custodians of air power yesterday, today, tomorrow 1914-2014 · air power remains a highly...

Custodians of Air Poweryesterday, today, tomorrow

1914-2014

SAC M. ‘Gerry’ Gerrard.

A 3 (F) Sqn pilot in 21st century kit sits in the seat of his WWI flying forefathers — the cockpit of a BE-2 biplane.

The Future Reflects the Past

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CUSTODIANS OF AIR POWER

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Custodians of Air Power

The RAF was formed in 1918 because air power had become such a sophisticated and challenging capability that it required a full time Service to represent it appropriately; to study it and then to generate it and to use it. That has not changed. Air power remains a highly sophisticated business requiring hugely technical aircraft and equipment, and people of the very highest quality to support and operate it.

Air power is a team effort: an aircraft cannot get airborne without the right team of people behind it and that team is everything from me as CAS, right through to our most junior Leading Aircraftman. The shape of the team may change depending on the context of the task we are doing and the scale of the Operation or the Exercise, but everybody has a pivotal part to play.

Air Chief Marshal Sir Andrew Pulford KCB, CBE, ADC, RAFChief of the Air Staff

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ContentsThe Future Reflects the Past Inside front cover

Custodians of Air Power Page 1

A Century of Air Power by Seb Cox Page 3

Overture to War Page 8

Poster: The Day the Aeroplane Went to War Page 9

The Day the Aeroplane Went to War by Stephen Slater Page 10

Air Defence Begins – birth of the Royal Flying Corps Page 12

The Birth of ISTAR – air photography on the Western Front Page 16

A Difficult and Dangerous Job the first wartime aerial reconnaissance mission Page 18

Eyes in the Sky – ISTAR then Page 22

Staying One Step Ahead – ISTAR now Page 23

No 1(Fighter) Squadron Page 24

Developments in Aviation Page 26

Fur Goggles and Full Throttle – combat air then in the words of Cecil Lewis Page 30

Iron Nerves and Cool Heads – combat air now by Flt Lt Jon Bond 3 (F) Sqn Page 31

No II (Army Cooperation) Squadron Page 32

No 3 (Fighter) Squadron Page 34

IV (Reserve) Squadron Page 36

V (Army Cooperation) Squadron Page 38

Policing UK Air Space 0

Close Air Support Page 42

Poster: No 2 Squadron – then and now Page 43

Precision Weapons Page 44

Air Land Integration Page 46

A Team Effort – honour and pride Page 48

Acknowledgements Inside back cover

HQ Air Media & Communications Publication © MOD Crown Copyright 2014

Front Cover: A 3 (F) Sqn Typhoon on Air Policing duties, protecting the UK and her Allies. Cpl Neil Bryden.

Project Manager: Lesley WoodsCompiled and Edited by: Jay Myers & Lesley Woods


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The story of air power in the First World War says Seb Cox, Head of the Air Historical Branch, RAF, is one of rapid expansion and development both technically and militarily. At the start of the war air power was in its infancy. At the outbreak of War, when the Royal Flying Corps mobilised its squadrons and ordered them to concentrate at Dover ready to deploy to France, its aircraft were so underpowered, flimsy and mechanically unreliable that many of them crashed or were forced to land on the way to Kent. Airmen were at greater risk from their own aircraft than they were from the enemy: by the time the RFC suffered its first two combat fatalities three weeks into the War, five men had already been killed in flying accidents.

The RFC aircraft initially concentrated on their primary role of visual reconnaissance, a task which at this period they could

This map and accompanying notes of the Mons battlefield is based on an aerial reconnaissance made by Observer Lt C H Philips, 23 August 1914. The pilot was Philip Bennet Joubert de la Ferté, 3 Sqn. See also page19. RAF Museum.

A Century of Air Power

generally accomplish at greater depth, with less opposition and more rapidly than the cavalry. These early reconnaissance flights established the movements of the German First Army of General von Kluck, forestalling German attempts to outflank the British Expeditionary Force under Sir John French and allowing the latter to withdraw his forces safely both before and after the Battle of Mons and subsequently contributing vital intelligence to the French counter-attack at the Battle of the Marne. This initial mobile phase of the war also saw the first ineffectual attempts at air-to-air combat as each side strove to shoot down or drive off enemy reconnaissance aircraft using rifles and revolvers, together with the first attempts at dropping weapons from the air, initially hand grenades and petrol or improvised bombs, usually dropped by hand.

A century later . . . RAPTOR was used to capture detailed aerial pictures of areas affected by flooding in the UK, all of which aided the planning and co-ordination of multi-agency efforts to provide relief to local residents and communities. © UK MOD Crown Copyright 2014.

http://www.raf.mod.uk/equipment/tornado.cfm


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By the end of 1914 the stagnation of the front line and the onset of trench warfare made artillery observation amongst the most important tasks for the RFC. Two junior lieutenants (Baron ‘Bron’ James and Donald Lewis) developed the simple but effective ‘clock code’ using a celluloid disc placed over the map and range rings and the numbers one to twelve, the fall of shot could be signalled to the battery with a single letter/figure combination: it became standard throughout the war. It was a similar ‘bottom-up’ innovation that was to lead to the next improvement and a key role of the RFC and later the RAF namely photographic reconnaissance.

Although there had been some pre-war experimentation it had not been followed through and it was again junior officers using their own cameras and developing their own photos that led eventually to the potential being recognised. The breakthrough came in January 1915 when Lieutenant Charles Darley produced a mosaic of the frontline trenches, which his CO Major John Salmond took to GHQ. There, Salmond’s

The heavy camera was held by the observer who had to lean out of the cockpit to take his photographs whilst wearing the thick, heavy flying gauntlets needed to prevent his fingers from freezing.

The ‘art’ of aerial photography WWI style.

brother Geoffrey was despatched to investigate what progress the French were making along similar lines.

Shortly thereafter an RFC photographic section was formed under Lt [JTC] Moore-Brabazon, coincidentally the UK’s first qualified pilot, and Sgt Victor Laws an early photo enthusiast and later the RAF’s principal photographic expert in the Second World War. They produced the first specification for a dedicated aerial camera which was built by a firm in the UK and by February the RFC had a photographic mosaic


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(Field-Marshal Sir Douglas Haig, then Commander of the First Army, Battle of Neuve Chapelle 1915).

If you can’t fly because of the weather, I shall probably put off the attack.

Today, with a Reconnaissance Airborne Pod (RAPTOR) under its fuselage, the Tornado GR4 becomes a world-class tactical reconnaissance platform.Cpl Nik Howe © UK MOD Crown Copyright 2014.

and hence maps of the entire German trench system on the British front.

Fundamentals of Air PowerWe may now apply differing terminology such as time-sensitive targeting, yet the fundamentals of modern ISTAR (Intelligence, Surveillance, Target Acquisition, and Reconnaissance) were established in those early months of the First World War and have not changed significantly in the twenty-first century, even though the sensors and communications are now digital, instantaneous and, along with the weapons, many times more powerful.

At the Battle of Neuve Chappelle these early developments were first exploited in a comprehensive manner and the Battle also saw the first attempts to exploit air power’s capacity to affect the battle in depth, with bombing attacks on German HQs and railheads. Too weak to have real operational effect these attacks nevertheless pointed the way to the future use of air power to interdict both communications and Command and Control functions.

These developments had also made the fight for control of the air increasingly influential for success on the ground.

The Germans had gained the initial advantage through the introduction of the Fokker Eindekker with a synchronised machine-gun firing through the propeller arc. By 1916 the Allies had introduced their own more effective combat aircraft and had also begun to homogenise aircraft types within

Captain JTB ‘Jimmy’ McCudden, sitting in the cockpit of a Royal Aircraft Factory SE5a fighter with his Lewis Machine Gun ready for action. He was decorated on seven occasions, culminating with the Victoria Cross in 1918. His life and career is commemorated at the James McCudden Flight Heritage Centre at RAF Halton in Buckinghamshire. AHB (RAF).

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squadrons, simplifying engineering and logistics, and enabling the development of formation flying and consequent tactical innovations.

By the start of the Battle of the Somme the RFC and French Air Service had gained air superiority enabling recce and artillery direction sorties to proceed largely unhindered. The RFC also attempted to fly regular ‘contact patrols’ which, in the days before portable wireless, were designed to establish the positions of the advancing troops, vital in informing the Headquarters how an attack was faring, enabling reinforcement of success and proper direction of the guns once the infantry had outrun their pre-arranged artillery support.

The RFC also directed artillery against German guns and infantry concentrations whenever they could. The German infantry frequently recorded their extreme anxiety at the approach of an allied aircraft, knowing that it invariably led to an artillery concentration, which they tellingly referred to as ‘drumfire’, falling on their heads. Aerial presence, then as now, had a significant effect on both the enemy’s morale and his ability to exercise tactical freedom. Interdiction attacks at depths of up to 22 miles and offensive counter air strikes against German aerodromes met with mixed success, partly because the resources to develop a sufficiently heavy weight and frequency of attack were not available.

Notwithstanding its limitations, the pattern for the future conduct of the air war and its intimate relationship to success on the ground was thus established by 1916 and continued with the addition of further refinements and innovations until the end of the war. The need to fight for and obtain air superiority was firmly recognised as being fundamental. Without it the crucial reconnaissance, targeting, and direct attack capabilities of air power could not be fully exploited or in some circumstances even undertaken at all.

British non-rigid airship of the SS Zero class being handled by WRAF riggers at Howden Airship Station in 1918. Their main role was to escort convoys and scout or search for German U-Boats. AHB (RAF).

By 1918 close air support using fighters such as the Sopwith Camel to strafe and bomb enemy infantry and artillery was making a valuable contribution, either to disrupt German attacks or to support Allied offensive action, though it was also recognised as being costly in aircraft and pilots. These characteristics came to the fore during the German Spring offensives of 1918 when the newly-formed RAF played a significant role in stemming the initial German successes. Subsequently, at the Battle of Amiens in August, the RAF provided significant direct support during the early phases of the battle and some though not all its interdiction effort was also effective.

Technical Innovation and ImpactThroughout the War both sides waged a constant technological battle to produce superior aircraft and the size, power-to-weight ratios, speed and capability of the aircraft in service in 1918 were incomparably superior to those of 1914, with multi-engine bombers entering service capable of lifting bombs of 1,000lb or more. By contrast the RFC’s early aircraft with 70hp engines had struggled to lift both a 75lb


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was an environment requiring unique skills and understanding, combined with the recognition that defence of the nation’s air space was now a fundamental requirement of national defence that led directly to the establishment of the world’s first independent Air Force.

