Air Ministry


The Air Ministry was a department of the Government of the United Kingdom with the responsibility of managing the affairs of the Royal Air Force and civil aviation that existed from 1918 to 1964. It was under the political authority of the Secretary of State for Air.

Organisations before the Air Ministry

The Air Committee

On 13 April 1912, less than two weeks after the creation of the Royal Flying Corps, an Air Committee was established to act as an intermediary between the Admiralty and the War Office in matters relating to aviation. The new Air Committee was composed of representatives of the two war ministries, and although it could make recommendations, it lacked executive authority. The recommendations of the Air Committee had to be ratified by the Admiralty Board and the Imperial General Staff and, in consequence, the Committee was not particularly effective. The increasing separation of army and naval aviation from 1912 to 1914 only exacerbated the Air Committee's ineffectiveness and the Committee did not meet after the outbreak of the First World War.

The Joint War Air Committee

By 1916 the lack of co-ordination of the Army's Royal Flying Corps and the Navy's Royal Naval Air Service had led to serious problems, not only in the procurement of aircraft engines, but also in the air defence of Great Britain. It was the supply problems to which an attempt at rectification was first made. The War Committee meeting on 15 February 1916 decided immediately to establish a standing joint naval and military committee to co-ordinate both the design and the supply of materiel for the two air services. This committee was titled the Joint War Air Committee, and its chairman was Lord Derby. It was also at the meeting on 15 February that Lord Curzon proposed the creation of an Air Ministry. As with the pre-war Air Committee, the Joint War Air Committee lacked any executive powers and therefore was not effective. After only eight sittings, Lord Derby resigned from the Committee, stating that "It appears to me quite impossible to bring the two wings closer together... unless and until the whole system of the Air Service is changed and they are amalgamated into one service."

Membership

The Joint War Air Committee was composed as follows:
Advisory Members were also appointed as required.

The Air Board

The first Air Board

The next attempt to establish effective co-ordination between the two air services was the creation of an Air Board. The first Air Board came into being on 15 May 1916 with Lord Curzon as its chairman. The inclusion of Curzon, a Cabinet Minister, and other political figures was intended to give the Air Board greater status than the Joint War Air Committee. In October 1916 the Air Board published its first report which was highly critical of the arrangements within the British air services. The report noted that although the Army authorities were ready and willing to provide information and take part in meetings, the Navy were often absent from Board meetings and frequently refused to provide information on naval aviation.

The second Air Board

In January 1917 the Prime Minister David Lloyd George replaced the chairman Lord Curzon with Lord Cowdray. Godfrey Paine, who served in the newly created post of Fifth Sea Lord and Director of Naval Aviation, sat on the board and this high level representation from the Navy helped to improve matters. Additionally, as responsibility for the design of aircraft had been moved out of single service hands and given to the Ministry of Munitions, some of the problems of inter-service competition were avoided.
The Air Board initially met in the Hotel Cecil on the Strand, familiarly known as the "Hotel Bolo". This was a humorous reference to Bolo Pasha whose attempts to undermine the French war effort with German-funded newspaper propaganda were likened to the unhelpful rivalry between the RFC and the RNAS.

Establishment of the Air Ministry

Despite attempts at reorganization of the Air Board, the earlier problems failed to be completely resolved. In addition, the growing number of German air raids against Great Britain led to public disquiet and increasing demands for something to be done. As a result, Lloyd George, the British Prime Minister, established a committee composed of himself and General Jan Smuts, which was tasked with investigating the problems with the British air defences and organizational difficulties which had beset the Air Board.
Towards the end of the First World War, on 17 August 1917, General Smuts presented a report to the War Council on the future of air power. Because of its potential for the 'devastation of enemy lands and the destruction of industrial and populous centres on a vast scale', he recommended a new air service be formed that would be on a level with the Army and Royal Navy. The new air service was to receive direction from a new ministry and on 29 November 1917 the Air Force Bill received Royal Assent and the Air Ministry was formed just over a month later on 2 January 1918. Lord Rothermere was appointed the first Air Minister. On 3 January, the Air Council was constituted as follows:
The Air Ministry continued to meet in the Hotel Cecil on the Strand. Later, in 1919, it moved to Adastral House on Kingsway. The creation of the Air Ministry resulted in the disestablishment of the Army Council's post of Director-General of Military Aeronautics.

