MILITARY THOUGHT (USSR): PROSPECTS FOR THE DEVELOPMENT OF THE AIR FORCES REAR SERVICES

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP10-00105R000302200001-9
• Release Decision: RIPPUB
• Original Classification: T
• Document Page Count: 14
• Document Creation Date: December 22, 2016
• Document Release Date: October 16, 2012
• Sequence Number: 1
• Publication Date: July 27, 1976
• Content Type: MEMO

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Prospects for the Development of the
Air Forces Rear Services
by
Colonel General of Aviation F. Polynin
The organization of the rear services, their technical equipping, and
the methods of rear services support of air large units and units are
continually developing and improving simultaneously with the progress in
military art, armament and the combat employment of aviation.
The presently existing system of organizing the rear services and the
support of aviation combat actions by the rear services during operations
basically corresponds to the requirements being levied. However, there are
still a number of unresolved problems. The questions of the preparation of
the necessary number of airfields during an operation, the movement of the
forces and means of aviation technical units to them, and the organization
of the delivery of materiel should, in our opinion, be included among the
most urgent problems. As is known, all of this is extremely important for
the support of a well-timed maneuver and of the combat actions of front
aviation under conditions of a high rate of advance by the ground troops
and the widespread employment of weapons of mass destruction.
The requirements of modern aircraft in respect to the size and surface
quality of landing strips are very great. For example, fighter aircraft
require airfields of the second class with a runway up to 2,200 meters
long, but the newest systems of fighter-bombers need airfields of the first-
class with a runway up to 2,500 meters long. The average volume of
earthwork during the preparation of a dirt airfield of the second class is
15 to 20 thousand cubic meters. The construction of such an airfield is a
complicated engineer task. An airfield engineer battalion, manned and
equipped according to its waftime T/0 ET E, spends two to 2.5 days on the
preparation of a dirt airfield for front aviation. With such an
expenditure of time, the rebasing ofiont aviation, whose aircraft have a
relatively short tactical range, will e -inevitably lag behind the advancing
ground troops. 50X1-HUM
Airfield engineer support of aviation basing is further complicated by
the fact that modern aircraft have relatively low ground flotation on dirt
landing strips and hardening the ground of the runways currently is very
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difficult.
The problem of airfield engineer support is presently being resolved
in three main directions:
-- by developing new types of aircraft with improved take-off and
landing characteristics;
-- by increasing the maneuverability and performance of airfield
engineer units by means of equipping them with more modern engineer
equipment;
-- by researching methods to stabilize the ground with the use of
chemical additives.
The successful completion of all of these measures will permit the
preparation of the necessary number of airfields during offensive
operations to be considerably expedited.
But it is necessary to bear in mind that not only airfields are
required for support of the timely dispersal and maneuvering of air large
units and units. The fact is that air units will not be able to execute
combat flights from airfields which do not have all the necessary forces
and means for support, fuel, ammunition and other materiel.
In contrast to the past war, the rebasing of air large units and units
during an offensive by the ground troops will now occur more frequently.
Research shows tl, iat it_._ . cessar to _ rebas.e_ up - to 40 to 50 percent of
fighter and fighter-bomber aviation units every day. In view of this, we
consider it essential to equip aviation technical units so that they can
relocate to a new airfield by means of one trip by organic motor transport.
The task of improving the transportability of the authorized equipment
being hauled and of introducing trailers and vehicles with a heavy load
capacity and a high cross-country capability is being carried out by the
Air Forces ccnnand to increase the mobility of aviation technical units.
It is necessary to state that we have serious complaints against
aviation designers who until now when developing new models of aircraft
have given insufficient attention to the convenience of servicing, and to
the standardization of separate aircraft components and structural
elements. 50X1-HUM
The lack of standardization of a number of operating elements on
various types of aircraft has led to an almost tenfold increase in the
quantity of tools, benches and equipment units required for the preparation
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50X1-HUM
of aircraft for flight, which restricts the maneuvering capabilities of air
large units and units.
For the present, all ground equipment for aircraft is very bulky and
non-transportable.
Such, as it would seem, an elementary question as the standardization
of the plug and socket units of aircraft with ground means has not even
been resolved. For example, nine kinds of adapters are employed when a
mobile generating set is used during the maintenance of various types of
aircraft, and different connections are necessary when joining with the
hydraulic system.