Those two fundamental issues remain as relevant in the Twenty-first Century as they did at the beginning of the Twentieth.

radio and an observer, and usually one or the other was left on the ground.

These increases in the size, power and range of aircraft led directly to the first attempts at exploiting air power strategically. The first attempt at a bombing raid directly against the home territory of Germany was undertaken by the Royal Naval Air Service in September 1914 when four aircraft attempted to bomb Zeppelin sheds at Dusseldorf and Cologne. It was unsuccessful, but within a fortnight Flight Lieutenant Reginald Marix made a successful attack on Dusseldorf’s sheds, destroying a Zeppelin.

In December 1914 German aircraft made the first attacks on the UK, dropping bombs on Dover, marking the first direct attack on the UK in more than a century and the first from the air. The RNAS continued to be the leading service in attempting to exploit the potential for strategic attack. Meanwhile the Germans intensified their bombing attacks on the UK, firstly using Zeppelins, which mounted a number of attacks through 1915 and 1916, and then, when the airships proved too vulnerable, through the use of multi-engine Gotha and Giant bombers.

Defence of the Nation’s Air SpaceThe daylight attacks on London by the latter in the summer of 1917 created a political and media reaction of such ferocity that Prime Minister Lloyd George appointed General (later, Field Marshal) Jan Christian Smuts to investigate the question of air defence and air organisation in the UK. Smuts famously concluded that independent air operations would in the future become a notable feature of warfare and the current organisation was ill-placed to exploit the available air power expertise.

He recommended the amalgamation of the RFC and the RNAS and as a result the Royal Air Force was born on 1 April 1918.It was thus the recognition that warfare in the third dimension

Typhoon flies over Lithuania to take part in the NATO Baltic Air Policing mission. RAF Typhoons provide air policing within the UK and Falkland Islands airspace as part of Quick Reaction Alert. Cpl Neil Bryden. © UK MOD Crown Copyright 2014.

http://www.raf.mod.uk/equipment/typhoon.cfm


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When War was declared, the Military Wing of the RFC comprised 147 officers, 1,097 men and 179 aeroplanes, writes Gareth Morgan (The 14-18 Journal). There were seven aeroplane squadrons: No 1 Squadron at Brooklands was in the process of converting from being ‘The Airship Detachment RFC’; No 2 Squadron was moving from Montrose in Scotland to Netheravon; No 3 Squadron was at Netheravon, whilst ‘A’ and ‘B’ Flights of No 4 Squadron were at Eastchurch, and ‘C’ Flight was at Netheravon; No 5 Squadron was at Gosport; No 6 Squadron was at South Farnborough; and No 7 Squadron was at Farnborough, where it was disbanded on 8 August to provide additional staff to the other squadrons.

When the British Expeditionary Force (BEF) crossed the English Channel, Nos 2, 3 and 4 Squadrons, plus RFC Headquarters and an Aircraft Park, accompanied it on 13 August, while No 5 Squadron was to follow shortly after. The Squadrons concentrated at Swingate Down on 12 August to prepare for their flight from nearby Dover to Amiens the following day.

Overture to WarThe first three squadrons to join the BEF flew across the English Channel without incident on 13 August and, after a stop at Amiens, moved forward to the fortress town of Maubeuge in northern France on 16 August, as the BEF was to advance northwards (following in the footsteps of Marlborough’s men two centuries before them) towards the German Army then marching south-west through Belgium.

No 5 Squadron was the last of the RFC squadrons initially allocated to the BEF to depart the UK for France, with its aeroplanes leaving Gosport for Swingate Down on 14 August and then flying across the English Channel to Amiens the following day. On 18 August the squadron joined the rest of the RFC at Maubeuge.

Much of the RFC’s ground transport in those very early days included impressed civilian vehicles and No 5 Squadron’s ammunition and bomb lorry was a bright red truck, previously used by a sauce manufacturer, which proudly carried the legend Lazenby’s Sauce — The World’s Appetiser. It, and another red truck marked Bovril, were to become a useful aid for pilots seeking to find the unit’s aerodrome.

While the BEF moved further north into Belgium, the RFC remained at Maubeuge, and on 19 August commenced reconnaissance missions looking for the advancing German forces. The task was not helped by foggy mornings and misty afternoons. A contemporary order that two pilots should not fly in the same aeroplane had to be overlooked, due to the need for experienced observers.

Nevertheless, thanks to pre-War manoeuvres, many senior BEF officers placed justifiable faith in the abilities of the young men in the flying machines.NCOs and men of 2 Sqn, Montrose, Scotland.


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Squadron ground personel sailed from Southampton to Boulogne, including engineers, medical and wireless specialists.

No 5 Squadron crosses the Channel on 15 August 1914.

All 2 Squadron BE-2 aircraft arrive in France safely.

Lieutenant Harvey-Kelly defies orders, navigates direct route, and arrives in Amiens first.

At 06:25 on 13 August 1914 the 1st BE-2, piloted by Major Burke, departsSwingate Down for Amiens, France.

“all aeroplanes to take off and land in Squadron order.”Major Burke.

First ever deployment by air overseas.

2 Squadron leads 3 Squadron and 4 Squadron across the channel.

Major BurkeOC No 2Squadron RFC

Lieutenant Harvey-Kelly

The Day The Aeroplane Went To War : 13 August 1914

‘BE’ stands for ‘Bleriot Experimental’.

First ever naturally stable aircraft.

Type: Reconnaissance, Day/night, Attack.

Aircrew: 1 or 2.

Wingspan: 11m (36ft)

Length: 8.3m (27ft)

Engine: Renault V-8.Thrust: 60/70hp.Max speed: 72mph at 6,500ft.

Armaments: Hand-held pistol, Lewis machine gun or selection of bombs or explosive darts. On many sorties no armaments were used.

Altitude:13,000ft.Range:200 miles.

Reconnaissance:hand-held camera,binoculars andmaps.

Navigation: Compass, watch, maps and basic airspeed, altitude, and spirit-level cockpit instruments.

Weight: 1,370lbEmpty.

Weight: 2,142lb

Full.

Fuelload:320 lb

Starting procedure:• Chock wheels (Starter).• Flood carburettor and manifold with fuel (Starter).• Ignition off (Pilot).• Pull prop through 8 compressions to suck fuelinto cylinders (Starter).• Throttle to ‘idle’ setting (Pilot).• Ignition on (Pilot).• Pull prop through compression and step back (Starter).

Taxiing:• Weave to see around nose and engine.

8ft dia

Wind direction for take-off.

Excessive banking of more than 20o to be avoided.

Royal Flying Corps (RFC)

Formation: Formed on 13 April1912 by the British Army.

Squadrons: By the outbreak of WW1 on 04 August 1914 the RFC numbered4 flying Squadrons (plus 1 balloon and man-lifting kite squadron).

Royal AirForcecreation: 1 April 1918 RFC merge with RNASto form RAF.

1914 Deployment: 60 aircraft fly across channel to support British Expeditionary Force.

N

2010 0 10

20

2022

24

26 40

28 38

3032

HEIGHT

FEET

3436

20o

010

2030

40 90

5060

SPEED

MPH

7080

2 Sqn deploy to the Western Front Royal Aircraft Factory BE-2 Flying the BE-2


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The Day the Aeroplane Went to War

The BE-2 was the world’s first purpose-designed military aeroplane, writes Stephen Slater. Unlike the Bleriot and other contemporary types such as the Wright and Farman biplanes, the BE-2 was also the first-ever naturally stable aircraft. Its top speed was about 70mph and its payload was restricted to about two hours’ fuel and two men (one, if the occupant was stout and it was a warm day).

While the Bleriot and Wright types required constant input from the pilot to remain anywhere near straight and level, the pioneering use of aerodynamic science and wind tunnels at Farnborough allowed the BE to be ‘trimmed’ to allow the pilot to also carry out other tasks. The most important of these became reconnaissance, as a few forward thinking Army officers had realised that aeroplanes could offer a rare opportunity to see what the enemy might be doing ‘on the other side of the hill’.

By the outbreak of the First World War on 4 August 1914, plans were being made to fly no less than 60 aircraft across the

channel to support the British Expeditionary Force in France . . . the first-ever deployment by air overseas.

At best, a pilot had a rudimentary compass and a cockpit watch, and after orientating a planned course drawn on a map with an appropriate compass bearing, would attempt to head along the line for the requisite time.

Number 2 Squadron (Number 1 had been despatched by sea with their balloons and kites) was to lead the three squadrons that were to make the crossing. At their head was the impressive figure of Major Charles Burke, a huge barrel-chested Irishman whose girth frequently had led to marginal take-offs and heavy landings, but whose military skills had already moulded his squadron into a disciplined unit.

One of the potential exceptions to this was Lieutenant Hubert Harvey-Kelly, whose baby-faced smile masked an irreverent and highly competitive spirit. There were strict orders that ‘all aeroplanes were to take off and land in Squadron order’, but there was already speculation (and betting) among the airmen that Harvey-Kelly would get there first.

At 06.25 precisely, the first over-laden BE-2 staggered into the air from Swingate Down atop the white cliffs of Dover. “It was very clear,” Major Burke recorded in his diary. “I could see the French coast at once.”

However, as Burke headed along the French coast before following the River Somme to Amiens, he could only see ten of his eleven squadron aeroplanes behind him. “Then as I turned to land, there was an aeroplane ahead of me,” Burke recorded. It was Harvey Kelly, who had flown a direct compass course across country, beating his commanding officer by two minutes.

The BE-2, the world’s first purpose-designed military aeroplane.

http://www.biggles-biplane.com


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Within just a few days, the BE-2 crews were hard at work mapping, then later photographing enemy positions, as well as guiding artillery fire. It was a job that the aircraft and its derivatives crews would continue for the next four years. Unglamorous and extremely dangerous, the observation work was nonetheless vital. The squadrons became ‘the eyes of the Army’ from 1914 to 1918.

‘The following articles to be carried on machines going to France’ include: Small spares; Glasses; Revolvers & pouch; Haversack containing 2 biscuits, cold meat, 1 piece chocolate, 1 packet soup making material; Water bottle containing boiled water or tea; Maps issued already; Spare pair goggles, Logbook, Small stove. (2 Sqn diary entry, 7/8 Aug 2014).

