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THE AERO CLUB OF AMERICA AND THE NATIONAL GUARD IN 1915-1916
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The U.S. Army Air Arm
April 1861 to April 1917
RESEARCH INSTITUTE, AIR UNIVERSITY |
Since there were so few planes and pilots in the Army and Navy aviation units and since Congress had not yet seen fit to appropriate sufficient funds to rectify this condition, the Aero Club of America inaugurated a subscription campaign to raise funds to develop aviators, acquire a squadron of airplanes for the National Guard and Naval Militia of each state, and obtain 100 planes to carry mail to inaccessible places. These flying mail carriers were to form a reserve of trained aviators for military service in case of need.
On 15 April 1915 the Aero Club announced a national airplane competition to assist the War and Navy departments in developing aviation corps for the National Guard and Naval Militia and to demonstrate to the Post Office Department the practicality of the airplane for general use. The competition had to be postponed, however, because of the war scare which followed the sinking of the RMS Lusitania on May 7, 1915, and because of the possibility of American intervention in Mexico. If the competition had taken place it is doubtful that it would have been a success because airplane manufacturers were sending practically their entire output to Europe, more and more men were going overseas to enter service in the aviation corps of foreign countries, and the civilian aviators who were left in the United States were making exhibition flights which were much more profitable than competing for prizes.
As a consequence of its program, the Aero Club was flooded with requests from various state National Guard organizations for information on how best to organize a corps to teach the rudiments of aeronautics. The Secretary of War referred the Aero Club to Organization Tables, USA 1914 and also sent copies of the Act of 18 July 1914 and General Order No. 75 of 4 December 1913, which gave the organization of a squadron.
If the states should organize aero companies or squadrons which would meet the requirements necessary for them to be classed as Organized Militia under the Militia law of 1903 (and subsequent amendments), the War Department would be in a position to render positive aid in the same way that it did to other units of the Organized Militia. Until these units were created by the states, the War Department was unable to do more than furnish whatever information was at hand on the subject. Since the Signal Corps had not detached the 1st Aero Squadron from the Signal Corps Aviation School and therefore had gained little experience in the field, it did not wish to lay down any hard and fast rules for squadron organization “at this time.” However, in November 1915 a proposed circular for the information of National Guard units was drafted.
Already various air reserve organizations had been formed for the purpose of training men in aeronautics. One of these was headed by Mr. Mortimer Delano, who now dubbed himself Acting Colonel-in-Chief of the First Aviation Corps, Provisional Federal Volunteers. Mr. Delano, who had offered the services of his unit in 1913, again wrote the Secretary of War in February 1915 offering this organization of "close to 12,000 members" as an unofficial federal reserve and asked that the Secretary appoint a brigadier general to act as its chief. Delano's request was not granted because no reserve organization had been authorized for the Aviation Section.
During the year a number of state National Guard units were presented with airplanes by air minded philanthropists, while others obtained planes by public subscription of funds. These units wished to send their members to the Signal Corps Aviation School to learn to fly, but Lieutenant Colonel Reber, commanding officer of the Aviation Section, stated that the facilities at the school were completely occupied in training the officers attached to the Aviation Section. However, he thought, that the training of militia officers might be undertaken by the fall of 1915.
On 7 September 1915 the Chief Signal Officer was notified by the Division of Militia Affairs that Section 16 of the Militia Law provided for the admission of National Guard pilot students at aviation schools. In the appropriation bill of 4 March 1915, Congress had allowed $20,000 for subsistence, mileage, and commutation of quarters to officers of the National Guard attending service and garrison schools. There were no such specific provisions for the expenses of enlisted men of the Organized Militia, but it had been decided that the law would also cover enlisted men attending service schools under proper authority; however, pay for this service had to be taken care of by the state.
When the Chief Signal Officer learned of these provisions, he agreed to make arrangements for two officers and two mechanics of the New York Militia to take the courses for JMA and Aviation Mechanician respectively, after 15 December 1915. It was not until a year later that the New York National Guard took advantage of this offer.
