Not long ago, the author was privileged to renew his acquaintance with a gentleman who in recent years has obtained some national prominence. He is a friend of mine, so well informed on matters of national and international interest that his views are of importance. While we were discussing national defense he made this statement:
You fellows in the naval-military services don’t appreciate what you’re up against. You’re up against the finest organized pacifist propaganda this world has ever seen. Frankly, they are out to get you.
That was something about which to think. Of course, it is true. Everyone in the naval-military services knows of the existence of this insidious propaganda. We have been in the habit of accepting it, its slurs and exaggerations, its half-truths, and its specious bids for support in the same spirit that we accept the exactions and confinement of ship life, bad food on campaigns, heat and poisonous insects in the tropics, and the monotony of garrison life. But to have it baldly presented by a man whose knowledge and opinions are of importance to thousands in this country was startling. Something about which to think indeed.
It is not a question of what “you fellows” are up against; it is materially and spiritually a question of what Mr. and Mrs. John Citizen and national defense are up against. There are well-informed people in the country who do not hesitate to declare that the root of this poison is communism and its sustenance “red” money. This is what my friend had in mind; to this he pointed.
This question then presents itself: What is the check upon this well-organized force? The answer would seem to be, the spirit of youth uncontaminated; the spirit of self-sacrifice and service still alive in a fine leaven of our national manhood.
The regular services, the Army, Navy, and Marine Corps, are not maintained in time of peace at a strength sufficient to meet a national emergency. The problem of the regular Navy, within the funds available, is to maintain the fleet in efficient readiness for emergency. And to maintain the Marine Corps in readiness for immediate efficient service with the fleet is the principal problem of the Marine Corps. While performing this all-important duty of national defense in time of peace, preparation must also be made for expansion in time of war or national emergency. It is well known that the peace-time program of the fleet is only sufficient to maintain in state of efficiency but a nucleus of the needful first line of defense. To expand in time of war rapidly and efficiently, the services must look to the civilian body. The existence of a well- organized, destructive propaganda within the civilian body presents a serious problem to that necessary expansion, a problem that would be critical to national defense were it not for the existence among the men and youths of our country of a wholesome majority imbued with ideals of patriotism, resisting the efforts of those who would destroy the armed forces of their country, in the false conception that in so doing world peace will be promoted. The mass of the people of this country are too wise and clear visioned to be led into following false gods. The citizens training camps, the Reserve Officers Corps, the National Militia, and all reserve organizations furnish sufficient evidence to sustain this belief. The girls are not overlooked, not for a second; this article treats, however, of the males. The writer knows his limitations. These organizations are all voluntary and to make them effective often requires personal sacrifice on the part of those who compose their rank and file. That there does exist this patriotic leaven is a circumstance to which those who have faith in our national future can point with satisfaction and a sense of security. Upon this leaven the regular services build, standing to it as guide and friend, lending to it its experienced instructors, supplying and maintaining the necessary material, and furthering its training in every way possible within the funds available for this worthy purpose.
How much do Mr. and Mrs. John Citizen know about their reserves, the young men living in their neighborhood, who give their spare time to military training? It is not beyond the bounds of possibility that one day these, their neighbors, may stand between Mr. Citizen’s home and a dangerous enemy. Is it not fitting that the general public, so well informed by the proponents of a “higher humanity” even at the sacrifice of home, country, and manhood, be also informed with some particularity of those activities which may be counted upon in an hour of national need and which do so much to counteract the force of this insidious destructive war upon the youth of America?
The remarks of my friend are not easily forgotten. As this interview followed closely upon a series of visits to the bases of several units of the Marine Corps Reserve Aviation, it is the purpose of this article to relate briefly the activities of this body of our reserve forces and to touch on the character of the officers and men composing it.
It is not a large force, this marine aviation in reserve, but what it lacks in numbers, it more than amply makes up in spirit, enthusiasm, and personnel. This spirit and enthusiasm did not, it is interesting to note, stop with the men themselves but extended to their families. The wives of several of the officers whom this writer saw flying remained on the field practically the entire day while their husbands were undergoing their training. These ladies are thoroughly indoctrinated with the spirit of service to their country and are proud of their men folks.
