Part 5

I. French plans for the concerted use of squadrons of machines in time of war.

After describing the air-fleets with which far-seeing nations are now arming themselves, another point arises—and a point which is of supreme importance. This concerns the organisation of the military air service.

In organisation, it is clear, will lie the secret of success when aeroplanes are used in time of actual war.

France has certainly more right to speak on this subject than any other country, because she _knows_. Her experience has, indeed, been unique. She has bought machines, trained men, and has already dissected the results obtained from many experiments. And her greatest authorities affirm, definitely, that it is not sufficient to have a large number of machines, or a big corps of men. What any nation must possess, they say, in order to make its air-fleet really efficient, is faultless organisation.

Aeroplanes, either for scouting or destructive work, cannot be operated in haphazard style. Combination is essential. Every requisite of the air service must be in its place, and ready to hand; and everyone must know his work, and do it with precision, from the aeroplane pilot to the humble mechanic.

It is upon this question of organisation that the French authorities have been concentrating themselves. They see its vital importance, and are determined to formulate definite, practical schemes for the employment of large squadrons of machines. In this work, M. Milleraud, the French Minister of War, has been most active.

It is held that a fleet of aeroplanes should be divided up into separate aviation squadrons, each complete in itself, and that these depots should be attached to the various Army Corps.

Thus each squadron would act with its own Army Corps, performing its scouting and other work, and moving from place to place with the Corps.

In command of an aviation squadron, without doubt, should be an officer of great experience. Already, as a matter of fact, such men are being produced. They are officers who have gone through the whole routine of flying, and know every practical detail of the work, besides possessing a general knowledge of tactical operations.

Such a Commander of Aeroplanes should be constantly in touch with the officer in charge of the whole Army Corps. When military operations reach a stage that demands a rapid aerial reconnaissance, this officer in charge of aeroplanes will be called into conference, and told exactly what is required. He, in his turn, will indicate how his airmen can go to work; and he will then transmit orders to the pilots and observers, and also summarise their reports, for the benefit of Headquarters, after a reconnaissance has been carried out.

The value of such an officer, possessing complete practical experience, would be very great. The question might arise, for example, as to whether the wind was too high to allow a scouting expedition to be made. The Commanding Officer would, in such circumstances, promptly consult the Commander of Aeroplanes, who would come to an expert decision without any misunderstanding or delay.

Operating with the Commander of Aeroplanes should be other officers, all experienced men, and each specialising in one branch of aerial work. There should be an officer immediately in charge of the airmen. To this officer would fall the task of seeing that each scout thoroughly understood the work that he had in hand, that he was adequately equipped, and that his reports were presented in proper form.

Then should come an officer in command of the engineers. His would be important work. The engineers in charge of aeroplanes represent highly-skilled men, whose work is vital to the success of aerial operations. Several of them are usually detailed to each machine.

When aeroplanes are on active service, replacements and repairs will need constantly to be made; and the officer in charge of engineers will be called upon to superintend this work, and to see that all machines in the corps are in first-class condition. An aeroplane, at any rate as at present constructed, is a machine that needs unremitting attention in a variety of small ways. The use of a fleet of machines in time of war will mean that a very highly-organised staff of mechanics, under the supervision of a thoroughly-competent officer, will be required.

Then there may be a third officer, whose duty will be to take charge of all the baggage, supplies, and transport of the air service. His task will, it is clear, be no light one. There should be a number of motor repair-cars in connection with each aeroplane squadron, ready to move out, at a moment’s notice, and succour an airman who may have come down through mechanical defects. These break-down gangs will form a very important adjunct to the work of the aeroplane in war-time.

The question of transport is very important. As an army marches from point to point, so the aeroplanes attached to it will have to move also. Airmen will, in many cases no doubt, fly their machines from point to point; but there will probably be occasions when machines will need to be dismantled, and transported by road or rail.

In such circumstances the transport officer will be a busy man. In his hands, also, will lie the work of bringing up the supplies of petrol and oil which the aeroplanes will need.

The French organisation already strives to be as perfect as is possible, seeing that active service conditions are yet to be encountered. Motor waggons are provided for the transport of aeroplanes. Other, and slower waggons, bring up portable hangars. Then come heavier lorries carrying spare parts, and similar equipment. Bringing up the rear are motor waggons in the form of portable workshops.

The mere detailing of any such scheme as that outlined above, affords an indication of the necessity for perfect organisation in the use of war aeroplanes.

