert.
The first phase is a spiral from about 10,000 feet down to 1,500 feet, the time consumed being around 90 seconds, at an assumed speed of 120 yards per second. In pliase two the horizontal speed is reduced to 40 yards per second, while maneuvering into position for attack. The flight course during this second phase is at 30 to 40 degrees to the direction of the final dive and the time consumed about 10 seconds. The actual dive comes under phase three at an angle of about 70 degrees to the target and lasts 7 seconds. At the beginning of the dive the target is 1,500 yards distant and at the end, only about 600 yards. Releasing the bomb and pulling out (phase four) takes no more than 2 seconds and the spiral getaway and climb (phase five) 90 seconds.
An analysis of this technique shows that only during phases one and five has the pilot complete control of maneuverability and therefore the ability to avoid anti-aircraft fire. The reduction of speed during pliase two also upsets anti-aircraft fire predictions. The greatest danger for the attacking airplane is in phase three, when the flight path is directly in line with the bullets and shells from the A.A. fire. Phase four is of too short duration for anti-air-craft to be effective.
The most serious obstacle to accurate dive-bombing which a pilot has to contend with is the wind. He must allow for this variable factor while aiming. It is precisely this wind factor that causes the greatest error in high-level bombing. In fact, there is now a tendency towards low-level bombing altogether. The Germans have prepared for this by constructing anti-aircraft towers at strategic points and in their cities; since normal anti-aircraft guns mounted on the ground cannot follow low flying aircraft more than a few seconds. There is a further advantage in low-altitude bombing in that fighter planes cannot dive down upon the bombers, nor can they be followed or seen so readily. These tactics have been employed by the British in successive raids upon the Continent, and by our own American Air Forces in its first Tokio raid. It appears nevertheless that there is a field for every type of bombing, high-level mass attacks, low-level darting stabs for greater accuracy and dive-bombing at specific targets. But even these tactics may be replaced by others as new equipment and ideas are developed.
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Primer detonators
There are two general types of primer detonators, each type including both instantaneous and delay action detonators.
Type A has a standard shotgun cartridge head as the primer, which depends upon the blow of the firing pin to fire it. The primer composition, once aflame, ignites the uncompressed black powder in the outer retard carrier (instantaneous action type). The flame is then further transmitted to a small black powder pellet which has been compressed under a weight of 1,000 lb. and from there to a fulminate chlorate detonator. Detonation of the latter brings about explosion of the booster charge.
In the 0.05 second delay action primer detonator, the flame from the primer first ignites a mass of highly compressed black powder in the inner retard carrier (compression about 60,000 lb.). From there the flame is transmitted to the uncompressed black powder in the outer retard carrier, then to the small pellet of black powder (1,000 lb. compression), and finally to the mercury fulminate and tetryl held in the detonator case.
Type B has a solid head type of primer, which also requires a blow from the firing pin for ignition. Type B instantaneous action primer detonator transmits its flame from the primer composition to the black powder pellets in the body of the primer detonator. The flame follows through to one small pellet of powder (600 lb. compression) and thence to the mercury fulminate and tetryl contained in the detonator case.
For the 0.1 second delay action detonator the flame from the primer composition first ignites the black powder pellet contained in the retard carrier (60,000 lb. compression). This pellet requires about 0.1 second burning time. The flame is then transmitted to the black powder pellets, and further to a smaller black powder pellet (600 lb. compression) both contained in the body of the detonator. The final stage is ignition of the mercury fulminate and tetryl contained in the case, which in turn fires the booster charge.
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Bomb fuses
Bomb fuses consist of two classifications, nose and tail fuses. Both are of two types, the arming vane type and the arming pin type. All demolition bombs carry both the nose and tail fuses. All fragmentation and chemical bombs carry the nose fuses of the arming vane type only. When a bomb is equipped with an instantaneous primer detonator, the nose fuse will cause it to explode immediately upon impact, as it is direct acting. The tail fuse depends upon the retardation of the bomb upon impact, so that the functioning of a tail fuse is somewhat delayed.
Bomb fuses of all types are in an unarmed or safe position before the bomb is released from an airplane. Mechanical devices prevent the firing pin from moving and striking the primer while in this safe position.
