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diff --git a/.gitattributes b/.gitattributes new file mode 100644 index 0000000..6833f05 --- /dev/null +++ b/.gitattributes @@ -0,0 +1,3 @@ +* text=auto +*.txt text +*.md text diff --git a/76758-0.txt b/76758-0.txt new file mode 100644 index 0000000..306a099 --- /dev/null +++ b/76758-0.txt @@ -0,0 +1,5152 @@ + +*** START OF THE PROJECT GUTENBERG EBOOK 76758 *** + + + + + + + +Transcriber’s notes + +Changes made are noted at the end of the book. + + + + + HEROIC AIRMEN + AND THEIR EXPLOITS + + + + +[Illustration: Flight-Commander W. L. Robinson, V. C. By Dudley Tennant. + +_Reproduced by special permission from the plate in ‘Answers.’_] + + + HEROIC AIRMEN + AND THEIR EXPLOITS + + BY + E. W. WALTERS + + _Author of ‘The Souls of the Brave,’ ‘Heroines of + the World War,’ &c._ + + + LONDON + CHARLES H. KELLY + 25-35 CITY ROAD, AND 26 PATERNOSTER ROW, E.C. + + +_First Edition, 1917_ + + + TO THE + MEMORY OF THE HEROIC AIRMEN + WHO HAVE + LAID DOWN THEIR LIVES IN THE SERVICE + OF THEIR COUNTRY + + +AUTHOR’S NOTE + + +Acknowledgement is due in many directions, to various friends for +supplying interesting information, and to the authors of various books +and articles. + +These pages, however, are far from being of a technical nature. The +chief aim is to awaken the interest of the reader and throw fresh light +on heroic deeds. + + E. W. W. + + + + +CONTENTS + + + CHAPTER PAGE + + I. BY WAY OF INTRODUCTION 11 + + II. THE BIRTH OF THE AIRSHIP 14 + + III. THE PIONEER WORK OF M. + SANTOS DUMONT 18 + + IV. FURTHER LINES OF PROGRESS 22 + + V. THE BIRTH AND GROWTH OF + THE AEROPLANE 30 + + VI. FURTHER DEVELOPMENTS AND + CERTAIN ENEMY MACHINES 37 + + VII. THE ZEPPELIN AND OTHER + MODERN AIRSHIPS 44 + + VIII. CONTROLLING AN AEROPLANE 53 + + IX. FLIGHT-COMMANDER WILLIAM + LEAFE ROBINSON, V.C. 61 + + X. LIEUT. F. SOWREY, D.S.O., AND + LIEUT. A. BRANDON, D.S.O. 75 + + XI. THE CAPTIVE ZEPPELIN 89 + + XII. LIEUT. W. L. TEMPEST, D.S.O. 94 + + XIII. LIEUT. WARNEFORD, V.C. 104 + + XIV. THE NEW ARM IN WARFARE 108 + + XV. FROM VICTORY TO VICTORY 117 + + XVI. AIR SUPREMACY 123 + + XVII. FLIGHT-COMMANDER ALBERT + BALL, D.S.O., M.C. 127 + + XVIII. LIEUT. ALLAN BOTT, M.C. 130 + + XIX. FLIGHT-LIEUT. GUYNEMER 134 + + XX. LIEUT. STEWART GORDON + RIDLEY 137 + + XXI. SOUS-LIEUT. LOUIS NOËL 142 + + XXII. FLIGHT-LIEUT. HAROLD + ROSHER, R.N.A.S. 147 + + XXIII. AN OBSERVER IN THE + R.N.A.S. 152 + + XXIV. HEROES OF THE ROYAL NAVAL + AIR SERVICE 157 + + XXV. TOLD BY THE ADMIRALTY 162 + + XXVI. HEROES OF FRANCE 168 + + XXVII. AWARDS AND DECORATIONS 191 + + XXVIII. FRENCH APPRECIATION 202 + + XXIX. THE EYES OF OUR ARMIES + IN THE FIELD 207 + + XXX. RUSSIAN PRAISE AND + RUSSIAN ACHIEVEMENTS 213 + + XXXI. ITALY’S PART 219 + + XXXII. ENEMY ACTIVITY 224 + + XXXIII. A GENERAL VIEW 231 + + XXXIV. THE HEROIC DEAD 253 + + XXXV. CONCLUSION 265 + + + + +LIST OF ILLUSTRATIONS + + + PAGE + + FLIGHT-COMMANDER W. L. ROBINSON, V.C. _Frontispiece_ + + DISTINCTIVE MARKS USED BY BELLIGERENTS + IN THE AIR 31 + + DIAGRAM ISSUED IN THE EARLY PART OF + THE WAR BY THE FRENCH WAR OFFICE 41 + + SECTIONAL VIEW OF ZEPPELIN AIRSHIP 49 + + LIEUT. WARNEFORD, V.C. _face_ 104 + + BOMB-DROPPING _face_ 128 + + GUARDING OUR COASTS: A NAVAL PATROL + IN DIFFICULTIES _face_ 154 + + AWARDS AND DECORATIONS _face_ 192 + + + ‘All our airmen are heroes, at home and in France, and the gratitude + of the nation is due to them for the splendid success with which they + have got the upper hand of the air service of the enemy.’ + + —_The Daily Press_, October 2, 1916. + + + + +HEROIC AIRMEN + + + + +CHAPTER I + +BY WAY OF INTRODUCTION + + +We approach an intensely interesting subject. Indeed, there is the +danger that we may be tempted to dwell on thrilling achievements before +learning what those achievements really mean. We have all talked +freely in the past of airmen and flying; yet how limited has been our +knowledge! These pages will not, however, touch ground of a purely +technical nature. Matters intricate and involved will be avoided. Harm +rather than good might come from trespassing on ground presided over +by experts. But there is a middle course: we may learn sufficient to +appreciate in a fuller and deeper sense the achievements of our heroic +airmen. + +Our subject is wide, as wide, indeed, as the heavens. We must needs +cover much ground, and must regulate our pace accordingly. Much as +we may be tempted to dwell upon this or that branch of the subject, +we shall often be compelled to pass on. For this is a book of heroic +deeds, and our aim in touching briefly upon the birth and early +development of various forms of aircraft will chiefly be with the view +of giving a fuller and deeper meaning to the achievements of such men +as Lieutenant Robinson, V.C., and Lieutenant Warneford, V.C. Happily +there are many such heroes. + +‘I was not the only one to go up after the Zeppelin,’ Lieutenant +Robinson said in his first public speech. ‘Men have gone up in +conditions of almost certain death, and some have met their death in +facing the murderers who have come over here. There are men, friends of +mine, who have been maimed for life by going up just on the off-chance +of strafing them on absolutely impossible nights—misty nights, when it +is exceedingly difficult to land, and the ground cannot be seen when +you are up. They get into the clouds, lose control of their machines, +and crash to earth. These deeds are hundreds of times more heroic than +what I did. It was merely my good fortune.’ + +A brave speech, worthy of a true hero! We shall do well if in the +course of these pages we can get into closer touch with men of such +stamp. + + + + +CHAPTER II + +THE BIRTH OF THE AIRSHIP + + +Progress in the construction of aircraft has been rapid of recent +years, but there was a long period of experiment and preparation. It is +a long flight from the aircraft of to-day back to the efforts of the +Robert brothers in 1784. + +The Robert brothers’ experiments took the form of a balloon shaped like +a melon, made of silk carefully proved, and measuring 52 feet in length +and 32 feet in diameter. The gas employed was pure hydrogen. Underneath +the envelope was suspended a long, narrow car, in general idea not +unlike that used on some modern airships, and three pairs of oars with +blades made like a racquet-frame, covered with silk, and a rudder of +similar material. + +The two brothers, accompanied by a third person, went up in this early +dirigible and succeeded in describing a curve of one kilometre radius, +thus showing that, at any rate, they could deviate in some measure +from the wind then prevailing. But at the time of the ascent there +seems to have been very little opposition in the way of wind pressure. +Favourable weather was naturally chosen. Nevertheless, something was +attempted and something done, paving the way for further efforts. + +Another airship, which led to a thrilling adventure, was built in due +course. This was fitted with an internal air ballonet. An ascent was +bravely attempted, but the ship got into a strong air eddy, which tore +away the oars and rudder and detached the air-bag from its sustaining +cords. This airship, however, is said to have reached a remarkable +height for those days—no less than 16,000 feet! This, however, was +_not_ intentional. + +Another airship worthy of note was the dirigible built in France by +Henri Giffard. This took a spindle shape, measuring 143 feet in length +and 39 feet in diameter. It had a 3 h.-p. steam engine and an 11 foot +screw propeller. The first trip was made in September, 1852. Six miles +were covered in conditions not entirely favourable, and it is recorded +that several further journeys were made. Ten years, however, passed +before marked progress was shown in the construction of this type of +dirigible. + +Tissandier was the next in the field. His dirigible was not unlike +previous efforts in shape and construction; but now an electric motor +and a bichromate battery were employed, and a speed of eight miles an +hour was reached. + +Next came Captain Charles Renard, who made marked progress by building +an envelope with a ‘true streamline.’ The car was suspended by means +of a huge sheet placed over the back of the airship, to which were +attached suspensory cords. The cubic capacity of the airship was 66,000 +feet. It was kept rigid by means of an internal air ballonet, which +was kept full by a fan blower coupled to a motor. It had a car 108 +feet in length, which helped to steady the airship, and indeed played +a somewhat similar part to the spar employed in later airships of the +semi-rigid type. An electric motor, weighing 220 lbs., was installed, +which developed 9 h.-p. The first trial trips were made in 1884, and +were considered at the time remarkably successful so far as navigation +was concerned. Indeed, it is recorded that on one occasion this +dirigible flew round Paris at an average speed of 14½ miles an hour—a +remarkable achievement at the time. + +Clearly there was now a future for airships. Germany had recognized +this for some while, and had not been idle. Baumgarten and Wolfert +built an airship in 1879 with a benzine motor, but when making an +ascent at Leipzig the vessel got out of control, fell to the ground, +and was hopelessly wrecked. + +In 1897 Wolfert made further experiments, which cost him his life. +A fire broke out in the benzine container of the new ship, with the +result that the inventor and his assistant were killed. + +The same year saw an effort on the part of an Austrian named Schwartz, +who built an airship of sheet aluminium. This, however, proved a leaky +structure. It descended and came to a sudden end. Schwartz, however, +was the first to build a rigid airship with a petrol motor, and there +is a sense in which his efforts led to the modern Zeppelin. + +With that airship—the modern Zeppelin—with its intricate construction +and remarkable capacities of speed and distance, its carrying powers, +its evil missions, its tactics when under fire—we shall deal later. + + + + +CHAPTER III + +THE PIONEER WORK OF M. SANTOS DUMONT + + +The efforts of M. Santos Dumont call for special reference. He +contributed greatly to the science of aerostation, and may be +considered one of the foremost of the flight pioneers. He was a man of +remarkable industry, perseverance, and courage. + +His first noteworthy effort in construction was in 1898, when he made a +cylinder of varnished silk, 82½ feet in length, with pointed ends, and +measuring 11½ feet in diameter. An internal air ballonet was fitted, +and an engine giving 3 h.-p. A balloon basket was hung beneath the +envelope. There was a two-blade propeller, whilst shifting weights +controlled the poise of the ship, steering being effected by means of a +rudder composed of strong silk over a steel frame. + +Comparative success greeted the venture. The airship left the +Zoological Gardens in Paris and performed various evolutions, in spite +of a gentle wind. Later, however, disaster threatened the ship and its +distinguished pilot, owing to too rapid contraction of the gas whilst +the ship was in the act of descending. But a calamity was averted by +some schoolboys, who with commendable foresight caught hold of the tail +rope of the airship and drew it along kite fashion with such speed that +a gentle landing was effected. + +At a later date, being encouraged by the offer of a prize, M. Santos +Dumont built a new and larger airship with the view to flying from St. +Cloud, round the Eiffel Tower, and back to the starting-point within +thirty minutes. This new ship was 109 feet in length and 17 feet in +diameter. It was fitted with a 4-cylinder air-cooled motor, driving +an enormous propeller of 26 feet in diameter, which gave a thrust of +120 lbs. at 140 revolutions per minute. Among other novelties, water +ballast was used, and piano wires replaced the old type of suspension +cords. + +An attempt to earn the prize was made in July, 1901. At 6.30 in the +morning the airship started from St. Cloud, reached the Eiffel Tower, +and made a successful turn. But the weather conditions were adverse to +the venture. A wind arose, and the return journey took thirty minutes. + +Not to be outdone, Santos Dumont made another attempt in August of +the same year. He failed again, but soon got to work upon yet another +airship. This developed an ascensional force of 1,158 lbs., and was +driven by a 12 h.-p. 4-cylinder motor which gave a thrust of 145 lbs. +With this ship, on October 19, 1901, Santos Dumont started for the +Eiffel Tower hampered by a side wind of 20 feet a second. Nevertheless, +he reached the tower in nine minutes, but owing to allowing +insufficient clearance he barely missed colliding with it. However, he +got the airship under control and returned to his starting-point in +29½ minutes, thus winning the Deutsch prize of 125,000 francs and an +additional reward of 125,000 francs. + +The greater part of the money was given by the aviator to charity, +showing clearly that in his experiments M. Santos Dumont had other aims +than self-gain. A wit has observed that he was a ‘man of high-soaring +motives,’ which is, in fact, entirely true. His aim was to construct +an airship that would prove of real service to mankind, and in his +experiments he sacrificed both time and money, and, of far greater +importance, he made his ascents at great risk to his personal safety +at a time when ‘air courage’ was comparatively new, and in conditions +which made no immediate call to patriotism and duty. He was of the +‘stuff’ of which the true hero of the air is made, taking with a brave +heart serious risks, and going from flight to flight with no other +thought than achieving the end he had in view. + + + + +CHAPTER IV + +FURTHER LINES OF PROGRESS + + +Progress toward the modern airship has, as we have seen, been by +short and laborious flights. The disappointments and disasters have +been almost numberless. Endless patience, perseverance, and dauntless +courage have been demanded. Moreover, in the past the would-be master +of the air has needed very considerable resources. On account of a lack +of funds many promising designs have come to no definite end. In the +earlier days of flying the work of construction was done chiefly by men +of leisure and means. Not till a comparatively recent date has the work +been put on a commercial basis and done by large manufacturing firms. + +One of the chief difficulties to be overcome was to discover an object +of sufficient strength to be driven through the air, and yet so light +that it could displace more than its own weight of air. No very great +difficulty was experienced in constructing the spherical balloon, for +the sphere is, of course, the natural shape which any flexible envelope +will take. No framework was needed to stiffen the flimsy covering of +such a balloon. The sphere is, in itself, a natural shape, and it has +no tendency to change. The distorting action upon it is that due to the +weight of the car; but by using a large net bag, enclosing the whole +balloon, this has been so spread that the distortion is very slight, +and the natural shape not interfered with to a very appreciable extent. + +The great pressure of the air has, of course, constituted many +difficulties. At sea-level the air pressure is 14·7 lbs. per square +inch. A vessel containing a vacuum has therefore to be strong enough +to support 15 lbs. on every square inch of its surface. To make the +envelope of a balloon strong enough to contain a vacuum is impossible +for the purpose. Too great weight would be required. + +It has been found that the best course is to fill the balloon with +hydrogen, the lightest of gases. In this way the difficulty as regards +pressure is overcome, for the hydrogen presses upwards as strongly as +the air presses inwards. Stated in round figures, 1,000 cubic feet of +hydrogen weighs about 5½ lbs., and the same quantity of air about 80 +lbs. It has been found, then, that 75 lbs. represents the gross lifting +weight, and that from it must be deducted the weight of the envelope to +arrive at the desired lifting effect. + +With the increased size of the balloon many difficulties have been +removed, for the lifting weight increases faster than the superficial +area of the envelope. The contents of a sphere increase as the cube +of a diameter, but the area grows only as the square of the diameter. +Therefore, if you double the diameter of a balloon you increase its +capacity and consequently its gross lift by eight times. Even if it +should be necessary to increase the thickness of the fabric of which +the balloon is made, there is still a good margin left in favour of the +larger balloon. + +But the aim has been to obtain something more than the ordinary +spherical balloon, which simply drifts in the air-currents. Such a +balloon is helpless as far as direction is concerned. It simply ‘goes +with the wind.’ Its weight may be varied, but not its direction. The +aim of the inventors of steerable balloons has been to overcome +helpless drifting by means of propellers and rudders, and by various +means designed to avoid loss of gas in ascending and descending. + +Inventors in time past found that it was no easy matter to drive a +large spherical object of a light and flimsy construction through the +air. With the huge area which a spherical balloon offers to the wind, +it was found impossible to make any headway at all, except in perfectly +calm weather, or with the wind behind. Consequently the steerable +balloon took on an elongated shape, the nose growing more and more +pointed, so that it could ‘cut’ the air. + +But now a fresh call arose for new ways and means of construction. +The simple bag, which served in spherical form, was useless for the +new design. A rigid framework of suitable lightness and strength was +called for—an extremely difficult matter. Indeed, even in the case of +a ship built for the sea there are troubles in this direction. ‘The +water supports it all along, while the load which it carries is more +or less in lumps, distributed irregularly from end to end. A ship in +still water, without any attacks by storms from without, is in danger +of breaking its back. If it be divided up into short sections some +will be found to possess great buoyancy and little load, while others +will be carrying loads far in excess of their buoyancy. The ship +must therefore be strongly constructed, so that the lightly loaded +parts may be able effectually to assist the heavily loaded parts. As +great longitudinal stiffness is required in a ship as in a bridge. In +fact, the modern ship is actually modelled upon a railway bridge. The +method of construction which made the great liner of to-day possible +was invented by I. K. Brunel, who got the idea from the Menai Straits +Bridge of Robert Stephenson.’ + +Longitudinal stiffness is, then, an absolute essential to any structure +of the kind now in mind. The buoyancy must be fairly constant from end +to end, the cars being suspended at intervals. That is to say, it has +been found that the necessary stiffness must be attained whereby the +weight of the suspended cars will be distributed in due proportion to +every part of the balloon, not simply to the parts immediately above. + +This has been attained by means of a cleverly constructed framework of +aluminium, and on a line with this improvement have come a number of +drum-shaped gas-bags, made of rubber fabric and placed in allotted +spaces in the framework. A kind of keel has also been introduced +beneath the frame, giving additional stiffness and keeping the airship +from rolling, just as in the case of seafaring craft. + +Improvement has followed improvement. In some designs two light frames +have been spread out from the main structure of the airship, each +carrying a propeller. Frames have also been introduced at the back of +the airship, thus giving four propellers in all—two forward and two +aft. With these have come fins or planes, designed with the view to +keeping the nose of the airship foremost to the wind. Moreover, groups +of planes have been employed, lying in horizontal position but capable +of movement, and making it possible to steer upward at both ends or at +one only, as required. + +Whilst these structures, which led to the Zeppelin, were in course of +preparation, other designs of importance were being made, which led by +degrees to airships of the nature of the Parseval. In these designs +there was no elaborate framework. The balloon portion was in one—a +huge shape, stout in the middle with a pointed tail and rounded nose, +and carrying triangular planes, placed horizontally. This strange +shape, not unlike a fish, was maintained simply by the formation of +the bag, distended by pressure of the gas. Difficulties as regards the +car were overcome by long ropes, the car being suspended some distance +below. The ropes were attached to the balloon at intervals, thus +distributing the weight of the car throughout almost the full length of +the balloon. + +Later came improvements which permitted the car of the airship to +slide, so to speak, upon the suspending ropes, thus giving greater +freedom to the action of the propeller. To the design were also added +two smaller ballonets, inside the large one, carrying air-ballast. And +by means of clever manipulation these bags made it easier to keep the +airship at an even keel. This aim was also aided by a small horizontal +plane or elevator placed beneath the bow. Underneath the stern was hung +a vertical plane, to the end of which the rudder was hinged. The motor +was in the car, and drove two propellers, supported upon a framework, +between the car and the balloon. These craft gradually grew to about +300 feet in length, and about 50 feet in diameter at the thickest +parts. + +Other designs, which led to the Astra-Torres, an airship of French +origin, had a balloon of ‘trefoil’ shape. The car was hung low, as in +other models of the kind, and was distributed by a number of wires, +some of which passed into the balloon itself and were attached inside. +Indeed, it was this mode of attaching the car that led to the trefoil +shape. Two planes were attached to the rear, and two elevators and the +rudder were placed beneath the rear end. + +In another fairly successful design of a similar nature a long girder +ran underneath the balloon, supported by wires from the balloon, +the car being attached to the centre, thus distributing the weight +throughout the whole length of the balloon. + +Many of these designs had their origin in France, but the British have +not been idle. Many improvements have had their birth in England, and +we know that these, as in the case of other designs here mentioned, +have led to definite results. Out of persevering efforts, checked again +and again by misfortune and often by disaster, have come the modern +airships with which we are familiar. In their wake are many victims. +Yet, as we have seen, and shall see afresh in these pages, they have +called forth many heroic deeds. + + + + +CHAPTER V + +THE BIRTH AND GROWTH OF THE AEROPLANE + + +It is to the honour of the British nation that one of the first +principles of the biplane was proposed and explained by a British +subject, Mr. F. H. Wenham, as far back as 1866. He pointed out that the +lifting power of a surface can be economically obtained by placing a +number of smaller surfaces one above another. Indeed, flying-machines +were built by Wenham on this principle, with appliances for the use of +his own muscular power. He did not, however, accomplish actual flight, +although valuable results were obtained as regards the driving power of +superposed surfaces. + +After various further experiments in the same direction, it fell to +H. von Helmholtz to emphasize the improbability that man could drive +a flying-machine by his own muscular power. A period of stagnation +followed. But interest was revived later, and fresh efforts were made, +varying in importance, down to the experiments of Sir Hiram Maxim and +Professor Langley. + +[Illustration: DISTINCTION MARKS USED BY THE BELLIGERENTS IN THE WAR. + + 1. British. 2. Marks on rudder of British machine. + 3. French. 4. Marks on rudder of French machine. + 5. Russian. 6. Italian. 7. German and Austrian. 8. Turkish. + +The British marks consist of circles, having a red and blue +circumference, with a white or (occasionally) the natural colour of the +fabric in between. The positions for these circles are:—Two on the +upper surface of the top plane near the wing tips; two on the lower +surface of the bottom plane, also close to the tips; one on each side +of the body between the pilot’s seat and the tail. Sometimes simply a +red circle is used on naval machines. The rudder is painted with three +vertical stripes in the following order counting from front to back: +blue, white, red. The French distinction marks are similar to the +British, with the exception that the centre of the circles is blue and +the circumference red. The Belgian, Serbian, and Roumanian marks are +similar to the French. The Russian marks are lateral stripes on the +planes in the order from the leading to the trailing edge of the wing: +white, blue, red. Our Italian Allies incorporate their national colours +in a rosette on their machines. The device has a red centre, then a +white ring with a green circle outside.] + + +These two eminent men, who took up the subject of flying in the last +decade of the last century, came to their task with great scientific +knowledge. Hitherto flying was associated in the minds of the public +with failure and folly. Indeed, Sir Hiram Maxim once remarked that at +the time he took up the subject it was almost considered a disgrace +to any one to think of it. It was thought ‘quite out of the practical +question.’ But the two great men now in mind were not to be turned +aside by ridicule. ‘They rescued aeronautics from a fallen position, +and fired in its cause the enthusiasm of men of light and learning.’ + +Sir Hiram Maxim’s experiments were on a large scale. He built the +largest flying-machine that had then been constructed. It had 4,000 +feet of supporting surface and weighed 8,000 lbs.; the screw propellers +measured 17 feet 11 inches in diameter, the width of the blade at the +tip being 5 feet. The boiler was of 363 h.-p. This remarkable machine +had wheels and a railway line, and was restrained from premature +flight by a system of wooden rails. But it proved unruly. It burst +through the wooden rails, and flew in a wholly unexpected fashion for +300 feet! + +Professor Langley’s experiments carried flying still further. In 1896 +he built a machine that flew for more than three-quarters of a mile. In +this machine there was only 70 square feet of supporting surface, and +the weight was only 72 lbs. It had a 1 h.-p. engine, weighing 7 lbs. + +But Professor Langley had still to build a machine that would carry +a man. This he did in due course, but when the machine was being put +to the test over water, and at the very moment of being launched, it +caught in the launching ways and was pulled into the water. Progress +had, however, been made, and it is well worthy of note that of recent +date an American aviator has unearthed Langley’s machine and flown on +it, thus giving posthumous honour to the inventor. + +Following the professor’s efforts, further progress was made by Mr. +Octava Chanute, who introduced the important principle of making +moveable surfaces. He also made use of superposed surfaces. But it was +reserved for the two famous aviators, the brothers Wright, to bring +the desired conquest of the air to a definite point. + +Their first practical experiment was with gliding machines at Kitty +Hawk, North Carolina, in 1900. They endeavoured with comparatively +small surfaces to raise their machines like a kite by the wind. But +they found that the wind was not always in their favour and often +blew too strongly for their method. Consequently, they abandoned +the idea, and resorted to flight by gliding. Their machines now had +two superposed surfaces. They also introduced two highly important +principles, namely, a horizontal rudder in front for controlling the +vertical movements, and the principle of warping or flexing one wing or +the other for steering purposes. Later a vertical rudder was added. + +Writing of these improvements, Mr. Eric Stuart Bruce, Vice-President of +the Aerial League of the British Empire, remarks that their importance +cannot be over-estimated: ‘We have only to look at nature for their +_raison d’être_, and observe the flight of seagulls over the sea. How +varied are the flexings of nature’s aeroplanes in their wonderful +manœuvrings to maintain and recover equilibrium!’ + +A feature of these early experiments was the placing of the operator +prone upon the gliding machine, instead of in an upright position, to +secure greater safety in alighting and to diminish the resistance. +This, however, was only a temporary expedient while the Wrights were +feeling their way. In the motor-driven aeroplanes the navigator and +his companion were comfortably seated. After the experiment of 1901, +the Wrights carried on laboratory researches to determine the amount +and direction of the pressure produced by wind upon planes and arched +surfaces exposed at various angles of incidence. They discovered that +the tables of the air pressures which had been in use were incorrect. + +As the result of these experiments the Wrights produced in 1902 a +new and larger machine. This had 28·44 square metres of sustaining +surfaces, about twice the area of previous experiments. At first the +machine was flown in the manner of a kite, with the view of learning +whether it would soar in a wind. Experiments showed that the machine +soared whenever the wind was of sufficient force to keep the angle +of incidence between four and eight degrees. Later, in 1903, screw +propellers were applied and four flights made. Definite progress +favoured the venture. Two hundred and sixty metres were covered at a +height of two metres! + +In the following year, 1904, there was further marked progress, many +successful flights, some ‘circular,’ being made. In the next year came +an astonishing achievement: the Wrights flew no less than 24¼ miles +in half an hour. This was rightly deemed at the time a great flight +forward. But a period of silence and seeming inactivity followed. It +was not until 1908 that further revelations were made. It was then +seen that the Wrights had not been idle. Indeed, it is said (and with +obvious justice) that ‘to the labours of the Wright brothers we owe the +advent of the mobile and truly efficient military air scout.’ + + + + +CHAPTER VI + +FURTHER DEVELOPMENTS AND CERTAIN ENEMY MACHINES + + +The earliest experiments in the construction of aeroplanes were, as we +have seen, to a considerable extent made in France. The United States +have also played an active part. Meanwhile England had not been idle. +Mr. Henry Farman, the inventor of the Farman Biplane, was the first +to apply the now famous Gnome motor, in which seven or more cylinders +revolved. The influence of this motor in facilitating flight generally +has been remarkable. The early forms of aeroplane engines had proved +unreliable, owing to the great speed demanded. Indeed, it is said +that if the aeroplanes of the great European War were flying over the +enemy’s line with old-fashioned engines they would drop down into +hostile hands as quickly as dying flies from the ceiling on the first +winter day. + +Side by side with the efforts of Mr. Henry Farman in the construction +of biplanes, M. Bleriot gave his attention to the construction of +monoplanes. After attempts, which unfortunately brought disaster +and disappointment, he produced a machine which astonished by its +remarkable performances the whole aeronautical world. + +Simplicity was the keynote of the Bleriot monoplane. The machine in +which M. Bleriot flew over the Channel in 1909 has been described by +a well-known member of the Aeronautical Society of Great Britain as +‘stretching like the wings of a bird on either side of a tubular wooden +frame partly covered with canvas and tapering to the rear, with two +supporting planes, rounded at the ends. At the front was placed the +motor, geared direct to a 6 feet 6 inch wooden propeller, and on a +level with the rear end of the planes. Immediately behind the engine +was a petrol tank, and behind that the aviator’s seat. Near the end +of the frame and beneath it was the fixed tail, with two moveable, +elevating tips. The act of moving a lever backwards and forwards +actuated the tips of the fixed tail at the back of the machine, and +caused it to rise and fall. Moving the same lever from side to side +warped the rear surfaces of the supporting planes. The act of pushing +from side to side a bar on which the aviator’s feet rested put the +rudder into action and steered the machine.’ + +Still fresh in the memory is the flight in which the Bleriot monoplane +carried M. Prior from London to Paris, covering 250 miles in three +hours and fifty-six minutes. Later, a Bleriot monoplane carried M. +Garros up to a height of 5,000 metres. At this height the engine broke +down, but in virtue of wonderful gliding powers the machine was landed +safely. It was this same type of machine that flew over the Alpine +peaks, and later carried the first aeroplane post, flying from Hendon +to Windsor in seventeen minutes. + +Another monoplane which calls for special reference is the Latham +Antoinette monoplane, which enjoyed the great distinction of being +the first to fly effectively in a wind. Before the invention of this +machine, aviators had only dared to fly in favourable conditions. It +consisted of large, strongly constructed wings. The motor was about 60 +h.-p. At the rear of the machine were fixed horizontal and vertical +fins. At the end of the tail there were hinged horizontal planes +for elevating or lowering the machine. The machine, with its ability +to withstand high winds, gave great impetus to the adoption of the +aeroplane for military purposes. Latham, the inventor, performed some +remarkable feats, and must be accounted an heroic pioneer in the more +recent history of flying. + +Progress continued on the lines indicated. But it is impossible, for +obvious reasons, to touch upon the modern types of machines employed +by Great Britain and her Allies. We may, however, deal briefly with +certain outstanding types of enemy machines. + +One of the most familiar German machines is the Aviatik biplane. The +vital parts of this ‘fighting dragon’ are fortified with metallic +‘capot.’ The rest of the fuselage is also armoured. In the forepart of +the fuselage a space is provided allowing the observer free movement +for scouting, photographing, &c. The machine can be quickly erected and +dismantled. The supporting surface consists of two planes of unequal +dimensions, the upper plane being the larger. Stability is assured by +a fixed plane prolonged by a rudder. Two ‘ailerons’ at the back of the +upper planes give lateral stability. Steering is effected by means +of a vertical rudder placed between the two portions of the horizontal +plane rudder. + +[Illustration: REDUCED REPRODUCTION OF A DIAGRAM ISSUED AT THE EARLY +PART OF THE WAR BY THE FRENCH WAR OFFICE, BEARING THE WORDS: ‘GERMAN +AEROPLANES, FIRE ON THESE MACHINES.’] + +Another familiar type, the Etrich monoplane, is on the lines of the +German bird-shape design. The wing-shaped supporting planes have +upturned wing tips at the back, which are flexed up and down for the +purpose of lateral stability. The back part of the tail planes is also +moveable, and can be flexed for elevating. + +The Germans also have large numbers of the well-known Albatross +biplanes and various monoplanes of the Taube design, and also many +waterplanes of the Albatross type. An interesting feature of these +machines is the fact that they are all double seated with the exception +of the Argo type of monoplane. + +The swiftly dashing scouting monoplane did not at first find favour +with the enemy, but the war has brought many sudden and sweeping +changes, and, following the much-vaunted Fokker, we learn of a German +machine able to attain the astonishing speed of 120 miles an hour! + +The Albatross, a much used type of German machine, was first made at +Johnnisthal, near Berlin (about 200 of these machines were made in +1913). Mercedes motors are fitted, capable of attaining a high speed. + +In the Rumpler monoplane, another well-known German type, the wings are +again in the shape of a dove’s wings, the ends being flexible. ‘The +stability of the apparatus,’ writes a well-known authority, ‘is assured +both by the shape of the wings and their flexibility. It is at once a +combination of the inherent stability type and the depending on the +warping of surfaces.’ + +The Rumpler biplane, as in the case of the Aviatik, is remarkable for +the space provided for the pilot and observer. In this case also the +fuselage is strongly protected. The upper plane varies from that of +the majority of German machines; it is not made to move in the centre. +There is a short moveable central plane, attached to the fuselage by +four tubes. The other planes are fixed to this central plane. + +The Rumpler monoplane is shown, together with other German designs, +including the Gotha monoplane, in a diagram issued in the early part +of the war by the French War Office, bearing the words: _German +Aeroplanes. Fire on these machines._ (See page 41.) + + + + +CHAPTER VII + +THE ZEPPELIN AND OTHER MODERN AIRSHIPS + + +The keenest interest and curiosity is very naturally felt in the +Zeppelin airship. Much has been written concerning its peculiar +construction—much that is founded on doubtful evidence, and much that +is mainly true. At this point we shall limit ourselves to a brief +description of the construction of the Zeppelin, and seek to show in +simple terms how the type of airship rises and falls. With the heroic +acts the Zeppelins have called forth we shall deal later. + +Now, imagine a long cage tapering to a rounded point at either end. At +intervals are thin walls or partitions of aluminium sheet, dividing +the cage lengthwise into a large number of drum-shaped compartments, +while every part is stiffened and straightened by crossed bars forming +diagonal bracing, tying and holding all together into a structure of +remarkable strength. Such is the basis of a Zeppelin airship. + +The whole of the framework is covered with waterproof fabric, the +length of some of the patterns being 492 feet in length and 47½ feet in +diameter. + +Beneath is fixed a light framework, forming a kind of keel, and giving +additional stiffness. In some designs a cabin is formed in the keel. +The cars, which are not unlike the form of a boat, are hung under the +keel, one near either end. Near the front, on either side, two light +frames spread out, each of which carries one of the propellers, and +another pair of frames are fixed in like manner toward the end. At the +after end are a number of fins or planes, the purpose of these being to +keep the nose of the ship foremost to the wind, as shown in a previous +chapter. + +Now as regards rising and falling. To many people the manœuvring of a +Zeppelin in the air is still a matter of mystery. It is certainly not +easy for the lay mind to grasp and hold the fact that a monster vessel +made of metal, and weighing nearly 20 tons, can float in a medium +through which a feather falls. The Zeppelin, in effect, is lighter +than a feather, volume for volume, and this lightness is obtained by +creating an enormous space within the carcase of the ship and filling +this space with hydrogen gas, which is about fifteen times lighter than +air. + +If we imagine that a steel boiler 50 feet long has the same width and +height as a Zeppelin and weighs 20 tons, it is easy to understand that +if this were filled with hydrogen gas it would not float in the air. +But imagine the boiler to be drawn out until it was 500 feet long, and +one gets some idea of the lightness of the Zeppelin structure. Each +plate of metal in the boiler would be increased to ten times its normal +length, and thus would become exceedingly thin. Of course, in the +Zeppelin lighter materials are used, with the result that for a small +weight we get an enormous volume. + +Then, by filling this space with hydrogen the ship displaces its own +volume of air, but this volume of air is so much heavier than the +ship’s weight that the vessel rises. + +The most remarkable feature of the Zeppelin is the ingenious manner +in which the volume of hydrogen is controlled, and through this +control the altitude of the ship is regulated. In principle the method +resembles that of the air bladder of a fish. When the eighteen +gas-bags of a Zeppelin are filled with hydrogen the ship is at its +maximum of buoyancy or lightness. It then has a lifting power which +unless restrained by heavy weights would take the vessel high up into +the air until a thin atmosphere was reached, where the ship would float +motionless in a medium of less density. But if we replace the hydrogen +with air when the ship is held to the ground, we increase the weight of +the vessel so much that it will not rise. + +Thus in the Zeppelin, by the alternative use of light hydrogen and +heavy air, we can so alter the weight that the vessel can be made +to rise or sink. By a highly-developed system of tanks, pumps, and +valves the relative volumes of hydrogen and air can be controlled with +wonderful accuracy. + +In the older system of airships the hydrogen was allowed to escape when +it was desired to make the ship heavier, but the modern Zeppelin, when +it takes hydrogen from the gas-bags, is able to store the gas in metal +tanks under pressure, and it also has a reserve supply to make up for +unavoidable leakage. + +Each gas-bag is mounted above an air-bag, and when the gas-bag is +inflated to the maximum the air-bag is almost empty. The ship is then +at its most buoyant stage. To reduce this buoyancy the air pumps are +put in motion, and they force air under pressure into the air-bags. +This pressure, acting on the gas-bags, forces out the hydrogen through +pipes and non-return valves to the storage tanks. If at any time it +is required to make the vessel ascend, the air-bags are deflated and +the gas supply pipe with its pump is employed to force more hydrogen +into the gas-bags. One thousand cubic feet of hydrogen have a lifting +power of nearly 75 lbs. at sea-level, and this lifting power acts very +quickly. Thus a Zeppelin changes its altitude rapidly when the weight +is altered, and at the same time there is automatic control whereby +the vessel can be kept at the same level if necessary. When a Zeppelin +drops a bomb it suddenly becomes lighter, and it rises in consequence. +This circumstance is very disconcerting to gunners, for if, say, a 200 +lb. bomb were dropped, the ship would leap up nearly 200 feet in the +air, unless the captain desired to check the ascent. The discharge +of water ballast produces the same rising effect, and with almost +equal suddenness the ship can sink by using its powerful air pumps to +press out the hydrogen. Moreover, when the Zeppelin is in motion it +can use its elevating planes for changing altitude in the manner of +an aeroplane. Thus, in addition to its power of steering from left +to right in the same plane, and of climbing and descending along an +inclined path by the use of the elevators, the Zeppelin can rise and +fall vertically, and by its system of storage tanks these manœuvres can +go on for a long period. + +[Illustration: SECTIONAL VIEW OF ZEPPELIN AIRSHIP, SHOWING THE +ARRANGEMENT OF THE HYDROGEN AND AIR BALLONETS WHICH CONTROL THE WEIGHT +OF THE AIRSHIP, THUS ENABLING IT TO RISE AND FALL AS REQUIRED. + + (1) Section of one of the eighteen ballonets. (2) Hydrogen gas-bag + partly inflated. (3) Air. (4) Rear gondola. (5) Outer covering of + fabric. (6) Metal work. (7) Air space between gas-bag and frame. (8) + Hydrogen gas-bag fully inflated. (9) Flexible gas-pipe. (10) Inner + ballonet deflated. (11) Metal gas tank into which hydrogen is pumped + under pressure. (12) Forward gondola. (13) Flexible pipe from pump to + ballonet. (14) Keel cabin. + +(Diagram from a photograph taken from a point at the forward part of a +Zeppelin Airship.)] + +There is a good deal of difference of opinion as to the altitude which +the Zeppelin can attain. When fully loaded in war trim the latest ships +can rise to about 5,000 feet, but by the time they reach London, for +example, and have used nearly half their fuel, ammunition, &c., they +are several thousand feet higher. The practical limit to airship work +is said to be about 10,000 feet. Above that height the cold is so +intense, the air so rarefied, and the conditions for men, engine, and +ship so distressing, that there is no inducement to rise further. + +It is noteworthy that the latest type of Zeppelin is fitted with a +switchboard for dropping bombs, as, for example, in the airship brought +down in the north of London in the early part of October, 1916. + +The German Schütte-Lanz, a well-known type, is an attempt to secure +the advantages of a rigid type, without the fragilities of the +Zeppelin. The framework is made of fir wood, and contains separate gas +compartments. Exceptional strength is claimed for these compartments. +A centrifugal pump is employed for distributing the gas. The volume +of the airship is 918,000 cubic feet—an extremely large structure, +surpassing even some of the largest types of airship. It is believed in +authoritative quarters that one of the first airships brought down in +flames on British soil was a ship of this type. + +The German Gross airship has been described as more or less a +reproduction of the Lebauchy type, which is, of course, of French +origin. It is built partially on the rigid and partly on the non-rigid +system. + +The Parseval airship is portable, and therefore a particularly useful +type. On account of its subtleness it has been remarkably free from +accidents. It is small in size, and is fitted for many purposes for +which larger airships would be useless. The dimensions, however, of +the Parseval vary considerably, the smallest being 3,200 cubic metres. +(This particular ship was built in the year 1908.) The more recent and +larger designs have a far greater capacity. + +There are, of course, many other types on similar lines, but we are +chiefly concerned in these pages with the purpose and fate of airships +of the rigid type, and in our next chapter we shall see how our airmen +have fitted themselves for the task of dealing with Zeppelins. + + + + +CHAPTER VIII + +CONTROLLING AN AEROPLANE + + +It need scarcely be said that the control of an aeroplane very greatly +depends upon the pilot. One pilot will perform marvels with a machine +which in the hands of another may produce a very different result. +There are, of course, rules which must be observed. But to the skilful +pilot an aeroplane may be said to be like a horse under the care of +a trained horseman. A light touch will achieve more than the most +strenuous efforts of the amateur, and out of the seemingly wayward +machine the expert aviator will make a docile and obedient servant. + +The pilot has various rudders by which he steers parts of his machine +independently of the other parts. If he finds the left-hand side of his +machine dipping, he can steer the side up, or _vice versa_. In this way +he has at his command the means of correcting any tendency to ‘heel +over’ to one side or the other, or to ‘pitch skyward.’ But without a +natural tendency on the part of the machine to keep a safe angle, such +precautions would, of course, be futile. + +It has been said that the bicycle affords a good illustration. ‘The +rider of a bicycle instinctively balances himself on his machine, but +it would be exceedingly difficult for him to do so were it not for +the fact that a rolling wheel tends of itself to keep upright.’ As +regards air pressure, a little thought will show that when a machine +is moving along horizontally in the air the upward pressure must +be equal to the downward pull of gravity. Consequently, a machine +travelling steadily through the air has been likened to a pendulum. +‘It is just as if the machine,’ writes Mr. Thomas Corbin, author of +_Aircraft_, ‘were suspended upon a point at the centre of pressure. And +just as a pendulum always hangs, when it is steady, with its centre +of gravity exactly under the point of support, so the flying machine +hangs with its centre of gravity exactly under the centre of pressure.’ +The designer and user of an aeroplane have, therefore, so to arrange +surfaces and weights that when the machine is in the right position of +horizontal flight the centre of gravity and the centre of pressure +will be in the same vertical line. + +Suppose, for instance, that the machine tips forward and tends to +dive downward; the centre of pressure is thrown forward, though of +course the centre of gravity remains still. In such a case the natural +righting tendencies of the machine come into operation, causing it to +steer upward and so right itself. On the other hand, if the machine +tries to deflect upward the very opposite happens. The only pose in +which the machine is stable is when it is moving horizontally. + +As we turn from the horizontal to the vertical, the effective surface +of the plane diminishes, but when turning from the vertical towards +the horizontal it increases. When the machine tips to the left the +effective area of its right hand half diminishes, whilst that of +the left hand half increases. Similar action will take place if the +machine tips over to the other side, but whichever way it tips the +self-righting tendency brings it back. And so we see that an aeroplane +is far safer than is thought by many persons. But a great deal, as we +have seen, rests with the pilot; in his hands is the general system of +control. + +One of the simplest methods consists in providing a universally pivoted +hand lever and pivoted foot lever. The latter operates the rudder +through two crossed cables which connect the rudder tiller with a cross +piece on the spindle of the rudder bar. Upon releasing the pressure on +the left foot, the machine turns to the left, and acting similarly with +the right foot the machine turns to the right. + +The general method for controlling the elevators is by cross wires +which pass from their tillers to the ends of a fore and aft bar passing +through the centre of the universal action of the vertical centred +rod. One wire cables to the balancing flaps, or the warping cables are +attached to a horizontal crosspiece, whose axis is set transversely in +the machine and passes through the same centre of motion of the control +rod. In this the method is such that a forward or backward movement of +the rods rocks the fore and aft bar and pulls on the elevator cables +to make the machine go up or down. A side movement of the control rod +rocks the traverse bar and pulls on the warp or flap cables. + +Another control system consists in replacing the universally pivoted +rod by a simple pivoted rod, the pivoting of which, fore and aft, +controls the elevators, and having a handwheel and drum upon which +the warp or flap cable is wound or unwound. The winding in and out of +the balancing cables has been likened to the wheel control system of +a motor boat or small steamer. By duplicating the cables on single +control the safety of the machine is enhanced, and by duplicating +the controls both the pilot and the passenger are given power. This +duplication is, of course, most useful in the event of the pilot +becoming incapacitated from action. + +The experienced pilot, in virtue of his keen sense of touch, has an +almost infallible guide as to what the air is doing with his machine. +His hand is upon his lever, holding the elevator in the desired +position, and the slightest increase or decrease in the speed of the +air causes an increase or decrease of the lever’s pressure against his +hand. ‘He has his hand on the machine’s pulse, and feels instantly any +change in its conditions.’ In the event of the elevator pulling, he +knows that the wind is increasing and that there is a call for reducing +the ‘up-starring action’ of the elevator. If, on the contrary, the wind +slackens, his lever gives toward him and is drawn in a little, till +the normal tension is gained. The ‘feel’ of the lever tells him what to +do, and with practice the necessary correcting movements are made by +instinct. + +We know how well our airmen have learnt their lesson. Many of them +have become competent pilots with astonishing rapidity. A writer in +the _Daily Chronicle_ (October 13, 1916) has told how ‘the British +Air Service is now a great army, 80 per cent. of whom, before the +war, had never even seen an aeroplane, much less been up in one—bank +clerks, young merchants, undergrads., doctors, lawyers, journalists, +all endowed with two sterling qualities required by the pilot of the +air, courage and levelheadedness.’ And how has this great miracle +been accomplished? August, 1914, found us lamentably short of both +personnel and material, but what little there was, was of the very +best. The already experienced pilots set to work with a will upon +the more than generous quantity of raw material that came to hand. +Within a few months their influence made itself felt. ‘They taught the +_quirks_—the airmen’s pet name for the novice—in their own simple +and undemonstrative manner, that the air is to be respected but never +feared, the aeroplane treated as a being of life and animation, with +quaint humours peculiarly its own, and not as a lifeless mass of metal +and woodwork.’ The usual method of training a new hand is to get him +used to the air. The beginner is taken up for several flights as a +passenger. In the initial flight the pilot will perform the most daring +manœuvres and precipitous turns, watching his passenger closely the +whole time for any signs of nervousness or fear. It is a most trying +ordeal that first trip up aloft, and the bravest hearts have been known +to quail. + +‘Following the first flight,’ says the author of the article from +which we have quoted above, ‘there are numerous trips in dual-control +machines, that is to say, with the ordinary pilot’s control-stick +and steering-bar duplicated, and both couples working under the same +controls. Thus, gradually, the _quirk_ becomes used to the handling of +the craft and accustomed to the sudden drop of wind, until eventually, +without his knowledge, the instructor allows him to fly the machine +himself. Sufficient progress made, he is allowed to make flights alone, +and when he has learnt to bank left and right, and land the machine +in a safe and seemly manner, permission is given him to attempt +the Royal Aero Club’s certificate; for which an altitude flight, a +distance flight, and landing on a given spot are the only tests that +are necessary. This, let it be said, is but the starting-point of his +flying education. Flying fast machines, wireless operating, machine-gun +firing, bomb dropping, navigation and map reading are still to be +mastered. Only one who has been in the air and seen that queer panorama +of jumbled green, grey and blue, stretching away for miles on either +hand behind him, can appreciate the difficulties of an air pilot +endeavouring to make a true course from a mist-bound earth; or when +one’s hands are frozen to the bone, and the ice-cold wind whistles by +one’s ears, the extreme difficulty of manœuvring the control-stick and +working the machine gun at one and the same time.’ + +As for flying at night, ‘when sky and earth are alike +indistinguishable,’ that is a science needing far more than the average +degree of courage. Such flying is only entrusted to experienced +and skilful pilots. How few persons know the _full_ meaning of the +achievements of the heroic airmen who have attacked German airships and +caused them to fall flaming to the earth! + + + + +CHAPTER IX + +FLIGHT-COMMANDER WILLIAM LEAFE ROBINSON, V.C. + + +Flight-Commander William Leafe Robinson, V.C., was the first airman +to bring down a German airship on British soil, and he enjoyed the +distinction of being the first soldier to win the Victoria Cross +in England. The raid during which his heroic act was performed was +carried out by thirteen airships in the early part of September, +1916. The principal theatre of operations was the Eastern Counties, +and the objectives seem to have been London and certain industrial +centres in the Midlands. The new measures taken for the reduction or +obscuration of light undoubtedly proved most efficacious, for the +raiding squadrons, instead of steering a steady course, as in the raids +of the spring and autumn of 1915, groped about in darkness, looking for +a safe avenue of approach to their objectives. Three airships only +were able to approach the outskirts of London. One of them appeared +over the northern district at about 2.15 a.m., where she was at once +picked up by searchlights and heavily engaged by anti-aircraft guns and +aeroplanes. After a few minutes this airship was seen to burst into +flames and to fall rapidly towards the earth. + +Not, however, till some hours had elapsed was the name of the hero of +the hour made known. Meanwhile official reports were issued, the first +simply announcing the raid, and the second stating that one airship +had been brought down in flames near London. On Sunday, September +3, an official report stated that after careful inquiries it had +been found that casualties and damage caused by the raid were quite +disproportionate to the number of airships employed, the casualties +being one man and one woman killed, eleven men and two children +injured. No casualties occurred in the Metropolitan District, though +some houses and outhouses were slightly damaged. Elsewhere the damage +was very small, no military damage of any sort being done. + +A great number of persons saw the airship fall. One witness relates +that he saw it shortly before two o’clock, and for ten minutes, it +seemed to him, it was smothered with shrapnel, held the whole time +by a concentration of three or four searchlights. He had watched the +bombardment on other visits, but in none of them, he says, did the +shells burst in such deadly proximity to their objective. The airship, +in his own words, might have been giving her own firework display. +He saw the airship make off northwards. Already she was a ship in +distress. ‘She yawed and dipped first this end and then that—going, +all the time, at a good speed. Then she was lost behind a cloud. A long +silence ensued. The sky was full of cloud patches. The searchlights +were all shut off. Suddenly the airship was seen far to the northward. +She had travelled behind a sheltering cloud. She slipped from its +edge, and the searchlights had her at once. It was seen that she was +falling. She must have been from 2,000 to 3,000 feet up. She had +fallen a little, when suddenly she burst into flames! The light was +everywhere. Had your back been to it, or your eyes shut, you must +have been sensible of it. The thing fell like the moon falling from +heaven, with a long trail of light—only the light was crimson, not +green—and as it fell there broke out one of the most eerie sounds ever +heard—hand-clapping and cheering from thousands of people all round, +whose waking existence one had never suspected in the dark until that +moment. They applauded simultaneously as at a pageant, till the sky +over London seemed as full of cheering as it had been full of the rosy +strange light only a moment before.’ + +There are many other interesting and instructive accounts. A special +constable, who witnessed the raid, writes: ‘It was at about 11.30 +p.m. when I heard the first Zeppelin. I could not, however, see any +airship owing to the mist intervening. Several aeroplanes continued +to cruise around at great heights with only their little tail lights +discernible. People were beginning to return to bed on the assumption +that the raid was over, when soon after two o’clock bombs were heard +dropping again—this time in the direction of London—together with +the noise of heavy anti-aircraft bombardment. We now saw the airship +easily just over the north-eastern outskirts of London in the rays of +many searchlights. After some minutes of very heavy gunfire she made a +graceful sweep and turned tail, going full speed eastwards for home +and safety. But though she must have been about 8,000 feet up at this +time the searchlights followed with relentless persistency, while all +the time the guns were barking madly after her. Then a strange thing +occurred. The airship suddenly disappeared and reappeared again—caught +up apparently by new searchlights further along the line of its +retreating course. She looked much smaller than before. At about the +same time a strange red light appeared in the sky almost directly above +the airship and the guns immediately ceased to fire. The searchlights +never left the invader for an instant now. The hundreds of thousands of +people who were again out of doors and witnessing this new and weird +development held their breath. Everybody seemed to feel that something +dramatic was about to occur. + +‘Suddenly a flame flashed out from one end of the airship, and almost +at the same time she began a nose dive towards the earth, the flame +growing and spreading throughout the whole length of her immense body. +It was a wonderful, unforgettable sight. The flames lit up the sky +and land for miles and miles around with a brilliant red hue as the +million and half or so cubic feet of hydrogen were being devoured by +the hungry flames. I could read a newspaper with ease in this light, +though I was more than ten miles away. The airship took quite two +minutes dropping to earth, but during those two minutes mad, deafening +cheers rose out of the night from all sides. Hooters from works and +from vessels in the Thames and railways shrieked and whistled and +screeched, all joining in the general pandemonium of joy. Even from +a distance of five miles away I could hear the deep-throated cheers +of the Irish Guards in camp there. For a full half-hour the cheering +continued, echoing and re-echoing from all sides, and in the intervals +of the joyous shouts of half-dressed men, women, and children could be +heard the humming of an aeroplane’s uncommonly powerful engines. Again +the mysterious red light appeared: then a white light and again a red +light, and so on alternately, until the multitude realized that the +victor of a great air battle was returning, signalling the story of his +success as he made for his aerodrome head quarters, guided by friendly +searchlights. Then again such cheers rent the air as may not have ever +been heard before anywhere on earth in the blackness of a very early +September morning.’ + +A crowd of persons from a radius of almost twenty miles flocked hastily +to the scene of the wreckage. One records how ‘an engine, salved with +the two halves of a propeller from the wreckage, lay by the side of +a hedge. Men were measuring them with their walking-sticks and women +by the length of their umbrellas. Pieces of wood and aluminium had +been shot helter-skelter all over the field and were being gathered +up as grim yet precious treasures. A cordon, half military, half +constabulary, kept the onlookers at a distance of some twenty yards. +And all the time the flames were steadily consuming the framework of the +terror of the air.’ + +How the monster met her end was described by one who saw all that +happened: ‘She was flying at a great height,’ he said, ‘but the +anti-aircraft guns were putting in splendid work. Not once, nor twice, +but many times the airship seemed to be hit, until the gondola must +have been riddled through and through. She reeled. Then she shook +herself like some great angry animal enraged at attack, but not +disposed to turn and flee. Probably she couldn’t fly away, even at that +time. Anyway, she made no attempt. The airship burst into flames in +the centre first, then at the ends. She sank lower and lower, and at +last, tumbling over with nose pointing downward, she fell to the earth +with no bump or thud. The dull splash of an incendiary bomb and the +cracking report of what was left of her ammunition were the only noises +she made as her dying gasps. + +‘When the crowd did talk of the awful thing that lay smouldering in +the long damp grass they were emphatic in two directions. Men of our +own Flying Corps, who know the perils of the air from experience, paid +splendid tribute to the memory of the charred dead who lay doubled +up in the attitudes of the final agony. “Whatever they meant to do, +whatever they had done, they were brave men,” said one. From others +of the spectators came what was, perhaps, not unnatural—satisfaction +undisguised.’ + +People who saw the airship in full flight agreed that she was flying +very high—much higher indeed than the airship which previously visited +London. From the earth she looked like a small illuminated cigar set +thousands of feet above the countryside. Directly she was sighted in +the northern districts of London several large searchlights held her +while the guns got to work. There was an incessant gunfire for a few +minutes, and then there was silence. The airship had fled north. But in +the course of the next few moments the lights picked her up again. Then +was seen the mysterious signalling light of our heroic airmen. + +The village of Cuffley, made famous by the fall of the airship, is +a little village of tiled cottages resting in the curve of a white +road which defines the crest of a splendid sweeping hill crowned with +poplars and tall pines. + +The contour of the village is that of a wide, clearly determined +triangle, with the church and the inn marking the base and the cottage +of Castle Farm placed at the apex. ‘The shadow of the little grey +church falls athwart the yard of the inn, by name The Plough; but +Castle Farm is divided from it by two smooth, rich meadows.’ A footpath +crosses these meadows, uniting the farm and the inn. + +The burning airship fell into a big field which lies in the direct +centre of the triangle. This is a barren field; the very soil is +black and unfertile, covered with tall grass, grey and parched. The +splintered blades of the airship’s propeller crashed through a +hedge, tearing it and breaking it down. ‘Such was the damage done,’ +one writes, ‘such was the fine quality of the mercy meted out to the +village of Cuffley.’ + +One of the villagers records: “I was running downstairs at the time +the airship was falling. The whole house was lighted up. I saw all of +the furniture in the hall, and the table and the carpet. My husband +was down there. He hadn’t had time to get dressed. He was putting on +his clothes down there in the hall. They were all streaked with red, +his face and his hands, too. The red light stopped, but it was still +light—just a little light.” + +‘I could hear him talking. I was trying to ask him what he was saying, +but my tongue wouldn’t move in my mouth. I was shaking all over. I +thought I was going to fall down the stairs—the steps in our house are +very crooked. + +‘“We are lost—we are lost!”’ I said. But my husband says I said +nothing at all. I’m sure I don’t know. + +‘“We must get out of here,” he said, “It’ll be on us in a minute.” + +‘But we couldn’t get the front door unlocked. We were trying to break +it open, hammering on it. And I was wondering all the time if it was +going to fall through the roof. I thought it was hours we were there. +“What a dreadful way to die,” I said. And he said, “There, there, +everything’s all right.” + +‘Then the red light came back in the sky again—and all of the time we +couldn’t get the door open. But all at once it came open quite easily. + +‘We were out in the yard. We saw a flaming mass drop into the field by +The Plough. We thought the people there were killed. We began to run. +We could see the fire burning. But nobody was hurt—what a wonderful +thing! I felt, almost happy—but I knew I shouldn’t be happy when such +an awful thing had happened. + +‘My husband took me with him into the field. He said I couldn’t stand +to see those things out there. But I thought that when it’s war +everybody can stand everything. And I didn’t know—maybe, somebody had +been hurt. You couldn’t tell, you know—somebody might need help.’ + +Another villager records that the airship just missed The Plough, and +fell in a field close by. ‘When we got over to the field we could +still hear the crack, crack, crack of the cartridges exploding in +the fire. This must have kept up for about twenty minutes. The thing +I was thinking was that there wasn’t much of a wreck there for an +airship—only about twenty-five square yards of it. I had a great fear +at the back of my mind that it might be one of our smaller airships, +after all. Then we found the propeller. We saw four bodies burning in +the wires—they were all black and charred, still burning. There’s no +doubt about it—not a man in that airship came down alive. There was a +lot of burnt wood sticking in the ground everywhere around—everything +had stuck in the ground end on. We even saw a broken Thermos flask.’ + +It is well that these statements of eye-witnesses, which with the +passing of time will take on peculiar interest, should be set down in +these pages. + +In appraising the heroic achievement of Flight-Commander Robinson, +V.C., we should bear in mind that night flying presents peculiar +difficulties. A contributor to _The Aeroplane_, October 11, 1916, +writes: ‘The actual bodily peril of flying at night may not be as great +as is the peril of crossing the German lines in broad daylight, but the +nerve strain must be greater. The aviator over the German side of the +lines has generally something on hand to keep him from brooding, such +as a battle with a German machine or the dodging of good shooting, and +he generally has a passenger by way of company. The night pilot, on the +other hand, flies entirely alone. He flaps around for hours on end, +with nothing to do but think and keep a look-out for other aircraft. +And nothing is so great a strain on the nerves as unlimited time for +thinking, a pastime for which the pilot has considerable leisure, now +that all respectable aeroplanes are inherently stable. + +‘If there is any mist about, there is the constant danger of collision +with other machines, for in the dark there is not even that chance +of dodging which a pilot gets from the few seconds during which he +can see another aeroplane approaching in a cloud which is illuminated +by daylight. Over and above it all is the constant imminence of the +landing problem, with the prospect of being smashed up, and possibly +burnt to death, if the pilot makes a mistake, or fortune is against +him.’ + +Flight-Commander Robinson showed remarkable skill as well as great +valour—a hero in the good British sense of the word. On September +3 he had the honour of being foremost at the investiture at Windsor +Castle, when the King decorated him with the Victoria Cross. + +The first of the money rewards received from grateful admirers of his +valour was £500 from Mr. L. A. Oldfield. Mr. William Bow also sent the +£500 which he offered to the first pilot to bring down an enemy airship +on British soil. A further £2,000 came from Col. Joseph Cowen, and +public recognition was made by Sir Charles Cheers Wakefield, Lord Mayor +of London. All united in paying a tribute to the young aviator’s heroic +deed. + +We have seen that he bore his honours with fine spirit. He claimed +for himself no peculiar gifts of gallantry or skill. It was, he said, +merely his good fortune. There were many, he said, waiting for the +opportunity to do what he had done. Later the opportunity came, and we +know to our just pride that amongst our airmen there are _many_ heroes. + + + + +CHAPTER X + + LIEUTENANT FREDERICK SOWREY, D.S.O., AND LIEUTENANT ALFRED BRANDON, + M.C., D.S.O. + + +The next raid over England by German airships took place on the +night of September 25, 1916. Twelve airships took part, but only ten +returned. One was brought down in flames not far from London, the crew +being killed; the second came down near the coast, and the crew were +made prisoners. Both of the airships were of the latest and largest +type. + +An official report issued by Lord French stated that probably not more +than twelve airships participated in the raid. Police reports from the +provinces indicated that the damage done by the raiding airships was +slight. At one town in the East Midlands, however, a number of bombs +were dropped, and two persons were killed and eleven injured. Some +damage was caused at a railway station, and about a dozen houses and +shops were wrecked or damaged, and a chapel and a storehouse were set +on fire. With this exception no other casualties were reported outside +the Metropolitan area, and although a large number of bombs were +dropped promiscuously over the districts visited by the airships the +material damage was insignificant. A great number of bombs fell in the +sea or in open places. In the Metropolitan area seventeen men, eight +women, and three children were killed, forty-five men, thirty-seven +women and seventeen children being injured. A considerable number +of small dwelling-houses and shops were demolished or damaged, and +a number of fires were caused. Two factories sustained injury. Some +empty railway trucks were destroyed, and the permanent way was slightly +damaged in two places. No reports were received of any _military_ +damage. + +The first definite information that German airships were approaching +London was received shortly before eleven o’clock. No sooner was a +Zeppelin located than the guns opened fire with apparent accuracy, +considering the difficulty of estimating the range. Some of the shells +burst very close to the raider, and once it appeared to have been hit. +Anyway, after that it lost no time in seeking a higher altitude, where +it was lost to sight. Some minutes elapsed before the weird humming of +Zeppelin engines was heard again. + +Two Zeppelins were now seen making their way in a north-easterly +direction. An anti-aircraft gun, which had been following or +anticipating their movements, opened fire. The gun was fired as fast as +it could be reloaded, and one or two others, at a little distance off, +joined in. But owing, perhaps, to their power of emitting dense smoke +clouds behind which to escape, the Zeppelins managed to elude their +watchers. But once more, after a brief interval, the sounds of the +engines could be heard above, and the airships could occasionally be +discerned at a great height, as they were revealed by the searchlights +making their way back to the coast at what seemed to be the utmost +speed of which they were capable. Whether the Zeppelin that was first +seen was one of the two which were hit afterwards is not known. + +The guns for the defence of London now opened again sharply for a few +minutes, and as suddenly relapsed into silence. Faint searchlights +flickered here and there, and were withdrawn one or two at a time, +when it seemed there was nothing left aloft to search for. But the +fleeing Zeppelins were not having it all their own way. Their flight +was punctuated by gunfire, which became fainter the farther they went, +and they were also pursued by heroic airmen. Then miles away in the +distance, and not many degrees above the horizon, the sky began to glow +red. ‘Then there appeared the nucleus of a brilliant comet falling +headlong.’ It was visible only for a few seconds, but the spectators +raised loud cheers, for they knew that another raiding Zeppelin had +met with the fate it deserved so richly, and that another proof had +been given to the Germans that Zeppelin raids could not be made with +impunity. + +Describing the fall in flames of the raider, a Metropolitan special +constable writes: ‘I was on duty on Monday, September 3, when the +Zeppelin was brought down at Cuffley, and again during the raid in the +early hours of yesterday morning (September 26). I had a particularly +clear, though distant, view of both events, which, though they +resembled one another in some respects, had at least one important +point of difference. When the Cuffley airship took fire she sailed +helpless across the sky, a blazing tomb drifting for miles through +the air at an angle which brought her steadily nearer to the ground. +That was the first stage. Then her nose dipped, the fire enveloped her +completely, and she fell almost perpendicularly; that was the last +stage. But this time the end came more swiftly. I watched one of the +Zeppelins under fire for some minutes; in the searchlight beams she +looked like an incandescent bar of white-hot steel. Then she staggered, +and swung to and fro in the air for just a perceptible moment of time. +That, no doubt, was the instant when the damage was done, and the huge +craft became unmanageable. Then, without drifting at all from her +approximate place in the sky, without any other preliminary, she fell +like a stone—first horizontally, then in a position which rapidly +became almost perpendicular she went down, a mass of flame.... From the +place where I was I could see and hear some of the rejoicings which +greeted the victorious end of this latest battle in the air. Policemen, +special constables, firemen, and ambulance men had their eyes turned +on the combat in the eastern sky, and cheered and cheered again. +From houses of all sorts men, women and children ran out in their +night-clothes to listen to the bombardment, and to stare at the vast +glow which for a few seconds lit up darker London.’ + +Another special constable writes: ‘The sky was so clear that the action +was apparently fought without the aid of searchlights. The gunfire was +continuous, deep and heavy. It in fact became so continuous that sense +of excitement faded away, and the people in the streets chatted about +home affairs without very much heed of what was going on to the east. +But air engagements have the quality of speed. Suddenly we were in the +great first act. A cry, a shout, a rush, and all eyes were fixed on the +eastern sky. An airship was seen for one moment ‘riding at anchor,’ as +it were, on level keel, and then it glowed and slowly turned and came +quietly down the eastern side a cigar-shaped, red, incandescent mass. +The fall seemed much slower than that of September 3, but the distance +was much greater, and refraction of the horizon distorted the image. +The fall seemed appallingly slow, and towards the end, as it reached +the skyline, the ruined airship hung and glowed for many seconds. Then +the great shout broke out, the cheering ran across London and must have +been heard on the outer hills and down the expectant Thames.’ Then +followed the eager rush of thousands of persons toward the scene. + +A correspondent of the _Times_ has told how the wreckage lay athwart a +hedge with its lattice framework impaled on an oak-tree, looking like +the skeleton of some huge primaeval monster. ‘She had not fallen like +the ship which fell at Cuffley Wood. That one crumpled and telescoped +until it occupied a space little more than 30 yards square. This +lay with her nose crumpled and bent out of shape, but the framework +of girders and lattice was strong enough to hold together. All this +twisted mass of metal fell its length on the ground. As she lay it did +not seem that the fabric was burnt off the gaunt ribs until one noticed +pieces of molten aluminium and brass in the débris. + +‘One realized the cost of such a craft looking even at the wreck. +Lying on the ground was a red leather cushion. This covered the seat +of the engineman, and the ghastly evidences still to be seen showed +that he died at his post. One at least of the petrol tanks had burst +in half, and the heat of the burning spirit had melted the broken +edges until they looked like some fine fretted lace. The airship was +built of aluminium girders, and some of the parts were almost massive, +although, of course, comparatively light. There were the remains of an +air mattress and a blanket, perhaps the bed for one of the night shift +when off duty. + +‘Curious evidences of the crew’s breakfast still remained. There were +slices of bacon and hunks of brown greasy Kriegsbrod with delicately +sliced potatoes. Even with the subsequent unanticipated cooking the +breakfast was not done, so presumably the crew intended to have their +meal when they got clear of the coast. + +‘One body was found far out in the field. This was the body of the +commander, for although his uniform was burned a little it was still +recognizable, and the badges were plain to see. He must have thrown +himself over before the ship took her headlong plunge. The other bodies +were all dressed in warm clothing, with thick felt boots. Several of +the bodies would have been easily recognizable to any one that had +known the men in life, but for the most part they were badly burned. +A working party of troops was put on to clear away the wreckage, and +it was thought that there were other bodies still under the piled-up +débris.’ + +The second raider came down in Essex. Her propeller had been hit, +presumably by gunfire, and with the ship unmanageable and the danger +of drifting out to sea, the commander was compelled to make a hasty +descent. + +The special constable who was the first on the scene has given the +following account: ‘I was on duty near where the Zeppelin fell. I had +seen something about 300 yards away, and I was looking about expecting +some adventure, when a batch of Germans appeared in the roadway. + +‘I turned my torchlight upon the leading man—the commander—who at +once said: + +‘“Can you please tell us the way to——?” + +‘I said, “Oh, yes; just come with me.” I walked with the commander, the +rest of the crew following, till I saw several other special constables +on duty. + +‘The Germans jabbered mostly in their own language as we walked along, +but several could speak quite good English. + +‘I asked them how they had managed to land safely. + +‘“Were you hit?” I asked. One grudgingly said something like “Yah.” The +commander was less talkative about this, though. + +‘By this time we were approaching my colleagues of the Special +Constabulary, and I told them what had happened. + +‘Meanwhile I, of course, told the commander what was really unnecessary +under the circumstances—that he was my prisoner. + +‘He asked to be brought over to the military. Accompanied by the +specials, the crew were handed over to the military. + +‘They were taken in Red Cross motor-cars to the detention barracks.’ + +A labourer near whose cottage the Zeppelin fell, when interviewed by +the _Daily Mirror_, said that at about half-past one he was roused by +the loud drone of a Zeppelin engine—a noise to which residents of this +part of the North-east coast have now become accustomed. + +He got out of bed and saw the huge bulk of an airship close overhead. + +The vessel passed away, but then turned and soon descended in a field +near the back of his cottage. The crew got out; and then followed an +explosion. + +‘It didn’t hurt any of us, but it smashed the front windows of my +house and those of my neighbours,’ said the man. + +‘I found afterwards that all the hair was singed off the back of my +dog, which was in a kennel outside. + +‘Then all the crew came to my cottage and started knocking at the door. +I never answered, and I heard the commander shouting. He spoke English, +and said something about the house.’ + +Asked if the German said ‘Kamerad,’ the labourer replied, ‘I don’t know +what else he said, but I put my wife and three children in a back room +and made myself scarce, too.’ + +The end of the airship dropped across the road which is by the cottage. + +When the Zeppelin came down it was to all appearances intact, though +suffering fatally from engine trouble. It had a big bulge upwards +and downwards at the middle. Its full shape, however, was still well +outlined, though twisted in places. Its engines had dug well into the +earth, and a long, thin line indicated it had trailed along the ground +for some hundreds of yards before coming to rest outside the cottage. + +It is now known that our heroic airmen dealt the death-blows to the +raiders. An inhabitant of a South London suburb relates that when our +searchlights had spotted the enemy, it was realized by the diminutive +appearance of the airship that it was far higher than any yet seen over +the outskirts of London. It was travelling quickly, for a time due +north, then north-east. Our airmen, hot in pursuit, were seen to be +making splendid progress. Not till the 5th of October were the names of +the heroic airmen made public. On the day named the following official +announcement was made:— + +‘The King has been graciously pleased to appoint the undermentioned +officers Companions of the Distinguished Service Order in recognition +of their gallantry and distinguished service in connexion with the +successful attack on enemy airships: + +‘Sec.-Lieut. Frederick Sowrey, Royal Fusiliers, attached R.F.C. + +‘Sec.-Lieut. Alfred De Bath Brandon, M.C., R.F.C. Special Reserve.’ + +The valour and skill of the aviators was acclaimed on all sides. Lieut. +Sowrey, it may be said, is one of three flying brothers, sons of Mr. +John Sowrey, Deputy Chief Inspector of Inland Revenue, of Yeoveney +Lodge, Staines. Born at Gloucester, he was educated at home until he +was thirteen, when he won an open scholarship at King’s College School, +Wimbledon. Gaining two leaving scholarships, tenable at a university, +he went to King’s College, where he took the intermediate B. Sc. Degree. +He was finishing his graduate course when the war broke out. He at once +volunteered for service, and, joining the infantry, went out early to +the Western front. Wounded at Loos, he was invalided home, remaining +in hospital about three months. On leaving hospital he joined the +Flying Corps, for ‘anything with a motor connected with it had always +had a great attraction for him.’ He had Lieut. Robinson, V.C., as his +fellow-learner. He was taking a course for the Indian Civil Service +when the war called him into the fighting service. + +Lieutenant Brandon is the young New Zealander who in April of the year +1915 assisted in bringing down the Zeppelin L15 in the Thames Estuary. +An advertisement of the Hall Flying School at Hendon brought him to +England. He answered the advertisement, and was immediately accepted as +a pupil. He gained his aeroplane ticket seven weeks after joining the +school. Previous to the war he was at Trinity College, Cambridge. + +The battle fought by the airmen was of a thrilling nature. It is +recorded that a ‘ding-dong’ fight ensued, in which Lieut. Sowrey and +Lieut. Brandon manœuvred for position. Lieut. Sowrey had the best of +luck, and quickly seized his opportunity of emulating the feat of +Lieut. Robinson. Making splendid use of his machine gun, he sent a few +well-directed shots into the Zeppelin. Instantly the airship began to +turn and twist, and finally crashed to earth a blazing mass. Meanwhile +Lieut. Brandon stood by in case of emergency, and later attacked a +second raider, which was compelled to surrender. + + + + +CHAPTER XI + +THE CAPTIVE ZEPPELIN + + +The Zeppelin which came down in the manner described in the foregoing +chapter was on view to a party of London Press Representatives on +October 8, 1916. The _Times_ representative recalled the fact that the +airship lost one of her starboard propellers some while before falling. +Although parts of the structure of the airship were crumpled up, the +main outlines could be easily recognized. The framework or skeleton was +composed of a series of longitudinal lattice-work girders running from +end to end and connected at intervals by circular lattice-work ties, +the whole structure being bound together and stiffened by means of a +system of wires provided with arrangements which enabled them to be +tightened up. The material used was an alloy of aluminium. + +At the largest point the framework had a diameter of 72 feet, and was +of streamlike form, the bow being sensibly blunter than the stern, +which, indeed, tapered off to a sharp point. The length of the vessel +appeared to have been 650 feet or 680 feet, and the weight complete, +with engines, fuel, guns, and ammunition, was calculated at 50 tons. +The hydrogen capacity was 2,000,000 cubic feet, and there were 24 +ballonets extending the whole length of the ship. Of the envelope only +one or two fragments were to be seen, the rest having been burnt. The +airship, which was numbered L33, was of quite recent construction, +having been built last July, and its cost is estimated by the Admiralty +authorities at about a quarter of a million. How long was required for +building it could not be told from an inspection of the remains, but +the enormous amount of detail was evident enough. To enable the crew, +which consisted of twenty-two men, to move from one part of the ship to +another, a cat-walk ran along the keel, enclosed in an arched passage. +It consisted of a narrow footway, nine inches in width and made of +wood—one of the very few examples of wood construction used—and +provision for ventilation was made in the shape of shafts rising to the +top of the ship. + +In all there were four gondolas—one forward, two amidships, and one +aft. The first of these constituted the navigating bridge. It was +divided into three parts. The first was set apart for the commander, +and in it were concentrated the controls of the horizontal and vertical +rudders at the stern, the engine-room, telegraphs, and the switches for +the electrical release of the bombs. These last, of which sixty were +carried, were actually arranged amidships, and the sliding door which +was opened to allow them to fall could still be seen moving freely on +its bearings. + +Behind the commander’s room in the forward gondola was a cabin for +the wireless operator, measuring perhaps 6 feet by 4 feet, and behind +that again an engine-room containing a 240 h.-p. Maybach Mércèdes +engine having six vertical cylinders. Behind the engine was a clutch, +a brake, and a reducing gear, through which the power was transmitted +to a propeller shaft; a generator for the wireless installation was +placed in front. One similar engine was carried in each of the gondolas +amidships, and three in the aft gondola, all the engines having +wireless generators attached. There were thus six engines, with an +aggregate power of 1,440 h.-p., and six propellers. Of the latter, +three were worked from the aft gondola, one being placed in the centre +at a point distant from the tail about one-fifth of the length of the +ship, and the other two one on each side; two were driven from the side +gondolas amidships, and the sixth was in connexion with the forward +gondola. To reduce air-resistance a streamline form was given to the +propeller stays by the aid of a thin two or three-ply wooden casing. +The amount of petrol carried was 2,000 gallons, and the speed is +supposed to have been about sixty miles an hour in a still atmosphere. +The armament, apart from the bombs, consisted of nine quick-firing +guns. Of these, two larger than the others were mounted on the roof, +two were in the forward gondola, one each in the amidships gondolas, +two in the aft gondola, and one in the tail. The lightness of the +construction was shown by the fact that the huge tail still containing +the remains of the gun platform could easily be rolled over. + +In addition to the particulars given there were other interesting +features. It may be noted, for instance, that practically everything, +except the engines and the guns, was made of aluminium alloy. The only +woodwork was the narrow platform, known as the ‘cat-walk,’ which ran +along the keel and connected the gondolas. It was closed in with fibre. +There was a little wood also in the ventilators, which were found +intact. The wood was covered with Manchester cotton, which looked like +common sheeting, but was really of very fine texture. The pressure of a +button in the captain’s cabin opened the sliding grille of framework, +and an electrical device permitted each bomb to be dropped separately, +either slowly or rapidly. + + + + +CHAPTER XII + +LIEUTENANT W. K. TEMPEST, D.S.O. + + +Concerning the raid over England by hostile airships which took place +on the night of October 2, 1916, the official report issued by Lord +French was to the effect that ten hostile airships crossed the East +Coast between nine p.m. and midnight. One airship approached the north +of London about ten p.m., but was driven off by gunfire and pursued +by aeroplanes. She attempted to return from the north-west, but was +attacked by guns and aeroplanes and brought to earth in flames in the +neighbourhood of Potter’s Bar shortly before midnight. + +[Footnote 1: The _Times_, Oct. 3, 1916.] + +An eye-witness of the fall of the airship writes[1]: ‘I live in the +country just outside the fringe of the great searchlights which guard +the London area. From the verandah of the house one can obtain a +wonderful view of any “pyrotechnic” display within a distance of +twenty odd miles. The household is most familiar with Zeppelins, +aeroplanes, bombs, guns, and searchlights. We have seen all the raids, +we have seen three Zeppelins destroyed, and bombs have fallen all +round us; but happily our little district has so far escaped damage. +So accustomed are we to all these aerial affairs that we seem to +know instinctively when a raid is due. And it was so on Sunday. The +sky at eight o’clock looked very ominous. Some time later came the +warning to the special constables, and at the same time the sky in our +immediate neighbourhood was lit up by powerful rays from searchlights. +I rightly surmised that the Zeppelin would attempt to reach London +from the north. By now (I live close to the railway) the searchlights +were sweeping the cloudless sky, and the air was quite still. About +half-past ten we heard the beat of the Zeppelin engines; she was due +north of the house. Then she sailed towards the east. The night was so +clear that she was seen quite easily. With the aid of a night glass she +appeared about a yard long. + +‘By the sound of her engines we could tell she was circling the +fringe of light, for she gradually altered her course from east to +south-east. Then we heard her wheel round to the left. She made a +circle of some miles, and finally went south-east again, when we heard +the engines no more. Meanwhile my children, two girls, aged eight and +eleven, insisted on dressing: they wanted to “see the show.” With +their mother they made themselves comfortable on the verandah. About +half-past eleven, away to the south-east, we saw flashes from falling +bombs, and the bursting of shrapnel, with the boom of heavy guns +firing. The children were getting very interested. Suddenly a score of +searchlights seemed to concentrate at one point, and quite distinctly +we saw the Zeppelin “held.” Shrapnel was bursting all around her. Then +the guns ceased, and we could see no Zeppelin. We thought she had +managed to slip away. But our airmen were on her track, and soon there +appeared a yellow light; it became larger and larger, until we realized +that it was the Zeppelin alight. From yellow the flames changed to +ruby; they seemed to spread from the centre to each end of the airship. +When she was aglow from end to end she tilted, gradually became +perpendicular, and fell slowly to earth. The flames lit up the country +for miles; the framework of the machine was plainly visible. You could +see smaller portions of her ribs, loosened by the heat, falling like +small sparks. She fell five miles from my house, but I thought I heard +the whole of England cheering.’ + +Another witness, who watched the coming of the raider from the +north-east, has given the following account: ‘What struck me was +the evident uncertainty of the crew as to where they were, or where +they wanted to go. They stopped; they turned this way and that; they +manœuvred in every direction in order to avoid the searchlights which +were darting about all round them. But it was all to no purpose. The +way in which the great beams of light followed the airship in all +its desperate efforts to escape was really wonderful. A few moments +passed, and the guns began to shell the Zeppelin. The shells burst all +round—some of them so near that it seemed as though hits had been +scored. Then, in a moment, a bright light burst out in the body of the +airship, and in another moment she was a mass of flame from end to end. +She seemed to turn over on her side, and then gradually sink to earth. +While coming down, she broke into halves, and during the descent +she threw off huge bunches of some flaming material. From the great +height at which she had been floating it was impossible to tell where +she would come down, and for some moments the onlookers did not know +but that she might fall upon them. But the blazing remains plunged at +length behind some trees, and that is the last we saw of her.’ + +The nearest view of this fourth airship débacle on British soil was +enjoyed by a farmer at Potters Bar, on whose farm the Zeppelin came +down. He has given the following interesting account: ‘We were awakened +by the sound of the guns, and we got up. I went into my garden, and +from where I stood the Zeppelin seemed to be right overhead. Thinking +that she might be preparing to drop bombs, I brought my wife and two +children into the garden away from the house. We had not been watching +it many moments before the airship suddenly burst into flame. It was +then apparently right over my house, and looked as though it would +fall right across the roof. It was burning furiously, and blazing +masses were flying away from it during its descent. I shouted to my +wife to be prepared to run out into the road in case it should fall +upon the house. But as it got lower and lower—it did not seem to +fall very quickly—I saw it would fall into the fields behind my farm +buildings. I ran through the stable yard and down a by lane leading +to some grass fields. In the corner of one of these were some large +haystacks, and I was afraid that these might be set on fire. When I +reached the spot I found they were all right; but about 200 yards away +the remains of the Zeppelin lay blazing furiously. I dared not go very +near to it for two reasons: one was that the heat was very great, and +another was that ammunition of some kind was exploding at intervals. +I afterwards discovered that this was machine-gun ammunition, a large +quantity of which seems to have been carried, for some was found in +boxes unexploded. I only saw one bomb drop before the Zeppelin came +down, but others were found among the débris. The Zeppelin had broken +into two pieces. The larger half was hanging over a big oak tree, which +stood in the middle of the field. I saw some dead bodies lying about. +One appeared to be that of an officer, for I could see gold stripes on +the arm of his coat. Another was wearing the Iron Cross. Some of them +had wrapped themselves up in blankets, evidently trying to avoid the +flames. I had a herd of valuable dairy cows in the field, and these +were very much alarmed at the blazing Zeppelin. They galloped round the +field in terror, and one of them seemed determined to rush into the +burning mass. I had some difficulty in keeping her away, and I was very +glad when the fire brigade came on the scene and began to throw water +on the ruins.’ + +There were many interesting incidents connected with the fall of this +airship. An Iron Cross was picked up close by. The commander of the +airship was wearing a wrist watch which had stopped at 1.20 (German +time). One member of the crew, whose body was recovered, appeared to be +a boy of sixteen or seventeen years of age. The heat of the wreckage +was so great that full search was impossible till over twelve hours had +elapsed after the fall. No less than thirty-nine bombs were dropped +over one small area to the north of London. Most of the bombs fell, +however, in fields and meadows. + +The airship was thwarted in its evil designs by our heroic airmen. +In the course of a few days it was officially announced that +Second-Lieutenant Wulstan Joseph Tempest, General List and Royal +Flying Corps, had been appointed a Companion of the D.S.O., in +recognition of conspicuous gallantry and devotion to duty in connexion +with the destruction of an enemy airship. + +On the fateful day Lieutenant Tempest had finished his regular duties, +and was spending the evening with friends at a dinner party. Before the +meal was over a call reached him, and a few minutes later he was back +at his aerodrome. + +He made a speedy start, with the idea of intercepting the airship, +which was reported to be approaching. He had soon reached a height of +upwards of 10,000 feet. He manœuvred around unwearying in a protracted +vigil. At the end of two hours a searchlight picked out the airship +and persistently stuck to it, despite its efforts to get beyond the +focus of the beam. Soon other searchlights added to the volume of +illumination, and anti-aircraft guns began to pepper at the airship. + +In a moment a great sheet of fire swept along the airship, and it began +to fall at a speed increasing as the law of gravitation came into play. +Immediately after the Zeppelin caught fire Lieut. Tempest travelled +the complete length of the airship from stem to stern, being parallel +with it all the time. Then he began to descend. But the falling airship +hampered his movements very considerably. Once or twice he narrowly +escaped collision with the flaming mass, and in order to avoid this he +was compelled to resort to nose-diving. + +The work had been done under tremendous strain, but Lieut. Tempest +fortunately escaped injury of any kind. The spot where he landed was +miles away from the place where he had first taken the air. Without +troubling to examine the burning airship, which had fallen not far +away, Lieut. Tempest was driven back to his home station in a side-car, +arriving about 2.30 a.m. Here he received a tremendous welcome from his +brother-officers as the third man of the same flight who had brought +down a Zeppelin. + +Lieutenant Tempest was born on January 22, 1890. He was educated at +Stonyhurst, and afterwards entered the Mercantile Marine and received +training on the _Worcester_. He learned to fly at one of the military +schools, taking his pilot’s certificate on May 22 of the year of +his heroic deed. He had previously been attached to the King’s Own +Yorkshire Light Infantry, and was invalided home after fighting in +France last year at Ypres. For nearly twenty-four hours he was buried +in a dug-out, and as a consequence he is still liable to attacks from +rheumatic gout. The experience also left him a little lame, but he +still retains great skill and courage, and certainly takes high rank +amongst our heroic aviators. + + + + +CHAPTER XIII + +LIEUTENANT WARNEFORD, V.C. + + +To Lieutenant Warneford, V.C., falls the distinction of being one of +the first airmen to destroy a Zeppelin. At the time of his heroic deed +he was on patrol duty in Belgium, and, it seems, was under orders to +await the return of raiding airships from England. After a long and +trying vigil he sighted a Zeppelin, and made straight for a position +above the giant structure. + +The attack, we must remember, was made in the year previous to the +successful exploits dealt with in other chapters. At the time certain +improvements in guns and cartridges had not come into use. Lieutenant +Warneford’s only hope of completely destroying the airship was to drop +a bomb on it from above, and this he did with remarkable skill and +courage. + +[Illustration: Lieutenant Warneford, V.C.] + +On gaining the desired position, he dropped a bomb with such effect +that an explosion immediately followed. His bravery will be fully +appreciated when we recall the fact that so violent was the explosion +that his machine was turned completely over, compelling him to +‘loop-the-loop.’ This he did with coolness and skill, and although +under great difficulties he succeeded in bringing about a safe landing. +Unfortunately he was compelled, owing to engine trouble, to land on +territory occupied by the Germans. Good fortune, however, favoured him. +He managed, before the appearance on the scene of enemy troops, to +restart the motor and again take to the air. It is generally thought +that he was assisted by Belgians, but this does not appear to be +established. It is, in any circumstances, sufficient to know that the +heroic young aviator managed to escape and return safely to his base, +there to receive the enthusiastic congratulations of his comrades. + +The stricken airship unfortunately fell upon a monastery, doing much +damage and killing a number of the inmates. It was a Zeppelin of +notable type, carrying an exceptionally large crew, including some of +Germany’s most efficient engineers. + +The news of the destruction of the airship was communicated almost +immediately to England, causing keen interest and delight. Lieutenant +Warneford became the hero of the hour. The King telegraphed the honour +of the Victoria Cross, and the heroic young pilot thus came into the +distinction of being the first airman to win the coveted decoration. +England and France united in honouring him, and hopes were widely +expressed that fresh deeds of valour would be performed in coming days. + +But Lieutenant Warneford tasted earthly fame for only a few brief +hours. Shortly after his heroic deed, whilst flying with an American +journalist as passenger, his machine suddenly swerved, and in some way +never fully explained, control was lost, and the machine dashed to +earth, killing both the pilot and passenger. + +Deep regret was expressed by every friend of the Allies. Much hope had +been centred in the courageous young pilot, and the end had come with +terrible suddenness. People could not understand. But above all there +shone brightly, and still shines, the deed of that _one glorious hour_, +when self was forgotten and only duty called. + +The name and fame of Lieutenant Warneford will surely live in the +annals of aviation—a fearless spirit, quick and strong to act, +tasting for a brief while of conquest and fame, and then meeting, all +unexpected, a sudden and untimely end. ‘Fame,’ it is written, ‘may +fade, but not the great deeds that bring true fame; their influence +lasts through all time.’ Lieutenant Warneford’s heroic act is not dead. +His example has inspired and will continue to inspire, and to him we +owe in no small measure many of the more recent deeds of our heroic +airmen. + + + + +CHAPTER XIV + +THE NEW ARM IN WARFARE + + +We shall, no doubt, have occasion to return later to the heroic +achievements of our airmen in destroying enemy raiders. Meanwhile, our +attention is claimed by a subject of great interest and importance, +namely, the part played by aircraft on the various battle fronts of the +great war. It was clear some while before the outbreak of hostilities +that the aeroplane was destined to play a prominent part. Mr. Sydney +F. Walker, R.N., M.I.E.E., remarks, in a useful little volume on +aviation, published before the war, that the first important work to +which the aeroplane has been put is that of scouting. ‘When armies +are manœuvring in the field, it is the great object of each general +to find out what his opponent is doing, exactly where his forces are, +where each particular arm is weak, and where, above all things, he is +open to attack. On the other hand, each general makes the greatest +efforts to prevent his opponents from finding out all about himself. +The art of hiding men, and even of artillery and of horses, has been +brought to such success that the non-military observer might be in the +midst of an army of 30,000 or 40,000 men and be perfectly ignorant of +their presence. Every inequality in the ground, every natural object, +such as a tree, a mound, a house, &c., is made use of for the purpose +of concealing the presence of men, horses, and accessories. It will +be evident that with an aeroplane flying at anywhere up to eighty +miles an hour, and that has been exceeded at the time of writing, and +viewing the surface of the ground from above—provided the pilots, or +passengers accompanying them, are trained to observe the ground and the +bodies of men on the ground from above—practically any disposition of +the enemy could be discovered.’ + +We are now able to judge by results and appreciate the work done. A +point of primary importance in active warfare, as we have seen, is the +use of the aeroplane for reconnaissance work. Other duties, and there +are many, are set forth with admirable clearness by Mr. W. E. Dommett +in his little work, _Aeroplanes and Airships_. The book was written +at the early part of the war, and on that account is particularly +instructive at this point; for it enables us to trace the progress +made and the victories won by our airmen. ‘Reconnaissance work for the +purpose of co-operation with artillery,’ Mr. Dommett writes, ‘forms the +most important function next to scouting. An aerial observer is sent +out to determine the position of hostile batteries whose existence +may or may not be known by its fire, to determine the strength of the +batteries, and how the units composing them are grouped. In addition it +is the duty of the observer to look out for troops, stores, or other +matters which could and should be subjected to the fire of one’s own +batteries. He should supply as far as possible details as to range and +elevation necessary for clearing intervening high ground. In addition +the observer can report as to the effect of his own side’s artillery, +and the manner in which it is failing or succeeding in its object. + +‘The value of this form of observation is beyond calculation, in view +of the fact that the artillery have not to waste time and ammunition +in getting the target. Moreover, the time during which the opposing +batteries or forces can do damage is correspondingly reduced. +Naturally, much depends upon the accuracy of an observer’s report as to +its value, and in this respect it appears that the allied forces are +superior to their opponents, and it would seem that this superiority +is due not so much to the superiority in the observer’s machine, but +to the better self-reliance, intelligence, and powers of initiative +possessed by the men themselves. Observation work, it may be said, is +generally accompanied by some offensive action on the part of the pilot +or accompanying observer.’ + +Observation in naval warfare is of course also of great importance. In +the work of detecting submarines, for instance, aeroplanes have proved +of great value, for it is possible to detect submerged objects with +greater ease from considerable heights than from the water surface. +Writing to the _Matin_, a correspondent stated in the early part of +the war that an aviator flying several hundreds of feet above the sea +off Cape Helles, saw a black spot in the water beneath him. Circling +round, to enable him to observe it more closely, he at last made +out the form of a German submarine, under water, moving towards a +British transport, which was heavily laden with troops and munitions. +Immediately the aviator flashed a wireless signal to the transport, +and then, swooping down to a few feet of the surface of the water he +dropped two bombs. These did no damage to the submarine, but taking +warning she sank to greater depths. When the enemy thought enough time +had passed he raised his periscope above the surface, but the aeroplane +was still circling close at hand and once more a couple of bombs fell +close alongside the boat. Then the submarine finally disappeared. Many +incidents of a similar nature have been recorded. + +It is, moreover, sometimes necessary to find out the position of our +own submarines in such a case as when a submarine has disappeared and +not returned to its base. Before the war, when one of our A Class boats +sank off the Cornish coast, whilst out from Devonport for exercise, +an aeroplane was successfully employed for finding its whereabouts. +The boats in company with the lost boat laid buoys to indicate the +position, but these had become shifted by heavy seas, and had become +useless for the purpose. + +Observation work is frequently accompanied by direct offensive action; +but the work is sometimes done purely with the view to the offence. +For example, as early as September 23, 1914, naval airmen, namely, +Squadron-Commander E. F. Briggs, Flight-Commander J. T. Babington, and +Flight-Commander S. V. Lippe, carried out a raid over a mountainous +route of 120 miles upon the Zeppelin sheds at Dusseldorf. And at a +later date a similar raid was made on the sheds near Lake Constance. + +In the early part of the war the Paris correspondent of the _Times_ +wrote as follows: ‘A feature of the operations along the front is the +active use by the French of their air service, and the many indications +given of the progress which has been accomplished in this branch of +the service since the outbreak of the war. Realizing that for fighting +purposes the chief mission of the aeroplane is to act like a gun of +immense range, and that bombardment requires swarms of aeroplanes and +not an isolated machine, the French have equipped and organized a +number of air squadrons with the object of disturbing and destroying +the enemy’s communications, either during or on the eve of military +developments, so as to impede the arrival of men and shells from the +reserve points during the progress of operations. + +‘For this purpose the squadrons are composed of three different types +of machines, the names of which indicate the special duties of each +type. These squadrons, in spite of the boisterous weather which has +prevailed throughout the month, have raided no less than ten important +German railway centres in the area of operations, throwing over 400 +bombs in their flight, while the chaser planes engaged any protecting +enemy aircraft that tried to interfere with the operations. + +‘A glance at a map will show how effectively the air services are able +to act as an extension of artillery in upsetting the enemy’s transport. +Thus Challerange, an important junction on the Vouziers—St. Menehould +and Vouziers—Apremont Railways, whence are served the requirements +of the army operating in the west of the Argonne; Arnaville and +Bayonville, to the south-west of Metz; Vigneuvelles les Hattonchattel, +the railway centre for the south-eastern armies operating against +Verdun; Autruy, to the north of the Argonne; and Conflans-en-Jarisy, +on the Verdun-Metz railway, have been regularly bombarded by aerial +squadrons, which in some cases have numbered thirty-five air machines.’ + +In this connexion it is interesting to recall an extract from +an official communiqué that was issued early in the war: July +20—‘Thirty-one aviators yesterday bombarded the railway station of +Conflans, an important junction. Three shells of 155 mm. and four of +90 mm. were observed to have been neatly dropped on the station. The +engine shed was struck by a shell of 155 mm. Three aviatiks were put to +flight by our pursuing aeroplanes, which accompanied the squadron. One +aviatik was compelled to land rapidly.’ + +In the place of an enemy camp or railway junction the attack is made +by the Naval Air Service on the submarine base or the dockyard. On +many occasions naval airmen have bombarded German submarines in Ghent +harbour. In the raid on Cuxhaven, seven seaplanes were conveyed to the +vicinity of Heligoland and thence flew over Cuxhaven and dropped bombs +on the docks. + +A report issued at a comparatively early date of the war stated: ‘Quite +one of the features of the campaign, on our side, has been the success +attained by the Royal Flying Corps. In regard to the collection +of information it is impossible either to award too much praise to +our aviators for the way they have carried out their duties, or to +over-estimate the value of the intelligence collected, more especially +during the recent advance. In due course certain examples of what has +been effected may be specified, and the far-reaching nature of the +results more fully explained, but that time has not yet arrived. That +the services of our Flying Corps, which has really been on trial, are +fully appreciated by our Allies is shown by the following message from +the Commander-in-Chief of the French armies, received on the night of +September 9 by Field-Marshal Sir John French:— + +‘“_Please express most particularly to Marshal French my thanks for +services rendered on every day by the English Flying Corps. The +precision, exactitude, and regularity of the news brought in by its +members are evidence of their perfect organization, and also of the +perfect training of pilots and observers._”’ + + + + +CHAPTER XV + +FROM VICTORY TO VICTORY + + +At a later date (September 12, 1916) a writer in the _Daily Chronicle_ +remarked: ‘All reports, official and unofficial, concur in warm praise +of the daring, resourceful, and effective work of the British airmen. +Our supremacy over the Germans in the aerial arm is incontestable. +Every day’s fighting brings evidence of it. Not only are the exploits +of our airmen the theme of admiring comment by our own soldiers, but +they also extort reluctant tributes of admiration even from the enemy. +Were it not for the accurate observation of these fearless, hawk-eyed +scouts of the air, the marvellously effective results achieved by our +gunners in the recent fighting would not have been possible, and the +difficulties in the way of our heroic infantry would have been vastly +increased.’ + +By general consent, then, our aerial scouts far surpass those of the +enemy in this work. Our aeroplanes have constantly hovered over his +lines, his seldom over ours. Casualties have been inevitable in these +perilous enterprises, but such is the dexterity of our fliers that the +price paid has not been nearly so high as the risks run would suggest. +In point of fact, our losses in the air have been less than those of +the enemy, despite the greater enterprise and the bolder initiative of +British airmen. ‘From July 1 to September 17 in France we destroyed no +fewer than 104 German aeroplanes.’ These figures, compiled from the +official reports, are the more impressive when it is remembered that +it is the British rule not to include enemy machines damaged as lost, +but only those that have, in fact, been actually destroyed. It is not +surprising, in the light of the remarkable achievements of the British +air service in the battle-line, that its critics, so loud-voiced a +few months ago, have been silenced. Fresh in everybody’s recollection +is the ridiculous fuss made by some sensational newspapers over the +Fokker and its wonderful qualities. Where is the Fokker now? Where have +those scribes vanished who were daily ‘crabbing’ our air service, now +admittedly the best in the world? Will they, wherever they are, have +the assurance to claim that it is their criticisms that have wrought +what they would call the change? If so, it would be a baseless claim, +absolutely without justification of any kind. Our Air Service has +evolved steadily in strength and efficiency ever since the outbreak +of war. Of course mistakes were made in the process of evolution +and expansion. They could not be avoided in a new service, rapidly +extending, and necessarily involving experimental changes in design +and structure. But the progress has been steady and uninterrupted ever +since the war began. + +The truth is, the original expeditionary force was well equipped with +aeroplanes and well-trained pilots. Later came the rapid expansion of +the army, which imposed heavy new demands on the Royal Flying Corps. +Those demands have all been met. It is to the credit of the late Lord +Kitchener that from the first he recognized the great importance of the +aeroplane in this war. ‘When in the early autumn of 1914 authorization +was sought for the manufacture of a sufficient number of machines to +equip thirty new air squadrons he at once doubled the number, ordering +not 720 aeroplanes, but 1,440.’ This was a notable instance of Lord +Kitchener’s prevision as to the scale of the war. Early in 1915 a very +large new constructive programme was embarked upon, and the output +since then has progressively increased. At first we relied chiefly on +France for the engines of our flying-machines. Now some of our best +engines are made at home. + +The interim report of Mr. Justice Bailhache’s Committee, issued early +in August, 1916, said: ‘There has been an enormous expansion of the +Flying Service since the war; and all the critics of the Service, +without exception, have borne testimony to the great progress made in +its efficiency—a progress which, although most noticeable since the +beginning of this year is, in the opinion of the Committee, the result +of many months of strenuous work. To this efficiency the recent reports +from the front bear eloquent witness.’ + +Early in September, 1916, one who enjoyed facilities for visiting +flying centres, and learning at first hand of the progress of aviation +in the country, remarked that ‘there was no need to be an expert to +appreciate the remarkable change that had come over certain districts, +where, what a few months ago were mere country villages or stretches +of pine wood, have been transformed into industrial centres, with as +many signs of bustle and industry as are to be found in the great +shipbuilding centres of the British Isles. + +‘A really remarkable thing is the enterprise and adaptability of firms +who had never tackled the job before in organizing their work so that +Britain’s output of machines was marvellously increased. Now the fruits +of long and costly experimental work are being reaped, and the rate of +output increases every week. This applies not to one establishment, +but to the hundreds of works throughout the kingdom. So much is this +the case that a country which at the beginning of war was believed to +be behind in this branch of warfare is able not only to supply its own +needs but also those of its Allies.’ + +The same careful, persistent, and unobtrusive research work that +has brought British aircraft to the top has also resulted in great +improvements in the construction and invention of bomb sights and +dropping appliances. British engines, too, are now second to none +in point of power, and great improvements are to be recorded in +carburettors and special appliances for flight at high altitudes. The +same progress is to be recorded in the matter of speed. The average +speed of aeroplanes as used by our Air Service two years ago was from +sixty-five to seventy miles per hour. Nowadays it is much higher. + +As regards the future, a British officer remarked at the time now in +mind: ‘With all the results achieved so far, and the knowledge gained +by this great war, there is no reason to doubt that the British Air +Service—like the British Navy—will be the premier in the world. That +is our constant aim.’ + + + + +CHAPTER XVI + +AIR SUPREMACY + + +The great Somme offensive proved beyond all dispute the claim of +England and France to the supremacy of the air. It is not, however, +always clearly understood precisely what air supremacy means. To that +remarkably able war correspondent, Mr. Philip Gibbs, we owe one of +the clearest accounts given of the part played by aircraft in modern +warfare. + +Writing whilst with the British Armies in the field, September 12, +1916, Mr. Philip Gibbs said: ‘To-day has been quiet on our front, +without infantry fighting, up to the time I write. Southward, on our +right, the French have been attacking heavily, with a bombardment that +has swept a great stretch of country with fire between Combles and +Péronne. When the French get to Combles—one need hardly use the word +“if,” as they are now hammering at its outskirts—they will link up +with us to the right of Ginchy and Leuze Wood, where the enemy is still +holding out against us in a bad position, a few hundred Germans still +defending themselves bravely in the “loop” trench which is flung like +a lassoo to the north-east of Guillemont.... We are still below the +line of the Ginchy telegraph on the high plateau, so that we have not +yet obtained full observation of the valley slopes on the other side, +though by the capture of Ginchy itself we have robbed the enemy of his +old point of view, which was of enormous value to him in registering +upon our batteries and watching our movements. + +‘His only means of observation now is from the air, and yesterday +there was visible proof of this, because fifteen or sixteen of his +kite balloons came creeping out of the clouds above the plateau here, +peering at us at close range. I should hate to be a German observer +in one of those “sausages,” as our men call them. They have a painful +reminiscence of six such gas-bags brought down on one day, which was +June 30 last, before the great battle began. Since then they have +not floated aloft with any safety. On September 1 two of them were +attacked by one of our air-pilots, who fired machine guns at them +and dropped bombs on to them so that they had to haul down hurriedly +in a great scare, and a few days ago one of our knights-errant of the +air crossed the enemy’s lines at nearly 12,000 feet, mounted directly +above a German balloon, and dived upon it, until he was no higher than +500 yards above it. Then he fired until he almost touched the great +bag, and as he passed it burst into a vast flame and was burnt to a +wisp of smoke in a few seconds. For fighting purposes these German +“Peeping Toms” are not safe and certain means of observation with our +airmen hovering near them, even though they have adopted a new means of +defence, which is a gun below them sending up a high-reaching flame to +scorch the wings of any British moth who dares to come too close. Our +moths will take the risk.... + +‘To-day, a German plane did come across our lines, where I was +wandering about some old dug-outs and trenches, watching our batteries +plug away in a leisurely style, and wondering at the relative quietude +of an _off day_ of battle. But that hostile bird was scared back by +some of our hawks, and they followed him well into his own country of +the sky, with their usual audacity. There is no humbug about all this. +On this part of the battle-front we maintain the mastery of the air and +blind the enemy’s point of view. It makes all the difference to our +artillery, and it is extraordinary to go through the recent history of +the Royal Flying Corps and to note how many German batteries have been +put under heavy gunfire by aerial registration. It is not easy to knock +out a battery by a direct hit. A gun is a small target, and shells may +crump it all round and leave it unscathed; but on the laws of luck we +have certainly scored many direct hits during the last week or two. +Many ammunition dumps and pits have been blown up after aerial reports, +as I have seen myself several times, watching the high enduring volumes +of black curly smoke.’ + +Thus we see that the claim of England and her gallant Allies to the +supremacy of the air is an established fact. Later, we shall see more +closely still how this has been brought about, and that more than can +be estimated is due to the individual courage of our heroic aviators. + + + + +CHAPTER XVII + +FLIGHT-COMMANDER ALBERT BALL, D.S.O., M.C. + + +Few airmen have a finer record than the young British officer, +Flight-Commander Albert Ball, who for a while held a commission in the +Notts and Derby Regiment, and later was attached to the Royal Flying +Corps with the rank of Flight-Commander. He is a native of Nottingham, +and joined the Sherwood Foresters as a private at the outbreak of the +war. He has brought down no fewer than twenty-nine German aeroplanes +and a Drachen observation balloon. + +He is only twenty years of age at the time of writing (October, 1916), +and is probably one of the smallest flying officers in the service—a +small man with great courage. He has black hair, the eyes of a hawk, +and a jaw that spells two words—determination and fearlessness. + +During a brief period of leave in England he had with him two +noteworthy mascots—the propeller of the aeroplane in which he brought +down fourteen hostile machines, and a mascot in the form of a large red +nose-cap of steel. The Germans know this mascot well. + +Whilst on his visit to England he said that his most ‘sporting fight’ +was one in which he and his opponent went at each other for over half +an hour. Then, when the ammunition had all gone, the two flew side by +side and grinned at one another in mutual admiration. + +‘We flew together,’ Lieut. Ball said, ‘in that way for quite a long +distance, exchanging air greetings.’ + +Good fortune has, of course, played a part in Lieut. Ball’s many +successes. He has himself been forced down several times, but thus far +not once has he suffered any personal injury. + +His exploits have won him the D.S.O., the Military Cross, the bar to +the D.S.O., and the Russian St. George’s Cross, which is our Ally’s +equivalent to the English Victoria Cross. The D.S.O. was bestowed +on him for attacking seven enemy machines which he saw flying in +formation. One of them he shot down at fifteen yards range, and the +others retired. + +[Illustration: BOMB DROPPING. + +The dropping of aerial bombs is a more or less haphazard affair, and +unless the target is a big one, such as a town or dockyard, it is +exceedingly difficult to take aim with any degree of accuracy. + +_Reproduced by permission of the Editor of ‘The Royal Magazine.’_] + +Immediately afterwards, seeing five more hostile machines, he attacked +one at about ten yards range and shot it down. He then attacked another +of the machines which had been firing at him, and shot it down into a +village. Still not satisfied, he flew to the nearest aerodrome for more +ammunition, and returning attacked three more machines. + +The bar to the D.S.O. was awarded for subsequent acts of gallantry. On +one occasion, observing twelve enemy machines in formation, Commander +Ball dived in among them and fired a drum into the nearest machine, +which went down out of control. Several more hostile machines then +approached, and he fired three more drums at them, driving down another. + +The record of this heroic young aviator is indeed remarkable, and one +is not surprised when one learns that the British Commander-in-Chief, +Sir Douglas Haig, has written to the young hero as follows: + + ‘Well done! D. H.’ + + + + +CHAPTER XVIII + +LIEUTENANT ALLAN BOTT, M.C. + + +Lieutenant Allan Bott, who has been awarded the Military Cross for +gallantry and devotion to duty in the field, is a member of the +editorial staff of the _Daily Chronicle_, and when war broke out acted +for a time as a special correspondent in France and Switzerland. He +went to Lake Constance to investigate the building of super-Zeppelins, +and while at Kreuzlingen, a small Swiss town which is really a suburb +of Constance, made an involuntary trip into Germany by entering the +wrong train. He spent some hours in Constance, and managed to escape +detection at the frontier by travelling under the seat of a cab driven +by a friendly Swiss who was going back to Kreuzlingen. + +On his return to England, in November, 1914, Mr. Bott joined the +O.T.C., and after training received a commission in the R.G.A., whence +he transferred to the Royal Flying Corps. Since the deeds which have +won Mr. Bott the Military Cross he has been promoted from the rank of +Second-Lieutenant to Lieutenant. The story of his flight on a blazing +aeroplane has been told modestly by the young officer in a letter to +his parents: + +‘All at once our fuselage shivered, and looking down it, I saw that +Archie had left his card in the form of a piece of burning H.E. + +‘“Fuselage burning—pass the fire extinguisher,” I shouted down the +speaking-tube to my pilot. But the pilot’s earpiece had slipped from +his cap during the dive, and he heard nothing. I stood up, leaned +across and shook his shoulder. “Pass the fire extinguisher,” I yelled. + +‘“Hun down on the left,” he shouted back, my words having been lost in +the roar of the engine. + +‘“Fire extinguisher,” I called again. + +‘“Why don’t you fire at that Hun?” was the reply. + +‘Seeing that the flames were licking their way back to the tail, I +abandoned the attempt to get the extinguisher, and crawled down the +fuselage to the scene of the fire. I managed to beat out the flames, +which had eaten half-way through one of the longerons. + +‘Meanwhile, the pilot had been attacking one of the enemy machines, and +a bullet had gone into our petrol tank. Confronted with a diminishing +pressure, we decided to make for Allied territory at once, and turned +west. + +‘Five minutes later, by which time the number of revolutions had +dropped alarmingly, we found the way barred by two more Boche machines. +My gun having jammed, the pilot did the only thing possible—he went +straight at the nearest German, firing all the time. The Boche swerved +just in time to avoid a collision, but had obviously been hit, for +his machine all but did a nose-dive, and he only landed with great +difficulty. + +‘Then our engine petered out altogether, and there was nothing for it +but to do a long glide and try to reach the lines. We were at 4,000 +feet when we started to glide, and for a long time we didn’t know if we +had sufficient height to get us across. + +‘But the pilot took advantage of a small salient, and we managed to +glide over the trenches at a height of about 400 yards, fired at by +machine-guns and rifles, besides dear old Archie. We landed just +behind the second-line trenches of a certain part of the French line, +and, to our joy and astonishment, we were not shelled on the ground.’ + +It was an exciting adventure, showing the mettle of our aviators. There +have been many such thrilling incidents on the various battle-fronts, +some coming to light and winning well-deserved awards, others going to +make up the great and glorious number of unrecorded deeds of gallantry. + + + + +CHAPTER XIX + +FLIGHT-LIEUTENANT GUYNEMER + + +We learn from the _Matin_ that the French champion, Flight-Lieutenant +Guynemer, once brought down three German aeroplanes in the record time +of three minutes, and then himself had an extremely narrow escape from +death. He was 3,000 yards up when a shell burst full in one of the +wings of his aeroplane, and the frail bird seemed mortally wounded. The +whole left wing was completely cut to bits, and the canvas fluttered +in the wind, making the rent still worse. In a few seconds there +was nothing left on the frame but a piece of canvas the size of a +pocket-handkerchief. + +The machine fell with a crash through space—it would not support its +pilot any longer. Lieutenant Guynemer declares that he gave himself up +for lost; the only thing he asked Providence for was that he should not +fall in enemy territory. + +‘I was powerless to make my will felt,’ he has said. ‘My machine +refused to obey me. At 1,600 yards I determined to make a fight for it +all the same. + +‘The wind had brought me back into our own lines. I was almost happy. I +had been thinking of my funeral, with sorrowing friends walking behind +my last remains. I had nothing more to fear from the “pickelhauben.” +However, I felt that it was death, and that thought is not a very +pleasant one. + +‘My fall continued. In spite of all my efforts, I could not do what I +wanted with my machine. I tried to turn it first to the right and then +to the left. I pushed and pulled, but all to no purpose. I could do +nothing. + +‘Down I fell, faster and faster, drawn surely and inevitably to the +earth, where I was going to be smashed to atoms. + +‘I shut my eyes, then I opened them again and looked down. At something +like 110 miles an hour I crashed into a pylon. There was a terrific +cracking sound and a deep thud. I looked round and found that nothing +was left of my machine. + +‘How is it I am still alive? I wonder myself. I think it was the straps +which held me in my seat which saved my life. They had eaten right into +my shoulders anyhow, but if it had not been for them I should be dead +at this moment.’ + +Only to the fortunate is it given to relate their experiences. Sudden +and untimely death overtakes many heroic pilots, sealing their lips +and robbing the world of personal records of their deeds. We are +indeed fortunate in having from Flight-Lieutenant Guynemer a story so +thrilling. He is one of our gallant Allies’ most courageous and skilful +pilots, and in aviation France is second to none. Later, we shall +afresh see how rich she is in skilful and heroic airmen, and we shall +see in particular how well the heroic aviator, Lieutenant Guynemer, has +continued to acquit himself. + + + + +CHAPTER XX + +LIEUTENANT STEWART GORDON RIDLEY + + +It has been said that the story of Second-Lieutenant Ridley, a young +British flying officer, is as great as the story of Captain Oates. +‘Captain Oates walked into the Antarctic blizzard so that his comrades +should have a better chance of living. Lieutenant Ridley, stranded +in the burning Libyan Desert with an air mechanic, and seeing his +tiny stock of water near its end, shot himself in the hope that his +companion might live.’ + +The heroic young aviator went out singly on a machine from an oasis in +the Libyan Desert as an escort to another pilot, who was accompanied +by Air-Mechanic J. A. Garside. After flying for an hour and a half, +the party failed to locate the camel patrol which had been sent out in +advance to establish a temporary landing-place. + +They encamped for the night. The next morning it was found that +Lieutenant Ridley’s engine would not work, and it was agreed that the +other pilot should try to discover the track of the camel patrol. He +left his water and provisions with the others, and arranged to return +on the following day. The pilot picked up the camel patrol, but when he +returned to find Lieutenant Ridley and Garside they had disappeared. + +Search parties, consisting of camel patrols, motor-cars, and aeroplanes +were at once sent out. Nothing was discovered of the missing men until +four days after the start of the original mission, when, twenty-five +miles away from the spot where the first night had been spent, a second +landing-place was found. The two men had evidently flown away again +after patching up their machine. Two days later a motor party found the +machine and the two dead bodies of the aviators. + +During the search the footprints of the two men had been discovered. +They were noticed to have been overtaken by a hostile camel patrol, and +for a time it was believed that Lieutenant Ridley and Garside had been +captured. + +A diary kept by Garside throws peculiar light on the moving story: + +‘_Friday._—Mr. Gardiner left for Meheriq, and said he would come and +pick one of us up. After he went we tried to get the machine going, and +succeeded in flying for about twenty-five minutes. Engine then gave +out. We tinkered engine up again, succeeded in flying about five miles +next day, but engine ran short of petrol. + +‘_Sunday._—After trying to get engine started, but could not manage it +owing to weakness, water running short—only half a bottle—Mr. Ridley +suggested walking up to the hills. + +‘_Six p.m._—Found it was further than we thought; got there +eventually: very done up. No luck. Walked back; hardly any water, about +a spoonful. Mr. Ridley shot himself at 10.30 on Sunday while my back +was turned. No water all day; don’t know how to go on; dozed all day, +feeling very weak; wish some one would come; cannot last much longer. + +‘_Monday._—Thought of water in compass, got half bottle; seems to be +some kind of spirit. Can last another day. Fired Lewis gun, about four +rounds; shall fire my “Very light” to-day: last hope without machine +comes. Could last days if had water.’ + +On the following day the bodies were discovered by a motor-car. + +The Commander of the Imperial Camel Corps reports that from what he +discovered he has formed the opinion that Lieutenant Ridley gave his +life in the hope of saving the mechanic. Added to this, the commanding +officer of the Royal Flying Corps states: ‘There is no doubt in my mind +that he did this in an act of self-sacrifice in the hope of saving the +other man.’ + +Lieutenant Ridley, who was affectionately known as ‘Riddles’ in the +corps, came of a celebrated Northumbrian family, one of his ancestors +being Bishop Ridley, who, bound to the stake at Oxford, ‘played +the man’ with Latimer amid the flames. ‘It may well be,’ states a +sympathetic admirer of this gallant officer, ‘that there came across +the desert from Gordon at Khartoum a message in the words of Latimer, +“Be of good cheer, Master Gordon, and play the man.”’ + +The fallen hero was a young man of attractive appearance and great +charm of manner. His character, as known to intimate friends, confirms +in all respects the interpretation put upon his last act, ‘He gave his +life in the hope that his companion might be saved.’ + +Both Lieutenant S. G. Ridley and Air-Mechanic J. A. Garside were +unmarried, but Garside was the only son of a widowed mother, and +evidently in the mind of his heroic companion had special claims upon +life. + +A chaplain with a party of service men paid the last honours. At the +head of the grave a cross was erected. + + + + +CHAPTER XXI + +SOUS-LIEUTENANT LOUIS NOËL + + +An Army Order, signed by General Sarrail, describes how Lieutenant +Noël, when hardly convalescent from a grave operation, from the +effects of which he was still suffering, effected on two occasions +the bombardment of an enemy capital, and assured a long-distance link +between two friendly armies, covering 1,100 kilometres (roughly 700 +miles) there and back, of which 850 kilometres (over 500 miles) were +over enemy territory. + +Lieutenant Noël is an old pilot, remarkable for his address, his +bravery, his coolness, and his modesty. Numerous difficult and perilous +missions in France and in the Orient have been successfully carried out +by him, and in addition to the Cross of the Legion of Honour he has +earned the Médaille Militaire, the Croix de Guerre, and the Russian +Cross of St. George. + +Describing his remarkable flight from Salonica to Bukarest, a Roumanian +journal (September 16, 1916) says: ‘Roumania received yesterday the +visit of gracious Allied winged guests, who come to us from Salonique, +from the heroic army of Sarrail, from that corner of ground which, +right in the heart of the Balkans, sinks in like a vice, to choke in +its powerful grip the Bulgars and our common enemies. As legitimate +reprisal for the cowardly attack on Bukarest by the Zeppelins, the +French aviators had received orders to bombard Sofia and reach Roumania +afterwards. Yesterday, Wednesday, at 6.20 a.m., four French avions left +Salonique. The first, a Farman biplane, was conducted by the heroic +Sous-Lieutenant Noël, one of the best aviators of the French Army, +who had already sunk two German avions in the course of seventeen +months passed on the German front. The Sous-Lieutenant Noël brought +with him Lieutenant Leseur, one of the best observers of the Army of +Salonique. The second biplane was mounted by Sergeant Lamprou and the +Soldier-Machine-Gunner Masson; the third by the Lieutenant Quillery and +an observer, and the fourth by the Sergeant Rohan and a machine-gunner. + +‘At 8.40 the Noël biplane arrived above Sofia, where were to be seen +several fires lighted by one of the French avions which had just +passed. The Lieutenant Leseur let go many bombs. The aviators were +perfectly guided by the sparkling dome of the cathedral. Let us say +that the bombs thrown contained an explosive newly discovered by the +French, and of an extraordinary power of destruction. Some German +avions made chase to the French avions, which were soon able to +distance them without being touched by their projectiles. At 11.20 a.m. +the avions, piloted by the Sous-Lieutenant Noël, arrived at Bukarest, +where he descended directly in the aviation field, in the midst of the +delirious acclamation of the Roumanian aviators. The biplane Lamprou +descended at Alexandria, and the two others landed, according to +orders, at Turnu-Magaurele. + +‘Six hundred kilometres in a single stage! A hundred and twenty +kilometres to the hour! The difficult crossing of the Balkans, with +their heights of over 2,900 metres (9,000 feet), their pernicious +currents, their thousand and one difficulties, effected without +encumbrance, without the least accident! What marvellous exploit of +ability, of cool blood, of this legendary and magnificent heroism +French! What new and beautiful page of glory to inscribe to the credit +of the aviation French! Salutes to you, glorious heroes of the air! +Salutes to you, well-beloved colours of France, which in these solemn +hours come to unite yourselves to the tricolour Roumanian! Roumania has +received you open-armed with legitimate pride, and from the plains of +the Danube up to the slopes of the Carpathians, and from the banks of +the Olt and of the Muresh, and from those of the Black Sea, to those of +the Thass, a sole cry sincere, but which sums up all our sentiments, +will hail you, “Vive la France! Vive l’armée française!!”’ + +High praise, very warmly expressed, and richly deserved! + +‘The aviators,’ says one who writes with intimate knowledge of their +movements, ‘deserved thoroughly the acclamation. All the French pilots +remained for a while in Roumania except Louis Noël, who flew back alone +on the nineteenth again without landing. Owing to a head wind after +reaching the seaward side of the Balkans, he only just scraped home +without a drop of essence.’ It should be added that Lieutenant Noël +is well known at Hendon, and has been justly termed one of the most +decorated and distinguished of Hendon aviators. + + + + +CHAPTER XXII + +FLIGHT-LIEUTENANT HAROLD ROSHER, R.N.A.S. + + +All are conscious of the fact that to our Royal Naval Air Service the +highest praise is due. The service is rich in heroic pilots. Few, +however, are known by name to the wider public. But we must not suppose +that our Navy has not in its service a goodly share of skilful and +heroic pilots. + +The letter, for instance, of Flight-Lieutenant Harold Rosher, R.N.A.S., +written to his family and published by Chatto and Windus, reveals an +aviator of fine character. ‘One wonders,’ a friend writes, ‘whether +most to admire the man in him, the gentleman, or the accomplished pilot +of the skies who took all risks, keeping his head among them, because +that way lay duty and achievement.’ He is well reflected in his quiet, +modest manner of writing. Here is a little picture of the difficulties +of flying at a great altitude, ‘absolutely lost’ and in search of +bearings: + +‘I nose-dived, side-slipped, stalled, &c., &c., time after time, my +speed varying from practically nothing to over a hundred miles an hour. +I kept my head, but was absolutely scared stiff. I didn’t get out of +the clouds, which, lower down, turned into a snowstorm and hail, until +I was only 1,500 feet up. I came out diving headlong for the earth.’ + +Mastery of the air becomes still more difficult when making a raid, +as Lieutenant Rosher did more than once, on the German fortifications +along the Belgian coast. ‘A few seconds passed,’ he writes, ‘and the +shrapnel burst a good deal short of me, but direction and height +perfect. I turned out to sea and put another two miles between me and +the coast. By now a regular cannonade was going on. All along the coast +the guns were firing hasty, vicious flashes, and then a puff of smoke +as the shrapnel burst. I steered a zigzag course and made steadily to +sea, climbing hard.’ + +Of another time when he was under fire and travelling faster than he +had ever travelled before, he writes: ‘My chief impressions were the +great speed, the flaming bullets streaking by, the incessant rattle of +the machine-gun and rifle fire, and one or two shells bursting close +by, knocking my machine all sideways and pretty nearly deafening me.’ + +There is inspiration in the letters, chiefly, perhaps, on account +of the fact that they were written for the late Lieutenant Rosher’s +dearest friends. He was killed at Dover, while trying a doubtful +machine before allowing a fellow-aviator to ascend—a hero’s death. + +He has been described as one of the most promising officers in the +Service. ‘He was not merely a first-class pilot; he was a born +organizer and leader of men, and, moreover, he had the heaven-sent gift +of being personally popular with all ranks without losing his control +over those below him.’ Knowing personally all the senior officers +under whom he served, they all had the highest regard for his personal +qualities and for his ability as an officer. + +‘One may deduce,’ says a writer in the _Aeroplane_, ‘that his letters +may fairly be taken as expressing the views, experiences, and feelings +of the best class of R.N.A.S. officer, and his father, Mr. Frank +Rosher, has done well in publishing them, for they give a vivid and +intimate picture of life in the Royal Naval Air Service during the +early days of the war. The naval censorship is to be congratulated on +having left untouched certain passages which indicate to those who have +understanding some of the mistakes made in those early days in the +supply or choice of the engines, aeroplanes, and landing grounds. There +is no grumbling in the letters themselves, but plain statements are set +down.’ + +The letters begin with Lieutenant Rosher’s early experiences at the +Bristol School at Brooklands, whither he went to learn as much as he +could between applying for and receiving his commission, and the fact +that he took this course is evidence of the keenness which in his short +flying life carried him so far in the Service. + +In one of his letters Lieutenant Rosher describes thus how he came +through a curtain of fire: ‘I found myself across the yards and felt a +mild sort of surprise. My eyes must have been sticking out of my head +like a shrimp’s! I know I was gasping for breath, and crouching down in +the fuselage.’ He was too brave a man to be afraid of admitting that he +was afraid. + +Later in the book there is a story like a nightmare of how, when he +went to attack an airship shed at Brussels, he was instead chased by a +Zeppelin, which was already in the air when he got there, and so high +up that his old machine could not reach it: the machine was, in fact, +barely able to go fast enough to keep out of the way of the airship. + +Lieutenant Rosher, although highly imaginative and impressionable, was, +as we have seen, of the ‘stuff’ of which heroes are made. All who knew +him join in acclaiming him a young officer of heroic mettle. + + + + +CHAPTER XXIII + +AN OBSERVER IN THE R.N.A.S. + + +Further light is thrown on the work of naval pilots by an observer +writing in the _Border Telegraph_. ‘Most of us know,’ he says, ‘what +the pilot of an aeroplane does. But have we as true a conception of +the observer’s duties? The man who makes his mark nowadays is the +specialist. There are first-rate aeroplane observers and first-rate +seaplane observers. Common-sense plays a great part in the affairs of +both. Any man may recognize a haystack from a moderate altitude, but +how many can tell a topsail schooner from a barquentine, a flotilla +leader from a light cruiser, or a German ship of the line from one of +the Entente? Therein lies the secret.’ + +It is abundantly clear that a very necessary feature in a pilot is +a thorough working knowledge of wireless telegraphy. The days of +returning to report are passing. The observer ignorant of wireless is +no longer classed as an observer. He is becoming a ‘back number.’ It +stands to reason that if a British seaplane sights a hostile squadron, +and is, say, forty miles from her base, or from the nearest unit of the +home fleet, then a precious forty minutes at least is going to be lost +if the observer does not understand wireless telegraphy. ‘Conversely a +radio message, travelling at something like thrice the circumference +of the earth in one second, will reach a receiving installation forty +miles off while you cough, and a great deal quicker. That is one point, +and the time was when it was thought any one could qualify in wireless. +Quite a number of wise men have since then given up the attempt.’ The +observer must recognize ships at sight, and from a reasonable height, +with the aid of prisms, be able to note their type, direction steering +in, nationality, whether armed or otherwise, and their distance from +the nearest mark, probably a buoy. He has, of course, to recognize and +name the buoy. ‘Sometimes he will make a hazard at the cargo carried by +detecting a clue somewhere. In a channel recently swept clear of mines, +and just open to traffic, when scores of merchant-men and patrol craft +are under way, the observer has got to get busy on the job. Very often +if the pilot is daring and gets down to 500 feet, even the names of +the ships can be discerned. Also the observer has got to discriminate +between a U Boat and an E Boat and an S Boat.’ + +The writer of the article in the _Border Telegraph_ goes on to point +out that bomb-dropping is a difficult matter: ‘Any one can drop bombs, +you say. “Just heave ’em overboard!” Exactly. But it’s no use dropping +a sixteen-pounder on a battle-cruiser. It mightn’t like it. Besides, +it won’t wait till you drop it. You can take it that long before you +get within dropping distance anything from a centimetre to a six-inch +shell is up searching for you. The same when you spot a submarine. If +you take too long calculating and guessing what curve the dropping +bomb will take or how long it should take to reach the objective if +the speed increases thirty odd feet per sec., they’ll sling out the +six-pounder at you, and mighty smart, too. A young man once dropped a +few bombs for practice where he thought was well out in the bay. Alas! +he forgot the curve a bomb makes in its flight. Don’t ever forget that +curve when you watch a hostile machine dropping bombs. On this +occasion the friendly bombs struck the water a couple of hundred yards +from a fairly crowded esplanade, and caused something analogous to a +panic. You see, those bombs, having had the pins extracted, made water +spouts when they burst, not to mention noise. Rumours flew so fast that +the District Brigade Major, being informed that the German fleet were +shelling the port, called out the military. Why, it is not for me to +say, and I’m not quite sure if the special constables were not called +out, too, because I was making tracks, like Huckleberry Finn, for the +back country shortly—very shortly, indeed—after the occurrence.’ + +[Illustration: GUARDING OUR COASTS. + +A Naval Patrol in difficulties in the North Sea. + +_Reproduced from ‘Flight,’ by special permission._] + +It is, of course, highly important that the observer should be able +to tell the difference between the ships of Britain and her Allies +and an enemy ship. Moreover, at 1,000 feet in a fairly good light the +observer has to distinguish between a floating mine and a war channel +buoy. ‘Then he will never cause his machine to descend to 200 feet for +the purpose of informing his pilot that _it’s a buoy_.’ All this time +communication has to be maintained with the wireless telegraphy station +ashore or afloat. Instructions sent to the ‘plane are taken down and +given effect to, or the observer’s report sent, as required. + +Furthermore, the observer must be a master of aerial gunnery, and he +must withal be an air mechanic in the best sense. One can readily +imagine what would happen if an aeroplane had to alight fifty or sixty +miles out to sea with a stubborn engine, if the pilot had no knowledge +of motor mechanism. + +Finally, the observer must possess and use sufficient intelligence and +aptitude to write a report satisfactory to the exacting minds of the +Admiralty every time he returns from his patrols. The work, in brief, +is not for every man. Many high qualities are required, and above all +the naval observer must have the spirit of daring enterprise. He must +be a man of heroic mettle. + + + + +CHAPTER XXIV + +HEROES OF THE ROYAL NAVAL AIR SERVICE + + +Here we shall see afresh that the British Naval Air Service is rich +in men who possess to a remarkable degree the qualities named in the +foregoing chapters. Flight Sub-Lieutenant Dallas, for example (who in +addition to performing consistently good work in reconnaissances and +fighting patrols since December, 1915), has been brought to notice by +the Vice-Admiral Dover Patrol for the specially gallant manner in which +he has carried out his duties. Amongst other exploits is the following: +On May 21, 1916, he sighted at least twelve hostile machines, which +had been bombing Dunkerque. He attacked one at 7,000 feet, and then +attacked a second machine close to him. After reloading he climbed +to 10,000 feet, and attacked a large hostile two-seater machine off +Westende. The machine took fire and nose-dived seawards. Another enemy +machine then appeared, which he engaged and chased to the shore, but +had to abandon owing to having used all his ammunition. For these +heroic exploits he has been awarded the Distinguished Service Cross. + +The same honour has been conferred upon Sub-Lieutenant Oxley, who acted +as observer with Flight-Lieutenant Edward H. Dunning, D.S.C., as pilot, +on escort and reconnaissance patrol for a flight of bombing machines on +the Bulgarian coast, on June 20, 1916. Two enemy machines were engaged +at close range and forced to retire, and as our machine withdrew +Flight-Lieutenant Dunning was hit in the left leg, and the machine +itself was badly damaged. Sub-Lieutenant Oxley, having first improvised +a tourniquet, which he gave to Flight-Lieutenant Dunning, took control +of the machine, whilst the latter put on the tourniquet. The pilot was +obliged to keep his thumb over a hole in the lower part of the petrol +tank in order to keep enough fuel to return to the aerodrome, where he +made an exceedingly good landing. + +The Distinguished Service Cross has also been awarded to +Flight-Sub-Lieutenant Donald Ernest Harkness, R.N.A.S., and +Flight-Sub-Lieutenant Ralph Harold Collett, R.N.A.S., in recognition +of their services on the morning of August 9, 1916, when they +dropped bombs on the airship sheds at Evere and Berchem St. Agathe. +Flight-Sub-Lieutenant Collett dropped all his bombs on the shed +at Evere from a height of between 300 and 500 feet, under very +heavy rifle, machine-gun, and shrapnel fire from all directions. +Flight-Sub-Lieutenant Harkness could not descend so low owing to the +very heavy anti-aircraft fire which had by this time been opened on +the machines, but he dropped some of his bombs on the shed, and then +proceeded to Berchem St. Agathe, which he also bombed. + +Honour has also been conferred upon Flight-Commander T. Harry England, +R.N.A.S., in recognition of his services on August 26, 1916, when, +accompanied by a military officer as observer, he flew a seaplane +forty-three miles inland from the Syrian coast, crossed a range of +hills 2,000 feet high, with clouds at 1,500 feet, and after dropping +bombs on the station of Homs, returned safely to his ship. The machine +was exposed to rifle fire at extremely low altitudes for long periods, +and Flight-Commander England showed remarkable pluck, determination, +and skill in carrying out the flight under very adverse conditions. + +Another officer to be decorated is Flight-Sub-Lieutenant Ronald +Grahame, R.N.A.S., for exceptional gallantry in attacking and beating +off four enemy seaplanes whilst on escort duty off the Belgian coast, +September 22, 1916. + +Mention must also be made of Flight-Sub-Lieutenant Stanley James +Goble, R.N.A.S., who has been decorated in recognition of his services +on September 24, 1916, when he attacked two hostile machines in the +vicinity of Ghistelles at close range, and brought one of them down on +fire in a spiral nose-dive. + +With each passing day the list of R.N.A.S. heroes grows, calling forth +just pride. Further reference to individual cases will be given later +on in these pages. It may be stated here, however, that the following +officers, together with many others in the Royal Naval Air Service, +have been decorated by the King:— + +Squadron-Commander Reginald Bone, Flight-Commander Redford Mulock, +Squadron-Commander Francis Haskins, Flight-Commander Douglas Evill, +Flight-Commander Vincent Nicholl, Flight-Lieutenant John Petre, +Flight-Lieutenant Roderic Dallas, Flight-Lieutenant Ralph Collett. +The first two officers named have been invested by the King with +the Insignia of Companions of the Distinguished Service Order. The +last-named officers have been awarded the Distinguished Service Cross. + + + + +CHAPTER XXV + +TOLD BY THE ADMIRALTY + + +Official communications are apt to make cold reading, but how much may +be ‘read into’ them! Considered in the light of a lively imagination +they convey a great deal. Between each line a story of considerable +length and great interest might be written. Take, for instance, +the following communication issued by the British Admiralty in the +latter part of October, 1916: ‘Yesterday afternoon, one of our naval +aeroplanes attacked four enemy seaplanes off Ostend. Our machine was +under fire from all four seaplanes, but succeeded in bringing down one, +which was completely destroyed, and in driving off the others.’ + +This was the second British aerial success against odds in the same +week. A few days previously a naval single-seater machine attacked a +large German double-engined tractor seaplane. The enemy pilot and +observer were shot, and the seaplane dived vertically into the sea two +miles off Ostend. Another British naval aeroplane destroyed a kite +balloon in the same locality on this occasion. + +We may crave for further details, but the time is not yet. Naval and +military censors, though subjected to much adverse criticism, are wise +in their generation. + +Experience has shown that it is far better to give a light touch or +two of romantic colouring, than to fall into the fault of conveying +the kind of direct and definite information which might by some chance +prove of service to the enemy. The following communications are +above suspicion in the direction named, but they are not devoid of +colour. They enable one to appreciate in a very real sense the heroic +achievements of our naval aviators: + +Between August 25 and 31, 1916, a series of attacks were carried out by +naval aircraft upon the Bulgarian lines of communication beyond Kavala. + +On the twenty-fifth the railway station and bridge at Buk (about +twenty-two miles north-east of Kavala) were successfully bombed. On +the twenty-sixth a similar attack upon the railway station at Drama +(twenty-two miles north-west of Kavala) resulted in the burning of a +large petrol store and considerable destruction among the rolling stock +in the sidings. Bombs were also dropped on the billets of the enemy’s +troops at Doksat (fourteen miles north-west of Kavala). + +On the twenty-seventh, Okgilar (twenty-five miles north-north-east of +Kavala) railway station, where the headquarters of the 10th Division +were situated, was successfully attacked. The station buildings were +set on fire and considerable damage was done to the permanent way. + +On the twenty-eighth Drama Station was again bombed. The station +buildings were considerably damaged. On the same day Kavala forts were +attacked with excellent results. + +On the twenty-ninth a large body of infantry and transport concentrated +at Porna (about thirty-two miles west of Kavala, on the Seres—Drama +line) were attacked. Considerable havoc was caused in the village +and among the troops. A large fire was started among the stores in +the transport park. The moral as well as the material effect of this +bombardment seems to have been considerable, as a reconnaissance made +on the following day showed that all troops, camps, and transport had +been removed from this district. + +On the thirty-first an attack was made on Angista railway station +(twenty-five miles west-north-west of Kavala). Direct hits were made +and extensive damage was caused. + +Further communications issued by the Admiralty in the same month showed +that between August 25 and 29 a series of attacks and reconnaissances +upon the enemy railway communications in Palestine were carried out by +a British seaplane squadron. These fights were made under hazardous +conditions, due to the fact that the railway runs, for the most part, +behind a range of mountains difficult for seaplanes to surmount. +Bombs were dropped on Afuleh Junction, where considerable damage +was done to the rolling stock, permanent way, and to stores in the +vicinity. A railway engine and fourteen carriages were also set on +fire and destroyed. The railway stations at Tulkeram and Ardana and +an enemy camp four miles north-west of Remleh (thirteen miles from +Jaffa) were successfully bombarded and severely damaged. And on August +26 a seaplane bombarded the railway station at Homs (about eighty +miles north of Damascus). This flight, carried out at a distance of +forty-five miles inland under extremely adverse conditions and through +clouds low down on the mountains, was a singularly fine performance for +a seaplane. + +At a later date, from September 13 to September 22, further series of +attacks were carried out by naval aeroplanes operating against the +Bulgarian coast. On the thirteenth the head quarters of the Bulgarian +10th Division at Bademli Chiftlik were attacked, with considerable +effect. Subsequently these head quarters were removed elsewhere, +but were discovered, and attacked three days later, with excellent +results. A large explosion was caused, and a fire, which lasted for +a considerable time, broke out among the buildings. On the sixteenth +considerable damage was caused to transport proceeding on the road +towards Drama, and on the same day the shipping in Foujes harbour +was bombed. On the seventeenth and eighteenth the rolling stock, +gun emplacements, and stores at Drama station were bombarded and +considerable damage done to them. On the nineteenth a column of troops +and transport were thoroughly plied with small bombs, which caused +considerable damage and confusion. + +In October, 1916, a hostile seaplane was shot down and destroyed +by one of our naval aircraft. The enemy machine fell into the sea. +This was evidently the raider that approached Sheerness at 1.45 +p.m., flying very high. Four bombs were dropped, three of which fell +into the harbour. The fourth fell in the vicinity of the railway +station, damaging several railway carriages. No casualties, however, +were caused. Naval aeroplanes went up and the raider made off in a +north-easterly direction. But our men of the Royal Naval Air Service +pursued the enemy machine, and after a short, sharp battle in the air, +sent it diving into the sea. + + + + +CHAPTER XXVI + +HEROES OF FRANCE + + +_Vive la France!_ To her heroic sons we owe in a great measure the +supremacy in the air enjoyed by the Allies. Who can forget the heroic +and skilful M. Pégoud? Great is our debt to him. With his remarkable +skill as a pilot in the earlier days of flying—his wonderful diving, +‘turning and twisting,’ his ‘looping the loop’ and flying upside down, +all with amazing ease and grace—he taught the astonished world a great +object-lesson in the materiality of the air. ‘He showed that the air +can give the aviator as much support as water to a fancy swimmer, and +that where stability is lacking the human brain can supply the need, +and that in human flight, like the bird and its wings, the machine +and the individual can be in closest touch.’ To his bold example and +skilful illustrations as a pilot we owe more than can be told. Above +all, would we praise his heroic spirit. + +It is indeed the heroic spirit of the airmen of France that has been +largely the source of our great success. Who has not heard how at the +time of the great German offensive against Verdun the aviators of +France, thinking of naught but conquest for their beloved country, flew +straight into enemy aircraft, thus robbing the enemy’s pilots of their +nerve, and gaining a supremacy by their self-sacrificing courage which +has remained firmly in their grasp! And never must we forget that to +the heroic courage of the airmen of France is added remarkable skill. +Take, for instance, the triumphant French aviator Lieutenant Nungesser, +who has brought down no less than twenty enemy machines. Such victories +could only have been gained by great skill linked with indomitable +courage. + +The official communiqués of France tell many thrilling stories. +Take, for instance, the following for September, 1916: ‘One of our +aeroplanes, which was attacked by four enemy machines, succeeded +in freeing itself from its opponents, one of which, subjected to +machine-gun fire at very close quarters, fell in the Chaulnes district. + +‘September 7.—Our Service d’Aviation took an active part in the +actions of the past days on the Somme front, watching the movements +of the enemy’s infantry, carrying out bombardments in the rear of the +German lines, and attacking with machine-guns troops on the march. Our +machines, armed with guns, repeatedly bombarded the enemy’s trenches. +During the air-fights which took place yesterday two machines were +brought down by our pilots. One fell in the direction of Gueudecourt, +and the other in the neighbourhood of Brie-en-Santerre. + +‘Five other German machines were forced to descend damaged. + +‘During the night of the sixth, in spite of unfavourable atmospheric +conditions, sixteen of our bombarding aeroplanes dropped heavy bombs on +railway stations, bivouacs, and enemy stores at Roisel and Villecourt +(Sommecourt), where a big fire was caused. + +‘September 8.—Yesterday, on the Somme front, two enemy aeroplanes were +brought down in the region of Epenancourt. Another was forced to land +after a fight near our lines, and was destroyed by artillery fire.’ + +On the fifth day of the same month the champion French aviator of whom +we have read, Lieutenant Guynemer, brought down in the region of +Ablaincourt his fifteenth enemy aeroplane. + +On September 10, 1916, French aeroplanes were engaged in forty actions +over the enemy lines, in the course of which the German aircraft +suffered appreciable losses. On the Somme front, Adjutant Dorme +brought down his ninth aeroplane, which fell at Beaulencourt, south of +Bapaume. Four other German machines fell damaged—one in the region of +La Maisonette, the other to the north and the east of Péronne. On the +Verdun front an enemy aeroplane which came under machine-gun fire at +very short range crashed to the ground near Dieppe. Another machine was +brought down in the German first lines near Vauquois. + +On the following night French aeroplane squadrons dropped 480 bombs on +the stations and enemy depots in the region of Chauny. Several machines +belonging to this squadron twice flew from their aerodrome to the place +where the bombardment was carried out. During the same night eighteen +aeroplanes dropped numerous bombs on the military establishments at Ham +and in the region to the south of Péronne. + +The French aviator, Adjutant Maxime Lenoir, who distinguished himself +at this time, calls for special note. On August 4, 1916, he brought +down his sixth enemy machine, and performed other most valuable +services. The coveted decoration, the Legion of Honour, has been +conferred upon him. + +Concerning French pilots in general, Mr. Lawrence Jarrold, writing in +the _Daily Telegraph_, has said: ‘In aviation, _les Boches n’existent +plus_, every one in this camp agrees. Since the Somme offensive no +German aeroplane has ever dared to cross its own lines into French +territory. The French have invented methods of air photography the +perfection of which is almost miraculous. “Does not the enemy do the +same?” I asked. “No, he never comes to photograph us, because we never +let him.” In July fifty-eight German aeroplanes were brought down by +the French attacking squadron. One of the new French machines alone +brought down seven Boches, and not one of these machines was lost. +These are the new attacking machines of extraordinary speed. There +are other new French aeroplanes of great power. Some of these have +lost a gunner killed, but all have always come back. One of the French +aviator-captains who showed me over the camp was the officer who had +himself read the letter taken from a German aviator officer, moaning +over the incompetency of German aviation. That German aviation has +ceased to count on the Somme is no exaggeration at all. One morning I +saw over twenty French sausages lolling in the air, where they cast a +seeing eye upon the German positions. Not a single German sausage was +anywhere to be seen—none has been seen for weeks. “The moment a German +sausage comes up, one of my men rises and puts an inflammatory fuse +into the thing, and it bursts up,” said the aviator-captain.’ + +Mr. Jarrold also reported that the same fate had befallen the German +aeroplanes. ‘Not one dares cross over the lines. The result is that +the German artilleryman is blind. He fires over and over again at the +same place upon which he had long ago trained his gun, but he can fire +nowhere else with any knowledge. French mastery of the air on the Somme +is an absolute fact. But in the air, on the Somme, the Boches are now +powerless, and the French work their war machine absolutely peacefully. +Their aviators have told them that they are safe from air attacks, and +they know it is a fact.’ + +On September 15 French aviators particularly distinguished themselves +in combats above the enemy’s lines on the Somme front. Sub-Lieutenant +Guynemer brought down his sixteenth, Sub-Lieutenant Nungesser his +twelfth, Lieutenant Heurtaux his sixth, and Sub-Lieutenant de Rothefort +his sixth aeroplane. Moreover, it was confirmed that, in one of the +recent fights, Lieutenant Deullin secured his sixth victory. Two other +German machines, attacked at very short range, were forced to descend +in a seriously damaged condition. Moreover, on the Verdun front, an +enemy machine was brought down to the north of Douaumont. + +Bombarding aircraft showed great activity during the night of the +fourteenth. A squadron of ten machines dropped eighty-five bombs on +the railway stations and the lines at Tergnier and Chauny, and on the +station and the huts at Guiscard. Many of the bombs found their mark. A +big fire was observed at Tergnier and the beginning of an outbreak at +Guiscard. Another French squadron dropped forty bombs on the barracks +at Stenay, where several fires were observed, and forty on the works +at Rombach. One pilot got as far as Dillingen, in the Valley of the +Saar, where he dropped eight bombs on a large workshop, causing a +fire. During the same night the blast furnaces at Rombach received ten +bombs, and the railway from Metz to Pont-a-Mousson four, which caused +considerable damage. + +Later, it was learnt that besides the nine German aeroplanes brought +down on the French front on the fifteenth, six other enemy machines +were forced to come down in a damaged condition in their own lines +after fights with French pilots. + +On September 17 it was confirmed that an enemy machine, which was +attacked by machine-gun fire by Adjutant Lenoir, fell north of +Douaumont. This was the eighth brought down by this pilot. It was also +confirmed that Adjutant Dorme defeated his tenth enemy machine, which +fell on September 15 between Erie and Ennemain. + +At a later date (September 23), French aviators fought fifty-six +engagements on the Somme front, in the course of which four enemy +machines were brought down, while four others were seen to fall in a +damaged condition. During these fights Adjutant Dorme brought down +his eleventh German machine (in the neighbourhood of Goyencourt), +Lieutenant Deullin his seventh (south of Doingt), Adjutant Tarascon +his sixth (south-west of Hergny). The fourth German machine reported +as having been brought down fell south-west of Rocquigny. On the same +day, in the region of Verdun, Adjutant Lenoir attacked a German machine +at close quarters and brought it down in its lines north of Douaumont. +This was the tenth machine brought down by Adjutant Lenoir. + +At a later date, the French pilot, Adjutant Baron, accompanied +by a bombardier, left his aviation camp at 7.15 p.m. and reached +Ludwigshafen, in the Palatinate (about 100 miles from the nearest point +of the French border), where three bombs were dropped on military +establishments. Continuing their route, the aviators dropped three more +bombs on an important factory at Mannheim (ten miles farther east), on +the right bank of the Rhine, where a vast fire and several explosions +were noticed. The aviators returned safely at 12.50 a.m. + +On September 24, the German aviators having shown more activity than +usual, French _escadrilles de chasse_ delivered on the greater part +of the front veritable aerial battles. French pilots gained great +successes and indisputably had the upper hand of the enemy. On the +Somme front there were twenty-nine engagements; four enemy aeroplanes +were brought down. One fell in the Vaux woods. Two others successively +attacked by Sous-Lieutenant Guynemer came down in flames after some +minutes’ fighting. Sous-Lieutenant Guynemer consequently brought +down the same day his seventeenth and eighteenth aeroplanes. The +fourth machine fell south of Misery. Three other German machines were +seriously hit and fell wrecked near Estrees; and in the region of +Péronne four enemy machines were compelled to come to earth in their +own lines. It is also confirmed that one of the German aeroplanes, +given as seriously hit on September 22, was brought down between Misery +and Villers-Carbonnel. Farther to the south, between Chaulnes and the +Avre, six German machines were brought down. One of them fell in flames +near Chaulnes, in the course of an engagement between four machines +and a group of six enemy machines. The second fell at Licourt, the +third at Parvillers, the fourth was seen crashing to earth south of +Marchelepot, the fifth and sixth were brought down by the same pilot +in an engagement between one of the French squadrons and six German +aeroplanes, and they fell in the region of Andechy, one of them in +the French lines. In the region north of Chalons a Fokker fell in +flames near the French lines, and another Fokker appeared to have +been seriously hit. In the Verdun region an enemy aeroplane was fired +at by machine-guns at close quarters, side-slipped, and descended on +the Poivre Hill. East of St. Mihiel a Fokker nose-dived into its own +lines. In Lorraine a French pilot pursued a German machine for twenty +kilometres (12½ miles) into its own lines, killed the passenger, and +compelled the machine to descend. Another enemy machine came down in +the Forest of Gamecy. Finally, in the Vosges, two enemy aeroplanes +nose-dived into their own lines in an abnormal manner after fights with +French pilots. + +It is noteworthy that on the following morning Captain de Beauchamps +and Lieutenant Daucourt, each piloting a machine, started at +eleven o’clock from their aerodrome, and threw twelve bombs on the +factories of Essen (Westphalia). The aviators returned safely to +their landing-point after accomplishing a flight of 800 kilometres +(500 miles)—a remarkable achievement! Captain de Beauchamps, +who is twenty-nine years of age, once commanded a squadron on the +Eastern frontier, and Lieutenant Guynemer served for some time under +him. Lieutenant Daucourt, thirty-seven years old, also has many +long-distance flights to his credit. In April, 1913, he flew from Paris +to Berlin, a distance of 560 miles, beating his own ‘record’ in the +contest for the Pommery Cup, when he made the journey from Calais to +Biarritz. In October of the same year he started with a passenger for +Cairo, a flight of 3,750 miles, but was forced to land in the Cilician +Taurus, on November 26, owing to an accident. He has been mentioned in +Army Orders for his fine courage and tenacity in the accomplishment of +missions. In February, 1915, when attacked by two German aeroplanes and +his machine-gun had jammed, he escaped by daring airmanship. In the +following month he attacked four enemy machines single-handed, and put +them to flight. + +Special reference must also be made to the heroic French aviator, +Adjutant Tarascon, who was mentioned in the official communiqué of +September 18 as having brought down five German aeroplanes. We learn +from a French source that he enlisted voluntarily, having been rejected +owing to an aviation accident, of which he was the victim, in peace +time. He was picked up in a very serious state, and it was found +necessary to amputate his left leg. Tarascon temporarily abandoned +the sport which cost him this infirmity, but asked to be allowed to +resume his position as pilot when it was a question of defending his +country. The courage of this hero cannot be sufficiently admired. He is +an expert, and one would never believe, whilst watching the evolutions +of the aeroplane which he handles with such skill, that he had but one +leg. Recently, during one of these astonishing raids, almost level +with the tops of the trees above the enemy lines, which have become a +speciality of Allied aviation, Tarascon received a shell splinter in +his artificial leg, the shot being so violent that the leg was broken. + +A number of American volunteers are in the French Air Service. Inspired +by the example of the heroic sons of the country they delight to serve, +they have earned high honours and warm praise. Describing an action +witnessed from an anti-aircraft gun emplacement, one writer says: + +‘The Germans dropped back for a moment, then the whole force came +forward to attack the Americans. There was a circular counter formation +on the part of the Americans, and the rapid firing of the guns was +accelerated.... At times it was impossible to distinguish the Germans +from the Americans in this most unequal fight. We saw Prince and +Balsley capsize and fall. In the apparent death-drop Prince righted +his machine when near the ground, and returned to the aviation field +uninjured, but with a bullet through his helmet. Balsley was not so +fortunate. He owes his life, perhaps, to the fact that his feet were +strapped to the controls. An explosive bullet struck him on the hip, +rendering him helpless for a time, but he was able to regain command +of his machine sufficiently to make a landing, though the machine +was completely wrecked. Balsley explains that his machine-gun jammed +during the second rush of the Germans. He is now in the American +Ambulance Hospital in Paris. His wound is not believed to be dangerous, +but the doctors say he will never fly again. Just after these two +men had fallen, when things looked bad for the American squadron, +reinforcements of French machines came up. The Germans were soon +driven back across the lines, and the engagement was over. One German +machine was destroyed and its two occupants killed, others were +injured. The French suffered no casualties except the wounding of +Balsley and the loss of his machine. + +‘The American aviators are not reckless or foolhardy, but brilliant +fliers, who use their heads. They continue to be very active, despite +unfavourable circumstances, such as repeated bombardments of their +camps and hangars by German aviators. The Germans try constantly +to draw out the Americans. At Belfort they sought to get them at a +disadvantage, and again just recently in a raid on Bar-le-Duc. In this +latter engagement the Americans ascended as the invading squadron’s +approach was telephoned from the firing line. They met and opened fire +directly over the French hangars at Bar-le-Duc. The Germans again +outnumbered them two to one. Both the French captain and Prince were +forced to come down, one with a punctured gasoline tank, and the other +with his ammunition box blown off by explosive bullets. Soon after +Cowden’s machine-gun choked, and he, too, descended, leaving Hall and +Chapman to fight off the Germans alone until reinforced by a French +squadron from Toul. They were then able to force the Germans back into +German territory and inflict heavy losses, though no injuries were +suffered on the French side.’ + +Among the American aviators who have been most successful is Lieutenant +Thaw. He has fought sixteen battles and brought down five adversaries. +His machine received several bullets while over the German lines at +Verdun, one of which hit him in the elbow, breaking a small bone. He +has recovered, and is again with the Corps. Sergeant Kiffin Rockwell +destroyed a German ‘plane on May 18, and attacked several on May 26, +when he was badly wounded in the face. He brought down two German +machines during the battle at Verdun. Sergeant Bert Hall, after a long, +hard fight on May 22, brought down a German from a height of 13,000 +feet. He followed it down 3,000 feet, and saw it crash to the ground +just within the German lines. + +On September 25, 1916, French _avions de chasse_ fought forty-seven +engagements on the Somme front. Five enemy machines were brought down, +while three more, which were seriously damaged, were obliged to +alight. Another machine, which was attacked at close quarters with a +machine-gun, fell disabled, but could not be followed to the ground. +During these engagements, Sous-Lieutenant Heurtaux brought down his +eighth machine in the direction of Villers Carbonnel, and Adjutant +Dorme his twelfth machine north of Lieramont. In the Woevre, Adjutant +Lenoir attacked an enemy machine constructed to carry three, and after +a very hard fight brought it down near Fromezey (north-west of Etain). +This was the eleventh machine brought down by this pilot. + +Further aerial combats, which again resulted in victory for the French +aviators, were fought on September 27. Sous-Lieutenant Nungesser in +the course of the day alone brought down two German aeroplanes between +Le Transloy and Rocquigny, and an enemy captive balloon, which fell +in flames in the Neuville district. These three victories bring up to +seventeen the number of machines brought down by this pilot. Moreover, +two other German aeroplanes which had been seriously hit fell out of +control—one towards Le Transloy and the other near Le Mesnil Bruntel. +Another captive balloon, attacked by French pilots, collapsed near +Nurlu. In Champagne a Fokker, attacked at close quarters, fell at first +in spirals, then vertically, and was smashed, crashing to the ground at +Grateuil. + +It is noteworthy that the much-vaunted German Fokker machine was now +under the shadow of defeat. On September 27 a Fokker, on being attacked +by a French pilot, crashed to the ground near Rheims. Another, shortly +after, ‘nose-dived’ into its own lines. Many other German machines +of the same type fell victims to the courageous and skilful French +aviators. + +The French communiqué of September 24 recorded Lieutenant Guynemer’s +seventeenth and eighteenth victories over German aircraft on the +Somme front. As a matter of fact, Lieutenant Guynemer destroyed three +aeroplanes on that day while extricating a brother aviator from the +clutches of five enemy craft. Two of the latter took flight, and three +remained. At 11.22 the first German was shot down. The second followed +thirty seconds later, and the third, already in full flight, was +destroyed at 11.25. + +A summing up of the French communiqués issued between July 1 and +September 25 showed that 250 enemy aeroplanes had been destroyed +or brought down out of control within their own lines; twenty-two +observation balloons had been burned; 142 objectives within the +territory occupied by the Germans had been hit; and 5,426 bombs had +been dropped. Such figures bear eloquent testimony to the air services +of our gallant Allies. + +Further good work was done in October of the same year. On the second +day of the month Sergeant Sauvage brought down his fifth German +machine. A few days later Adjutant-Pilot Baron and Adjutant Chazard +bombarded at Stuttgart the Bosch magneto factory. Dense smoke was seen +rising from this factory as the result of the bombardment. Stuttgart, +the capital of Würtemberg, is 100 miles from the nearest point on the +French frontier. The return journey, therefore, involved a flight of at +least 200 miles. + +On the tenth day of the same month, in addition to numerous +surveillance, reconnaissance, and range-regulating flights, French +aeroplanes fought fifteen engagements in the Verdun region, fourteen +south of the Somme, and forty-four north of that river. In the course +of the latter engagements four enemy machines were brought down, one +by Adjutant Dorme, who thus brought down his thirteenth machine. Six +other enemy machines were seriously hit and fell into the German lines. + +It is noteworthy, as showing the unity of action between the French +and British Air Services, that on October 13 a Franco-British squadron +of forty aeroplanes bombarded the Mauser Works at Oberndorf on the +Neckar. Four thousand three hundred and forty kilogrammes (over four +tons) weight of projectiles were dropped, and their attainment of the +objectives aimed at was noted. Six German aeroplanes were brought +down in the course of fights into which they entered to defend their +factories. The raid on the Mauser factory was one of a series of +attacks on important works in Germany carried out by Allied aviators. +During the previous three weeks military establishments, blast +furnaces, and factories had been raided. + +A new method of warfare for aviators, first undertaken by French +pilots, is that of flying low over the enemy’s lines, and attacking +enemy troops with machine-gun fire. The _Daily Telegraph_ Paris +correspondent, praising this work, has stated that ‘the aviators +attached to the infantry belong to a special section. They precede +each attacking wave by a few yards and fly extraordinarily low, +sometimes not more than a hundred yards or so above the enemy’s lines, +upon which they drop bombs, thus paving the way for the infantry +advance, and simultaneously, of course, signalling back information to +the infantry as it comes on.’ + +On October 22 it was reported that Adjutant Dorme had brought down +his fifteenth machine at Barleux, and Marechal de Logis Flachaire +his fifth machine, which was dashed to pieces on the ground in the +same district. On the following day, in spite of a thick mist, French +aircraft displayed activity and fought some twenty engagements. Three +enemy machines were brought down—one to the north of Azannes, another +near Ornes, while the third was seen to fall with a broken wing north +of Romagne. Following upon an engagement fought by one of the French +air squadrons with an enemy group in the region of Verdun, one of the +French pilots came down to within about a hundred yards from the ground +in order to set fire to a shed and to open with his machine-gun on a +motor-car. + +Later it was reported that Sergt.-Aviator Sauvage had brought down +his fifth German aeroplane. He was the youngest French aviator to +be mentioned in dispatches. His one desire, we learn, since he was +fourteen, was to become an aviator. At sixteen he was apprenticed to +a small aeroplane builder. He worked hard, and under the direction of +the aviator Gilbert he built a machine to which he added some small +improvement. He had just gone to Valenciennes to try this machine when +war broke out, and he had to make off, leaving the aeroplane behind, +which presumably fell into the hands of the Germans. After one year of +war he managed to get taken into the aviation service, got his pilot’s +licence in March, and went to the front three months later. + +It may be recorded here that a new name has been added to the official +list of French aviators considered worthy of mention in dispatches. +This distinction is awarded only after an aviator has brought down +his fifth enemy machine. At the time of writing (October, 1916), the +following heroic French aviators enjoy this remarkable distinction: +Sous-Lieutenant Guynemer, who has brought down eighteen enemy machines; +Sous-Lieutenant Nungesser, seventeen; Adjutant Dorme, fifteen; +Sous-Lieutenant Navarre, twelve; Adjutant Lenoir, eleven; Lieutenant +Heurtaux, ten; Sergeant Chainat, nine; Lieutenant Deullin, eight; +Sous-Lieutenant Chaput, eight; Sous-Lieutenant De la Tour, seven; +Sous-Lieutenant Pégoud, six (killed in action); Sous-Lieutenant De +Rochefort, six (killed in action); Adjutant Tarascon, six; Adjutant +Bloch, Sergeant Viallet, Sergeant Sauvage, Adjutant Lufbery (American), +and Marechal des Logis Flachaire, each five. + +There can be no fitting praise in view of such achievements. Truly +France has many heroic sons! Again comes the cry—_Vive la France!_ + + + + +CHAPTER XXVII + +AWARDS AND DECORATIONS + + +The various awards and decorations conferred upon aviators and other +men of heroic stamp claim our keenest interest. Mention has already +been made of the Victoria Cross and other familiar orders. Here we +purpose setting down a few of the outstanding points of interest +regarding leading French and Russian orders and decorations, and of +certain medals awarded by our own King for heroic and meritorious +service. + +The Legion of Honour is the only _Order_ of France. It was instituted +by Napoleon in 1802 as a general military and civil order of merit. The +French Cross of War dates from 1915, and is awarded for distinguished +service to both officers and men. The qualification for the distinction +is that the action must be mentioned in the orders of the day. The +French military medal was created in 1852. N.C.O.’s and men are +eligible. It is also deemed the highest decoration for generals. + +The Russian Order of St. George was founded in 1769 by the Empress +Catherine II. It was originally intended to be a reward for conspicuous +bravery in the field. It consists of eight classes, the first four +of which are higher degrees, and are awarded to officers only, the +remaining four being reserved for men. The peculiar method of tying the +ribbon of the order indicates the various classes. + +The English Distinguished Conduct Medal was instituted in 1862, and +is awarded for individual acts of distinguished conduct in the field. +The Distinguished Service Medal was instituted in 1914, and is awarded +to chief petty officers and men of the Navy, and non-commissioned +officers and men of the Royal Marines in cases where the Distinguished +Service Order would be inappropriate. The Distinguished Service Cross +was originally the Conspicuous Service Cross instituted in 1901. In +1914 the title was changed to the Distinguished Service Cross, and all +officers below the rank of Lieutenant-Commander were made eligible for +the award. It is frequently bestowed in cases where services are not +considered of a suitable nature for appointment to the Distinguished +Service Order. + +[Illustration: AWARDS AND DECORATIONS. + + 1. The Legion of Honour: Fifth Order, Croix Chevalier. + 2. The French Cross of War. + 3. The English Distinguished Service Cross. + 4. Distinguished Service Medal. +] + +We shall here see afresh how widely and how well awards and decorations +have been earned by our airmen. Captain William Douglas Stock Sanday, +M.C., R.F.C., has been made a Companion of the Distinguished Service +Order for conspicuous gallantry and skill. He had led over thirty-five +patrols with great courage. On one occasion a machine of his formation +was attacked, but he charged and brought down the enemy machine in +flames. He has destroyed at least four enemy machines. + +The same honour has been conferred upon Lieutenant (temporary Captain) +Alan Machin Wilkinson, for conspicuous gallantry and skill. He has +shown great dash in attacking enemy machines, and up to the end of +August, 1916, he had accounted for five. On one occasion while fighting +a hostile machine he was attacked from behind, but out-manœuvred the +enemy and shot him down. Finally he got back, his machine much damaged +by machine-gun fire. + +The Military Cross has been awarded to Lieutenant (temporary Captain) +Leslie Peech Aizlewood, for conspicuous gallantry and skill. Seeing +five hostile machines, he manœuvred to get between them and their +lines; then, diving on one of them, he reserved his fire till he was +only twenty yards off. The hostile machine fell out of control, but he +was so close to it that he collided with it, breaking his propeller and +damaging his machine. Though it was barely controllable, he managed to +get back to our lines. + +The same decoration has been conferred on Lieutenant (temporary +Captain) John Oliver Andrews, for conspicuous gallantry and skill. He +has proved a fine leader of offensive patrols, and has himself shot +down four enemy machines. On one occasion he got within twenty-five +yards of an enemy machine under heavy fire and brought it down a wreck. + +The Military Cross has also been earned by Lieutenant (temporary +Captain) Keith Riddell Binning, for conspicuous gallantry and skill, +notably when he made two patrol flights over the enemy’s trenches +at a height of under 1,000 feet. His machine was repeatedly hit by +machine-gun and rifle fire, but he rendered exact reports of the +position of our own and the enemy’s troops. + +Lieutenant Allan Duncan Bell-Irving has also earned the Military Cross +for gallantry and skill in attacking a hostile balloon at 1,000 feet +under heavy fire and bringing it down in flames. On a previous occasion +he brought down a hostile machine. + +Second-Lieutenant Walter Horace Carlyle Buntine is another recipient +of the Military Cross. As escort to a bombing raid he attacked several +hostile machines, one of which fell to the ground nose first. Later he +was attacked by three enemy machines, his own machine being damaged +and himself severely wounded. With great skill he managed to land in +our lines, though most of his propeller was shot away and his machine +otherwise much damaged. + +Second-Lieutenant Clifford Westley Busk has also been decorated with +the Military Cross. He has taken part in many reconnaissances and +fights, and on one occasion shot down an enemy aeroplane. On another +occasion, when his pilot’s control wires were cut and the machine went +into a spin, he helped to restore stability by leaning far out on the +upper side, and remained in this position till the machine got home. + +Another officer in the R.F.C. to receive the Military Cross is +Lieutenant (temporary Captain) James Lander Chalmers. He has done much +fine counter-battery work, often flying very low under heavy fire from +the ground. On one occasion one of our shells broke the main spar of +his machine. On another in one flight he dealt effectively with four +enemy batteries. + +It will be seen that the Military Cross is a much favoured decoration +for officers of the Royal Flying Corps. The deeds of gallantry and +skill, however, for which the Cross has been awarded vary in many +cases. Second-Lieutenant Leslie Frederick Forbes, has, for instance, +been decorated for conspicuous gallantry and ability in attacking +hostile machines and bombing railway lines, especially on one occasion, +when he descended to 350 feet in order to accomplish his object. +Second-Lieutenant Euan James Leslie Warren Gilchrist has also been +decorated for conspicuous gallantry and skill when he attacked a +hostile balloon and brought it down in flames, although under heavy +fire and attacked by six hostile machines. + +The case of Second-Lieutenant (temporary Captain) Ian Henry David +Henderson is also worthy of special note. He drove down a machine out +of control, and two days later dispersed six enemy machines which +were attacking his formation. A few days later again he brought down +an enemy biplane, the observer being apparently killed. A week after +this he attacked and drove down another machine which had wounded his +leader. He has also carried out several excellent contact patrols and +attacked retiring artillery and a kite balloon. Another heroic pilot +(Second-Lieutenant Geoffrey Terence Roland Hill) attacked an enemy kite +balloon under very difficult circumstances, and continued firing until +he was within twenty feet of it. He was then only 1,000 feet from the +ground and under heavy fire from anti-aircraft and machine-guns, but on +looking round he saw the burning wreckage of the balloon on the ground. +Mention must also be made of Captain Henry John Francis Hunter, who +has done fine work for the artillery, and has accounted for many enemy +guns. On one occasion, when a heavy storm drove all other machines back +to their aerodromes, and the enemy guns took the opportunity to become +active, he remained up and did excellent work. + +Lieutenant (temporary Captain) Charles C. Miles has earned distinction +for showing great dash in contact patrol work. On one occasion he +reconnoitred an enemy trench at 500 feet altitude, under heavy fire, +which severely damaged his machine. Five days later, while working at +600 feet, he was severely wounded. + +On one occasion another heroic pilot, Captain Pearson, with one +other pilot, attacked ten hostile aeroplanes. The other pilot had +his controls cut and had to return, but Captain Pearson fought on +till all the enemy aeroplanes were dispersed. On another occasion +he bombed trains from a low altitude. He has done other fine work, +and has been decorated by the King. Another pilot of similar stamp +is Second-Lieutenant Herbert H. Turk, who, with Lieutenant Scott as +observer, attacked seven hostile machines flying in formation. One +was brought down as a wreck. When turning to meet another machine his +rudder controls were shot away, and his machine got into a spinning +nose-dive. After falling 5,000 feet he partially regained control, and, +though his machine kept on turning, he managed to land safely. The +machine was badly damaged; but, thanks to his skill, neither he nor his +observer was hurt. He has been awarded the Military Cross. + +Another to receive the Military Cross is Lieutenant John R. Philpott +for conspicuous gallantry and skill in descending to about 300 feet, +under heavy fire of all descriptions, in order to bomb a train. +Finding that his fellow-officer, Captain Tyson, had wrecked the train, +he dropped his bombs on a station and then assisted him to beat off +hostile machines. He then, with Captain Tyson, attacked a machine which +was endeavouring to leave the ground. He had previously displayed great +gallantry. + +In recognition of their gallantry and skill Captain J. Upton Kelly and +Captain A. M. Miller have been made Companions of the Distinguished +Service Order. Captain Kelly when making a reconnaissance came down to +700 feet under heavy fire, and obtained valuable information. Again, in +attempting to observe through clouds, he flew over the enemy lines at +500 feet, and although severely wounded and almost blind, he brought +his machine back to our lines. Captain Miller on one occasion flew +close to the ground along a line of hostile machine-guns, engaging them +with his machine-gun, drawing their fire, and enabling the cavalry to +advance. Again, when alone, he engaged five enemy machines, bringing +one down, and also successfully bombed a troop train, coming down to +300 feet to make sure of hitting. + +Besides the names already given, the following officers have been +awarded the Military Cross: Lieutenant Norman Brearley, Captain +Dixon-Spain, Second-Lieutenant Spencer Reid. Each has performed +remarkable feats. Lieutenant Brearley on one occasion went out to +attack an enemy kite-balloon and managed to get immediately above his +objective. He then pretended that he had been hit by anti-aircraft +fire and side slipped down to 1,500 feet, when he suddenly dived at +the balloon, which was being hauled down, and fired into it until he +almost touched it. When at 300 feet from the ground, the balloon burst +into flames and was entirely destroyed. Captain Dixon-Spain, with +Second-Lieutenant Reid as pilot, attacked and drove back a hostile +machine. A few minutes later four hostile machines were seen, three of +which were attacked, one after another, and driven back, the fourth +being accounted for by another patrol. Another time they attacked two +hostile machines, shot one down, and drove the other back. Two days +later they attacked two more machines, of which one is believed to +have been destroyed, the other being pursued back to its aerodrome. + +Reference must also be made of the courage and fortitude of Lieutenant +Eardley Harper, who has been awarded the Military Cross for conspicuous +skill in many aerial combats, and notably when his machine, with two +others, met six hostile aeroplanes. He at once attacked, and shot down +one machine. He then attacked and drove down a second one. A thick fog +came on, and in landing his machine was wrecked, and he was badly cut +and shaken. He managed, however, to walk two miles to his aerodrome and +to deliver his report before collapsing. + +Another noteworthy case is that of Lieutenant Charles M. Chapman, who +has been awarded the Military Cross for conspicuous skill in action +against hostile aeroplanes. On one occasion he attacked three ‘L.V.’ +machines and one Fokker, shooting the latter down. Later, during an air +battle with eleven enemy machines, he brought another Fokker down. + + + + +CHAPTER XXVIII + +FRENCH APPRECIATION + + +The _Matin_ has published a most appreciative article on the heroic +deeds of British aviators. ‘The English aviators,’ says the writer, +‘are entrusted with the same mission as the French. The same halo of +brilliancy encircles them, they obtain the same glorious results, and +yet there is an indefinable something which distinguished them from +their French colleagues. What is this elusive quality which enables one +to distinguish the nationality of the aviator on merely hearing the +details of an aerial exploit? I think it is because our Allies carry +on aerial warfare in a more sporting than military spirit. They regard +an encounter in the air with their abhorred enemies as an exciting and +thrilling experience.’ + +The writer goes on to observe that the English mode of action, while +permitting the British remarkable results, has also the inconvenience +of augmenting the losses. ‘The combat in the air is often unequal, +the Englishman will not hesitate to attack single-handed ten or twelve +Germans. He brings down several, but is often beaten himself in the +long run by force of numbers. The English, with perfect loyalty, +state in their official communiqués the number of their aeroplanes +which do not return to their base. In September they lost forty-eight +airmen, brought down fifty-three enemy machines, and damaged about one +hundred. The French during this month brought down fifty-six, damaged +fifty-seven, but their losses were very much less. + +‘But marvellous,’ the article continues, ‘are the deeds of heroism +inscribed each day in the annals of the Royal Flying Corps. I will +cite a few of them. During a reconnaissance in Egypt an aeroplane was +attacked by two enemy machines. A bullet broke the English pilot’s jaw, +another pierced his shoulder, a third found a resting-place in his left +leg, and finally his left hand was also wounded. He fainted, regaining +consciousness when only 150 metres above the earth. He was over his own +lines. He brought his machine safely to land, and then found that his +observer was wounded in the chest and shoulder. With difficulty he +made his report and fainted and died.’ + +Another case cited is that of the heroic aviator Lieutenant Albert +Ball, who during a bombing mission noticed twenty enemy aeroplanes, +divided into three groups. He advanced towards the first group, which +contained seven machines, and fired on them at a distance of ten yards. +The first German wavered, wheeled, and fell. He then threw himself +upon the others, firing two volleys at them. The first took fire and +fell. The others attempted to escape, but Lieutenant Ball immediately +started in pursuit and followed them until he had discharged his last +cartridge, one of the enemy machines falling on a house in a village. +Ball then returned for more ammunition, came back to the charge, and +attacked three more aeroplanes, which he put out of action, then, +having no more petrol, was obliged to return to his base with his +machine disabled. + +In another part of the article the writer observes that attacks on +trains are very popular with the R.F.C. ‘In spite of the bad weather +Lieutenant Owen Tudor Boyd one day descended to within 350 metres +in order to drop bombs on a passing train. Lieutenant Gordon Kidd +descended from 2,200 metres to 300 for the pleasure of dropping a +bomb on a munition train, which caught fire and blocked the line with +wreckage. Lieutenant Taylor derailed a troop train. Lieutenant Gordon +Gould, attacked during a reconnaissance, was wounded in the leg. In +spite of the intense pain, he brought down one enemy machine, severely +damaged another, and then calmly continued his appointed work.’ + +Special reference is also made to Captain Gerald Speim, who, one day, +observed four enemy machines. He attacked three, one after the other, +and put them to flight, the fourth in the meantime being engaged by +another Englishman. The following day he fought two enemy machines, +brought one down, forced the other to recede, and continued his +successful career by again bringing down a German machine the next +day. Other British airmen referred to in the article are Lieutenant +Evans and Lieutenant MacLaren. Lieutenant Evans, during one flight, +conquered four German machines, crashing them to earth. A remarkable +feat was accomplished by MacLaren. Flying over an enemy aerodrome, +he noticed a machine about to rise. Pilot and observer were in their +places, mechanicians held the wings. MacLaren came gently down to +within thirty yards and dropped a bomb. Aeroplane, pilot, observer, +and mechanicians were vanquished. Then MacLaren went serenely on +his bombing way, set fire to a hangar, and destroyed the Fokkers it +contained. + +The French writer of the article concludes by saying that among the +many heroic deeds performed by British aviators there is one which +would have inspired the admiration of Edgar Poe: ‘An English aeroplane +was soaring 3,000 metres above German territory on reconnoitring work. +Suddenly a shell burst near it, killing the pilot instantly, severely +damaging the machine, but not injuring the observer, Lieutenant Howey, +in any way. The aeroplane tipped nose downwards, and fell 2,000 yards. +Howey, during this terrific fall, performed a veritable gymnastic +feat. He succeeded in slipping from his place to that of his comrade, +unclasped his dead hands, sat upon his knees, and, in spite of the +appalling situation, seized the control-lever, and in a miraculous +manner righted his machine just at the moment it reached the earth +after a seeming plunge to death. Howey was taken prisoner, but he was +uninjured.’ + + + + +CHAPTER XXIX + +THE EYES OF OUR ARMIES IN THE FIELD + + +Here we come into still closer contact with the work of the Royal +Flying Corps on the various battle-fronts. On September 3, 1916, the +fighting in the air on the Western Front was continuous. Again the +enemy’s aircraft were forced to remain some miles in rear of their own +lines, and entirely failed to interrupt the work of our machines. On +two separate occasions our aeroplanes opened fire on the enemy’s troops +on the ground. As a result of many combats, three hostile machines were +brought down and many others were driven down in a damaged condition. + +On the previous day, in spite of the very unfavourable weather +conditions, our aeroplanes carried out successful co-operation with +our artillery. One of our patrols, consisting of four machines, +encountered and drove off a hostile patrol of thirteen aeroplanes. A +few days later British machines bombed an important railway junction +on the enemy’s lines of communications, causing great damage to the +station and rolling stock. One of the enemy’s aerodromes was bombed, +one machine being destroyed on the ground and others damaged. Many +other points of military importance were bombed. Some good work was +also done from low altitudes, locating the positions reached by our +troops. Three hostile machines were wrecked and four others driven down +in a damaged condition. + +Again, on the fifteenth of the month our pilots kept up constant +and successful co-operation with our artillery and infantry, and +frequent and accurate reports were furnished of the course of the +battle. Hostile artillery and infantry were effectively engaged by +our aeroplanes with machine-gun fire. Many bombing attacks were also +carried out against hostile aerodromes and railway stations, in the +course of which troop trains were hit and transport railway sidings +attacked with machine-gun fire. A German kite balloon was brought down. +The total number of hostile aeroplanes destroyed was fifteen. Nine +others were driven down in a damaged condition. + +On the twenty-second of the month there was again great aerial +activity. A highly successful raid by about fifty of our machines +was carried out on an important railway junction, where much damage +was done, two trains containing ammunition being destroyed and many +violent explosions caused. A number of other raids on enemy railway +works and sidings, aerodromes, and other points of military importance +were equally successful. In addition many fights took place in the +air, in the course of which three hostile machines were destroyed, +and five others driven to earth in a damaged condition, besides many +others which broke off in the middle of the fight and were seen to be +descending steeply, but could not be watched to the ground owing to our +machines being too busily engaged. On the following day five bombing +attacks were carried out by our aviators against railway stations on +the enemy’s communications. Much damage was done. In the course of an +air fight one of our aviators collided with his opponent. The hostile +machine fell vertically. Our machine fell for several thousand feet, +when the pilot managed to regain control and re-cross the lines, +safely flying over thirty miles with an almost uncontrollable machine. + +The month closed in brilliant fashion for our Flying Corps. On the +thirtieth, two of the enemy’s aerodromes were successfully bombed by +our aeroplanes, and at least one machine destroyed. In the fighting +over the front, four enemy machines were brought down. Enemy troops and +transport were repeatedly attacked from the air with machine-gun fire, +and in one case several hundred infantry were dispersed. Another enemy +kite balloon was brought down in flames. There were many fights in the +air, in the course of which two enemy machines were destroyed and many +others driven down. On this particular day we suffered no losses. + +Referring to the work of the month, Sir Douglas Haig said: ‘Our +aircraft have shown in the highest degree the spirit of the offensive. +They have patrolled regularly far behind the enemy’s lines, and have +fought many battles in the air with hostile machines and many with +enemy troops on the ground. For every enemy machine that succeeds in +crossing our front, it is safe to say that 200 British machines cross +the enemy’s front. A captured Corps report described our aeroplanes +as _surprisingly bold_, and their work has been as conspicuous for its +skill and judgement as for its daring.’ + +The opening days of the following month were unfavourable to aerial +activity. On the tenth, however, our aeroplanes showed activity and +destroyed, by bombing, two enemy battery positions, and damaged many +others. They penetrated well behind the enemy front and bombed railway +stations, trains, and billets with good effect. There was now much +fighting in the air, and in one case two of our machines engaged seven +hostile aeroplanes and drove down or dispersed them all. One of these +hostile aeroplanes was seen to be destroyed and two others severely +damaged. + +The clear weather of the middle of October, 1916, gave scope for great +aerial activity. On the seventeenth our machines made a large number +of reconnaissances and bombed enemy railway lines, stations, billets, +factories, and depots. There were numerous fights in the air, three +enemy machines being destroyed, another driven to earth, and many +dispersed. Two more enemy kite balloons were attacked and forced down, +one being afterwards seen in flames. + +Later in the same month, in spite of adverse weather conditions, our +aeroplanes co-operated successfully with our artillery. This indeed +has been one of the chief parts played by our heroic airmen. They +have acted as ‘the eyes of our artillery,’ observing, directing, and +reporting as only efficient aviators can. + + + + +CHAPTER XXX + +RUSSIAN PRAISE AND RUSSIAN ACHIEVEMENTS + + +The Russians have been most generous in their praise of the work done +by the Allied aviators in France. A correspondent of the _Bourse +Gazette_, writing in the _Daily Chronicle_, has said: ‘One need +only stay at the British front one single day to be convinced that +the verdict is right. The Allied aviators dominate the air. This is +a phrase no longer. It is as much a reality as the British Battle +Fleet or the Allied artillery. The Allied aeroplanes are everywhere. +They guide and direct the artillery fire, make bold reconnaissances, +photograph the enemy positions before and after the bombardments, fill +the enemy trenches with grenades, and combine with the infantry to +attack the German fortifications. During the first two months of the +Somme offensive the British aviators covered more than 100,000 miles in +the air, and that in spite of the fact that for a whole fortnight there +was no flying at all because of the heavy mist and rain. According to +careful military statistics, the British airmen covered not less than +1,000,000 miles over the German lines in the first two years of war.’ + +The correspondent of the _Bourse Gazette_ goes on to remark that the +history of the struggle for mastery in the air is very instructive. ‘At +the beginning of the war the supremacy in aviation undoubtedly belonged +to the British and the French. But during the first year of the war the +Germans, availing themselves of their superior industrial organization, +went ahead of the Allies. For a brief period German aviation surpassed +not only the British and French aviation separately, but both combined. +That period coincides with the appearance of the Fokkers and the +activity of Immelmann and other prominent German pilots.’ + +But the Germans, as we have seen, could not maintain their superiority. +Towards the end of the second year, the supremacy passed to the Allies +once more. By the quantity and quality of their machines, as well as +by the quantity and quality of their pilots, the British and French +now so much surpass the Germans that at present one can speak of the +absolute superiority of the Allied aviators. + +‘The Allied aviation,’ the writer in point continues, ‘is divided into +three separate branches or three kinds of fighting—the attacking +battle-squadron, something like aerial cavalry; the scouts, rather +like aerial infantry; and a division of aerial photographers. The +pilots of the aerial battle-squadron are the real fighters of the air. +Most of them are young. And the lives of all of them are filled with +unprecedented adventures.’ + +Of all branches of aviation, however, the most important in the +estimate of the writer of the article is that of photographing from +an aeroplane: ‘Before the bombardment of any enemy position, the head +quarters make a detailed map, drawn up from photographs taken from the +aeroplanes. Then, while the bombardment is in progress, the aviators +continue to take photographs of the position at fixed intervals. The +bombardment continues until the photographs taken by the aviators show +them all the _points d’appui_ of the positions have been demolished. I +saw these photographs and the maps of the German positions prepared +from them. The making of these photographic maps is one of the greatest +technical miracles of the present war. But its realization demands +indomitable courage and sang-froid. Photographing the enemy positions +is at once the most ingenious and the most dangerous of aerial +operations. The aviator-photographer having risen to a great height +above the enemy position, settles his aeroplane almost vertically +above the position he is going to photograph. Descending a certain +distance, he arranges his camera, takes his photograph of the German +defences, and at once climbs up at top speed in order to regain his +own lines. One can imagine with what a fire the Germans meet their +uninvited visitor. All the while his dizzy manœuvres over the German +positions are going on, he has to face the fire of anti-aircraft guns, +machine-guns, and rifles. + +‘As I stood on a hill,’ the writer of the article continues, ‘I noticed +a tiny spot in the sky far above the German lines, around which small +white clouds exploded. I asked my officer-companion if this was a +fight between aeroplanes in the air. “No,” he said, “it’s our man +photographing the German positions, and the Germans are firing at him +from their trenches....” + +‘All day long the British aviators rushed through the air. At certain +moments, when they closed together, I could count up to thirty +aeroplanes. From below they appeared like a flight of some mighty +birds. Several of them evidently formed an aerial patrol. They circled +round the kite balloons. The others flew away, singly or in groups, to +the line of the German trenches. During the whole day only one single +German aeroplane flew over the British lines and tried to attack a kite +balloon. But it was driven off by the aerial patrol.’ + +As regards the praiseworthy work done by Russian aviators, it is +noteworthy that on September 14, 1916, a squadron of four Russian giant +aeroplanes of the Slyr-Murometz type bombarded the German seaplane +station on Lake Angern, in the Gulf of Riga. Seventeen seaplanes +of various sizes and models were discerned. The Russians dropped +seventy-three bombs, of a total weight of sixty-two poods (about one +ton). The sheds were soon concealed in smoke and flames. Eight enemy +seaplanes attacked the Russian machines, but were speedily put to +flight by machine-gun fire. As the result of the bombing and the air +fight not fewer than eight enemy machines were destroyed or put out +of action. The Russians returned safely, notwithstanding a hail of +incendiary shells from anti-aircraft guns. On a previous occasion one +Slyr-Murometz and one Ilya-Murometz, with a crew of five, routed seven +attacking German seaplanes. + +On the twenty-ninth of the same month Russian aviators carried out +a raid on the rear of the enemy’s cantonments in the Bourgunt Krevo +district (about forty-five miles south-east of Vilna). The bombs +dropped caused explosions and fires in the enemy’s depots at various +points. Bombs were also dropped on convoys, a narrow-gauge railway, and +on wagons. In the course of the raid there was an air fight in which +four German machines were brought down. + +Russian airmen who call for special mention are Sub-Lieutenant Orloff, +Lieutenant Gorkovenko, Captain Kayakoff, Captain Schifkoff, and +Midshipman Safonoff. Captain Schifkoff in particular has many aerial +victories to his credit. + + + + +CHAPTER XXXI + +ITALY’S PART + + +Italy has fought many air battles. Her sons are men of the right +mettle. Her beautiful cities have suffered from raids, but the enemy +has been made to pay the price. Italian airmen have not only put up +a strong defence, but have made their power felt far beyond Italian +territory. + +On September 13, 1916, enemy aircraft bombarded Venice, Pordenone +(thirty-five miles north-east of Venice), Latisana, Marano, Cervignano, +and Aquileia on the marshland between Venice and the Isonzo. The +Italians replied with a raid on Trieste and Parenzo, in which +French aviators took part. With the departure of heavy Capronis for +Trieste, squadrons of seaplanes set out from sea-bases for Parenzo. +Five French machines joined forces with eleven Italian seaplanes. +Shortly after 5.30 p.m. the first of them were over Parenzo, dropping +explosive and incendiary bombs on the enemy’s defence batteries and +seaplanes station. Only one enemy ‘plane succeeded in getting off the +water, and was immediately forced to come down by the attacks of the +French aeroplanes and to take refuge among a squadron of Austrian +torpedo-catchers, which continued to hug the coast. In spite of the +lively fire of Austrian army gunners, all the allied aeroplanes +returned to their bases. For a long time on their return journey could +be seen the useful effects of the bombing carried out by the Italian +and French pilots in broad daylight, the hangars and batteries being +shrouded in the smoke from the fires. Scrupulous care was taken not +to do damage to the unredeemed city. The Caproni squadron arrived +over Trieste about 4 p.m., and, supported by other squadrons of light +machines, began from some 9,000 feet the bombardment of the arsenal, +the technical dockyard offices, the timber yards, and the depots +housing the rolling-stock and kerosene supply, this latter at St. +Sabba. Photographs and the dense columns of smoke showed with what +results! + +On the thirteenth of the same month an Italian aeroplane squadron +fought a hotly contested battle, in the course of which two enemy +‘planes were brought down. On the seventeenth of the same month, +Italian aviators scored further victories. On the same day an Italian +squadron dropped bombs on the works and sheds of the narrow-gauge +railway in Comignano (Komen on the Carso, ten miles south-east of +Gorizia). Effective results were observed. It was also on this day +that another squadron of Caproni battle-planes, escorted by Nieuport +chasers, dropped bombs on the stations at Dottogliano (about eight +miles north of Trieste), and Scopo (about two miles farther north), on +the Carso, hitting the railway establishments, the adjoining stores, +and the water tanks and trains standing in the stations. All the +Italian aeroplanes returned safely, although chased by the enemy and +fired on by anti-aircraft batteries. + +Later it was made known that Italian squadrons of seaplanes in the +course of a general reconnaissance, carried out by them along the west +coast of Istria on October 16, succeeded in spite of unfavourable +weather in successfully bombarding detached naval units near Rovigo, +as well as military works at Rovigo and at Punta Salvore. At one point +they became engaged in a fight with enemy aeroplanes, and damaged two +of them, one of which was seen to fall into the sea. In spite of enemy +artillery fire all the seaplanes returned safely to their bases. + +On the first day of the next month, Italian aviators engaged +in numerous further air fights, in the course of which several +enemy machines were driven down. On the same day fourteen Italian +battle-planes, escorted by Nieuport chasers, bombarded with marked +success the railway stations of Nabresina (coast railway, Gulf of +Trieste), Dottogliano, and Scopo (on the Gorizia-Trieste Railway), +on the Carso. The aviators were fired on by anti-aircraft guns and +attacked by enemy aeroplanes, but all returned safely to the Italian +lines. + +Again, on November 8, 1916, squadrons of Italian aircraft carried out +an offensive reconnaissance on the enemy coast. Bombs were dropped with +good results on the aviation station at Parenzo-Istria, and on craft +used for military purposes in the harbour of Cittanuova. In spite of +the violent fire of the anti-aircraft defences and of a counter-attack +by enemy seaplanes, all the machines returned safely. + +Many battles in the air were fought during the days that followed, +various enemy machines being driven down by the skilful Italian +aviators. Amongst those who have earned special notice are Lieutenant +D’Annunzio, the son of the poet; Second-Lieutenant Garros; Capitaine de +Fregate Arturo Ciano; and Baron Mario de Bratti, of the old nobility, +who lost his life while serving his country. His funeral was attended +by all connected with the Italian Aviation Corps and the technical +and constructional side of the science, from General-in-Command to +mechanics and artificers, so widely was his loss felt. + + + + +CHAPTER XXXII + +ENEMY ACTIVITY + + +In November, 1916, a series of brilliant conquests by British and +French aviators had reduced the Germans to a secondary, if not +actually a futile, part in the air. But after a period of bad weather +and a lull in the fighting, German aviators again ventured over the +Allies’ lines. Their enterprise, however, was short-lived. Proof of +the Allies’ superiority was again seen on November 10 in an important +aerial victory over the German lines. Thirty British machines defeated +a greater number of the enemy—his strength is believed to have been +between thirty and forty—while on a bombing expedition between Bapaume +and Arras. The fact worth remembering is that the British airmen were +not turned off, but that they punished their assailants decisively and +then fulfilled their obligations as ordered, delivering seventy-two +high explosive bombs on Vaulx-Vraucourt with satisfactory effect. + +‘It is a pity,’ writes Mr. Percival Phillips, special correspondent of +the _Daily Express_, ‘that such a thrilling episode of aerial warfare +cannot be told in detail—but there are very few details to be had. The +only eye-witnesses at close range were the intrepid airmen involved, +who were so fully occupied with their own individual opponents that it +was impossible to follow the fortunes of the entire enemy fleet until +its ignominious disappearance. I am told, in the dry, matter-of-fact +language of our airmen, that the British bombing ‘planes, flying at +pre-arranged altitudes in a westerly wind, surrounded by their escort, +sighted the German battle machines climbing through the rising mist to +try to intercept them. The British fleet dropped to accept battle, and +they closed a mile above the German trenches. + +‘Then followed a breathless, furious duel, fought at a dizzy speed as +the opposing ‘planes swirled and eddied through the clouds, intent on +each other’s destruction. Machine-gun bullets ripped their hulls. They +circled and dived with amazing confidence and accuracy. British and +Germans alike drove their craft with superb skill, for the science of +fighting in the air has become as intricate and difficult as handling +a group of Dreadnoughts. No longer do the aeroplanes barge blindly at +each other, firing point-blank, like old ships of the line. The expert +crews twist and dodge in a manner undreamed of even a few short months +ago, working their guns with nice discrimination, perhaps putting in +one skilful shot where the pioneer guns of the air would have wasted +half a drum. The battle was won as much by good airmanship as by the +work of individual gunners. The German pilots were out-manœuvred. When +at last their machines had enough of the fight—three of them had +reeled earthwards, smoking wrecks—they dropped beyond range to examine +their wounds, and the victorious British fleet passed on its way, in +full view of the great army of spectators gazing upwards from the +fields, road, and trenches below.’ + +Besides the three German ‘planes destroyed, others were sent down more +or less damaged, but the full extent of the enemy casualties could not +be ascertained. A broken aeroplane does not drop like a stone. It takes +three or four minutes to reach the earth, and there is not time during +an engagement for the men who are fighting to follow the progress of +every crippled machine in its aimless descent. + +The British casualties for the day’s work were two bombing machines +and two escorting machines missing, one observer killed and two pilots +wounded. Of the latter, one managed to alight inside the British lines; +the other came down in ‘No Man’s Land.’ + +The special correspondent of the _Times_ describing the same battle +writes: ‘It is a long time since the German initiated anything new in +the air. Now, in his recrudescence of activity he is doing his best +to learn from us. He copies exactly our methods, formations, and air +tactics. In the recent moonlight nights especially his airmen have been +penetrating behind our lines, trying to bomb rail-heads and transport, +and so forth; and individual Germans are even getting so bold as to +do what we have done for the last four months, namely, fly low enough +to use their machine-guns on troops in trenches or on columns on the +road. So far, they are making little by it; and they are having a most +exciting time. One of the chief evidences of the new activity has been +the great aerial battle, wherein some seventy aeroplanes were engaged, +which the official communiqué has already mentioned. It took place +between nine and ten o’clock on the morning of November 9, well over +the German lines in the direction of Vaulx-Vraucourt, whither certain +of our aeroplanes were bound on a bombing expedition. With them were +fighting machines and scouts, making in all a fleet of thirty sail. +Near the villa of Mory, just before reaching Vaulx-Vraucourt, they +sighted an enemy squadron somewhat outnumbering themselves, the actual +strength being something from thirty-six to forty aeroplanes. + +‘They attacked at once. Some of our machines were flying at a higher +level than the enemy, and they plunged headlong to join in the general +engagement, which was fought at an average height of not much above +5,000 feet. Of the mêlée which followed, it is impossible to get any +coherent account, for no man in it had time or thought for anything +except the enemy machines with which he was successively engaged; but +for twenty minutes there raged among the clouds such a battle as the +world has never seen before: an inextricable tangle of single combats, +of darting, swirling machines, the air filled with the roar of seventy +propellers and the chatter of guns. + +‘Four of our machines were lost, that is to say, that they were +compelled to descend in German territory, a strong westerly wind +drifting the battle as it raged more and more over enemy’s soil. In the +ships which came home, one brought a dead observer, and two others, +with wounded pilots, had difficulty in beating up against the wind and +landing in our lines. Of the enemy we know that six machines were sent +to earth, of which three are known to have crashed. What happened to +the other three, beyond that they were falling out of control, is not +known. In yet another the pilot was seen to be shot dead. What further +casualties the enemy suffered he only is aware; but the best evidence +that the victory was ours lies in the fact that the whole enemy +formation was broken and scattered. The Germans fled for safety in all +directions, leaving us in possession of the sky. Then we went upon our +business; we punctually dropped our bombs on the stores and ammunition +depots of Vaulx-Vraucourt, and then came home proudly flying in regular +formation, no German daring to interfere.’ + +Again and again the Germans have made desperate efforts to snatch the +control of the air from the firm grasp of the Allies, but without +the desired result. The Allies’ aviators are not to be beaten. Their +enterprise, their courage, above all their heroic bearing, are proof +against all attacks. + + + + +CHAPTER XXXIII + +A GENERAL VIEW + + +‘Any unbeliever in the reality of the command of the air being in the +hands of Britain and her Allies,’ writes the editor of _Flight_, ‘must +indeed be despaired of, after the daily records of the wonderful work +of our pilots which are issued officially, combined with the unstinted +paeans of praise emanating from every imaginable source upon this and +the other side of the world. Quite recently again, Mr. H. G. Wells +repeated his admiration of the Allies’ air-work; at the same time he +entered the lists with General Brussiloff as prophet as to the duration +of the war, Mr. Wells putting it at June, 1917. + +Mr. Wells’ reasons for his prophecy are as follows: ‘I think so for a +hundred reasons, but above all for these: The marvellous organization +of the French front, the mastery of the air which is assured to our +aviators—I was witness of it, and I should rather say the exclusive +possession of the air. Then the photographic marking by aeroplanes, in +which the French take first rank. Lastly, by your artillery fire, which +demolishes, methodically and mathematically the enemy batteries without +fear of reprisals.’ + +An interesting communication upon the same subject has just come to +hand from the well-known correspondent of the _Chicago Daily News_, Mr. +Edward Price Bell, in which he states that the British flying man is in +the air every day between four and eight hours, constantly under fire. +Ordinarily along the British front the flying men are in the air from +two to three hours each day. Mr. Price Bell hits upon the basic reason +for our superiority when he points out that our officers are always +‘hunting for trouble’ above the German lines, never declining a combat, +and fighting, however outnumbered. Altogether he calculates that up to +the latter part of 1916 British flying men on the Western front must +have flown entirely over the enemy’s lines much more than a million +miles. + +An officer of the Royal Flying Corps, also writing of the supremacy of +the Allies, says: ‘Man for man, we undoubtedly are masters of the air +on the west front. This fact I attribute to the mental and physical +training we give our boys in England. Our youngest pilots have done +wonderfully well. They learn quickly, are intensely keen, have great +alertness of mind and act instinctively.’ + +‘Our people have the tails up morally and mechanically,’ adds another, +‘and though they have plenty of fighting when they get to the other +side of the lines, they are on the offensive all the time. The moral +as well as the physical uplift is considerable, when one has a machine +which will get above the German range of accurate fire in a quarter of +an hour, and will do in or about 100 miles an hour when pushed. With +such a machine one can attack and keep on attacking; and though perhaps +not even the majority of our people are mounted on such machines, the +worst machine at the front to-day is probably nearly as good as the +best a year ago, and there are enough of the first-class machines to +protect the weaker brethren. Despite all the errors of the past, our +air service has certainly acquired dominance, if not absolute command, +in the air, and for that fact very great credit is due to the officers +who have so thoroughly reorganized affairs at the War Office, and who +have so notably increased the performance and output of the machines +now in use.’ + +The great improvement in the construction of machines for long-distance +flying is particularly worthy of note. We have seen how Captain de +Beauchamps, leaving France in the morning, flew in broad daylight as +far as Munich, where he dropped bombs on the stations. Then turning at +right angles towards the south, he flew over the whole of the Tyrol +and crossed the Alps, to land at length 12½ miles north of Venice, in +the village of Santa Dona, on the small River Piave, having journeyed +without stopping a distance of about 700 kilometres. + +Captain de Beauchamps holds the flight record for bombing raids on +German towns, but the longest journey made by an Allied aviator +during the war was that of Lieutenant Marchal, who visited Berlin on +a previous date. He, however, only dropped pamphlets on the German +capital, before making off to the Russian frontier. He came down sixty +miles within the German lines, having flown over 800 miles. + +Captain de Beauchamps was accompanied in his great flight to Essen +by Lieut. Daucourt, who made at the time some extremely interesting +entries in his logbook: + +‘11 a.m. My friend Beauchamps has just gone, and I followed two minutes +later. One thousand yards up, 2,000-3,000, we keep on getting higher +and higher. The weather is clear with just a few clouds over 9,000 +feet. The air is distinctly cold. + +‘12 a.m. I am full over the Boche lines. We are seen and the +anti-aircraft guns start a curtain fire a little forward but too high. +The white puffs of the 77 make a line of smoke which I have got to +cross. Soon the shots become more and more numerous; 300 shots at least +must have been fired in a few minutes. Time after time I get right +into the smoke of the bursting shells, and I can hear pieces of steel +whistle near, very near. Oh! the Boche gunner rectifies his range. But +he is too low now, so I go higher still, and I pass.... Now there are +shots on my left, which burst with black smoke, 105 calibre shells. +This is getting more serious. Shots get nearer, I point towards the +left slightly, and, all of a sudden, I go ninety degrees to the left +and drop straight towards the ground for 300 feet. The game is finished +and the gunners done. Out of spite they shoot all over the place, and +the shells burst now at the back of me. It looks as if I was going to +get out of trouble without much difficulty.... Now where is my friend? +I cannot see him. Has he been brought down? Has he changed his line? +A little under me I can see a big, fat yellow ‘plane. Black crosses! +It’s a Boche. Another one follows very near. The distance between us +is about 600 feet, but they are slower than I am. Clac—clac—clac. It +is Mr. Boche opening fire. The short bursts of his machine-gun keep +crepitating. The brute does not shoot badly. Shall I engage him in a +fight? It is really very tempting. But no, Essen is my only target, and +I have no right to compromise, by a passing engagement, the success of +our raid. I open my engine right out, and soon lose my aggressors.... +As I fly over Treves I just distinguished on my left the outline of +another ‘plane. It is getting nearer and nearer. The sun prevents me +from seeing it clearly, although I seem to recognize the silhouette +of my companion’s machine. No doubt it is he. I can now see his blue, +white and red cocarde. And all of a sudden I feel very happy.... + +‘A little later I change my direction and go straight north, leaving +Coblenz on my left. Far in front of me I can see a small grey ribbon +... The Rhine. It looks beautiful from up here. Somehow my confidence +increases every minute. Sure everything will go well. I cross over the +right bank. On the river many long convoys of barges go up towards +Coblenz. If only I did not have a consignment of bombs to deliver, I +should go down to gun them. It is funny how strong these temptations +are.... Here is Bonn. My friend and co-raider is still on my right. My +engine keeps on turning merrily, and I marvel at the ease with which +I have covered these first 200 kilometres. A quick calculation shows +me that we are going at the rate of about 130 miles an hour. It is +a goodish speed. The weather is cold up here. My thermometer shows +sixteen degrees below zero. To try and get warm I move arms and legs as +much as I can in that cramped space. A few drops of peppermint which +I drink warm my inside and cool my mouth.... Underneath the Rhine, +and still more boats!... Now we pass a town which seems enormous. +It is Cologne. What a splendid target it would make! But there are +women, children, old people, and I am a soldier, not a pirate. I must +only aim at destroying the military power of the enemy. Now I point +straight towards Dusseldorf. But all the district disappears under a +pool of smoke. What an extraordinary agglomeration of works! Here are +Solingen, Elberfeld, Barmen, black country criss-crossed by innumerable +railway lines and with hundreds of high chimneys, like guns, pointing +to the sky. Down there a tremendous amount of arms of all sorts, guns, +munitions, &c., all to be directed against us, are produced with a +tremendous activity. + +‘Essen at last. I am over what has been considered as the heart of +Germany, over the town which stands as the symbol of brutal force. +Where now are the Krupp’s works? There, at the west of the town. How +large they are! The shops and buildings, between which trains are +running, seem innumerable. The attempts to disguise it are indeed +foolish. It is the most perfect target one can imagine. Now I suppose +I am going to be _strafed_. I look here and there for bursting shells. +Nothing! They aim too low. However, some very violent waves of air of +which I do not understand the cause disturb for a moment my bombing +preparations. + +‘2 o’clock. The centre of the works pass. I drop my torpedoes in +rapid succession. My friend, who is over me and a little on the left, +drops his also. I guess, more than I can exactly see, as I am so very +high, that underneath in the works the people suffer from a sort of +madness. There are rushes of people soon hidden by clouds of smoke +which rise from many points. Nearly at the centre it seems that there +is a formidable explosion, followed by intense fire. What a joy to have +attained one’s aim! Krupp has been bombed, in full daylight, in spite +of its anti-aircraft guns and of its ‘planes. I suppose that now the +Boches must be mad with fury, and will try to chase us. Never mind, my +mission has been fulfilled. I will fight enemy ‘planes if they come.... +Here I am again over Dusseldorf, but not going so fast as in coming. +The wind, which has veered, hampers me. A quick verification of my oil +and petrol tanks. All is well; I can keep up for another six hours. The +clouds get denser and denser. There is at some moments a thick mist, +which veils completely the ground. As I am browsing, some explosions +thunder louder than the noise of my engine. I turn right round, so +that the Boche gunner loses the range. But as I turn I see 1,500 or +2,000 feet under me three Boche ‘planes who are giving chase. Their +machines are as fast as mine, but as soon as they try to go up they +lose ground. I slacken for a few seconds, and going straight towards +the most forward of them, I serve him at about 150 yards with three +bursts of my machine-gun. Unnerved, he prefers not to engage a fight +and flies towards the left. But the others are attacking me from the +back. It is time to go.... Have I wounded my opponent? I don’t think +so, as he seems to be flying straight again, but very much lower. Soon +the two others are only black spots.... The chase has lasted over +thirty minutes, and I have got a real stiff neck, so often did I turn +round.... Now I have been up six hours. Time drags dreadfully. My eyes +hurt, and I suffer from the cold. Evidently I am over Belgium now. But +where? I must know. I come down, engine stopped. How sweet is that +silence, after six hours of tempest! Four thousand feet; it is low +enough. + +‘6.30. I cannot stand it any more, I am coming down, 7,000 feet, +5,000 feet, 1,000 feet. I cannot hear the guns any more. But what are +these? Bivouacs. Am I in France? I keep on for another quarter of an +hour, going south, and finally alight in an immense field, far from +a village. If I am on the territory invaded by the Germans I’ll fly +away under their nose. I am at the end of the field, ready to start +again in case of need. I have kept my engine turning slowly. After five +minutes of waiting, some people come running towards me—peasants. I +shout to them at the top of my voice, “Where am I?” “At Champaubert,” +they answer me. What a joy is mine! I am in France. Back, after having +succeeded in what seemed to men an impossible enterprise.’ + +It is particularly interesting to note that in their remarkable flight +both Captain de Beauchamps and Lieutenant Daucourt used machines of +British manufacture. + +We have seen that the officers and men of the Royal Naval Air Service +have also to their credit many long-distance flights. Indeed, in all +respects the R.N.A.S. have kept at ‘level-fight’ with the R.F.C. The +two Services work, however, under different conditions. The following +is an extract from a report from Admiral Sir John R. Jellicoe, G.C.B., +G.C.V.O., then Commander-in-Chief, Grand Fleet: ‘_Iron Duke_, August +23, 1916. Sir,—With reference to my dispatch of June 24, 1916, I have +the honour to bring to the notice of the Lords Commissioners of the +Admiralty the names of officers who are recommended for honours and +special commendation. Where all carried out their duties so well it +is somewhat invidious and difficult to select officers for special +recognition.’ + +We have seen, however, that many naval aviators have been decorated. +In addition to the names already given, mention must be made of +Flight-Lieutenant F. J. Rutland, who has been decorated with the +Distinguished Service Order for his gallantry and persistence in flying +within close range of four enemy light cruisers, in order to enable +accurate information to be obtained and transmitted concerning them. +Conditions at the time made low flying necessary. + +This is also a fitting place to record that it has been officially +announced that the King has conferred the Distinguished Service Cross +on Flight-Lieutenant Charles T. Freeman, R.N.A.S., for the following +act of gallantry: On the night of August 2, 1916, he made a determined +attack on a Zeppelin at sea, only abandoning the attack when he had +exhausted all his ammunition. As darkness was approaching at the time, +and his chances of being picked up were problematical, his courage +and devotion in returning to the attack a second and third time were +exemplary. + +There is every indication that our airmen are becoming more heroic +and skilful each passing day. Touching their great service in dealing +with enemy airships, the editor of the _Aeroplane_ writes: ‘One of +the commonest and cheapest jeers of certain papers which have adopted +anti-Churchillism as part of their political creed has been the +constant jibe at the late First Lord of the Admiralty that the defence +which he promised against enemy airships has not been forthcoming. +It is now many, many months—in fact, it runs into years—since Mr. +Winston Churchill informed the world that, if enemy airships ventured +to invade this country, they would be met by ‘a swarm of hornets’ which +would make them regret that they had ever come. + +‘At that time the defence of England was entirely in the hands of the +Navy. The Army was still piously supposed to be the Expeditionary +Force. Naturally, as part of the Navy, the R.N.A.S. was supposed to +be responsible for the defence of the country against aircraft; a +perfectly logical position, and an eminently sensible one, for the +Navy has always been able to obtain all the money it has wanted for any +scheme it might have in hand. Consequently there seemed to be no reason +why Mr. Churchill’s rhetorical phrase—to which one might have returned +the time-honoured question, “Is that a threat or a promise?”—should +not have become before long a literal truth. There was one point +on which all of us seem to have tripped up, however—namely, that +in talking or thinking of invasion by aircraft we all pictured to +ourselves a fleet of machines coming over in broad daylight, and the +world’s aerial navies grappling in full sight, complete with central +blue as fitted. None of us seems to have had the sense to see that +nocturnal invasions would be very much more effective, both morally and +practically, than any daylight show could have been. + +‘If the Germans had sent their airships over early in 1915, in +daylight, they would certainly have been wiped out by aeroplanes. We +had very few aeroplanes then; not a fraction of the number we should +have had if the supply of engines and machines had been properly +handled before the war by the Government. But nevertheless, we had some +few, such as Sopwith tabloids and Bristol scouts, quite capable of +reaching and catching and destroying any airship of that period, if it +could be seen. The destruction of the very first Zeppelin ever brought +down by an aeroplane—that which ultimately wrecked itself after being +damaged and made uncontrollable by Squadron-Commander Bigsworth, +R.N.—proves it, for this officer was flying a standard 80 h.-p. +Avro, a considerably slower machine than either of the single-seaters +mentioned. The Germans spotted this quickly enough, and so their ships +only came over at night, with the result that for over a year they came +and went unhindered, so far as defensive aeroplanes were concerned. +The only people who suffered were the gallant young officers of the +R.N.A.S., who went up to try to abolish the airships. + +‘The Admiralty published openly the names of those killed in these +operations. Young Mr. Lord, of Newcastle, was, I believe, the first +victim. He was killed in the south of England when trying to land a +fast scout in the dark. Much about the same time Mr. Hilliard was +killed through the bombs he had on board his Caudron exploding as he +landed. Mr. Richard Gates was killed when landing a Henry Farman +in the dark. Mr. Barnes was killed through landing a big Sopwith +pusher in the early morning fog after flying all night. There may +have been other deaths, but those are all I recall in the early part +of 1915. There were many other officers injured, and still many +more marvellous escapes. I have been told how an officer jumped out +of his machine near the ground, chancing where he fell rather than +risk being blown up by his bombs. Another officer had a still more +extraordinary experience. He landed on a Caudron, and his bombs blew +up. Subsequently investigation showed clearly where his skids first +struck the ground. About twenty-five yards farther on was the wreck of +the machine and engine, all burnt to bits by the petrol set on fire by +the bombs; and about twenty yards farther still was the place where +the pilot had finished having a private fire of his own. Seemingly the +first shock had jarred and bent the stems of the bombs and released +the firing mechanism. The second shock had exploded them, had blown +the whole machine to pieces, had burst the petrol tank so that the +spirit splashed all over the pilot and caught light, and, finally and +fortunately, had blown the pilot clean out of the machine into some +longish grass, where he fell without being stunned, and rolled over and +over till he put the flames out. I gather that his worst injury was a +rather burned hand, due to his glove falling off while he was beating +the flames out on his coat.’ + +Never must we forget the debt we owe to these heroes of the Royal Naval +Air Service. They have played, as we have seen, a most heroic part. + +And we would bear in mind the fact that the work of our heroic aviators +covers the _whole_ field of the World War. In Mesopotamia, for +instance, much good work has been done. A correspondent of the _Daily +Telegraph_ wrote in October, 1916: ‘On the night of the 19th one of +our aeroplanes raided an enemy aerodrome at Shumran, dropping eight +20-pound bombs, which fell all round a machine, apparently damaging +the same, and putting out lanterns left on the ground by the guard, +who fled on the aviator’s approach. Early in the morning of the 26th +two of our aeroplanes successfully bombed a hangar, descending to 100 +feet. One of our machines was damaged. A bullet cut a control wire, +and the aeroplane “nose-dipped” 1,000 yards, but the pilot succeeded +in righting the machine and landed safely. The Turks, believing they +had destroyed the machine, started cheering in the trenches. Several +exposed themselves, and were “picked off.”’ + +At a later date news came from Mesopotamia of an affair which afforded +a striking instance of aeroplanes working in co-operation with cavalry. +Mounted enemy irregulars had driven off our camels on the left bank of +the river, and were proceeding north-west. Two aeroplanes were sent out +with machine guns to attack the raiders. Our aviators soon passed over +scattered bodies of mounted men, who were taking cover in nullahs and +firing at the machines. These were driven out by machine-gun fire from +the aeroplanes, and, breaking into small groups, made for the hills. +Several were hit, and three or four killed. During the action our +machines flew very low, descending at times to within twenty feet of +the ground. After dispersing this body our aviators pursued the raided +camels, which were seen being driven towards the hills by troops of +irregular cavalry. Fire was opened from the aeroplanes, and the escort +immediately abandoned the camels, retiring towards the mountains. A +troop of our cavalry coming up recaptured the camels. The machines and +cavalry continued to chase the raiders, inflicting further casualties. + +Further reports from the same quarter show that on October 25, 1916, +one of our aviators, returning from a reconnaissance, attacked a +party of enemy irregular cavalry. After dropping bombs among them, he +descended to 800 feet, firing his machine-gun into them, and killing +many. In the evening five of our machines raided a cavalry camp by +Shattlhai, dropped bombs, and again brought the machine-gun into +action, causing considerable loss and panic. + +All will remember how our aviators, overcoming many serious +difficulties, dropped provisions into besieged Kut, thus enabling our +soldiers to prolong their defence. + +In Egypt also some very useful work has been done. The Officer +Commanding has reported that on September 4, 1916, the Royal Flying +Corps carried out a further raid on the enemy’s encampment at Mazar. +One anti-aircraft gun was put out of action and a number of bombs were +dropped with good effect on camps, supply depots, and camel lines. +Further reports showed that on the following day two of our aeroplanes +raided the Turkish aerodrome and aeroplane repair section at El Arish. +Twelve bombs were dropped with good results. Enemy aeroplanes attacked +our machines, but did not close, and only opened fire at long range. +They ultimately gave up the fight, and our machines returned undamaged. + +From Salonika news came in September, 1916, of an enemy machine being +shot down on the seventh and of a second enemy machine being shot down +on the following day north-east of Lake Doiran. The days that followed +were equally favourable to the Allied airmen. + +An account of the sensational landing of a French bombarding aeroplane +containing two aviators has come from an officer in the Doiran +district: ‘A piece of bursting shrapnel having severed one of the +control wires of an aeroplane,’ he writes, ‘the machine began to dive +head-foremost and was apparently lost. It was falling within the +enemy’s lines, to the great delight of the Bulgarians. When within a +hundred yards of the ground the observer managed to leave his seat, and +succeeded in hoisting himself on to the upper plane of his machine, +where, lying on the canvas, he was able to restore the balance of the +machine by moving the plane by hand. The motor controls were undamaged, +and as soon as the equilibrium of the aeroplane was restored it was +able to return to the Allied lines and land without further mishap, +with a bomb still on board.’ + +Another sensational incident was that of a naval observer in a +‘sausage’ balloon operating in Macedonia, attacked by two Fokkers, +which fired a stream of bullets, piercing the ‘sausage’ at several +points and destroying the telephone. The observer had on board a small +machine-gun and a parachute. After having sent the contents of two +belts of ammunition at his enemies, the gun jammed. He then threw +himself overboard with his parachute, and fell for about 600 feet. At +last, however, the parachute opened, and the observer landed safely. +After which the balloon was repaired and he went up again. + +From the Secretary of State for India news came in November, 1916, +of aeroplanes being used in Indian warfare for the first time. Large +Mohmand forces (estimated at 6,000) collected on the border opposite +Shubkadr, and were dealt with by our aviators with remarkable effect. + +Each passing day our heroic airmen add to their laurels. But it must +not be supposed that so much has been accomplished without the loss of +valuable lives. Many heroic men—aviators of whom we are prouder than +words can tell—have made the supreme sacrifice. + + + + +CHAPTER XXXIV + +THE HEROIC DEAD + + +‘Those who die for their country,’ says the author of _The Wrack of +the Storm_, ‘must not be numbered with the dead.... This death, on the +field of battle, in the clash of glory, becomes more beautiful than +birth, and exhales a grace greater than that of love. No life will +ever give what their youth is offering us, that youth that gives, in +one moment, the days and the years that lay before it. There is no +sacrifice to be compared with that which they have made; for which +reason there is no glory that can soar so high as theirs, no gratitude +that can surpass the gratitude which we owe them. They have not only a +right to the foremost place in our memories: they have a right to all +our memories and to everything that we are, since we exist only through +them.’ + +Amongst the heroic aviators who have made the supreme sacrifice is +Lieutenant William Herbert Stuart Garnett, R.F.C., who was killed +while making a flight. While still at the university, Mr. Garnett, who +in 1903 took a First Class in the Mechanical Science Tripos, wrote a +book on the turbine engine, which went through several editions, and +was translated into German. After a brief spell as a master at Eton, he +was called to the Bar, and though he did not practise, he produced a +valuable book on ‘Children and the Law.’ Mr. Garnett had made a special +study of the National Insurance Act, and joined the legal department of +the Commission when it was set up. On the outbreak of war he joined the +R.N.V.R., and did valuable work in mine-sweeping for nearly a year. He +was a son of Dr. William Garnett, the eminent educationalist. + +Many other men of high promise have made the great sacrifice. Captain +Keith Lucas, R.F.C., who was killed in a flying accident on October 5, +1916, had already acquired a world-wide reputation as one of the most +promising physiologists of the younger generation. Captain Lucas was +born in 1879, was the son of Francis Robert Lucas, and was educated +at Rugby and Trinity College, Cambridge, of which he became a Fellow +in 1904. He was elected F.R.S. in 1913, and was invited to give the +Croonian lecture to the Royal Society even a year before his election +to it. Before the war he was fully engaged in both teaching and +research work at Cambridge, and was, moreover, one of the directors +of the Cambridge Scientific Instrument Company. But on the outbreak +of war all this was put aside in order that he might devote his rare +instrumental skill and inventiveness to the Flying Services. + +Lieutenant Anderson Mann, R.F.C., who lost his life whilst on active +service on August 9, 1916, was twenty-one years of age, and was +educated at Ardvreck, Charterhouse and Trinity College, Cambridge. Mr. +Mann was the best rifle shot of his year in the Public Schools. On the +outbreak of war he was gazetted to the Scottish Rifles, and joined the +R.F.C. in March last. Shortly afterwards he and his pilot distinguished +themselves by bringing down eight German aeroplanes in seven days. +They were each awarded the Military Cross for consistent gallantry +and skill. Mr. Mann was the eldest son of Mr. John Mann, chartered +accountant, of Glasgow and London. + +Captain Leslie Charles, R.F.C., who was killed in action on July +30, 1916, was the second son of Mr. and Mrs. R. Stafford Charles, +of Broomfield, Stanmore. He was educated at Stanmore Park, where he +took a Mathematical Scholarship for Harrow. At Harrow he became a +member of the O.T.C. and the Philatelic Club, and was also head of +his house. He left Harrow in July, 1914, and in the following month +received a commission in the Worcestershire Regiment. In May, 1915, he +was sent to Gallipoli, and was present at the battles of June 4-9. He +was subsequently invalided home, and was gazetted Captain on November +20, 1915. Early in 1916 he joined the R.F.C., and took his pilot’s +certificate in April. He left for active service on July 5 and lost his +life in a combat in the air over the German lines. + +Second-Lieutenant J. Hampson Dodgshon, who lost his life on October +1, 1916, at the age of twenty-five, was educated at Westminster, and +was a member of the school cadet corps. He joined the H.A.C. in July, +1913, and played Rugby Football for the corps. He went abroad with +the H.A.C. in September, 1914, and spent the first winter of the war +fighting in Flanders and France. He was invalided home, and on his +recovery was gazetted to a commission in the Surrey Yeomanry. He +served for six months in Egypt, and was at the Dardanelles as Assistant +Military Landing Officer. On his return to England he declined a post +as Assistant Equipment Officer in the R.F.C., as he felt he ought to +take a more active part in the war. He obtained his ‘wings’ in August, +and was made an instructor. His commanding officer writes of him: ‘His +memory will be green for ever.’ + +Captain Brooke-Murray, another heroic officer to lose his life in +action, was educated at Cheltenham College. At school he was a very +good shot, and was in the Cheltenham Bisley Eight of 1908, 1909, and +1910. Entering Sandhurst in September, 1910, he was gazetted to the +A.S.C. in 1911. He went to France in August, 1914, with the first +Expeditionary Force, and took part in all the operations of the 19th +Brigade from Mons to the Marne and Aisne, Ypres and Armentières. From +April to July, 1915, he was adjutant of the advanced Horse Transport, +and from July to October, 1915, he was staff captain, G.H.Q. Afterwards +he became embarkation officer, Marseilles, and officer to the +Divisional Ammunition Park (April to June, 1916). He was then flying +officer observer to the date of his death from wounds received in +action on September 16 in an air combat against three enemy aviators. + +The Royal Naval Air Service has lost a valuable officer by the death +in a flying accident of Squadron-Commander Dalrymple Clarke. Before +joining the R.N.A.S., in 1913, he was in business in London, and prior +to that he was an officer of cavalry. After joining the R.N.A.S., +he was stationed for some time at Eastchurch, and quickly showed +that he was not only a very fine pilot, but had the gift of studying +his machine’s peculiarities and reporting thereon in a manner which +made his tests of high value to the Service. From Eastchurch he was +transferred to the Central Flying School, under Commodore (then +Captain) Godfrey Paine, R.N., and was appointed an instructor. There +he did much useful work, and was responsible for the training of many +pilots who have since distinguished themselves on active service. Later +on he was appointed to experimental work, and carried out many tests +which produced far-reaching results, not only as regards aeroplanes, +but also concerning engines, bomb-dropping, and various scientific +adjuncts to aircraft. + +Another loss to the Royal Naval Air Service and the country came with +the death of Flight-Lieutenant Charles Walter Graham, R.N., D.S.O., +who was awarded the D.S.O. for his services on December 14, 1915, +when, with Flight-Sub-Lieutenant A. S. Ince as observer and gunner, he +attacked and destroyed a German seaplane off the Belgian coast. + +The Royal Flying Corps lost another most promising officer with the +death in action of Captain J. O. Cooper, R.F.C., previously reported +missing, now stated to have fallen in action. He was twenty years of +age, and was the youngest son of Lady Cooper, of Ossemsley Manor, +Christchurch, Hampshire. Educated at Lockers Park and Harrow, he +returned from Australia for the war. He joined the R.F.C. and got his +commission in January, 1915. Captain Cooper was considered by all +who knew him one of the most promising men in the R.F.C., and if he +had been spared would, it is said, have led a squadron before he was +twenty-one. + +Further loss came with the death in action of Lieutenant Ian +Macdonnell, R.F.C. He obtained his brevet from the Royal Aero Club as +a pilot in December, 1913, after passing through the Bristol School of +Flying at Brooklands. Soon after the outbreak of war he was gazetted +a lieutenant in his father’s regiment, Lord Strathcona’s Horse. In +March, 1915, he became A.D.C. to Brigadier-General J. E. B. Seely, +C.B., D.S.O., commanding the Canadian Cavalry Brigade, and served +with them in the trenches, including the battle of Festubert, till he +became attached, on probation, to the R.F.C. in September, 1915. He was +gazetted flying officer on November 6 of the same year. He met with a +serious accident through the failure of his engine in December, 1915. +His observer was killed and he himself more or less seriously injured. +He reported for duty with the R.F.C. on May 18, 1916. His major in the +R.F.C. wrote that he was very skilful, full of daring and gallantry. +He was a grandson of Lieutenant-Colonel J. T. Campbell, a Crimean +veteran, and his father belonged to a Cadet family of the Macdonnells +of Glengarry, which have given so many officers to the Empire. + +In the case of another gallant officer, Second-Lieutenant L. C. Kidd, +death followed quickly upon brilliant achievements. Shortly before +his death he was awarded the Military Cross. He took his pilot’s +certificate at Hendon before the war, and was tea-planting in Ceylon +when war was declared. He returned as soon as possible, and was at once +given a commission in the R.F.C., and, after a short period of home +training, went to the front in February, 1916. Since then, with two +short intervals of leave, he had been flying continuously at the front. + +Amongst other names on the Roll of Honour we would mention +Second-Lieutenant J. S. Mitchell, Second-Lieutenant Aubrey F. A. +Patterson, Second-Lieutenant Robert Shirley Osmaston, M.C., and +Lieutenant Edward Carre. + +Second-Lieutenant J. S. Mitchell, R.F.C., was the only son of Colonel +and Mrs. Mitchell, of Sandygate, Wath-on-Dearne, Rotherham. He was +educated at Bramcote School, Scarborough, and Rugby, leaving there +in July, 1914. He went for a tour to Australia and Canada, returning +in July, 1915, when he began to work on munitions at Sheffield. In +January, 1916, he applied for a commission in the R.F.C., and was +gazetted in June, being appointed a Flying Officer on September 4. +He died abroad of injuries accidentally received on October 5, aged +twenty. + +Second-Lieutenant Aubrey F. A. Patterson, R.F.C., who is unofficially +reported as having died of wounds while a prisoner of war in Germany, +was born in 1895. He was the youngest son of Mr. and Mrs. W. R. +Patterson, of 40 Cleveland Square, Hyde Park. Educated at Berkhamsted +and Eastbourne College, he distinguished himself as an athlete, and won +the swimming championship at Eastbourne when he was sixteen. Within +a few days of the commencement of the war he enlisted in the H.A.C., +and went out to France at the end of 1914. Returning invalided to +England in 1915, he was appointed to a commission in the West Yorkshire +Regiment, and was subsequently attached to the R.F.C. He went back to +the front in 1916, and became actively engaged in bombing operations, +in which he did ‘excellent work.’ He was brought down on September 17 +by a numerous German squadron, and died of his wounds at Osnabrück. + +Second-Lieutenant Robert Shirley Osmaston, M.C., was the son of Mr. +and Mrs. Francis P. Osmaston, of Stoneshill, Limpsfield, and grandson +of Mr. John Osmaston, late of Osmaston Manor, Derby. He was born in +1894, and educated at Earleywood Preparatory School, Ascot, and +Winchester College (Kingsgate House), where he gained the gold medal +for gymnastics in 1912. He had a short course of agricultural training +after leaving Winchester, and when the war broke out enlisted as a +private in the U.P.S. Brigade. In May, 1915, he obtained his commission +in the Royal Sussex Regiment, and went to the front on December +1, 1915. Early this year (1916) he was an instructor of Lewis gun +training, and later acting-adjutant of his brigade, and was attached to +brigade head quarters learning staff work. In April he conducted a raid +into the enemy trenches very successfully and without any casualties, +and was shortly afterwards awarded the Military Cross. In July he +transferred to the R.F.C., and served as observer till he was killed. + +Lieutenant Edward Mervyn Carre, R.F.C., who was killed in October, +1916, aged twenty-two, was the youngest son of the Rev. Arthur A. Carre +and Mrs. Carre, of the Rectory, Smarden, Kent. Educated at Christ’s +Hospital from 1903 to 1910, he left as Deputy Grecian and entered the +College of the Resurrection, Mirfield, and in 1912 matriculated at +Leeds University, whence he obtained an Honour Degree in Classics. On +the outbreak of war he joined the Artists’ Rifles, and served abroad, +receiving a commission in the Lincolnshire Regiment in March, 1915. +Being promoted Lieutenant, he was transferred to the R.F.C. in May, +1916. His commanding officer writes: ‘We are all very sorry to lose +your son. He has done very good work since joining the squadron, and +was really one of my best observers.’ His eldest brother, Maurice +Tennant Carre, Australian Infantry, was killed at Lone Pine on +September 2, 1915. Two remaining brothers, Captain M. H. Carre, M.C., +and Second-Lieutenant G. T. Carre, are serving in the Royal West Kent +Regiment, and have both been twice wounded. + +The Roll of Honour grows as the days pass. Hero follows hero. To give +the names of all who have made the supreme sacrifice is impossible; +neither can we hope to find fitting words of gratitude and praise. + + + + +CHAPTER XXXV + +CONCLUSION + + +In November, 1916, the famous French aviator, Lieutenant Guynemer, +brought down his twenty-first enemy machine, thus establishing a new +world’s record for aerial warfare. The duel was fought at an altitude +of over two miles, after a chase of about forty-four miles, and was of +a most dramatic nature. + +Suddenly Lieutenant Guynemer, whilst flying many miles behind the +German lines, sighted a German squadron of two observation aeroplanes +with an escort of two fighting machines heading for the French lines. +There was nothing to prevent Lieutenant Guynemer giving immediate +battle, except the fact that in the event of being forced to land he +would fall within the German lines and be taken prisoner. He therefore +took refuge behind some friendly clouds until the German squadron +passed ahead of him, and then started the pursuit from behind, +closing up sufficiently so that if he should be seen by the German +anti-aircraft gunners from below he would be taken for one of the +escorting German aeroplanes. For several miles he kept up the pursuit, +concealing himself as much as possible from the German machines by +keeping behind the clouds. + +Then, when the French lines at last appeared below him, he emerged in +full view and began the fight. The German machine nearest him chanced +to be an observation ‘plane, and, darting down on it, he opened his +machine-gun fire at an altitude of about 12,000 feet, or just two +miles. With unerring aim he killed the observer with his third bullet, +and with the tenth the pilot likewise shot out from the machine, the +‘plane at the same time beginning its whirling giddy course down +towards the French lines. Although the machine was the second one +Guynemer had brought down that day, he at once started after the +other three, but they, in the meantime, had all disappeared, having +apparently turned back at his very first shot. Without further ado +Lieutenant Guynemer started in search of his victims, and succeeded in +locating the machine in the ravine of Mocourt. + +Amongst British aviators who continue to add to their victories mention +must again be made of Flight-Commander Ball, to whose Distinguished +Service Order a second bar—the first time such an honour has been +conferred—was added in November, 1916. Each passing day brings further +evidence of heroic deeds. + +On November 29 hostile airships again made a raid over England under +the cover of night, but with dire results for the enemy. Two German +airships were brought down. An official communication stated that a +number of hostile airships approached the north-east coast of England +between ten and eleven o’clock. Bombs were dropped on various places +in Yorkshire and Durham, but the damage was slight. One airship was +attacked by an aeroplane of the Royal Flying Corps and brought down +in flames in the sea off the coast of Durham at 11.45 p.m. Another +airship crossed into the North Midland Counties and dropped some bombs +at various places. On her return journey she was repeatedly attacked by +aeroplanes of the Royal Flying Corps and by guns. She appeared to have +been damaged, for the last part of her journey was made at very slow +speed, and she was unable to reach the coast before day was breaking. +Near the Norfolk coast she apparently succeeded in effecting repairs, +and, after passing through gunfire from the land defences, which claim +to have made a hit, proceeded east at a high speed and at an altitude +of over 8,000 feet, when she was attacked nine miles out at sea by four +machines of the Royal Naval Air Service, while gunfire was opened from +an armed trawler. The airship was brought down in flames at 6.45 a.m. + +One eye-witness has stated that it was just after daybreak when from +the east coast a German airship was seen, travelling slowly from the +west. As she passed over the coast the sound of heavy firing was heard, +and soon, over a low bank of mist some distance out to sea, a great +burst of flame was seen and the stricken raider fell blazing into the +sea. A little later a British airman flew in from the sea and descended +on the coast. He was given a tremendous ovation. Townspeople carried +him shoulder high through streets crowded with cheering people, while +sirens of shipping shrieked triumphantly. + +‘The defence was extraordinarily powerful,’ said an official report of +the raid issued in Berlin. Such praise from the enemy speaks volumes! + +At noon on the following day a German aeroplane managed to reach London +and drop bombs. But the fate of this raider also was sealed. On its +return journey if fell a victim to our gallant French Allies. + +Who can now doubt that supremacy in the air is with the Entente? +Whether in dealing with raiders by night or enemy machines on the +western battle-front by day, our heroic allied aviators have proved +their superiority. + +The names of the heroic naval aviators who brought down the German +airship in the manner described are Flight-Sub-Lieutenant E. L. +Pulling, Flight-Lieutenant E. Cadbury, and Flight-Lieutenant G. W. +R. Fane. The first named officer has been awarded the Distinguished +Service Order. His age at the time of his heroic deed was twenty-six +years. He was formerly in the Government wireless service, and he +received his commission in the Royal Naval Air Service on August 21, +1915. Tireless energy and boundless enthusiasm, combined with great +courage, mark him out as an aviator of high promise. + +Flight-Lieutenant Egbert Cadbury was twenty-three years of age at the +time of receiving the Distinguished Service Cross. At the outbreak of +war he left Trinity College, Cambridge, where he was studying for the +law, and joined the _Zarifa_ as an A.B., the vessel being a converted +yacht manned mostly by Cambridge men. After nearly a year at sea he +entered the R.N.A.S., gained his pilot’s certificate, and was stationed +on the East Coast. He is the youngest son of Mr. George Cadbury. + +Flight-Lieutenant Fane joined the Royal Naval Air Service in July, +1915, as a Flight-Sub-Lieutenant. He came straight from Charterhouse +and was only nineteen years of age at the time of being decorated. His +fellow-airmen speak of him as a pilot of remarkable skill and courage. + + +In February, 1917, whilst these pages were in proof, it was announced +that the first of the officers named above, Flight-Lieutenant E. L. +Pulling, D.S.O., had made the ‘supreme sacrifice.’ + + Another body!—Oh, new limbs are ready, + Free, pure, instinct with soul through every nerve. + + +_Printed by Jarrold & Sons, Ltd., Norwich, England_ + + +Transcriber’s Notes +Page 72—changed contritributor to contributor +Page 157—changed Decenber to December +Page 217—changed achines to machines + + + +*** END OF THE PROJECT GUTENBERG EBOOK 76758 *** diff --git a/76758-h/76758-h.htm b/76758-h/76758-h.htm new file mode 100644 index 0000000..a0965ee --- /dev/null +++ b/76758-h/76758-h.htm @@ -0,0 +1,8428 @@ +<!DOCTYPE html> +<html lang="en"> +<head> + <meta charset="UTF-8"> + <title> + Heroic Airmen and Their Exploits, | Project Gutenberg</title> + <link rel="icon" href="images/cover.jpg" type="image/x-cover"> + <style> + + body { + margin-left: 10%; + margin-right: 10%; +} + + h1,h2,h3 { + text-align: center; /* all headings centered */ + clear: both; +} + +p { + margin-top: .51em; + text-align: justify; + margin-bottom: .49em; +} + +.p2 {margin-top: 2em;} +.p4 {margin-top: 4em;} + +.p80 { + font-size: 0.80em; + text-align: center;} + +hr { + border-color: #800000 + } + +hr { + width: 33%; + margin-top: 2em; + margin-bottom: 2em; + margin-left: 33.5%; + margin-right: 33.5%; + clear: both; +} + +hr.short {width: 35%; margin-left: 32.5%; margin-right: 32.5%;} + +hr.tb {width: 45%; margin-left: 27.5%; margin-right: 27.5%;} +hr.chap {width: 65%; margin-left: 17.5%; margin-right: 17.5%;} +@media print {hr.chap {display: none; visibility: hidden;}} + +div.chapter {page-break-before: always;} +h2.nobreak {page-break-before: avoid;} + +table { + margin-left: auto; + margin-right: auto; +} + +table.autotable td, + +div.title-page { + text-align: center; + margin-left: auto; + margin-right: auto; + padding-left: 0.5em; + padding-right: 0.5em; + max-width: 25em; + page-break-before: always; + page-break-after: always; + border: 6px double black +} + +table.toi { + margin: auto; + width:auto; + max-width: 40em; +} + +td.chn { + text-align: right; + vertical-align: top; + padding-left: 0.5em +} +td.cht { + text-align: left; + vertical-align: top; + padding-left: 1.5em; + text-indent: -1em +} + +td.pag { + text-align: right; + vertical-align: bottom; + padding-left: 2em +} + +td.cht { + text-align: left; + vertical-align: top; + padding-left: 1.5em; + text-indent: -1em +} + +th.pag { + font-weight: normal; + font-size: small; + text-align: right; + padding-left: 2em +} + +th.chap { + font-weight: normal; + font-size: smaller; + text-align: left; + padding-left: 2em; +} + +.tdr {text-align: right;} + +.pagenum {/* uncomment the next line for invisible page numbers */ + /* visibility: hidden; */ + position: absolute; + left: 92%; + font-size: small; + text-align: right; + font-style: normal; + font-weight: normal; + font-variant: normal; + text-indent: 0; +} /* page numbers */ + + +.blockquot { + margin-left: 5%; + margin-right: 10%; +} + +.blockquot2 { + margin-left: 20%; + margin-right: 10%; +} + +.center {text-align: center;} + +.left {text-align: left;} + +.smcap {font-variant: small-caps;} + +.allsmcap {font-variant: small-caps; text-transform: lowercase;} + +.caption {font-weight: bold;} + +/* Images */ + +img { + max-width: 100%; + height: auto; +} + +.width412 {max-width: 412px; + text-align: center;} + +.figcenter { + margin: auto; + text-align: center; + page-break-inside: avoid; + max-width: 100%; +} + +/* comment out next line and uncomment the following one for floating figright on ebookmaker output */ + + +/* Footnotes */ + +.footnotes {border: 1px dashed; + margin-left: 20%; margin-right: 20%; font-size: 0.9em;} + +.fnanchor { + vertical-align: super; + font-size: .8em; + text-decoration: + none; +} + +/* Transcriber's notes */ +.transnote {background-color: #E6E6FA; + color: black; + font-size:small; + padding:0.5em; + margin-bottom:5em; + font-family:sans-serif, serif; +} + + </style> +</head> +<body> +<div style='text-align:center'>*** START OF THE PROJECT GUTENBERG EBOOK 76758 ***</div> + + +<div class="transnote"> +Transcriber’s notes + +<p>Changes made are noted at the <a href="#end_note" title="Go to the End Note">end of the book.</a></p> +</div> + +<div class="chapter"> +<div class="figcenter width412 x-ebookmaker-drop" id="cover-small"> +<img src="images/cover-small.jpg" alt=""> +</div> +</div> + +<p class="p4"></p> +<h1> HEROIC AIRMEN<br> + AND THEIR EXPLOITS</h1> + + + +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<div class="figcenter" id="i_003"> +<img src="images/i_003.jpg" alt="" width="472" height="650"> +<p class="caption center">Flight-Commander W. L. Robinson, V. C. By Dudley Tennant.</p> +<p class="caption center"><em>Reproduced by special permission from the plate in ‘Answers.’</em></p> +</div> + + +<p class="center p2"></p> +<div class="title-page"> +<h2 class="center"> HEROIC AIRMEN<br> + AND THEIR EXPLOITS</h2> + +<p class="center p80"> BY</p> + <p class="center p80"> E. W. WALTERS</p> + +<p class="center"> <cite>Author of ‘The Souls of the Brave,’ ‘Heroines of + the World War,’ &c.</cite></p> + + +<p class="center p4"> + <span class="smcap">London</span><br> + CHARLES H. KELLY<br> + <span class="smcap">25-35 City Road, and 26 Paternoster Row, E.C.</span> +</p> +</div> +</div> + +<p class="center p4"></p> +<div class="chapter"> +<p class="center"><cite>First Edition, 1917</cite></p> + +<p class="center p2"></p> +<p class="center"> TO THE<br> + MEMORY OF THE HEROIC AIRMEN<br> + WHO HAVE<br> + LAID DOWN THEIR LIVES IN THE SERVICE<br> + OF THEIR COUNTRY</p> +</div> + +<p><span class="pagenum" id="Page_6">[6]</span></p> + +<hr class="chap x-ebookmaker-drop"> +<h3>AUTHOR’S NOTE</h3> + + +<p>Acknowledgement is due in many directions, +to various friends for supplying +interesting information, and to the authors +of various books and articles.</p> + +<p>These pages, however, are far from being +of a technical nature. The chief aim is to +awaken the interest of the reader and throw +fresh light on heroic deeds.</p> + +<p> +E. W. W. +</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> + +<p class="p4"></p> +<p><span class="pagenum" id="Page_xi">[xi]</span></p> +<h2 class="nobreak" id="CONTENTS">CONTENTS</h2> +</div> + + +<table><tr> +<th class="chap"><span class="allsmcap">CHAPTER</span></th> +<th class="chn"></th> +<th class="pag"><small><small>PAGE</small></small></th> +</tr><tr> +<td class="chn">I.</td> +<td class="cht"><span class="allsmcap">BY WAY OF INTRODUCTION </span></td> +<td class="pag"><a href="#Page_11">11</a></td> +</tr><tr> +<td class="chn">II.</td> +<td class="cht"><span class="allsmcap">THE BIRTH OF THE AIRSHIP</span></td> +<td class="pag"><a href="#Page_14">14</a></td> +</tr><tr> +<td class="chn">III.</td> +<td class="cht"><span class="allsmcap">THE PIONEER WORK OF M. SANTOS DUMONT</span></td> +<td class="pag"><a href="#Page_18">18</a></td> +</tr><tr> +<td class="chn">IV.</td> +<td class="cht"><span class="allsmcap">FURTHER LINES OF PROGRESS</span></td> +<td class="pag"><a href="#Page_22">22</a></td> +</tr><tr> +<td class="chn">V.</td> +<td class="cht"><span class="allsmcap">THE BIRTH AND GROWTH OF THE AEROPLANE</span></td> +<td class="pag"><a href="#Page_30">30</a></td> +</tr><tr> +<td class="chn">VI.</td> +<td class="cht"><span class="allsmcap">FURTHER DEVELOPMENTS AND CERTAIN ENEMY MACHINES</span></td> +<td class="pag"><a href="#Page_37">37</a></td> +</tr><tr> +<td class="chn">VII.</td> +<td class="cht"><span class="allsmcap">THE ZEPPELIN AND OTHER MODERN AIRSHIPS </span></td> +<td class="pag"><a href="#Page_44">44</a></td> +</tr><tr> +<td class="chn">VIII.</td> +<td class="cht"><span class="allsmcap">CONTROLLING AN AEROPLANE</span></td> +<td class="pag"><a href="#Page_53">53</a></td> +</tr><tr> +<td class="chn">IX.</td> +<td class="cht"><span class="allsmcap">FLIGHT-COMMANDER WILLIAM LEAFE ROBINSON, V.C.</span></td> +<td class="pag"><a href="#Page_61">61</a></td> +</tr><tr> +<td class="chn">X.</td> +<td class="cht"><span class="allsmcap">LIEUT. F. SOWREY, D.S.O., AND LIEUT. A. BRANDON, D.S.O.</span></td> +<td class="pag"><a href="#Page_75">75</a></td> +</tr><tr> +<td class="chn">XI.</td> +<td class="cht"><span class="allsmcap">THE CAPTIVE ZEPPELIN</span></td> +<td class="pag"><a href="#Page_89">89</a></td> +</tr><tr> +<td class="chn">XII.</td> +<td class="cht"><span class="allsmcap">LIEUT. W. L. TEMPEST, D.S.O.</span></td> +<td class="pag"><a href="#Page_94">94</a></td> +</tr><tr> +<td class="chn">XIII.</td> +<td class="cht"><span class="allsmcap">LIEUT. WARNEFORD, V.C.</span></td> +<td class="pag"><a href="#Page_104">104</a></td> +</tr><tr> +<td class="chn">XIV.</td> +<td class="cht"><span class="allsmcap">THE NEW ARM IN WARFARE</span></td> +<td class="pag"><a href="#Page_108">108</a></td> +</tr><tr> +<td class="chn">XV.</td> +<td class="cht"><span class="allsmcap">FROM VICTORY TO VICTORY</span></td> +<td class="pag"><a href="#Page_117">117</a></td> +</tr><tr> +<td class="chn">XVI.</td> +<td class="cht"><span class="allsmcap">AIR SUPREMACY</span></td> +<td class="pag"><a href="#Page_123">123</a><span class="pagenum" id="Page_8">[8]</span></td> +</tr><tr> +<td class="chn">XVII.</td> +<td class="cht"><span class="allsmcap">FLIGHT-COMMANDER ALBERT BALL, D.S.O., M.C.</span></td> +<td class="pag"><a href="#Page_127">127</a></td> +</tr><tr> +<td class="chn">XVIII.</td> +<td class="cht"><span class="allsmcap">LIEUT. ALLAN BOTT, M.C.</span></td> +<td class="pag"><a href="#Page_130">130</a></td> +</tr><tr> +<td class="chn">XIX.</td> +<td class="cht"> <span class="allsmcap">FLIGHT-LIEUT. GUYNEMER </span></td> +<td class="pag"><a href="#Page_134">134</a></td> +</tr><tr> +<td class="chn">XX.</td> +<td class="cht"><span class="allsmcap">LIEUT. STEWART GORDON RIDLEY</span></td> +<td class="pag"><a href="#Page_137">137</a></td> +</tr><tr> +<td class="chn">XXI.</td> +<td class="cht"><span class="allsmcap">SOUS-LIEUT. LOUIS NOËL </span></td> +<td class="pag"><a href="#Page_142">142</a></td> +</tr><tr> +<td class="chn">XXII.</td> +<td class="cht"><span class="allsmcap">FLIGHT-LIEUT. HAROLD ROSHER, R.N.A.S.</span></td> +<td class="pag"><a href="#Page_147">147</a></td> +</tr><tr> +<td class="chn">XXIII.</td> +<td class="cht"><span class="allsmcap">AN OBSERVER IN THE R.N.A.S.</span></td> +<td class="pag"><a href="#Page_152">152</a></td> +</tr><tr> +<td class="chn">XXIV.</td> +<td class="cht"><span class="allsmcap"> HEROES OF THE ROYAL NAVAL AIR SERVICE</span></td> +<td class="pag"><a href="#Page_157">157</a></td> +</tr><tr> +<td class="chn">XXV.</td> +<td class="cht"><span class="allsmcap">TOLD BY THE ADMIRALTY</span></td> +<td class="pag"><a href="#Page_162">162</a></td> +</tr><tr> +<td class="chn">XXVI.</td> +<td class="cht"><span class="allsmcap"> HEROES OF FRANCE</span></td> +<td class="pag"><a href="#Page_168">168</a></td> +</tr><tr> +<td class="chn">XXVII.</td> +<td class="cht"><span class="allsmcap">AWARDS AND DECORATIONS </span></td> +<td class="pag"><a href="#Page_191">191</a></td> +</tr><tr> +<td class="chn">XXVIII.</td> +<td class="cht"><span class="allsmcap"> FRENCH APPRECIATION</span></td> +<td class="pag"><a href="#Page_202">202</a></td> +</tr><tr> +<td class="chn">XXIX.</td> +<td class="cht"><span class="allsmcap">THE EYES OF OUR ARMIES IN THE FIELD</span></td> +<td class="pag"><a href="#Page_207">207</a></td> +</tr><tr> +<td class="chn">XXX.</td> +<td class="cht"><span class="allsmcap"> RUSSIAN PRAISE AND RUSSIAN ACHIEVEMENTS</span></td> +<td class="pag"><a href="#Page_213">213</a></td> +</tr><tr> +<td class="chn">XXXI.</td> +<td class="cht"><span class="allsmcap">ITALY’S PART</span></td> +<td class="pag"><a href="#Page_219">219</a></td> +</tr><tr> +<td class="chn">XXXII.</td> +<td class="cht"><span class="allsmcap"> ENEMY ACTIVITY</span></td> +<td class="pag"><a href="#Page_224">224</a></td> +</tr><tr> +<td class="chn">XXXIII.</td> +<td class="cht"><span class="allsmcap">A GENERAL VIEW</span></td> +<td class="pag"><a href="#Page_231">231</a></td> +</tr><tr> +<td class="chn">XXXIV.</td> +<td class="cht"><span class="allsmcap"> THE HEROIC DEAD</span></td> +<td class="pag"><a href="#Page_253">253</a></td> +</tr><tr> +<td class="chn">XXXV.</td> +<td class="cht"><span class="allsmcap"> CONCLUSION</span></td> +<td class="pag"><a href="#Page_265">265</a><span class="pagenum" id="Page_9">[9]</span></td> +</tr> +</table> + + +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<h2 class="nobreak" id="LIST_OF_ILLUSTRATIONS">LIST OF ILLUSTRATIONS</h2> +</div> + +<table class="toi"> +<tr> +<td class="pag" colspan="2"><small><small>PAGE</small></small></td> +</tr><tr> +<td class="cht"><span class="allsmcap">FLIGHT-COMMANDER W. L. ROBINSON, V.C. </span></td> +<td class="pag"><a href="#i_003"><em>Frontispiece</em></a></td> +</tr><tr> +<td class="cht"><span class="allsmcap">DISTINCTIVE MARKS USED BY BELLIGERENTS IN THE AIR</span></td> +<td class="pag"><a href="#Page_31">31</a></td> +</tr><tr> +<td class="cht"><span class="allsmcap">DIAGRAM ISSUED IN THE EARLY PART OF THE WAR BY THE FRENCH WAR OFFICE</span></td> +<td class="pag"><a href="#Page_41">41</a></td> +</tr><tr> +<td class="cht"><span class="allsmcap">SECTIONAL VIEW OF ZEPPELIN AIRSHIP</span></td> +<td class="pag"><a href="#Page_49">49</a></td> +</tr><tr> +<td class="cht"><span class="allsmcap">LIEUT. WARNEFORD, V.C. </span></td> +<td class="tdr"><em>face</em> <a href="#Page_104">104</a></td> +</tr><tr> +<td class="cht"><span class="allsmcap">BOMB-DROPPING</span></td> +<td class="tdr"><em>face</em> <a href="#Page_128">128</a></td> +</tr><tr> +<td class="cht"><span class="allsmcap">GUARDING OUR COASTS: A NAVAL PATROL IN DIFFICULTIES </span></td> +<td class="tdr"><em>face</em> <a href="#Page_154">154</a></td> +</tr><tr> +<td class="cht"><span class="allsmcap">AWARDS AND DECORATIONS</span></td> +<td class="tdr"><em>face</em> <a href="#Page_192">192</a></td> +</tr> +</table> + +<p><span class="pagenum" id="Page_10">[10]</span></p> + + +<div class="blockquot"> + +<p>‘All our airmen are heroes, at home and in France, +and the gratitude of the nation is due to them for the +splendid success with which they have got the upper hand +of the air service of the enemy.’</p> + +<p> +—<cite>The Daily Press</cite>, October 2, 1916.<br> +</p> +</div> +<hr class="short x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_11">[11]</span></p> + +<h2 class="nobreak" id="HEROIC_AIRMEN">HEROIC AIRMEN</h2> +</div> + + +<hr class="short x-ebookmaker-drop"> + +<div class="chapter"> +<h2 class="nobreak center" id="CHAPTER_I">CHAPTER I</h2> +</div> + +<p class="center">BY WAY OF INTRODUCTION</p> + + +<p><span class="smcap">We</span> approach an intensely interesting subject. +Indeed, there is the danger that we +may be tempted to dwell on thrilling +achievements before learning what those +achievements really mean. We have all +talked freely in the past of airmen and +flying; yet how limited has been our +knowledge! These pages will not, however, +touch ground of a purely technical +nature. Matters intricate and involved +will be avoided. Harm rather than good +might come from trespassing on ground +presided over by experts. But there is a +middle course: we may learn sufficient +to appreciate in a fuller and deeper sense +the achievements of our heroic airmen.</p> + +<p>Our subject is wide, as wide, indeed, +as the heavens. We must needs cover<span class="pagenum" id="Page_12">[Pg 12]</span> +much ground, and must regulate our pace +accordingly. Much as we may be tempted +to dwell upon this or that branch of the +subject, we shall often be compelled to +pass on. For this is a book of heroic +deeds, and our aim in touching briefly +upon the birth and early development +of various forms of aircraft will chiefly +be with the view of giving a fuller and +deeper meaning to the achievements of +such men as Lieutenant Robinson, V.C., +and Lieutenant Warneford, V.C. Happily +there are many such heroes.</p> + +<p>‘I was not the only one to go up after +the Zeppelin,’ Lieutenant Robinson said +in his first public speech. ‘Men have +gone up in conditions of almost certain +death, and some have met their death +in facing the murderers who have come +over here. There are men, friends of +mine, who have been maimed for life by +going up just on the off-chance of strafing +them on absolutely impossible nights—misty +nights, when it is exceedingly difficult to +land, and the ground cannot be seen when +you are up. They get into the clouds, lose +control of their machines, and crash to +earth. These deeds are hundreds of times +more heroic than what I did. It was +merely my good fortune.’</p> + +<p><span class="pagenum" id="Page_13">[13]</span></p> + +<p>A brave speech, worthy of a true hero! +We shall do well if in the course of these +pages we can get into closer touch with +men of such stamp.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_14">[14]</span></p> + +<h2 class="nobreak center" id="CHAPTER_II">CHAPTER II</h2> +</div> + +<p class="center">THE BIRTH OF THE AIRSHIP</p> + + +<p><span class="smcap">Progress</span> in the construction of aircraft +has been rapid of recent years, but there +was a long period of experiment and +preparation. It is a long flight from the +aircraft of to-day back to the efforts of +the Robert brothers in 1784.</p> + +<p>The Robert brothers’ experiments took +the form of a balloon shaped like a melon, +made of silk carefully proved, and measuring +52 feet in length and 32 feet in +diameter. The gas employed was pure +hydrogen. Underneath the envelope was +suspended a long, narrow car, in general +idea not unlike that used on some +modern airships, and three pairs of oars +with blades made like a racquet-frame, +covered with silk, and a rudder of similar +material.</p> + +<p>The two brothers, accompanied by a +third person, went up in this early dirigible +and succeeded in describing a curve of<span class="pagenum" id="Page_15">[15]</span> +one kilometre radius, thus showing that, +at any rate, they could deviate in some +measure from the wind then prevailing. +But at the time of the ascent there seems +to have been very little opposition in the +way of wind pressure. Favourable weather +was naturally chosen. Nevertheless, something +was attempted and something done, +paving the way for further efforts.</p> + +<p>Another airship, which led to a thrilling +adventure, was built in due course. This +was fitted with an internal air ballonet. +An ascent was bravely attempted, but the +ship got into a strong air eddy, which +tore away the oars and rudder and +detached the air-bag from its sustaining +cords. This airship, however, is said to +have reached a remarkable height for those +days—no less than 16,000 feet! This, +however, was <em>not</em> intentional.</p> + +<p>Another airship worthy of note was the +dirigible built in France by Henri Giffard. +This took a spindle shape, measuring +143 feet in length and 39 feet in diameter. +It had a 3 h.-p. steam engine and an 11 +foot screw propeller. The first trip was +made in September, 1852. Six miles were +covered in conditions not entirely favourable, +and it is recorded that several further +journeys were made. Ten years, however,<span class="pagenum" id="Page_16">[16]</span> +passed before marked progress was shown +in the construction of this type of dirigible.</p> + +<p>Tissandier was the next in the field. +His dirigible was not unlike previous efforts +in shape and construction; but now an +electric motor and a bichromate battery +were employed, and a speed of eight miles +an hour was reached.</p> + +<p>Next came Captain Charles Renard, who +made marked progress by building an +envelope with a ‘true streamline.’ The +car was suspended by means of a huge +sheet placed over the back of the airship, +to which were attached suspensory cords. +The cubic capacity of the airship was +66,000 feet. It was kept rigid by means +of an internal air ballonet, which was kept +full by a fan blower coupled to a motor. +It had a car 108 feet in length, which +helped to steady the airship, and indeed +played a somewhat similar part to the +spar employed in later airships of the +semi-rigid type. An electric motor, weighing +220 lbs., was installed, which developed +9 h.-p. The first trial trips were made in +1884, and were considered at the time +remarkably successful so far as navigation +was concerned. Indeed, it is recorded that +on one occasion this dirigible flew round +Paris at an average speed of 14½ miles<span class="pagenum" id="Page_17">[17]</span> +an hour—a remarkable achievement at the +time.</p> + +<p>Clearly there was now a future for airships. +Germany had recognized this for +some while, and had not been idle. Baumgarten +and Wolfert built an airship in +1879 with a benzine motor, but when +making an ascent at Leipzig the vessel +got out of control, fell to the ground, and +was hopelessly wrecked.</p> + +<p>In 1897 Wolfert made further experiments, +which cost him his life. A fire +broke out in the benzine container of the +new ship, with the result that the inventor +and his assistant were killed.</p> + +<p>The same year saw an effort on the part +of an Austrian named Schwartz, who built +an airship of sheet aluminium. This, +however, proved a leaky structure. It +descended and came to a sudden end. +Schwartz, however, was the first to build +a rigid airship with a petrol motor, and +there is a sense in which his efforts led to +the modern Zeppelin.</p> + +<p>With that airship—the modern Zeppelin—with +its intricate construction and remarkable +capacities of speed and distance, +its carrying powers, its evil missions, +its tactics when under fire—we shall deal +later.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_18">[18]</span></p> + +<h2 class="nobreak center" id="CHAPTER_III">CHAPTER III</h2> +</div> + +<p class="center">THE PIONEER WORK OF M. SANTOS DUMONT</p> + + +<p><span class="smcap">The</span> efforts of M. Santos Dumont call for +special reference. He contributed greatly +to the science of aerostation, and may be +considered one of the foremost of the +flight pioneers. He was a man of remarkable +industry, perseverance, and courage.</p> + +<p>His first noteworthy effort in construction +was in 1898, when he made a cylinder +of varnished silk, 82½ feet in length, with +pointed ends, and measuring 11½ feet in +diameter. An internal air ballonet was +fitted, and an engine giving 3 h.-p. A +balloon basket was hung beneath the +envelope. There was a two-blade propeller, +whilst shifting weights controlled +the poise of the ship, steering being effected +by means of a rudder composed of strong +silk over a steel frame.</p> + +<p>Comparative success greeted the venture. +The airship left the Zoological Gardens in<span class="pagenum" id="Page_19">[19]</span> +Paris and performed various evolutions, +in spite of a gentle wind. Later, however, +disaster threatened the ship and its distinguished +pilot, owing to too rapid contraction +of the gas whilst the ship was in +the act of descending. But a calamity was +averted by some schoolboys, who with +commendable foresight caught hold of the +tail rope of the airship and drew it along +kite fashion with such speed that a gentle +landing was effected.</p> + +<p>At a later date, being encouraged by +the offer of a prize, M. Santos Dumont +built a new and larger airship with the +view to flying from St. Cloud, round the +Eiffel Tower, and back to the starting-point +within thirty minutes. This new +ship was 109 feet in length and 17 feet in +diameter. It was fitted with a 4-cylinder +air-cooled motor, driving an enormous propeller +of 26 feet in diameter, which gave a +thrust of 120 lbs. at 140 revolutions per +minute. Among other novelties, water +ballast was used, and piano wires replaced +the old type of suspension cords.</p> + +<p>An attempt to earn the prize was made +in July, 1901. At 6.30 in the morning +the airship started from St. Cloud, reached +the Eiffel Tower, and made a successful +turn. But the weather conditions were<span class="pagenum" id="Page_20">[20]</span> +adverse to the venture. A wind arose, +and the return journey took thirty minutes.</p> + +<p>Not to be outdone, Santos Dumont +made another attempt in August of the +same year. He failed again, but soon got +to work upon yet another airship. This +developed an ascensional force of 1,158 lbs., +and was driven by a 12 h.-p. 4-cylinder +motor which gave a thrust of 145 lbs. +With this ship, on October 19, 1901, +Santos Dumont started for the Eiffel +Tower hampered by a side wind of 20 feet +a second. Nevertheless, he reached the +tower in nine minutes, but owing to allowing +insufficient clearance he barely missed +colliding with it. However, he got the +airship under control and returned to his +starting-point in 29½ minutes, thus winning +the Deutsch prize of 125,000 francs +and an additional reward of 125,000 francs.</p> + +<p>The greater part of the money was given +by the aviator to charity, showing clearly +that in his experiments M. Santos Dumont +had other aims than self-gain. A wit has +observed that he was a ‘man of high-soaring +motives,’ which is, in fact, entirely +true. His aim was to construct an airship +that would prove of real service to mankind, +and in his experiments he sacrificed +both time and money, and, of far greater<span class="pagenum" id="Page_21">[21]</span> +importance, he made his ascents at great +risk to his personal safety at a time when +‘air courage’ was comparatively new, and +in conditions which made no immediate +call to patriotism and duty. He was of +the ‘stuff’ of which the true hero of the +air is made, taking with a brave heart +serious risks, and going from flight to +flight with no other thought than achieving +the end he had in view.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_22">[22]</span></p> + +<h2 class="nobreak center" id="CHAPTER_IV">CHAPTER IV</h2> +</div> + +<p class="center">FURTHER LINES OF PROGRESS</p> + + +<p><span class="smcap">Progress</span> toward the modern airship has, +as we have seen, been by short and +laborious flights. The disappointments +and disasters have been almost numberless. +Endless patience, perseverance, and dauntless +courage have been demanded. Moreover, +in the past the would-be master of +the air has needed very considerable +resources. On account of a lack of funds +many promising designs have come to no +definite end. In the earlier days of flying +the work of construction was done chiefly +by men of leisure and means. Not till a +comparatively recent date has the work +been put on a commercial basis and done +by large manufacturing firms.</p> + +<p>One of the chief difficulties to be overcome +was to discover an object of sufficient +strength to be driven through the air, and +yet so light that it could displace more<span class="pagenum" id="Page_23">[23]</span> +than its own weight of air. No very great +difficulty was experienced in constructing +the spherical balloon, for the sphere is, of +course, the natural shape which any flexible +envelope will take. No framework was +needed to stiffen the flimsy covering of +such a balloon. The sphere is, in itself, a +natural shape, and it has no tendency to +change. The distorting action upon it is +that due to the weight of the car; but by +using a large net bag, enclosing the whole +balloon, this has been so spread that the +distortion is very slight, and the natural +shape not interfered with to a very +appreciable extent.</p> + +<p>The great pressure of the air has, of +course, constituted many difficulties. At +sea-level the air pressure is 14·7 lbs. per +square inch. A vessel containing a vacuum +has therefore to be strong enough to +support 15 lbs. on every square inch of +its surface. To make the envelope of a +balloon strong enough to contain a vacuum +is impossible for the purpose. Too great +weight would be required.</p> + +<p>It has been found that the best course is +to fill the balloon with hydrogen, the +lightest of gases. In this way the difficulty +as regards pressure is overcome, for the +hydrogen presses upwards as strongly as<span class="pagenum" id="Page_24">[24]</span> +the air presses inwards. Stated in round +figures, 1,000 cubic feet of hydrogen weighs +about 5½ lbs., and the same quantity of +air about 80 lbs. It has been found, then, +that 75 lbs. represents the gross lifting +weight, and that from it must be deducted +the weight of the envelope to arrive at the +desired lifting effect.</p> + +<p>With the increased size of the balloon +many difficulties have been removed, for +the lifting weight increases faster than the +superficial area of the envelope. The contents +of a sphere increase as the cube of a +diameter, but the area grows only as the +square of the diameter. Therefore, if you +double the diameter of a balloon you +increase its capacity and consequently its +gross lift by eight times. Even if it should +be necessary to increase the thickness of +the fabric of which the balloon is made, +there is still a good margin left in favour of +the larger balloon.</p> + +<p>But the aim has been to obtain something +more than the ordinary spherical +balloon, which simply drifts in the air-currents. +Such a balloon is helpless as +far as direction is concerned. It simply +‘goes with the wind.’ Its weight may +be varied, but not its direction. The aim +of the inventors of steerable balloons has<span class="pagenum" id="Page_25">[25]</span> +been to overcome helpless drifting by means +of propellers and rudders, and by various +means designed to avoid loss of gas in +ascending and descending.</p> + +<p>Inventors in time past found that it +was no easy matter to drive a large +spherical object of a light and flimsy construction +through the air. With the huge +area which a spherical balloon offers to +the wind, it was found impossible to make +any headway at all, except in perfectly +calm weather, or with the wind behind. +Consequently the steerable balloon took +on an elongated shape, the nose growing +more and more pointed, so that it could +‘cut’ the air.</p> + +<p>But now a fresh call arose for new ways +and means of construction. The simple +bag, which served in spherical form, was +useless for the new design. A rigid framework +of suitable lightness and strength +was called for—an extremely difficult +matter. Indeed, even in the case of a +ship built for the sea there are troubles +in this direction. ‘The water supports it +all along, while the load which it carries +is more or less in lumps, distributed irregularly +from end to end. A ship in still +water, without any attacks by storms +from without, is in danger of breaking its<span class="pagenum" id="Page_26">[26]</span> +back. If it be divided up into short +sections some will be found to possess great +buoyancy and little load, while others will +be carrying loads far in excess of their +buoyancy. The ship must therefore be +strongly constructed, so that the lightly +loaded parts may be able effectually to +assist the heavily loaded parts. As great +longitudinal stiffness is required in a ship +as in a bridge. In fact, the modern ship +is actually modelled upon a railway bridge. +The method of construction which made +the great liner of to-day possible was +invented by I. K. Brunel, who got the +idea from the Menai Straits Bridge of +Robert Stephenson.’</p> + +<p>Longitudinal stiffness is, then, an absolute +essential to any structure of the kind now +in mind. The buoyancy must be fairly +constant from end to end, the cars being +suspended at intervals. That is to say, +it has been found that the necessary stiffness +must be attained whereby the weight +of the suspended cars will be distributed in +due proportion to every part of the balloon, +not simply to the parts immediately above.</p> + +<p>This has been attained by means +of a cleverly constructed framework of +aluminium, and on a line with this improvement +have come a number of drum-shaped<span class="pagenum" id="Page_27">[27]</span> +gas-bags, made of rubber fabric +and placed in allotted spaces in the framework. +A kind of keel has also been +introduced beneath the frame, giving additional +stiffness and keeping the airship from +rolling, just as in the case of seafaring +craft.</p> + +<p>Improvement has followed improvement. +In some designs two light frames have +been spread out from the main structure of +the airship, each carrying a propeller. +Frames have also been introduced at the +back of the airship, thus giving four propellers +in all—two forward and two aft. +With these have come fins or planes, +designed with the view to keeping the +nose of the airship foremost to the wind. +Moreover, groups of planes have been employed, +lying in horizontal position but +capable of movement, and making it possible +to steer upward at both ends or at +one only, as required.</p> + +<p>Whilst these structures, which led to the +Zeppelin, were in course of preparation, +other designs of importance were being +made, which led by degrees to airships of +the nature of the Parseval. In these +designs there was no elaborate framework. +The balloon portion was in one—a +huge shape, stout in the middle with a<span class="pagenum" id="Page_28">[28]</span> +pointed tail and rounded nose, and carrying +triangular planes, placed horizontally. +This strange shape, not unlike a fish, was +maintained simply by the formation of +the bag, distended by pressure of the gas. +Difficulties as regards the car were overcome +by long ropes, the car being suspended +some distance below. The ropes were +attached to the balloon at intervals, thus +distributing the weight of the car throughout +almost the full length of the balloon.</p> + +<p>Later came improvements which permitted +the car of the airship to slide, so +to speak, upon the suspending ropes, thus +giving greater freedom to the action of +the propeller. To the design were also +added two smaller ballonets, inside the +large one, carrying air-ballast. And by +means of clever manipulation these bags +made it easier to keep the airship at an +even keel. This aim was also aided by a +small horizontal plane or elevator placed +beneath the bow. Underneath the stern +was hung a vertical plane, to the end of +which the rudder was hinged. The motor +was in the car, and drove two propellers, +supported upon a framework, between the +car and the balloon. These craft gradually +grew to about 300 feet in length, and about +50 feet in diameter at the thickest parts.