The History of Britain's Military Training Aircraft

117 Pages·1988·93.12 MB·English

by  Ray Sturtivant

The History of
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Introduction Hawker Hart Trainer
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Chapter 1 Early Days Avro Anson
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Hulton) Chapter 2 Put to the test Airspeed Oxford
ISBN 0 85429 579 8
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AFoulis Aviation Book
Chapter 3 The Fallow Years Colour Plates
First published 1987
© Ray Sturtivant and Haynes Publishing Group 1987 35 105
Chapter 4 The Onslaught Miles Magister
All nghsreserved 0 partof hISbookmaybe reproduced or ransmltedmany form or byany
means,elecromcormechamcal. mcludmgphotocopymg, recordmg, orbyanymformatlonsorage
of War
or retneval system, wIthout permIssion of he p'jblIsher
Published by: III
Haynes Publishing Group
41 Miles Master
Sparkford, Nr. Yeovil, Somerset
Chapter 5 The Post-war Years
BA22 7]], England.
Haynes Publications Inc. 119
861 Lawrence Drive, Newbury Park,
49 North American Harvard
California 91320, USA.
Chapter 6 The Navy Way
British Library Cataloguing in Publication data
127
SurtIvant, Ray
The hIstory ofBntams mIlItary trammg alrcra Training Aircraft Profiles Percival Prentice
I Trammg planes- Great Bnam - HIstory
2 Alrplanes, IIIary Great Bnam HIsory
I TIle
62374620941 UGI242T6 56 135
ISB 0-85429-579-8
Avro 504 Hunting Percival Provost
Library ofCongress catalog card n mber 87-82239
Editor: Mansur Darlington
Page layout: Chris Hull 61 145
Printed in England by: ].H. Haynes & Co. Ltd de Havilland Tiger Moth Boulton Paul Balliol
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£
153 229
Colour Plates AerospatialejWestland
Gazelle
161
de Havilland Chipmunk 235
British Aerospace Jetstream Innumerable books have been written about oper elapsed since British military aviation commenced, The
ational aircraft which have served over the years selection is purely the author's own choice, and all
171 with the Royal Air Force and the Fleet except the Harvard, Chipmunk, Gazelle and Tucano
Air Arm, Some have dealt with a particular type of are of British origin, the reasons for the inclusion of
Gloster Meteor Trainer 241
aircraft, otherswith agroup ofaircraft designed to fulfil these four being readily apparent from the text,
Shorts Tucano a particular function, generally fighters or bombers, Appendices summarise the official Specifications is
Very few authors however have attempted to devote a sued in respect of requirements for trainers, produc
181 whole bookto aparticulartraining type, and none have tion details of all training aircraft and the main units
seen fit to devote afull length volume to the subject of with which each type served,
Vickers Varsity 245
training aircraft in general. The text for each aircraft explains how it came to
Appendix 1 Trainer This apparentlackofinterestamongstauthorsand be built and also outlines, where relevant, any
their publishers has sadly been reflected in official politicial, technical or economic factors affecting its
Contract Specifications
189 quarters, The Public Record Office, for instance, holds adoption and construction, Of equal, or perhaps
many thousands of aviation files deposited over the greater, importance, is its actual operation once it went
de Havilland
years by various ministries, and these include much into service, Viewpoints have therefore been sought,
Vampire Trainer 246 useful material pertaining to the origins, construction from a variety of people who were involved as
and testing of RAF aircraft, Where these were students, instructors or ground crew, From these have
Appendix 2 Trainer
operational types, whether prototypes or production emerged a very clear picture of whether it was
Production since 1919 aircraft, sufficient material has generally been retained successful or unsuccessful, loved or hated, tame or a
197
to preserve a fairly complete story for posterity, potential killer. Such types as the Avro 504 and Tiger
Hunting Jet Provost Training aircraft, unfortunately, seem to have been Moth were well loved in their day, whilst their Prentice
considered to be oflimited interest, with the result that successor was regarded as a bad joke and the Meteor
251 most relevant files have long since been sent for Trainer was feared by many, More recently, the Jet
destruction, Added to this, the disappearance ofall the Provost has served faithfully for thirty years, and is
Glossary
207 older names in the British aviation industry has led to a only now being replaced in a reversion to propeller
Hawker Hunter T.7 similar loss of relevant company records, driven initial training aircraft,
