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The bombardier's job was quite obvious, get the bombs on the target. On a bombing mission, the pilots would get the aircraft to their assigned bombing area. Once the bomb run was reached, the pilot engaged autopilot and notify the bombardier. The Norden bombsight was tied into the aircraft's autopilot and would be flying the plane. The bombardier would dial in the plane's altitude and speed into the bombsight and place the crosshairs on the target. Once the target was locked into the bombsight, the bombsight would keep the target in its crosshairs, based on information the bombardier had entered. The bombardier would then get the strength and direction of any wind and program that into the bombsight along with bomb type. The bombsight would calculate the path based on all this information, correct the plane's speed, altitude, and heading through the autopilot to keep these factors properly set, and would automatically drop the bombs on the target. A good bombardier could put the bombs in 'the pickle barrel', which was the claim of the top secret Norden bombsight.
The bombardier, who was typically an officer, was the mission so it could be stated that they were the most important crewmember and everyone else was there to support them, but a crew had many responsibilities and had to work together as a team to reach their objective and return to their base safely.
Key responsibilities included:
Training to become a bombardier during World War II was extensive and rigorous, designed to ensure precision and effectiveness in bombing missions. Prospective bombardiers underwent a structured program that included the following components:
Upon completion of this rigorous training program, bombardiers were deemed ready for deployment and assigned to bomber units, where they played a crucial role in executing strategic bombing campaigns.
During World War II, several U.S. bombardier schools were established to train bombardiers. These schools were located at various military bases across the United States, each designed to provide comprehensive training for the critical role of a bombardier. Key locations included:
All bombardiers received a manual entitled "Bombardiers Information File" or BIF. Following is excerpted material from the BIF regarding their role and responsibilities regarding their missions and relation to their crew..
BOMBARDIER TO CREW
Cooperate with pilot: Explain to him the principles of the bombing problem. Emphasize Importance of not changing altitude or airspeed radically during bombing run and of informing you before reaching bomb release point if altitude or airspeed is off. Tactfully assist him in preflight and adjustment of autopilot Give him information on other aircraft ahead and below; talk him into formation. Report flak bursts and frontal fighter attacks.
Cooperate with navigator: Explain bombardiering to him so that he can assume role of bombardier in an emergency. Help in DR and pilotage navigation. Obtain drift and groundspeed from bombsight. Warn of approach of bad weather.
Cooperate with armament crew: Report accurately and promptly any malfunction of bombsight or other bombing equipment. Assist them in preflight of bomb racks and controls, and in loading and fuzing bombs. Assist in flight checking autopilot.
Cooperate with gunners: Assist in loading ammunition, and in preflight of guns and ammunition. Inform them of frontal lighter attacks at which they best can fire. When using remote control turrets, maintain closest coordination in transferring control.
Cooperate with radar operator: Explain the bombing problem to him; stress importance of supplying accurate data for bombing run. When visibility permits, give him check points and keep him informed of his accuracy. Work in closest coordination when bombing through overcast; notify him if visibility allows you to take over bombing run.
CREW TO BOMBARDIER
Pilot and copilot cooperate with you: They must coordinate. closely in obtaining pre-set data, in making turn over IP, and in taking evasive action. They must adjust autopilot to obtain maximum performance for bombing. Pilot should not jockey airspeed or change altitude radically during bombing run. Before reaching bomb release point, they should notify you if altitude or airspeed is off. Pilot must make prompt but smooth, coordinated turns in following PDI.
Navigator cooperates with you: He should explain navigation to you, so that you can assume role of navigator in an emergency. He should check your computations of true airspeed, bombing altitude, wind, groundspeed, and drift. Navigator should check trail and disc speed found from bombing tables and set into bombsight. He helps to identify IP and target. On the bombing run navigator gives you the variations of airspeed and altitude and assists in making computations for offset bombing.
Armament crew cooperates with you: They assist in preflight of bomb racks and controls. They must load and fuze bombs carefully and accurately. Armament crew ground checks autopilot. They must maintain bombsight, bomb racks and controls, auto-pilot, guns and turrets with care and thoroughness and keep them in best possible condition.
Gunners cooperate with you: They assist in loading ammunition and in preflight of guns and ammunition. They report frontal attacks at which you best can fire. Gunners should report bomb rack malfunctions and bomb hit data.
Radar operator cooperates with you: He must work in close coordination with you on bombing run, especially when bombing through overcast. He should give you accurate information on check points, drift, bombing altitude, groundspeed, dropping angle.