</p> + +<p><span class="pagenum" id="Page_29">[29]</span></p> + +<p>Other designs, which led to the Astra-Torres, +an airship of French origin, had +a balloon of ‘trefoil’ shape. The car was +hung low, as in other models of the kind, and +was distributed by a number of wires, some +of which passed into the balloon itself and +were attached inside. Indeed, it was this +mode of attaching the car that led to the +trefoil shape. Two planes were attached +to the rear, and two elevators and the +rudder were placed beneath the rear end.</p> + +<p>In another fairly successful design of a +similar nature a long girder ran underneath +the balloon, supported by wires from +the balloon, the car being attached to +the centre, thus distributing the weight +throughout the whole length of the balloon.</p> + +<p>Many of these designs had their origin +in France, but the British have not been +idle. Many improvements have had their +birth in England, and we know that these, +as in the case of other designs here mentioned, +have led to definite results. Out +of persevering efforts, checked again and +again by misfortune and often by disaster, +have come the modern airships with which +we are familiar. In their wake are many +victims. Yet, as we have seen, and shall +see afresh in these pages, they have called +forth many heroic deeds.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_30">[30]</span></p> + +<h2 class="nobreak center" id="CHAPTER_V">CHAPTER V</h2> +</div> + +<p class="center">THE BIRTH AND GROWTH OF THE +AEROPLANE</p> + + +<p><span class="smcap">It</span> is to the honour of the British nation +that one of the first principles of the +biplane was proposed and explained by a +British subject, Mr. F. H. Wenham, as far +back as 1866. He pointed out that the +lifting power of a surface can be economically +obtained by placing a number of +smaller surfaces one above another. Indeed, +flying-machines were built by Wenham +on this principle, with appliances +for the use of his own muscular power. He +did not, however, accomplish actual flight, +although valuable results were obtained as +regards the driving power of superposed +surfaces.</p> + +<p>After various further experiments in the +same direction, it fell to H. von Helmholtz +to emphasize the improbability that man +could drive a flying-machine by his own<span class="pagenum" id="Page_31">[31]</span> +muscular power. A period of stagnation +followed. But interest was revived later, +and fresh efforts were made, varying in +importance, down to the experiments of +Sir Hiram Maxim and Professor Langley.</p> + +<div class="figcenter" id="i_032a"> +<img src="images/i_032a.jpg" alt="" width="395" height="650"> +<p class="caption center"><span class="smcap">Distinction Marks Used by the Belligerents in the War.</span></p> +<p class="caption center">1. British. 2. Marks on rudder of British machine.<br> +3. French. 4. Marks on rudder of French machine.<br> +5. Russian. 6. Italian. 7. German and Austrian. 8. Turkish.</p> + +<p class="caption center">The British marks consist of circles, having a red and blue circumference, +with a white or (occasionally) the natural colour of the fabric +in between. The positions for these circles are:—Two on the upper +surface of the top plane near the wing tips; two on the lower surface +of the bottom plane, also close to the tips; one on each side of the +body between the pilot’s seat and the tail. Sometimes simply a red +circle is used on naval machines. The rudder is painted with three +vertical stripes in the following order counting from front to back: +blue, white, red. The French distinction marks are similar to the +British, with the exception that the centre of the circles is blue and +the circumference red. The Belgian, Serbian, and Roumanian marks +are similar to the French. The Russian marks are lateral stripes on +the planes in the order from the leading to the trailing edge of the +wing: white, blue, red. Our Italian Allies incorporate their national +colours in a rosette on their machines. The device has a red centre, +then a white ring with a green circle outside.</p> +</div> + +<hr class="chap x-ebookmaker-drop"> + +<p><span class="pagenum" id="Page_32">[32]</span></p> +<p>These two eminent men, who took up +the subject of flying in the last decade of +the last century, came to their task with +great scientific knowledge. Hitherto flying +was associated in the minds of the +public with failure and folly. Indeed, Sir +Hiram Maxim once remarked that at the +time he took up the subject it was almost +considered a disgrace to any one to think +of it. It was thought ‘quite out of the +practical question.’ But the two great +men now in mind were not to be turned +aside by ridicule. ‘They rescued aeronautics +from a fallen position, and fired in +its cause the enthusiasm of men of light +and learning.’</p> + +<p>Sir Hiram Maxim’s experiments were on +a large scale. He built the largest flying-machine +that had then been constructed. +It had 4,000 feet of supporting surface and +weighed 8,000 lbs.; the screw propellers +measured 17 feet 11 inches in diameter, +the width of the blade at the tip +being 5 feet. The boiler was of 363 h.-p. +This remarkable machine had wheels and<span class="pagenum" id="Page_33">[33]</span> +a railway line, and was restrained from +premature flight by a system of wooden +rails. But it proved unruly. It burst +through the wooden rails, and flew in a +wholly unexpected fashion for 300 feet!</p> + +<p>Professor Langley’s experiments carried +flying still further. In 1896 he built a +machine that flew for more than three-quarters +of a mile. In this machine there +was only 70 square feet of supporting +surface, and the weight was only 72 lbs. +It had a 1 h.-p. engine, weighing 7 lbs.</p> + +<p>But Professor Langley had still to build +a machine that would carry a man. This +he did in due course, but when the machine +was being put to the test over water, and +at the very moment of being launched, +it caught in the launching ways and was +pulled into the water. Progress had, however, +been made, and it is well worthy of +note that of recent date an American +aviator has unearthed Langley’s machine +and flown on it, thus giving posthumous +honour to the inventor.</p> + +<p>Following the professor’s efforts, further +progress was made by Mr. Octava Chanute, +who introduced the important principle +of making moveable surfaces. He also +made use of superposed surfaces. But it +was reserved for the two famous aviators,<span class="pagenum" id="Page_34">[34]</span> +the brothers Wright, to bring the desired +conquest of the air to a definite point.</p> + +<p>Their first practical experiment was with +gliding machines at Kitty Hawk, North +Carolina, in 1900. They endeavoured with +comparatively small surfaces to raise their +machines like a kite by the wind. But +they found that the wind was not always +in their favour and often blew too strongly +for their method. Consequently, they abandoned +the idea, and resorted to flight by +gliding. Their machines now had two +superposed surfaces. They also introduced +two highly important principles, +namely, a horizontal rudder in front for +controlling the vertical movements, and +the principle of warping or flexing one +wing or the other for steering purposes. +Later a vertical rudder was added.</p> + +<p>Writing of these improvements, Mr. Eric +Stuart Bruce, Vice-President of the Aerial +League of the British Empire, remarks +that their importance cannot be over-estimated: +‘We have only to look at +nature for their <i lang="fr" xml:lang="fr">raison d’être</i>, and observe +the flight of seagulls over the sea. How +varied are the flexings of nature’s aeroplanes +in their wonderful manœuvrings +to maintain and recover equilibrium!’</p> + +<p>A feature of these early experiments<span class="pagenum" id="Page_35">[35]</span> +was the placing of the operator prone upon +the gliding machine, instead of in an +upright position, to secure greater safety +in alighting and to diminish the resistance. +This, however, was only a temporary +expedient while the Wrights were feeling +their way. In the motor-driven aeroplanes +the navigator and his companion +were comfortably seated. After the experiment +of 1901, the Wrights carried on +laboratory researches to determine the +amount and direction of the pressure +produced by wind upon planes and arched +surfaces exposed at various angles of +incidence. They discovered that the tables +of the air pressures which had been in use +were incorrect.</p> + +<p>As the result of these experiments the +Wrights produced in 1902 a new and +larger machine. This had 28·44 square +metres of sustaining surfaces, about twice +the area of previous experiments. At +first the machine was flown in the manner +of a kite, with the view of learning whether +it would soar in a wind. Experiments +showed that the machine soared whenever +the wind was of sufficient force to keep +the angle of incidence between four and +eight degrees. Later, in 1903, screw propellers +were applied and four flights made.<span class="pagenum" id="Page_36">[36]</span> +Definite progress favoured the venture. +Two hundred and sixty metres were +covered at a height of two metres!</p> + +<p>In the following year, 1904, there was +further marked progress, many successful +flights, some ‘circular,’ being made. In +the next year came an astonishing achievement: +the Wrights flew no less than +24¼ miles in half an hour. This was +rightly deemed at the time a great flight +forward. But a period of silence and +seeming inactivity followed. It was not +until 1908 that further revelations were +made. It was then seen that the Wrights +had not been idle. Indeed, it is said (and +with obvious justice) that ‘to the labours +of the Wright brothers we owe the advent +of the mobile and truly efficient military +air scout.’</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_37">[37]</span></p> + +<h2 class="nobreak center" id="CHAPTER_VI">CHAPTER VI</h2> +</div> + +<p class="center">FURTHER DEVELOPMENTS AND CERTAIN<br> +ENEMY MACHINES</p> + + +<p><span class="smcap">The</span> earliest experiments in the construction +of aeroplanes were, as we have seen, +to a considerable extent made in France. +The United States have also played an +active part. Meanwhile England had not +been idle. Mr. Henry Farman, the inventor +of the Farman Biplane, was the +first to apply the now famous Gnome +motor, in which seven or more cylinders +revolved. The influence of this motor in +facilitating flight generally has been remarkable. +The early forms of aeroplane engines +had proved unreliable, owing to the great +speed demanded. Indeed, it is said that +if the aeroplanes of the great European +War were flying over the enemy’s line +with old-fashioned engines they would +drop down into hostile hands as quickly +as dying flies from the ceiling on the first +winter day.</p> + +<p><span class="pagenum" id="Page_38">[38]</span></p> + +<p>Side by side with the efforts of Mr. +Henry Farman in the construction of +biplanes, M. Bleriot gave his attention to +the construction of monoplanes. After +attempts, which unfortunately brought +disaster and disappointment, he produced +a machine which astonished by its remarkable +performances the whole aeronautical +world.</p> + +<p>Simplicity was the keynote of the +Bleriot monoplane. The machine in which +M. Bleriot flew over the Channel in 1909 +has been described by a well-known member +of the Aeronautical Society of Great +Britain as ‘stretching like the wings of a +bird on either side of a tubular wooden +frame partly covered with canvas and +tapering to the rear, with two supporting +planes, rounded at the ends. At the +front was placed the motor, geared direct +to a 6 feet 6 inch wooden propeller, and +on a level with the rear end of the planes. +Immediately behind the engine was a +petrol tank, and behind that the aviator’s +seat. Near the end of the frame and +beneath it was the fixed tail, with two +moveable, elevating tips. The act of +moving a lever backwards and forwards +actuated the tips of the fixed tail at the +back of the machine, and caused it to<span class="pagenum" id="Page_39">[39]</span> +rise and fall. Moving the same lever from +side to side warped the rear surfaces of +the supporting planes. The act of pushing +from side to side a bar on which the +aviator’s feet rested put the rudder into +action and steered the machine.’</p> + +<p>Still fresh in the memory is the flight +in which the Bleriot monoplane carried +M. Prior from London to Paris, covering +250 miles in three hours and fifty-six +minutes. Later, a Bleriot monoplane +carried M. Garros up to a height of 5,000 +metres. At this height the engine broke +down, but in virtue of wonderful gliding +powers the machine was landed safely. +It was this same type of machine that +flew over the Alpine peaks, and later +carried the first aeroplane post, flying from +Hendon to Windsor in seventeen minutes.</p> + +<p>Another monoplane which calls for +special reference is the Latham Antoinette +monoplane, which enjoyed the great distinction +of being the first to fly effectively +in a wind. Before the invention of this +machine, aviators had only dared to fly +in favourable conditions. It consisted of +large, strongly constructed wings. The +motor was about 60 h.-p. At the rear +of the machine were fixed horizontal +and vertical fins. At the end of the tail<span class="pagenum" id="Page_40">[40]</span> +there were hinged horizontal planes for +elevating or lowering the machine. The +machine, with its ability to withstand high +winds, gave great impetus to the adoption +of the aeroplane for military purposes. +Latham, the inventor, performed some +remarkable feats, and must be accounted an +heroic pioneer in the more recent history +of flying.</p> + +<p>Progress continued on the lines indicated. +But it is impossible, for obvious reasons, +to touch upon the modern types of machines +employed by Great Britain and her Allies. +We may, however, deal briefly with certain +outstanding types of enemy machines.</p> + +<p>One of the most familiar German +machines is the Aviatik biplane. The +vital parts of this ‘fighting dragon’ are +fortified with metallic ‘capot.’ The rest +of the fuselage is also armoured. In +the forepart of the fuselage a space is provided +allowing the observer free movement +for scouting, photographing, &c. The +machine can be quickly erected and dismantled. +The supporting surface consists +of two planes of unequal dimensions, the +upper plane being the larger. Stability is +assured by a fixed plane prolonged by a +rudder. Two ‘ailerons’ at the back of +the upper planes give lateral stability. Steering +is effected by means of a vertical rudder placed +between the two portions of the horizontal plane +rudder.</p><span class="pagenum" id="Page_41">[41]</span> + +<div class="chapter"> +<div class="figcenter" id="i_042"> +<img src="images/i_042.jpg" alt="" width="440" height="650"> +<p class="caption center"><span class="smcap">Reduced Reproduction of a Diagram issued at the early +part of the War by the French War Office, bearing the +words: ‘German Aeroplanes, Fire on these Machines.’</span></p> +</div> +</div> + +<hr class="chap x-ebookmaker-drop"> + +<p><span class="pagenum" id="Page_42">[42]</span></p> +<p>Another familiar type, the Etrich monoplane, +is on the lines of the German bird-shape +design. The wing-shaped supporting +planes have upturned wing tips at the +back, which are flexed up and down for +the purpose of lateral stability. The back +part of the tail planes is also moveable, +and can be flexed for elevating.</p> + +<p>The Germans also have large numbers +of the well-known Albatross biplanes and +various monoplanes of the Taube design, +and also many waterplanes of the Albatross +type. An interesting feature of these +machines is the fact that they are all +double seated with the exception of the +Argo type of monoplane.</p> + +<p>The swiftly dashing scouting monoplane +did not at first find favour with the enemy, +but the war has brought many sudden and +sweeping changes, and, following the much-vaunted +Fokker, we learn of a German +machine able to attain the astonishing +speed of 120 miles an hour!</p> + +<p>The Albatross, a much used type of +German machine, was first made at Johnnisthal, +near Berlin (about 200 of these +machines were made in 1913). Mercedes<span class="pagenum" id="Page_43">[43]</span> +motors are fitted, capable of attaining +a high speed.</p> + +<p>In the Rumpler monoplane, another +well-known German type, the wings are +again in the shape of a dove’s wings, the +ends being flexible. ‘The stability of the +apparatus,’ writes a well-known authority, +‘is assured both by the shape of the wings +and their flexibility. It is at once a +combination of the inherent stability type +and the depending on the warping of +surfaces.’</p> + +<p>The Rumpler biplane, as in the case of +the Aviatik, is remarkable for the space +provided for the pilot and observer. In +this case also the fuselage is strongly protected. +The upper plane varies from that +of the majority of German machines; it +is not made to move in the centre. There +is a short moveable central plane, attached +to the fuselage by four tubes. The other +planes are fixed to this central plane.</p> + +<p>The Rumpler monoplane is shown, together +with other German designs, including +the Gotha monoplane, in a diagram +issued in the early part of the war by the +French War Office, bearing the words: +<em>German Aeroplanes. Fire on these machines.</em> +(See page 41.)</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_44">[44]</span></p> + +<h2 class="nobreak center" id="CHAPTER_VII">CHAPTER VII</h2> +</div> + +<p class="center">THE ZEPPELIN AND OTHER MODERN AIRSHIPS</p> + + +<p><span class="smcap">The</span> keenest interest and curiosity is very +naturally felt in the Zeppelin airship. +Much has been written concerning its peculiar +construction—much that is founded +on doubtful evidence, and much that +is mainly true. At this point we shall +limit ourselves to a brief description +of the construction of the Zeppelin, and +seek to show in simple terms how the type +of airship rises and falls. With the heroic +acts the Zeppelins have called forth we +shall deal later.</p> + +<p>Now, imagine a long cage tapering to a +rounded point at either end. At intervals +are thin walls or partitions of aluminium +sheet, dividing the cage lengthwise into +a large number of drum-shaped compartments, +while every part is stiffened and +straightened by crossed bars forming +diagonal bracing, tying and holding all +together into a structure of remarkable<span class="pagenum" id="Page_45">[45]</span> +strength. Such is the basis of a Zeppelin +airship.</p> + +<p>The whole of the framework is covered +with waterproof fabric, the length of some +of the patterns being 492 feet in length +and 47½ feet in diameter.</p> + +<p>Beneath is fixed a light framework, +forming a kind of keel, and giving additional +stiffness. In some designs a cabin +is formed in the keel. The cars, which +are not unlike the form of a boat, are +hung under the keel, one near either end. +Near the front, on either side, two light +frames spread out, each of which carries +one of the propellers, and another pair of +frames are fixed in like manner toward the +end. At the after end are a number of +fins or planes, the purpose of these being +to keep the nose of the ship foremost to +the wind, as shown in a previous chapter.</p> + +<p>Now as regards rising and falling. To +many people the manœuvring of a Zeppelin +in the air is still a matter of mystery. +It is certainly not easy for the lay mind to +grasp and hold the fact that a monster +vessel made of metal, and weighing nearly +20 tons, can float in a medium through +which a feather falls. The Zeppelin, in +effect, is lighter than a feather, volume +for volume, and this lightness is obtained<span class="pagenum" id="Page_46">[46]</span> +by creating an enormous space within the +carcase of the ship and filling this space +with hydrogen gas, which is about fifteen +times lighter than air.</p> + +<p>If we imagine that a steel boiler 50 feet +long has the same width and height as a +Zeppelin and weighs 20 tons, it is easy to +understand that if this were filled with +hydrogen gas it would not float in the air. +But imagine the boiler to be drawn out +until it was 500 feet long, and one gets +some idea of the lightness of the Zeppelin +structure. Each plate of metal in the +boiler would be increased to ten times its +normal length, and thus would become +exceedingly thin. Of course, in the Zeppelin +lighter materials are used, with the +result that for a small weight we get an +enormous volume.</p> + +<p>Then, by filling this space with hydrogen +the ship displaces its own volume of air, +but this volume of air is so much heavier +than the ship’s weight that the vessel +rises.</p> + +<p>The most remarkable feature of the +Zeppelin is the ingenious manner in which +the volume of hydrogen is controlled, and +through this control the altitude of the +ship is regulated. In principle the method +resembles that of the air bladder of a<span class="pagenum" id="Page_47">[47]</span> +fish. When the eighteen gas-bags of a +Zeppelin are filled with hydrogen the ship +is at its maximum of buoyancy or lightness. +It then has a lifting power which unless +restrained by heavy weights would take +the vessel high up into the air until a +thin atmosphere was reached, where the +ship would float motionless in a medium +of less density. But if we replace the +hydrogen with air when the ship is held +to the ground, we increase the weight of +the vessel so much that it will not rise.</p> + +<p>Thus in the Zeppelin, by the alternative +use of light hydrogen and heavy air, we +can so alter the weight that the vessel can +be made to rise or sink. By a highly-developed +system of tanks, pumps, and +valves the relative volumes of hydrogen +and air can be controlled with wonderful +accuracy.</p> + +<p>In the older system of airships the +hydrogen was allowed to escape when it +was desired to make the ship heavier, +but the modern Zeppelin, when it takes +hydrogen from the gas-bags, is able to +store the gas in metal tanks under pressure, +and it also has a reserve supply to make up +for unavoidable leakage.</p> + +<p>Each gas-bag is mounted above an +air-bag, and when the gas-bag is inflated<span class="pagenum" id="Page_48">[48]</span> +to the maximum the air-bag is almost +empty. The ship is then at its most +buoyant stage. To reduce this buoyancy +the air pumps are put in motion, and they +force air under pressure into the air-bags. +This pressure, acting on the gas-bags, +forces out the hydrogen through pipes and +non-return valves to the storage tanks. +If at any time it is required to make the +vessel ascend, the air-bags are deflated +and the gas supply pipe with its pump +is employed to force more hydrogen into +the gas-bags. One thousand cubic feet of +hydrogen have a lifting power of nearly +75 lbs. at sea-level, and this lifting power +acts very quickly. Thus a Zeppelin +changes its altitude rapidly when the +weight is altered, and at the same time +there is automatic control whereby the +vessel can be kept at the same level if +necessary. When a Zeppelin drops a bomb +it suddenly becomes lighter, and it rises +in consequence. This circumstance is very +disconcerting to gunners, for if, say, a +200 lb. bomb were dropped, the ship would +leap up nearly 200 feet in the air, unless +the captain desired to check the ascent. +The discharge of water ballast produces +the same rising effect, and with almost +equal suddenness the ship can sink by<span class="pagenum" id="Page_49">[49]</span> +using its powerful air pumps to press out<span class="pagenum" id="Page_50">[50]</span> +the hydrogen. Moreover, when the Zeppelin +is in motion it can use its elevating +planes for changing altitude in the manner +of an aeroplane. Thus, in addition to its +power of steering from left to right in the +same plane, and of climbing and descending +along an inclined path by the use of the +elevators, the Zeppelin can rise and fall +vertically, and by its system of storage +tanks these manœuvres can go on for a +long period.</p> + +<div class="chapter"> +<div class="figcenter" id="i_050"> +<img src="images/i_050.jpg" alt="" width="650" height="359"> +<p class="caption center"><span class="smcap">Sectional View of Zeppelin Airship, Showing the Arrangement of the Hydrogen and Air +Ballonets which Control the Weight of the Airship, thus Enabling it to Rise and Fall +as Required.</span></p> + +<p class="caption center">(1) Section of one of the eighteen ballonets. (2) Hydrogen gas-bag partly inflated. (3) Air. (4) Rear +gondola. (5) Outer covering of fabric. (6) Metal work. (7) Air space between gas-bag and frame. +(8) Hydrogen gas-bag fully inflated. (9) Flexible gas-pipe. (10) Inner ballonet deflated. (11) Metal gas +tank into which hydrogen is pumped under pressure. (12) Forward gondola. (13) Flexible pipe from pump +to ballonet. (14) Keel cabin.</p> + +<p class="caption center">(Diagram from a photograph taken from a point at the forward part +of a Zeppelin Airship.)</p> +</div> +</div> + +<hr class="chap x-ebookmaker-drop"> + +<p>There is a good deal of difference of +opinion as to the altitude which the +Zeppelin can attain. When fully loaded +in war trim the latest ships can rise to +about 5,000 feet, but by the time they +reach London, for example, and have used +nearly half their fuel, ammunition, &c., +they are several thousand feet higher. +The practical limit to airship work is said +to be about 10,000 feet. Above that +height the cold is so intense, the air so +rarefied, and the conditions for men, +engine, and ship so distressing, that there +is no inducement to rise further.</p> + +<p>It is noteworthy that the latest type of +Zeppelin is fitted with a switchboard for +dropping bombs, as, for example, in the +airship brought down in the north of<span class="pagenum" id="Page_51">[51]</span> +London in the early part of October, +1916.</p> + +<p>The German Schütte-Lanz, a well-known +type, is an attempt to secure the +advantages of a rigid type, without the +fragilities of the Zeppelin. The framework +is made of fir wood, and contains separate +gas compartments. Exceptional strength +is claimed for these compartments. A +centrifugal pump is employed for distributing +the gas. The volume of the airship +is 918,000 cubic feet—an extremely +large structure, surpassing even some of +the largest types of airship. It is believed +in authoritative quarters that one of the +first airships brought down in flames on +British soil was a ship of this type.</p> + +<p>The German Gross airship has been +described as more or less a reproduction +of the Lebauchy type, which is, of course, +of French origin. It is built partially on +the rigid and partly on the non-rigid +system.</p> + +<p>The Parseval airship is portable, and +therefore a particularly useful type. On +account of its subtleness it has been +remarkably free from accidents. It is +small in size, and is fitted for many purposes +for which larger airships would be +useless. The dimensions, however, of the<span class="pagenum" id="Page_52">[52]</span> +Parseval vary considerably, the smallest +being 3,200 cubic metres. (This particular +ship was built in the year 1908.) The +more recent and larger designs have a far +greater capacity.</p> + +<p>There are, of course, many other types +on similar lines, but we are chiefly concerned +in these pages with the purpose and +fate of airships of the rigid type, and in +our next chapter we shall see how our +airmen have fitted themselves for the task +of dealing with Zeppelins.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_53">[53]</span></p> + +<h2 class="nobreak center" id="CHAPTER_VIII">CHAPTER VIII</h2> +</div> + +<p class="center">CONTROLLING AN AEROPLANE</p> + + +<p><span class="smcap">It</span> need scarcely be said that the control +of an aeroplane very greatly depends upon +the pilot. One pilot will perform marvels +with a machine which in the hands of +another may produce a very different +result. There are, of course, rules which +must be observed. But to the skilful +pilot an aeroplane may be said to be like +a horse under the care of a trained horseman. +A light touch will achieve more +than the most strenuous efforts of the +amateur, and out of the seemingly wayward +machine the expert aviator will make a +docile and obedient servant.</p> + +<p>The pilot has various rudders by which +he steers parts of his machine independently +of the other parts. If he finds the left-hand +side of his machine dipping, he can +steer the side up, or <em>vice versa</em>. In this +way he has at his command the means of +correcting any tendency to ‘heel over’ to<span class="pagenum" id="Page_54">[54]</span> +one side or the other, or to ‘pitch skyward.’ +But without a natural tendency on the part +of the machine to keep a safe angle, such +precautions would, of course, be futile.</p> + +<p>It has been said that the bicycle affords +a good illustration. ‘The rider of a bicycle +instinctively balances himself on his +machine, but it would be exceedingly +difficult for him to do so were it not for +the fact that a rolling wheel tends of itself +to keep upright.’ As regards air pressure, +a little thought will show that when a +machine is moving along horizontally in +the air the upward pressure must be equal +to the downward pull of gravity. Consequently, +a machine travelling steadily +through the air has been likened to a +pendulum. ‘It is just as if the machine,’ +writes Mr. Thomas Corbin, author of <cite>Aircraft</cite>, +‘were suspended upon a point at +the centre of pressure. And just as a +pendulum always hangs, when it is steady, +with its centre of gravity exactly under +the point of support, so the flying machine +hangs with its centre of gravity exactly +under the centre of pressure.’ The designer +and user of an aeroplane have, +therefore, so to arrange surfaces and weights +that when the machine is in the right +position of horizontal flight the centre of<span class="pagenum" id="Page_55">[55]</span> +gravity and the centre of pressure will be +in the same vertical line.</p> + +<p>Suppose, for instance, that the machine +tips forward and tends to dive downward; +the centre of pressure is thrown forward, +though of course the centre of gravity +remains still. In such a case the natural +righting tendencies of the machine come +into operation, causing it to steer upward +and so right itself. On the other hand, if +the machine tries to deflect upward the +very opposite happens. The only pose in +which the machine is stable is when it is +moving horizontally.</p> + +<p>As we turn from the horizontal to the +vertical, the effective surface of the plane +diminishes, but when turning from the +vertical towards the horizontal it increases. +When the machine tips to the left the +effective area of its right hand half +diminishes, whilst that of the left hand +half increases. Similar action will take +place if the machine tips over to the other +side, but whichever way it tips the self-righting +tendency brings it back. And +so we see that an aeroplane is far safer +than is thought by many persons. But a +great deal, as we have seen, rests with +the pilot; in his hands is the general +system of control.</p> + +<p><span class="pagenum" id="Page_56">[56]</span></p> + +<p>One of the simplest methods consists +in providing a universally pivoted hand +lever and pivoted foot lever. The latter +operates the rudder through two crossed +cables which connect the rudder tiller with +a cross piece on the spindle of the rudder +bar. Upon releasing the pressure on the +left foot, the machine turns to the left, +and acting similarly with the right foot +the machine turns to the right.</p> + +<p>The general method for controlling the +elevators is by cross wires which pass from +their tillers to the ends of a fore and aft +bar passing through the centre of the +universal action of the vertical centred +rod. One wire cables to the balancing +flaps, or the warping cables are attached +to a horizontal crosspiece, whose axis is +set transversely in the machine and passes +through the same centre of motion of the +control rod. In this the method is such +that a forward or backward movement of +the rods rocks the fore and aft bar and +pulls on the elevator cables to make the +machine go up or down. A side movement +of the control rod rocks the traverse +bar and pulls on the warp or flap cables.</p> + +<p>Another control system consists in replacing +the universally pivoted rod by a +simple pivoted rod, the pivoting of which,<span class="pagenum" id="Page_57">[57]</span> +fore and aft, controls the elevators, and +having a handwheel and drum upon which +the warp or flap cable is wound or +unwound. The winding in and out of the +balancing cables has been likened to +the wheel control system of a motor boat +or small steamer. By duplicating the +cables on single control the safety of the +machine is enhanced, and by duplicating +the controls both the pilot and the passenger +are given power. This duplication +is, of course, most useful in the event of the +pilot becoming incapacitated from action.</p> + +<p>The experienced pilot, in virtue of his +keen sense of touch, has an almost infallible +guide as to what the air is doing +with his machine. His hand is upon his +lever, holding the elevator in the desired +position, and the slightest increase or +decrease in the speed of the air causes an +increase or decrease of the lever’s pressure +against his hand. ‘He has his hand on +the machine’s pulse, and feels instantly +any change in its conditions.’ In the +event of the elevator pulling, he knows +that the wind is increasing and that there +is a call for reducing the ‘up-starring +action’ of the elevator. If, on the contrary, +the wind slackens, his lever gives +toward him and is drawn in a little, till<span class="pagenum" id="Page_58">[58]</span> +the normal tension is gained. The ‘feel’ +of the lever tells him what to do, and with +practice the necessary correcting movements +are made by instinct.</p> + +<p>We know how well our airmen have +learnt their lesson. Many of them have +become competent pilots with astonishing +rapidity. A writer in the <cite>Daily Chronicle</cite> +(October 13, 1916) has told how ‘the +British Air Service is now a great army, +80 per cent. of whom, before the war, had +never even seen an aeroplane, much less +been up in one—bank clerks, young +merchants, undergrads., doctors, lawyers, +journalists, all endowed with two sterling +qualities required by the pilot of the air, +courage and levelheadedness.’ And how +has this great miracle been accomplished? +August, 1914, found us lamentably short +of both personnel and material, but what +little there was, was of the very best. +The already experienced pilots set to work +with a will upon the more than generous +quantity of raw material that came to +hand. Within a few months their influence +made itself felt. ‘They taught +the <em>quirks</em>—the airmen’s pet name for +the novice—in their own simple and undemonstrative +manner, that the air is to +be respected but never feared, the aeroplane<span class="pagenum" id="Page_59">[59]</span> +treated as a being of life and animation, +with quaint humours peculiarly its own, +and not as a lifeless mass of metal and +woodwork.’ The usual method of training +a new hand is to get him used to the air. +The beginner is taken up for several +flights as a passenger. In the initial flight +the pilot will perform the most daring +manœuvres and precipitous turns, watching +his passenger closely the whole time for +any signs of nervousness or fear. It is a +most trying ordeal that first trip up aloft, +and the bravest hearts have been known to +quail.</p> + +<p>‘Following the first flight,’ says the +author of the article from which we have +quoted above, ‘there are numerous trips +in dual-control machines, that is to say, +with the ordinary pilot’s control-stick and +steering-bar duplicated, and both couples +working under the same controls. Thus, +gradually, the <em>quirk</em> becomes used to the +handling of the craft and accustomed to the +sudden drop of wind, until eventually, +without his knowledge, the instructor +allows him to fly the machine himself. +Sufficient progress made, he is allowed to +make flights alone, and when he has learnt +to bank left and right, and land the +machine in a safe and seemly manner,<span class="pagenum" id="Page_60">[60]</span> +permission is given him to attempt the +Royal Aero Club’s certificate; for which +an altitude flight, a distance flight, and +landing on a given spot are the only tests +that are necessary. This, let it be said, +is but the starting-point of his flying +education. Flying fast machines, wireless +operating, machine-gun firing, bomb dropping, +navigation and map reading are +still to be mastered. Only one who has +been in the air and seen that queer +panorama of jumbled green, grey and +blue, stretching away for miles on either +hand behind him, can appreciate the +difficulties of an air pilot endeavouring +to make a true course from a mist-bound +earth; or when one’s hands are frozen to +the bone, and the ice-cold wind whistles +by one’s ears, the extreme difficulty of +manœuvring the control-stick and working +the machine gun at one and the same time.’</p> + +<p>As for flying at night, ‘when sky and +earth are alike indistinguishable,’ that is a +science needing far more than the average +degree of courage. Such flying is only +entrusted to experienced and skilful pilots. +How few persons know the <em>full</em> meaning of +the achievements of the heroic airmen who +have attacked German airships and caused +them to fall flaming to the earth!</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_61">[61]</span></p> + +<h2 class="nobreak center" id="CHAPTER_IX">CHAPTER IX</h2> +</div> + +<p class="center">FLIGHT-COMMANDER WILLIAM LEAFE<br> +ROBINSON, V.C.</p> + + +<p><span class="smcap">Flight-Commander</span> William Leafe Robinson, +V.C., was the first airman to +bring down a German airship on British +soil, and he enjoyed the distinction of being +the first soldier to win the Victoria Cross +in England. The raid during which his +heroic act was performed was carried out +by thirteen airships in the early part of +September, 1916. The principal theatre of +operations was the Eastern Counties, and +the objectives seem to have been London +and certain industrial centres in the Midlands. +The new measures taken for the +reduction or obscuration of light undoubtedly +proved most efficacious, for the +raiding squadrons, instead of steering a +steady course, as in the raids of the spring +and autumn of 1915, groped about in +darkness, looking for a safe avenue of +approach to their objectives. Three airships<span class="pagenum" id="Page_62">[62]</span> +only were able to approach the outskirts +of London. One of them appeared +over the northern district at about 2.15 +a.m., where she was at once picked up +by searchlights and heavily engaged by +anti-aircraft guns and aeroplanes. After +a few minutes this airship was seen to +burst into flames and to fall rapidly +towards the earth.</p> + +<p>Not, however, till some hours had elapsed +was the name of the hero of the hour made +known. Meanwhile official reports were +issued, the first simply announcing the +raid, and the second stating that one +airship had been brought down in flames +near London. On Sunday, September 3, +an official report stated that after careful +inquiries it had been found that casualties +and damage caused by the raid were quite +disproportionate to the number of airships +employed, the casualties being one man +and one woman killed, eleven men and two +children injured. No casualties occurred +in the Metropolitan District, though some +houses and outhouses were slightly damaged. +Elsewhere the damage was very +small, no military damage of any sort +being done.</p> + +<p>A great number of persons saw the +airship fall. One witness relates that he<span class="pagenum" id="Page_63">[63]</span> +saw it shortly before two o’clock, and for +ten minutes, it seemed to him, it was +smothered with shrapnel, held the whole +time by a concentration of three or four +searchlights. He had watched the bombardment +on other visits, but in none of +them, he says, did the shells burst in such +deadly proximity to their objective. The +airship, in his own words, might have been +giving her own firework display. He saw +the airship make off northwards. Already +she was a ship in distress. ‘She yawed +and dipped first this end and then that—going, +all the time, at a good speed. Then +she was lost behind a cloud. A long +silence ensued. The sky was full of cloud +patches. The searchlights were all shut +off. Suddenly the airship was seen far +to the northward. She had travelled +behind a sheltering cloud. She slipped +from its edge, and the searchlights had her +at once. It was seen that she was falling. +She must have been from 2,000 to 3,000 +feet up. She had fallen a little, when +suddenly she burst into flames! The light +was everywhere. Had your back been to +it, or your eyes shut, you must have been +sensible of it. The thing fell like the +moon falling from heaven, with a long trail +of light—only the light was crimson, not<span class="pagenum" id="Page_64">[64]</span> +green—and as it fell there broke out one +of the most eerie sounds ever heard—hand-clapping +and cheering from thousands +of people all round, whose waking existence +one had never suspected in the dark until +that moment. They applauded simultaneously +as at a pageant, till the sky over +London seemed as full of cheering as it +had been full of the rosy strange light only +a moment before.’</p> + +<p>There are many other interesting and +instructive accounts. A special constable, +who witnessed the raid, writes: ‘It was +at about 11.30 p.m. when I heard the +first Zeppelin. I could not, however, see +any airship owing to the mist intervening. +Several aeroplanes continued to cruise +around at great heights with only their +little tail lights discernible. People were +beginning to return to bed on the assumption +that the raid was over, when soon +after two o’clock bombs were heard dropping +again—this time in the direction of +London—together with the noise of heavy +anti-aircraft bombardment. We now saw +the airship easily just over the north-eastern +outskirts of London in the rays of +many searchlights. After some minutes +of very heavy gunfire she made a graceful +sweep and turned tail, going full speed<span class="pagenum" id="Page_65">[65]</span> +eastwards for home and safety. But +though she must have been about 8,000 +feet up at this time the searchlights followed +with relentless persistency, while all +the time the guns were barking madly +after her. Then a strange thing occurred. +The airship suddenly disappeared and reappeared +again—caught up apparently by +new searchlights further along the line +of its retreating course. She looked much +smaller than before. At about the same +time a strange red light appeared in the +sky almost directly above the airship and +the guns immediately ceased to fire. The +searchlights never left the invader for an +instant now. The hundreds of thousands +of people who were again out of doors and +witnessing this new and weird development +held their breath. Everybody seemed to feel +that something dramatic was about to occur.</p> + +<p>‘Suddenly a flame flashed out from one +end of the airship, and almost at the same +time she began a nose dive towards the +earth, the flame growing and spreading +throughout the whole length of her immense +body. It was a wonderful, unforgettable +sight. The flames lit up the sky +and land for miles and miles around with +a brilliant red hue as the million and half +or so cubic feet of hydrogen were being<span class="pagenum" id="Page_66">[66]</span> +devoured by the hungry flames. I could +read a newspaper with ease in this light, +though I was more than ten miles away. +The airship took quite two minutes dropping +to earth, but during those two +minutes mad, deafening cheers rose out of +the night from all sides. Hooters from +works and from vessels in the Thames +and railways shrieked and whistled and +screeched, all joining in the general pandemonium +of joy. Even from a distance +of five miles away I could hear the deep-throated +cheers of the Irish Guards in +camp there. For a full half-hour the +cheering continued, echoing and re-echoing +from all sides, and in the intervals of the +joyous shouts of half-dressed men, women, +and children could be heard the humming +of an aeroplane’s uncommonly powerful +engines. Again the mysterious red light +appeared: then a white light and again +a red light, and so on alternately, until the +multitude realized that the victor of a +great air battle was returning, signalling +the story of his success as he made for his +aerodrome head quarters, guided by friendly +searchlights. Then again such cheers rent +the air as may not have ever been heard +before anywhere on earth in the blackness +of a very early September morning.’</p> + +<p><span class="pagenum" id="Page_67">[67]</span></p> + +<p>A crowd of persons from a radius of +almost twenty miles flocked hastily to the +scene of the wreckage. One records how +‘an engine, salved with the two halves +of a propeller from the wreckage, lay by +the side of a hedge. Men were measuring +them with their walking-sticks and women +by the length of their umbrellas. Pieces +of wood and aluminium had been shot +helter-skelter all over the field and were +being gathered up as grim yet precious +treasures. A cordon, half military, half +constabulary, kept the onlookers at a +distance of some twenty yards. And all +the time the flames were steadily consuming +the framework of the terror of the +air.’</p> + +<p>How the monster met her end was +described by one who saw all that happened: +‘She was flying at a great height,’ +he said, ‘but the anti-aircraft guns were +putting in splendid work. Not once, nor +twice, but many times the airship seemed +to be hit, until the gondola must have +been riddled through and through. She +reeled. Then she shook herself like some +great angry animal enraged at attack, but +not disposed to turn and flee. Probably +she couldn’t fly away, even at that time. +Anyway, she made no attempt. The airship<span class="pagenum" id="Page_68">[68]</span> +burst into flames in the centre first, +then at the ends. She sank lower and +lower, and at last, tumbling over with +nose pointing downward, she fell to the +earth with no bump or thud. The dull +splash of an incendiary bomb and the +cracking report of what was left of her +ammunition were the only noises she made +as her dying gasps.</p> + +<p>‘When the crowd did talk of the awful +thing that lay smouldering in the long +damp grass they were emphatic in two +directions. Men of our own Flying Corps, +who know the perils of the air from experience, +paid splendid tribute to the +memory of the charred dead who lay +doubled up in the attitudes of the final +agony. “Whatever they meant to do, +whatever they had done, they were brave +men,” said one. From others of the +spectators came what was, perhaps, not +unnatural—satisfaction undisguised.’</p> + +<p>People who saw the airship in full flight +agreed that she was flying very high—much +higher indeed than the airship which +previously visited London. From the +earth she looked like a small illuminated +cigar set thousands of feet above the +countryside. Directly she was sighted in +the northern districts of London several<span class="pagenum" id="Page_69">[69]</span> +large searchlights held her while the guns +got to work. There was an incessant gunfire +for a few minutes, and then there was +silence. The airship had fled north. But +in the course of the next few moments the +lights picked her up again. Then was +seen the mysterious signalling light of our +heroic airmen.</p> + +<p>The village of Cuffley, made famous by +the fall of the airship, is a little village of +tiled cottages resting in the curve of a +white road which defines the crest of a +splendid sweeping hill crowned with poplars +and tall pines.</p> + +<p>The contour of the village is that of a +wide, clearly determined triangle, with the +church and the inn marking the base and +the cottage of Castle Farm placed at the +apex. ‘The shadow of the little grey +church falls athwart the yard of the +inn, by name The Plough; but Castle +Farm is divided from it by two smooth, +rich meadows.’ A footpath crosses these +meadows, uniting the farm and the inn.</p> + +<p>The burning airship fell into a big field +which lies in the direct centre of the +triangle. This is a barren field; the very +soil is black and unfertile, covered with +tall grass, grey and parched. The splintered +blades of the airship’s propeller<span class="pagenum" id="Page_70">[70]</span> +crashed through a hedge, tearing it and +breaking it down. ‘Such was the damage +done,’ one writes, ‘such was the fine +quality of the mercy meted out to the +village of Cuffley.’</p> + +<p>One of the villagers records: “I was +running downstairs at the time the airship +was falling. The whole house was lighted +up. I saw all of the furniture in the hall, +and the table and the carpet. My husband +was down there. He hadn’t had time to +get dressed. He was putting on his clothes +down there in the hall. They were all +streaked with red, his face and his hands, +too. The red light stopped, but it was +still light—just a little light.”</p> + +<p>‘I could hear him talking. I was trying +to ask him what he was saying, but my +tongue wouldn’t move in my mouth. I +was shaking all over. I thought I was +going to fall down the stairs—the steps in +our house are very crooked.</p> + +<p>‘“We are lost—we are lost!”’ I said. +But my husband says I said nothing at +all. I’m sure I don’t know.</p> + +<p>‘“We must get out of here,” he said, +“It’ll be on us in a minute.”</p> + +<p>‘But we couldn’t get the front door +unlocked. We were trying to break it +open, hammering on it. And I was wondering<span class="pagenum" id="Page_71">[71]</span> +all the time if it was going to fall +through the roof. I thought it was hours +we were there. “What a dreadful way to +die,” I said. And he said, “There, there, +everything’s all right.”</p> + +<p>‘Then the red light came back in the +sky again—and all of the time we couldn’t +get the door open. But all at once it +came open quite easily.</p> + +<p>‘We were out in the yard. We saw a +flaming mass drop into the field by The +Plough. We thought the people there +were killed. We began to run. We could +see the fire burning. But nobody was +hurt—what a wonderful thing! I felt, +almost happy—but I knew I shouldn’t be +happy when such an awful thing had +happened.</p> + +<p>‘My husband took me with him into +the field. He said I couldn’t stand to see +those things out there. But I thought +that when it’s war everybody can stand +everything. And I didn’t know—maybe, +somebody had been hurt. You couldn’t +tell, you know—somebody might need +help.’</p> + +<p>Another villager records that the airship +just missed The Plough, and fell in a field +close by. ‘When we got over to the field +we could still hear the crack, crack, crack<span class="pagenum" id="Page_72">[72]</span> +of the cartridges exploding in the fire. +This must have kept up for about twenty +minutes. The thing I was thinking was +that there wasn’t much of a wreck there +for an airship—only about twenty-five +square yards of it. I had a great fear at +the back of my mind that it might be one +of our smaller airships, after all. Then we +found the propeller. We saw four bodies +burning in the wires—they were all black +and charred, still burning. There’s no +doubt about it—not a man in that airship +came down alive. There was a lot of +burnt wood sticking in the ground everywhere +around—everything had stuck in the +ground end on. We even saw a broken +Thermos flask.’</p> + +<p>It is well that these statements of eye-witnesses, +which with the passing of time +will take on peculiar interest, should be set +down in these pages.