The aircraft is flown from the rear cockpit — as the observer’s seat is in the front — right on the centre of gravity. When the RFC moved gunners to the back, ballast had to be placed in the rear cockpit if unoccupied.

There were no marked runways and pilots simply took off into the wind – in 1914, banked turns were frowned upon as dangerous stunting! Once in the air, sitting in the low-sided open cockpit, visibility was excellent, aided by cut-outs in the trailing edges of all four wings.

H D Harvey-Kelly, Distinguished Service Order (DSO) awarded 1915. From the family albums of Harvey-Kelly.


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The RFC can trace its origins back to the Royal Engineers and the early flying experiments undertaken by the Army from the 1870s, and by the Royal Navy from the 1900s. This pioneering work demonstrated the potential for using balloons, kites, airships and finally aeroplanes for a military purpose. This realisation, combined with the arguments put forward by civilian ‘air-minded’ individuals of the time and the evidently superior air forces of other European countries, persuaded the British Government that a flying corps was needed. And on 13 April 1912 the Royal Flying Corps (RFC) was created by Royal Warrant and established a month later in May. (RAF Museum)

The RFC consisted of several different elements: a Military Wing administered by the War Office and a Naval Wing administered by the Admiralty. A Central Flying School would be available to the personnel of both Wings in order to teach the pilots the skills required for operational flying.The Military Wing of the RFC was commanded

by Major F. Sykes and initially consisted of three squadrons. No 1 Squadron was formed from No 1 (Airship) Company of the Air Battalion and remained an airship company. No 3 Squadron was formed from No 2 (Aeroplane) Company of the Air Battalion and No 2 Squadron was formed from a nucleus of aeroplane pilots at Farnborough. Further squadrons were formed over the course of the next year with No 4 Squadron being created in August 1912 and No 5 Squadron established in July 1913.

Air Defence BeginsThe Naval Wing was smaller in size being formed from the naval aviators based at Eastchurch. It was commanded by Commander C R Samson and did not establish squadrons until it separated from the RFC in 1914 when the Royal Naval Air Service (RNAS) was established.

The newly formed Corps was severely lacking in both aircraft and pilots. No 3 Squadron for example, was equipped with just seven aircraft from six different manufacturers and one of these belonged to one of its officers.

The issue of creating and supplying aircraft best suited to the needs of the Army had already been considered. In August 1912 a military aircraft trial took place at Larkhill. A prize of £4,000 was on offer to the manufacturer of the winning aircraft and the War Office reserved the right to then purchase any machine for £1,000.

Life in the RFCDespite operating on a small scale the officers and men of the new

RFC pilot. AHB (RAF).

Two female members of the RFC AHB (RAF)

RAF Museum.


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Corps were driven by an enthusiasm for aviation and were keen to experiment. An early recruit to the RFC Frederick Burns recalls being posted to No 2 Squadron on its move to Montrose:

“Life in the Squadron was a complete change from that at the Depot: here it was that the actual aviation work was done . . . We rose at 6am in summer and 6.30am in winter. Breakfast came after the check parade and then we paraded for work at 8am or 9am. The interval before work parade was spent in cleaning the barrack rooms . . . In general the work was regulated to a great extent by the daylight, consequently, summer was a much busier time than winter, when the early morning flying practice and late evening work gave way to much indoor work and lectures, school, etc, which was an integral part of our training.”

The first few years of the RFC existence were full of experimentation. Its pilots conducted trials testing various aspects of aircraft design including stability, strength, endurance and speed as well as examining the use of aeroplanes for air photography, artillery spotting, bomb dropping, wireless telegraphy and night flying.

Lt George Carmichael serving with No 3 Squadron at the time recalls:

“This was a period of increasing air activity when all pilots, mechanics, designers and material constructors were learning from, sometimes, bitter experience. Ten fatal breakages in the air occurred and the RFC was not immune. Apart from initial strength failure showing the unsuitability of material, fractures occurred through vibration, and strains were met in bad weather flying and even through bad landings which were beyond foresight and calculation. Accidents were also liable from perished rubber petrol piping and frayed control parts which were concealed by the canvas.”

On our side of the lines, camouflage was very little, or very badly made use of. Every open space seemed filled with the paraphernalia of war.

Members of 12 Squadron pictured at an airfield on the Western Front with one of the squadron’s RE.8 bomber and reconnaissance aircraft, B2260. AHB (RAF).

Life on the airfield. RAF Museum.

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(Edward Packe, Private Soldier, RFC Observer & Pilot. Awarded DFC 1919)


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In March 1913 during a period of very fine weather the first night flight was made in bright moonlight by Lt Cholmondley. He also conducted trials of spotting for the artillery:

“We experimented with ‘J’ Battery, Royal Horse Artillery, using their 13pdr guns and also 18pdr field Battery and also with a howitzer battery using their much heavier 4.5inch shells, all of course firing for the shells to burst on percussion. The howitzer (Shells) were, naturally, the easiest to see. From the air we tried flags, Lucas and later the Aldis signalling lamp and coloured Very lights. The flags were clumsy to use and difficult to see; the lamp was awkward to use and it was not easy for the pilot to keep a steady course while his observer held the lamp beam on the battery, but it was possible, with practice. The Very Lights proved the most successful, and a code using red for right green for left etc, was worked out and agreed with the gunners. This system was practised and used considerably, even during the war right up to the Spring of 1915.”

The Military Wing was focused on building a reconnaissance force that could work well with the troops on the ground. Meanwhile the smaller Naval Wing was developing its defensive role so that by early 1913 the Admiralty was able to set up a chain of six airship sites along the UK’s coastline.

When we were flying at about 17,000 feet it gave you a wonderful feeling of exhilaration. You were sort of, I’m the King of the Castle! You were up there and you were right out of the war . . . in the Flying Corps it was a gentleman’s life. You slept in a bed, you put on pajamas every night, you had a decent mess to come back to. You had about two and a half hours patrol, perhaps, in the morning and two and a half in the afternoon and that was the job.

Refuelling an Avro 504K.

WRAFs sewing fabric and attaching it to pre-built aircraft frames, 1918.AHB (RAF). (Percy Douglas RFC, IWM)

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You had to go out and do the job, you could never say frankly: “I’m afraid, I can’t face it anymore.

Members of 56 Sqn Orchestra, in 1917. AHB (RAF).

An unidentified group of RFC pilots in front of an Avro 504 training aircraft. AHB (RAF).

Pilots and observers studying maps beside an Armstrong Whitworth FK.8 in April 1918. AHB (RAF).

(Gwilym Lewis, youngest pilot on 32 Sqn)

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Enlarge Poster


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Notes on First Steps in Air Photography onthe Western Front – January to March 1915By Wg Cdr W S [Sholto] Douglas, Air Ministry, 23 September 1925. (Courtesy, RAF Museum)

When I joined No 2 Squadron, RFC, early in 1915, there was practically speaking no such thing as air photography. I was told that a few photographs were taken from aeroplanes on the Marne by one or two enterprising officers; but those were purely private ventures. However, soon after the present CAS, Sir Hugh Trenchard, came out to take overNo 1 Wing, RFC, a camera appeared in the squadron, together with a civilian photographer disguised as a Corporal, RFC. This would be some time in February, 1915.

The various observers in the squadron were canvassed with a view to finding out whether any of those knew anything about photography. I had a camera as a boy and had taken, developed and printed some very amateurish photographs. On the strength of this, I was appointed the squadron’s official air photographer. Rodwell was at this time my pilot.

We found that, by cutting an oblong rectangular hole in the floor of the observer’s cockpit of a BE2a, the observer could, if he was not too bulky, point a camera downwards between his legs and through the aperture, and thus get a (more or less) vertical photograph. It did not occur to us to fix the camera in the floor of the cockpit; but in any case this would have been impossible, as the camera was of the folding type with bellows.

We then went up to try and get some photographs of the trench system on our front. I found that the chief difficulty was that when the camera was pointed through the aperture in the floor, one could not see the ground

The Birth of ISTARat all. So I had to get my pilot flying on a straight course at the object or area that I wished to photograph; hold the camera clear of the aperture until the area to be photographed nearly filled the said aperture; and then pop my camera down into the hold and take a snapshot. This procedure was not too easy in the cramped space available, especially as the weather was cold and bulky flying kit a necessity. Each plate had to be changed by hand; and I spoilt many plates by clumsy handling with frozen fingers.

A proportion of the photographers, however, were successful; and we then, under instructions from No 1 Wing, started to try and get enough photographs taken to make a complete mosaic (only it wasn’t called that then) of the IVth Corps front, which, if I remember rightly at that time stretched from Bois-Grenier to just north of La Bassee.

I made a number of flights, usually with Rodwell, for this purpose shortly before the battle of Neuve Chapelle. No 3 Squadron, RFC, were also engaged on the same task; and I believe that a composite photographic map of the trench system opposite Neuve Chapelle was made up from the combined efforts of ourselves and No 3 Squadron.

Another photographic job that I remember that I was given about this time was to photograph the headquarters of [Crown Prince] Rupprecht of Bavaria, whose headquarters were in a suburb to the NE of Lille. The object of taking the photograph was to assist Jackson, a pilot of No 2 Squadron, to carry out a bombing attack on these headquarters from a low altitude. Blake and I got the photographs on our second attempt; and I also remember that, chancing to fly over the German aerodrome at Lille, I ‘snapped’ that too – the first air photograph of an enemy aerodrome, I believe, to have been taken.

Clumsy handling with frozen fingers


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Air Chief Marshal Sir Sholto Douglas KCB BC DFC, Air Officer Commanding-in-Chief, Fighter Command between 1940 and 1942 and Coastal Command in 1944-1945, pictured beside his SE5a aircraft during World War I. At the time, he was a pilot with the rank of 2nd Lieutenant. AHB (RAF)


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The first wartime aerial reconnaissance mission occurred shortly after the outbreak of the First World War, when two pilots of the Royal Flying Corps, Gilbert William Mapplebeck of No 4 Squadron and Philip Bennet Joubert de la Ferté of No 3 Squadron set out for a region of Belgium just south of Brussels on the 19 August. Both pilots made a record of this historic event in their diaries.

