Air Force (Constitution) Act 1917

Robert Courts Excerpts

Thursday 23rd November 2017 Westminster Hall

[Robert Courts (Witney) (Con)]

I beg to move,

That this House has considered the 100th anniversary of the Air Force (Constitution) Act 1917.

It is an honour to serve under your chairmanship today, Sir Henry, and it is an honour to have secured this debate, as we are heading into a year of celebrations in 2018 to commemorate the centenary of the Royal Air Force. I would like to use this debate today to celebrate the contribution that the Air Force has made to our national life, to mark some of its sacrifices and achievements over the last 100 years and to mark how far we have come. I would also like to spend some time looking at the reasons why we have an independent Air Force, as well as the development of air power.

Today, we mark a slightly earlier anniversary than the centenary of the Royal Air Force, which is the centenary of the Air Force (Constitution) Act 1917. It received Royal Assent and became law on 29 November 1917, and its centenary is next week. That Act created an Air Force and the Air Council and was a recognition of the growing importance of air power in defence, with the Air Force itself—the world’s first independent air force—coming into being on 1 April 2018. Of course, this is of particular significance to a number of hon. Members who have Air Force bases or Air Force contingents in their constituencies. I am honoured to represent Royal Air Force Brize Norton, which is the largest base in the Royal Air Force, the sole embarkation point for British troops and the centre of the Air Force’s transport fleet.

It is only right to use this anniversary to reflect on the illustrious history of the Royal Air Force, how its role has changed and what role it will continue to play in the future. The RAF is holding many events over the next year to celebrate the anniversary and I would like to think that this debate might be a start point, or a launch pad, if you will, Sir Henry. Without the work that went on in the years preceding 1918, we would not have had the Act or the Air Force that we now have.

One of the things that is quite striking is how quickly air power became important. It was only nine years before the Royal Air Force came into being that an American named Samuel Franklin Cody made the first officially recognised aeroplane flight in Britain. He went a staggering distance of 1,390 feet in a bamboo and canvas biplane known as British Army Aeroplane No. 1. As any hon. Member who has flown in a light aircraft —certainly anyone who has flown in a Tiger Moth, which I have had the honour of doing—will realise that these were true pioneers. The technology was very unsafe in the early days; there were not really any safety requirements at all. The casualty rate was very high. The bravery of those early pioneers cannot be overstated.

That rapid period of innovation, attracting the technological white heat of its day, was undoubtedly sped along by the first world war, which gave the opportunity that warfare often sadly does for practice and experimentation in aviation and technology. Without that, it is possible that the development of military aircraft would have been set back many years.

In the late 1880s various countries had experimented with balloons, but very few were convinced of their promise in warfare. The French had used some in their revolutionary war, but even then it was only for observation. Even the great Napoleon had not foreseen the effect that aircraft would later have. In 1878, the first Army Balloon School was established in Woolwich, and the balloon factory, which went on to become the Royal Aircraft Factory, was founded four years later in Farnborough. Although there were early adopters in Britain, which is something that we should all be proud of, they were slow to recognise the full potential of air flight.

Balloons were soon overshadowed by aircraft. Heavier-than-air flight was slow off the ground in Britain—if hon. Members will pardon the unintentional pun—and requests for funding, such as from the Wright brothers, to continue experimentation were denied by the Treasury, which at the time could not see the application of the new technology. However, individuals continued to push forward, design aircraft and push the envelope of what was then technologically possible.

In 1911, the War Office changed its thinking and expanded the Balloon Section into the Air Battalion, creating Britain’s first military unit equipped with heavier-than-air craft. It was not its own branch—at the time there were only 11 men in the Army and eight in the Navy. Even with the creation of the Royal Flying Corps in 1912, many remained sceptical about the practical applications of air power.

There is a famous quote from those early years just before the outbreak of the first world war, when General Haig is alleged to have said:

“I hope none of you gentlemen is so foolish as to think that aeroplanes will be usefully employed for reconnaissance purposes in war. There is only one way for commanders to get information by reconnaissance, and that is by the cavalry.”