On 16 December 1916, instead of sending two officers and two enlisted men, the Adjutant General of the New York Guard sent four enlisted men-1st Sgt. Paul R. Stockton, Sgt. E. A. Kruss,; Pvt. Roland S. Knowlson, and Pvt. Thomas F. Ward --to San Diego. These men were the first National Guardmen to attend the Signal Corps Aviation School at San Diego. The state paid for their travel and all authorized expenses while they were on duty at the school. They received commutation rations of $1.50 a day white traveling and $1.00 a day while at the school. They were also given 50 per cent additional pay while under instruction at the school and on duty requiring them to participate regularly and frequently in flights. After completion of the flying tests on 9 July 1917, Stockton was commissioned First Lieutenant, Signal Officers Reserve Corps (SORC)on 28 August 1917; Kruss obtained his discharge, became a civilian senior instructor at San Diego, and was eventually commissioned First Lieutenant, Signal Corps (Temp.) Regular Army on 25 March 1918; Knowlson was discharged and became a civilian instructor at Mineola and later at Call Field; Ward was commissioned in the SORC on 17 September 1917 and went overseas, where he toured the Air Expeditionary Forces with Lowell Thomas.
The most important part of the aeronautical program was the training of fliers.
Although some civilian flyers were extremely capable, the general opinion of the military was that without special training the average civilian pilot would not be good enough in time of war, because he had not flown at high altitudes nor had he done enough cross-country flying, and many had not qualified for Aero Club pilot certificates. The Chief of the Division of Military Affairs suggested that $76,000, which would buy four airplanes and maintain them for one year, be added to the Signal Corps estimates for 1917 to provide airplane equipment and maintenance for the instruction of the Militia. General Scriven agreed with the suggestion. He was also in favor of an auxiliary course at the aviation school for the training of Militia and Reserve officers.
In 1915 a movement was inaugurated in Maine for a series of aerial stations along the eastern coast of the United States; the idea was endorsed by all leading authorities on national defense, including President Wilson and Secretaries Garrison (War) and Daniels (Navy). The plan was to divide the entire coast into sections, each of which would be patrolled in time of emergency by a powerful hydroairplane, equipped with radio and manned by a pilot and observer. With such a system in effective operation, a surprise attack on any point of the eastern coast would be practically impossible. The aerial coast patrol would be the eyes of the nation. It would be necessary to use private means for the establishment of this system. The Aero Club of America worked out plans for the coastal stations, and in 1917 the Chief Signal Officer appointed Lieutenant Colonel Squier and Capt. Virginius Clark of the Aviation Section to collaborate with the War College Division of the General Staff on the project, but nothing ever came of it.
THE FIRST AERO COMPANY OF THE NATIONAL GUARD IN 1915-1916
In the summer of 1915 Raynal C. Bolling, a member of the New York National Guard, Philip A. Carroll, and Norman Cabot began to take flying lessons at Mineola, Long Island. Dr. John S. Phillips, brother-in-law of Bolling, Richmond Fearing, James E. Miller, and others joined them. They contracted with the Gallaudet brothers for the use of a Gallaudet-Gnome 50-horsepower airplane and a pilot, P. C. "Tex" Millman.
When the "Business Men's Camp"[this was a military training camp for businessmen organized under the direction of Maj. Gen. Leonard Wood and under his command during the summers of 1915 and 1916.] opened at Plattsburg, New York, in July, Bolling used the plane in conjunction with a mobile machine gun unit which he had formed.
Upon returning to New York on 1 September 1915 (after the close of the camp) Bolling and Miller, with the support of General John F. O'Ryan, head of the New York National Guard, began work preliminary to organizing an aero company under the New York National Guard. In addition to Millman, Filip A. Bjorklund, 0. M."Rusty" Bounds, and Lieutenant A. B. Thaw (of the guard unit) were secured as pilot instructors for the group. Recruiting started and two Gallaudet-Gnome tractors were rented, one with an engine of 100 horsepower and the other of 50.