Mapplebeck: ‘The night before last after dinner the Major told me I was to make a reconnaissance the next morning at about 9 o’clock. He told me that I was to reconnoitre Gembloux and to look out for large bodies of cavalry. Another machine was

A Difficult and Dangerous Job

also going out probably a Bleriot of Number 3 Squadron to reconnoitre Braine l’Alleud and look out for the signs of the Belgian cavalry. I was tremendously pleased at this as it meant that I was making the first reconnaissance of the war, and am most grateful to the Major for selecting me. At 8 o’clock on the morning of the 19th August, I and my machine were both ready. At 8.15 Joubert (who was going in the Bleriot) and I were sent for by General Henderson, who told us each our particular jobs. Joubert was to go straight to Braine l’Alleud via Nivelles; I was to go to Gembloux near Namur. He was to be over friendly territory and look out for Belgians and I was to look out for advanced German cavalry. My special orders were to keep up with the Bleriot as far as Nivelles then both were to go off to our own districts.’Gilbert William Mapplebeck, 4 Sqn. RAF Museum.

Mapplebeck Diary 20 August 1914.


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Philip [Bennet] Joubert de la Ferté, 3 Sqn. RAF Museum.

Joubert Diary (23 Aug 1914). ‘The battle of Mons began today. Jackson & I went off on reconnaissance & flew over Mons at 4000’. The germans [sic] put 8 shells . . . close to us, two bullets through a wing, & one into my steel seat protection. We shot away down wind, & then turned up to Tournai. Near there at 5000’ one bullet smashed the gauge glass of the petrol service tank, & put a hole half way up the tank. We then fled into a cloud & stayed here till over the frontier.’

[Top]: Battle of Mons 23 Aug 1914. In the words of Joubert:(1) ‘The flattened bullet hit the iron plate seat under Philips’s thigh, whilst over von Kluck’s army.’ [Joubert’s Observer was C H Philips. See also page 3](2) ‘The entire bullet pierced the petrol tank. He kept the petrol in with his thumb for a 30 mile flight.’[Bottom]: ‘Philips’ bullet from the Battle of Mons — which hit him in his machine. The sheet iron seat saved him from an actual wound.’

Enlarge Joubert Diary


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a south easterly direction. At this time I was at 3,400 feet and was just turning a little further south when I was enveloped in clouds. I flew on for about 300 feet out of the clouds and saw Namur. I then turned west and passed Charleroi and altered my course a little south. I missed Maubeuge, flew on for about 15 miles after realizing that I had missed it and landed at Wassigny at 11.30 am, and flew back, landing at Maubeugeat 12.00.’

InnovationPhotographs were taken of the enemy’s position revealing previously unknown trenches and identifying false trenches. The commanding officer of 3 Squadron, Major W G H Salmond recommended that the British should adopt a model similar to the French and to that end an experimental section was set up to develop a standardized set of photographic equipment.

Joubert: ‘First reconnaissance, with Mapplebeck. Lost myself most thoroughly. Landed at Tournai, where I had lunch with the governor and again at Courtrai, where I was taken for a German, until rescued by the Irish inhabitants. Finally achieved my task and returned after six and a quarter hours flying.’

Mapplebeck: ‘Left Maubeuge 9.30am. Using large scale map, followed Bleriot. I did not pick up my position on the map, so depended on Bleriot’s pilot for correct route, intending to branch off on arriving at Nivelles [sic]. Missed Nivelles, arrived at a large town (I was at 3000 feet and in clouds) but could not place it on map. (On my return I discovered this to have been Brussels.) I flew to the other side of the town, turned round and steered South-South-East. I then took out the small scale map and picked up my position at Ottignies and soon found Gembloux after being in cloud. I made a wide circle round it, being in cloud part of the time, but only saw a small body of cavalry about a mile in length, moving faster than a walk in

An FE.2b two-seat fighter pictured high above the trenches on the Western Front. AHB (RAF).

Oblique photographs are of great value to Infantry and Artillery Observers, and they also serve the purpose of introducing new observers to their front. They elucidate doubtful points when compared with a vertical photograph of the same area and, by separating details, which from the ground appear a conglomerate mass, materially assist co-operation and liaison between ground and air observers. (AHB (RAF).


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This section was handed over to Lt J T C Moore-Brabazon, Lt D C M. Campbell, Sgt Maj Frederick Laws and Air Mechanic 2nd Class W D Corse. Moore-Brabazon and Campbell set off for England in February 1915 to design a new camera.The heavy camera was held by the observer who had to lean out of the cockpit to take his photographs whilst wearing the thick, heavy flying gauntlets needed to prevent his fingers from freezing. Assuming the observer did not fall overboard, he then had to operate the complicated, manual mechanism before he could expose each of the photographic plates.

Advantages of a camera attached rigidly to an aircraft:Moore-Brabazon: ‘The possibility of operating the camera by the pilot alone in the machine and the consequent use of scout types of machines, the extra sharpness of definition obtained, the long exposure possible of the plate, due to lack of movement of the camera.’

Disadvantages to the fixed camera:Moore-Brabazon: ‘Absence of latitude as to area included from one position in the air, increased wind resistance when camera attached outside fuselage.’

The eventual result of the work done by the experimental photographic section was the L type camera which came into service in 1916. The L type was capable of being used inside or outside the fuselage and could be operated manually or automatically. The automatic system was not ideal as the mechanism which changed the photographic plates had a tendency to jam resulting in a failed mission.

Training NotesThe reliability and ease of operation of the cameras was not the only problem for the Royal Flying Corps, they also had to deal with the lack of

trained specialist photographic personnel. This problem was addressed by the formation of the School of Photography at Farnborough. The school set out to provide enough specialist photographers and support personnel to fulfil the increasing requirements for aerial photography. Training notes made by Second Lt Thomas Clifford Broadhurst, a Royal Flying Corps pilot, include notes on photographic reconnaissance.

Broadhurst: ‘Photographs are most important to confirm observations . . . “A[n] exact reproduction of the ground, to the start shows new work and its progress, such as wire, the route taken by patrols shown by tracks, trenches, gaps in wire, dug outs, machine gun emplacements, trench mortar emplacements, buried cables, light railways, French railways, rolling stock and dumps’.

Many of the developments made in aerial photography during the First World War would endure to form the basis of aerial photography in years to come. Even satellite imagery can trace its roots back to the technology of the First World War. (Courtesy RAF Museum)

Hand-held Camera. Photographs were taken of the enemy’s position revealing previously unknown trenches and identifying false trenches.


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When the War became a static conflict of attrition, writes Gp Capt Harv Smyth, the elevated eyeball was the most sought after ISTAR (Intelligence, Surveillance, Target Acquisition and Reconnaissance) asset on the battlefield. But as invaluable as the airman’s eyes were, it was obvious that aerial cameras were needed. Germany was best prepared for this and had produced over 100 aerial cameras before the War began.

In France, Major Paul Weiller established a unit of long-range Breguet aircraft, which would photograph the entire Front to a depth of 100km behind enemy lines every day. The photos were developed in a few hours and once deciphered, submitted to Marshal Foch to enable key strategic decisions to be made.

This method of tactical reconnaissance endures today and has been utilised to great effect in Afghanistan.

The British had not anticipated the need for cameras, but by March 1915, and the attack at Neuve Chapelle, they had developed a system that enabled them to photograph the entire German trench-line and produce extremely detailed maps that were subsequently distributed to soldiers before the offensive.

These photos were also used to determine strategic targets to be destroyed in conjunction with the attack — an early example of indirect support in the form of Air Interdiction.

Whilst modern ISTAR aircraft are technologically dependent, the principle of elevated reconnaissance endures. The over-watch ability that air power affords the commander, be it

Eyes in the Skywith visual or electronic ‘eyesight’, allows the contemporary decision-maker to make timely and accurate decisions.

Sir John French said of the RFC, ‘they have furnished me with the most complete and accurate information, which has been of incalculable value in the conduct of operations.’

Reconnaissance photos were developed in a few hours, deciphered and submitted to enable key strategic decisions to be made.

Early ISTAR artillery spotting, which became arguably the most important air activity in WW1, initiated joint operations between air and land forces, establishing the first examples of Integrated Air Operations.

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The concept behind aerial reconnaissance is to remain one step ahead of the enemy by assessing their next move and, where appropriate, neutralising it. This concept has not changed since the First World War, says the Tactical ImageryIntelligence Wing (TIW).

Early flights conducted by the Royal Flying Corps supported the production of maps that indicated enemy positions forwarded on to the Army’s HQ. As aircraft numbers increased and cameras were developed, the impact and success of photo reconnaissance increased considerably.

Today’s aerial reconnaissance retains the same concept as the original First World War mission although it has gone through significant modernisation. During WW2, Photo reconnaissance became tactical reconnaissance, changing again in the 1990s to fast jet reconnaissance before settling in 2000 as armed reconnaissance. The constant search for improvement led to an acceleration in the analysis process, resulting in systems that produce near real-time imagery that can be streamed from the collection platform to anywhere in the world for processing.

Traditional tactical reconnaissance is an aircraft flying at high speed to a target and collecting imagery that is streamed or brought back to the Main or Forward Operating Base (MOB or FOB), processed and disseminated. Surveillance is predominately where an aircraft loiters over a target with a video system feeding imagery constantly into a ground station where it is processed.Today’s RAF employs a mixture of tactical reconnaissance and surveillance.

As technology and techniques have evolved, the role of the TIW has changed to cover a broad range of Intelligence, Surveillance, Target Acquisition, and Reconnaissance (ISTAR) tasks, focused towards collecting, analysing and disseminating imagery-based intelligence products.

Staying One Step Ahead

TIW principally uses the Reconnaissance Airborne Pod for Tornado (RAPTOR) to collect Infrared and Electro Optical Imagery. When necessary, TIW can supplement RAPTOR with the Advanced Laser Designator Targeting Pod known as Litening III, and can also provide analysis from Remotely Piloted Air Systems (RPAS).

Whether working on the exploitation of still imagery from the Tornado’s RAPTOR pod or exploiting live imagery feeds from Remotely Piloted Air Systems, the work has a real time effect on the battle-space, allowing UK forces and coalition partners to work in a safer environment.(SAC Iain Bushell Imagery Analyst (IA), TIW, Training Flight, Crossbow Flt, Orion Flt)

Part of today’s aerial reconnaissance – 11 Sqn Typhoon fitted with the Litening III Advanced Laser Designator Targeting Pod. SAC Gemma Nagi. © UK MOD Crown Copyright 2014.

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Number 1(Fighter) Sqn was one of the founder squadrons in the Royal Flying Corps, formed on 13 May 1912. However, its origins date back much further, to the Number 1 Airship Company, which was formed in 1878. Deployed to France during the First World War in March 1915 the Squadron operated various types of aircraft in a multitude of roles over the Western Front before returning to the UK in 1919.