To be fair to Haig, at the time it was probably a fair statement. They were dealing with incredibly unreliable aircraft that could only fly in good weather and had very short endurance. Clearly, their limits at the time were significant, but that view quickly changed, because the Royal Flying Corps made a critical contribution to the early stages of the first world war.

As early as 22 August 1914, Captain Charlton and his pilot, Lieutenant Wadham, observed, crucially, the 1st German army’s approach towards the flank of the British Expeditionary Force, which allowed Commander-in-Chief Field Marshal French to realign his front and save the Army around Mons. The next day, the RFC found itself fighting in the battle of Mons; two days after that, on 25 August, it gained its first air victory, when a German Taube reconnaissance aircraft was shot down. In the great retreat from Mons, the Corps fell back to the Marne, where the RFC again proved its value by identifying von Kluck’s 1st army’s left wheel against the exposed French flank, which enabled French forces to make an effective counter-attack at the battle of the Marne.

So it is clear that, within years, the contribution of the Royal Flying Corps was hugely significant and contributed to the saving of the British Expeditionary Force in the early days of the war and to the stabilisation of the front. Of course, the war degenerated into trench warfare, but at the time it was a saving grace from an advancing and apparently nearly victorious German army. That is shown by the first official dispatch from Sir John French, the commander of the British Expeditionary Force, on 7 September, which said:

“I wish particularly to bring to your Lordships’ notice the admirable work done by the Royal Flying Corps under Sir David Henderson. Their skill, energy, and perseverance has been beyond all praise. They have furnished me with most complete and accurate information, which has been of incalculable value in the conduct of operations. Fired at constantly by friend and foe, and not hesitating to fly in every kind of weather, they have remained undaunted throughout. Further, by actually fighting in the air, they have succeeded in destroying five of the enemy’s machines.”

All of that was only years after the first powered flight.

With the advent of trench warfare, the development of air photography and the development of air-to-ground wireless technology, the reconnaissance role for aircraft was established and was invaluable. The role evolved into aerial fighting once it was realised that it was possible to stop the enemy carrying out similar reconnaissance.

At that time there were two branches of the military air force—the Royal Flying Corps, which was Army, and the Royal Naval Air Service, which was, as the name suggests, part of the Royal Navy. Broadly put, the Royal Flying Corps concentrated on supporting the Army in France, while the Royal Naval Air Service concentrated on defending fleet bases, from which evolved the requirement of home defence—taking on the Zeppelin airships and, later in the war, the German Gotha bombers.

The weakness of that disjointed approach was highlighted in 1917, and we can see how quickly events moved from the military events of 1917 through to the Act we are commemorating today and the formation of the Royal Air Force 100 years ago next year. In the summer of 1917, 72 tonnes of bombs fell within a one-mile radius of Liverpool Street station, and the aircraft of both the RFC and the RNAS were unable to take the fight to the German Gotha bombers. Around the same time, there was a great loss of life in Folkestone caused by the use of the same bombers.

Questions were asked here in the House. The Prime Minister at the time, David Lloyd George, asked the South African General Jan Smuts to study the problem and come up with a report to the Cabinet, which became the famous Smuts report.

The problem was fairly easy to understand when we look at what Jan Smuts found. Fighter defences were provided by the RFC and the RNAS. The Army provided the heavy anti-aircraft and the Royal Naval Air Service provided the small mobile ones. Local authorities provided air-raid warnings and civil defence measures. Clearly, there was inefficiency when there were two branches of the military actively competing with each other for aircraft types and engines at a time of scarce resources. There was clearly a need for a unified approach.

Extraordinarily, a Joint Air Committee had been established just before the war, but it ceased to meet when the war broke out, at a time when perhaps it ought to have been meeting more often rather than less. In 1916 a Joint War Air Committee was formed, but again made insignificant progress, which led to the Smuts report of 1917. In due course the Act made its way through the House, resulting in the 1917 Act, which we commemorate today and next week.

It was the public outcry after attacks on domestic areas of Britain in Folkestone and London that provided the political impetus for the formation of the Royal Air Force, but at the same time we saw the growth of the concept of air power, which is another thing I want to highlight today. The Army had seen the Flying Corps, as Haig’s comments suggest, as a form of airborne cavalry, there for moving quickly, for reconnaissance and for light, quick attacks. The Navy had largely concentrated on home defence to protect its bases, but little thought was given to how air power might be used in a strategic context: to attack the enemy’s ability to make war or to attack formations before they came into battle, or to attack industrial capacity and target supply lines.

