When the expansion of the RAF began in 1934, Air Commodore Tedder observed that the established order of school training not only failed to produce operational competence, but left so much to be done by the operational squadrons that they could only attain passable military efficiency after an uphill struggle. He proposed to raise the standards of school instruction so that pilots would leave the facility as operationally competent pilots, although it would mean lengthening the period of instruction as well as revising the syllabus. It was against this somewhat sorry background of training and logistical problems, as well as having the clouds of war firmly visible on the horizon, that the decision was taken to form a new RAF Training Command on 1 May 1936; an organisation derived from the ashes of the former RAF Inland Area. This book will tell the story - in words and pictures - of RAF Training Command from 1 May 1936 until it was separated into Flying Training Command and Technical Training Command on 27 May 1940. Both commands were then transferred into the newly re-established RAF Training Command on 1 June 1968, until it was then absorbed into RAF Support Command on 13 June 1977.

Amelia Earhart's prominence in American aviation during the 1930s obscures a crucial point: she was but one of a closely knit community of women pilots. Although the women were well known in the profession and widely publicized in the press at the time, they are largely overlooked today. Like Earhart, they wrote extensively about aviation and women's causes, producing an absorbing record of the life of women fliers during the emergence and peak of the Golden Age of Aviation (1925-1940). Earhart and her contemporaries, however, were only the most recent in a long line of women pilots whose activities reached back to the earliest days of aviation. These women, too, wrote about aviation, speaking out for new and progressive technology and its potential for the advancement of the status of women. With those of their more recent counterparts, their writings form a long, sustained text that documents the maturation of the airplane, aviation, and women's growing desire for equality in American society.In Their Own Words takes up the writings of eight women pilots as evidence of the ties between the growth of American aviation and the changing role of women. Harriet Quimby (1875-1912), Ruth Law (1887-1970), and the sisters Katherine and Marjorie Stinson (1893-1977; 1896-1975) came to prominence in the years between the Wright brothers and World War I. Earhart (1897-1937), Louise Thaden (1905-1979), and Ruth Nichols (1901-1960) were the voices of women in aviation during the Golden Age of Aviation. Anne Morrow Lindbergh (1906-2001), the only one of the eight who legitimately can be called an artist, bridges the time from her husband's 1927 flight through the World War II years and the coming of the Space Age. Each of them confronts issues relating to the developing technology and possibilities of aviation. Each speaks to the importance of assimilating aviation into daily life. Each details the part that women might-and should-play in advancing aviation. Each talks about how aviation may enhance women's participation in contemporary American society, making their works significant documents in the history of American culture.

U.S. aircraft parts figure prominently in U.S. competitiveness in global aerospace trade. In contrast to other aerospace sectors, job creation at small and medium enterprises can especially benefit from increased exports of aircraft parts. This book provides commentary on changing market dynamics. It helps inform U.S. suppliers of aerospace products of what the U.S. Department of Commerces International Trade Administration (ITA) considers to be leading markets for exports of U.S. aircraft parts. Top markets for future growth in U.S. aircraft parts exports are generally those that are leading exports markets overall for U.S. products (e.g., large European economies, Japan, China and Singapore).

The Luftwaffe's legendary Gigant (Giant) is covered in this large, detailed, and highly illustrated volume. Wherever the Messerschmitt Me 321 appeared at the front during World War II it produced tremendous astonishment. Most soldiers had never seen anything like it. The huge glider with a wingspan of fifty-five meters was towed by three Bf 110s, or a five-engined He 111Z. Such an aircraft could carry up to twenty-two metric tons of freight: fuel, ammunition, trucks, tanks, 100 fully equipped troops and more. Even the Me 323D version, powered by six radial engines, was capable of carrying thirteen metric tons of freight to the front - and was a juicy target for the enemy. In the Mediterranean theater, they were pitilessly chased from the air and bombed and strafed on the ground. Only one Transportgeschwader was equipped with the Me 323. Everything about the type was strictly secret - even the Gruppen equipped with the type knew little about each other.

This book charts the development and service history of the Antonov design bureau's heavy transport aircraft. In the late 1950s, the Antonov design bureau began developing the An-22 heavy military transport, intended to carry 50 tons. Powered by four 15,000 hp turboprops, it was the world's heaviest transport when it first flew in February 1965. The four-turbofan An-124 was again the world's most capable airlifter when it emerged in 1982, with a payload of 120 tons. It proved its worth in military and humanitarian operations and earned acclaim as a commercial freighter after 1991 for carrying heavy and outsized items. The unique six-engined An-225 "Mriya" was created for carrying the Buran space shuttle. Despite the demise of the Buran program, the aircraft found use on the heavy/outsized cargo transportation market. It is illustrated by a wealth of new photos and color artwork, as well as line drawings.-

