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Aviation History
1912
1912 - 0396.PDF
\fiML MAY 4, 1912. CONFERENCE AT THE HOUSE OF COMMONS NAVAL AND MILITARY AVIATION. ON AT the House of Commons on Tuesday of this week, Col. Seely, Under-Secretary of State for War, presided over a conference that was attended by the leading pilots and others interested in the development of aviation. The Royal Aero Club was instrumental in arranging the meeting and Sir Charles Rose, Chairman of the Club, therefore opened the proceedings by explaining to Col. Seely that those present had come to hear him discuss the Government's proposals with regard to aviation as outlined in the memorandum presented to both Houses of Parliament, full particulars of which have already been published in FLIGHT. Col. Seely expressed his pleasure at the attendance of so many prominent men in the world of aviation, and said that while he was prepared to answer any questions he thought it might perhaps be better in the first instance to recapitulate the outstanding points of the memorandum and the Army Orders connected therewith by briefly reviewing the procedure to be followed by a hypothetical applicant for admission to the Royal Flying Corps. The first point, said Col. Seely, was to write to General Henderson at the War Office, London, giving the number of the pilot's Aero Club certificate and some particulars as to age, height, weight, &c. If accepted the candidate proceeded to the Central Flying School on Salisbury Plain as a probationary officer to undergo a course of progressive tuition in flying, and to receive various other instructions of which particulars were detailed in the memorandum. It was anticipated that this probationary period would last from two to three months, and in some cases, perhaps, even for less time than this, when the pilot was already an expert. For learning to fly privately the applicant received £T$, and on being confirmed as an officer of the Royal Flying Corps was given a further £40 outfit allowance. Having so qualified, the officer could elect for continuous service with the corps, and according to his inclination and the vacancies that offered, might be attached to the Naval Wing, the Military Wing, or the Central School. As a flying officer he received £1 a day, and his term of service was four years. Replying to the question as to the prospects at the end of his term of service, Col. Seely remarked that he could make no promises. It was within the powers of the authorities to extend the term of service from year to year, but the calling was essentially a young man's job. Those who went in for it should look at it from the point of view of experience to be gained. Under the scheme no arrangements had been made or were contemplated by which officers would be pensioned after a long term of years because a long term of service was not contemplated, and it would be difficult to say what arrangements would be made if an exceptional case of this sort arose. While attached to the corps, however, officers would, as shown in the Army Order, be eligible for pensions if disabled in flight. Those who did not elect for continuous service could join the first reserve, in which case they must put in an aggregate of nine hours flying during each quarter in Order to qualify for the retaining fee of £50 per annum to which they were entitled. More precise regula tions would probably be drawn up regarding the nature of the quarterly flights required, and in reply to a question, Col. Seely said he would consider the advisability of specifying a minimum altitude in connection with them. He explained that officers would be encouraged to use their own machines on such occasions, and that the State would repair damages free of charge. Flights would have to be made under observation, but as far as possible the convenience of officers would be studied, so that many of them would be able to fly at the aerodromes at which they were ordinarily engaged. One thing, said Col. Seely, that must be very clearly borne in mind was the obligation that the officer assumed when joining the Royal Flying Corps. He must be prepared to serve the State in any part of the world in time of national emergency, and speaking of his own personal experience in the matter, Col. Seely said that he was convinced that it was proper not to attempt to limit the boundaries of service for an arm like the Flying Corps because the very nature of aviation was such as to set any arbitrary boundary at defiance. Col. Seely also emphasised the possible utility of aero planes in naval warfare, especially having regard to the increased speed of ships. Simple calculation, said Col. Seely, Would show that the pilot flying at quite an ordinary altitude of 2,000 ft. would have within range 10,000 sq. miles of sea. To a sea power like ourselves it was impossible to estimate the enormous value that aeroplane observations might be for naval purposes, and for this reason alone it would be unwise to restrict the service of the Flying Corps to flights within the boundary line of our coast. A flying officer, therefore, whether in the first reserve or serving with the oorpl would