DUTIES OF STAFF BOMBARDIER
In most theaters there are air force, bomber command, and division bombardiers. [n all theaters there are wing, group, and squadron bombardiers.
The staff bombardier, regardless of echelon, is adviser and bombing expert of the operations section within his unit. His sole function is to concern himself with bombing problems in all their details. Operations, training, and supply, together with the liaison which they demand constantly, are his primary interests.
Training
Supervises all bombardier training. Checks and analyzes results. Makes frequent checks on all new lead bombardiers, and on the more experienced ones, too. Arranges additional instruction where needed. Promptly provides bombardiers with new information about equipment and procedures. Checks to see if instruments are calibrated correctly.
Operational
Arranges regular crew discussions of tactical information. Fosters an offensive spirit in bombardiers, with an eye to obtaining constantly better results in combat. Frequently makes operational flights to obtain first hand information of conditions crews are encountering. Advises commanding officer of technical aspects of bombing from bombardier's viewpoint. Assists in assembling target information and in briefing.
Liaison
Maintains liaison between armament staff, ordnance staff, and bombardiers. Maintains liaison between operations officers and bombardiers, between pilots and bombardiers. Coordinates flight schedules. Completes necessary URs on bombing equipment in cooperation with engineering officers. Provides liaison between his unit and the next higher echelon of command on matters pertaining solely to bombing.
Administrative
Keeps records of training and operations of individual bombardiers. Sees to it that failures of equipment are corrected. Acquaints himself thoroughly with all pertinent directives and makes sure they are complied with. Makes recommendations intended to produce more effective bombing results.
The staff bombardier who performs the above functions with tact, intelligence, energy, and efficiency is tremendously useful wherever bombing is done. The AAF needs more like him.
The bombardier's kit is a cloth case containing computers, tables, and pertinent working materials
for use in maintaining bombing records and calculations. It is provided for every student and graduate
It includes: C-2, G-1, J-1, and E-6B computers; set of dropping angle charts for use with E-6B computer; stop watch and wrist watch; pen-type flashlight; bombing flight record holder; tools; drafting pencils; eraser; dividers; Weems plotter; parallel rule; transparent triangles; bombing tables.
Reference: Technical Order 00-30-38-2.
BOMBING FLIGHT RECORD (AAF Form 12C)
You are responsible for filling out the greater part of AAF Form 12C, the Bombing Flight Record. A single copy of this form must be filled out for each training mission on which bombs are dropped.
Before takeoff you record on it all available data you will use in sighting and releasing bombs. In flight you enter on it data needed to determine corrections for airspeed and altimeter readings, and a detailed record of each bomb release. After the mission and after you have checked your form thoroughly, submit it as directed by local authority.
Fill out the Form 12C as accurately and completely as possible. This is important. The completed report makes it possible to analyze the results you have obtained. Although it is a temporary form, it is the source of information kept in permanent records, AAF Forms 12A and 12B.
How to Fill Out AAF Form 12C
(1) Give last name, first name, middle initial, grade, and commission (AC or AR).
(2) Provide same information about pilot. If two or more pilots flew airplane during mission, give names of all and note after each the number of releases each accounted for as pilot. Each bombardier will use separate form to record his releases.
(3), ( 4), (5), (6), (7) Self-evident.
(8) Enter target name and number, or both.
(a) Show whether target was fixed, moving, or maneuvering. lf moving, give direction and speed. If maneuvering, describe type and state nature and speed of maneuvers which occurred during sighting, release, and ATF.
(b) Show whether target was point or area. If area, give dimensions and direction of long axis. Surface vessels or silhouettes of such are, for aiming or scoring, considered point targets.
(c) If bombing was done at night, state nature of target and means of illumination.
(d) lf more than one target was used on mission reported on single form, indicate by number which releases were made at each target.
(9) Use same number as that of operations order assigning mission. Show whether mission was instructional, qualification, combat, service test, demonstration, or other type; whether practice or record; whether day or night. If "service test," state what equipment was being tested.
(10), (11), (12) Self-evident.
(13) Indicate hour when calculation is made and data used. Fill in all available forecasts. Record known elevation of target above sea level in advance in order that you may calculate altitude above target. Use teletype code to record direction and speed of winds at altitudes known. For example, 22417 indicates wind at 2000 feet to be from 240° at 17 mph.
(14) Enter temperature recordings corrected for airspeed compression error at every 1000 feet of altitude above ground.
(15) Enter altitude at which corresponding temperature was recorded.