A celebratory look back at one hundred years of passenger flight, featuring full-colour reproductions of route maps and posters from the world's most iconic airlines From the first faltering flights over plains, water, and mountains to the vast networks of today, air travel has transformed the world and how people see it. Maps played their part in showing what was possible and who was offering new opportunities. As tiny operations with barely serviceable airplanes pushed out farther and farther, growing and merging to form massive global empires, so the scope of their maps became bigger and bolder, until the entire world was shrunk down to a single sheet of paper. Designs featured sumptuous Art Deco style, intricate artistry, bold modernism, 60s psychedelia, clever photography, and even underground map-style diagrams. For the first time, Mark Ovenden and Maxwell Roberts chart the development of the airline map, and in doing so tell the story of a century of cartography, civil aviation, graphic design and marketing. Airline Maps is a visual feast that reminds the reader that mapping the journey is an essential part of arriving at the destination.

In November 1919, a year after the Great War, four Australian servicemen made a unique and epoch-making journey home. In the open cockpit of a twin-engine Vickers Vimy bi-plane, brothers Ross and Keith Smith and mechanics Wally Shiers and Jim completed the 18,000-kilometre flight from Britain to Australia. The 28-day journey, part of a competition sponsored by the Australian government, made the Smith brothers internationally famous and marked Australia's emergence into the air age. Ross Smith's fame would be short-lived: he would be killed in an air accident less than three years later on the eve of an attempt to make the first ever circumnavigation of the world by air. Born on a South Australian cattle station, Smith had a relatively privileged and cosmopolitan upbringing. He was, nonetheless, working in a warehouse in Adelaide in 1914, where he would have no doubt eked out a quiet and unremarkable life were it not for the war's outbreak. Enlisting in the light horse at 22 years of age, Smith survived arduous campaigns at Gallipoli and in the Sinai Desert before volunteering for the Australian Flying Corps. Smith's feats in the skies above Palestine during 1917-18 earned him a reputation as one of the great fighter pilots of the war. By the armistice he had received the Military Cross twice and the Distinguished Flying Cross three times; he was one of only three British Empire airmen to do so during the war. Smith's skill in the cockpit also saw him assigned the Middle East theatre's only twin-engine bomber during the war's final year, a machine he used to support T. E. Lawrence 'of Arabia's' campaign against the Turks in Jordan and, after the war, survey an air-route between Cairo and Calcutta. Anzac and Aviator is the story of this extraordinary Australian and the fascinating era in which he lived, one in which aviation emerged with bewildering speed to comprehensively transform both warfare and transportation. Born a decade before powered flight and going off to war on horseback, Smith finished the conflict in command of a bomber, the weapon that would come to symbolise the totality of warfare in the twentieth century.

The beautiful hills of Northumberland hide the secrets of our almost forgotten recent history. The sites of many air crashes are difficult lt to locate, even though these aircraft and sometimes their crew met their fate relatively recently. Chris Davies has located and visited over 140 crash sites. In this thoroughly researched book, he discusses the location, history and stories surrounding thirty of these, from the German aircraft that crashed in the Cheviots during the Second World War to NATO exercises that went horribly wrong in the 1980s. Chris's work in discovering where these men lost their lives has provided closure for many families. Simon Colverson, the nephew of P/O M. W. Rivers, commented in a note of thanks, 'The sight of nearly forty people grouped together on a remote and windy hillside nearly seventy years after the crash to commemorate my uncle was deeply moving, and I will cherish the memory for the rest of my life.' Chris provides a major piece in the jigsaw of aviation history in Northumberland, recording an important part of Northumberland's local history that might otherwise have been lost in the mists of time.

Across black America during the Golden Age of Aviation, John C. Robinson was widely acclaimed as the long-awaited "black Lindbergh." Robinson's fame, which rivaled that of Joe Louis and Jesse Owens, came primarily from his wartime role as the commander of the Imperial Ethiopian Air Force after Italy invaded Ethiopia in 1935. As the only African American who served during the war's entirety, the Mississippi-born Robinson garnered widespread recognition, sparking an interest in aviation for young black men and women. Known as the"Brown Condor of Ethiopia," he provided a symbolic moral example to an entire generation of African Americans. While white America remained isolationist, Robinson fought on his own initiative against the march of fascism to protect Africa's only independent black nation. Robinson's wartime role in Ethiopia made him America's foremost black aviator. Robinson made other important contributions that predated the Italo-Ethiopian War. After graduating from Tuskegee Institute, Robinson led the way in breaking racial barriers in Chicago, becoming the first black student and teacher at one of the most prestigious aeronautical schools in the United States, the Curtiss-Wright Aeronautical School. In May 1934, Robinson first planted the seed for the establishment of an aviation school at Tuskegee Institute. While Robinson's involvement with Tuskegee was only a small part of his overall contribution to opening the door for blacks in aviation, the success of the Tuskegee Airmen-the first African American military aviators in the U.S. armed forces-is one of the most recognized achievements in twentieth-century African American history.