This lack of interest in trainers is certainly not Many people have given of their time to help
253 reflected amongst the many hundreds of thousands produce a good cross-section of the subject. In this
213
who attend air shows every summer. The Gnats and respect my special thanks are due to both Don March
Index
Hawker Siddeley Gnat Hawks flown over the last quarter of a century by the and WO Paddy Porter, MBE, without whose invaluable
Red Arrows are just as much welcomed by the efforts I would have been unable to provide such a
air-minded public as were their pre-war predecessors, wide coverage of personal recollections by both
the aerobatic Tutors of the Central Flying School. aircrew and ground crew, Also to Mike Keep for his
223
Displays at Old Warden and elsewhere evoke a lively magnificent cockpit drawings, prepared to his usual
British Aerospace Hawk interest in surviving examples of such types as the high standard, often from surviving source material of
Avro 504, Tutor, Magister, Tiger Moth and Harvard, indifferent quality,
Such aircraft bring back especial nostalgia to the many Sincere thanks are also due to the many other
thousands ofairmen who trainedonthem in years gone people and organisations who have generously
by, as well as the thousands more who worked onthem provided me with material, photographs or recollec
as ground crew, tions, I am particularly grateful to those who have
It is not possible in one bookto do justicein detail spared the time to either write or tape-record
to every type oftraining aircraft ever flown by the RAF reminiscences, many of which have been very candid,
and the other services, nor to the many hundreds of These have helped me to build up apicture oftraining
training units with which they were flown, The first as seen through their own eyes at the time, and from a
sElction of this book is therefore devoted to a general variety of viewpoints, Such credits are due to: Chris
outline of the development of training in this country, Ashworth; Aviation News; Cdr Peter Bagley, R (Rtd);
whilst the second section concentrates on arepresenta Rick Barker (Keeper, RAF Museum); Bill Bateman; Lt
tive selection of 22 training types from the many flown Louis Beardsworth, RN; Harold Bennett; Flt Lt Peter A,
over the three-quarters of a century which have Bouch, RAF; Chaz Bowyer; Cecil Bristow; British
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Farnborough and Larkhill, whilst the Naval Flying CFS never managed to take over its intended The original plan was for 146 pupils to pass
School, as Eastchurch had become two months earlier, Bleriot Monoplane 'No 4' dunng military trials at responsibilities for naval training. Their Lordships through the CFS each year, in three successive
would form the nucleus for the new Naval Wing. In Larkhill in 1912 regarded aeroplanes as an extension of their warships, courses, comprising 91 military, 40 naval and 15
practice the title Naval Wing was never popular and (RAF Museum photo No P00903) and therefore to be used to help win sea battles, and in civilian pilots. Orders were placed for 25 aircraft, and
the term Royal Naval Air Service came to be adopted. this they were wholeheartedly supported by their First these would bear identification numbers in the series
Lord, Winston ChurchilL They also objected to the 401 - 600, which would distinguish them from those of
arrangement whereby naval personnel in the RFC the Military Wing (201 - 400) and the Naval Wing (l
would be paidand administered by the Admiralty, who 200). The first machines to bear these numbers were an
would then have only shared responsibility with the assorted collection which included the Short School
War Office. Not deigning to become involved in Biplane, Bristol Boxkite, Avro Type E and Maurice
inter-service argument they simply continued to use Farman Longhorn, these being later supplemented by
Eastchurch, their pilots then being primarily sailors, such types as the Henri Farman F.20, Deperdussin
trained in a naval atmosphere, and liable to general Monoplane and early BE variants. The Deperdussins
naval service. were soon withdrawn, however, after a Military Wing
It was recognised in setting up the CFS that the machine of this type broke up in the air on 6
establishment ofaservice training school could have a September, followed four days later by a fairly similar
detrimental effect on the many civilian schools around mishap to a Bristol monoplane, leading to a ban on all
the country, and it was therefore decided that service monoplanes for military purposes, a decision which
officers or civilians who wished to take commissions in was not overturned until February 1913.