It is no easy matter to enter these squadrons. The civil record of every applicant is carefully scrutinized, his educational qualifications, business and community standing, his athletic record, everything about his past and present are inquired into carefully. Then he must be physically sound. When his examiners are satisfied on all these points, he is allowed to enlist as a private for training to become a second lieutenant when he achieves his “wings.” As one officer remarked, “This outfit is hard to get into and easy to get out of; that’s why they stick.”
Marine squadrons form an integral part of naval reserve aviation. They are stationed at the naval reserve aviation bases, using the same equipment and being closely associated in drills and training with their brothers of the reserve aviation of the Navy. They are under the command of the naval officer commanding the base. The permanent set-up of these bases includes commissioned and enlisted personnel of the regular Navy and a proportionate number of commissioned and enlisted personnel of the Marine Corps Reserve. This is the administrative, executive, and maintenance force and upon it rests the reserve organization.
The Marine Corps Reserve Aviation has a total personnel of 100 officers and 530 enlisted men. It is represented at the naval reserve bases at Seattle, Wash.; Oakland and Long Beach, Calif.; Minneapolis, Minn.; Great Lakes, 111.; Grosse Isle, Mich.; Squantum, Mass.; Floyd Bennett Field, N. Y.; Opa-Locka, Fla.; and at the Naval Air Station, Anacostia, D. C. Each of these bases is completely equipped, capable of making major overhauls and of maintaining in a state of efficiency the planes and material assigned to it.
In addition to the training obtained in these scattered stations, there are assembled during each summer for 15 days at San Diego, Calif., and Quantico, Va., officers of the marine reserve squadrons for special military instruction under regular aviators of the corps. The funds appropriated by Congress for this purpose are limited. All cannot be given the benefits of this brief intensive training annually; they must take their turn. Into these 15-day periods are crowded 45 flying hours as well as a thorough course in groundwork. Solo check flights, cross-country navigation, tactical formation flying, observation and photographic flights, gunnery, and bombing are each allotted their share of these hours in the air, each day filled with exciting, dangerous, and exacting duty under supervision of instructors long experienced in the flying game.
Being stationed in Washington, the author often thought of spending a day or two in Quantico with the reserve aviators during their training period. The scene of their labors being so close by, he put off the trip until procrastination almost destroyed his opportunity. When he finally flew down the Potomac River, the time of his arrival coincided nicely with the closing exercises of that particular class. However, he had a first-hand view of the last day’s problems which served to spur him on to seek other occasions to witness the work of these patriotic men. During this brief visit he saw some excellent formation flying as well as dive bombing put on by men of many vocations, one being a United States Congressman, a flier of war experience and a group leader. All of these men had gladly given two weeks of their vacation to pursue this strenuous routine of training. There was one advantage of being present at the conclusion of this training, the chance to observe the mental and physical condition of these trainees. Their soundness of body and their splendid enthusiasm were impressive. They were, one and all, men you would like to find next to you in a jam—clear of eye, keen, and perfect in co-ordination of mind and muscle. Two weeks of hard and dangerous work had not fazed them. There was no semblance of strain or nerves in their faces; they had eaten it up and seemed anxious for more. Unfortunately, the limited funds available for this training leave the job but half done and permit the reservist to advance only to that point where he is a fit subject for further development into a combat-military aviator.
Later, following his urge to see more of this interesting body of men, the author was privileged to witness a “consolidated drill” of VO-6 MR (6th Marine Corps Reserve Observation Squadron). This squadron is stationed at the Naval Reserve Aviation Base, Floyd Bennett Field. It was not until he was in the air on the way to New York from Washington that the author realized that one of the days set aside for this consolidated drill was that of the Army-Navy football game at Philadelphia. This particular game was one creating special interest because it marked the renewal of athletic relations between the two academies after a break of several years. This fact warranted the presumption on his part that there might be a rather slim attendance at this drill, the big game being a tremendous drawing card. He was to learn that the enthusiasm of the Leatherneck Reserve aviator for his military training exceeded any possible desire to witness an athletic event, even of the importance of the game to be played at Philadelphia, 90 miles away.
