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.