Essex is not known for being the cradle of British aviation, but perhaps it should be. From the establishment of Britain's earliest aerodrome to its dogged defence of London during two world wars, Essex can rightly stake its claim to a place in British aviation history. Yet it has largely flown under the radar. Essex's aviation heritage is commemorated by the UK's largest known surviving group of Royal Flying Corps buildings; meanwhile, its future is led by the UK's fourth busiest airport - a place once built by foreign hands. In between, its soil has been crossed by now-invisible runways and dotted with little-known memorials. For more than a century, England's eleventh largest county has played host to some of the country's most ground-breaking aerial moments. Essex: A Hidden Aviation History uncovers the concealed landmarks that tell the remarkable story of one county's special contribution to British aviation.

The author has combined his two greatest interests: Transport and Stamp Collecting and brought them together in this series of books looking at the way postage stamps have led him to increase his knowledge of our world via his interest in all forms of transport world-wide. Philately (the collecting of stamps) itself is a fascinating hobby looking at the development of postal services in all its forms, designs of stamps that have evolved the Victorian Penny-Black to today's creations, often artistic but dependant more and more on photography with greater or lesser degrees of digital manipulation. In his quest he has covered many unusual places that have only become more accessible with the advent of cheap air travel but has still found it necessary to use his own contacts, library of related books and more recently the internet to research his subject. Like all books in this series, they been laid out as global tour starting naturally in the UK and then travelling in an easterly direction through every continent - without, it should be added, crossing the International Date Line! Readers will not find every country included but a differing selection in each volume.

"GRIPPING. ... AN HOUR-BY-HOUR ACCOUNT." - WALL STREET JOURNAL * From one of the most decorated pilots in Air Force history comes a masterful account of Lindbergh's death-defying nonstop transatlantic flight in Spirit of St. Louis On the rainy morning of May 20, 1927, a little-known American pilot named Charles A. Lindbergh climbed into his single-engine monoplane, Spirit of St. Louis, and prepared to take off from a small airfield on Long Island, New York. Despite his inexperience-the twenty-five-year-old Lindbergh had never before flown over open water-he was determined to win the $25,000 Orteig Prize promised since 1919 to the first pilot to fly nonstop between New York and Paris, a terrifying adventure that had already claimed six men's lives. Ahead of him lay a 3,600-mile solo journey across the vast north Atlantic and into the unknown; his survival rested on his skill, courage, and an unassuming little aircraft with no front window. Only 500 people showed up to see him off. Thirty-three and a half hours later, a crowd of more than 100,000 mobbed Spirit as the audacious young American touched down in Paris, having acheived the seemingly impossible. Overnight, as he navigated by the stars through storms across the featureless ocean, news of his attempt had circled the globe, making him an international celebrity by the time he reached Europe. He returned to the United States a national hero, feted with ticker-tape parades that drew millions, bestowed every possible award from the Medal of Honor to Time's "Man of the Year" (the first to be so named), commemorated on a U.S. postage stamp within months, and celebrated as the embodiment of the twentieth century and America's place in it. Acclaimed aviation historian Dan Hampton's The Flight is a long-overdue, flyer's-eye narrative of Lindbergh's legendary journey. A decorated fighter pilot who flew more than 150 combat missions in an F-16 and made numerous transatlantic crossings, Hampton draws on his unique perspective to bring alive the danger, uncertainty, and heroic accomplishment of Lindbergh's crossing. Hampton's deeply researched telling also incorporates a trove of primary sources, including Lindbergh's own personal diary and writings, as well as family letters and untapped aviation archives that fill out this legendary story as never before.

In 1945 Britain was the world's leading designer and builder of aircraft - a world-class achievement that was not mere rhetoric. And what aircraft they were. The sleek Comet, the first jet airliner. The awesome delta-winged Vulcan, an intercontinental bomber that could be thrown about the sky like a fighter. The Hawker Hunter, the most beautiful fighter-jet ever built and the Lightning, which could zoom ten miles above the clouds in a couple of minutes and whose pilots rated flying it as better than sex.How did Britain so lose the plot that today there is not a single aircraft manufacturer of any significance in the country? What became of the great industry of de Havilland or Handley Page? And what was it like to be alive in that marvellous post-war moment when innovative new British aircraft made their debut, and pilots were the rock stars of the age?James Hamilton-Paterson captures that season of glory in a compelling book that fuses his own memories of being a schoolboy plane spotter with a ruefully realistic history of British decline - its loss of self confidence and power. It is the story of great and charismatic machines and the men who flew them: heroes such as Bill Waterton, Neville Duke, John Derry and Bill Beaumont who took inconceivable risks, so that we could fly without a second thought.