With machines improperly employed, with airmen carelessly instructed, and with repair-depots badly equipped, no nation can hope to make a success of its air service.

The determination of France, in this regard, is beyond all praise. Aeroplanes are being allocated to frontier forts. Practical discussions are taking place, frequently, at the Ministry of War. It is intended to establish an annual overhaul of war aeroplanes, so that obsolete machines may be removed from the active list, and relegated to the flying schools.

In all this, France is finding things out for herself. She has no precedent to guide her. This makes the work she has already accomplished all the more valuable. How far advanced the French air service is, and how admirably arranged is its scheme of operation, only the practical work of war will reveal.

II. Value of air-stations—Selection of landing-grounds—Preparing air-maps.

A very important feature of the organisation of an air-corps, especially in times of peace, is the permanent air-station. Here one finds machines, men, and the whole equipment of military aviation work. Of such stations, France now possesses quite a number.

An essential of such an air-station is a good manoeuvring ground for aeroplanes. Then comes the need to erect a number of sheds for the machines.

Also necessary is a completely-equipped repair-shop, in which damages, generally brought about by experimenting with machines, may be repaired. At one or two of the chief French air-stations, the equipment is so complete that there are commodious shops for the building of aeroplanes, in addition to any repair work undertaken.

Another and very important feature of a well-organised air-station is the school for military pupils, under the charge of an officer of experience.

Another detail of aerial organisation, regarding which both France and Germany are concerning themselves, is the selection of a number of landing-places for aeroplanes, preferably in the vicinity of large towns. Military authorities in France are enlisting municipal aid in this matter.

The idea is to fix upon an aerodrome, or suitable landing-place, outside all cities or towns of importance. Once chosen, the ground will be set aside for the arrival and departure of aircraft; and, in connection with it, there will be a small, permanent repair-shop.

Apart from their use for military flying, and particularly in connection with long reconnoitring flights, such landing-places, scattered all over the country, should, it is contended, do a great deal towards popularising touring by air, seeing that an aerial voyager would have some definite alighting point in view, when flying from point to point.

Besides such general aspects of organisation as have already been touched upon, France has foreseen the need for providing her air-corps with suitable maps to use when flying across country, and particularly when on reconnoitring work. The officers who flew in the autumn manœuvres of 1910 were able to report the need for such maps—a clear indication of the value of practical flying in revealing exactly what is required.

The Geographical Department of the French Army went to work with characteristic promptitude. The result is that special air-maps are being prepared so as to cover, in sections, the whole of France. In connection with these maps, the plan is to eliminate all unnecessary detail. When flying fast and high, an airman sees only the bold outline of what lies below him; and so, when glancing quickly at a map, he seeks to find on it some prominent landmark which will tell him where he is.

On French military maps the roads—which an airman always sees well—are coloured white. Woods are green; and railway lines, which always form an excellent aerial guide, are prominently marked. So are such landmarks as spires and towers. Good alighting grounds and air-stations are shown; and the presence of telegraph wires, a menace when making a descent, are also indicated.

With the help of such maps as these, French military airmen are now making long cross-country flights almost daily, without fear of losing their way. It is now possible, also, to fit a reliable compass to aeroplanes. The result is that, with a special map and a good compass, an airman can fly with accuracy from point to point, even over strange country.

FIFTH SECTION ENGLAND’S POSITION IN REGARDS TO MILITARY FLYING

I. Lessons which were ignored—Work of the Parliamentary Aerial Defence Committee.

So far as the position, at the present time, is concerned, England is far behind other great nations in the matter of aerial armament, and our deficiency is open to the greatest criticism. But it is, in all things, necessary to be fair. Therefore, it must be remembered that the War Office has pledged itself to a definite move.

A scheme, to which further reference will be made, has been brought forward to obtain the services of a hundred army airmen. More aeroplanes have recently been bought; and a sum of £11,000 is to be spent upon a military competition in England, which will probably be held in July next.

Thus, although our present position is perilously weak, we have the promise of a firmer, more reasonable policy. By the end of the forthcoming flying season, if the War Office maintains its new attitude, we should have laid the corner-stone, at least, of an efficient air-corps.

Therefore, in the criticisms of Government policy which it is, of course, impossible to avoid, the fact must be remembered that at last something is to be done—nothing very ambitious, it is true, nothing that will put us on a level say with France, but, at any rate, something. A very unpretentious policy is better than no policy at all.

In this section, we propose to deal with those circumstances, and representations, which have led to the dispelling of official apathy in England.

