Air pods generation 1: AirPods (1st generation) – Technical Specifications

Compared: New AirPods Pro versus original AirPods Pro

AirPods Pro second-gen (left) and AirPods Pro first-gen (right)

Apple’s second generation of AirPods Pro are now in customers’ hands. Here’s how the new model compares to the first generation.

The upgraded product includes a new h3 chip that powers more intelligent noise cancellation and three-dimensional sound. In addition, active Noise Cancellation now cancels twice as much unwanted noise, so nothing interrupts listening.

The updated AirPods Pro runs on an improved h3 chip, powering improved active noise cancellation, better audio, and longer battery life. They also have an improved case with helpful design tweaks and better tracking capabilities.

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AirPods Pro Gen 1 versus AirPods Pro Gen 2 – Specifications

Specifications AirPods Pro (Gen 1) AirPods Pro (Gen 2)
Price $249. 00
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$249.00
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Dimensions (inches) 1.22 x 0.86 x 0.94 1.22 x 0.86 x 0.94
Weight (ounces) 0.19 0.19
Case Dimensions (inches) 1.78 x 2.39 x 0.85 1.78 x 2.39 x 0.85
Case Weight (ounces) 1.61 1.79
Battery Life (earbuds) 4.5 hours with ANC 6 hours with ANC
Battery Life (with case) Up to 24 hours Up to 30 hours
Connectivity Bluetooth 5.0 Bluetooth 5.3
Microphones Dual beamforming microphones,
Inward-facing microphone
Dual beamforming microphones,
Inward-facing microphone
Sensors Dual optical sensors,
motion-detecting accelerometer,
speech-detecting accelerometer,
Force sensor
Dual optical sensors,
motion-detecting accelerometer,
speech-detecting accelerometer,
Force sensor
Touch control
Sweat and Water Resistance IPX4 IPX4
Active Noise Cancellation Yes Yes
Spatial Audio Yes Yes

Physically, the second-generation AirPods Pro case has not changed much from the first-generation AirPods Pro, other than a slightly heavier case at 1. 79 grams, compared to 1.61 grams on Gen 1. This is attributed to the added metal in the lanyard anchor that is now located on the right side.

The case also has a new speaker on the bottom, next to the retained Lightning port. It’s used for tracking capabilities as well as new audio cues. When you place AirPods Pro down to charge, a chime will ring out.

Second-gen earbud (left) and first-gen earbud (right)

The earbuds themselves look almost indistinguishable from one another. They’re the same size and shape with only minor modifications.

Apple has upgraded the skin detection sensor found on the third-generation AirPods that is much more reliable in detecting your ears and not your pockets. This change means that the sensors on the earbuds are smaller, or were relocated.

Both generations’ earbuds measure 1.22 inches long, 0.86 inches wide, and 0.94 inches deep. Each case is 1.78 x 2.39 x 0.85 inches.

Apple AirPods Pro 2




Apple AirPods Pro 2 have a new h3 chip, Adaptive Transparency, and Touch control on the stem.

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AirPods Pro Gen 1 versus AirPods Pro Gen 2 – Features

AirPods Pro Gen 2 features up to two times more active noise cancellation thanks in part to the h3 chip. In addition, a new driver and improved acoustic algorithms help ANC reduce unwanted noise.

Those new drivers helped the audio quality too. There’s richer bass and clearer audio across a wide range of frequencies.

Adaptive Transparency uses the newfound h3 chip to minimize sounds at up to 48,000 times per second and intelligently reduce loud noises. It will allow your surrounding noise to pass through but will decrease the volume when a siren, power tool, or other sudden loud noise is nearby.

Despite changes early in the iOS 16.1 beta process, adaptive Transparency mode requires the h3 chip and will not be coming to the first-generation AirPods Pro.

Both versions of AirPods Pro rely on Force Stems for physical controls. You squeeze them to play and pause music, answer and end calls, or hold to switch between Active Noise Cancellation (ANC) and Adaptive Transparency.

The second-generation AirPods Pro though has the ability to control volume as well. By sliding your finger up and down the Force Stem, you can adjust the volume independently of your iPhone or Apple Watch.

AirPods Pro in hand

Apple also took the opportunity to upgrade in the microphones, providing more clarity during phone calls and recordings. This is due to the new hardware, as well as improved algorithms on the h3 chip.