There are fifteen commissioned officers attached to VO-6 MR. When we landed at Floyd Bennett Field about half past eleven on the morning that marked the beginning of this drill, twelve of these officers were on the field; two had not been called upon to report for the drill; and one, whose automobile had broken down on the way in from the north, reported later that evening. None of the enlisted force failed to report for duty. One officer had traveled from Des Moines, Iowa, and another from Indianapolis, Ind., to be present at this drill. The officer who was tardy because of a misplaced trust in his automobile and who finally checked in at 7:30p.m., displaced the substitute pilot who was about to take off for a night flight in formation to Hartford, Conn. There is spirit for you! One worthy of the best traditions of the Marine Corps, a devotion to the ideal of preparedness for service to one’s country in its hour of need that is truly splendid.
When the author had occasion later to meet the officer personnel and to know them and their vocations in civil life, he was to discover that all but four of them are still actively engaged in commercial aviation, and five are regular pilots of commercial lines. One, in particular, is flying the eastern hop of the 17-hour Western Express, one of the crack lines in the world. Here was a living example of the old story about the postman taking a good long walk on his day off; or that of the bluejacket who, while “making a liberty” from the fleet, hired a boat for a row on the lake in Central Park.
The consolidated drill of this marine squadron covered a period from noon one day until dark the following and it was a strenuous experience to undergo, even for an observer whose time was his own and who “went and saw” that which appealed to him. From the time these officers reported in until the final “secure,” the “war is on,” and during the “war” the problems were executed as against a real, not simulated, enemy.
It is no exaggeration to say that these flying reserves risk their necks in the perfection of their military training. It is no joke for aviators of the regular services, accustomed to such duty, to undertake formation flying and military air maneuvers at high altitudes in December near New York. It is no easy task properly to execute bombing, gunnery, and machine-gun practice. However experienced may be the commercial pilot, military air formations and exercises present unusual problems, solved only by actual flying experience.
The consolidated drill of VO-6 MR began with muster and inspection, both of personnel and the planes which stood ready and “serviced” on the line. The day’s actual flying began with a tactical problem involving a bombing and fighting “wing” of both a “Red force” and a “Blue force.” Zero hour was set at 2:00 p.m. and at 2:15 the first “wing” taxied into position and took off, the other “wings” following in succession, all four being in the air at 2:18. The problem involved was to simulate the protection of the bombing forces by the fighting wings. Alternately, the fighting wings of the Red and Blue forces attacked the bombers of the “enemy,” whose fighting planes put up a fine “dog fight” in protection of their bombing planes. The problem was worked out within view of the Floyd Bennett Field, and the darting, whirling, spiraling planes held hundreds of spectators spellbound. It was a fine exhibition of nerve and control, the co-ordination of man and the machine brought to a birdlike illusion.
At the completion of this thrilling phase of the drill, a review of the planes followed. In formation they sped above Floyd Bennett Field, then climbed to a high altitude to swing into the Lufbery Circle, each pilot in turn diving out of formation with throttle open, roaring earthward a silver streak, to level out and swing away at a thousand feet. Formations were then resumed and preserved as the planes landed and taxied up to “the line” to refuel before the gunnery practice runs, which lasted approximately 1.5 hours. The practice runs completed, all planes were soon again back on “the line,” their crews piling out to stretch and catch a smoke. Having again refueled, six planes of the “hell-diver” type took up in turn their diving bombing practice. The target was an old hulk lying off Floyd Bennett Field and the bombs, charged with shotgun cartridges, gave a distinctive burst of white smoke upon contact. From an altitude of not less than 5,000 feet, the planes shot down in turn at terrific speed, dropped their bombs, and zoomed back into formation. Throughout this day’s flying, the planes were controlled by radio from the base.