(16) Plot points of impact from your estimate at time each is made.
Upon receiving triangulation data or photographs, unit bombing officer or statistical section with colored pencil or ink will make final plotting of points of impact.
(17) List in sequence numbers assigned to successive approaches.
(18) List in sequence. Numbers simply identify releases with conditions pertaining to them.
(19) In case release was made by bombing formation, total number of bombs dropped will be entered on Form 12C of lead bombardier. Each other bombardier in formation will enter number actually dropped from his own airplane on that approach. They will be recorded as bombs dropped but will not be scored on his accumulative circular error.
(20), (21) Self-evident.
(22) Indicate by check mark if time of bombing approach is over 2 minutes. lf 2 minutes or less, enter interval of time between beginning steady flight for synchronization on target and bomb release.
(23) Self-evident.
{24) Unit bombing officer or statistical section will fill in these columns from most reliable source available, usually triangulations by ground observers or photographs. In case of formation bombing, be will enter range, deflection, and circular error of MPI of formation pattern.
(25) Enter disc speed read from tachometer after final adjustments prior to release.
(26) Self-evident.
(27) Enter time of bomb impact on 24 hour basis. For example: 1330:45.
(28) Enter amount and direction.
(29), (30) Self-evident.
(31), (32), (33), (34) Check appropriate square.
For (33), consider good visibility to be 10 miles or more; poor, 5 miles or less.
Military information and devices are classified as top secret, secret, confidential, or restricted. All classified material is clearly marked with its classification. If it is not so marked, it is unclassified. Treat all classified material as follows:
Top Secret
May be read or handled only by specifically designated persons. No one may have access to it merely because of his rank or office. Special procedures for handling top secret material are covered by letter instructions to the people concerned.
Secret
Only persons directly concerned should read it. It should be discussed only with those who may read it. It must be kept in a 3-combination safe when not in use. It must be mailed in two envelopes, an inner envelope addressed properly and marked or stamped Secret; an outer envelope addressed properly, but with no marking to indicate its classification. Send it by registered mail.
To destroy secret or confidential material, burn it, or use an approved shredding machine. Until you can do one or the other, tear it in small pieces and safeguard it as you would the original material.
Confidential
May be read only by persons in the military establishment and by civilians whose duties require that they read it. It may be discussed with those authorized to read it, but never over the telephone. Mail and guard it the same as secret material
Restricted
May be read by, and discussed with anyone whose loyalty is unquestioned. It is never to be released for publication, or discussed with the general public.
It is to be kept in a guarded area, behind locked doors, or in a safe.
Mail by first class mail unmarked.
To destroy, tear up the material before throwing it into a wastebasket.
Inspection
At every Headquarters an inspection will be made each day immediately before closing to insure that classified material is properly taken care of.
Classified Equipment
The regulations for safeguarding classified equipment are, so far as practicable, the same as those for written matter. In general the procedure for handling secret and confidential equipment is as follows:
When you land at an Army Air Field, either post an armed guard or remove the equipment and place it in a locked safe or vault.
When you land at any other field, be sure that an armed guard is continuously assigned to your airplane. Locking the airplane is not a substitute for a guard.
When you are forced down in or near enemy-held territory, destroy all secret and confidential equipment. If detonators are installed, use them. If not, destroy the equipment manually. Make certain that the essential parts of the equipment are destroyed beyond recognition.
Remember: You are directly responsible for the classified material in your possession. You may at any time become responsible for such material normally in the hands of others. You must understand these classifications in order to know what your responsibilities are in any given case. You must observe security regulations at all times or you will endanger yourself, your crew, and your mission. REFERENCE: Army Regulation 380-5.
Section 3
You have to make many calculations and you have to make them in a hurry. Computers, if you know how to use them, can solve your problems accurately, and they can do it quickly and easily.
The E-6B computer is so designed that you can use it for nearly all of your computations in navigation and bombing. However, there are other computers which supplement it and do special problems with equal and sometimes greater accuracy.
The AB computer, which is used with the M-series bombsight, enables you to solve for wind and automatically indicates the drift angle and dropping angle for any heading of your airplane.
You use the C-2 computer or the AN computer to solve for your bombing altitude. The G-1 computer enables you to find your true airspeed. The J-1 computer gives you a sighting angle for a 30- or 45- bombing run.
The slide rule on the back of the E-6B computer has a stationary outer scale, and an identical movable inner scale on a rotating disc in your calculations, the outer scale usually represents units of measure (miles, gallons) while the inner scale represents units of time (hours and minutes). However, since these scales are standard logarithmic scales you can use them to solve any problem in multiplication or division.