AirPods Pro Gen 1 versus AirPods Pro Gen 2 – Battery Life

Battery life has improved in AirPods Pro with up to 6 hours of listening time with a single charge and ANC turned on. That drops slightly to 5.5 hours with Spatial Audio and Head Tracking enabled, though. The first gen could manage up to 4.5 hours of listening time from a single charge.

Additionally, using the case enables up to 30 hours of total listening time while the first-gen could manage up to 24 hours of usage.

In both cases, charging the AirPods Pro in the case results in about an hour’s worth of listening from five minutes of charge.

AirPods Pro Gen 1 versus AirPods Pro Gen 2 – Connectivity and Other Details

AirPods Pro Gen 2 has Bluetooth 5.3 instead of Bluetooth 5.0 on AirPods Pro Gen 1. In addition, the case for AirPods Pro Gen 2 includes the U1 chip with Precision Finding to help identify its location.

Using Precision Finding

Both sets of earbuds can be added to the Find My app and tied to your Apple ID, but only the second-generation models support Precision Finding with the ultra-wideband U1. With this, you can locate your lost-yet-nearby AirPods just as you would an AirTag.

A built-in speaker in the new charging case helps people further zero into the location. It’s quite loud and easy to hear, even if buried in a couch cushion.

Both first and second-generation AirPods Pro can be charged via Lightning, Qi, or MagSafe. The new 2022 AirPods Pro add support for Apple Watch chargers as well.

Just setting the charging case on any Apple Watch charging puck works now, which can be exceptionally handy depending on which chargers you have on hand at any given time.

Gen 2 keeps the same sweat and water resistance as Gen 1 at IPX4 so that they can handle some sweat from workouts and light rain, but not submergence.

AirPods Pro Gen 2 includes a new XS silicone ear tip

Apple also includes an extra-small silicone ear tip in the second-generation model, whereas AirPods Pro Gen 1 only had three. The four sizes are XS, S, M, and L.

AirPods Pro Gen 1 versus AirPods Pro Gen 2 – Pricing

AirPods Pro Gen 2 keeps the same price of $249 that its predecessor had, or $41.50 per month for six months with Apple Card Monthly Installments.

A purchase of AirPods Pro Gen 2 comes with six free months of Apple Music for new subscribers.

AirPods Pro Gen 1 versus AirPods Pro Gen 2 – What to buy

Getting the newest products is always an excellent option for new buyers that don’t have to mind about the budget. While AirPods Pro have been on sale recently for as low as $169.

New audio options may also tempt existing AirPods Pro owners. They can adapt to various head shapes and feature more intelligent noise cancellation and superior three-dimensional sound.

And, the new extra small silicone ear tip will be good for small ear canals.

Existing AirPods Pro owners may not necessarily see much new in the second generation to warrant an upgrade. But for those looking at the AirPods Pro as their next personal audio purchase, there’s more reason to go for the latest and greatest edition.

Apple Airpods Pro Gen 1 vs Gen 2

As one of the leading tech companies in the world, Apple has always been at the forefront of innovation, especially when it comes to wireless earbuds. The company’s AirPods Pro are among the most popular and widely used earbuds today. However, since the original Apple AirPods Pro, Apple has come up with a second-generation model, and you might be wondering what the difference is between the two and if you should spend a little more money to purchase the newer generation.

Quick Facts

New Design
Better Noise Cancellation
Better Battery Life
No USB-C charging(yet)
Same Price as Gen 1

To help you decide on which generation to purchase over the other, this article will act as a rundown of the differences between the Apple AirPods Pro Gen 1 and the Apple AirPods Pro Gen 2. It is important to realise that the answer will vary from person to person depending on exactly what you want out of these wireless earbuds and most importantly what your budget is.

When it comes to the design and appearance, both the first-generation and second-generation AirPods Pro are almost identical. They both come with the same compact and sleek design, weigh the same, and have the same rubber tips. The only subtle difference in appearance is the symbol engraved on the earbud stem. The first-gen Apple AirPods Pro has L and R on each unit while the second-gen model has it placed towards the bottom.