As night closed down upon the square mile of Floyd Bennett Field, the planes came in like homing birds, their cruising lights darting across the dusky field. They taxied into position on the line and out of them jumped the pilots and observers chattering like a bunch of undergraduates, and this after four hours of flying, diving, “dog fighting,” and stunting. Their spirits were as high as their eyes were keen. They had been living those four hours, living intensely; they all appeared younger, more alert, and more spontaneous than when the flying began. All pilots and observers having checked in, they were dismissed for the time being and there followed a rush for the “ready room” in the hangar to shed flying suits and hustle off for a hasty dinner. In that buoyant group, it was rather difficult to recognize the serious business man, the executive of large responsibilities; but he was there in the person of several of these adventurers of the air. While the officers dined, the ground force, which had been to mess earlier, serviced and checked the planes for the night’s operations.
At 7:30 p.m. they began to troop in. Flying suits soon muffled their figures, giving to each something of the appearance of a deep-sea diver or an Esquimau squaw. The ready room filled with the lingo peculiar to those who take to the air in “ships.” Suddenly the door opens and a newcomer is hailed by the group. “My motor went haywire up at New Haven,” he explained. “Hey, Buck, get outa that suit, I’m taking this night flight”; this to the enthusiastic young gentleman who had come all the way from Indiana and was substituting for the one delayed. Buck reluctantly gave way. It seemed he had put in his allotted hours of night flying before this drill.
Then silence, as the instructions were given by the squadron commander. “Any questions?” A brief colloquy and, “Any other questions?” There were no more. Then, “All right! Let’s go!” And those assigned to the night flight went quickly to their stations at the planes. In a few minutes they were up and off, fireflies roaring above in the dark, three planes for Hartford, Conn., and three others for Philadelphia. This night flight was radio controlled and after their departure we say around the operator’s table listening in, while miles away the planes “talked” to their base. We were informed of their progress and position, although there was considerable interference from local radio broadcasts. However, we knew of the landing of the Hartford formation at that city due to a loose cowling on the leader’s plane. This was quickly repaired and the “wing” was up on its return journey within fifteen minutes. About 10:45p.m. a roar of the motors was heard over Floyd Bennett Field and soon the two formations landed and taxied up to the line. During the landing the wind became capricious, changing 180 degrees; still the alert pilots quickly sized up the situation and successfully brought their planes down.
As soon as the planes were secured some of the officers went home; others who lived too far from the field went with us for the night to the Manhassett Bay Yacht Club. We retired, a sleepy but cheerful lot, and spent the night in the comforts afforded by that club. Most of the enlisted men bunked in cots in the administration building or in the hangar, for theirs was the duty to have the planes on the line early, ready for the next day’s program.
It seemed that we had hardly dropped off to sleep before we were called. It was six o’clock and we were given but an hour for bathing, shaving, and breakfasting before we were under way again for Floyd Bennett Field. Shortly after arriving at the field, all officers and enlisted men were mustered and inspected. This was followed by a plane inspection. Then the first formation took off for the field at Farmingdale, Long Island, the base for the day’s target practice. When all planes had landed at Farmingdale, the crews went into a huddle while the squadron commander issued his instructions for the day. Then again, “Let’s go!” And they rushed to their planes.
First the guard plane took off and headed out over Great South Bay. The guard plane was a Loening Amphibian whose specific mission was to effect rescue of the personnel of any of the landplanes that might be forced down at sea. Fortunately, during the day’s operations no such emergency arose. The guard plane was followed by training plane, assigned to towing the “sleeve” for the machinegun target practice. Then the first flight took off. The runs were made over the ocean, the course paralleling Oak Beach and Pointwood. All during the day this operation continued, each plane maneuvering in turn for position and diving from about 5,000 feet, its machine gun barking as it approached the sleeve, then banking and firing a second burst as it arose to position. From an altitude of about 7,000 feet, we viewed this operation. There were six gunnery flights during the day, the last being completed about 4:30p.m. All planes landed at Farmingdale, were refueled, and the at five o’clock, as darkness was settling over Long Island, took off for Floyd Bennett Field. There they landed, checked in, and the consolidated drill for that month was completed. We said “good- by” to the officers and enlisted men of the VO-6MR.
We also said “good-by” to the genial and efficient commanding officer of the base. We were not to see him again alive, for shortly afterwards he was killed by a crash during his observation of target runs by the reserves. His splendid spirit, always helpful, instructive, and co-operative, had made itself evident throughout the consolidated drill.