On either scale. the numbering starts from the Index [10] and reads clockwise around the circle to [10] again, which is now equivalent to 100 (10 X 10). Thus, each time around the scale, the values increase in multiples of 10. You can use them to represent any desired number, large or small.
The subdivisions around the scale are not of equal value. Usually when a bombardier says his computer has given him the wrong answer, it is because he has misread the value of the subdivisions. Here is the way the computer is subdivided. From [10] around to 15, each subdivision represents 1 unit. From 15 to 30, each subdivision represents 2 units. From 30 to 60, each subdivision represents 5 units; from 60 to 100 [10], each subdivision represents 10 units.
Multiplication. On the E-6B computer you multiply numbers by adding their logarithmic distances. Example: 12 X 15 = 180.
Set [10] on inner scale opposite 12 on outer scale and opposite 15 on inner scale read 180 (18) on outer scale. In so doing you add the logarithmic distance of 12 (a) to the logarithmic distance of 15 (b)to obtain the logarithmic distance of 180 (c). Thus: a +. b = c.
Division. You divide numbers by subtracting their logarithmic distances. Example: 180/15 = 12.
Set 15 on inner scale opposite 180 on outer scale and opposite 15 on inner scale read 12 on outer scale. In so doing you subtract the logarithmic distance of 15 (b) from the logarithmic distance of 180 (c) and obtain the logarithmic distance of 12 (a). thus c - a = b
Proportion
Since 60 mph equals 88 ft/sec you can convert mph to ft/sec by .setting 60 on inner scale opposite 88 on outer scale or by setting the equivalent proportion, 3600 opposite 5280. Then, opposite any speed in mph on inner scale you can read the same speed in ft/sec on outer scale, and vice versa. For example, a speed of 120 ft/sec equals 82 mph.
When you set a distance in nautical miles at the NAUT marker, the equivalent distance in statute miles and kilometers appears at their respective markers, and vice versa. For example, a distance of 100 nautical miles is the same as 115 statute miles or 185 kilometers.
You can solve all such problems of proportion on the circular slide rule.
Distance, Time and Speed
You use the black pointer of the inner (time) scale in all problems involving time. This constitutes 1 hour of time or 60 minutes.
There is a definite relationship between distance, time, and speed. Distance ls the product when time is multiplied by speed. Speed is the quotient when distance is divided by time. Time is the quotient of distance divided by speed.
Therefore, always place distance on outer scale opposite time in hours or minutes on inner scale. This divides distance by time. Then read speed on outer scale opposite black pointer.
These positions are always the same, regardless of which item is unknown. If you set two knowns on computer in their proper places, you can find the unknown at its proper place.
Fuel Consumption
You calculate fuel consumption problems in the same manner as distance, time, and speed. The only difference in the problem is that you substitute gallons of fuel for units of distance; therefore, find the rate of consumption at the black pointer.
True Altitude
When you use the E-6B to compute your true altitude for navigation, always be sure to use the window marked FOR ALTITUDE CORRECTION.
Adjust rotating disc to bring flight level pressure altitude opposite flight level air temperature in altitude correction window.
Opposite flight level pressure altitude on inner scale, find true altitude above sea level on outer.
Subtract ground elevation from true altitude to find absolute altitude.
True Airspeed
When you use the E-6B computer to find your true airspeed, always be sure to use the window marked FOR AIRSPEED CORRECTION.
Adjust rotating disc to bring flight level air temperature opposite flight level pressure altitude in airspeed correction window.
Opposite calibrated airspeed on inner scale, find true airspeed on outer scale; or
When true airspeed is known, opposite true airspeed on outer scale find calibrated airspeed on inner scale.
VECTOR SOLUTIONS
The front side of the E-6B computer consists of the transparent plotting disc, the sliding chart, and the drift-and-variation scale. This side is used to solve wind vectors and similar problems without plotting the complete triangles. Otherwise you solve vector problems exactly as you would if plotting them on graph paper. Each of the 3 sides of the triangle is called a vector and represents a direction and speed.
The 3 vectors are:
Direction to Speed
Wind Direction to Wind Speed
True Heading to True Airspeed
True Course to Groundspeed
If you know any 2 of the 3 directions and any 2 of the 3 speeds you may solve for the other direction and speed on the computer. Remember, in the vector triangle:
Wind direction and wind speed always go together. True heading and true airspeed always go together. True course and groundspeed always go together.