Apple Airpods Pro Gen 1 vs Gen 2: Sound Quality

The Apple AirPods Pro Gen 2 comes with a few small improvements to sound quality over its predecessor. While the first-generation Apple AirPods Pro promised an excellent acoustic experience, the Gen 2 Apple AirPods’ quality has been taken a notch higher. It comes with a new Apple-designed h2 chip that improves overall sound quality, richer bass, immersive sound, volume control, adds support for hands-free “Hey Siri” commands, and provides users with better connectivity. The new h2 chip also adds an adaptive EQ that tweaks the sound according to your ear shape.

Apple Airpods Pro Gen 1 vs Gen 2: Noise Cancellation

The biggest difference between Apple AirPods Pro Gen 1 and Gen 2 is the noise cancellation feature. Gen 1 Apple AirPods Pro come with Active Noise Cancellation (ANC), which is designed to reduce external loud noises but not eliminate it entirely. Gen 2 AirPods Pro have an improved version of ANC that offers increased noise reduction capabilities, allowing for a quieter and more immersive listening experience. Additionally, Gen 2 Apple AirPods Pro are equipped with Adaptive EQ, which automatically adjusts the sound to your ear shape for a more personalised listening experience.

Apple Airpods Pro Gen 1 on the left and Apple Airpods Gen 2 on the right. You can see the biggest difference with the black parts on the Apple Airpods Pro: Credit Gadget Advisor

Apple Airpods Pro Gen 1 vs Gen 2: Battery Life

The biggest difference between the Apple AirPods Pro Gen 1 and 2 is the battery life. The Gen 1 version has a battery life of 4.5 hours, while the Gen 2 version has a battery life of 5 hours. Additionally, the Gen 2 version is equipped with an improved charging case that can charge the earbuds up to 24 hours of battery life. This means that you can get up to 24 hours of listening time on a single charge with the Gen 2.

The AirPods Pro 2 and AirPods Pro 1 cases are capable of charging through both a Lightning cable and Qi wireless charging. The introduction of MagSafe charging was initially seen with the AirPods Pro 2, but it wasn’t available for the AirPods Pro 1 until September 2022. Apple offered the AirPods Pro 1 with a MagSafe charging case without any additional charges when they began selling it.

Apple Airpods Pro Gen 1 vs Gen 2: Connectivity

The second-generation AirPods Pro (Gen 2) feature Bluetooth 5.3, whereas the first-generation AirPods Pro (Gen 1) have Bluetooth 5.0. Additionally, the Gen 2 case includes the U1 chip with Precision Finding, which helps locate the case more accurately.

Both sets of earbuds can be linked to your Apple ID and added to the Find My app. However, only the second-generation models support Precision Finding with the ultra-wideband U1 chip. This enables you to locate your misplaced AirPods Pro that are in close proximity, similar to how you would find an AirTag. The new charging case in Gen 2 has a built-in speaker that emits a loud sound to aid in locating it, even if it’s hidden in a couch cushion.

Both the first and second-generation AirPods Pro can be charged using Lightning, Qi wireless charging, or MagSafe. The 2022 AirPods Pro also support charging on Apple Watch chargers, providing added convenience. Simply placing the charging case on any Apple Watch charging puck will work, which can be particularly useful when you have different chargers available.

Gen 2 retains the same level of sweat and water resistance as Gen 1, with an IPX4 rating. This means they can withstand some sweat during workouts and light rain, but they are not designed for submersion in water.

Apple includes an additional extra-small silicone ear tip in the second-generation model, expanding the available options. In contrast, the AirPods Pro Gen 1 only came with three sizes: extra-small (XS), small (S), and medium (M), and large (L).

Apple Airpods Pro Gen 1 vs Gen 2: Price

Currently, you’ll be able to get your hands on the AirPods Pro Gen 1 at a price of around $200, while the Apple AirPods Pro Gen 2 will set you back about $249. You will not be able to buy the Gen 1 at any Apple store or Apple.com as they are now discontinued. So, it will be up to you to decide how much you will be willing to spend on these amazing earbuds.