The commissioned personnel of this squadron has been commented on, and now a word for the enlisted force, and that word is splendid. They were a fine, upstanding set of men, all of whom had mechanical ability, all eager to learn and to absorb in their brief period of active duty as much as possible from their teachers of the regular service. Upon their efficiency, under guidance of the permanent ground force, depended the safety of the pilots and observers during this drill, and it speaks well for their attention to duty and efficiency in its performance that no untoward incident marred the performance of the planes during their many hours in the air while the author was present. There is but a small marine reserve ground force at this base, although it is the usual set-up. It consists of one officer, one first sergeant for administrative duty, and two sergeants (mechanical) directly in charge of the planes of the squadron.
It is not uncommon in visiting the bases of the naval reserve aviation, located near a larger city, to find special classes of high-school students working side by side with the mechanics and wood workers regularly detailed to this duty. These regulars manifested a keen interest in their pupils, gladly and patiently giving their time to this instruction.
At Squantum, Mass., the author encountered two young men, natives of Boston, both privates in the Marine Corps Reserve Aviation, who had not missed one day’s work at that base in three months. They received no pay for this service, but when Old Man Depression hit them and they were out of work, they voluntarily gave all of their time to improving their knowledge in airplane construction, repair, and upkeep. Instead of loafing around the streets, they devoted their days to study and some day the knowledge that they are acquiring may well determine their ability to handle some large and worth-while job, not only in their civil capacity, but also in the event of a national emergency in the defense of their country. Such spirit as this is characteristic of the personnel that makes up these reserve aviation units.
At ten stations widely scattered from Florida to Massachusetts, from Seattle, Wash., to Long Beach, Calif., these squadrons of the Marine Corps Reserve Aviation are carrying through monthly a similar drill program. It is a man’s game and one worthy of the finest type of American manhood, which possibly accounts for the splendid type that is to be found in these squadrons, officers and men. These reserve pilots receive no “drill pay” nor do the enlisted men; their service is a voluntary and free gift to national defense. The officers receive a uniform gratuity for each enrollment of four years and, when called to two weeks’ training, receive the pay and allowances of their ranks, an insignificant sum as most of them are second lieutenants. The enlisted men receive a limited amount of uniform clothing, not including shoes. Yet one does not hear them complain. It is their gift, their lives, their money, their hazard.
While this article deals particularly with the flying reserve of the Marine Corps, the fine spirit which pervades this organization is that which is also most manifest in the aviation reserve of the Navy. This spirit of service and personal sacrifice was most characteristically displayed during the recent search following the tragic loss of the giant dirigible Akron off Barnegat Inlet. Some forty pilots and eighty enlisted men of the Navy and Marine Corps Reserve Aviation, basing at Floyd Bennett Field, volunteered their services for this search. They were prepared for call night and day. Many of them were called upon during the period of intensive search, April 4-9 inclusive, flying 139 hours for all planes over the Atlantic under extremely adverse weather conditions. The vast majority of these officers performed this arduous and emergency duty without any form of remuneration. The personnel was made up of both officers and enlisted men. The commanding officer of the U.S. Navy Reserve Aviation Base, Floyd Bennett Field, in his report of these search operations, voiced a splendid tribute to the spirit of these aviators and to those who stood behind the mechanical performance of their planes.
The regular personnel of the Marine Corps view with deep appreciation the enthusiasm of their reserves to absorb the many technical and military details of aviation as the game is played in the regular service. The time allotted for active duty during an enrollment is far too short to allow the commercial pilot to reach the desired technical and tactical perfection of his brother of the regular service. However, through these drills he does lay a foundation upon which the regular service may build in times of war or national emergency to meet its urgent need for expansion.
The intelligent enthusiasm and the willing sacrifice of time and money by this splendid group of American citizens is a circumstance to which not only the regular service but Mr. and Mrs. Citizen can point with a degree of pride and security. The regular services must build largely upon the enthusiasms of that patriotic leaven of this nation’s youth and manhood which is to be found in the reserve organizations.