The Royal Naval Air Service had made some strides during 1916 and 1917, but there was no overall strategic concept, which is precisely what was needed. An independent Air Force that was not pulled towards the Navy’s or the Army’s priorities, but was able to look at air power in a strategic, independent context was what was needed, and that is what we had—the first independent Air Force in the world, and also the most powerful, with more than 290,000 personnel and 23,000 aircraft in 1918. In a stark shift to the words of General Haig before the war, General Jan Smuts said:

“There is absolutely no limit to the scale of its future independent war use.”

From world war one to today we have had an incredible, almost unbelievable speed of technological advance. The days of dogfights over the trenches are long gone, but the years immediately after the first world war saw intense political pressure to break up the Royal Air Force and to reabsorb its constituent parts into the Navy and the Army—something that the Air Force understandably resisted. It did so in two ways by showing its relevance. The first was to be almost a colonial policeman. Whereas in the past the Army would be sent out to go and visit far-flung parts of the empire, the Air Force could do that more cheaply and more quickly. That enabled people to say that politically there was still a purpose to the Air Force. The second, which I will come to in a moment, was the concept of strategic bombing, which is still the most controversial aspect of the second world war from the allied perspective.

Of course, the RAF’s finest hour was also Britain’s. I pay tribute to what was not only an extraordinary military force, but perhaps the most strikingly multinational force in military history. There was rapid expansion of the Air Force prior to and during the second world war. British Commonwealth countries sent enormous numbers of people to be trained to fly in the RAF, either within existing squadrons or within their own. By the end of the war the Royal Canadian Air Force had contributed more than 30 squadrons to serve in RAF formations and a quarter of Bomber Command’s personnel were Canadian.

The Royal Australian Air Force represented about 9% of all RAF personnel who served in the European and Mediterranean theatres. Famously the United States, before entering the war, sent personnel who served as part of the Royal Air Force’s Eagle squadrons. They were people who volunteered to come to fight for the cause of freedom in democracy’s hour of need. It is an extraordinary record.

It is most striking when we look at the statistics for Bomber Command: approximately 55,000 were lost in the second world war, which is the same as the number of officers lost in the British Army in the first world war. Of those 55,000, 72% were British, 18% were Canadian, 7% were Australian and 3% were New Zealanders. The example of New Zealand is extraordinary when we consider the size of that then newly independent country. The sacrifice made by the people from New Zeeland serving in the Royal Air Force was absolutely extraordinary given the size of the country.

Famously in the Battle of Britain in 1940, the RAF, supplemented by two Fleet Air Arm squadrons along with Polish, Czech, French and many other pilots from countries all over the world, defended the skies over Britain in their Spitfires, Hurricanes, Blenheims and Defiants against the numerically superior German luftwaffe. In what is perhaps the most prolonged and complicated air campaign in history, the Royal Air Force contributed decisively to the delay and ultimate cancellation of Operation Sealion, which was Hitler’s plan for an invasion of these islands. This was an extraordinary feat of bravery against incredible odds, but what is often overlooked is the fact that Fighter Command offered the finest opponent that Nazi Germany had then faced. I am keen to make this point now: the lessons of 1917 had been learned, so there was a unified command structure, early warning, radar, a proper battle plan, and the Royal Air Force Fighter Command that defended Britain in 1940 was a first-rate military fighting machine, a league away from what we had in 1917. It is an extraordinary story.

The force was also strikingly egalitarian. The Auxiliary Air Force squadrons were supplemented by the Volunteer Reserve, in which I am proud to say my grandfather served, with sergeant pilots and officers promoted from the ranks, the Air Force being then, as it is now, an extraordinary engine for social mobility and a vehicle for those whose ambition was limited only by their skill and determination.