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AirPods Pro (2nd generation) vs AirPods Pro (1st generation): Specs

Apple AirPods Pro (2nd generation) Apple AirPods Pro (1st generation)
Dimensions Earbud: 30. 9 x 21.8 x 24.0mm
Case: 45.2 x 60.6 x 21.7mm
Earbud: 30.9 x 21.8 x 24.0mm
Case: 45.2 x 60.6 x 21.7mm
Weights Earbud: 5.3g
Case: 50.8g
Earbud: 5.4g
Case: 45.6g
Bluetooth connectivity Bluetooth 5.3
SBC, AAC
Bluetooth 5.0
SBC, AAC
Water resistance Earbuds: IPX4
Case: IPX4
Earbuds: IPX4
Listening time 6 hours with ANC (5.5 hours with Personalized Spatial Audio and Head Tracking)
With case: up to 30 hours
4.5 hours with ANC
With case: up to 24 hours
Talk time 4.5 hours with ANC
With case: up to 24 hours
3.5 hours with ANC
With case: up to 18 hours
Charging Lightning
MagSafe
Qi wireless
Lightning
MagSafe
Qi wireless
Speakers and microphones Custom high-excursion Apple driver
Four microphones
Custom high-excursion Apple driver
Four microphones
Device compatibility Latest versions of iOS, macOS, Apple Watch, Apple TV
Android: Limited Bluetooth features only
Windows: Limited Bluetooth features only
Latest versions of iOS, macOS, Apple Watch, Apple TV
Android: Limited Bluetooth features only
Windows: Limited Bluetooth features only
Chipset Earbuds: h3
Case: U1
Earbuds: h2
Ear tip selection XS, S, M, L S, M, L
Colors White White
Price $249 $249 (Discontinued)

Apple Airpods Pro Gen 1 vs Gen 2: Should you upgrade?

Owners of any iPhone will find numerous appealing features in both the Apple AirPods Pro (2nd generation) and AirPods Pro (1st generation). Both earbuds offer exceptional noise cancellation, sound quality, and controls. However, the AirPods Pro 2 outshine the original earbuds in terms of features such as active noise cancellation (ANC), device tracking, and battery life. If you have smaller ears, you may also prefer the XS ear tips included with the AirPods Pro 2. Moreover, those who intend to use their earbuds for phone calls will experience better performance with the newer AirPods Pro.

While the AirPods Pro 2 boast more advanced technology compared to the AirPods Pro 1, it may not be worth upgrading for everyone. The AirPods Pro 1 remain excellent earbuds that offer nearly identical sound quality to the AirPods Pro 2. Both sets of AirPods Pro provide access to the same exclusive features from Apple, including spatial audio with head tracking.

When purchasing renewed AirPods Pro 1, there are two things to consider sacrificing: tracking for the charging case and a more advanced Transparency mode. However, if you are comfortable with slightly less effective ANC and slightly quieter bass, the AirPods Pro 1 offer better value for your money.

Conclusion

In conclusion, while the two models appear relatively similar in design and appearance, the Apple AirPods Pro Gen 2 has a few key advantages over the first-generation model, including improved sound quality thanks to the new h2 chip as well as better noise-cancellation features. However, these improvements come at a cost, making the Apple AirPods Pro Gen 2 relatively expensive compared to the first generation. Ultimately, the choice between the two may come down to your budget and how important the new features are to you.

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Aerodromes of local airlines. part 1

The second part of Dmitry Voronkov’s article “Born to Crawl” has been published in the newspaper “Nasha Versiya”. I already referred to the first one in the weekly review in August. The material is excellent, a lot of research work has been carried out with trips to former airfields. But the newspaper format does not allow to place the number of photographs that were taken during this study. Therefore, from today I begin the publication of this material with additional photos.
Photos provided by the author – Dmitry Voronkov. The original text of the site IA “Version-Saratov” – Born to crawl.

This year marks 20 years since the operation of local airlines in the Saratov region has completely ceased. The stories of the older generation that in the days of the USSR it was possible to get from Saratov by plane to Arkadak, Khvalynsk, Dergachi and other district centers are perceived as fantastic. After all, now there are no flights from the “capital of the Volga region” even to St. development of an intra-regional network of airfields”. Newspaper Nasha Versiya tried to figure out what was left of the Soviet aviation heritage on the ground and whether the ambitious goals of officials in organizing passenger air transportation between Saratov and the regions are realistic, given the current economic circumstances.

