# of Personnel in an RFC Squadron ca. 1916

[Graham Broad]

Trying to find clear figures on the total number of officers, NCOs, and men in an RFC squadron ca. mid-1916. I know there is a squadron major and eighteen pilots –*but I'm having trouble finding clear stats on other personnel. Was there an official / established strength like there was for, say, a battalion?

A source would be appreciated, if anyone has one.

[YavorD]

War Diary of 15th Wing R.F.C. for the month of July 1916 is available as AWM4-8-3-1 [ URL (https://www.awm.gov.au/collection/RCDIG1000238/) ].
During July 1916 No 4 Squadron RFC was somewhat larger (24 / 26 B.E.2c/e and a single Bristol Scout). Personnel-wise there should be more than 40 officers and about 350 to 400 other ranks.

Regards,
Yavor

[Graeme]

Hi Graham

From "AIR POWER’S MIDWIFE ‒ LOGISTICS SUPPORT FOR ROYAL FLYING CORPS OPERATIONS ON THE WESTERN FRONT 1914-1918
by
PETER JOHN DYE"

Each flight had its own flight sergeant responsible for some 35 or so mechanics, allocated in small groups to specific aircraft. The flight fitters carried out daily servicing and minor adjustments (such as valve grinding) on their own aircraft while the headquarters flight undertook deeper maintenance and rectification (effectively, the equivalent of what would be called ‘second line’ today). The mechanics’ working hours reflected the operational tempo. Poor weather reduced the engineering task but there was always routine maintenance to be undertaken. During active operations the ground crew might work through the night to prepare aircraft for the next day.

The following description, provided by an engine fitter of No 60 Squadron, operating Nieuport 17 Scouts, gives some feel for the working environment and the functioning of the logistic system in the field:

Normal battle damage to airframes, requiring wing patching, strut replacement, etc., would be repaired in the flights. The equipment store in Headquarters Flight carried a considerable range of spares; I think it would have been possible to build a complete machine from them. A set of planes was stocked for each flight, but not unpacked until needed. The Equipment Officer was responsible for running the store and was assisted by a technical stores sergeant, a sergeant, a corporal and two airmen. The headquarters stores lorries were available for moving all the gear. Each flight carried two spare engines, making six in all for the squadron. We were expected to keep at least four of them completely serviceable, which meant they were going through the station workshop all the time. Of course, in France they were only temporary workshops made up from the workshop lorries allocated to each flight, including the Headquarters. I used to park the four in a square and work in the centre; the sailmakers made a huge tent which completely covered the enclosed area. Each lorry had a ten horse power motor, driving a generator, with an output of 110 volts. We also had a lathe and a grinder, together with a little hand-operated shaping machine that we managed to ‘scrounge’ in France.

The highest stores priority was reserved for items needed for immediate minor repairs on unserviceable aeroplanes, engines or motor vehicles. These were indented for on the APs (via the Wing) by telegram and had priority over all other demands, generally being delivered direct to the squadron. Components to repair damaged aircraft were provided from squadron stores or, if not available, from the AP and collected by the squadron. Ordinary stores and spare parts (to bring the squadron equipment up to scale) were indented for on a fortnightly basis. Together with the inevitable specialist sections (wireless, photographic, armament, stores, and so on) and support staff, each squadron needed some 190 ground personnel and 45 vehicles to keep it in the field. The latter included provision not only for the transportation of tents and hangarage, but also for a wide range of mobile facilities, including machine shops, wireless vans, generators, darkrooms, and so on.

Graeme

[Graham Broad]

Thanks, Graeme. I have this study, too, but forgot to re-check it. Many thanks.

[MikeMeech]

Trying to find clear figures on the total number of officers, NCOs, and men in an RFC squadron ca. mid-1916. I know there is a squadron major and eighteen pilots –*but I'm having trouble finding clear stats on other personnel. Was there an official / established strength like there was for, say, a battalion?

A source would be appreciated, if anyone has one.

Hi

Details of establishment are contained in the G 1098-33-C 'Mobilization Stores Table for the Expeditionary Force' (Available UKNA AIR 1/823/204/5/68). I only have information for 'RFC 12 Aeroplane Squadron' of 1913 and 'RFC 18 Aeroplane Service (24 aeroplane Corps) Squadron for July 1917. Some pages as follows, first 1913:

31179

31180

Mike

[MikeMeech]

Hi

The 1917 document has rather more in:

31181

31182

Mike

[MikeMeech]

Hi

More from 1917 document:

31183

This second image contains the increase in personnel for a 24 Aeroplane Corps Squadron.

31184

All this information is not 1916 but I hope it is of use.

Mike

[Graham Broad]

Hi

More from 1917 document:

31183

This second image contains the increase in personnel for a 24 Aeroplane Corps Squadron.

31184

All this information is not 1916 but I hope it is of use.

Mike

Many thanks, Mike, indeed - especially for the specific reference. Given that the established strength in terms of machines in 1916 was the same as for your 1917 document (18) I'm going to assume that the rest of squadron strength was about the same. Many thanks.

This in turn brings to me one of the other things I think we need more research on, assuming it's possible to do anymore. There just isn't much literature on the nonflying personnel in the RFC, and on the relationship between them and the pilots. These relations were often circumscribed by conditions of rank and even class, to an extent, but they were important ones nonetheless. One of the most revealing documents I have is a letter written by a 24 Squadron noncom about their Dec. 1916 Christmas Party - where the officers "invaded" and enlisted mess. Hijinks followed. If we want a social/cultural history of the flying services we need more of this sort of thing.

[MikeMeech]

Many thanks, Mike, indeed - especially for the specific reference. Given that the established strength in terms of machines in 1916 was the same as for your 1917 document (18) I'm going to assume that the rest of squadron strength was about the same. Many thanks.

This in turn brings to me one of the other things I think we need more research on, assuming it's possible to do anymore. There just isn't much literature on the nonflying personnel in the RFC, and on the relationship between them and the pilots. These relations were often circumscribed by conditions of rank and even class, to an extent, but they were important ones nonetheless. One of the most revealing documents I have is a letter written by a 24 Squadron noncom about their Dec. 1916 Christmas Party - where the officers "invaded" and enlisted mess. Hijinks followed. If we want a social/cultural history of the flying services we need more of this sort of thing.

Hi

Yes, there are less memoirs of course from ground crew. However, there are mentions in pilot's memoirs and mentions of interaction between air and ground crew for example Bill Lambert in 'Combat Report', McCudden in 'Flying Fury' covers his time as a fitter as well. Various other memoirs also have some information, as do books like 'Tumult in the Clouds' by Steel & Hart, 'The Airman's War 1914-18' by Liddle, 'No Empty Chairs' by Mackersey also has some quotes.

I did find a little bit of information on this when I was writing some Background Notes for Tour Guides which related to the RAF Museum's WW1 Exhibition ('On the Ground - Life in the Forces' section), the source limitation is evident but there is some information around that can be used. Also the information on the training of ground crew is around although more limited than for 'flying' personnel.

Mike