In all 40 to 70 four-ton trucks are necessary for the transport of the
ground echelon of modern fighter-bomber aviation regiments, while even
according to wartime T/O & E there are fewer trucks of various types in a
separate airfield technical support battalion. Clearly, when a regiment
together with a separate airfield technical support battalion is rebased to
a new airfield, it is necessary to make several trips.
In connection with this, a reduction in the volume of hauling for the
ground echelons of air regiments, along with an increase in the cargo
capacity and cross-country capability of the organic motor transport of
aviation technical units and in the transportability of their authorized
equipment, is now extremely important. The main method of resolving this
problem, in our opinion, is to develop standardized, transportable ground
equipment for aircraft and to provide for hauling the ground echelon of an
air regiment by air transport. It is necessary to keep in mind that in a
number of cases it will simply be impossible, because of the destruction of
ground transportation lines, to deliver aviation technical units and
reserves of materiel to new airfields by motor transport on time.
Realistically appraising the capabilities of transport aviation, the use of
which for the transport of rear services units and materiel is now limited,
we think the time has come to consider the issue of the establishment of
special transport aviation units of central subordination and of front air
armies in wartime; the Air Forces rear services and the rear services-of
the air armies would plan the use of these units.
The dependence of progress in the organizational foils and technical
equipping of the aviation rear services on the level of development of
aircraft is completely natural. However, this, like every other conformity
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to a law of public life, does not appear spontaneously. It results from
the purposeful activity of people engaged in the building of the Armed
Forces. For this reason, the timely and correct appraisal of the changes
occurring in aircraft, and the well-timed carrying out of measures for the
improvement of the organizational structure and technical equipping of the
rear services in accordance with realistic requirements, have extremely
great significance.
This thesis is convincingly corroborated by past experience. For
example, the high maneuverability of aviation caused by the characteristics
of its equipment was also known at the outset of its development. Long
before the beginning of World War II it was also evident that unwieldy air
bases, which were a part of air large units, reduce the maneuverability of
aviation. However, the decision to establish independent airfield.
servicing battalions and aviation basing areas was reached only on the eve
of the war. As a result, it was necessary to carry out a fundamental
reorganization of the rear services under the difficult conditions of the
initial period of the war, which seriously interfered with the complete
utilization of the combat capabilities of aviation.
Precisely for this reason the advance and thorough research of
questions on the further development of aviation rear services as regards
the outlook for the development of aircraft in the next 10 to 15 years is
presently acquiring great significance. This will permit a better
execution of the task of rear services support for future aviation.
Taking into consideration the complexity of the problem of preparing
airfields during modern operations, aviation designers now are
industriously working on the development of new types of aircraft having
high ground flotation on dirt and short take-off and landing runs. Along
with the general tendency to resolve this problem by means of various
design improvements (the use of wheel-and-ski landing gear, reverse thrust,
swing wings, etc.), a new trend in the evolution of aviation, the
development of vertical take-off and landing aircraft, is becoming
widespread.
There is no doubt that the appearance of short and vertical take-off
and landing aircraft will cause fundamental changes in the organization of
rear services support for air units. First of all, the construction of
large airfields and very hard airfield surfaces for front and military
transport aviation becomes no longer necessary.
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Research shows that it is possible to rely on the development of
combat aircraft which can be based at dirt airfields with landing strips
500 to 600 meters long and with a hardness of the ground which can
withstand four to six kilograms per cubic centimeter. The volume of
earthwork during the preparation of such an airfield is 500 to 1,000 cubic
meters which is, therefore, 20 times less in comparison with the
preparation of a dirt airfield of the second class. Thus, the search for
parcels of terrain for such airfields is simplified to a considerable
degree.
As regards vertical take-off and landing aircraft, sometimes such
aviation is called "non-airfield" aviation,i. e., not requiring airfields.
Actually, for the flight support of such types of aircraft, it is still
necessary to prepare small dirt landing strips approximately 200 meters
long since even these aircraft will take off only after a short run in a
number of situations (when overloaded, when based at a high altitude, when
the surrounding air is of increased temperature).
Thus, aircraft of any type require a certain parcel of terrain where
they will be able to prepare for flight and to take off and land. ti'hether
this parcel of terrain is called an airfield or a landing strip is
essentially insignificant. A landing strip is also an airfield, but a
small one.
It is essential to conduct planning and survey work and construction
tasks during the preparation of such an airfield (landing strip) and
aircraft parking areas. It is also necessary to clear the approaches,
prepare intra-airfield roads and access routes, to camouflage, and to
accomplish other tasks. One also ought to keep in mind that vertical
take-off aircraft heavily damage the surface of the airfield with gas jet
blasts from the engine. Consequently, special measures are necessary to
assure the maintenance of the airfield in constant readiness for operation.