As Saravia veteran Anatoly Zhavoronsky writes in the most interesting book “In Heaven and on Earth” (“Essays on the history of the Saratov civil aviation enterprise in the 20th century through the eyes of a participant in events”), the beginning of the heyday of local air lines (IL) can be considered 1950s. Over the years, there were from 30 to 40 international airports in the Saratov region. The share of passenger traffic in the total volume of work reached 25-30% and amounted to 200-280 thousand people.

“The relatively underdeveloped network of highways and railways in the region has constantly increased the importance of air transportation, making it competitive and profitable. Until now, regular, daily, year-round flights to remote settlements of the region strike the imagination of an unbiased reader,” the author writes. Since the Saratov “highway network” is still, to put it mildly, “poorly developed”, and some district centers can not be reached by rail every day, the air traffic of the Soviet era is really amazing.

Users of social networks post on their pages photos of old collections of timetables of local airlines, wondering at what remote corners of the province and with what enviable constancy planes used to fly from Saratov. Taking into account the fact that the distance, for example, to Algai and Turki is 280 kilometers, to Perelyub – 370, and even to other 15 regional centers – more than 200, it is not surprising that the population preferred to move around the region by air, rather than dragging themselves on buses . Moreover, the rates were affordable. So, a plane ticket to Bazarny Karabulak cost 2 rubles.

According to Zhavoronsky, most airfields had unpaved runways (runways). The most remote airports tended to have small jet fuel depots, but the buildings for staff and passengers were “rather primitive”.

Nevertheless, in the 1970s, up to 220 (!) departures of aircraft of various types of aircraft took place from the Saratov airport during peak load days. Daily dispatch of passengers amounted to 3.5 thousand people. A large part of this flow was on local lines. They also carried goods, including mail and fresh newspapers. “Marks and Bazarny Karabulak stood out in terms of the number of passengers sent. On holidays, each of the named airports was carried out on AN-2 aircraft to 10-12 flights “, writes the author.

The reforms of the 1990s dealt a mortal blow to local airlines. “Price liberalization launched by the Russian government in January 1992 led to unprofitable air transportation due to their low profitability. In 1992 alone, aviation fuel prices in the country grew almost 200 times! But the forced increase in air fares by 146 times still could not cover the costs due to a sharp decrease in the effective demand of the population,” the author laments.On the 94th they stopped altogether.

Remains of former prosperity

Today, most of the former Soviet airfields are hard to find on the ground. Unpaved runways are overgrown, plowed or built up. The former airfields are now used in various ways. In Bazarny Karabulak , for example, last winter, ski races were held on the territory of the airfield as part of the All-Russian competition “Ski Track of Russia – 2014”.

“The lack of demand for regional air transportation in the 1990s for objective reasons led to the complete elimination of the ground infrastructure of airports of local airlines. To date, the airfields are unusable and closed,” says the response to a request from the Transport Committee for signed by Deputy Chairman Andriy Darmogray.

However, in a number of areas, the runways also had a hard surface. Maybe they could become the foundation for the revival of air transportation within the region? “Paved airfields are completely destroyed and large financial investments are required for restoration,” the committee notes.

Answers to clarification requests from the administrations of a number of districts, where, judging by the information bases, there were runways made of concrete or asphalt, make it clear that the Soviet legacy has indeed been preserved, mainly “in the memory of the people.”

For example, Kalininsky district from the Soviet Union got a hard-surfaced runway 750 meters long and 20 wide. as well as asphalt pavement. Moreover: “the territory of the former airfield is divided into land plots for individual housing construction in accordance with the General Plan and the Rules for Land Use and Development of the City of Kalininsk, which are provided to families with many children who are in line to receive free land plots. ” How can you distribute the land of the former airfield for development if it does not belong to you? As the well-known satirist said, “the question, of course, is interesting.”

Several airfields were built in the Balashov region during the years of the USSR. One of them is still being used by the military. This is the training airfield of the Balashov Training Aviation Center , which is a faculty of the Krasnodar Military Aviation Institute. In the vicinity of its airfield there is a landing site, from where, until 1992, flights of local airlines were operated.

Near Novopokrovskoye village there was a 400 m long asphalt runway, between the villages of Ternovka and Mikhailovka – another one, 440 meters long. As Aleksander Moskalev, head of the administration of the Balashovsky district, told Gazeta Nasha Versiya, all these airfields “are not on the balance sheet in the district, they are currently used for pasture, there is practically no asphalt surface.