No 1 (Fighter) Squadron

Clairmarais (1918) northeast of Saint-Omer, France.

Technology moves on but the mission remains the same . . .

http://www.raf.mod.uk/organisation/1squadron.cfm


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1(F) Sqn at the Southern Hardened Aircraft Site RAF Leuchars.

Number 1(F) Squadron officially returned to front line status as the fourth operational Typhoon Squadron on 15 September 2012 when, at a parade held during the Jubilee Airshow at RAF Leuchars, the Squadron was presented with a new standard, emblazoned with the Squadron battle honours.

. . . defence of the UK and her Allies.


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In the early years of aviation, airframe production in any quantity was confined to a few French pioneer constructors. The Royal Aircraft Factory at Farnborough experimented with its early designs and other British makers were also only at the development stage, or were building French models under license in small numbers. Thus the RFC was forced to use what it could get, amassing a great variety of types with considerable problems in maintaining serviceability. Eventually, No 3 Sqn managed to field 11 of the 12 machines expected. They were a typical mix for the time: four Henry Farman F 20s, four Bleriots and three different Bleriot Experimental types from the Royal Aircraft Factory: a BE-2a, a BE-3 and a BE-4.

The Henry Farman was a two-seat pusher biplane built in France by one of a pair of English brothers, Henry and Maurice. Their aircraft followed the principles of the Wright brothers’ designs, but with a nacelle to protect the crew, aileron control in place of wing-warping and the removal of the forward elevator on most models. Slow, stable and easy to fly, their products were to be used in considerable numbers for initial training before and throughout WWI.

Developments in Aviation

The Bleriots were tractor monoplanes very similar to the machine in which Louis Bleriot had crossed the channel in 1909. However, the 23 hp Anzani engine in his original machine had been replaced with a 50 hp Gnome rotary in the single-seaters and 70 and 80 hp Gnomes in the two-seaters, giving them greater climb rates and a marginal increase in speed.

Also, the tail plane and elevator had been redesigned and the tail wheel replaced with a skid (to aid stopping in an era prior to the introduction of wheel brakes). Although extremely popular for air races and widely used by European air forces for reconnaissance and bombing, it was to be relegated rapidly to the training role and later obscurity once the hostilities of WWI began. (RAF Halton)

Wireless InnovationOnce the breakthrough in heavier than air flight was made in 1908, writes Alan Rowe, it was possible for visionaries to consider the possibility of sending messages from an aeroplane! However, the first practical experiments were

The first long distance flight by ‘Nulli Secundus’ was made on 5 October 1907, with Col John Capper and Mr Samuel Cody flying from Farnborough to London. RAF Museum.

‘T’ Class balloon at Frensham, 1893. As early as 1862, Lt George Grover approached the War Office proposing that the British Army should investigate the use of the balloon as a platform for reconnaissance and observation. (RAF Museum)


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undertaken by the Air Battalion, Royal Engineers during the British Army manoeuvres of 1912, when the non-rigid airships Gamma and Delta transmitted signals that were received 35 miles (56 km) away.

On 11 June of that year Lt Cammell’s private Bleriot was used for wireless trials along with the Royal Aircraft Factory’s BE-2s — five months before the official 1912 Military Aeroplane Competition was held for the War Office to select a suitable aircraft for Army reconnaissance.

On 24 August a BE-3 was fitted with a further wireless installation and, trying to avoid the inconvenience of a trailing aerial wire, aerials were fitted around the leading and trailing edges of its wings.

There were formidable problems to be overcome before it was feasible to equip a light reconnaissance aircraft with wireless. With low and unreliable engine power, aircraft in 1914 were limited in their size and weight-carrying capacity. The bulky spark transmitters weighed 75lb and could only be fitted inside the second cockpit or, if observer-operated, attached to the outside of the fuselage longerons.

It is not very surprising that most pilots preferred to communicate with the ground forces by firing Very lights over targets, using signalling lamps or dropping messages by the familiar draw-string, weighted leather bags. During the autumn of 1914 Maurice Baring at RFC Headquarters, Mauberge described pilots landing nearby with ‘their maps showing long black lines of German troops on every road’.

Nevertheless the staff at this HQ included both a signalling officer, Capt Buchanan (presumable responsible for telegraph and telephone facilities) and a wireless officer, Lt Lywood. Wireless in 1914 was at the cutting edge of new technology.

In early December 1914 arrangements were made for No 9 Squadron RFC, commanded by Captain Hugh Dowding (of Battle of Britain fame in WW2), to be charged with the duty of supplying its wireless machines, on detachment, as required by the Army Corps. When the RFC expanded into two Wings, flights from 9 Sqn were allotted to each of them to form the nuclei of new (still to be formed) wireless-using Army Corps Squadrons. No 4 Squadron RFC remained at RFC HQ, St Omer with six BE-2s and a Martinsyde Scout where its wireless unit continued to handle and service all wireless equipment, and to

On 16 October, 1908, Samuel Cody’s British Army Aeroplane No 1 took off at Laffan’s Plain, covering a distance of approximately 1,400 feet before crashing. (RAF Museum)

No 3 Sqn RFC and Bleriot XI of Lt P B Joubert de la Ferté. (RAF Halton)


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train new flying crew for wireless liaison with artillery regiments at the line. Its expertise was strengthened at the end of January 1915 by the arrival of Capt B Smythies, a former Royal Engineer with wireless experience.

His early observations were that ‘it appeared primitive. Two operators and a few instrument repairers working under canvas in a gravel pit; tools and power supplied by a workshop lorry that was frequently out of order. The men were sleeping on straw palliasses in a barn only three miles from the line’.

He immediately attempted to get hold of men with appropriate technical experience, both from home establishment and by attachment from Army units. Second Lts T Vincent-Smith and S Callaghan were the first civilian technicians to be commissioned directly into the RFC for wireless work. With later postings to 3 and 5 Squadrons RFC they became the first of the specialist Squadron Wireless officers.

And on 1 April 1915 the first home wireless training school of the RFC was founded at Brooklands by Capt Dowding. By the summer of 1915 Marconi wireless research employee, Captain C E Prince, had adapted a continuous wave transmitting set

Artist’s impression of a Bleriot XI landing at Dover Castle after a cross-Channel flight, 25 July, 1909. (RAF Museum)

A ‘Short’ biplane, one of two aircraft lent to the Royal Navy. (RAF Museum)

Maurice Farman biplane, Larkhill. (RAF Museum)

A 3 Sqn two-seat Bristol Prier Dickson monoplane (serial 256) at Larkhill. Delivered as Bristol number 74 to the Army Air Battalion, it was repaired in June 1912 and re-delivered as a Pier Dickson monoplane with its new serial 256 in July 1912. (RAF Museum)


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for the use of a microphone by the pilot, as well as a Morse key. At his first attempt some approximation of intelligible sounds was produced and this was believed ‘to be the very first occasion in the world when wireless speech was received from an aeroplane.’

The first public demonstration of air-to-ground wireless telephony, at Sutton’s Farm in 1918. (The 14-18 Journal)

A Vickers FB5 ‘Gunbus’. Designed from the outset as a two-seat ‘fighting aeroplane’, the Gunbus was one of the first successful ‘scout’ (or fighter) aircraft employed the Royal Flying Corps in France. No 11 Squadron was the first unit to be equipped solely with the Gunbus, making it the first fighter squadron as such in February 1915. (AHB RAF)

An Avro biplane being readied for the Military Aeroplane Competition, Larkhill, 1912. (RAF Museum)

The next major wireless development was transmission of the human voice by air to ground and air-to-air, achieved and tested by the RFC in 1918.


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An extract from Sagittarius Rising by Cecil Lewis, Pen & Sword Books 2014. Cecil Lewis joined the RFC in the

summer of 1915 having just turned 17. He celebrated his 18th birthday in France where his exploits in the SE5a and Morane Parasol with No 3 Squadron earned him the MC for ‘continuous bravery’.

Single combat, a duel with another machine, was . . . a question of good flying . . . when a number of machines . . . were engaged in a ‘dog-fight’, it was more a question of catch as catch can . . . Machines would hurtle by, intent on their private battles, missing each other by feet . . . such fighting demanded iron nerves, lightning reactions, snap decisions, a cool head, and eyes like a bluebottle . . .

The squadron sets out eleven strong on the evening patrol. Eleven chocolate-covered, lean, noisy bullets, lifting, swinging, turning, rising into formations – two fours and a three – circling and climbing away steadily towards the lines. They are off to deal with Richthofen and his circus of Red Albatrosses . . .

. . . the fighting pilot’s eyes are . . . roving endlessly through the lower and higher reaches of the sky, peering anxiously through fur goggles . . . full throttle . . . and the headlong plunge with screaming wires – a Hun in the sights, and the tracers flashing.

. . . Action! . . . and the patrol, shifting throttle and rudder, keep close like a pack of hounds on the scent . . . The pilots nurse their engines, hard-minded and set, test their guns and watch their indicators . . . Machines fall scattering, the earth races up, the enemy patrol, startled, wheels and breaks, Each his man!

Making night landings in France was a very different affair . . . Each machine had a small signalling lamp fixed on the under side of the body. When he returned to the aerodrome, each pilot flashed his own particular call sign. If it was all clear for him to land, he was answered by an electric torch from the ground.

Cecil Lewis. (Courtesy Pen & Sword Books)

Fur Goggles and Full Throttle


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There are many comparisons, says Flt Lt Jon Bond, 3(F) Sqn Pilot, that can be made with the modern day fighter pilot to those, such as Cecil Lewis, who were responsible for developing the techniques and lessons that give air power the value that it has today.

The fundamental principles of ‘dogfighting’ as Cecil describes remain exactly the same. You are still using every ounce of mental capacity and agility to gain an advantage over your opponent; one handling mistake or poor decision can have grave consequences.

No amount of technology can completely eradicate or compensate for your own decision-making errors when it really matters. Those ‘iron nerves’, ‘cool heads’ and ‘eyes like bluebottles’ are fundamentally engraved in your own DNA as a human being.

With aircraft that allow you to pull nine times your bodyweight and climb to altitudes above 40,000ft, you need as much protection from your ever increasingly austere environment as is possible.