the Royal Flying Corps would first have to learn the Bymid-March 1913, theRFChad 123pilots, though
rudiments at one of the civilian schools. Once having only 45 of these had passed all the CFS tests, and
gained an RAeC certificate, they could apply for between them they had aggregated 1,550 flying hours,
admission to the CFS, and if accepted would be roughly half of this being at the CFS. By contrast, the
awarded £75 to help recompense the cost of their Naval wing by the end of the May had 57 pilots, flying
private tuition. They would then undergo afour-month BE, Bristol, Caudron, Farman, Short, Sopwith and
course of military tuition, during which they would not
only be given more advancedflying lessons, but would
learn how to maintain their aircraft and engines, in Vickers Type VI monoplane 'No 3' dunng military
addition to being instructed in navigation, meteoro trials atLarkhillin 1912
logy, photography and signalling. (J.M Bruce/CS Leslie collection)
10
Under the reorganisation, basic flying instruction The first Commandant of the CFS was Captain
was for the first time recognised as an official Godfrey Paine, RN, who had only recently been
responsibility, and on the same date that the RFC was appointed commanding officer of the Eastchurch
formed, a Central Flying School was ordered to be set schooL He was given a bare fortnight in which to gain
up to provide basic training for officers of both wings. his flying brevet, and Longmore found himself with the
Based at Upavon, it would be relatively near to the task, which he successfully performed, ofensuring that
remainder of existing Army aviation. A new Paine did so. Samson then took over command at
aerodrome was to be built on a hilltop above the Eastchurch, and promptly set about his new duties with
village, until then used as Army training gallops, with his customary zest, enlarging the facilities and forming
seeminglyno thought being given to the difficulties this his command into what was to prove a real fighting
would provide for the trainee pilots when they force when war eventually broke out. In true naval
attempted to battle with the consequent air turbulence. fashion, the aerodrome was given a ship's name,
The necessary buildings were quickly completed, and becoming HMS Pembroke II in 1913, under the
on 19 June 1912 the school officially opened, the first parentage of HMS Pembroke at Chatham.
course commencing on 15 August. Despite having a sailor in charge, however, the
Vickers biplanes, and Bleriot, Borel, Bristol, Deperd Top:
ussin and Nieuport monoplanes, Avro TypeE(later Type 500)No 406 with 50hp Cnome
One of the most significant events of that year, engine, ofthe CentralFlying School at Upavon around
however, was at that stage quite unconnected with the 1913.
military, This was the introduction of the Avro 504, (A.V Roe and Co, Ltd)
which made its first public appearance at Hendon for
the Aerial Derby of 20 September 1913, The Bottom:
straightforward and pleasing design of this tractor Short S27 Blplane used by the RNAS at Eastchurch.
biplane, powered by an 80 hp Gnome rotary engine, Horace and Eustace Short are in the foreground, and
attracted much attention, not least by the RFC, The Cecl] Crace in the cockpit.
potential for service purposes of this workmanlike lj,M Bruce/C,S Leslie collection)
.eillt--aft
machine was readily apparent, and within six mon hs crushing him beneath the engine. commenced an element broke away to set up a
an order had been placed for 12 machines for the The independent line adopted by the Admiralty Reserve Aeroplane Squadron here. The CFS was in no
Mili ary Wing, he first ofmany thousands to be builtfor wasgivenformal approval on 1July, when the RFC was position to spare many instructors, so several military
Chapter 2
service flying. The aval Wing also took an interest, officially split. The naval element now became the pilots were returned from France, and these were
and soon afterwards placed an order for 50 of the 504B Royal Naval Air Service, a title which it had already augmented by civilian pilots who volunteered their
variant, with various modifications. adopted unofficially. It was to comprise an Air services. The RAS was equipped with about 10aircraft,
The first fatal crash at the CFS occurred on 3 Department (Admiralty), a Central Air Office, Royal [P(l1]~ ~(Q) which included Morane and Bleriot monoplanes,
October, when Major Merrick, landing at Upavon in aval Air Sta ions and the Royal aval Flying School. Maurice Farman Shorthorn and Longhorn biplanes, and
perfect weather conditions, made a gliding approach All R AS officers, of which there were then 95, would a B.E.2a biplane.
