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Aviation History
1924
1924 - 0210.PDF
Engineering Company, Butchers, Yorkshire Steel Company, Metal Air Screws, Ltd., etc.. etc. The types of machines selected were as follows :— Preliminary Training. Preliminary training for all pilots, Avro " 504K " with 110 "Le Rhone." Preliminary seaplane training, Avro " 504L" with "B.R.i:" (Chosen so as to avoid multiplication of different types). Scout Training. " Sparrowhawk " with " B.R.2." (These machines were " Nighthawks" originally destined for the unsuccessful " Dragonfly " radial engine, but were modified so as to take the " B.R.2," a type of engine immediately available.) f1 . Flying Boat Training. Preliminary flying boat training, Supermarine " Channel " type with Siddeley " Puma." Flying boat training,* " F.5 " fitted with two " Eagle VIII." • Fleet Co-operation. Fleet Spotting and deck landing, " Panther " with " B.R.2," also fleet type " Sparrowhawk." Torpedo dropping, " Cuckoo " with " Viper " engine. In addition to the above machines several of the latest types were taken out with a view to experimenting with them. under actual service conditions in Japan. These were Blackburn " Swift " torpedo carrier, Supermarine " Seal " amphibian fleet spotter, and Vickers' " Viking " amphibian fleet spotter. In all approximately 200 machines were ordered in the first instance. These orders were supplemented at a later date from Japanese as well as British sources. In addition to engines fitted into machines, some " Lynx " engines were ordered • for fitting into Avros with a view to utilising this engine for training purposes. It was also proposed to utilise the " Jaguar " in the Scout machine, the " Sparrowhawk," provision being made for it, thereby entailing the minimum of alteration. The advantage of having two engines of similar type wherein certain parts are common may be well appreciated. A few types of machines in common use during the War were also taken out as samples of prominent Service types, such as " S.E.5A," " D.H.9," Martinsyde " F.4," etc., also various types of engines for instructional purposes. In addition to the actual machines and engines required, a vast amount of material had to be arranged for, such as spare engines, aircraft and engine spares, spare floats for seaplanes, propellers (wood and metal), Hucks' Ford starters, electrical equipment, instruments, dopes and fabrics, A.G.S. parts, tools, bolts and nuts, oil, P.R. tubing, sparking plugs, armament and photographic supplies, medical equipment, and the hundred and one things which go to the making of a fully equipped Air Service. The official opening of the aerodrome at the end of July was preceded by a Shinto ceremony consecrating the ground to the use of the Imperial Forces. It is interesting to remark that a propeller was placed on the altar as an emblem suitable to the occasion. As an indication of the interest taken in flying it may be mentioned that there were present on this occasion upwards of 30,000 spectators, many of whom had walked great distances. The first course of instruction commenced on September 1 •with twelve probationary flying officers, one of whom was a military officer being specially trained at the request of the War Office. Since that date training has progressed without intermission, and, of course, the number of officers under instruction has gradually increased as additional facilities became available. Courses of instruction were carried on concurrently for engineer officers, armament and photographic and various other specialist officers, as also for warrant officers petty officers and ratings. As already mentioned, the organisation of the Mission was split up into four principal sections, and I will endeavour to outline generally their scope. Flying The Flying Section of the Mission was composed of six officers : one in charge, one for preliminary training, one for flying boats, one for seaplanes and preliminary flying boat training, one for scouts and one for deck-landing and fleet co-operation. With each of these officers were a number of Japanese officers acting as assistant instructors, together with pupils and the necessary personnel. All pilots who were accepted, i.e., those who had passed the special medical examination, were posted to the Avro Flight, where they had to graduate in the Gosport system. After successfully passing their preliminary course they would follow either of the under mentioned routines, depending on the suitability of the individual pupil, the exigence of the Service and his desires, as far as possible :— Scouts. " Panther " ship aeroplane. Fleet training course. Turret flying and deck-landing. Torpedo dropping, etc., from " Cuckoo " and " Swift " torpedo 'planes. Seaplanes and/or preliminary training flying boats. " F.5 " flying boats. Long cruise round a portion of Japanese Islands (1,500 to 2,000 miles). Fleet training course. Special flying courses for observer, gunnery, phdtographic and W.T. officers were organised in the flights concerned. All pilots had to undergo concurrently with the above suitable courses of technical instruction in aircraft, engines, armament, photography, navigation and wireless telegraphy. Night flying using Holt flares or the Lucas-Cranwell electrical sets was practised. The Fleet courses were very compre hensive, being carried out at Yokosuka, the nearest naval base. An experimental flight, for dealing with new types, did in a small way such work as would be done at Martlesham Heath. There is a speed course, electrically timed and with camera obscura. The general conclusion reached as to the ability of the Japanese as pilots is that there is little difference in the time taken to pass successfully through the Gosport course of preliminary flying training, particularly when allowance is made for the fact that most of the pilots under instruction had at the commencement an imperfect knowledge of English, thus making the important conversations on the ground with their instructors and lectures not so readily understood as one would wish. They show little, if any, signs of nerves, and are always ready to attempt the most difficult manoeuvres. Mechanical contrivances in general have, of course, only been known in Japan in recent years, and this fact may no doubt account for the little interest shown by the average pilot in such devices being kept at the highest pitch. There is not, for example, the same keenness as exhibited by the youth of this country to possess a motor-bicycle and keep it in the highest possible state of perfection. Such mechanical sense will undoubtedly develop, and in fact during the years we have worked with the Japanese and insisted on this point a noticeable improvement has been made. The general average of ability in pilots is distinctly high, possibly higher than we are accustomed to find in this country, but it would seem likely that there is a smaller percentage of abnormally good pilots. Due no doubt to the fact that the ancient cult of Bushida, education and tradition have tended to produce a racial and not an individual type, we may expect to find, and in fact do find, a certain indecisiveness when they are thrown into a situation entirely unexpected, not to say dangerous. They do not seem to possess to the most desirable extent that instinc tive sense of prompt action so essential under such circum stances, although if given time they would no doubt extricate themselves successfully. They have the virtue of courage developed to the fullest Extent, and would go to any length to carry out orders, no matter what the odds were. They also have great powers of endurance. Technical training has done much to encourage pilots to take a real interest in their machines and engines, and every endeavour is made to foster healthy competition between respective units. The Japanese are often oblivious to dis quieting noises in an engine, but training and practical experience have already tended to develop a .keener mechanical sense of hearing. The smaller stature of the Japanese is an advantage in many ways, but a disadvantage to them when suddenly called upon to fly a British machine ; a number of minor alterations to controls, seats, etc., were required. The mechanics are deserving of the highest praise, being extremely keen to learn and very hard working, and have great esprit de corps. Practically all casualties were due to error of judgment of a common nature. No fires in the air or after crashing occurred. No machine failed in the air from defective structure. Technical Section The Technical Section was composed of five officers, one in charge of section, one for aircraft, one for engines, one designer and lecturer on aeronautical engineering, and one for technical training and also parachute training. As indicated previously, there were also five warrant officer engineers, four riggers and **
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