In the House of Commons on 20 August, prompted by the ongoing efforts of the Royal Air Force, Prime Minister Winston Churchill not only sealed his own rhetorical reputation, but coined the epithet that will perhaps be the Royal Air Force’s for as long as men fly:

“Never in the field of human conflict was so much owed by so many to so few.”—[Official Report, 20 August 1940; Vol. 364, c. 1167.]

I must mention the bombers at this stage, because it is a common misconception that Churchill was referring only to the fighters. He was, of course, referring to those who had taken the fight to the enemy. I mentioned my grandfather, who was in the Volunteer Reserve. He was called up at the beginning of the war and while the fight was going on above the skies of where we stand now, he was navigating his Wellington to bomb invasion barges along the ports of northern Europe and later took part in the first raid on Berlin, which caused Hitler, in a rage, to direct Goering to take attacks away from Fighter Command’s airfields and on to London. Although that was a tragedy for the civilian population, it meant that Fighter Command had a chance to get back to full strength. That is a good example of how someone from any walk of life could play a great role in history.

Throughout the rest of the war, the Air Force carried out every role imaginable: coastal defence, convoy protection, resupply, and the mostly hotly contested issue of the war years—the strategic bombing campaign. Perhaps today is not the time to debate that, but from a military perspective it is undeniable that for many years only the RAF had the ability to take the war to the enemy at a time when Britain was at bay. From a political perspective, the need for a strategic bombing force grew out of the way that the Air Force was created, through the parliamentary debates leading up to 1917, to prove that there was a need for an independent, strategic Air Force, rather than a tactical air support force.

[Kevin Foster (Torbay) (Con)]

The hon. Gentleman is making an excellent speech. Will he also reflect on the fact that the Air Force developed one of the first precision bombing missions in the form of the Dambusters raid? Of course, the last surviving British Dambuster, Johnny Johnson, was once a Torbay councillor.

[Robert Courts]

I am grateful for that excellent intervention; I was not aware that Johnny Johnson was a Torbay councillor. He was the pioneer of what would, once the technology was there to do it, become the way that the RAF operated—through the precise targeting of strategic objectives. Of course now that is entirely the way the RAF operates, but what is striking about his time is that whereas now we have technology, the technology used by the Dambusters was extremely basic—it was essentially basic geometry and physics.

Post-war, the RAF was called on to go to the aid of people against whom it had fought only shortly before—the besieged people of Berlin, in the Berlin airlift. It is moving, in reading about the Berlin airlift, to realise what gratitude there was to the RAF only a few years after that most terrible of conflicts. In the ’50s and ’60s, the RAF was the carrier of the UK’s independent nuclear deterrent, with the V-Force, and the famous fighter types, such as the first Lightning, showcased the very best of British engineering, much as the Red Arrows and the Tornado, Typhoon and F-35 Lighting II do today.

The RAF today is the world’s first and most famous independent air force. It has a brand that is recognised throughout the world as signifying quality, courage, adaptability, bravery and innovation. Next year gives us a wonderful opportunity to commemorate 100 years of extraordinary skill, sacrifices and achievement, to celebrate the professionalism and dedication of today’s RAF and to inspire future generations by telling its unique story. The RAF 100 campaign kicks off next week on 29 November, commemorating the Royal Assent to the Act with a reception in Speaker’s House. The national “Never Such Innocence” arts competition has been launched, along with the RAF Youth/STEAM programme for science, technology, engineering, arts and design, and mathematics this autumn.

We can look forward to a full programme of events next year, all over the country. I encourage all hon. Members to look for their nearest one. There will be a tour of historic aircraft and a centenary service in Westminster Abbey, followed by a parade in the Mall and mass flypast, which I am promised will be a spectacle unparalleled in modern times, with a global audience of millions. That will do what the Air Force has always done—it will reinforce the UK’s position at the forefront of defence aviation excellence and inspire the next generation.

The event will show us just how far we have come. Where once we had canvas and wood, we now have high-tech composites. Where once the skill required for flying was horsemanship, now a degree in engineering is perhaps more helpful. Where once we had an all-male service, now the RAF is the first service to allow women to serve in all branches. It is a service where everyone, from all walks of life, is welcome and is helped to fulfil their potential. We have an Air Force where training is conducted jointly with the Army and Navy, where appropriate, and where the F-35 Lightning will be operated jointly by the Army and Navy alike. Above all, where once an air arm was a novelty, now no commander would countenance a contested battle space without the control of the air. In the past 100 years the RAF, and the understanding of the practice of air power, have come of age; and that all began 100 years ago, here in Parliament.