We are fitted, in the Typhoon, with all over ‘G’ protection and a complex oxygen system that allows us to function in the thinner air that is present at higher altitudes which, in turn, increases both aircraft and weapon performance. Cecil’s experiences of ‘fur goggles’ and negotiating ‘icy winds at 100mph’ are certainly ones of the past. However, to maintain dominance over potential adversaries and ever increasingly capable platforms, we need every piece of equipment enhancement that is available to us.

Cecil conveys the difficulty of flying in harsh environmental conditions, especially when night landing in ‘pitch darkness’. The weather still plays a large part in our decision making

Iron Nerves and Cool Heads

processes; will our weapons work in a cloudy environment, will the weather allow us to land back at our base or will we actually be able to see our enemy?

These problems have not gone away since 1915 and still provide many a concern for the modern day fighter pilot. Cecil also depicts the difficulty of covert landings at night in France. Depending on theatre, landing in atmospheric darkness is still employed today to minimize the risk of enemy sighting. However, Night Vision Goggles and other ‘in-cockpit’ aids make this task significantly easier.

However, it remains, when in the face of the enemy, the ‘cool head’, ‘lightning reactions’ and ‘snap decisions’ still play a pivotal role in deciding one’s outcome.

Flt Lt Jon Bond, 3 (F) Sqn Pilot.


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No II (Army Cooperation) Squadron is most senior of the oldest fixed wing squadrons in the world, now flying the Service’s primary two-seat ground attack and reconnaissance fast jet, the Tornado GR4. Known as II (AC) or ‘Shiny Two’, the Squadron has been based at Marham in Norfolk since November 1991 following 47 years in Germany. Now one of three front-line Tornado Squadrons, II (AC) Sqn is ready to deploy up to 12 aircraft as and when required across the world to support the UK’s Foreign Policy.

Today’s II (AC) Squadron maintains a strong link to its past, recently attending events in Farnborough and Montrose to commemorate both the founding of the Squadron at the ‘Black Sheds’ of Farnborough and the first deployment of any RFC Squadron to a military airfield. The Squadron is proud of its motto ‘Hereward’, which means ‘Guardian of the Army’, and relates to the affiliation to the Wake family that continues today.

The primary role of the Tornado GR4 is the precision attack of ground-based targets, either in direct support of campaign objectives or in support of ground force objectives – the Tornado GR1 and latterly GR4 has been operationally deployed on a

No II (Army Cooperation) Squadronpermanent basis since 1991 flying over Iraq, Afghanistan, Libya, Kosovo and Serbia. Tornado played a key role in the success of the Libya Campaign, proving that strategic effect can be delivered by air power alone – the majority of Tornado sorties over Libya were flown by II (AC) Squadron from Southern Italy.

The aircraft is flown by a two-person crew, with a pilot and a Weapon Systems Officer. The latter is responsible for operating the aircraft weapon and reconnaissance systems as well as the self-defence equipment. Tornado is capable of automatic terrain-following flight in poor weather, making it all-weather, day-and-night capable.

The Squadron is committed to training, whether at home or overseas supporting the Air Exercise Programme. This is vital to maintain a full range of capabilities that support the UK Defence mission and for the individual to develop a full and rewarding career.

October 1918. Pilot: Lt Marsay; Observer Lt Hunt.

Estree Blanche 1917, a Sqn of Sopwith Camels.



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NCOs and men of II Sqn, Montrose, Scotland.

Armourers working on a Tornado GR4 from II (AC) Squadron at Kandahar Airfield, Afghanistan. The Sqn is part of the RAF 904 Expeditionary Air Wing based at Kandahar. Sgt Ross Tilly. © UK MOD Crown Copyright 2014.

The Squadron is very proud of its rich history that pre-dates World War I and includes the first aerial VC winner and the first aerial victory. Although for much of its life ‘Shiny Two’ has had a reconnaissance pedigree, our current role supporting troops on the ground in Afghanistan repeats the history of those flights over the trenches of World War I.(Wg Cdr Jez Holmes, OC II (AC) Sqn)

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http://www.raf.mod.uk/equipment/tornado.cfm


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No 3 (F) Squadron was one of the three founder Squadrons of the Royal Flying Corps formed on 13 May, 1912. On the 31 March 2006, the Squadron moved to RAF Coningsby and became equipped with the multi-role Eurofighter Typhoon aircraft.

Since its formation, 3 (F) Squadron has played a key role in operations across the globe from the two World Wars to the

No 3 (Fighter) Squadronpresent day. Notably, more recently, the Squadron has been deployed on Operation ELLAMY, Libya in 2011 and Operation AZOTIZE in support of NATO in the Baltic States.

The Squadron took over the aircraft of No 2 (Aeroplane) Company at Larkhill whose machines formed part of the inventory of the Air Battalion of the Royal Engineers before it was absorbed into No 3 (F) Squadron upon the creation of the Royal Flying Corps. The Squadron’s first deployment was to France in August 1914 where it took part in reconnaissance duties. Late in 1917, the Squadron became equipped with Sopwith Camels and became a fighter unit.

After the Armistice in 1918, the Squadron disbanded and through the 1920s lived a nomadic existence at a variety of locations before eventually arriving at Upavon in 1924 with Sopwith Snipes. No 3 (F) Squadron introduced the Gladiator into RAF service and just as the Second World War started the squadron received the formidable Hurricane fighter aircraft at Biggin Hill.

During 1943, the Squadron replaced the Hurricanes with Hawker Typhoons and switched to the anti-shipping and intruder roles. The Squadron converted to Vampires in 1948, Sabres in 1953 and the Hunter in 1956. A short time with Javelin fighters was followed by a long period of Canberra flying, before the Squadron received Harriers in the early 1970s.

The Harrier formed the crux of the RAF’s ground attack inventory and the Typhoon is quickly developing into the ground attack aircraft that makes it the multi-role platform that is so important in modern day warfare. Op ELLAMY enabled Typhoon to showcase itself in this role with the aircraft performing admirably together with the Tornado GR4 in the air-to-ground arena. L G Wood, 3 (F) Sqn,1918.



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A Typhoon on QRA duty over Lithuania. Cpl Neil Bryden.

Like the first heavier than air engineers before us, who pioneered engineering practices and created a legacy to aspire to, we pride ourselves on 3 (F) Sqn Typhoon’s ability to deploy effective air power whenever we are called upon to do so. 3 (F) Sqn engineers are once again working around the clock on Typhoon aircraft in support of air and naval intercepts. This is happening both at home, during our enduring commitment to the nation’s security through Quick Reaction Alert, and as we continue to write in the 3 (F) Sqn history books as part of our current Baltic air policing mission in Lithuania. (Flt Lt James Kingswood, 3 (F) Sqn Junior Engineering Officer)

Over the previous century, this historic Squadron has excelled in the provision of operational capability and upholding the key tenets of Air Power; height, speed, reach and ubiquity. The combination of engineering excellence and flying skill are delivered today by men and women with the same passion for aviation as those who operated on our first aircraft at Larkhill. The tools of our trade may have changed but the spirit remains very much the same and is being displayed daily on operations in the Baltic.(Wing Commander Cab Townsend, OC No 3 (F) Sqn)

The ‘Mobile Flight’ officers. Left to right: Observer Officer Bowen, Observer Officer Nicholson (one of L G Wood’s Observers), Observer Officer Ball, Flying Officer Fairweather, Flight Lieutenant Payne, Flying Officer Hilton, Observer Officer Hodgson (Wood’s other Observer), Flying Officer Williams, Flight Lieutenant MacNab, Squadron Leader Donald (Commanding Officer), Flight Lieutenant Openshaw, Flight Lieutenant Boumphrey (Wood’s Flight Commander), Observer Officer Chandler, Observer Officer Stewart, Flying Officer Atteridge (Medical Officer), and Pilot Officer Hancock.

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No IV Sqn was created out of No 2 Flt No 2 Sqn at Farnborough on 16 Sep 1912. As soon as a nucleus of pilots had been formed the Sqn moved to Netheravon. The first aircraft operated by IV Sqn included Breguet and BE-2abiplanes. The Sqn deployed to France in August 1914. Its many duties included reconnaissance, artillery observation, photography, tactical bombing and machine gunning. In the autumn of 1915, the Sqn took on the new task of landing covert agents behind enemy lines. The Sqn was disbanded at Northolt and reformed at Farnborough in Apr 1920 equipped with Bristol F2B fighters.

In Aug 1922, No IV Sqn embarked on HMS Ark Royal with FE-2bs as an expeditionary force against overt Turkish aggression during the Chanak crisis. In 1924 No IV Sqn became No 4 (Army Cooperation) Squadron. In 1929 the Sqn received dedicated Atlas aircraft and then Audaxes in 1931 and Hectors in 1937 followed by the Lysander in 1938. The Sqn moved to France on 23 Sep 1939 with the Lysanders shortly after war was declared and occupied a variety of locations before withdrawing to UK via Dunkirk on 22 May 1940. In Aug 1944, the Sqn found itself once again operating from bases in France and moving forward to bases in Holland with the advancing armies.

The Sqn took delivery of the recce version of the Typhoon in Oct 1944 in the low level recce role to add to their armoury of high-altitude photo reconnaissance Spitfires, only to have the Typhoons withdrawn early in 1945. In Apr 1999, No IV (AC) Sqn (and No 1 (F) Sqn) were transferred to RAF Cottesmore thus ending 50 years of continuous service in Germany. Despite the disruption of relocating, the Sqn continued to maintain its commitment to Op DELIBERATE FORGE on a rotational basis with the other two Harrier sqns. First in and last out of the Balkans, the Sqn departed from Gioia del Colle in Apr 2001, the Harrier Force having been stood down from the Operation.

IV (Reserve) Squadron The Sqn then focused on a period of training that included Ex SAIF SAREEA II in Oct 2001. The Ex included a work-up phase on HMS ILLUSTRIOUS for a month in the Mediterranean, a transit through the Suez Canal and the Red Sea before deploying to Masirah in Oman. This event was the longest period that the Sqn had spent on a carrier since the Chanak crisis over 80 years previously. The entire Sqn deployed to Kuwait in Feb 2003 with personnel from 1 (F) Sqn to take part in Op TELIC (IRAQI FREEDOM), conducting close air support using mixed Paveway II and Maverick weapon loads. The Sqn returned from Op TELIC in May 2003 and rapidly rebuilt skill sets for the European theatre.