Cold and Hot Weather Operation
Low Temperature Operation
Your bombsight does not operate efficiently if its temperature is below -20° C. Even above that limit you should always keep the bombsight warmer than the surrounding air so that moisture will not con• dense inside. Condensed moisture fogs the optics and may damage the working parts of the bombsight.
When the ground temperature is below -20° C, you should keep both sighthead and stabilizer in a warm, dry room between missions. If the bombsight is to be stored for any length of time put it in an individual box. Place 1k lb. of silica gel in the box to keep the air dry.
Before taking your bombsight to the airplane in preparation for a mission at low temperatures, cover it with a heavy blanket and allow ;t to run for 2 hours. This should thoroughly warm all the parts. Install the bombsight in your airplane as short a time as possible before takeoff. Cover it again with the blanket and turn it on as soon as the engines are started. Leave it running, and keep it covered except when you are using it.
If you should allow the temperature of the bombsight to fall below -20° C while you are not using it, turn the switches on alternately for not more than 5 to 10 seconds each. Continue this until the units have generated enough heat to run smoothly. After the rest of the bombsight is running satisfactorily warm up the rate motor in the same way.
If it is available, always use the A-1 electrically heated bombsight cover at temperatures below freezing. This cover has a thermostatic control so that ii keeps the bombsight at a minimum temperature of about -10° C. When you remove the cover you have to unplug the connecting cord. There is a pocket in the cover for your tachometer.
Fogging of Optics
The optics will not fog if you are careful to keep the bombsight warmer than the surrounding air. If the optics do fog, direct warm air from the nose heating tube againBt. the lower window of the bombsight, Continue until the fogging clears up. If the heating equipment in the airplane is not such thal you can do this, remove the lower window for a few minutes. If necessary remove the eyepiece also, to encourage circulation of air. Always replace the window and the eyepiece after a short time so that the bombsight will not lose too much heat.
Operation In Hot Dry Climates
In hot dry climates it is important that you take every precaution to keep sand, dirt, and excess oil out of your bombsight.
Use aircraft instrument sealing compound to seal around the index window and the windows over the vertical gyro and the PDI
On every mission apply adhesive tape around the lower sighthead window before the airplane lands. Cover ventilating holes with adhesive tape before each landing. Always remove this tape after takeoff on the next mission.
Oiling of gyro rotor bearings and cleaning of commutators is particularly important in hot weather operation. You should see that the rotor bearings are inspected every 15 hours or every 15 days, whichever comes first, and oiled if necessary. If the bombsight is in an airplane parked in the hot sun for 2 hours or more the gyro rotor bearings should be inspected to see if oiling is needed.
REFERENCE: Technical Order 11-30-25
Section 8: Combat Bombing ...
This is why the airplanes were built. This is why you and your crew and the other crews were trained. In the few tense and crowded moments before bomb release your mind and hands determine whether the efforts and contributions of thousands are to be wasted or made worthwhile. It is then that you earn your reward for extra time spent studying target identification, bombing technologies at various altitudes, tactical variations. That is when you appreciate the value of flak analysis and are thankful that you know when and how to use evasive action. And there is no time when painstaking study and practice repay you more amply than on those more demanding bombing runs when your target is manouvering or when you must bomb through overcast.
The most carefully planned bombing mission can be ruined if the bombardier forgets an essential item of equipment or a vital step of procedure. A thorough check of equipment and steps is his only guarantee that he won't forget. This checklist is a valuable safeguard for his memory. It is not a guide to procedures.
