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Rockets and People
that “the higher we aspire for our birds to fly,”the more difficult it is to achieve precision
bombing. It was quite hopeless for high-altitude, high-speed bombers to hit
small targets such as bridges,buildings,or ships.New methods were needed for sighting
and for combining the sight and bomb release mechanism into a single system.
In short,they proposed that I transfer without delay to work at the new KB and head
the special equipment team.The team had been almost completely staffed, but did
not yet have a leader.They were designing a new bomber and needed to exercise the
maximum initiative and inventiveness in order to increase to the maximum extent
the aircraft’s defense capabilities under fighter attack and its bombing precision.They
suggested that we get to work immediately.The new bomber, the future pride and
glory of our Air Force, was supposed to take off by March 1935! Bolkhovitinov took
it upon himself to arrange everything required for the ESBR tests at the Air Force
NII and also assigned me an assistant. As far as bonuses for the invention were
concerned, he was also able to arrange everything through the Air Force Directorate.
I asked for twenty-four hours to think things over. I was faced with providing
a very difficult explanation to Katya about our Elbrus plans, to MEI concerning
the liquidation of the special laboratory, and to the mechanic about finding
himself another job. Katya took it as a matter of course that the development of
the new bomber was more important for me than climbing Mt. Elbrus, but she
decided to go ahead with her plans. I suggested to the mechanic that he transfer
with me to the factory and he agreed. At MEI they threw a fit and announced
that they would demand payment for breach of contract in the event that the
contract work was discontinued.
Twenty-four hours later, I met the team entrusted to me.There were already ten
individuals on the team: four engineers, three technician/designers, two drafters,
and a copyist.With the exception of the female drafters and copyist, this was the
first time any of them had worked in aircraft design—right in a new KB.They put
their full trust in me despite the fact that I, a second-year student, was supposed to
teach them what was what. Bolkhovitinov had already called them together and
told them that the team chief would be a skilled and experienced employee of
Factory No. 22: Chertok.
My experience in industry and the general creative atmosphere of Bolkhovitinov
KB helped me to acclimate myself to my new role of design team leader. Assembled
here was a fellowship of diverse aviation enthusiasts, but they were all likeminded
in their desire to break up Tupolev’s monopoly on heavy aircraft.
Bolkhovitinov and the scientists who had come with him—Air Force Academy
professors—differed from most production workers in their unusual degree of
culture and democracy.This trait created an atmosphere of good will, openness, and
mutual assistance.There was no shouting or even conversations in an elevated tone;
there was invariable civility, equal treatment regardless of rank, and respect for the
opinions of others. Such was the psychological climate in our young work force.
Two engineer/electricians on my team,Anatoliy Buzukov and Yefim Sprinson,
were developing the electrical system of the future aircraft. Both had experience
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