The arming pin type of fuse arms immediately upon the release of the bomb and the firing pin and primer or detonator arc actually ready at that moment to detonate upon impact. The arming vane type of fuse leaves the bomb in a safe position until the arming vanes have made a definite number of revolutions, after the homb lias fallen some distance from the airplane. In cases where it is necessary to drop bombs over friendly territory, and explosion therefore not desired, the bombs may be dropped "safe" by allowing the arming wire, a wire that connects the arming mechanism of the bomb rack with the fuse, to drop with the bomb. The fuse will not function, and the bomb may be dropped from altitudes of approximately 8,000 feet maximum without detonating. In both the arming vane and arming pin type of fuse, alternate release mechanisms are available that permit the pilot or bombardier to drop the bombs with the arming wire still attached to the bombs. This arming wire, in the case of the arming vane type of fuse, prevents the vane from rotating while the bomb drops, and keeps the fuse in a safe position, even under impact with the ground. Similarly, the arming wire attached to the arming pin type of fuse, if dropped with it, performs the same function.
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Demolition bombs
The purpose of demolition bombs is clearly indicated by the name itself; they are designed to demolish and destroy enemy objectives by the detonation of its high explosive content, which normally is T.N.T. The blast caused by the detonation is the principal destructive element, this blast causing structures to shake down, walls to crumble, and in general, to break down fortifications, blow up ships, penetrate armored and otherwise protected ground units.
These bombs can be equipped with instantaneous or various 0.05 and 0.1 second delay action fuses. In the case of instantaneous action fuses, the bombs detonate on contact, and there will be added [o the blast effect, the fragmentation of the bomb case itself. These fragments are thrown outward for great distances at tremendous velocities, and they are particularly effective against personnel. Blast is limited to a more local area around the point of bomb explosion, but will cause greater damage. The use of delay action fuses enables bombs to be exploded below the surface of the ground, beneath foundations, through armor plate, and through flooring, and the effect is to accomplish more direct destruction of the target, and in cases where the surface is hit, to produce a mining effect which develops great craters.
Most of the standard demolition bombs today are thinwalled, sufficiently strong only to hold up under impact with the target. The explosive content represents about 50 per cent of the total weight. Heavier walls would reduce the explosive content and consequently the effectiveness, while adding nothing to the net result.
All bombs are more than merely heavy eases containing explosives. Actually, they embody numerous parts, each one of which must function perfectly to assure proper suspension of the bombs in the bomb racks while in flight, proper release as desired by the bombardiers, safety elements which prevent explosion before release, different types of fuses to explode the bomb either on contact with the target or delayed action, and finally, special elements to explode the main explosive charge efficiently, tliese elements composing a series of actions known as the explosive train.
The explosive train is made up of a fuse or fuses, nose or tail or both, which in turn acts upon a primer detonator, the detonation of which actually sets the explosive train in action. The primer detonator's action is transmitted to an adapter booster, which sets off the main explosive charge.
The sensitivity of the train begins with the primer detonator, which is extremely sensitive, since it must react to the comparatively weak blow from the firing pin, while the main explosive charge is more insensitive and must be detonated by an intermediate charge contained in the booster, the name of which denotes its duty.
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Aircraft bombs (introduction)
The prime requisite for military aircraft is to use their wide and highly mobile striking power to drop bombs of various weights and for various purposes on enemy objectives. Bombs are manufactured in many different weight classifications because military conditions require attack on numerous objectives which require specific types of bombs, and inasmuch as the load capacity of most aircraft is limited, a large number of bombs carried means smaller and lighter ones, and a small number of bombs, larger and heavier ones, by conclusion.
Bombs may be roughly classified in the following groups:
Bombs carry highly interesting and intricate mechanical devices which control detonation and which provide safety elements for the crew and plane and in cases where it is necessary to drop live bombs on friendly territory and it is desired to prevent their explosion. Incorporated with demolition bombs are various mechanical time fuses. Bombs may also be dropped by parachute for the purpose of having them land at points remote from the plane which dropped them, and as suprise attacks on the enemy. Among parachute equipment is such havoc making material as mines of different types.
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A Typical Installation of Twin Vickers guns
A Typical Installation of Twin Vickers guns showing their synchronising gear, ammunition boxes, feed arrangements and sights (click to enlarge).
