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Aviation History
1914
1914 - 0172.PDF
l/yeH Ground Organisation. Personnel.—Added experience only goes to emphasise the necessity for a high degree of military training and technical efficiency in tne Cround personnel, not only of those responsible for attending to tne machine,, but those employed on other duties, such as transport, intercommunication, &c. Success in war will depend as much on the efficiency and keenness of the ground personnel as upon those whose duties are more essentially in the air. And we should not overlook the fact that although our officers and men are of the keenest, those employed on ground work must be continually subjected to the disheartening effects of seeing the results of their hours of toil brought to nothing by the mischance of a second. 1 o the eood air mechanic the machine for which he is responsible is his pride. I know men who regard their machine almost as a living thing. They are intensely proud of its achievements. We are most fortunate in the fact that our officers and men are splendid : and I may say that such shocks have no effect on their keenness Their efficiency is indeed increasing more rapidly than we have had a right to expect in view of the limited facilities so far obtained for training. The rapid expansion of the Corps with the consequent dissemination of the old hands has also militated against the immediate development on solid lines of our ground organiza tion, though it is steadily improving with experience. I would like to add here a plea to manufacturers that they should look with sympathy on the Military Wing of the Royal Flying Corps, and co-operate with it in connection with the employment ff good men when they leave the Corps. In two or three years' time some men will be leaving the Service. They will prove—I say it advisedly—to be possessed of a high standard of character and technical ability, and will be available for and anxious to obtain skilled employment in aircraft factories. I will go further, and ask employers not to throw obstacles in the way of men wishing to join the Military Wing or its Special Reserve. A point brought into relief is that a large number of officers is required, under present conditions, to cope with the work. They are wanted for piloting, observing, gunnery, and command and administrative duties. Hitherto piloting has had a tendency to obscure the great importance o( the remainder. Material.—I think it is often forgotten by soldiers and constructors in connection with casualties of material that we are apt to base our experience entirely on manoeuvres. These generally only last a few days, and I think it should be remembered that the repairs and replacements which become necessary in the field do not give a fair indication of the average amount of such casualties to be expected in a longer period of campaigning. Much of the material is new at the commencement of manoeuvres, and does not become unserviceable in so short a period, whereas in a longer period parts would deteriorate sufficiently to require renewal in the field. A reliable basis for requirements in this direction is very difficult to obtain. At present we can only guess at the figures. Shtds,—Some aeroplanes deteriorate more rapidly than others by >>eing out in the open, but there is no doubt that they all deteriorate to very considerable extent, and if the climate is damp or otherwise unfavourable, new planes will be required after each period of manceuvres. More attention to varnishing the wood and exposed metal would probably well repay the time given. A really good waterproofing dope is a want. An entirely efficient very light portable tent is still lacking. If the ideal in this respect is obtained, considerable expense and deterioration of aircraft might be obviated by at once sending the tent shed to the breakdown, instead of having to go through the laborious process of dismantling the machine, loading it on a lorry, and bringing it in. Transport and Accessories.—Out designs in the matter of transport are gradually hardening, and are tending towards standardisation and simplicity. The amount of transport and accessories required in the field is at present large. But this must be in inverse ratio to the reliability and simplicity of aircraft, and to the degree of training of the personnel. We are now, I think, arriving at a sound organisation lor the maintenance of aircraft in such particulars as petrol, oil, spare parts, repairs and supplier. Our great aim, however, is to make the maintenance of aircraft as simple as that of the field gun. In this, as m all matters relating to the Flying Corps, time is required to enable the internal organisation to bear fruit. Uses of Aircraft. win Ia„VJne f dea,U rWUh ,maUeIs of de,ail as they at Present exist, I in wa" fo»™l«te >°eas as to the employment of aircraft ^nk,PeriC,nCe f*?e& \he Valut of aerial reconnaissance beyond a ZVhl, ymC^,Wealh,el' but P™*i<*lly in all weathers. Also it has been proved that there is no inherent impossibility in maintaining a.rcraft in the field. An examination of the estimates 172 FEBRUARY 14, 1914. of the various powers under this head shows how clearly the fact " Aer°iaT reconnaissance itself is much ; it will however be opposed, and that in the air. Anti-aircraft guns will assist, but probably insufficiently. , . . , ,.