Concerning the introduction of short and vertical take-off and landing
aircraft into the armed forces, it could be advantageous to resolve the
question of the great extent of the dispersal of air large units and units
and the problem of their extensive maneuvering in following the advancing
troops. The time for preparing airfields (landing strips) for such
aviation will. be significantly reduced; therefore, it will be possible to
prepare a sufficient number of them in a short period of time by using the
forces and means available in the rear services of the air army.
50X1-HUM
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An increase in the ground flotation of aircraft on dirt will bring a
manifold reduction in the dependence of combat activity by air units on the
time of year and en weather conditions.
A reduction in the volume of work connected with the construction of
new airfields (landing strips) will permit the basing of front aviation
much nearer to the troops during offensive operations, as a result of which
the flight resource of fighters and fighter-bombers will be utilized for
combat actions to a greater extent, and the depth of action by bomber
aviation against enemy targets will increase.
However, it would be incorrect to maintain that a decrease in the
requirements for airfields simplifies in direct proportion the task of the
organization of aviation airfield support. The fact is that, with the
greater dispersal of basing of air units, it is necessary to significantly
increase the nu: ber of airfields (landing strips).
If the deployment of an air regiment at two airfields is now
considered standard, then, after the introduction of new aircraft systems,
each air squadron will apparently be deployed at one or two landing strips.
Therefore, five or six landing strips must be prepared for an air regiment,
and 15 to 18 for an air division.
The new requirements for the basing of aviation will necessitate a
fundamental reorganization of the structure of our airfield engineer units.
Presently an airfield enginer battalion consists of three specialized
companies (according to wartime T/0 ET E). During the preparation of one
large airfield, this permits organization of the work by the
production-line method. If it is necessary to prepare several small
airfields (landing strips) simultaneously, in our opinion the airfield
engineer battalion must be composed of several multipurpose companies in
order that each of them would be able to independently prepare a landing
strip in the course of a 24-hour period.
A reduction in the need for hardness of the ground will also make
possible the replacement of a number of types of bulky, heavy engineer
equipment with lighter, mobile, and sufficiently high-performance
equipment. And this in turn will increase the maneuverability of ou~
airfield engineer units. 50X1-HUM
The wider dispersal of air units to a significant degree complicates
the task of materiel, airfield technical and medical support. Primarily,
the need is arising for aviation technical units which will be able to
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support an air regiment at several (up to six) landing strips located
dozens of kilometers apart. And at each of these landing strips, the
aviation technical unit will be required to accomplish an entire complex of
tasks: the quartering and feeding of personnel, the delivery of ground
equipment, fuel, ammunition and other materiel to the aircraft, the
maintenance of the landing field in constant readiness for operation, the
providing of security, ground defense and camouflage for the airfield
(landing strip), etc. Of course, the appropriate forces and means must be
available at each airfield.
In our view, it is most advisable to have small, maneuverable subunits
of airfield technical flight support available within an aviation technical
unit in accordance with the number of groups of an air regiment's aircraft
which are based at separate landing strips. This will permit the rapid
forming and moving out of komendaturas for the support of air subunits at
separate landing strips.
All of the main support services must he represented in the
kcmendaturas. For this reason, each service must have the capability to
al o c3 ate its representatives and essential technical means to all
komendaturas. The structure of an aviation technical unit must contain a
basic which provides control over the komendaturas, organizes the
delivery of materiel to them, the repair of equipment, and other measures
which are accomplished on a unit-wide basis.
11e issue of the organization of control of forces and means of an
aviation technical unit is more critical in view of the high degree of
dispersal of an air regiment at several airfields (landing strips).
It appears to us that the existing regulations on the control of
komendaturas and on the responsibility of the personnel in charge for their
operation can also be basically retained in the future. At the same time
it is necessary to keep in mind that the volume and nature of their work:
will vary considerably with changes in the number and composition of the
komendaturas. 50X1-HUM
It is necessary to achieve an organizational structure for the
aviation technical unit which is conducive to the unit's autonomy of action
in the main task areas. But in a number of matters the degree of autonomy
of a komendatura will apparently be less than it is at present. For
example, iitishardly advisable to maintain a complete range of supplies of
personal and aviation technical equipment in every komendatura. Obviously,
it is better to locate this materiel, and also the workshops, laundry and.
