Fighter Boys and Bomber Boys: Saving Britain 1940-1945 - Patrick Bishop

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little maggoty men’ toiling in the churned and polluted earth below and blessed their luck. From time to time, they saw the lines at close quarters and the reality was sickeningly brought home. The 20th of July 1917 was a bad day for Mannock. Having shot down a two-seater, he went to inspect the wreckage and discovered a ‘little black and tan terrier – dead – in the observer’s seat. I felt exactly like a murderer. The journey to the trenches was rather nauseating – dead men’s legs sticking through the sides with putties and boots still on – bits of bones and skulls with the hair peeling off, and tons of equipment and clothing lying about. This sort of thing, together with the strong graveyard stench and the dead and mangled body of the pilot (an NCO), combined to upset me for a few days.’27

      By the last two years of the war, whatever faint notions of nobility and romance may have clung to the business of air fighting had faded. The headlong style of Ball had given way to cold stalking tactics. The general slowness of the aircraft and the narrowness of the speed margins meant that the attacker approached gradually, leaving plenty of time to reflect on what he was doing as he overhauled his prey.

      The most successful pilots spent hours synchronizing their guns and sights. McCudden would seek out the sluggish two-seaters on reconnaissance and, taking great care not to be seen, approach slowly to attack from the blind spot behind the enemy plane, finishing the job with a single carefully aimed burst. ‘My system was always to attack the Hun at his disadvantage if possible,’ he wrote before his death in a crash.28

      Mannock dinned into his pilots a basic rule of survival: always above; seldom on the same level; never underneath. The huge tactical advantage of invisibility, gained by having the sun at your back, was quickly understood by both sides, but all light conditions carried their advantages and disadvantages. Allied pilots would lurk in the dusk falling in the east to catch Germans on their way home.

      Richthofen, despite his fantasies of knightly combat, made sure he had every advantage possible when he went out to deliver death, protected by his fellow pilots when the odds were in the German favour, allowing him to attack without fear of ambush and breaking off if he felt his opponent was getting the upper hand.

      It was all a long way from Rabagliati’s gentlemanly airborne duel in August 1914. Yet when the end came the survivors felt a sort of regret at the passing of what they already saw as aerial warfare’s heroic era. Cecil Lewis was in a village near Ypres when the news of the Armistice came through. ‘So it was over. I confess to a feeling of anticlimax…when you have been living a certain kind of life for four years, living as part of a single-minded and united effort, its sudden cessation leaves your roots in the air, baffled and, for the moment, disgruntled. But the readjustment was rapid and soon we began to explore the possibilities of peace. Where should we go? What should we do?’29

       2 Fighters versus Bombers

      The possession of an air force the size of the RAF was an affront to the peacetime mood of economy and war-weariness. Under Trenchard it had grown huge. By the end of the war it had 30,122 officers, 263,410 men and 188 combat squadrons.1 Shortly after the Armistice a decision was taken to prune back the service to a modest force of thirty-three squadrons. The Northcliffe press and air-power enthusiasts in Parliament denounced the myopia of the policy and warned that German quiescence was only temporary. But hardship, public disgust with war and a belief in Britain’s ability to rise to the occasion in a future crisis ensured, until the rise of Hitler forced a change of mind, that a frugal attitude to air spending was maintained. In August 1925, the belief that there was no war on the horizon became official policy with the Cabinet’s adoption of the ‘ten-year rule’, which stated that, in revising defence estimates, it should be assumed that the Empire would not be involved in a major conflict for a decade.

      Trenchard was put in charge of supervising the new incarnation. He was philosophical about the new restraints. In his brisk memorandum setting out the post-war organization of the RAF he compared the force to ‘the prophet Jonah’s gourd. The necessities of war created it in a night, but the economies of peace have to a large extent caused it to wither in a day, and we are now faced with the necessity of replacing it with a plant of deeper root.’2

      The RAF needed roots if it was to resist the grasping hands of the army and navy, who were once again eager now that the war was over to snatch back control of air assets so they could apply them to their own particular needs. They maintained this covetous attitude throughout the inter-war period. Trenchard fought a canny and tenacious defensive campaign. As Chief of the Air Staff, he limited himself to providing ‘the vital essentials of a skeleton force while giving way on every possible detail on which he felt expense could be spared’.3 He reined in his obstreperous nature and tried to make the best use of the tiny resources available. He needed institutions that would provide the foundations of the new force and establish it as an independent reality, and to arrange the limited manpower at his disposal in the most efficient and flexible way.

      In this delicate job he had the backing of Winston Churchill, Secretary of State for War and Air, who had, predictably, been enthusiastic about flying since its inception, even trying to qualify as a pilot and almost killing himself in the process. None the less Churchill’s support could be fickle and his resolve slacken when faced with the opposition of strong vested interests.

      In a paper written for Churchill, Trenchard concluded that the future could be approached in two ways. The first was ‘to use the air simply as a means of conveyance, captained by chauffeurs, weighted by the navy and army personnel, to carry out reconnaissance for the navy or army, drop bombs at places specified by them…or observe for their artillery’. The other choice was ‘to really make an air service which will encourage and develop airmanship, or better still, the air spirit, like the naval spirit, and to make it a force that will profoundly alter the strategy of the future’.4

      He argued his case for the latter in front of the prime minister, Lloyd George, and the Cabinet, who accepted, with some financial restraints, his and Churchill’s main points. The proposals were set out in a 7,000-word White Paper. The document stated that ‘the principle to be kept in mind in forming the framework of the Air Service is that in the future the main portion of it will consist of an Independent Force, together with Service personnel required in carrying out Aeronautical Research’. With that established, the RAF was saved from assimilation by its hungry older rivals, though Trenchard threw them a scrap by allowing that smaller units within it would be specially trained for cooperation work with the army and navy and would probably be absorbed into their organizations in future.

      Starved of money, he planned a small versatile service. Twenty squadrons were to be deployed overseas, ready to react rapidly to local unrest. Four squadrons would be held at home in reserve. All the rest of the RAF’s resources would be concentrated on training officers and men to provide a pool of expertise which could be drawn on when a crisis arose. New training establishments would have to be set up. Trenchard had rejected the suggestion of the generals and admirals that the RAF should use existing army and navy facilities. The ‘air spirit’ could only be fostered in places the RAF could call its own.

      To solve the problem posed by the youthful nature of military flying, which meant there were many junior officers and comparatively few senior ranks, he proposed a novel system. Only half the officers at any time would hold permanent commissions. Of the rest, 40 per cent would be short-service officers, serving for four or six years with another four on the reserve. The other 10 per cent would be on secondment from the army and navy.

      The permanent officers were to be supplied mainly by an RAF cadet college, the air force equivalent of Sandhurst or Dartmouth, and also from the universities and the ranks. Once commissioned, they

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