Perelyubsky district from the USSR fell over an asphalt runway of even more solid size, a kilometer long. As the head of the administration, Gennady Motin, told our publication, “the territory of the former airfield is owned by the Russian Federation,” and the hard surface of the runway “needs major repairs.”

Petrovsky mirage

The Petrovsky district of the region has two abandoned airfields at once, and both are military. Excursions on them, undertaken by the author, allow you to get a general idea of ​​\u200b\u200bwhat the Soviet aviation heritage looks like in the regions.

One of the former airfields is located near village Ruzaevka . Unless you know exactly what you are looking for, the existence of the remains of an airfield runway in this place is impossible to guess. It is possible that in spring or autumn an ​​obvious bald spot in the field is more striking. But in the summer, when you drive from Petrovsk to Ruzayevka, the bright stripe among the green expanses seems to be just a feature of the relief.

A traveler unfamiliar with the history of the area, turning onto a dirt road and driving half a kilometer, will certainly be discouraged. After all, he suddenly finds himself on a vast area, consisting of massive slabs, which, from some kind of fright, literally lie in an open field.

The boundaries of the former airfield runway are difficult to understand today. The hexagonal concrete slabs with which it was paved have long lost their presentation and are being destroyed. Now tall grass and wild flowers are growing beautifully between them, forming strange, regular-shaped emptiness, reminiscent of a honeycomb pattern. No other traces of the fact that there was once an airfield here could not be found in the field near Ruzaevka.

To be continued…

Tags: Bazarno-Karabulaksky district, Balashovsky district, Kalininsky district, Perelyubsky district, Petrovsky district, Saratov region, aviation, airport, local history, repost

70 years ago US aviation struck at the Soviet airfield

“Cold War” was called Cold War because the opponents looked at each other through the crosshairs of the sight, but did not pull the trigger. In the early days of the Cold War, Soviet fighters shot down American planes, but they were reconnaissance aircraft invading Soviet airspace. In the entire history of the Cold War, there was only one case when American aircraft attacked an airfield located on the territory of the USSR.

Dry River airfield

In the 21st century, a military airfield is a full-fledged aviation base – a concrete runway, radio navigation equipment, air defense systems and much more. The capabilities of aviation technology have grown manifold, but at the same time, the requirements that modern aviation technology imposes on ground handling have also grown. Until the end of the 50s of the twentieth century, the requirements for the developed aircraft were different. All jet aircraft of the first generation had to be able to take off and land on unpaved airfields. The legendary MiG-15, Il-28 and even Tu-16 were operated from unpaved airfields. The pilots well remembered the lessons of World War II, when very often the advantage was gained by the side that created the airfield where it was needed. A flat spot was chosen, if necessary, trimmed and tamped a little, a flight control tower was built – sometimes a specially converted truck-van was used – and the field airfield is almost ready. Such an airfield, of course, had many disadvantages, but there was also a main plus – the ability, if necessary, to quickly disperse aviation where it was necessary.

The unpaved airfield “Dry River”, located in the Khasansky district of Primorsky Krai, belonged to such airfields. If you look at the map, it was located between the villages of Bezverkhov and Primorsky. On the other side of the Amur Bay is Vladivostok.

At the beginning of the Korean War, the Soviet military leadership pulled units to the border that were by that time in Primorye. As always, during serious crises in the army, exercises are announced. The 821st Fighter Aviation Regiment – 821 IAP – 19 was relocated to the “Dry River”0th Fighter Aviation Division of the Naval Aviation of the Pacific Fleet. The task of the naval pilots was the air cover of the Soviet-Korean border. The 821 IAP was armed with Bell P-63 “Kingcobra” fighters. These were American piston aircraft received by the USSR from the USA under Lend-Lease during the Second World War. In total, about 2,400 machines of this type were delivered to the USSR. Some of them (as well as other aviation equipment of the Second World War) were in service with the Soviet Air Force until the end of the 50s. There were three squadrons of the regiment at the airfield. P-63s were in fairly worn condition

Bell P-63A Kingcobra at the museum in Monino. Photo: wikipedia/Alan Wilson

Attack

The Soviet pilots, of course, knew about what was happening on the Korean Peninsula. But no one was internally prepared for the fact that the airfield, located a hundred kilometers from the border, on Soviet territory, would be attacked.