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medical point of the aviation technical unit and some other installations,
at one of the airfields (landing strips) situated at the center of the
regimental airfield complex. The main motor transport means for supply and
a small reserve of supplies of fuel and ammunition, which could be urgently
needed at other airfields (landing strips), also will be located here.
Such a procedure of deploying the forces and means of an aviation
technical unit in the airfield complex of the air regiment being supported
requires that the commander, staff and chiefs of the services more
efficiently control the activity of the komendaturas, constantly monitor
their status and capabilities, and assist them according to the tasks
assigned and the developing situation.
The staff of an aviation technical unit must have reliable
communications with the komendaturas in order to assure the timely
transmission of instructions tom and the receipt of essential
information from them. For economy it is advisable to more extensively use
the communications of the air regiment staff with the air squadrons
(groups) based at the corresponding airfields (landing strips). Along with
this, the possibility of direct radio communications between the staff of
an aviation technical unit and the subordinate komendaturas must also be
kept in mind.
The justness of this requirement becomes especially clear, if one
considers the great flow of information connected with the specifics of the
operation of aviation technical units and the characteristics of their
redeployment: they are deployed in new areas before the arrival of
subunits of the air units.
The basing of aviation in small groups significantly complicates
control of the activity of aviation technical units and the organization of
the delivery of materiel to airfields (landing strips). In connection with
this, it is also very important to examine the middle level of rear
services -- the aviation technical large unit.
As is known, aviation technical divisions are designated in wartime
for the materiel, airfield technical and medical support of two or three
air divisions, i.e., six to nine air regiments. When each regiment is
based at five or six landing strips, the staff of the aviation technical
division is required to have information on the status of the supply of
basic materiel at more than fifty landing strips, and to organize the
delivery of materiel to each of them. Such a task will be extremely
difficult under conditions of the highly maneuverable combat actions of
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aviation.
At the same time, the commander of an air division, having made a
decision for maneuver and combat actions by the subordinate air units and
subunits, must know the extent to which they are supplied at each landing
strip, and have the capability to influence decisions on matters of rear
services support in a timely manner. Of course, with the existing
organization of aviation technical divisions, these capabilities are
limited.
In connection with this, in our view, it__appears more desirable to
establish a rear services organ with materiel depots and with means of
communications and transport for the support of one air division, in place
of the aviation technical division which is relied upon for the support of
two or three air divisions. Although for the present we will not decide
upon a name for this organ, we will conditionally call it the "aviation
technical brigade". The number of separate airfield technical support
battalions within the brigade must correspond to the number of regiments in
an air division.
Brigade headquarters could consist of the command, staff, the basic
supply services, the motor vehicle and tractor service, the electric-gas
service, and the airfield operating service. The number of personnel at
brigade headquarters will certainly be less than that at the headquarters
of an aviation technical division.
The depots of a brigade will have a capacity two or three times
smaller than the depots of an. aviation technical division. This will
enable them to become more mobile, which is especially important under
modern conditions. At the same time, reserves of materiel at this level of
the rear services will be closer to the airfields, since the basing area of
one air division is considerably less than that of three divisions. Thus,
the system for the organization of the delivery of materiel will become
more reliable.
In order to increase its mobility, in our opinion, a brigade should
not contain a hospital, and it is advisable to reorganize the mobile field
hospitals of aviation technical divisions into mobile army medical
detachments.
Thus, the new organizational structure of tactical aviation rear
services will permit the more efficient accomplishment of matters of
materiel and airfield technical support for the combat actions of units of
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an air division under conditions of the units' dispersed basing and
extensive maneuvering.
In evaluating the advisability of the reorganization of the rear
services as discussed, one must also take into consideration the fact that
this measure will make it possible for the system of control of the rear
services in peacetime to approach that of wartime, which is also extremely
important.
The fact is that in almost all air armies there are no aviation
technical divisions du ring peacetime With the declaration of
mobilization a certain time "'
periold is required for their establishment,
and they, as the experience of exercises shows, actually cannot fulfil
their functions during the first operation.
Of course, considerably less time will be expended on forming and
organizing an aviation technical brigade based on the air division rear
services presently available.
An air division deputy commander for the rear now actually controls
the activity of the aviation technical units within the division, knows
their status and capabilities, the level of training and the organizational
abilities of the corrlinanders and chiefs of the services. Thus, it is not
necessary to substantially alter the existing system of control of aviation
technical units during the reforming of the air division rear services into
an aviation technical brigade.