from 300 ft at a rather steep angle. It was afterwards be naval officers, and hese would be required toserve This was only a beginning, however, and fur her
conjectured hat he slipped forward on to the control aspell at sea in a warship every year. The Admiralty ~GlJ® ~®~ newschools would be required, as well as aerodromes
column, pushing it forward, as the machine went into a drew the line, however, a permi ting hem actually 0 to accommodate hem. Fortunately some mili ary
dive and then into a bun on to its back, throwing him take charge of a ship. aerodromes were now partially or wholly vacant
out. Asafety belt might have saved his life, but fear of Henceforth, the avy would no longer have any following the departure of he active squadrons to
fire prevented many ofthe pilots of the day from using interest in the CFS, which would in future be France, and these were supplemented by requisi
the belts which were then available, even though some administered only by the War Office. From 1January By the time Second World War broke out, the tioning several civilian aerodromes. Work also
were of a quick-release type. A second fatality at 1914 until the outbreak of war on 4 August, 23 fully Military Wing had already expanded to seven commenced on building entirely new aerodromes in
Upavon took place on 19 March 1914, when Lt Treeby trained pupils were turned outat Upavon, inaddition to squadrons, scattered around at Brooklands, various parts of the country.
tookaMaurice Farmanup for atwentyminuteflight. He which a further 3 were trained at the Military Wing Montrose, Netheravon, Eastchurch, Gosport and Farn This policy helped to reduce overcrowding a
throt led back on approach from abou 350 ft, bu kept aerodrome a etheravon, which was also used from borough. I was obvious that more would be necessary, established aerodromes in the sou h, but had the
the nose too high and his machine stalled and dived in, ime to time by a detached flight of he CFS. and i quickly became equally apparen that he CFS disadvantage of diluting meagre resources, so that a
would not have he resources to train the greatly greater number of ins ructors became necessary han
increased number of pilots likely to be required, both might otherwise have been the case. As partial
for the new squadrons, and to make good wastage in Caudron-type biplane bUllt and used by the Ruffy
action. Baumann school from 1915 to teach RFC officer
Several squadrons were rushed to France, but 6 recruits.
Squadron at Farnborough was one of those that (].M Bruce/C.S. Leslie collection)
remained behind for atime, and shortly after hostilities
•
$ cr ~-.It'.
compensation for this, however, aircraft could be most of its responsibilities for he RASs, which then
delivered fairly locally from factories in various parts star ed to come under the control of home-based
of the country, and the work of this comparatively new numbered Wings of the RFC, largely organised on a
service would become visible to members of the geographical basis. Thus 7RAS at Netheravon was I
rapidly expanding Army, who could then begin to transferred to the 4th Wing at that station, whilst 3RAS
learn something of its value to them. at Shoreham and later 2RAS at Brooklands came under
Thefirst civilianestablishmentto becomeincorpo the 5th Wing at Gosport. The 6th Wing at Dover had a
rated was that at Brooklands, which on 12 November heavy raining commitmen, with administrative re
became o. 2 Reserve Aeroplane Squadron, the sponsibility for 9RAS at Norwich and 10 RAS at Joyce
original Farnborough school then being restyled Green, these being soon aferwards augmented by
IRAS. This month also saw the decentralisation of the 12 RAS and 15 RAS at Thetford, 13 RAS at Dover, and
RFC, with the forma ion on 29 ovember of several 17 RAS at Waddon. With the departure to the Middle
Wings. These included the Administraive Wing, based East in ovember of the 5th Wing, its training function
at Farnborough, where it controlled the RFC depot. the was taken over bythe 7thWing, whichlateralso added
Record Office and the Aircraft Park, as well as being 4RAS and II RAS at Northolt and 16 RAS at Beaulieu.
administratively responsible for the Reserve The 8th Wing began to form at the end of the year at
Aeroplane Squadron organisation. The RASs, in Catterick, and this then took over control of 14 RAS
addition to their training function, would also bear the there, as well as 5RAS at CastleBromwich and 6RAS at
responsibili y for bringing into existence new active Montrose. By the end of 1915 this left only the
service squadrons. locally-based IRAS beholden to the Administrative
The third RAS was formed at etheravon on 21 Wing a Farnborough.