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Aircraft armament
by Louis Bruchiss
With World War II being dominated more and more by fighting aircraft of all kinds, it is quite natural that the interest of our readers is centered on military airplanes. It is even more natural that this interest fixes itself more specifically on the equipment of military aircraft; the weapons with which they fight and defend themselves.
In recent years the performance characteristics of airplanes have been radically improved, reliable flying at tremendous speeds has been attained, more powerful engines have increased the range and useful load capacities, multiengined ships have appeared that equal in speed and maneuverability and surpass in other qualities the pursuit ships of a few years ago.
To expert and layman alike, the status of the fighting apparatus in use is eagerly sought; a very pertinent question that is asked is: "What aircraft weapons are there, what effect are they having now and what will the future bring?"
A brief review of what has preceded since the airplane became a military tool is not amiss here.
Even in the beginning of the first world war, airplanes, balloons and dirigibles were employed for observation purposes, liason work and, in isolated instances, for smoke screen effects. The first war planes were merely army cooperation units, observing and directing artillery fire and taking air photos of enemy terrain. The planes were light, slow, and generally unreliable. Development, meaning improvements fostered by wartime urgency, was rapid, however. Belligerent airplanes naturally wanted each other out of the air. Early world war Hyers had only pistols as weapons, and these really were for ground use in case of emergency. It was discovered that it was possible to shoot witli a pistol, and eventually with a rifle, at an enemy plane. Whether any hits were scored by these weapons is not recorded. The results, however, must have been discouraging, for light machine guns made their appearance in short order; the first mounted on swivel posts in rear observation cockpits, and sometimes high enough to fire ahead of the upper wing outside the propeller circle. Single-seater fighters had their machine gun mounted in this manner, and the pilot was forced to stand up to fire his gun. This was not too difficult in 1914 vintage planes. In a modern fighter, even an exposed cockpit is unthinkable.
Ever since the airplane first made its appearance, it was predicted that it would be utilized to drop bombs.
Confidence in this mission was quite high, despite the fact that innumerable difficulties had to be overcome. Early planes, constructed as they were of light, open framework materials, and powered by comparatively low output and none too dependable engines, had very little useful load capacity. In demonstration aviation meetings, these planes often dropped bags of flour and oranges in simulated bombing attacks.
The first aerial bombs were crude hand made affairs, built in cylindrical metal containers, and even in glass bottles, which airmen simply threw over the side at enemy troops. Among bombing material were steel darts feathered at the end to be thrown over in showers, and they were effective if they ever hit personnel. They were soon discontinued in 1914, and then in November of that year, grenades and incendiaries were used in the Battle of Mons. Early bombs were almost as dangerous to the crew and plane carrying them as to the enemy who was to receive them. Bombs could explode prematurely before hitting the target, and "duds," were common.
The Italians dropped real bombs from airplanes in their campaign in Tripoli in 1912. These first bombs were converted from some other type of ammunition, and being small, were effective only against personnel. But as the size and lifting capacity of the airplane increased, the number of bombs that could be carried increased, until either a significant group of small bombs could be carried, or one single large mass of explosive.
The first bombs made in the United States during the last war were based on a French design, known as the Gros Andreau bombs, which were brought here in July 1917. At first the design and manufacture of three types was undertaken, the 25-lb., 50-lb., and 100-lb. demolition bombs. These were all of streamlined design. By 1918 our army had specified bombs in additional weights up to 1,100-lb.
Our first fragmentation bombs were made from rejected 3-inch artillery shells, weighing 17-lb. Later fragmentation bombs were based on the "British Cooper bomb of 25-lb., a streamlined missile.
Bombs were made in streamlined body form because it was thought that the ballistics would be favorably affected, that a more accurate trajectory would be assured. Bombs in free flight, however, are not shells rotating at high speed, propelled with tremendous force through rifled gun barrels. Actually, streamlining oi bombs did nothing to improve their trajectory characteristics and later day practice is to make them in cylindrical form. This simplifies manufactuie.
From an embryonic stage at the beginning of the first world war, airplane armament advanced so rapidly that at the end of the war in 1918, all the weapons existing today liad passed through the early stages of experimentation. Guns of 37-mm. bore were experimentally mounted by the French to fire through the propeller hub of the Flispano-Suiza engine. The French ace, Guynemer, and the American fiver, Norman Prince, tried this installation for a time, as did Fonck.