„ This fact being granted, there is the obvious necessity for different types of aircraft. They will undoubtedly be required to perform several distinct duties, and thus the question of the most suitable composition and distribution of flying squadrons to different portions of an Army, is clearly of much importance, both to soldiers and to aeroplane designers. Does the advanced cavalry require one type of craft ? The Head quarters of an Army another ? Flanking divisions a third ? V\ ill there be a battle squadron ? A fast scout flotilla ? A squadron to bunt down and destroy airships and to attack aircraft bases ? A low-flying armoured destroyer of ammunition parks and supply trains? A heavy transport convoy craft? A breakdown and repair craft? For all these duties, slightly different types and qualities are required. Even now, one can hardly imagine the tabloid Sopwith taking the role of a Sikorski argosy. Standardisation.—-Whatever the future may bring forth, I would like to emphasise as a principle, the necessity for all possible standardisation in the reproduction of any one design. We must weigh most carefully the merits of any new design, but at the same time check any unsound diversity. Standardisation of types is at present undesirable, but standardisation within types is essential. Every new pattern and every fresh modification spells increased stores, increased transport, and therefore loss of readiness and mobility of the force as a whole. Mobility and readiness for instant action at any time must be the essence of being a Flying Corps. A Flying Corps which is not in the field when the flag falls, if not before, has lost a large proportion of its utility. But to return to types. I do not suggest that a rapidly developing science like aviation may not necessitate the unhesitating abandon ment of one design for another, but the guiding principle must in any case be that of the fewest possible types compatible with the object to be attained. With each new type, innumerable attendant difficulties of maintenance, replacement and storage are forced upon one. This question is one of less imparlance in the case of the Navy, as it has no difficulties of land transport, but it is vital to an Army. Aerial Fighting. Hitherto, progress in military aircraft has had to do mainly with reconnaissance machines, and these have already been dealt with at considerable length, but the fighting aeroplane now claims attention. The problems raised or inherent in the question of aerial warfare are very complex. Command of the air will undoubtedly be sought. It will, as undoubtedly, be difficult to obtain. The third dimen sion—climbing—remains one of the principal stumbling blocks. There are two schools of thought regarding fighting in the air. The one holds that if an aeroplane is to flight, it must carry a passenger, gun and ammunition. It will be so large and heavy that it will be slow, also it will lack the means of intercommunication necessary for combined action, and it will be unable to come within range of a fast scout. The latter will come, get its information, and go, unmolested. It would appear that, for a time at all events, the fast scout will have the advantage. It depends largely on the number of fighting machines available. The other view is that fighting in the air must occur if results are to be obtained. Given that one side has sufficient fighting machines, it should be impossible for the unarmed scout to approach the point where it desires to glean information. We have as yet nothing to go on in this matter. It is however, of great importance that thought should be directed, by all concerned, to the problem, and to that of action against troops on the ground. Aerial tactics will take much working out, and an aerial building policy can only properly be based upon them. Recognition of Aircraft. A first requisite is the recognition of friend and foe. No system has yet been evolved to ensure the distinction and recognition of aircraft either from the air or from the ground. Instances do and will occur of rifle and gun fire being directed at aircraft, but it seems generally that troops refrain from firing owing to the impossi bility of recognising friendly from hostile aeroplanes, and from fear of firing at friendly ones. Reliance cannot as yet be placed on recognising hostile aircraft by their type. Moreover, as the speed of aeroplanes increases, the distances at which they must be identified in order to stand any- chance of hitting them also increases. Black and white stripes painted on the under surface of the planes are distinguishable at two or three miles, according to the light, but an.aeroplane cannot be recognised at any distance. It is
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