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Aviation History
1944
1944 - 0871.PDF
APRIL 27TH, 1944 FLIGHT 453 AIRPOWER SUPPORT tons of supplies (these are all aircraft items which average but one-third the weight of normal supplies) come into B.A.D.A. each month, of which they ship out about half as, at the moment, they are trying to hold a six months' reserve at B.A.D.A. and a three months' reserve at forward areas. The time between the requisition of an article from the U.S. and its delivery to B.A.D.A. is about three months, but if items are required extremely urgently an aircraft is sent across to get them, even if they weigh but 1 oz. A tribute to this system lies in the claim that operational aircraft grounded for lack of a part are less than 1 per cent, of the total. British Co-operation Acres of warehouse space are already in existence and an additional vast area is now being built, which will almost double the acreage of warehouse space alone, when the buildings are finally completed. We toured many of the huge store houses. In one, aircraft tyres of innumer able types were stacked. Tyres with non-skid "button" treads, tyres with crepe-like treads for use in snow, tyres with ribbed treads, tyres with no treads at all. I was in- Aterested to learn that various British companies both supply jind repair tyres to U.S. specifications, and in this connec tion of close-working alliance between the Americans and ourselves, the Air Service Command found it necessary to create an interpretation section to correlate U.S. and British terminology. Engines passing out from the maintenance and overhaul division are stored by the supply division until required. These overhauled engines are inhibited (safeguarded against corrosion, etc.) and stored untested until wanted, when they go to the test blocks and, when passed, are then delivered to the forward areas. It is interesting that a complete historical record of every single engine in the U.S. Air Forces operating in this country is kept at B.A.D.A. Literally, masses of aircraft pass through this amazing «#p1ace each week. The big stuff—Forts, Libs., etc.—is flown in, modified, tested and delivered, but the fighters— Mustangs, Lightnings, Thunderbolts, etc.—come over by ship, sans wings and tail units, and covered with filthy, black grease. This protective covering is washed off with paraffin spray-guns and the natural beauty of their shining skin again glitters in the sunshine—though it is a less intense sunshine than they were bom to. Many readers of Flight will undoubtedly have noticed flying over this coun try, aircraft without the drab camouflage paint to which we have grown so used. It can now be said that all army aircraft (it does not apply to naval types) which are being delivered here are no longer being painted—with camou flage or anything else. The primary reason for camouflage was protection against ground strafing whilst on the air fields or at dispersal, but that contingency is now thought so remote—at least by the U.S.A.A.F.—that camouflage is " out." Certainly the aircraft look their best, and although it was at first thought that dispensing with skin paint would step-up performance a good deal, in actuality the increase is relatively slight. The Fortress, for instance, is 200 lb. lighter for being "raw," and it was estimated that with reduction of skin-friction, etc., the machine should be 15 to 20 m.p.h. faster, whereas the figure is only 3 to. 5 tn.p.h. The use of unpainted skin necessitates the upper surface of the nose and, in multi-engined types, the top inner surface of the nacelles being painted a drab, non-reflecting olive green, so that the pilots do not get blinded from reflected glare. Somewhat naturally, in view of the vastness of this organisation, there is an extensive department known as Statistical Control, which employs 400 statistical specialist officers whose job it is to gather all kinds of information on all sorts of subjects. Serviceability, operational limita tions, how long it takes to do this, or whether it is possible to do that in given circumstances. Not only is this mass of information of first importance to the U.S.A.A.C. at the present time, but is intended also to be of prime use to post-war commercial airlines. All ferry aircraft—with the exception of tactical—are controlled from this section. The maximum number so far handled in a 10-day period, represents 97 per cent, of the total aircraft received in the base depot for delivery, afte; modification, to combat units. Aircraft which have had a good innings of combat duty and are categorically called " war- weary "—("Slap- Happy," our air bus is bne of them) are checked, made sound for normal flying purposes, have radio and long- range fuel tanks fitted to them and are flown back to the States. Here they are used for varying purposes, some going on war-bond-selling drives and others being used for training instruction. This latter use is thought to be par ticularly valuable, as the morale factor with cadets under training, handling aircraft that have actually been " on the job " is credited as being quite important. One of the last, but by no means the least significant, things we saw at B.A.D.A. were mobile servicing units. These units, in squadrons, are intended to follow imme diately behind the invading land forces and are, in fact, completely self-contained, fully equipped repair and main tenance depots on a small scale. As the invading forces advance, the mobile units will go with them, and their initial position will be taken by sub-depots which, in turn, will go ahead and make way for a full depot. This is not wishful thinking—it is detailed organisation. The mobile units themselves are self-contained, have their own indi vidual power and lighting supply, are air conditioned and gas-proof. A squadron includes mobile units comprising machine shops, instrument repair shops, air repair shops and technical supply units. In addition, each squadron has its own kitchen and medical service units, mobile crash truck and wrecking crane. I may say, on this particular subject, that the squadron we saw is preparing to get on with the business for which they have so thoroughly trained. Priority Requirements From this base we went to another depot not far away where aircraft, more particularly fighters, arriving in this country by ship, are degreased and assembled prior to being flown to B A.DA. No. 1 or No. 2 for modification. Air craft for the R.A.F., Fleet Air Arm and the U.S.S.T.A.F. are handled at this base, and all assembly programmes are "made on a priority basis. How many machines pass through this station per month I do not know, but there were serried lines of Mustangs, Thunderbolts and Avengers stretching literally as far as the eye could see, all awaiting their turn to go through the cleansing and assembly shops. We left this base in our Fortress in most unpleasant weather, but shortly afterwards landed in warm sun shine at a station called B.A.D.A. No. 2. This is a smaller and less comprehensive depot than the main base, but nevertheless is impressive in its size. Liquid-cooled, in-line engines are overhauled and repaired at No. 2, as distinct from air-cooled radials handled at No. 1. In addi tion to engines, this depot specialises in armament, para chutes, and flying clothing—these all apart from the repair and overhaul of battle-damaged aircraft. Squadrons of U.S. Air Transport Command and tho Ferry and Transport Service are also based at this depot, and like our own A.T.A. the pilots handle pretty well any thing that comes their way. Altogether, the tour was most interesting and, above all. it made preponderantly clear the overwhelming weight and magnitude of just one facet of Allied military operations. That air forces need probably more maintenance and sup port than any other branch of fighting services is something that must De agreed, but no observer who had the oppor tunity to grasp the extent of the U.S. Air Service Command could fail to be made significantly aware of the relentless efficiency and all-embracing scope of the Allied war machine.
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