Alexander P. de Seversky

Using the $50,000 from the sale of his bombsight to the U. S. Government, Seversky founded the Seversky Aero Corporation in 1923.[5] Concentrating on making aircraft parts and instruments, the small company was unable to survive the stock market crash of 1929. On February 16, 1931, with the backing of Wall Street millionaire Edward Moore and other investors, he resurrected the enterprise as the new Seversky Aircraft Corporation in Long Island, New York.[7] Moving into the former EDO Aircraft Corporation's float plane factory at College Point, Long Island, Seversky's patents were the primary assets of the new company. Resolved to invest in research and design rather than relying on licence-manufacturing, many of Seversky Aircraft's designers were Russian and Georgian engineers, including Chief Engineer Michael Gregor and Alexander Kartveli. Along with Seversky, the designers embarked on an advanced all-metal, multi-place monoplane amphibian, the SEV-3. This ground-breaking design would go on to set numerous speed records at the 1933–1939 National Air Races, often piloted by Seversky himself, who was the company's greatest "pitchman". On September 15, 1935, flying at a speed just over 230 mph, Seversky set a world speed record for piston-engine amphibious aircraft.[6] Seversky also set a transcontinental speed record in 1938.

Alexander de Seversky standing before the SEV-3XAR, autumn 1934

The SEV-3 was eventually the progenitor of a family of advanced aircraft including the SEV-3XLR and 2-XP (two-place, experimental) fighter, the BT-8 trainer and SEV-1P (single-seat) fighter. The most radical conversion occurred when the fixed-gear SEV-1P was fitted with a rearward retracting main undercarriage to produce the prototype of the successful P-35A fighter series. The Seversky Aircraft design office led by Seversky was responsible for 25 different innovative projects, many of them "still-born" including the "Seversky Super-Clipper", an eight-engine, 250 ft span transoceanic transport and the four-place, tricycle gear "Seversky Executive" high speed personal aircraft.[7] The Sev-S2, virtually identical to the P-35, which was undergoing trials in 1937, dominated the last three Bendix Trophy air races, beginning in 1937 when Frank Fuller won at an average speed of 415.51 km/h.

The Seversky Aircraft Company began operating out of new facilities in Long Island in 1936, purchasing three factories, a flying field and hangar along with a seaplane assembly base at Famingdale and Amityville, Long Island.[8] Despite landing several government contracts, Seversky Aircraft was never able to turn a profit under Seversky's management and by September 1938, the company had to be bailed out again by Paul Moore (Edward's brother and heir). His financing of a rescue came with the proviso that Seversky, as President, would have his personal budget cut, while the board of directors transferred more power to managing director Wallace Kellett. A controversial contract Seversky negotiated in secret with the Japanese for 20 SEV-2PA-B3 fighters created antagonism with the War Department, leading inevitably to the U.S. government putting pressure on the USAAC to limit the P-35 order to the initial batch of 76 aircraft.[9]

When Seversky left for Europe on a sales tour in the winter of 1938–39, the Board reorganized the operation on October 13, 1939, renamed as Republic Aviation Corporation with Kellett becoming the new president. Seversky sued for redress but while legal actions dragged on, the board of directors voted him out of the company he had created. Republic Aviation would become an industrial behemoth during World War II designing and producing the Republic P-47 Thunderbolt and in postwar years, a continuing line of successful fighter aircraft before being acquired by Fairchild in 1965.[10]

As World War II approached, Seversky became engrossed in formulating his theories of air warfare. Shortly after the Attack on Pearl Harbor, he wrote Victory Through Air Power, published in April 1942, advocating the strategic use of air bombardment. [5] The best-selling book (No. 1 on the New York Times bestseller list, appearing first in mid-August 1942 and remaining in first place for four weeks) with five million copies sold. The book's popularity and hard-hitting message led to Walt Disney adapting the book into an animated motion picture (1943) of the same name where Seversky (who also served as the film's technical consultant) provided live-action commentary.[11] The Disney animated film received a lukewarm reception at the box office and from critics who felt it was an unusual departure from the standard Disney studio fare, sending out a powerful propaganda message based on an abstract political argument. The influence of both the book and film in wartime, however, was significant, stimulating popular awareness and driving the national debate on strategic air power.[12]

Seversky was one of a number of strategic air advocates whose vision was realized in the 1946 creation of the Strategic Air Command and the development of aircraft such as the Convair B-36 and Boeing B-47 Stratojet. Seversky continued to publicize his ideas for innovative aircraft and weaponry, notably the 1964 Ionocraft which was to be a single-man aircraft powered by the ionic wind from a high-voltage discharge. A laboratory demonstration was acknowledged to require 90 watts to lift a two-ounce (60 g) model, and no man-carrying version was ever built.

In postwar years, Seversky continued to lecture and write about aviation and the strategic use of air power, following up his landmark treatise with Air Power: Key to Survival (1950) and America: Too Young to Die! (1961).