A number of victories were recorded before the Germans even discovered that shell guns were being used, as few pilots who were shot down with the cannon ever returned to explain. The reason that the use ol large bore shell firing guns was discontinued was due to the fact that mountings were poor, gun and ammunition too heavy, firing rate very slow and recoil excessive. Unless a direct hit was made with the first shot, the enemy would bank around and riddle the cannon-equipped plane with machine gun fire. In the last war, machine gun bullets were extremely effective, as the pilot and most of the plane was quite vulnerable.
Pilots in the last war had no armor protection, although they often bewailed the lack of it. The limited useful load of the fighting planes of that time did not permit the carrying of heavy armor. Some pilots surreptitiously took along stove lids to place on their seats, and other odd pieces of metal plate. Free type parachutes were not developed until the war had ended, and the types used by balloon ists and aerial daredevils were not, suitable for fighting pilots. Pilots must jump out of their planes in a hurry if incendiaries fired their exceptionally vulnerable gas tanks, when wing coverings were ripped off, or when wounded and the necessity of making a crash landing was imminent.
Of the two types of aircraft guns, fixed and free, both were used as soon as machine guns were installed on planes in 1914. Fixed guns were mounted alongside the fuselage on twin-engined planes; on the British B.E. type of tractor plane, even at an angle to the line of flight, so that fire would clear the propeller arc. This meant that the pilot had to maneuver his plane in one direction and fire in another. To obviate this great disadvantage, the French aviator Garros, and several other world war flyers, used fuselage mounted machine guns firing straight through the propeller without any form of interrupter gear. Steel plates fixed to the leading edges of the propeller blades deflected a certain percentage of the bullets. This method was generally unsatisfactory.
The most radical and important development in air weapons was the synchronizing gear which enabled the machine guns to be mounted flush with the fuselage in front of the pilot and fire through the propeller blades. The gun mechanism was geared with the engine so that shots were spaced nearly between the whirling blades.
Vickers began experimenting with interrupter mechanism as early as 1915, and several types were sent out on Bristol fighters in the following year. The German mechanism was far superior, having been developed by Anthony H. G. Fokker in a three day period in 1915.
Fokker accomplished his ingenious feat with a mechanical device that locked the firing mechanism of the gun as each propeller blade approached the line of lire. When the blade passed this point, the gun began firing again, assuming that the trigger was held down meanwhile. In this system, cams and push rods connected to the engine operated the firing mechanism. But in 1916, Georges Constantinesco, a Rumanian engineer, assisted the British in building an efficient interrupter or synchronizing mechanism based on the hydraulic system.
During the last war, A. L. Nelson developed a mechanical interrupter gear for the U. S. army, which was highly successful, although the war ended before many of them saw service. Mr. Glenn D. Angle, as an engine expert, collaborated in the development of this device, which formed the basis for all later U. S. synchronization gear.
Modern versions are very similar, with improvements only in the apparatus used. A pneumatic system has also functioned satisfactorily, although the hydraulic method of allowing small impulse generators attached to the engine to control pulsations of oil under pressure has also proved efficient. Synchronization limited the rate of fire of the machine guns then just as it does today. In 1914-1918, however, the engine r.p.m. was lower, and this, coupled with a machine gun rate of fire lower than on free guns, resulted in a total cyclic firing rate that was quite low.
Aircraft guns in the last war were standard land machine guns, usually fitted with speeding up equipment or recoil increasers which built up the rate of fire. In land guns a high firing rate is not always desired. In the air the higher the firing rate, the better. The free guns used by rear gunners and observers were also converted land guns, but because the hanging cartridge belts interfered with the movements of the gunner, the British adopted the Lewis gun as their free gun, and still use it today as the standard movable gun.
The mounting of free guns in rear cockpits and forward cockpits of twin engined ships was a great problem in 1914. Simple swivel post mountings were unsatisfactory, and in an attempt to improve mountings, an experimental airplane was supplied to each R.F.C. squadron, so that any ideas that the pilots had could be tried immediately. W. 0. Scarff, R.N.A.S., developed a ring type mounting that was highly efficient, and taken as standard equipment during the war. A modified form of Scarff mounting is still being used, supplanted only by power turrets.