January 1915 from the existing raining element there, The nomenclatureofthese units wasunnecessarily
and eight days later IRAS gave birth at Farnborough clumsy, and on 16January 1916 this was simplified by
to 4RAS, which at the beginning of March moved to a dropping the middle word, so that they became plain
new aerodrome at Nor holt. This new school had its Reserve Squadrons. During the year most of the
first offshoot when 18 Squadron formed at ortholt on surviving older types of aircraft gradually expired or
II May, leaving on 16 August for Norwich where it crashed, and newer designs began to appear on the
Above: Below:
undertook further training before going across to scene, such as the DeHavilland D.H.l, D.H.2 and D.H.5,
Martinsyde 5.1 2451 of No 2 Reserve Aeroplane Maurice Farman Longhorn 307, nicknamed 'The Ticket
France in ovember. Further new schools now came Sopwith Pup and 11/2 Strutter, and Royal Aircraft
Squadron on the flooded aerodrome atBrooklands in Machine', with No 2 Reserve Aeroplane Squadron at
thick and fast, and many well known aerodromes of Factory B.E.2e, B.E.12, F.E.2b, F.E.2d and F.E.8. In
the spring of1915. Brook1ands 1915.
later years had their origins in this phase. By the end of TheB.E.2c was proving 0 be one ofthe mainstays
(via HF Shear) (via HF Shear)
1915 training aerodromes had been opened at such of these schools. Originally intended as a reconnaiss
widespread locations as Castle Bromwich, Catterick, ance and artillery observation machine, i was now
orwich, Joyce Green, Dover, Lydd, Thetford, Beau becoming obsolete for front line purposes, and instead
lieu and Waddon (Croydon). By the end of the year being relegated to training use. It was by no means
here were 17 in operation, some stations being shared unsuited to this purpose, having been designed as a
by two schools. safe, stable and reliable aeroplane, though it could in
It had not been possible to introduce any form of certain conditions have a tendency to get into aspin if
standardisation of equipment, and the concept of an not controlled well. The real workhorses, however,
aircraft beingdesignedspecifically to meet the training were the two 70 hp Renault-powered Maurice Farman
needs of the RFC would at that stage have been types, which were French machines manufactured
considered a novel one. Schools consequently had a under licence in some numbers. They were both
varied mixture of British and French designs, some of pusher biplanes fitted with tail-booms, but otherwise
the latter being built under licence in the United differed radically in design. In front of the fuselage
Kingdom. In addition there were some Canadian-built nacelle each had projecting skids, but these also
Curtisses, and obsolescent first line machines were differed, the long upturned skid of the S.7 causing it to
also pressed into service. Types in use included most be nicknamed the 'Longhorn', whilst the short skid of
of these already referred to, plus the Bleriot Parasol, the S.ll gave rise to the appellation 'Shorthorn', though
Bristol Scout, Caudron G.3, Voisin Biplane, Martinsyde the term 'Rumpety' was also sometimes applied to this
S.l, Vickers F.B.5 variants, Royal Aircraft Factory latter machine. They were both reasonably safe
B.E.2c and Armstrong Whitworth F.K.3. The CFS had aircraft, capable of withstanding a fair amount of
fairly similar equipment, augmented by a few other mishandling by pupil pilots, and both served in this
Royal Aircraft Factory-built machines, such as the capacity, though in decreasing numbers, throughout
R.E.5. the war.
Expansion at his pace was again beginning to By the beginning of 1916, Zeppelin raids, espe
strain the organisation, and in August 1915 he cially those against the capital, were giving increasing
Administrative Wing began to gradually relinquish cause for concern. A loose air defence organisation
• ~-.I;'. .IOf'•
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formed on 3April 1916 at Christ Church, Oxford, both Aboukir (or Abu Qir), he tropical climate then being ance role, increased specialist training was becoming the Egyptian-based os 193 to 197 Training Squadrons.
becoming Schools of Military Aeronautics on 27 inficted on such types as the Maurice Farman, Avro necessary for officers earmarked for observer duties. The titles of the Depo Squadrons were brought in0
October. No. 1 Training Centre was also set up m 504A, BE.2c{e, Bristol Scout and Caudron G.3. In This was met by se ting up inJanuary 1917 aSchool of line with their daytime counterpars on 21 December,
November 1915, at The Curragh in Ireland. September these units became responsible 0 a new Photography, Maps and Reconnaissance, initially when they were renamed (Nigh) Training Squadrons,
In addition to these, specialised armamentinstruc 20th (Reserve) Wing within the Middle East Bngade of housed in Langham Place, London, but later at two more ofthese coming into existence in April 1918,
tion was available from 3October 1915 at the Machine he RFC, based at Aboukir. Technical knowledge was Farnborough, where the title was shortened to School being os 186 and 187.