History – from 1918

1918–1921

In 1919 the RAF and the Air Ministry came under immense political and inter service pressure for their very existence, particularly in a climate of significantly reduced military expenditure. The battle was kickstarted by the resignation in December 1918 of William Weir the President of the Air Council, who wished to return to his commercial activities.
This led the Prime Minister, Lloyd George, to create a Secretary of State for Air, but not as a Cabinet position, and on 9 January 1919 offered Winston Churchill the two posts of Secretary of State for War, which was a Cabinet position, and Secretary of State for Air both of which he accepted.
This combination under one person by was criticised in both the press and Parliament. However, Churchill re-iterated that the continued "integrity, the unity, the independence of the Royal Air Force will be sedulously and carefully maintained". During 1919 it was also decided that civil aviation was to be brought into the Air Ministry rather than being dealt with by either the Board of Trade or the Foreign Office.
The Army and the War Office had largely agreed to the continued existence of the RAF due, in part, to the enthusiasm for the air service by the Army's political leader Winston Churchill. However, one of the main difficulties for the RAF and Air Ministry in 1919 was the opposition by the Royal Navy to losing their own air service and subsequent lobbying that personnel for naval air purposes afloat be naval officers and ratings – this would have led to a recreation of the now disbanded Royal Naval Air Service. This negotiation led to the creation of RAF Coastal Area the predecessor of RAF Coastal Command to deal with its relationship with the Navy. Throughout 1919 there were discussions between Sir Hugh Trenchard Chief of the Air Staff and Sir Rosslyn Wemyss First Sea Lord as to the nature of the relationship between the Air Force and Air Ministry and the Navy and the Admiralty.
In 1919 the Air Ministry formally took control of supply, design and inspection of all aircraft from the Ministry of Munitions. This helped put the existence of Air Ministry on a firmer footing.
Throughout 1919 Churchill persistently supported an independent air force. He presented the White Paper, largely written by Sir Hugh Trenchard, on the future of the RAF on 12 December 1919. It was this White Paper that was to be the effective charter for the RAF and Air Ministry in subsequent years.

1921–1927

In February 1921 Lloyd George appointed Churchill to the Colonial Office and appointed his Chief Whip, Frederick Guest as Secretary of State for Air on 1 April. During his eighteen months in office he played "a minor part in the desperate struggle to maintain the air force's institutional independence in the face of hostile attacks from the War Office and the Admiralty". More importantly in the long term he was also responsible for the appointment of Sir Sefton Brancker to develop civil aviation.
With the fall of Lloyd George Sir Samuel Hoare became the Secretary of State for Air in October 1922 under Bonar Law. On Law's death Stanley Baldwin became Prime Minister and gave the position Cabinet status in May 1923, and Hoare remained in the post until January 1924, when a Labour government took power. Lord Thomson was made Secretary of State for Air. A supporter of airships, Thomson was responsible for the Imperial Airship Scheme, which involved the construction of R101 at the Royal Airship Works at Cardington.
After the fall of the MacDonald government in November 1924 Hoare returned to the Air Ministry. He was interested in developing air links to the Empire and Dominion countries, particularly India and South Africa. He negotiated a subsidy from the Treasury for Imperial Airways to start a service from Cairo to India. Hoare, with his wife Lady Maud, flew on the inaugural 13-day flight to Delhi, leaving Croydon on 26 December 1926 and arriving on 8 January 1927. The air route to Cape Town, after much negotiation, was finalised in 1929, before he left office, but only commenced in 1932.