Work was started with $12,500 from the Aero Club's fund, subsequently increased by the club and supplemented by other contributions. The Aero Club also financed the training of some National Guard student pilots at the Curtiss school at Newport News, Virginia, and the Thomas school at Ithaca, New York [The Thomas Airplane Company and school operated first at Bath and later moved to Ithaca, New York, where it was in operation from 1915 to 1917.]
On 1 November 1915 the first aero company of the National Guard was organized under command of Captain Bolling, and was called the Aviation Detachment, First Battalion, Signal Corps, National Guard, New York. Shortly thereafter it was designated the First Aero Company with a strength of 4 officers and 40 enlisted men.
Good progress was made in training at Mineola through the winter months, but by April 1916 bad weather and frequent engine trouble were seriously interfering with the company's flying training. Five more airplanes were obtained ---one being purchased from the original club contribution --and the Gallaudet planes were released. The new planes consisted of a Curtiss JN-4 and a Thomas, each having a Curtiss OX2 90-horsepower engine; a Sloane with a 125-horse-power Hall-Scott engine; a Sturtevant with a 140-horsepower Sturtevant engine; and an old Wright machine donated by the Wright Company, on whose land at Mineola the company was operating. The aggregate value of these five machines was approximately $40,000.
ln addition to actual flying instruction, personnel of the company were given a 2 hour-a-week course by Dr. C. E. Lucke and Professor Willhofft at Columbia School of Engineering. The course was designed to give them thorough preparation for the scientific study of aviation and airplane motors. The First Aero Company was provisionally recognized on 22 June 1916 and mustered into federal service on 13 July 1916 in anticipation of duty on the Mexican border. At this time the company, still under the command of its founder, Captain Bolling, went into more intensive training under regular army officers, Lieutenants Joseph E. Carberry and W. G. Kilner, who were assigned to the company by the Signal Corps. For five weeks after the organization went into camp, all expenses for equipment maintenance and operation were met by the Aero Club and by private contributions. By 1 August the amount which had been spent was $5,500, not including $2,250 which represented the final payment on one airplane. At this time the Army belatedly took over the expenses of the company,
Eventually 25 members qualified as pilots. On 2 November 1916, the First Aero Company with one officer and 36 enlisted men was mustered out of federal service, without ever having reached the border.
THE STATUS OF THE AMERICAN AVIATION INDUSTRY IN 1915
In June 1915, Grover C. Loening, aeronautical engineer with the Signal Corps, inspected and reported on the Wright, Curtiss, Burgess, and Thomas airplane plants. Although most of these companies had foreign orders to fill, the Curtiss plant far exceeded the others in outpu~.* The Wright Company was capable of producing only one machine a week and Orville Wright stated that he ha,d pot tried to get any war orders be- cause he did not have an engine powerful enough for European demands.
There was considerable activity at the Burgess works at Marblehead, but their work for European countries was being conducted in secrecy and little information was obtainable. The Thomas Company also had foreign orders. Among the several Dew engines examined by Loening were the experimental 16-cylinder, l50-horsepower Burgess-White; the 85-horse- power Aeromarine; the 90- and 110-horsepower rotating Gyro; the 12-cylinder, 150-horsepower Rausenberger; the 90 Gyro Mayo tractor; the 110 Gyro Huntington tractor; the lOO Gnome-GalJaudet tractor; and the 110 Gyro Heinrich tractor, After turning in his report, Loening resigned from the Signal Corps on 15 July 1915 to join the new Sturtevant Aeroplane Company at Jamaica Plain, Massachusetts,:!2 In August, after Loening's departure, George B. *
An unsigned and unidentified tabulation of production capacities of American airplane plants dated I July 1915 stated that the Buffalo Curtiss plant's daily production average was 2 airplanes; the Wright Company at Dayton was producing one plane a week; Burgess at Marblehead, 15 to 20 a month; Thomas at Bath, 10 a month; and Martin at Los Angeles, 10 a month. Fuller, aeronautical-mechanical engineer employed by the Signal Corps at San Diego, was sent to San Francisco to investigate the Hal)-Scott engines to determine' their suitability for aeronautical use. He reported that the engine developed 125 horsepower at 1,250 revolutions per minute, but he recommended that other engines be investigated before adopting this one as standard.