have to be prepared to go anywhere in times of emergency. In addition to the first reserve, there was also a second reserve, and Col. Seely thought that they would not at first pass officers into the second reserve unless they had first served in the first reserve. In the second reserve officers would be under no obligation to make flights other than in times of emergency, and they would receive no retaining fee Everyone who held rank in the corps would be a person holding a practical certificate, and he hoped with special knowledge on the whole subject both at home and abroad. The Government were prepared to undertake the repair of a pilot's own machine if it was damaged in reasonable circumstances at the Central Flying School, and the machine would still remain the property of the pilot. In conclusion, Col. Seely appealed to all present to do their utmost to make the scheme a success. 396 The point at issue in connection with the conference was solely the question of encouraging civilian flyers to become flying officers, and had nothing whatever directly to do on this occasion with the purchase of machines or the position of the British aeronautical industry. But when you come to look at it below the surface it is not difficult to realise that this question of personnel lies at the root of the whole subject of materiel in so far as the manufacturer of the latter seeks to find support for his industry from the Government's official interest in flying and things appertaining to flight. Thus the sooner the Government has the men the sooner will they be able to get to work using up the machines, and the sooner will they require the British manufacturer to build others. It is to the manufacturer's interest, therefore, that everyone who can fly, including himself, should make application to join the Royal Flying Corps, which should for the moment be done by writing to General Henderson at the War Office. Those only who have Royal Aero Club certificates are eligible for immediate appointment to the corps, but others who wish to take up flying with the object of joining when proficient, should first ascertain if they will be eligible by writing to General Henderson now. It is an essential part of the scheme that all prospective officers should obtain their first certificate privately and at their own expense. Afterwards the War Office will pay him ,£75 on his appointment to the corps, in which he becomes a probationary officer until he has satisfactorily passed a general course of instruction at the Central Flying School on Salisbury Plain. Those who are already expert pilots can receive their additional training in reconnaissance, &c, by at tachment to the Military Wing instead of going to Salisbury Plain, but one and all must qualify in the other arts that make flying useful in war before they can be confirmed in their ap pointments as flying officers. A full course at the Central Flying School is expected to last four months; when completed the flying officer may elect for continuous service or the reserve, according as he is free to give up his whole time to the work or not. The period of service in either case is four years, but in the reserve it is only necessary to fly for an aggregate of nine hours each quarter in order to qualify for the retainer of ,£50 per annum, whereas the continuous service is, of course, like any other commission in the Army, an all time job, having, however, in this case pay at the rate of £1 a day and upwards. Now, inasmuch as flying is not an art that can be picked up week-ends, it may be said without prejudice that anyone who is in a position to learn to fly properly is also in a position to become an officer of the Royal Flying Corps. It is a young man's job, of course, when regarded in the light of the future, but for the moment it is unlikely that age will be allowed to stand in the way of those already known to be unusually pro ficient at the flying art. Both now and in the future, however, a young man might do far worse than take his four years' service with the R.F.C. as a preliminary to the more serious business of life. Men of the class and stamp we have in mind when saying this, do just as dangerous work and with less purpose in their ordinary pursuit of pleasure, so they ought to meet with encouragement rather than opposition in the home. It is a vocation that should appeal to the Britisher with a full force; he pursues an occupation that he might have chosen in any case, and he serves his country into the bargain. Incidentally, he becomes an officer holding His Majesty's Commission, receives a not inconsiderable rate of pay, and walks out into the world at large having had the finest sort of apprenticeship that a man of his class could possibly serve. And, we would add that it is not alone to the scions of wealthy houses that this short term service with the Royal Flying Corps should appeal. England would be all the better for more men on the look out for experience of this sort instead of! so many who start life in search of a pension and make no more than as much effort to " make good " as is required to get it.
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