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perimenting on non-dirigibles for the army, but recommended discontinuance by the balloon establishment of its experiments with aeroplanes for progress in which it would be better to rely on private enterprise. In April 1909 the " Advisory Commit- tee for Aeronautics " was appointed under the presidency of Lord Rayleigh to advise on questions relating to the science of aeronautics, to arrange when necessary for experimental work at the National Physical Laboratory and generally to advance the practical application of the science.

In Oct. 1909 the balloon factory and balloon school at S. Farnborough, which had hitherto been under one control, were separated, a commandant of the school and superintendent of the factory being appointed. The next step of any importance was the formation in 1911 of the Air Battalion R.E. This Air Battal- ion absorbed the existing elements of the balloon section, and con- sisted of a headquarters and two companies, No. i (airship and kite) and No. 2 (aeroplane), the latter being the first heavier- than-air unit to form part of the B*ritish army. The expansion of the Air Battalion on mobilization was provided for by the selec- tion of officers of the regular army to form the Air Battalion Reserve.

At this time there were less than 12 efficient aeroplanes and two small airships for both naval and military requirements, while France had 250 aeroplanes and several airships, and Germany had 20 to 30 military aeroplanes and about 20 air- ships. Towards the end of 1911, therefore, it was realized that the rapid development of aeronautics abroad rendered necessary further study of the possibilities of aviation in its relation to Imperial Defence, and on Nov. 18 1911 the Prime Minister requested an air sub-committee of the Committee of the Imperial Defence to consider the question. This sub-committee delegated to a technical sub-committee the task of drawing up a scheme. Its main recommendations, accepted by the air sub-committee and finally by the Committee of Imperial Defence and the Government, were as follows:

(a) That the British air service should be regarded as one, and called the " Flying Corps." This corps to provide the personnel necessary for naval and military wings, for the Central Flying School and for a Flying Corps Reserve, (b) That the Central Flying School should be established on Salisbury Plain at the joint expense of the Admiralty and the War Office, but administered by the latter. (c) That after graduating as pilots at the Central Flying School officers should go for further instruction to the Naval Flying School at Eastchurch, or to a military squadron as the case might be, or else pass into the reserve of the Flying Corps.

The technical sub-committee also recommended that the technical requirements for both wings of the Flying Corps should be provided by the army aircraft factory, which should henceforth be known as the " Aircraft Factory." This aircraft factory, which was the direct descendant of the balloon factory, and out of which was eventually evolved the Royal Aircraft Establishment, should be charged with the higher training; of mechanics for the Flying Corps, the repair of engines and machines, research and experiment.

Further, it was recommended that in order to secure close collab- oration between the naval and military wings, the Central Flying School, the aircraft factory and the Advisory Committee on Aero- nautics, a permanent air sub-committee of the Committee of Im- perial Defence should be constituted under the chairmanship of the Under-Secretary of State for War, and having as its members the senior officers of the corps and the factory, with War Office and Admiralty representatives.

With regard to the supply of personnel for the Flying Corps, the technical sub-committee recommended that its officers should be exclusively graduates of the Central Flying School, the supply being from either the navy or the army or by direct entry from civil life. After graduating, officers should serve continuously for four years in the Flying Corps with the naval wing, military wing, on the permanent staff of the Central Flying School or the Flying Corps Reserve. The Flying Corps Reserve to consist of personnel only, and to be divided into two classes : (a) those who were required to keep themselves in flying practice; (b) others not under this obligation. The first were to receive a retaining fee.

It was estimated that the navy would require 40 officers trained as pilots per annum. As regards the military wing, the seven aeroplane squadrons considered necessary for the Expeditionary Force would require a total of 182 officer pilots and 182 N.C.O. pilots. Assuming four years of active flying work as the limit for the average individual and adding 25% for casualties, failures, etc., the number eventually to be passed through the Central Flying School per annum would be about 164. In addition it was recom-

mended that 15 civilians should be trained annually as pilots and passed into the Reserve.

With regard to the naval wing of the R.F.C., the technical sub- committee recommended that after being at the Central Flying School officers should then pass on to Eastchurch for further training in the special forms of naval aeronautics. It was, incidentally, further recommended that in view of the great cost involved it was not con- sidered advisable to build rigid airships.

As regards the military wing of the Flying Corps, it was recom- niended that it should comprise all branches of military aeronautics, including aeroplanes, airships and kites, and should accordingly absorb the existing Air Battalion of the R.E. For an expedition- ary force of six divisions and one cavalry division it was estimated that one headquarters, seven aeroplane squadrons of 12 machines each, one airship and kite squadron and one line-of-communication workshop would be required. The organization of a squadron was to be headquarters (seven officers, 17 other ranks), and three flights of four machines each (each flight consisting of four officers and 46 other ranks).

On May 13 1912 the R.F.C. was inaugurated. The pro- gramme adopted for its development, apart from a few alter- ations in detail, was on the lines recommended by the technical sub-committee. The first two squadrons to be formed of the military wing were Nos. i and 3. The former was No. i (Air- ship) Co. of the Air Battalion. It had on charge two air- ships, " Beta " and " Gamma," the " Delta," " Zeta " and " Eta " being added subsequently, as well as man-lifting kites and free balloons for training. No. 3 Squadron was formed from No. 2 (Aeroplane) Co. of the Air Battalion. Later in 1912 Nos. 2 and 4 companies were formed, 1 and in June the Central Flying School opened at Upavon. Wing headquarters and the line-of-communication R.F.C. workshop (later known as the Flying Depot and then as the Aircraft Park) were located at S. Farnborough. The naval airship service, which had been constituted in 'connexion with naval airships experiments in 1909 and disbanded in 1912, was re-raised and attached to No. i Airship Squadron.

Considerable progress was made in 1913 both in organization and otherwise, and at the end of the year 92 officers were serv- ing with the military wing, 25 officers in the reserve and 22 in the special reserve. Other ranks totalled 999. The approximate strength of the naval wing was 125 officers, including warrant officers, and 500 men. The annual report of the Central Flying School showed that 28 naval and 69 military officers had passed out, and 14 N.C.O.'s. had obtained 2nd-class pilot certificates. Experiments with machine-guns mounted on aeroplanes were made during 1913 by the military wing, and the aeroplane inspection department was formed at S. Farnborough.

A sub-committee of the Committee of Imperial Defence, appointed in 1913 to consider the control of aircraft in peace and war, recommended that the Aerial Navigation Act of 1911 should be amended so as to give power to requisition aircraft in time of war, and that the commandant of the Central Flying School should keep a register of privately owned aircraft. The Aerial Navigation Act of Feb. 1913 amended the previous Act in accordance with these recommendations. It was also laid down that one of the conditions in qualifying for the Royal Aero Club certificate should be an obligation to serve in any branch of the R.F.C. in time of war.

In Sept. 1913 a directorate of military aeronautics was formed at the War Office. It was to be an entirely self-contained department, and its head had direct access to the Secretary of State. It was charged with the general administration of the Army Air Service, and was made responsible for all work in connexion with the personnel and equipment of the Central Flying School, the military wing and the Royal Aircraft Factory.

In Jan. 1914 it was decided that in war each squadron should have 1 2 active and three reserve aeroplanes, and the flying depot 21 reserve machines. In peace, squadrons were to have 21 aeroplanes and the flying depot 28. The airship material of No. i Squadron was handed over to the Admiralty, who became responsible for all lighter-than-air craft, and the squadron was re-formed as an aeroplane squadron.

1 No. 5 was formed in 1913 and Nos. 6 and 7 in the first half of 1914-