Previously based at RAF Cottesmore, IV (R) Squadron was re-formed on the 31 March 2010 following the disbandment of 20 (R) Squadron. Retirement of the Harrier in April 2011 saw IV (R) disband again before reforming at RAF Valley equipped with the Hawk TMk2 in November 2011 providing Phase 4 fast jet training for the UK Military Flying Training System (UKMFTS).

Hawk T2 prepares fast jet aircrew for flying front line aircraft.

http://www.raf.mod.uk/organisation/IVSquadron%28R%29.cfm


PAGE 37

The Hawk TMk2 flew its 1,000th hour in Oct 2010. The first instructor course began in August 2010 with the first students starting in 2012. The Hawk T2 prepares fast jet aircrew for flying front-line aircraft by delivering a modern cockpit

environment with digital displays, sophisticated navigation and advanced avionics, including simulations of the latest airborne weapons systems. This will greatly improve the training given to both the Royal Air Force and the Royal Navy.

IV (R) Squadron.


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On 26 July 1913, No 5 Squadron Royal Flying Corps was formed and soon found itself in France with the British Expeditionary Force (BEF). In the lead up to the Great War, operating the Royal Aircraft Factory BE-2C, No 5 Sqn began flying in the reconnaissance role and also in the early development of aerial wireless communications. As artillery spotters, the pilots and observers of 5 Sqn gathered vital intelligence for the Army Generals below, who were beginning to realise the limitations of cavalry for their reconnaissance needs.

One hundred years later V (AC) Sqn is once again fulfilling the role it began in those early days of manned flight; collecting intelligence from a wide area and almost instantly transmitting it to Army units on the ground. The pilots of 1913 with their wood and canvas aircraft are replaced by pilots of 2014 with satellite navigation and flight automation computers. With more than 150 RAF and 100 Army service personnel, V (AC) Sqn is the largest flying Sqn in the RAF.

The observers of 1913 have become the mission crew of 2014 with onboard imagery analysis software and sophisticated communications equipment; the plotting rooms of 1913 are replaced by the ground crew of V (AC) Sqn’s own army personnel, analysing and disseminating the intelligence and data as it is relayed down from the aircraft.

And yet, for all the changes, the squadron still performs the same fundamental task; to exploit the advantages of height and reach of an aeroplane and use those advantages to learn something about an enemy, a location or an environment. According to a 1914 report, a BE-2c saved 100,000 British Expeditionary Force lives when an advance by the German General von Kluck was spotted

V (Army Cooperation) Squadron

Lt C E Rabagliati, 5 Sqn RFC, 1914.

and reported, even though it contradicted all the other available intelligence.



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Sentinel. SAC Andy Stevens.

Once communications are established with our nominated ground unit the intelligence collection begins. Any activity believed to be of interest by the aircraft or ground segment will immediately be reported to the unit directly. We continue to monitor and report vehicles of interest for the mission period and ensure all the datais relayed to ground forces.(The Mission Crew – Sgt L Delicata)

Soon after deploying to France with the BEF in August 2014, 5 Sqn found itself conducting reconnaissance missions in Avro 504s.

An RFC RE8 fighter.

‘

‘

http://www.raf.mod.uk/equipment/sentinelr1.cfm


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Aerospace Battle Management (ABM) is a facet of the RAF involved in Air Defence. Previously known as Fighter Controllers, Aerospace Battle Managers (ABMs) work around the clock to ensure UK airspace is constantly monitored and policed. The Surveillance team is tasked daily with compiling an accurate Recognised Air Picture, and the Weapons team provides tactical aircraft control of the Quick Reaction Alert Force as part of both our Homeland Defence and NATO tasks.

On 19 January 1915, a German Zeppelin airship attacked Great Yarmouth. Throughout World War One, Zeppelins and Gotha bomber aeroplanes attacked the length and breadth of the UK, from Edinburgh to Manchester, and Tyne and Wear to Staffordshire; naturally London and the South-East were heavily targeted. In total, the air offensive against Britain in World War One killed more than 1,400 people and injured around 3,500 – public outcry forced the government and the British Military into defensive action.

Major General Edward Ashmore is credited with initiating the foundation of the Aerospace Battle Management (ABM) trade as we know it today. Being experienced as both a Royal Artillery Officer and a Royal Flying Corps Commander in France in 1915, he was tasked with creating a viable defence system for the UK to protect against bombing raids by the German forces.

In 1917 Ashmore developed the idea of the London Air Defence Area (LADA). He positioned observation points across the South East of the UK – essentially two men with a pair of binoculars and instructions to ‘keep an eye out’ for anything unusual in the sky. The system was complemented by a number of ‘acoustic mirrors’ placed along the eastern coastline to detect approaching aircraft. These concave shaped devices were made of concrete and could pick

Policing UK Air Space

up the noise of aircraft engines, focusing the sound for interpretation at a listening post. This basic system could plot the bearing and altitude of approaching aircraft, which was then telephoned back to a local command post in order to alert neighbouring coastal defence artillery. Today, the Surveillance specialisation is doing the same thing, although with more sophisticated equipment and unrestricted by bad weather.

Using the information gleaned by the observation points, Ashmore used Royal Artillery Anti-Aircraft Artillery Batteries (AAA) and Royal Flying Corps (RFC) Fighter Squadrons of Sopwith Camels to fend off German bomber attacks. Ashmore’s system was rudimentary, but provided the framework for future Air Defence systems and acknowledged the need for strong communications between various agencies. In a similar way today, the Weapons specialisation uses information provided by surveillance equipment such as radar and state-of-the-art communication systems to accurately control Quick Reaction Typhoon aircraft as a deterrent to enemy activity. (RAF Boulmer)


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It is rewarding to know that you have a role to play in defending the UK and her interestsboth at home and overseas. The modern technology available now works seamlesslyto enable us to fulfil our peace and warfighting roles along with our sister services.(Flt Lt Mike Quilter – Weapons Specialist, RAF Boulmer)

‘ ‘

A Typhoon from 1 (F) Sqn plays its part in Exercise CAPABLE EAGLE designed to further improve the interoperability and effectiveness of Anglo-French military co-operation. Sgt Ralph Merry. © MOD Crown Copyright 2014.



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In the early stages of WWI military aviation was driven by the desire to provide spotting for artillery batteries firing on enemy forces beyond the line of sight. The ability to communicate directly between aircraft and ground forces was constrained by technology. Radios of the time were generally too large and unreliable to be used routinely in the trenches or in the small wooden biplanes that were typical of the era. Likewise, modern precision guided weapons did not exist.

In the sense that military aviation was born of the desire to provide direct support to friendly ground forces one could say that Close Air Support (CAS) has been with us since the beginnings of the Royal Flying Corps and subsequently the Royal Air Force. Although today’s technology would be unrecognisable to an aviator from that period, the objectives and difficulties of the mission would seem very familiar.

The key element that distinguishes CAS from other forms of air-to-ground offensive operations is the requirement to integrate directly and in detail with the ground forces that are being supported. Typically these ground forces are in close proximity to the enemy; often within range to be exchanging small arms fire.

The modern targeting sensors and weaponry carried by Royal Air Force CAS aircraft allow for precise targeting of small, moving targets on the battlefield, but, even with such advanced technology, close coordination between attacking aircraft and ground forces is needed to ensure the right targets are struck and that inadvertent injury to friendly forces or civilians is avoided.

Specially trained soldiers or airmen, known as Forward Air Controllers by the UK (FACs) or Joint Terminal Attack Controllers by the US (JTACs), and equipped with secure

Close Air Supportradios and telecommunications, are embedded with forces on the ground to ‘talk-on’ the friendly aircraft to suitable targets This enables close liaison between air and ground forces on the battlefield and allows ground forces to make much more timely and flexible use of air power.

CAS aircraft can deliver a variety of effects. Sometimes the mere noise and presence of an armed fast jet overtly manoeuvring above friendly forces and demonstrating the capability to attack if required has been sufficient to cause enemy forces to disperse, allowing the friendly ground forces to conduct their mission without interference and minimising the risk to any civilians in the vicinity.

Tornado GR4 navigator, IX (Bomber) Sqn, RAF Marham.

‘

‘

Close Air Support adds a third dimensional advantage to the ground forces; it is able to sit above the battlefield and see beyond the line of sight giving it a distinct edge over enemy forces. In Afghanistan, this is used to prevent enemy forces from surprising those of our own by looking ahead, reporting and preventing attacks. In Afghanistan even the sound of an aircraft overhead can be sufficient to put the enemy off mounting an attack.


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Royal Flying Corps No 2 Squadron Royal Air Force No II (AC) Squadron

Royal Aircraft Factory BE-2 Panavia Tornado GR4

‘BE’ stands for ‘Bleriot Experimental.’First ever naturally stable aircraft.Type: Reconnaissance, Day/night, Attack.Aircrew: 1 or 2 depending on role.

Length: 8.3m (27ft)

Wingspan: 11m (36ft).

010

2030

40 90

5060

SPEED

MPH

7080

Engine: Renault V-8. Thrust: 60/70hp.Max Speed: 72mph at 6500ft.

1914

Armaments: Hand-held pistol, Lewis machine gun or selection of bombs or explosive darts. On many sorties no armaments were used.

Reconnaissance:Hand-held camera,binoculars and maps.

2022

24

26 40

28 38

3032

HEIGHT

FEET

3436

Altitude:13,000ft.Range: 200 miles.

NNavigation:Compass, watch,maps and basicairspeed, altitude,spirit-level and cockpit instruments.

Weight:1,370lbEmpty

Weight:2,142lb

Full

FuelLoad:320lb

2014‘GR’ stands for ‘Ground Attack & Reconnaissance’.Deployments since 1991: Iraq, Afghanistan, Libya, Kosovo & Serbia.Type: Day/night, all weather, precision ground attack, reconnaissance.

Wingspan: 8.6m (28ft).

)

Length: 16.72m (54.10ft)

010

2030

40 90

5060

SPEED

MPH

7080

Engine: 2 x Rolls Royce Turbofans.Thrust: 2 x 16,000lb.Max Speed: 1.3 mach (990mph).

Armaments: Storm Shadow,Brimstone, DMSB, ALARM and ASRAAM missiles. Enhanced Paveway III, Paveway IV laser and GPS guided bombs. Mauser 27mm cannon.

Weight:31,620lbEmpty

Weight:61,729lb

Full

Fuel:5,090kg

(plus 5,850kgin tanks)

2022

24

26 40

28 38

3032

HEIGHT

FEET

3436

Altitude: 50,000ft.Range: 870 miles(combat role),2,417 miles using 4 external fuel tanks (ferry range).