Compared with the work being done in France and Germany, we have still practically no organisation; and yet such organisation as has been described will spell all the difference between success and failure, when aeroplanes are actually used in war.

All that has been definitely established in England, so far, is the Air Battalion, which is not in a position to give all its time and attention to the development of the war aeroplane. Within its scheme of duties, in addition to aeroplaning, comes the manipulation or dirigible balloons, and also of ordinary balloons, and kites.

It was in April, 1911, that the Air Battalion came into existence. One or two aeroplanes had, by this time, been purchased. A flying school was opened on Salisbury Plain; and there was much talk, in the House of Commons, as to the start which this country had begun to make in regard to military aviation. This, as has been said, was in April.

Four months later, however, there were only half a dozen officers of the Air Battalion who were competent to handle aeroplanes in reconnoitring work; the remainder had been either without machines, or had been engaged upon airship or balloon duties.

Thus, despite repeated demonstrations of the value of the aeroplane for war purposes, and in face of the activity in France and Germany, we found ourselves, in September, 1911, with half a dozen military airmen who were ready to take part in the autumn manœuvres. As it happened, the manœuvres were cancelled; but, had they not been, six air-scouts would have been altogether insufficient to make any adequate test of the value of aerial reconnoitring.

In sharp contrast to our lethargy, France was, at this time, ready to put thirty aeroplanes, with highly-skilled pilots and observers, at the disposal of the troops in her autumn manœuvres. More could have been obtained, if necessary; but this number was considered sufficient.

It must not be thought that our military airmen lack either initiative or experience: they do not. In the limited opportunities they have had of showing what they can do, their performances have been highly meritorious. They are enthusiastic, and full of aptitude for their work. But they have lacked facilities, and also encouragement. Instead of there being purpose, and a genuine spirit of progress behind them, they have found neither energy nor interest, to say nothing of a persistent stinting of money.

A question inevitably arises. It is this: why has England lagged behind such alert nations as France and Germany in the matter of aerial armament? The answer lies in the fact that, until recently, the importance of the aeroplane in warfare was denied.

Enlightened views have been expressed, it is true; many men, even in official positions, have pronounced progressive opinions. But results are all-important; and it is a fact that no really satisfactory step has yet been taken to place this country on an equality with other nations in regard to an air-fleet.

Lessons have been ignored. The whole subject has been neglected, and it has only been as the result of determined agitation that anything at all has been done.

In view of the apathy prevailing, it was in May, 1911, that the Parliamentary Aerial Defence Committee, a body comprising members of Parliament of all political views, organised, at the Hendon aerodrome—which had been placed at their disposal by the courtesy of Mr Claude Grahame-White—a special display of airmanship, to which they invited military experts.

So far as it was possible to do so, in a one-day programme, a most convincing demonstration was given, both of the reliability and controllability of the modern aeroplane. Many famous people were present; a long programme of flying was carried out. Dispatches were borne across country; reconnoitring flights were made; aeroplanes were quickly dismantled, and speedily reassembled. In every possible way, in fact, the practicability of the new "arm" was demonstrated.

II. Policy of "moving cautiously"—Peril of lagging behind in aerial armament.

After this display, the Parliamentary Aerial Defence Committee, feeling that the lesson taught should be pushed home, sought an interview with Lord Haldane, at the War Office. He readily saw the members of the Committee; but his reply to their representations—which were that we should keep abreast of other nations—indicated the spirit which then existed regarding the war aeroplane.

The chief point made by the Secretary for War was that it was "desirable to move cautiously." The War Office should not, in his opinion, "commit itself to an idea which, in the present rapid development of aviation, might become obsolete in a few months."

This statement was made to explain the fact that England’s supply of war aeroplanes was inadequate. But the argument was not tenable. Naturally there has been, and will be, improvement in aeroplane construction from year to year. Such will always be the case. It is the same, for instance, in regard to battleships. Yet warships, despite their enormous cost, are built from year to year, in the full knowledge that they will be superseded by more modern types, and may even become obsolete while they are being constructed.

As regards aeroplanes, the machines which France bought, early in 1911, are most certainly made to appear somewhat out-of-date by more perfect craft now obtainable. But these earlier machines will still be serviceable; and France will, above all, have acquired an immense amount of experience while using them.

In this connection, it may be mentioned that, so far as can be ascertained at present, the aeroplane is likely to proceed along fairly steady lines of development—at any rate for the next year or so. There may be some revolutionary idea brought forward, of course; but, generally speaking, the immediate future seems to indicate a slow but sure improvement.