The war's end saw a complete stop to armament development. Aircraft stagnated for a time, and it was only by dint of hard work on the part of enthusiastic flyers and farsighted business men that commercial aviation helped to keep the flame of flying alive. The progress of the past decade requires no repetition. Both airplanes and the weapons which make them military machines have reached a stage that necessitates the air forces taking a leading place as a military arm, with ground and sea forces cooperating on an equal footing.
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The meaning of Soviet aviation
by Lucien Zacharoff
In its life-and-death grapple with the Luftwaffe on the Eastern Front, the Red Air Force has done more than smash forever the myth of Nazi invincibility. It has registered tactical and strategic exploits that will shine as long as history of aerial warfare remains of interest to mankind. Indeed, those achievements will outlast preoccupation with military history and will live as long as appreciation of sublime courage and moral stamina endures.
That this Soviet performance in the air is also a reflection of phenomenal aviation advances for years before the outbreak of World War II is quite obvious today. Had the full story of Soviet aerial preparedness been known to us in good time, our own course in world affairs, diplomatic and military, would have been utterly different.
Every now and then a glimmer of truth would come and receive but scant attention. For instance, early in 1940 the first edition of AEROSPHERE had offered details of performance and specifications of the twin-engined Soviet TB-6 bomber. The machine carried a 6,600-pound load of explosives and made 310 miles an hour at 26,240 feet. Nor was it the latest Russian specimen. Among the very few perspicacious commentators to note the significance of the TB-6 revelations was Devon Francis, then Associated Press Aviation Editor, who exclaimed in his review: "Sensational"! Please note that the year was 1940, that America was rushing headlong into the bloody vortex of the global war, and that at that late stage there was no further recognition of Russia aeronautically in our responsible aviation circles.
Over a period of years I strove, unheeded, to tell of the Soviet flying progress, step by step, in the aviation journals, general newspapers and periodicals in America, England and elsewhere, so that our industry, public and authorities might keep intelligently posted and make an informed approach to the grave problems precipitated by the rising tide of fascist imperialism.
But mine remained a small, still voice in the wilderness. There was no respectable seconder to be found for my facts and conclusions. On the contrary, in an overwhelming majority, fellow writers and editors would gang up on me, either through a conspiracy of silence or of ridicule and insinuation that here was a specimen of evil incarnate, alias Red propagandist.
To be sure, there were publishers willing to print the truth about Soviet aviation at least once, though they themselves gave little credence to the stuff, presenting it to the readers as a freakish novelty with no other than flitting entertainment value.
In part, the campaign to minimize and obscure the Soviet Union's aeronautical accomplishments may be attributed to sheer ignorance and insular apathy, but very largely it had far more subtle and sinister implications. Let's glance over them to make sure that in these critical war times and the equally delicate'era of post-war readjustment we may not repeat the same tragic errors of misunderstanding which is apt to hurt us more than anyone else.
Preparing for their drive to conquer the world, the fascist forces of Europe and Asia and their accomplices in our own midst had shown incomparably greater foresight than their intended victims among the nations in realizing that the greatest barrier to the blitz aggression was to be the land of the Soviets. Hence, the Axis fifth columns organized a planetwide program of sowing distrust and destruction of mutual confidence, of respect and collaboration between the future United Nations and their most effective potential ally, the U.S.S.R.
Inasmuch as air. power was such a dominant factor in modern warfare, alien and native Nazis on our soil strained with all their might to belittle the numbers and quality of the hard-hitting, effective Red fighting aircraft and their highly trained, intelligent and loyal crews. As long as the enemy lies enjoyed the status of truth,'Hitler & Co. serenely proceeded in knocking out their victims one by one. For, what was the use of enlisting the Soviet Union as an ally if a few squadrons of Goering's Air Weapon could blast to bits, overnight, all there was to the Red Air Force? Had not Lindbergh said that there was no Russian air force worth taking seriously? Was it not better to appease and do business with the Fuehrer if, within a week after his anti-Russian incursion, he was going to make a triumphant entry into Moscow and sleep in the Kremlin?