Gun School, initially at Dover until moving on 27 imparted at Aboukir from 21 August by a Technical ofPhotography. FurtherSchools ofMilitary Aeronautics The most significant and far-reaching event of
ovember to ake advantage of better facilities at Training Class, this becoming 0 3School of Mllltary also appeared during 1917, 05 being at Oxford (later 1917, however, was undoub edly the establishmen at
Hythe. Renamed the School of Aerial Gunnery on 13 Aeronautics on 29 ovember. Denham) and 06at Denham(laterBristol), whilst No 4 Gosport ofthe School ofSpecial Flying. This came in 0
September 1916, it gave instruction in operating the At home the seemingly insatiable demands of the introduced a new element when it formed at Toronto existence on 2August by amalgamating os 1, 27 and
Lewis gun to officers and men temporanly detached squadrons fighting on the Western Front were being on 1 July as the precursor of a planned Canadian 55 Training Squadrons there. The guiding light for this
from their squadrons. Wireless communication was met by a steadily increasing number of new Reserve training scheme. unit was its commanding officer, Major R.R. Smith
now becoming more common, and a Wireless Schools, and by the beginning of 1917 there were 42 of The use of the word Reserve in this area was now Barry, an experienced scout pilot who had commanded
Experimental Flight formed in December 1915 at these, with two more being formed in Egypt. Even becoming something of a misnomer, and on 31 May No I TS, and prior to that 60 Squadron, a unit then
Brooklands to provide instruction for observers and greater increases were being planned for 1917, a 1917 this was officially recognised when all the existing fighting on the Western Front with French-built
wireless officers, being later renamed the Wireless complement of 97 Reserve Schools being given Reserve Squadrons were restyled Training Squadrons. Moranes and Nieuports. He had given much thought to
School, and from 24 October 1916 the Wireless and approval inJanuary, ofwhich two were to speclallse m Further such schools were to form during the year, 15 fighter tactics, learning both from his own experiences
Observers School. There was also a School for night flying. The administration was therefore once of these being Canadian units initially organised as and those of his fellows. In particular, the discovery
Wireless Operators at Farnborough, and a Wireless more beginning to totter under the load, and further nucleii within UK Training Squadrons before em had gradually been made that a spin was not
devolution was now overdue. Accordingly on 10 barking for expansion to full strength in their home necessarily fatal, i being possible to recover if the
Testing Park at Biggin Hill. .
TheintroductionofnewandfastertypesofaIrcraft, January the Training Brigade was decentralised. country. nose of the aircraft was pushed downwards.
and the development of more complex forms of aerial Three geographically-based Group Commands Training aircraf for all these new units would still Trick flying was now part of he curriculum, and
fighting, coupled with ahigh at rition rate amongst new were now set up, each subdivided further into hree or for the most par be the same old outmoded types, plus pupils at this new school were encouraged to
pilots joining the squadrons in France, was begmnmg four Reserve Wings. At Salisbury, the Southern Group such few ofthe more modernservi.;e types as could be undertake more adventurous forms offlying, to enable
to give cause for concern by early1916, and mMarch Command became responsible for the 4th Wing at spared, though with one significant exception. For the hem to cope wi h all manner of difficult manoeuvres.
new qualification standards were mtroduced for pIlot etheravon, the 17th Wing at Gospor (later Beaulieu), first time amachine would become available which had They were aught how 0 cope wi h tricky wind
training. Before gaining his wings, a pupil would now the 21st Wing a Filton (later Cirencester) and the 25th been specifically designed for RFC training purposes. conditions, especially during take-off and landing, and
have to complete 15 hours solo flying, make two 15 Wing at Castle Bromwich. The Eastern Group To meet this new demand, Geoffrey de Havilland had orecover control from various unaccustomed circum
minute flights at 6,000 ft, and successfully land twice at Command, whose headquarters now took over the designed the Airco D.H.6, a two-seater biplane of sances induced deliberately by their instructors. The
night with the assistance offlares. Havingachieved this, Holborn Viaduct Hotel in London, controlled the 6th simple construction, which was planned from the outset principles painstakingly worked ou by the school
he was still not ready to be allowed overseas, but must Wing at Maidstone, the 7th Wing in orwich, and the for easy maintenance and repair. The original engine were in October 1917 embodied in an official pamphlet
have had as much further practise as possible in 18th Wing in London (Duke Street, St. James). Fmally, was the 90 hp R.A.F.la, but the 90 hp Curtiss OX-5 and General Methods of Teaching Scout Pllots, which
landing, bomb-dropping, aerial fighting, night flying the orthern Group Command at York looked after the 80 hp Renault were also fitted in some numbers, became abible for this new style offlying, later copied
8th Wing in that city, the 19th Wing at ewcastle, the depending largely on availability. Unfortunately pro extensively throughou the world's air forces.
and formation flying.