There is no excuse for a country to hold back upon the argument that aeroplanes may become obsolete soon after they are built. In the first place, the cost of such machines, when compared with any other form of armament, is ridiculously low.

To "scrap" a fleet of fifty or sixty aeroplanes would be an insignificant item in our general expenditure upon warlike instruments. But, as a matter of fact, there would be no need to abandon any type purchased. Out-of-date machines could still be employed, and made thoroughly useful, too, by being converted into "school" craft.

Lord Haldane gave the impression, in his conversation with the members of the Parliamentary Aerial Defence Committee, that the War Office was holding back from the expenditure of money upon war aeroplanes until some fixed type of military machine was introduced. But it is not likely that any such machine will be designed—at any rate for some time to come. It is probable that progress will be represented by a succession of improving types, development taking place, chiefly, in regard to speed and stability.

During this period of progress, there is no possible excuse for Great Britain to lag behind other countries. To-morrow, if a war broke out, France and Germany would have the full use of their adequate squadrons of machines. And what would our position be? We should have no proper fleet of machines, because we had been waiting for some ideal type to be evolved.

As a matter of fact, neither France nor Germany consider that the aeroplanes they are at present using are anything but purely experimental machines. But they certainly represent the best obtainable at the moment; and, recognising the vital importance of keeping abreast of this new science, these two countries buy such machines, and will be quite ready to purchase more, as the process of improvement continues.

In 1909, Lord Haldane said in the House of Commons:—

"In war there is little use for anything unless it can be applied with some certainty that it would do what we want it to do, and unless you have some exactness in results. Now that stage (referring to aeroplanes) has not been reached."

That, as has been said, was in 1909. At this time, certainly, aeroplanes were unreliable, although the promise of their practicability was such that there was no excuse for ignoring them, from the military point of view.

But now let us turn to matters as they stand today. The modern aeroplane, with its engine as reliable as that in a motor-car, can be used with the greatest certainty for military work, and can fly long distances—heavily laden—without descending, besides attaining a speed through the air exceeding that of an express train.

III. The financial aspect—Money England is spending—The airship policy—Insufficient provision for aeroplanes.

In the year ending 31st March, 1912, a sum of £113,000 will have been expended by our authorities upon military aeronautics. Of this sum, an appreciable amount is devoted to establishment charges, and such items; and a sum of £28,000 was earmarked for building a new dirigible balloon shed at Farnborough, and in making improvements to the one at Wormwood Scrubs.

This leaves £85,000; and this sum of money, quite inadequate as it is, is free to be spent upon airships and aeroplanes. Quite an active airship policy is pursued, and a large percentage of this money remaining is dribbled away upon these costly machines—in building new ones, and in repairing old ones.

Criticising this policy trenchantly, soon after the announcement of the manner in which the War Office proposed to spend its money, Mr Arthur du Cros, M.P., the Hon. Secretary of the Parliamentary Aerial Defence Committee, remarked: "We, almost alone among nations, are developing the lighter-than-air type of machine to the exclusion of aeroplanes. France and Germany, formerly two of the staunchest advocates of the dirigible balloon, have almost ceased its development, in favour of the aeroplane.

"In a year, in regard to these two machines, the tables have been turned," added Mr du Cros. "Now the aeroplane, which costs so much less than the dirigible, is infinitely its superior. One aeroplane, costing say £1000, would, in the case of actual aerial warfare, have completely at its mercy a dirigible balloon costing perhaps £50,000."

Defending their policy, soon after Mr du Cros’ attacks, and responding to the definite statement that "aeroplanes have become immeasurably superior to airships for military purposes," War Office experts advanced the argument: "There would be work in war-time, such as very detailed reconnaissance, that an airship could perform better than an aeroplane. Both types should, therefore, be developed."

It may be agreed, in this connection, that the airship would, in a number of cases, allow of a more detailed reconnaissance being made than from an aeroplane; its slower speed, and the fact that it could hover over one spot, would give it this advantage. But, to set against this, there is one very obvious disadvantage. The size of the airship, and the fact that it is moving slowly, makes it an admirable target for artillery. In actual warfare, it would, without doubt, very soon be hit.

In this connection, too, the fact must be remembered that, whereas a wrecked aeroplane would represent a comparatively small financial loss, the destruction of a dirigible would be as great a calamity as the loss of a whole aeroplane fleet.

The expenses entailed in organising a dirigible balloon fleet are enormous, and altogether out of proportion to the useful work which these vessels could accomplish in time of war.