Luckily for the cause of the Four Freedoms, the Soviet Government and people knew that compromise with fascism was impossible in the long run either for capitalist democracies or for their own socialist democracy. The Soviets acted accordingly. Their message to the freedom-loving countries of the world was in effect: If we don't hang together, we shall hang separately. The present Soviet Ambassador to the
United States, Maxim Litvinoff, then head of the Foreign Office, spent many pre-war years preaching the gospel of collective security in the League of Nations and everywhere else. Stalin and his associates frankly pleaded with the nations that cherished their national independence to band together for economic sanctions against Mussolini's savagery in Ethiopia. They wanted to curb, in concert with other governments, Japan at the beginning of her depredations in China. Also in vain were the exertions of Ivan Maisky, Soviet Ambassador in London, to induce the democracies to present a united front to the Axis rape of Spain during the Franco rebellion.
Stalin and his people did not confine themselves to diplomatic appeals. Realistically, they went ahead building up their army, navy and air force. With equal realism these master strategists had grasped soon after the armistice of 1918 the fundamental fact, namelv, that in future international conflicts air forces 'would be pre-eminent.
Lacking nothing in the way of strategic raw materials, manpower resources, or enthusiastic recognition of aviation's role in war and peace. Soviet Russia became the world's most air-minded nation, placing flying within the reach of all interested citizens who were qualified mentally and physically. Such vision and pioneering has stood the U.S.S.R. in good stead when faced with the Wehrmacht onslaught in 1941 and since. Will the future historians say that the tangible Russian air-mindedness for a generation before the opening of World War II hostilities was the principal factor in frustrating Hitler's outspoken ambition to have this war determine whether Naziism was to rule all continents and oceans for the next 1,000 vears?
In recalling the status of aviation in the Soviet Union before the war we need only mention that in addition to an enormously advanced industry, air sports, such as parachuting and gliding, were as popular in every corner of the country as baseball is in America. Thanks to the Osoaviakhim, the civilian society for the promotion of aviation and anti-chemical defense, the air is a native element for millions of men and women, boys and girls.
Remember the thrilling landing at the North Pole in May 1937, of a whole group of Soviet transports commanded by Hero of the Soviet Union Vodopyanoff? And the same year two transpolar flights from Moscow to the United States- one by Chkaloff, Bavdukoff and Beliakoff, the other by Gromoff, Yumashev and Danilin, Heroes of the Soviet Union all!
And still the same year- 1937 alone- Soviet airmen registered eighteen different world records with the International Aeronautical Federation, the number for one year in itself constituting a world record.
It is not for the purpose of a comprehensive survey that I am mentioning- some of the Russian flying accomplishments, but in order to remind the American friends of the U.S.S.R. that they are dealing with an aviation power quite adjusted to this age of human flight and consequently not only capable of formidable cooperation with its allies in wartime, but also prepared psychologically and physically to assume a leading part in the peaceful reconstruction of the world when air transportation and other aeronautical activities will come into their own on a scale of which we can now scarcely dream.
A child of the great November Revolution of 1917, Russian aircraft industry started from scratch, tapping the huge resources of Russian inventive genius and other national talents essential to progressive development of aeronautics. Brilliant research combined with far-sighted public-spirited statesmanship, plus strategic concepts and insight worthy of the greatest military captains of history, have endowed the Soviets with splendid planes and engines. A courageous forward-looking people has yielded legions of skilled flying specialists, competent ground crews, keenly interested and actively participating citizenry of all ages and in all walks of life. This is a setup that we in the United States admire and appreciate, especially in its framework of Russia's unsparing devotion to the cause of the United Nations, devotion indelibly written in blood.