Before Loading Bombs
|
1. Bomb Racks |
Preflighted |
|
2. Bombing Intervalometer |
Preflighted |
|
3. Switches in Bombardier Compartment |
Checked |
|
4. Switches in Pilot Compartment |
Checked |
|
5. Emergency Release System |
Checked |
|
6. Bomb Bay Switches |
Off |
|
7. Nose Compartment |
Clear |
|
8. Windows |
Clean |
Before Takeoff
|
1. Personal Equipment |
Complete |
|
2. Bombardier's Kit |
Complete |
|
3. Target Folder and Weather Data |
Complete |
|
4. Oxygen and Mask |
Checked |
|
5. Parachute and Life Vest |
Checked |
|
6. Spare Electrical Fuzes |
Complete |
|
7. Bombs and Fuses |
Checked |
|
8. Pins (if inaccessible in flight) |
Pulled |
|
9. Bomb Bay Tank Safety Switches |
Off |
|
10. Interphone System |
Checked |
|
11. Bombsight |
Preflighted |
|
12. Autopilot |
Preflighted |
|
13. Guns, Turrets and Gunsights |
Preflighted |
|
14. Camera and Camera Intervalometer |
Preflighted |
|
15. Altimeter Pressure Scale at 29.92 |
Set |
|
16. Clock |
Synchronized |
|
17. Switches in Bombardier Compartment |
Off |
Before IP
|
1. Switches in Pilot Compartment |
Checked |
|
2. Switches in Bombardier Compartment |
Checked |
|
3. All Bombsight Switches |
On |
|
4. Bomb Bay Switches |
Checked |
|
5. Pins |
Pulled |
|
6. Autopilot |
Adjusted |
|
7. Bombing Altitude |
Computed |
|
8. Disc Speed and Trail in Bombsight |
Checked |
|
9. AB Computer Completely Set Up |
Checked |
|
10. Bombing Intervalometer Settings |
Checked |
|
11. Camera Intervalometer Settings |
Checked |
|
12. Camera Doors |
Open |
Before Bombing Run
|
1. Bomb Bay Doors |
Open |
|
2. Bombsight Stabilizer |
Level |
|
3. Proper Rack Selector Switches |
On |
|
4. Release Handle (Old Type Aircraft) |
Select |
|
5. Drift and Dropping Angle |
Pre-Set |
Before Landing
|
1. Switches in Bombardier Compartment |
Off |
|
2. Bombsight |
Post-Flighted |
|
3. Turrets and Guns |
Stowed |
|
4. Guns, Turrets and Gunsight Switches |
Off |
|
5. Bombing Equipment Malfunction Report |
Complete |
|
6. Intelligence Report |
Complete |
It would be more than tragic to subject a bomber and its crew to the hazards of a mission, to consume irreplaceable time reaching the target, and then to discover that a malfunction prevents the successful accomplishment of that mission. You must avoid any such disastrous cancellation of a mission in the air that might have been prevented on the ground. The need for accurate preflighting of equipment, therefore, is only slightly less obvious than the need for accurate bombing procedure.
The purpose of briefing is to present to all crews, prior to takeoff, the maximum amount of reliable information pertinent to a mission. This information is given so that the crews can make their way along a designated route, correctly identify and bomb the target, and return safely by a prearranged plan.
The commanding officer announces the mission and shows the importance of the target in the plan of battle. The operations officer outlines the route out and return. He designates the units participating and types of formation to be flown, announces full time schedules, and issues landing instructions. He specifies the rendezvous points and IP; axis, altitude, and airspeed of attack; and operational data about the target and aiming point Information ls also provided on bomb loadings, fuzing, fuel, ammunition, supply, special tactics, weather, and communications.
The intelligence officer describes the objective and covers details of the alternate target and target of last resort. He outlines the known enemy defenses and tactics, including AA batteries, fighter opposition, balloon barrages, dummies, and camouflage. All friendly information ( convoys, balloon barrages, fighters, restricted areas, ground troops) is given.
The intelligence officer then reminds the crews of what to look for en route. He gives warnings and reminders on procedures in the event of forced landings in enemy territory.
The navigation officer gives a time tick. Then, announcement is made of further special briefing of pilots, bombardiers, navigators, and other crew members.
Special bombardier briefings are held to acquaint the bombardier with those facts about a mission which are particularly applicable to his job. The information is presented in a concise manner and covers all details of the mission from the IP to the target. Each bombardier is given a target folder, bombing tables, computers, stop watch, and all other available bombing aids. The staff bombardier is usually in charge of these briefings.
The following information is presented:
Target identification. This covers the most prominent check points which aid in identifying the IP, those along the axis of attack, and those which bracket the target. The officer in charge of the briefing uses all available references to point out and emphasize landmarks and recognition features in the target area.
Approximate ETA over IP and distance from IP to target.
Type of sighting. The lead airplane may sight for both course and range, while wing airplanes release upon a signal from the leader or by visual recognition of lead airplane's release. Or the lead airplane may sight for both course and range and wing airplanes for range only. Or airplanes may make individual runs, as is the case in night operations.
Type of release and intervalometer settings.
Plan for evasive action if s:uch action is to be used on the mission.
Altitude and airspeed for bombing run. Meteorological report. This includes direction and speed of winds at flight level and aloft of the target, surface winds at the target, predicted target temperature and temperatures aloft, mean temperature, and the target pressure altitude.
SOURCE: Bombardiers' Information File (BIF) War Department * AAF Form 248 Approved 11-23-1944.
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