Navigation:Terrain Following Radar (TFR), Forward Looking InfraRed (FLIR), Night Vision Goggle (NVG), Global Positioning Inertial Navigation Systems (GPINS), Ground Mapping Radar (GMR).

N

Aircraft Then and Now

Targeting: None.

Reconnaissance:Reconnaissance Airborne Pod TORnado (RAPTOR) and Litening III Targeting pod.

Targeting: Laser Ranger and Marked Target Seeker (LRMTS), Litening III.

Aircrew: 2.

Aircrew: 1 or 2 depending on role.


PAGE 44

WWI saw the first air-delivered bomb dropped in September 1914. The roles for which they were used are surprisingly similar to the roles of precision weapons now, although the effectiveness and precision is significantly improved. In WWI, aircraft were used for short-range close air support or interdiction missions and also for deep strike strategic bombing. The difference was in the targets and specifically the level of detail applied to targeting.

In WWI, the accuracy of bombing was such that a whole city might be declared as a target and any weapon that fell on the built-up area would be considered a success. Nowadays, the high level of accuracy (a few feet) achieved by precision weapons, allow specific buildings or vehicles to be targeted and the angle of impact to be controlled.

Precision weapons enable air power effects to be employed with great accuracy thus increasing the effectiveness of the weapon, but also vastly reducing the potential for collateral damage.

Precision WeaponsThey are bombs and missiles that, through the use of electronically controlled guidance systems can be directed at a target with great accuracy. Weapons may be guided to

(Air Chief Marshal) JM Robb aligning the sights on his SE5a, D372/1, of 92 Squadron at Tangmere in June 1918. AHB (RAF).

An airmen gives scale to the largest bomb used by the RAF during WWI, the 1,650lb ‘SN’ bomb brought into service in October 1918 and carried by the Handley Page 0/400 bomber. The weapon was so large it had to be carried externally under the bomb bay. AHB (RAF).


PAGE 45

a target through the use of GPS, to a laser spot generated from an aircraft or personnel on the ground, or through an imaging sensor ‘recognising’ the required target against a target database. Precision weapons can be used in a wide variety of situations from counter-insurgency and close air support operations as seen in Afghanistan, to long-range strategic strikes deep inside enemy territory. Within the RAF, precision weapons can be released by Typhoon and Tornado GR4 aircraft.

They give the RAF a capability to rapidly strike targets close to friendly positions or deep within enemy territory with a very high degree of accuracy while keeping collateral damage to a minimum. In Afghanistan, the view from 12,000 feet allows for an overall appreciation of a hostile situation that cannot be achieved from the ground.

The Litening III laser designation pod with its advanced optics enables suspect individuals or vehicles to be closely observed, the level of detail obtained even allowing activities such as IED emplacement or use of personal weapons to be seen.

The nature of the situation in Afghanistan means that once rules of engagement have been met, opportunities to attack targets are often fleeting, and in close proximity to friendly forces. Precision weapons enable attacks to be carried out with great accuracy; due to this accuracy a very small warhead can be employed. This allows the attack to be conducted with negligible threat to friendly forces or civilian personnel and buildings. Air-to-ground operations in Afghanistan would not be possible without precision weapons.

A Typhoon from 11 Sqn. Precision weapons can be released by Typhoon and Tornado GR4 aircraft, giving the RAF a capability to rapidly strike targets close to friendly positions or deep within enemy territory with a very high degree of accuracy while keeping collateral damage to a minimum. SAC Babbs Robinson. © MOD Crown Copyright 2014.


PAGE 46

An extract from Co-Operation Between Aircraft and Infantry (S S 135 Appendix ‘B’) – The Training and Employment of Divisions. His Britannic Majesty’s Government, April 1918: issued by the General Staff

Aircraft are specially detailed to co-operate with infantry for two purposes: (1) Contact Patrol and (2) Counter-attack patrol. These two duties are perfectly distinct. The contact patrol machine is concerned solely with our own infantry, the counter-attack patrol solely with the enemy’s forces (excluding artillery in action).

The duties of contact patrol observers are: (1) To locate the position of our troops; (2) To transmit this information as rapidly as possible to the Headquarters of the formation concerned; and (3) To transmit messages from Brigade and Battalion HQ to the HQ of their formation.

Observers must be fully informed as to the plan of attack, the disposition of the troops with whom they are working, and their objectives. A contact patrol observer must have engraved firmly on his mind by means of careful study of the ground and of maps and aeroplane photographs every detail of our own and the enemy’s sector to such an extent that is it not necessary for him to look at his map in the air.

Contact patrol aeroplanes will, in addition, carry a Klaxon horn and signal lights for the purpose of making themselves known. The Klaxon horn is also used to answer signals received from the ground.

Integrated Air Operations (IAO)As the Western Front solidified into vast earthworks, writes Gp Capt Harv Smith, ISTAR tasks changed. Tactical roles increased dramatically and foremost of these was artillery spotting. The French got spectacular rewards from aircraft-artillery IAO

Air Land Integrationduring the Battle of the Marne and henceforth, they reduced their reconnaissance missions and reassigned aircraft to work with artillery.

In a typical ‘shoot’, the aircraft observer would locate the enemy, call for artillery fire, adjust fire through use of a clock-code system, and relay damage assessment. This basic ‘call for fire’ procedure is identical in principle to that used by pilots in the Western Desert during Op TELIC in 2003.

As direct support in the IAO role, armed contact-patrol aircraft were tasked to work closely with advancing infantry, by attacking targets of opportunity. However, due to poor communications, a high threat environment and problems with combat identification, this was an onerous task.

By the close of the War, IAO had become the accepted norm for operations, and air-support for an offensive was sufficiently important for the attack to be postponed if the planes could not fly.


PAGE 47

Achieving the Desired EffectsAir Land Integration, says the Joint Air Land Organisation, is ‘the integration of air and land capabilities and activities in order to achieve the desired effects in accordance with the commander’s plan.’

A Forward Air Controller is trained to prosecute close air support missions and ensures that these missions are conducted safely; they are sometimes in very close proximity to friendly forces. A Forward Air Controller has communications with the close air support platforms and supports a ground commander in prosecuting missions in line with his intent.

The role is fulfilled by Army, RAF Regiment and Royal Marine personnel and can be conducted independently or under the direction of a Tactical Air Control Party. When air assets support the land component, they are integrated with the utmost safety through the Forward Air Controller.

This can become very complex with multiple air assets and other surface to surface artillery and/or mortar activity. The Forward Air Controller continues to be trained with the most basic equipment; a radio, a map and a compass. Additionally, the modern day Forward Air Controller may have digitally aided close air support, a computer and laser technology to assist.

RAF Regiment personnel in the Joint Tactical Air Controller role. Sgt Ralph Merry. © MOD Crown Copyright 2014.

RAF Museum

http://www.raf.mod.uk/rafregiment/


PAGE 48

A Team Effort

A Tornado GR4 returns to Kandahar Air Base from a Ground Close Air Support mission in support of coalition troops in Afghanistan. Sgt Ross Tilly.

We are proud of what we do today. We honour those who flew and fought before us.

No II (AC) Sqn 100 years apart. From biplane to fast jet.

We have always looked to the future.

Test flight of F-35, which will become Lightning II. Dane Wiedmann/Lockheed Martin.

http://www.raf.mod.uk/equipment/Lightningii.cfm

Acknowledgements

Contributors Air Historical Branch Seb Cox, Head of the Air Historical Branch, RAFLee Barton, Photographic Dept

Air Media Centre, HQ Air CommandCpl Sally Raimondo, Command Photo/Video

Air Warfare Centre Wg Cdr Richard Licence, SO1 Air Doctrine 2

Joint Air Land Organisation Sqn Ldr Chris Jordan, SO2 FAC STANEVAL

1 (F) Squadron Sqn Ldr Johannes De-Vry

II (AC) Squadron Wg Cdr Jez Holmes, Officer Commanding Sqn Ldr ‘Dutch’ HollandFlt Lt Shaun KimberleyFlt Lt Joe Rigg

3 (F) Squadron Wg Cdr Cab Townsend, Officer CommandingSqn Ldr Ian DaviesSqn Ldr Si DevenishFlt Lt Jon Bond

IV (R) Squadron Wg Cdr Dan Beard, Officer Commanding

V (AC) Squadron Flt Lt Alex Machin, OC E Flt

IX (B) Squadron

31 Squadron

RAF Boulmer Flt Lt Sarah Vickers, Instructor, School of Aerospace Battle ManagementAnne Russell, Media and Communications Officer

RAF Coningsby Jim Robinson, Media and Communications Officer

RAF Halton Sqn Ldr Gary ColemanFrancis Hanford, Heritage Museum Curator Jane Reilly, Deputy Media and Communications Officer

RAF Marham Gp Capt Harv Smyth, Station CommanderWg Cdr Rob Connnor, OC Ops Wing Alison Childerhouse, Media and Communications Officer

Tactical Imagery Intelligence Wing FS Iain Stannett, FS Training SAC A E Clifford, Imagery Analyst SAC Iain Bushell, Imagery Analyst

RAF Museum Hendon Peter Elliot Andrew DennisAdam Shepherd

Biggles Biplane (BE-2 owner/operators)Stephen Slater Matthew Boddington

SourcesGp Capt Harv Smyth (various extracts from ‘Had air power achieved the Core Air and Space Power Roles, as detailed in the FASOC, by the end of World War 1?’ A Special Subject Essay Advanced Command and Staff Course Sept 2005-July 2006).

Pen & Sword Books (extract from Sagittarius Rising by Cecil Lewis).

Wg Cdr W S [Sholto] Douglas, Air Ministry, paper written on 23 September 1925 (courtesy, RAF Museum, Hendon).

Gareth Morgan (The First to Fall: The Fatal Casualties of the Royal Flying Corps August 1914. The ‘14-18 Journal’ published by The Australian Society of World War I Aero Historians, May 2014, pgg 3-13).

Alan Rowe (Part 1: air-to-ground wireless communication by the RFC/RAF, pgg56-66; and Part 2: the Radio-Telephone – air-to-ground, air-to-air, pgg79-88. ‘The 14-18 Journal’ published by The Australian Society of World War I Aero Historians, 1998 and 1999 respectively).

Produced by Air Media Centre, HQ Air Command. 1206_14WP UK MOD Crown Copyright, 2014

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