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Major General W.R.Weaver
Born in Charleston, S. C., February 23, 1885. Graduated from United States Military Academy, appointed second lieutenant. Infantry, February 14, 1908, assigned to llth Infantry, Fort D. A. Russell (now Francis E. Warren), Wyom. In July, 1910, transferred to 28th Infantry, Fort Snelling, Minn., and in May 1912 to 24th Infantry in the Philippines. In October 1914, accompanied 15th Infantry to Tientsin, China. First lieutenant, December 4, 1915. Served with 22nd Infantry, Fort Thomas, Ky., until March 1917. Commandant of Flying Cadets, Wilbur Wright Field, Dayton, Ohio. Captain, May 15, 1917, and major (temporary), November 5, 1917. From February 1918 to January 1919 commanded Air Service Mechanics School, St. Paul, Minn. Office of Director of Air Service, Washington, D. C. Major, July 1, 1920. September 1920 to March 1921 attended Air Corps Primary Flying School and Advanced Flying School, March Field, Calif. Bombardment training, Kelly Field, Tex. Office of Chief of Air Service, Washington, D. C., until December 14, 1921. Commandant at Mitchel Field, N. Y., until July 1923. After Commanding Officer, Boston Airport, course at Harvard University until June 1924. Commandant at Boiling Field, D. C., and Middletown Air Intermediate Depot, Middletown, Pa., until April 1927. Special observation course. Advanced Flying School, Kelly Field, Tex. Commanding Officer, Maxwell Field, Ala. Office of Chief of Air Corps, Washington, D. C., as Chief of Plans Division. Lieutenant colonel. August 1, 1932. Army Industrial College, D. C. Office of Chief of Air Corps as Chief of Information Division. Air Corps procurement planning representative in N. Y. April 1935, Inspector, General Headquarters Air Force, Langley Field, Va. Colonel (temporary), February 15, 1936, and four months later made Commanding Officer, 1st Air Base, Langley Field. Colonel (permanent), May 7, 1937. Maxwell Field, Ala., as Commanding Officer of Air Corps Tactical School in April, 1939. Brigadier general (temporary), October 1, 1940. Commanding Officer, Southeast Air Corps Training Center, Montgomery, Ala., December 17, 1940. Major general (temporary), July 11, 1941. Acting Chief of Air Corps, Washington, D. C., December 30, 1941. Commanding Air Forces Technical Training Command, Southern Pines, N. C., March 7, 1942.
TECHNICAL TRAINING COMMAND
The United States is creating the world's largest air force. For every plane that our vast Air Forces will require, there must be a number of skilled mechanics on the ground to service and repair these planes. The task of the Army Air Forces Technical Tracing Command is to indoctrinate and train, all officers and men necessary to perform the vital ground and technical functions for the Army Air Forces.
"Keep 'em flying" not only symbolizes flying the planes, but it also means keeping the planes in perfect fighting condition. It is the all-important job of the Technical Training Command to provide the highly skilled technicians who are necessary to keep America's fighting craft in the air and in fighting trim.
A plane that cannot fly is one of the most useless things in the world, and planes will not fly unless they have sufficient ground crews of expert mechanics for proper maintenance. There is, and, must continue to be, a mutual respect, admiration, and. trust between the mechanic and the pilot. It would be fatal for a pilot to have a shaken faith in the men who have charge of the maintenance of his ship. When a plane leaves the ground, the pilot must KNOW that the men who conditioned his ship before it took off were skilled, thorough, and dependable. It is the responsibility of the Technical Training Command to see that the individuals who make up the ground crews ate trained to efficiently perform their assigned duties.
As recently as 1938 the Technical Training Command had but one school, Chanute Field, at which only three technical subjects were taught. In a little more than two years the command has expanded, from a handful of schools to include more than 100 at the present time. These schools give instruction in some twenty-two essential and highly technical courses in "airplane maintenance. Some of these courses are given at Air Force Schools; others in civilian mechanic schools; still others in aircraft factories. All, Jiowever, are under the jurisdiction of the Technical Training Command. Their goal is to turn out the maximum number of trained technicians in the minimum amount of time.
An effort is made to give the finest instruction obtainable. Similar courses in civilian life would cost the student several thousand dollars. Out of these courses of instruction must come the men with the ability to guarantee the combat crew fi.gh.ting aircraft which will not fail.
The selection of these soldier-craftsm.en of the Technical Training Command must be as careful as their training. Tests devised by practical personnel experts must assure the Technical Training Command a steady supply of men with real mechanical aptitude—men from every walk. of life who share the great American, genius for mechanics. These men have to be imbued with a deep sense of responsibility. They should need no reminder that theirs is an important assignment. It is essential that they go to their posts with trained hands and strong bodies.
The motto of the Technical Training Command is "Sustineo Alas" (I sustain the wings). Wherever American planes are sent, our mechanics will keep 'em flying. This trust which the Nation has placed in the hands of tizesc men will be safeguarded with zeal.
Major General W.R.Weaver
Commanding the AAF Technical Training Command
Source: "Aerosphere-1942". Buy this issue at Amazon.com.
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