In resolving questions of further improvement in airfield technical
flight support means, the deficiencies which have existed up until now in
this highly important matter cannot be tolerated. In connection with this,
it is necessary to approach the issues of the development of support
equipment differently.
While new types of aircraft are still in the planning stage, and
beginning with the working out of tactical-technical requirements for them
and their consideration by the model committee, it is, obviously, very
important to clearly define the entire system of ground means required for
the maintenance of the aircraft, to work out the tactical-technical
requirements for the new means in a timely manner, and to assure that
experimental models of them are produced simultaneously with experimental
models of aircraft. Only with such an organization of experimental and
design work will the development of airfield technical support means not
lag behind the level of development of aircraft.
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The extensive maneuvering of air large units and units from one
airfield to another and their basing at dirt airfields urgently require the
development of standardized technical means having a high cross-country
capability on dirt and usable for the support and maintenance of any type
of aircraft and helicopter. This requirement is not only retained, but
becomes especially critical when short and vertical take-off and landing
aircraft are introduced into service.
In addition, the basing of small groups of aircraft at numerous
landing strips necessitates a review of our attitude toward the combining
in one specialized vehicle of several related aircraft servicing functions.
In its time the idea of developing combined means of airfield
technical flight support was studied and rejected because of its high price
and complexity of operation. Moreover, a substantial reduction in the
number of vehicles allocated for flight support did not occur since one
vehicle could not be operated for the simultaneous fulfilment of various
functions.
As a result, improvement in means of airfield technical flight support
proceeded along the line of specialization, which in turn inevitably led to
an increase in the number of types of various specialized vehicles as
aircraft developed.
Although recognizing the considerable deficiencies of combined
specialized vehicles, it is still essential to study this question again
based on the new conditions of the basing of air units.
Progress in science, technology and economics in our country has
created the real possibility of the extensive introduction of electronic
computer equipment into the armed forces. Experimental models of
specialized computers have already been developed for the center and for
operational formations. Research which has been conducted has established
that all of the primary tasks of aviation rear services can be performed on
these computers: the collection and processing of information about the
status and capabilities of rear services organs, accounting and bookkeeping
of all types, planning for the ordering, supply and delivery of materiel,
and other tasks. Also, the flow of information concerning aviation
technical equipment is enormous: up to 80,000 designations of different
items of supply. In 1964, the Air Forces rear services received
approximately three million requisitions for listed inventory items, during
the processing of which 30 million bookkeeping operations were performed. 50X1-HUM
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For several years the rear services of the air forces have employed
punchcard calculators for the planning of supply, the working out of the
underlying calculations for the plans for orders, the processing of
materials from inventory-taking and the compiling of comprehensive accounts
on the separate types of equipment. In comparison with 1959, in 1965 the
use of these means permitted a threefold increase in the volume of planning
of the inventory list along with a significant reduction in the number of
accountants.
However, it is necessary to recognize that this is merely the first
step in the replacement of manual labor by machines. While continuing the
mechanization of the processes of accounting and planning of supply on the
basis of punchcard calculators, it now is already necessary to set up rear
services tasks for performance by specialized computers. This will enable
us to more quickly and effectively utilize electronic computer equipment as
it is received from industry.
In conclusion we shall mention that having matters of development of
aviation rear services determined by the development of short and vertical
take-off and landing aircraft, and also by the introduction of electronic
computer equipment into the rear services system, is the prospect for the
next 10 to 15 years.
While conducting necessary theoretical research which is directed
toward preparation for the performance of tasks which are expected to arise
in the near future, we must devote our attention, first and foremost, to
today's problems:
-- to improve the organizational structure and technical equipping of
rear services units while increasing their maneuverability and performance;
-- to carry out all work necessary for better support of aviation at
dirt airfields;
-- to continue to improve the organization and methods for the
high-speed construction of dirt airfields suitable for the flight of
aircraft in service with the Air Forces;
-- to increase the combat readiness of rear services units and
facilities of the Air Forces in every possible way;
-- while preparing the rear services to support the combat actions of
aviation during a missile/nuclear war, to simultaneously provide the
capability to support combat actions under conditions of the employment of
conventional means of destruction.
The task of commanders and chiefs at all levels is to do everything
possible to resolve the existing problems, and simultaneously with this to
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effectively work out the long-range questions of the future development of
the aviation rear services.
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