Kenneth Walker - Between The Wars

Between The Wars

Walker became one of many officers holding wartime commissions to receive a commission in the Regular Army, into which he was commissioned as a first lieutenant on 1 July 1920, but was subsequently reduced in rank to second lieutenant on 15 December 1922, another common occurrence in the aftermath of World War I when the wartime army was demobilized. Already a command pilot, he also qualified as a combat observer in 1922. He was promoted to first lieutenant again on 24 July 1924.

Walker courted Marguerite Potter, a sorority member and sociology graduate at the Norman campus of the University of Oklahoma. The two were married in September 1922. In lieu of a honeymoon, they boarded a troop transport to the Philippines on 12 December 1922. Walker initially became Commander of the Air Intelligence Section at Camp Nichols. He was then posted to the Philippine Air Depot, where he served at various times as property officer, supply officer, adjutant, and depot inspector, before ultimately being assigned to the 28th Bombardment Squadron in 1924. In August 1923 he crashed a Airco DH.4 on take off but walked away unhurt. The Walkers had two sons, Kenneth Jr., born in February 1927, and Douglas, born in January 1933.

Walker returned to the United States in February 1925 and was posted to Langley Field, where he became a member of the Air Service Board. He served successively as adjutant of the 59th Service Squadron, commander of the 11th Bombardment Squadron, and operations officer of the 2nd Bomb Group there. In June 1929 he graduated from the Air Corps Tactical School, where he studied under Captain Robert Olds, a former aide to air power pioneer Billy Mitchell and a passionate advocate of strategic bombing. He then served at the Air Corps Tactical School as an instructor under Captain Olds in the Bombardment Section until July 1933, both at Langley and at Maxwell Field, where the school was relocated in 1931. Walker became part of a small clique of Air Corps Tactical School instructors that became known as the "Bomber Mafia", that argued that bombardment was the most important form of airpower. Its members also included Haywood Hansell, Donald Wilson, Harold L. George, and Robert M. Webster, Their influence was such that, during their tenure, bombardment achieved primacy over pursuit in the development of Air Corps doctrine.

One of Walker's tasks was to rewrite the bombardment text. He felt it was flawed because it failed to drive home what he saw as the most important fact, that "bombardment aviation is the basic arm of the air force". Following the views of air power theorists Billy Mitchell, Hugh Trenchard, and Giulio Douhet, Walker enunciated two fundamental principles: that bombardment would take the form of daylight precision bombing; and that it should be directed against critical industrial targets. In his article "Driving Home the Bombardment Attack", published in the Coast Artillery Journal in October 1930, he argued that fighters could not prevent a bombing attack and that "the most efficacious method of stopping a bombardment attack would appear to be an offensive against the bombardment airdrome." The Bomber Mafia argued that bombers flew too high and too fast to be intercepted by fighters, that even if they were intercepted, the bombers had enough firepower to drive off their attackers, and enough armor and resilience to absorb any damage their attackers might attempt to inflict. The Air Corps Tactical School developed a doctrine that became known as industrial web theory, which called for precision attacks against carefully selected critical industrial targets. Walker drove home his belief in bombardment with a famous dictum from his lectures: "A well-organized, well-planned, and well-flown air force attack will constitute an offensive that can not be stopped."

Walker published another professional article in 1933, entitled "Bombardment Aviation: Bulwark of National Defense". "Whenever we speak in terms of 'air force' we are thinking of bombardment aviation," he wrote, dismissing other forms of aviation. This was orthodox at the Air Corps Tactical School, which taught that "every dollar which goes into the building of auxiliary aviation and special types, which types are not essential for the efficient functioning of the striking force can only occur at the expense of that air force's offensive power." Walker's major thesis was that "a determined air attack, once launched, is most difficult, if not impossible to stop when directed against land objectives." At the conclusion of his article, he renewed his call for the creation of an independent air force "as a force with a distinct mission, of importance co-equal to that of the Army and the Navy." Walker's persistent advocacy of strategic bombing led to frequent clashes with Captain Claire Chennault, who led instruction in pursuit aviation at the Air Corps Tactical School from 1931 to 1936. Chennault believed that the right mix of fighters and ground defenses could successfully defeat a bomber assault and ridiculed Walker for suggesting that bombers could not be stopped, leading to "legendary" debates between the two.

In November 1934, Walker, now a student at the Command and General Staff School at Fort Leavenworth, testified with Robert Olds, Claire Chennault, Donald Wilson, Harold George and Robert Webster on the military aspects of aviation before the Howell Commission on Federal Aviation. All were current or former instructors at the Air Corps Tactical School, and all except Chennault were part of the Bomber Mafia. They argued for an independent air force, in contradiction to Army doctrine. Walker told the commission: "unless we create an adequate and separate Air Force, this next war 'will begin in the air and end in the mud'-in the mud and debris of the demolished industries that have brought us to our knees." They were unable to persuade the commission to recommend an independent air force, although it did agree that the Air Corps should be granted greater autonomy within the Army. The commission concluded that "there is ample reason to believe that aircraft have now passed far beyond their former position as useful auxiliaries ... An adequate striking force for use against objectives both near and remote is a necessity for a modern army".

The appearance in 1935 of the Boeing B-17 bomber gave the bombardment advocates the weapon they had long dreamt of. Not only could it carry an impressive bomb load of 2,500 pounds (1,100 kg) of bombs for 2,260 miles (3,640 km) or 5,000 pounds (2,300 kg) for 1,700 miles (2,700 km), but its top speed of 250 miles per hour (400 km/h) was faster than that of the contemporary P-26 fighter. Its high speed also led the bombardment advocates to downplay the danger posed by antiaircraft fire.

Walker's marriage ended in divorce in 1934, after he had an affair. He remarried and had a son named John, but his second marriage also ended in divorce. Walker graduated from the Command and General Staff School in June 1935 and was posted to Hamilton Field, first as Intelligence and Operations Officer of the 7th Bombardment Group, and then as commander of the 9th Bombardment Squadron. While landing a Martin B-12 bomber, he overshot the runway. The station commander, Brigadier General Henry Arnold reported that Walker, "supposed to be one of our best pilots, apparently cuts out completely, uses up 4,000 feet (1,200 m) and finally hits a concrete block and spoils a perfectly good airplane when he normally would have given her the gun and gone around again." After fifteen years in the rank, jokes circulated about his being the most senior first lieutenant in the Air Corps, but he was finally promoted to captain on 1 August 1935. He was temporary major from 20 October 1935 to 16 June 1936, and again on 4 October 1938, before the rank finally became substantive on 1 July 1940. He had another accident in 1937, when he crashed a B-17 on take off from Denver Municipal Airport but this time his flying skills were credited with saving the entire crew of nine from injury.

In 1938 Walker began a three-year tour in Hawaii, where he was operations officer of the 5th Bombardment Group at Luke Field, executive officer at Hickam Field, and then commander of the 18th Pursuit Group at Wheeler Field. Commanding a pursuit group involved a considerable change of pace for a man whose career thus far had been spent in bombers. His adjutant, First Lieutenant Bruce K. Holloway felt that Walker never demonstrated the "emotional exhilaration toward flying a high performance machine that is so typical of fighter pilots." Nor did he warm to the Curtiss P-36 Hawk fighter, especially after a near-fatal accident.