From May, a War Office order also authorised 23rdWing atSouth Carltonand the 24th Wing at Wyton duction was slow to get under way, mainly because of Graduates from the school emerged confident of
what was referred to as trick flying and the practising (later Spittlegate). . official intransigence over providing suitable timber their own abilities, undertaking by instinct much of the
of flying manoeuvres. The qualification for pilots was Further specialist training was now becommg for the frames, but once it entered service in large manoeuvring necessary for survival, and consequently
again stepped up in December, when pilots were increasingly necessary, if the RFC was to cope with the numbers it was found to have few vices. More able to devote a much greater proportion of their
required to complete between 20 and 28 hours of solo improved machines and tactics of their German nicknames were probably bestowed on it, however, attention to their opponents. One other new devel
flying, depending on the type of aircraft being flown. opponents. No 1(Auxiliary) School of Aerial Gunnery than any othertype, its double open cockpitgiving rise opment at the school towards the end of the year,
Training would also include gunnery, artillery obser at Hythe had setup qdetachmentat Lympne, and It was to 'The Flying Coffin' and 'The Clumsy Hearse', or 'The which also had far-reaching consequences, was the
vation, photography and bomb-dropping. now proposed to move the whole unit.north to Loch Dung Hunter' by Australians who likened it to one of introduction of the 'Gosport tube', a primitive but
Doon, but this plan was aborted when It was reallsed their farm vehicles. Some of the more polite alterna effective intercommunications system which for the first
Theorganisationtoo was becomingmore sophisti
that the prevailing weather conditions at that location, tives included 'The Crab', 'The Clockwork Mouse', time enabled verbal exchanges in flight between
cated. On 15January 1916 the 6th Brigade was formed,
and the proximity ofthe Rhinn ofKells, would seriously 'The Sixty', 'The Sky Hook' and 'The Clutching Hand'. instructor and pupil.
becoming the Training Brigade on 20July, responsible
interrupt training. Instead 0 2School was formed at The adoption ofplans for night bombing tactics in Ye ano her important organisational development
for all Reserve Squadrons. Mose of these then ceased
Turnberry in Ayrshire, where the infuence of the Gulf France from early 1917 led to the introduction ofanew occurred in 1917. The rapid grow h of training was
to be all-through schools, some becoming responsible
Stream, and the more open aspect of this seashore type of training squadron. 0 1IRS at or holt, which aking too big a toll of agricultural land, and the
only for elementary training and the remainder for
location, made conditions kinder. The Hythe school had been responsible for all night training, moved to scattering of aerodromes around the country was
higher training. This distinction was to some extent
now concentrated on providing Lewis gun training for Rochford, becoming 0 98 Depot Squadron in proving wasteful in bo h personnel and transport.
reflected in their types ofaircraft, but not mtheIr htles.
observers, while fighter pilots received gunnery February. 0 99 Depot Squadron formed alongside it Further new aerodromes were under construction, but
A need was now seen for training facilities in
instruction at its Scottish counterpart. Schools 03and inJune, moving later in that month to East Relford, only to help minimise these problems hey were formed into
support of the squadrons involved in fighting against
4 opened later in the year, respectively at ew to almost immediatelybecome No 199DepotSquadron, Training Depot Sta ions, combining the asks formerly
Turkish forces in Egypt, Palestine and MesopotamIa. In
Romney and Marske, while asimilar, but unnumbered, its senior counterpart becoming 0 198 at the same undertaken by several sca tered Training Squadrons.
April 1916, a nucleus for a new 21 RS was formed by
3RS atShoreham, and the components ofthis sailed for school formed in April at Aboukir. time. This new numbering sequence was later The method offormation adopted was for three nucleus
With the advanced Bristol Fighter due to enter extended by the formation of Nos 188 to 192 Depot flights to be formed within existing Training Squa
Egypt in stages from 18 May, to be established at
service shortly in the two-seater fighter-reconnaiss- Squadrons, the inervening allocations being taken by drons, and these soon moved to the new base to be
Abbassia. It was soon followed by 22 RS and 23 RS at