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II
18
AHS-95, Chap. II
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attempt to secure seaworthy aircraft, the use of Navy PBY's was suggested, but no action was taken, and water landings were discontinued
late in 1944. Lack of a suitable landing area prevented the use of
seaplanes for this phase of training, and, when approval was finally
obtained for construction of a landing stage in 1945, postwar cutbacks
caused the abandonment of the project.
Meantime the idea of using B-17 airplanes equipped with rigid droppable
lifeboats was beginning to be accepted with a consequent lessening of
emphasis on both boat training and instruction of crews using amphibious
aircraft, The use of B-17's with lifeboats was discussed during the summer
of 1944, and training plans were made in September of that year. It was
hoped that the first class of 12 crews would graduate on 15 October 1944.
Although authorities at Keesler Field felt that there were not sufficient
facilities available for such training, tests with the A-1 type airborne
lifeboat were conducted there in September 1944.
When it became evident, despite local objections, that the new rescue
program would be taught at Keesler Field, requests were made for adequate
lifeboats and parachute assemblies. By 18 December 1944, 13 airborne
lifeboats were available, but lack of carbon dioxide chambers, necessary to
the buoyancy of the lifeboats, caused further delay in completing the
training of the first crews. Finally, in the last week of February 1945, the
first group of B-17 crews, eight in number, completed their preparation for
combat. Training of OA-10 crews still continued, and a group of 12 finished
simultaneously with the graduation of the first B-17