--- Later in debate ---

[Robert Courts]

I will certainly do that, Sir Henry. I am very grateful indeed to every hon. Member who has come along and made a contribution today. I wanted to have a wide-ranging debate that looked at every aspect of the Air Force, from its foundation 100 years ago, through history, to today and indeed to the future. I think we have done so, and I am grateful to everybody who has made such wide-ranging contributions, any one of which we could have turned into an entire debate. If hon. Members will pardon me, I will spend one or two moments picking out some things that I found particularly moving.

My hon. Friend the Member for Torbay (Kevin Foster) mentioned the whole RAF family; we must not forget the dedication and duty not only of those who serve but of their families as well. That is particularly important today as we look at the whole force concept, which is not necessarily only about people in uniform who are serving but is much wider. He also mentioned the recent visit of a Voyager to Argentina for the first time since the Falklands war, which, of course, flew from Brize Norton in my constituency.

[Kevin Foster]

Of course; where else?

[Robert Courts]

Where else? It very much marked one of the most moving things: old adversaries becoming friends. As the Minister said, the Air Force has a real soft-power role in making that very clear. He also talked about manned and unmanned aircraft, which is very much the debate of the future.

My admiration for my hon. Friend the Member for Moray (Douglas Ross) is unbounded after he managed to raise whisky and aviation in the same debate. They are not normally a pair that team up with happy results—or at least not when paired at the same time. I shall have to visit Morayvia, which sounds a wonderful place. The constituency of my hon. Friend the Member for Newark (Robert Jenrick)—that border town between those Air Force counties—is almost at the heart of the Air Force. He quite rightly mentioned air cadets, who are very much the future, and the role of the Polish community. I am very happy to hear how strongly commemorated that still is.

I thank the hon. Member for Dunfermline and West Fife (Douglas Chapman) for bringing us up to date with some of the current controversies, which, of course, there will always be in such important matters. I was moved by the references of the hon. Member for Leeds North East (Fabian Hamilton) to films and Airfix. Although those were light-hearted comments, he made very clear how the Air Force has become part of the nation’s psyche and emotional make-up and I am grateful to him for making that clear in the way he did. He also referenced technology and the Mosquito—the old, wooden aircraft—which was at the forefront of technology and was, for a time, the fastest aircraft in the world. That was the technology then; we have different technology now.

I am grateful to the Minister for dealing with a large number of very important things, including the importance of STEM, humanitarian input—not only in Argentina but with the recent hurricane relief, which, again, came from Brize Norton in my constituency—and the professionalism and dedication shown in the battle of Britain, with the incredible disparity in numbers, which was displayed then and always has been since. It was also shown in the Vulcan raids on the Falklands—the Operation Black Buck raids, which were the longest-ranged bombing raids in history. That incredible professionalism is on display today as it was in the 1980s and the 1940s.

I am also grateful to the Minister for rightly reminding us of the multi-layered aspects of defence, with regards to Nimrod and P-8A procurement, and for his comments about ownership of the skies, confirming the view that there will always be a need for a manned presence, in some aspects at least, although we accept and welcome the presence of unmanned aerial vehicles as well. He took us from the past all the way through to the present and on to the future, and I am grateful to him for doing so.

We all display our communities’ enormous pride in our armed forces personnel. We have all spoken of those today, and very movingly, too—everything from Brize Norton to Newark to Lossiemouth and all over the entirety of the UK. We are all on the same ground here: we have the finest Air Force in the world and we speak very much of our assets. In military terminology, assets tend to be platforms or aircraft, but they are of course not really the main asset. The main asset is the men and women of our Air Force. They have always made the Royal Air Force what it is and what it always will be in the future. We salute all the serving men and women of our Air Force—past, present and future.

Question put and agreed to.

Resolved,

That this House has considered the 100th anniversary of the Air Force (Constitution) Act 1917.