By Walter J. Boyne
Written by way of greater than a hundred foreign students and specialists, this encyclopedia chronicles the members, apparatus, and drama of approximately a century of aerial combat.
• greater than 900 A–Z entries 0 in at the first, the simplest, the worst, the quickest, the top, the latest
• Contributions from a few a hundred best foreign experts―many with strive against experience
• Lavish set of illustrations with a number of pictures together with the Mitsubishi G4M built with the Okha suicide missile, the purple Baron, and the 1st all-female aircrew of the U.S. Air Force
• Maps starting from the Western entrance as stabilized in 1915 to the Persian Gulf battle in 1991
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Extra info for Air Warfare: An Encyclopedia 2 Volume set
72 (1931) broke the world speed record in 1934. 79 bombers under license, in part at its new AUSA subsidiary, but the racing experience and the chairmanship of Paolo Foresio (1900– 1980) had transformed it, as the 1936 fighter competition proved. 200 (1937) was so superior that the Regia Aeronautica (the Italian air force) was forced to order it. 205 (1942) variants with German inline engines, and including those built under license by Breda and SAI Ambrosini, production ran to 2,600 aircraft, or one-fourth of the entire Italian World War II output.
Its reputation for elegant service was not up to the standards of Western airlines, but Aeroflot’s safety record, based on statistics rather than perception, was no worse than those of many Western airlines. The pilots and aircrews were proud and competent. They had to be: The airfields in Siberia were often potholed, and navigational aids across the endless taiga and tundra were few and far between. Under the communist system, Aeroflot had no competition within the Soviet Union. It was the state airline, and so it enjoyed a monopoly as the transportation service of the entire country, and its aircraft provided all kinds of aerial work: crop-spraying, forestry and fishing patrols, ambulance and emergency services, and support in building oil pipelines, power lines, and railroads.
The new law also charged the NBS with responsibility for the research and development of NAVAIDS. The earlier efforts of the Post Office, army, and NBS thus had laid the groundwork for the Low Frequency Radio Range, marker beacon, nondirectional beacon, and instrument landing system. A now properly funded NBS soon moved these NAVAIDS from the laboratory to a system of four-course, Low Frequency Radio Ranges that supported instrument flight. The NBS continued to improve the Low Frequency Radio Ranges and through research overcame inherent problems such as night effect (the tendency for the signal to “wander” during night operations), as well as interference from other stations.