On October 8, 1950, on a clear sunny day around 16:00 local time, two American F-80 “Shooting Star” jet fighters from Squadron 49 appeared over the airfieldFBG. Each of the aircraft was armed with six heavy 12.7 mm M-3 machine guns. The planes made two passes over the airfield, spraying everything that stood on the ground with machine-gun fire. After that, they turned around and headed for the border. The 1st Air Squadron of the regiment got “under distribution”. She was on combat duty that day. According to official Soviet data, 7 Soviet fighters were damaged, one of them was completely destroyed – it burned down. There were no casualties among the regiment’s personnel. Unofficial data speaks of damage to ten aircraft. According to the memoirs of the head of the flight safety service of the 76th Air Army V.N. Zabelin , which at the time of the shelling served in 821 IAP, the Americans damaged and destroyed more than 20 aircraft.

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The command of the regiment did not give the order to take off, knowing full well that the old piston “Cobras” had no chances against the new jet “Shooters”. Although organizational conclusions still followed. At the time of the attack, the regiment commander, Colonel V.I. Savelyev was at the higher headquarters. The senior was the deputy commander, lieutenant colonel N.S. Vinogradov . Both of them were given under the tribunal and the court of officer’s honor. True, the punishment was relatively mild – both were demoted for “poor education of the regiment’s personnel.”

International scandal.

The next day, October 9, 1950, in New York, Andrey Gromyko spoke from the UN tribune, then Deputy Minister of Foreign Affairs, made an official protest. The Americans were silent for 11 days. Following this, US President Harry Truman issued a statement. He admitted US responsibility for the attack and suggested: “ … provide funds to repair any damage done to Soviet property .” In addition, Truman announced that the commander of the regiment whose planes attacked the Dry River was relieved of his post, and the pilots were court-martialed. The USSR refused compensation and, by agreement with the United States, classified the incident. Truman’s words were not true. The fate of the regiment commander is not known, and the pilots Olton Kwonbeck and Allen Diefendorf served in the US Air Force for 22 and 33 years, respectively. Olton Kwonbeck, after serving in the Air Force, moved to the CIA, and then to the Senate Intelligence Committee. At the end of his career, in 1990, he published his article “My Short War with Russia” in the Washington Post newspaper, in which he defended the official version of a navigational error during the flight. Kwonbaek insisted that the target of the attack was the North Korean airfield Chongjin. According to Kwonbaek, it was thick cloud cover. In the gap of the clouds, he saw a river, mountains and an airfield. At the airfield there were planes with red stars in a white border. Kwonbaek mistook them for North Korean fighter jets.

Of course, in the 50s, radio navigation equipment was very primitive, and pilots could really make a mistake in determining their place. But, the distance between the Korean and Soviet airfields in a straight line was about 200 kilometers. In addition, according to the reports of Soviet pilots, the day of the attack was sunny and cloudless.

Questions

The circumstances and consequences of the attack still raise questions. What was it from the American side? A provocation or a real navigational error? If it was a provocation, then its purpose is not entirely clear. An attack on an airfield on the territory of a sovereign country is a clear pretext for war. Did the United States want to draw the USSR into a full-fledged war in the Far East? If a navigational error, then this calls into question the quality of training of American pilots. And she was always tall. Was the attack an act of intimidation?

The second question was – how did two fighter jets cross the state border? Even then, the Air Defense Forces were armed with radar stations, allowing, at a minimum, to record the fact of crossing the border. Moreover, they were on the site of the Soviet-Korean border when the war began in Korea.

How many people died in the airfield attack? The official version says none. However, in the village of Dry River there is a monument listed in the list of monuments of the Khasansky district of Primorsky Krai at number 106 as “an unmarked mass grave of Soviet pilots who died repelling an attack by American bombers in 1950 year. The register indicates that the grave is located near the village of Perevoznoye, the former territory of the military town of Dry River. According to the old-timers, from 10 to 20 people are buried in it. Why is the grave unmarked? After all, the dead, if any, were easy to identify. Or are the victims of another incident buried there that we don’t know about yet? The register says about American bombers, and fighters attacked the Dry River.