The American aviation industry was rapidly expanding (although not so rapidly as events would soon demand). The Thomas Aeromotor Company, a new company located at Ithaca, planned to produce a 150- to 180-horsepower, V -type engine to be used in twin tractors or pushers. The Sloane Aircraft Company had built a new plane in which the British were interested. Their tests showed that the plane had a high degree of inherent stability, a mean speed of 84.7 miles per hour, and was a good weight carrier. The Christofferson Aircraft Manufacturing Company of San Francisco was in the process of perfecting a military tractor and was building its own engine. Practically all the other companies were expanding their facilities and promoting experimentation. The influence of the war in Europe was being felt more and more by the aviation industry.
PYROTECHNICS TESTED
As the war in Europe progressed, American interest in pyrotechnics increased, and several tests of flares and bombs were made in 1915. On 26 April at Fort Bliss, Texas, the Army began a series of tests on a parachute flare invented by Cassius A. Barnes. This "torpedo torch," constructed for 10 minutes' illumination, weighed 30 pounds; a pound had to be added for each additional minute of illumination. It ignited upon contact with the ground. The flare carried a destructive charge, capable of regulation and designed to destroy the framework of the torch itself after the illuminating charge was exhausted. In the tests the torch was dropped from a 22-foot pole erected for this purpose.
The board of Signal Corps officers which viewed the test considered the flare of great value for illuminating the position or works of an enemy at night, and for improving the accuracy and effectiveness of rifle, artillery, or machine-gun fire. It recommended that further te5ts be made at San Diego where an airplane could be used for dropping the flare.
Army Aviation Started at Fort Meyer, Arlington, Virginia
Orville Wright piloted the first great flight of the Wright Flyer at Fort Myer Sept. 3, 1908, five years after he and his brother, Wilbur, first flew at Kitty Hawk, N.C. Five days later the first official flight of a military aircraft took place when Orville Wright took off from the area of the flagpole and flew oval orbits over the extensive drill field of Fort Myer — today’s large parking lot between the two chapel buildings. This flight was conducted for official confirmation to award an Army contract of $25,000 to deliver a flying machine. The successful flight marked the birth of Army, world military aviation. Ultimately it made Fort Myer the birthplace of the U.S. Air Force. Tuesday the Air Force celebrated its 60th birthday as an independent service.
The next day on Sept. 9, the first military observer, Lt. Frank P. Lahm, flew with Orville Wright. Lahm was from Ohio, West Point Class of 1901, and ultimately retired as a brigadier general.
On Sept. 17, came the death of Lt. Thomas Selfridge. Born in California and a member of the West Point Class of 1903, Selfridge was an early aviation pioneer. After the crash both he and Orville Wright were removed to the post hospital (now post headquarters, Bldg. 59). Orville Wright remained hospitalized for six weeks recovering from various broken bones. Selfridge died in the hospital. Memorial plaques to Selfridge are located on the reviewing stand at Summerall Field and at Selfridge Gate along the wall of Arlington National Cemetery, where he is buried.
Official tests started again on July 27, 1909. On July 30, the ‘First Cross Country Flight’ in history took place between Fort Myer and Shooters Hill in Alexandria — the present location of the George Washington National Masonic Memorial. This flight was viewed by President Taft. The observer who flew with Orville Wright was Lt. Benjamin Foulois, who later retired as a lieutenant general in the Air Force.
Because of space limitations at Fort Myer, the U.S. Air Service transferred later in 1909 to College Park. There operations continue at the oldest continuous airfield in America with an aviation museum for visitors.
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