</p> + +<p>In appraising the heroic achievement of +Flight-Commander Robinson, V.C., we +should bear in mind that night flying +presents peculiar difficulties. A contributor +to <cite>The Aeroplane</cite>, October 11, +1916, writes: ‘The actual bodily peril of +flying at night may not be as great as is +the peril of crossing the German lines +in broad daylight, but the nerve strain<span class="pagenum" id="Page_73">[73]</span> +must be greater. The aviator over the +German side of the lines has generally +something on hand to keep him from +brooding, such as a battle with a German +machine or the dodging of good shooting, +and he generally has a passenger by way +of company. The night pilot, on the +other hand, flies entirely alone. He flaps +around for hours on end, with nothing to +do but think and keep a look-out for other +aircraft. And nothing is so great a strain +on the nerves as unlimited time for thinking, +a pastime for which the pilot has +considerable leisure, now that all respectable +aeroplanes are inherently stable.</p> + +<p>‘If there is any mist about, there is +the constant danger of collision with other +machines, for in the dark there is not +even that chance of dodging which a pilot +gets from the few seconds during which +he can see another aeroplane approaching +in a cloud which is illuminated by daylight. +Over and above it all is the constant +imminence of the landing problem, +with the prospect of being smashed up, +and possibly burnt to death, if the pilot +makes a mistake, or fortune is against +him.’</p> + +<p>Flight-Commander Robinson showed remarkable +skill as well as great valour—a<span class="pagenum" id="Page_74">[74]</span> +hero in the good British sense of the +word. On September 3 he had the honour +of being foremost at the investiture at +Windsor Castle, when the King decorated +him with the Victoria Cross.</p> + +<p>The first of the money rewards received +from grateful admirers of his valour was +£500 from Mr. L. A. Oldfield. Mr. William +Bow also sent the £500 which he offered +to the first pilot to bring down an enemy +airship on British soil. A further £2,000 +came from Col. Joseph Cowen, and public +recognition was made by Sir Charles Cheers +Wakefield, Lord Mayor of London. All +united in paying a tribute to the young +aviator’s heroic deed.</p> + +<p>We have seen that he bore his honours +with fine spirit. He claimed for himself +no peculiar gifts of gallantry or skill. It +was, he said, merely his good fortune. +There were many, he said, waiting for the +opportunity to do what he had done. +Later the opportunity came, and we know +to our just pride that amongst our airmen +there are <em>many</em> heroes.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_75">[75]</span></p> + +<h2 class="nobreak center" id="CHAPTER_X">CHAPTER X</h2> +</div> + +<div class="blockquot"> + +<p class="center">LIEUTENANT FREDERICK SOWREY, D.S.O.,<br> +AND LIEUTENANT ALFRED BRANDON, M.C., D.S.O.</p> +</div> + + +<p><span class="smcap">The</span> next raid over England by German +airships took place on the night of September +25, 1916. Twelve airships took +part, but only ten returned. One was +brought down in flames not far from +London, the crew being killed; the second +came down near the coast, and the crew +were made prisoners. Both of the airships +were of the latest and largest type.</p> + +<p>An official report issued by Lord French +stated that probably not more than twelve +airships participated in the raid. Police +reports from the provinces indicated that +the damage done by the raiding airships +was slight. At one town in the East +Midlands, however, a number of bombs +were dropped, and two persons were killed +and eleven injured. Some damage was +caused at a railway station, and about a<span class="pagenum" id="Page_76">[76]</span> +dozen houses and shops were wrecked or +damaged, and a chapel and a storehouse +were set on fire. With this exception no +other casualties were reported outside the +Metropolitan area, and although a large +number of bombs were dropped promiscuously +over the districts visited by the +airships the material damage was insignificant. +A great number of bombs fell +in the sea or in open places. In the +Metropolitan area seventeen men, eight +women, and three children were killed, +forty-five men, thirty-seven women and +seventeen children being injured. A considerable +number of small dwelling-houses +and shops were demolished or damaged, +and a number of fires were caused. Two +factories sustained injury. Some empty +railway trucks were destroyed, and the +permanent way was slightly damaged in +two places. No reports were received of +any <em>military</em> damage.</p> + +<p>The first definite information that German +airships were approaching London +was received shortly before eleven o’clock. +No sooner was a Zeppelin located than the +guns opened fire with apparent accuracy, +considering the difficulty of estimating +the range. Some of the shells burst very +close to the raider, and once it appeared to<span class="pagenum" id="Page_77">[77]</span> +have been hit. Anyway, after that it lost +no time in seeking a higher altitude, +where it was lost to sight. Some minutes +elapsed before the weird humming of +Zeppelin engines was heard again.</p> + +<p>Two Zeppelins were now seen making +their way in a north-easterly direction. +An anti-aircraft gun, which had been +following or anticipating their movements, +opened fire. The gun was fired as fast as +it could be reloaded, and one or two +others, at a little distance off, joined in. +But owing, perhaps, to their power of +emitting dense smoke clouds behind which +to escape, the Zeppelins managed to elude +their watchers. But once more, after a +brief interval, the sounds of the engines +could be heard above, and the airships +could occasionally be discerned at a great +height, as they were revealed by the +searchlights making their way back to +the coast at what seemed to be the utmost +speed of which they were capable. Whether +the Zeppelin that was first seen was one +of the two which were hit afterwards is +not known.</p> + +<p>The guns for the defence of London now +opened again sharply for a few minutes, +and as suddenly relapsed into silence. +Faint searchlights flickered here and there,<span class="pagenum" id="Page_78">[78]</span> +and were withdrawn one or two at a time, +when it seemed there was nothing left +aloft to search for. But the fleeing Zeppelins +were not having it all their own +way. Their flight was punctuated by gunfire, +which became fainter the farther they +went, and they were also pursued by +heroic airmen. Then miles away in the +distance, and not many degrees above the +horizon, the sky began to glow red. ‘Then +there appeared the nucleus of a brilliant +comet falling headlong.’ It was visible +only for a few seconds, but the spectators +raised loud cheers, for they knew that +another raiding Zeppelin had met with +the fate it deserved so richly, and that +another proof had been given to the +Germans that Zeppelin raids could not be +made with impunity.</p> + +<p>Describing the fall in flames of the +raider, a Metropolitan special constable +writes: ‘I was on duty on Monday, September +3, when the Zeppelin was brought +down at Cuffley, and again during the +raid in the early hours of yesterday morning +(September 26). I had a particularly +clear, though distant, view of both events, +which, though they resembled one another +in some respects, had at least one important +point of difference. When the Cuffley<span class="pagenum" id="Page_79">[79]</span> +airship took fire she sailed helpless across +the sky, a blazing tomb drifting for miles +through the air at an angle which brought +her steadily nearer to the ground. That +was the first stage. Then her nose dipped, +the fire enveloped her completely, and she +fell almost perpendicularly; that was the +last stage. But this time the end came +more swiftly. I watched one of the Zeppelins +under fire for some minutes; in +the searchlight beams she looked like an +incandescent bar of white-hot steel. Then +she staggered, and swung to and fro in +the air for just a perceptible moment of +time. That, no doubt, was the instant +when the damage was done, and the huge +craft became unmanageable. Then, without +drifting at all from her approximate +place in the sky, without any other +preliminary, she fell like a stone—first +horizontally, then in a position which +rapidly became almost perpendicular she +went down, a mass of flame.... From +the place where I was I could see and +hear some of the rejoicings which greeted +the victorious end of this latest battle in +the air. Policemen, special constables, +firemen, and ambulance men had their +eyes turned on the combat in the eastern +sky, and cheered and cheered again. From<span class="pagenum" id="Page_80">[80]</span> +houses of all sorts men, women and children +ran out in their night-clothes to listen to +the bombardment, and to stare at the +vast glow which for a few seconds lit up +darker London.’</p> + +<p>Another special constable writes: ‘The +sky was so clear that the action was +apparently fought without the aid of +searchlights. The gunfire was continuous, +deep and heavy. It in fact became so +continuous that sense of excitement faded +away, and the people in the streets chatted +about home affairs without very much +heed of what was going on to the east. +But air engagements have the quality of +speed. Suddenly we were in the great +first act. A cry, a shout, a rush, and all +eyes were fixed on the eastern sky. An +airship was seen for one moment ‘riding +at anchor,’ as it were, on level keel, and +then it glowed and slowly turned and +came quietly down the eastern side a +cigar-shaped, red, incandescent mass. The +fall seemed much slower than that of +September 3, but the distance was much +greater, and refraction of the horizon +distorted the image. The fall seemed +appallingly slow, and towards the end, as +it reached the skyline, the ruined airship +hung and glowed for many seconds. Then<span class="pagenum" id="Page_81">[81]</span> +the great shout broke out, the cheering +ran across London and must have been +heard on the outer hills and down the +expectant Thames.’ Then followed the +eager rush of thousands of persons toward +the scene.</p> + +<p>A correspondent of the <cite>Times</cite> has told +how the wreckage lay athwart a hedge with +its lattice framework impaled on an oak-tree, +looking like the skeleton of some huge +primaeval monster. ‘She had not fallen +like the ship which fell at Cuffley Wood. +That one crumpled and telescoped until it +occupied a space little more than 30 yards +square. This lay with her nose crumpled +and bent out of shape, but the framework +of girders and lattice was strong enough +to hold together. All this twisted mass +of metal fell its length on the ground. +As she lay it did not seem that the fabric +was burnt off the gaunt ribs until one +noticed pieces of molten aluminium and +brass in the débris.</p> + +<p>‘One realized the cost of such a craft +looking even at the wreck. Lying on the +ground was a red leather cushion. This +covered the seat of the engineman, and +the ghastly evidences still to be seen +showed that he died at his post. One at +least of the petrol tanks had burst in half,<span class="pagenum" id="Page_82">[82]</span> +and the heat of the burning spirit had +melted the broken edges until they looked +like some fine fretted lace. The airship +was built of aluminium girders, and some +of the parts were almost massive, although, +of course, comparatively light. There were +the remains of an air mattress and a +blanket, perhaps the bed for one of the +night shift when off duty.</p> + +<p>‘Curious evidences of the crew’s breakfast +still remained. There were slices of +bacon and hunks of brown greasy Kriegsbrod +with delicately sliced potatoes. Even +with the subsequent unanticipated cooking +the breakfast was not done, so presumably +the crew intended to have their meal when +they got clear of the coast.</p> + +<p>‘One body was found far out in the +field. This was the body of the commander, +for although his uniform was +burned a little it was still recognizable, +and the badges were plain to see. He +must have thrown himself over before the +ship took her headlong plunge. The other +bodies were all dressed in warm clothing, +with thick felt boots. Several of the +bodies would have been easily recognizable +to any one that had known the +men in life, but for the most part they +were badly burned. A working party of<span class="pagenum" id="Page_83">[83]</span> +troops was put on to clear away the wreckage, +and it was thought that there were +other bodies still under the piled-up débris.’</p> + +<p>The second raider came down in Essex. +Her propeller had been hit, presumably +by gunfire, and with the ship unmanageable +and the danger of drifting out to sea, the +commander was compelled to make a +hasty descent.</p> + +<p>The special constable who was the first +on the scene has given the following +account: ‘I was on duty near where the +Zeppelin fell. I had seen something about +300 yards away, and I was looking about +expecting some adventure, when a batch +of Germans appeared in the roadway.</p> + +<p>‘I turned my torchlight upon the leading +man—the commander—who at once +said:</p> + +<p>‘“Can you please tell us the way +to——?”</p> + +<p>‘I said, “Oh, yes; just come with me.” +I walked with the commander, the rest of +the crew following, till I saw several other +special constables on duty.</p> + +<p>‘The Germans jabbered mostly in their +own language as we walked along, but +several could speak quite good English.</p> + +<p>‘I asked them how they had managed +to land safely.</p> + +<p><span class="pagenum" id="Page_84">[84]</span></p> + +<p>‘“Were you hit?” I asked. One +grudgingly said something like “Yah.” +The commander was less talkative about +this, though.</p> + +<p>‘By this time we were approaching my +colleagues of the Special Constabulary, and +I told them what had happened.</p> + +<p>‘Meanwhile I, of course, told the +commander what was really unnecessary +under the circumstances—that he was my +prisoner.</p> + +<p>‘He asked to be brought over to the +military. Accompanied by the specials, +the crew were handed over to the military.</p> + +<p>‘They were taken in Red Cross motor-cars +to the detention barracks.’</p> + +<p>A labourer near whose cottage the Zeppelin +fell, when interviewed by the <cite>Daily +Mirror</cite>, said that at about half-past one +he was roused by the loud drone of a +Zeppelin engine—a noise to which residents +of this part of the North-east coast +have now become accustomed.</p> + +<p>He got out of bed and saw the huge bulk +of an airship close overhead.</p> + +<p>The vessel passed away, but then turned +and soon descended in a field near the +back of his cottage. The crew got out; +and then followed an explosion.</p> + +<p>‘It didn’t hurt any of us, but it smashed<span class="pagenum" id="Page_85">[85]</span> +the front windows of my house and those +of my neighbours,’ said the man.</p> + +<p>‘I found afterwards that all the hair +was singed off the back of my dog, which +was in a kennel outside.</p> + +<p>‘Then all the crew came to my cottage +and started knocking at the door. I +never answered, and I heard the commander +shouting. He spoke English, and +said something about the house.’</p> + +<p>Asked if the German said ‘Kamerad,’ +the labourer replied, ‘I don’t know what +else he said, but I put my wife and three +children in a back room and made myself +scarce, too.’</p> + +<p>The end of the airship dropped across +the road which is by the cottage.</p> + +<p>When the Zeppelin came down it was to +all appearances intact, though suffering +fatally from engine trouble. It had a +big bulge upwards and downwards at the +middle. Its full shape, however, was still +well outlined, though twisted in places. +Its engines had dug well into the earth, +and a long, thin line indicated it had +trailed along the ground for some hundreds +of yards before coming to rest outside the +cottage.</p> + +<p>It is now known that our heroic airmen +dealt the death-blows to the raiders. An<span class="pagenum" id="Page_86">[86]</span> +inhabitant of a South London suburb +relates that when our searchlights had +spotted the enemy, it was realized by the +diminutive appearance of the airship that +it was far higher than any yet seen over +the outskirts of London. It was travelling +quickly, for a time due north, then +north-east. Our airmen, hot in pursuit, +were seen to be making splendid progress. +Not till the 5th of October were the +names of the heroic airmen made public. +On the day named the following official +announcement was made:—</p> + +<p>‘The King has been graciously pleased +to appoint the undermentioned officers +Companions of the Distinguished Service +Order in recognition of their gallantry and +distinguished service in connexion with +the successful attack on enemy airships:</p> + +<p>‘Sec.-Lieut. Frederick Sowrey, Royal +Fusiliers, attached R.F.C.</p> + +<p>‘Sec.-Lieut. Alfred De Bath Brandon, +M.C., R.F.C. Special Reserve.’</p> + +<p>The valour and skill of the aviators +was acclaimed on all sides. Lieut. Sowrey, +it may be said, is one of three flying +brothers, sons of Mr. John Sowrey, Deputy +Chief Inspector of Inland Revenue, of +Yeoveney Lodge, Staines. Born at Gloucester, +he was educated at home until<span class="pagenum" id="Page_87">[87]</span> +he was thirteen, when he won an open +scholarship at King’s College School, Wimbledon. +Gaining two leaving scholarships, +tenable at a university, he went to King’s +College, where he took the intermediate +B.Sc. Degree. He was finishing his +graduate course when the war broke out. +He at once volunteered for service, and, +joining the infantry, went out early to +the Western front. Wounded at Loos, he +was invalided home, remaining in hospital +about three months. On leaving hospital +he joined the Flying Corps, for ‘anything +with a motor connected with it had always +had a great attraction for him.’ He had +Lieut. Robinson, V.C., as his fellow-learner. +He was taking a course for the +Indian Civil Service when the war called +him into the fighting service.</p> + +<p>Lieutenant Brandon is the young New +Zealander who in April of the year 1915 +assisted in bringing down the Zeppelin +L15 in the Thames Estuary. An advertisement +of the Hall Flying School at +Hendon brought him to England. He +answered the advertisement, and was immediately +accepted as a pupil. He gained +his aeroplane ticket seven weeks after +joining the school. Previous to the war +he was at Trinity College, Cambridge.</p> + +<p><span class="pagenum" id="Page_88">[88]</span></p> + +<p>The battle fought by the airmen was +of a thrilling nature. It is recorded that +a ‘ding-dong’ fight ensued, in which Lieut. +Sowrey and Lieut. Brandon manœuvred +for position. Lieut. Sowrey had the best +of luck, and quickly seized his opportunity +of emulating the feat of Lieut. Robinson. +Making splendid use of his machine gun, +he sent a few well-directed shots into +the Zeppelin. Instantly the airship began +to turn and twist, and finally crashed to +earth a blazing mass. Meanwhile Lieut. +Brandon stood by in case of emergency, +and later attacked a second raider, which +was compelled to surrender.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_89">[89]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XI">CHAPTER XI</h2> +</div> + +<p class="center">THE CAPTIVE ZEPPELIN</p> + + +<p><span class="smcap">The</span> Zeppelin which came down in the +manner described in the foregoing chapter +was on view to a party of London Press +Representatives on October 8, 1916. The +<cite>Times</cite> representative recalled the fact that +the airship lost one of her starboard propellers +some while before falling. Although +parts of the structure of the airship were +crumpled up, the main outlines could +be easily recognized. The framework or +skeleton was composed of a series of +longitudinal lattice-work girders running +from end to end and connected at intervals +by circular lattice-work ties, the whole +structure being bound together and +stiffened by means of a system of wires +provided with arrangements which enabled +them to be tightened up. The material +used was an alloy of aluminium.</p> + +<p>At the largest point the framework had +a diameter of 72 feet, and was of streamlike<span class="pagenum" id="Page_90">[90]</span> +form, the bow being sensibly blunter +than the stern, which, indeed, tapered +off to a sharp point. The length of the +vessel appeared to have been 650 feet +or 680 feet, and the weight complete, +with engines, fuel, guns, and ammunition, +was calculated at 50 tons. The hydrogen +capacity was 2,000,000 cubic feet, and +there were 24 ballonets extending the +whole length of the ship. Of the envelope +only one or two fragments were to be +seen, the rest having been burnt. The +airship, which was numbered L33, was of +quite recent construction, having been +built last July, and its cost is estimated +by the Admiralty authorities at about a +quarter of a million. How long was +required for building it could not be told +from an inspection of the remains, but the +enormous amount of detail was evident +enough. To enable the crew, which consisted +of twenty-two men, to move from +one part of the ship to another, a cat-walk +ran along the keel, enclosed in an arched +passage. It consisted of a narrow footway, +nine inches in width and made of wood—one +of the very few examples of wood +construction used—and provision for +ventilation was made in the shape of +shafts rising to the top of the ship.</p> + +<p><span class="pagenum" id="Page_91">[91]</span></p> + +<p>In all there were four gondolas—one +forward, two amidships, and one aft. +The first of these constituted the navigating +bridge. It was divided into three +parts. The first was set apart for the +commander, and in it were concentrated +the controls of the horizontal and vertical +rudders at the stern, the engine-room, +telegraphs, and the switches for the electrical +release of the bombs. These last, +of which sixty were carried, were actually +arranged amidships, and the sliding door +which was opened to allow them to fall +could still be seen moving freely on its +bearings.</p> + +<p>Behind the commander’s room in the +forward gondola was a cabin for the +wireless operator, measuring perhaps 6 feet +by 4 feet, and behind that again an engine-room +containing a 240 h.-p. Maybach +Mércèdes engine having six vertical +cylinders. Behind the engine was a clutch, +a brake, and a reducing gear, through +which the power was transmitted to a +propeller shaft; a generator for the wireless +installation was placed in front. One +similar engine was carried in each of the +gondolas amidships, and three in the aft +gondola, all the engines having wireless +generators attached. There were thus six<span class="pagenum" id="Page_92">[92]</span> +engines, with an aggregate power of +1,440 h.-p., and six propellers. Of the +latter, three were worked from the aft +gondola, one being placed in the centre +at a point distant from the tail about +one-fifth of the length of the ship, and +the other two one on each side; two were +driven from the side gondolas amidships, +and the sixth was in connexion with the +forward gondola. To reduce air-resistance +a streamline form was given to the +propeller stays by the aid of a thin two or +three-ply wooden casing. The amount of +petrol carried was 2,000 gallons, and the +speed is supposed to have been about +sixty miles an hour in a still atmosphere. +The armament, apart from the bombs, +consisted of nine quick-firing guns. Of +these, two larger than the others were +mounted on the roof, two were in the +forward gondola, one each in the amidships +gondolas, two in the aft gondola, +and one in the tail. The lightness of the +construction was shown by the fact that +the huge tail still containing the remains +of the gun platform could easily be rolled +over.</p> + +<p>In addition to the particulars given there +were other interesting features. It may +be noted, for instance, that practically<span class="pagenum" id="Page_93">[93]</span> +everything, except the engines and the +guns, was made of aluminium alloy. The +only woodwork was the narrow platform, +known as the ‘cat-walk,’ which ran along +the keel and connected the gondolas. +It was closed in with fibre. There was a +little wood also in the ventilators, which +were found intact. The wood was covered +with Manchester cotton, which looked like +common sheeting, but was really of very +fine texture. The pressure of a button +in the captain’s cabin opened the sliding +grille of framework, and an electrical +device permitted each bomb to be dropped +separately, either slowly or rapidly.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_94">[94]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XII">CHAPTER XII</h2> +</div> + +<p class="center">LIEUTENANT W. K. TEMPEST, D.S.O.</p> + + +<p><span class="smcap">Concerning</span> the raid over England by +hostile airships which took place on the +night of October 2, 1916, the official +report issued by Lord French was to the +effect that ten hostile airships crossed the +East Coast between nine p.m. and midnight. +One airship approached the north of +London about ten p.m., but was driven +off by gunfire and pursued by aeroplanes. +She attempted to return from the north-west, +but was attacked by guns and aeroplanes +and brought to earth in flames in +the neighbourhood of Potter’s Bar shortly +before midnight.</p> + +<div class="footnotes"> +<p><a id="Footnote_1" href="#FNanchor_1" class="label">[1]</a> The <cite>Times</cite>, Oct. 3, 1916.</p> +</div> + +<p>An eye-witness of the fall of the airship +writes <a id="FNanchor_1" href="#Footnote_1" class="fnanchor">[1]</a>: ‘I live in the country just outside +the fringe of the great searchlights +which guard the London area. From the +verandah of the house one can obtain a +wonderful view of any “pyrotechnic” +<span class="pagenum" id="Page_95">[95]</span>display within a distance of twenty odd +miles. The household is most familiar +with Zeppelins, aeroplanes, bombs, guns, +and searchlights. We have seen all the +raids, we have seen three Zeppelins destroyed, +and bombs have fallen all round +us; but happily our little district has so +far escaped damage. So accustomed are +we to all these aerial affairs that we seem +to know instinctively when a raid is due. +And it was so on Sunday. The sky at +eight o’clock looked very ominous. Some +time later came the warning to the special +constables, and at the same time the sky +in our immediate neighbourhood was lit +up by powerful rays from searchlights. +I rightly surmised that the Zeppelin would +attempt to reach London from the north. +By now (I live close to the railway) the +searchlights were sweeping the cloudless +sky, and the air was quite still. About +half-past ten we heard the beat of the +Zeppelin engines; she was due north of the +house. Then she sailed towards the east. +The night was so clear that she was seen +quite easily. With the aid of a night glass +she appeared about a yard long.</p> + +<p>‘By the sound of her engines we could +tell she was circling the fringe of light, +for she gradually altered her course from<span class="pagenum" id="Page_96">[96]</span> +east to south-east. Then we heard her +wheel round to the left. She made a circle +of some miles, and finally went south-east +again, when we heard the engines no more. +Meanwhile my children, two girls, aged +eight and eleven, insisted on dressing: +they wanted to “see the show.” With their +mother they made themselves comfortable +on the verandah. About half-past +eleven, away to the south-east, we saw +flashes from falling bombs, and the bursting +of shrapnel, with the boom of heavy +guns firing. The children were getting +very interested. Suddenly a score of +searchlights seemed to concentrate at one +point, and quite distinctly we saw the +Zeppelin “held.” Shrapnel was bursting +all around her. Then the guns ceased, and +we could see no Zeppelin. We thought she +had managed to slip away. But our airmen +were on her track, and soon there +appeared a yellow light; it became larger +and larger, until we realized that it was +the Zeppelin alight. From yellow the +flames changed to ruby; they seemed to +spread from the centre to each end of the +airship. When she was aglow from end to +end she tilted, gradually became perpendicular, +and fell slowly to earth. The +flames lit up the country for miles; the<span class="pagenum" id="Page_97">[97]</span> +framework of the machine was plainly +visible. You could see smaller portions +of her ribs, loosened by the heat, falling +like small sparks. She fell five miles +from my house, but I thought I heard the +whole of England cheering.’</p> + +<p>Another witness, who watched the coming +of the raider from the north-east, has +given the following account: ‘What struck +me was the evident uncertainty of the crew +as to where they were, or where they +wanted to go. They stopped; they turned +this way and that; they manœuvred in +every direction in order to avoid the +searchlights which were darting about all +round them. But it was all to no purpose. +The way in which the great beams of light +followed the airship in all its desperate +efforts to escape was really wonderful. A +few moments passed, and the guns began +to shell the Zeppelin. The shells burst all +round—some of them so near that it +seemed as though hits had been scored. +Then, in a moment, a bright light burst +out in the body of the airship, and in +another moment she was a mass of flame +from end to end. She seemed to turn +over on her side, and then gradually +sink to earth. While coming down, she +broke into halves, and during the descent<span class="pagenum" id="Page_98">[98]</span> +she threw off huge bunches of some flaming +material. From the great height at which +she had been floating it was impossible +to tell where she would come down, and +for some moments the onlookers did not +know but that she might fall upon them. +But the blazing remains plunged at length +behind some trees, and that is the last we +saw of her.’</p> + +<p>The nearest view of this fourth airship +débacle on British soil was enjoyed by a +farmer at Potters Bar, on whose farm the +Zeppelin came down. He has given the +following interesting account: ‘We were +awakened by the sound of the guns, and +we got up. I went into my garden, and +from where I stood the Zeppelin seemed +to be right overhead. Thinking that she +might be preparing to drop bombs, I +brought my wife and two children into +the garden away from the house. We had +not been watching it many moments before +the airship suddenly burst into flame. It +was then apparently right over my house, +and looked as though it would fall right +across the roof. It was burning furiously, +and blazing masses were flying away from +it during its descent. I shouted to my +wife to be prepared to run out into the +road in case it should fall upon the house.<span class="pagenum" id="Page_99">[99]</span> +But as it got lower and lower—it did not +seem to fall very quickly—I saw it would +fall into the fields behind my farm buildings. +I ran through the stable yard and +down a by lane leading to some grass +fields. In the corner of one of these were +some large haystacks, and I was afraid +that these might be set on fire. When I +reached the spot I found they were +all right; but about 200 yards away +the remains of the Zeppelin lay blazing +furiously. I dared not go very near to +it for two reasons: one was that the heat +was very great, and another was that +ammunition of some kind was exploding +at intervals. I afterwards discovered that +this was machine-gun ammunition, a large +quantity of which seems to have been +carried, for some was found in boxes +unexploded. I only saw one bomb drop +before the Zeppelin came down, but others +were found among the débris. The Zeppelin +had broken into two pieces. The +larger half was hanging over a big oak +tree, which stood in the middle of the +field. I saw some dead bodies lying about. +One appeared to be that of an officer, +for I could see gold stripes on the arm +of his coat. Another was wearing the +Iron Cross. Some of them had wrapped<span class="pagenum" id="Page_100">[100]</span> +themselves up in blankets, evidently trying +to avoid the flames. I had a herd of +valuable dairy cows in the field, and these +were very much alarmed at the blazing +Zeppelin. They galloped round the field +in terror, and one of them seemed determined +to rush into the burning mass. +I had some difficulty in keeping her away, +and I was very glad when the fire brigade +came on the scene and began to throw +water on the ruins.’</p> + +<p>There were many interesting incidents +connected with the fall of this airship. +An Iron Cross was picked up close by. +The commander of the airship was wearing +a wrist watch which had stopped at 1.20 +(German time). One member of the crew, +whose body was recovered, appeared to be +a boy of sixteen or seventeen years of age. +The heat of the wreckage was so great that +full search was impossible till over twelve +hours had elapsed after the fall. No less +than thirty-nine bombs were dropped over +one small area to the north of London. +Most of the bombs fell, however, in fields +and meadows.</p> + +<p>The airship was thwarted in its evil +designs by our heroic airmen. In the +course of a few days it was officially +announced that Second-Lieutenant Wulstan<span class="pagenum" id="Page_101">[101]</span> +Joseph Tempest, General List and Royal +Flying Corps, had been appointed a Companion +of the D.S.O., in recognition of +conspicuous gallantry and devotion to +duty in connexion with the destruction +of an enemy airship.</p> + +<p>On the fateful day Lieutenant Tempest +had finished his regular duties, and was +spending the evening with friends at a +dinner party. Before the meal was over +a call reached him, and a few minutes later +he was back at his aerodrome.</p> + +<p>He made a speedy start, with the idea +of intercepting the airship, which was +reported to be approaching. He had soon +reached a height of upwards of 10,000 feet. +He manœuvred around unwearying in a +protracted vigil. At the end of two hours +a searchlight picked out the airship and +persistently stuck to it, despite its efforts +to get beyond the focus of the beam. +Soon other searchlights added to the +volume of illumination, and anti-aircraft +guns began to pepper at the airship.</p> + +<p>In a moment a great sheet of fire swept +along the airship, and it began to fall at a +speed increasing as the law of gravitation +came into play. Immediately after +the Zeppelin caught fire Lieut. Tempest +travelled the complete length of the airship<span class="pagenum" id="Page_102">[102]</span> +from stem to stern, being parallel +with it all the time. Then he began to +descend. But the falling airship hampered +his movements very considerably. +Once or twice he narrowly escaped collision +with the flaming mass, and in order +to avoid this he was compelled to resort +to nose-diving.</p> + +<p>The work had been done under tremendous +strain, but Lieut. Tempest fortunately +escaped injury of any kind. +The spot where he landed was miles away +from the place where he had first taken +the air. Without troubling to examine +the burning airship, which had fallen not +far away, Lieut. Tempest was driven back +to his home station in a side-car, arriving +about 2.30 a.m. Here he received a +tremendous welcome from his brother-officers +as the third man of the same +flight who had brought down a Zeppelin.</p> + +<p>Lieutenant Tempest was born on +January 22, 1890. He was educated at +Stonyhurst, and afterwards entered the +Mercantile Marine and received training +on the <em>Worcester</em>. He learned to fly at one +of the military schools, taking his pilot’s +certificate on May 22 of the year of his +heroic deed. He had previously been +attached to the King’s Own Yorkshire<span class="pagenum" id="Page_103">[103]</span> +Light Infantry, and was invalided home +after fighting in France last year at Ypres. +For nearly twenty-four hours he was +buried in a dug-out, and as a consequence +he is still liable to attacks from rheumatic +gout. The experience also left him a little +lame, but he still retains great skill and +courage, and certainly takes high rank +amongst our heroic aviators.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_104">[104]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XIII">CHAPTER XIII</h2> +</div> + +<p class="center">LIEUTENANT WARNEFORD, V.C.</p> + + +<p><span class="smcap">To</span> Lieutenant Warneford, V.C., falls the +distinction of being one of the first airmen +to destroy a Zeppelin. At the time of +his heroic deed he was on patrol duty in +Belgium, and, it seems, was under orders +to await the return of raiding airships +from England. After a long and trying +vigil he sighted a Zeppelin, and made +straight for a position above the giant +structure.</p> + +<p>The attack, we must remember, was +made in the year previous to the successful +exploits dealt with in other chapters. +At the time certain improvements in guns +and cartridges had not come into use. +Lieutenant Warneford’s only hope of completely +destroying the airship was to drop +a bomb on it from above, and this he did +with remarkable skill and courage.</p> + +<div class="figcenter" id="i_106"> +<img src="images/i_106.jpg" alt="" width="334" height="600"> +<p class="caption center">Lieutenant Warneford, V.C.</p> +</div> + +<hr class="chap x-ebookmaker-drop"> +<p>On gaining the desired position, he +dropped a bomb with such effect that +<span class="pagenum" id="Page_105">[105]</span>an explosion immediately followed. His +bravery will be fully appreciated when we +recall the fact that so violent was the +explosion that his machine was turned +completely over, compelling him to ‘loop-the-loop.’ +This he did with coolness and +skill, and although under great difficulties +he succeeded in bringing about a safe +landing. Unfortunately he was compelled, +owing to engine trouble, to land on +territory occupied by the Germans. Good +fortune, however, favoured him. He +managed, before the appearance on the +scene of enemy troops, to restart the +motor and again take to the air. It is +generally thought that he was assisted by +Belgians, but this does not appear to be +established. It is, in any circumstances, +sufficient to know that the heroic young +aviator managed to escape and return +safely to his base, there to receive the +enthusiastic congratulations of his comrades.</p> + +<p>The stricken airship unfortunately fell +upon a monastery, doing much damage +and killing a number of the inmates. It +was a Zeppelin of notable type, carrying +an exceptionally large crew, including +some of Germany’s most efficient engineers.</p> + +<p>The news of the destruction of the<span class="pagenum" id="Page_106">[106]</span> +airship was communicated almost immediately +to England, causing keen interest +and delight. Lieutenant Warneford became +the hero of the hour. The King +telegraphed the honour of the Victoria +Cross, and the heroic young pilot thus +came into the distinction of being the +first airman to win the coveted decoration. +England and France united in honouring +him, and hopes were widely expressed that +fresh deeds of valour would be performed +in coming days.</p> + +<p>But Lieutenant Warneford tasted earthly +fame for only a few brief hours. Shortly +after his heroic deed, whilst flying with +an American journalist as passenger, his +machine suddenly swerved, and in some +way never fully explained, control was +lost, and the machine dashed to earth, +killing both the pilot and passenger.</p> + +<p>Deep regret was expressed by every +friend of the Allies. Much hope had been +centred in the courageous young pilot, +and the end had come with terrible suddenness. +People could not understand. But +above all there shone brightly, and still +shines, the deed of that <em>one glorious hour</em>, +when self was forgotten and only duty +called.</p> + +<p>The name and fame of Lieutenant<span class="pagenum" id="Page_107">[107]</span> +Warneford will surely live in the annals of +aviation—a fearless spirit, quick and strong +to act, tasting for a brief while of conquest +and fame, and then meeting, all unexpected, +a sudden and untimely end. +‘Fame,’ it is written, ‘may fade, but not +the great deeds that bring true fame; +their influence lasts through all time.’ +Lieutenant Warneford’s heroic act is not +dead. His example has inspired and will +continue to inspire, and to him we owe +in no small measure many of the more +recent deeds of our heroic airmen.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_108">[108]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XIV">CHAPTER XIV</h2> +</div> + +<p class="center">THE NEW ARM IN WARFARE</p> + + +<p><span class="smcap">We</span> shall, no doubt, have occasion to +return later to the heroic achievements of +our airmen in destroying enemy raiders. +Meanwhile, our attention is claimed by +a subject of great interest and importance, +namely, the part played by aircraft on +the various battle fronts of the great war. +It was clear some while before the outbreak +of hostilities that the aeroplane +was destined to play a prominent part. +Mr. Sydney F. Walker, R.N., M.I.E.E., +remarks, in a useful little volume on +aviation, published before the war, that +the first important work to which the +aeroplane has been put is that of scouting. +‘When armies are manœuvring in the +field, it is the great object of each general +to find out what his opponent is doing, +exactly where his forces are, where each +particular arm is weak, and where, above +all things, he is open to attack. On<span class="pagenum" id="Page_109">[109]</span> +the other hand, each general makes the +greatest efforts to prevent his opponents +from finding out all about himself. The +art of hiding men, and even of artillery +and of horses, has been brought to such +success that the non-military observer +might be in the midst of an army of +30,000 or 40,000 men and be perfectly +ignorant of their presence. Every inequality +in the ground, every natural object, +such as a tree, a mound, a house, &c., +is made use of for the purpose of concealing +the presence of men, horses, and accessories. +It will be evident that with an +aeroplane flying at anywhere up to eighty +miles an hour, and that has been exceeded +at the time of writing, and viewing the +surface of the ground from above—provided +the pilots, or passengers accompanying +them, are trained to observe the ground +and the bodies of men on the ground from +above—practically any disposition of the +enemy could be discovered.’</p> + +<p>We are now able to judge by results +and appreciate the work done. A point +of primary importance in active warfare, +as we have seen, is the use of the aeroplane +for reconnaissance work. Other duties, +and there are many, are set forth with +admirable clearness by Mr. W. E. Dommett<span class="pagenum" id="Page_110">[110]</span> +in his little work, <cite>Aeroplanes and Airships</cite>. +The book was written at the early part of +the war, and on that account is particularly +instructive at this point; for it enables us +to trace the progress made and the victories +won by our airmen. ‘Reconnaissance +work for the purpose of co-operation +with artillery,’ Mr. Dommett writes, +‘forms the most important function next +to scouting. An aerial observer is sent +out to determine the position of hostile +batteries whose existence may or may not +be known by its fire, to determine the +strength of the batteries, and how the +units composing them are grouped. In +addition it is the duty of the observer to +look out for troops, stores, or other matters +which could and should be subjected to the +fire of one’s own batteries. He should +supply as far as possible details as to +range and elevation necessary for clearing +intervening high ground. In addition the +observer can report as to the effect of his +own side’s artillery, and the manner in +which it is failing or succeeding in its +object.</p> + +<p>‘The value of this form of observation +is beyond calculation, in view of the fact +that the artillery have not to waste time +and ammunition in getting the target.<span class="pagenum" id="Page_111">[111]</span> +Moreover, the time during which the +opposing batteries or forces can do damage +is correspondingly reduced. Naturally, +much depends upon the accuracy of an +observer’s report as to its value, and in +this respect it appears that the allied +forces are superior to their opponents, +and it would seem that this superiority +is due not so much to the superiority in +the observer’s machine, but to the better +self-reliance, intelligence, and powers of +initiative possessed by the men themselves. +Observation work, it may be said, is +generally accompanied by some offensive +action on the part of the pilot or accompanying +observer.’</p> + +<p>Observation in naval warfare is of course +also of great importance. In the work of +detecting submarines, for instance, aeroplanes +have proved of great value, for it +is possible to detect submerged objects +with greater ease from considerable heights +than from the water surface. Writing to +the <cite>Matin</cite>, a correspondent stated in the +early part of the war that an aviator flying +several hundreds of feet above the sea off +Cape Helles, saw a black spot in the water +beneath him. Circling round, to enable +him to observe it more closely, he at last +made out the form of a German submarine,<span class="pagenum" id="Page_112">[112]</span> +under water, moving towards a British +transport, which was heavily laden with +troops and munitions. Immediately the +aviator flashed a wireless signal to the +transport, and then, swooping down to a +few feet of the surface of the water he +dropped two bombs. These did no damage +to the submarine, but taking warning she +sank to greater depths. When the enemy +thought enough time had passed he raised +his periscope above the surface, but the +aeroplane was still circling close at hand +and once more a couple of bombs fell close +alongside the boat. Then the submarine +finally disappeared. Many incidents of a +similar nature have been recorded.</p> + +<p>It is, moreover, sometimes necessary to +find out the position of our own submarines +in such a case as when a submarine has +disappeared and not returned to its base. +Before the war, when one of our A Class +boats sank off the Cornish coast, whilst +out from Devonport for exercise, an aeroplane +was successfully employed for finding +its whereabouts. The boats in company +with the lost boat laid buoys to indicate +the position, but these had become shifted +by heavy seas, and had become useless for +the purpose.</p> + +<p>Observation work is frequently accompanied<span class="pagenum" id="Page_113">[113]</span> +by direct offensive action; but the +work is sometimes done purely with the +view to the offence. For example, as +early as September 23, 1914, naval airmen, +namely, Squadron-Commander E. F. +Briggs, Flight-Commander J. T. Babington, +and Flight-Commander S. V. Lippe, carried +out a raid over a mountainous route of +120 miles upon the Zeppelin sheds at +Dusseldorf. And at a later date a similar +raid was made on the sheds near Lake +Constance.</p> + +<p>In the early part of the war the Paris +correspondent of the <cite>Times</cite> wrote as follows: +‘A feature of the operations along +the front is the active use by the French +of their air service, and the many indications +given of the progress which has been +accomplished in this branch of the service +since the outbreak of the war. Realizing +that for fighting purposes the chief mission +of the aeroplane is to act like a gun of +immense range, and that bombardment +requires swarms of aeroplanes and not +an isolated machine, the French have +equipped and organized a number of air +squadrons with the object of disturbing +and destroying the enemy’s communications, +either during or on the eve of military +developments, so as to impede the arrival<span class="pagenum" id="Page_114">[114]</span> +of men and shells from the reserve points +during the progress of operations.</p> + +<p>‘For this purpose the squadrons are +composed of three different types of +machines, the names of which indicate +the special duties of each type. These +squadrons, in spite of the boisterous +weather which has prevailed throughout +the month, have raided no less than ten +important German railway centres in the +area of operations, throwing over 400 +bombs in their flight, while the chaser +planes engaged any protecting enemy aircraft +that tried to interfere with the +operations.</p> + +<p>‘A glance at a map will show how +effectively the air services are able to act +as an extension of artillery in upsetting +the enemy’s transport. Thus Challerange, +an important junction on the Vouziers—St. +Menehould and Vouziers—Apremont +Railways, whence are served the requirements +of the army operating in the west +of the Argonne; Arnaville and Bayonville, +to the south-west of Metz; Vigneuvelles +les Hattonchattel, the railway centre +for the south-eastern armies operating +against Verdun; Autruy, to the north of +the Argonne; and Conflans-en-Jarisy, on +the Verdun-Metz railway, have been regularly<span class="pagenum" id="Page_115">[115]</span> +bombarded by aerial squadrons, which +in some cases have numbered thirty-five +air machines.’</p> + +<p>In this connexion it is interesting to +recall an extract from an official communiqué +that was issued early in the war: +July 20—‘Thirty-one aviators yesterday +bombarded the railway station of Conflans, +an important junction. Three shells of +155 mm. and four of 90 mm. were observed +to have been neatly dropped on the station. +The engine shed was struck by a shell +of 155 mm. Three aviatiks were put to +flight by our pursuing aeroplanes, which +accompanied the squadron. One aviatik +was compelled to land rapidly.’</p> + +<p>In the place of an enemy camp or railway +junction the attack is made by the Naval +Air Service on the submarine base or the +dockyard. On many occasions naval airmen +have bombarded German submarines +in Ghent harbour. In the raid on Cuxhaven, +seven seaplanes were conveyed to +the vicinity of Heligoland and thence flew +over Cuxhaven and dropped bombs on the +docks.</p> + +<p>A report issued at a comparatively early +date of the war stated: ‘Quite one of the +features of the campaign, on our side, has +been the success attained by the Royal<span class="pagenum" id="Page_116">[116]</span> +Flying Corps. In regard to the collection +of information it is impossible either +to award too much praise to our aviators +for the way they have carried out their +duties, or to over-estimate the value +of the intelligence collected, more +especially during the recent advance. In +due course certain examples of what +has been effected may be specified, and +the far-reaching nature of the results +more fully explained, but that time has +not yet arrived. That the services of our +Flying Corps, which has really been on +trial, are fully appreciated by our Allies is +shown by the following message from the +Commander-in-Chief of the French armies, +received on the night of September 9 by +Field-Marshal Sir John French:—</p> + +<p>‘“<em>Please express most particularly to +Marshal French my thanks for services +rendered on every day by the English Flying +Corps. The precision, exactitude, and regularity +of the news brought in by its members +are evidence of their perfect organization, +and also of the perfect training of pilots and +observers.</em>”’</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_117">[117]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XV">CHAPTER XV</h2> +</div> + +<p class="center">FROM VICTORY TO VICTORY</p> + + +<p><span class="smcap">At</span> a later date (September 12, 1916) a +writer in the <cite>Daily Chronicle</cite> remarked: +‘All reports, official and unofficial, concur +in warm praise of the daring, resourceful, +and effective work of the British airmen. +Our supremacy over the Germans in the +aerial arm is incontestable. Every day’s +fighting brings evidence of it. Not only +are the exploits of our airmen the theme +of admiring comment by our own soldiers, +but they also extort reluctant tributes of +admiration even from the enemy. Were +it not for the accurate observation of these +fearless, hawk-eyed scouts of the air, the +marvellously effective results achieved by +our gunners in the recent fighting would +not have been possible, and the difficulties +in the way of our heroic infantry would +have been vastly increased.’</p> + +<p>By general consent, then, our aerial +scouts far surpass those of the enemy in<span class="pagenum" id="Page_118">[118]</span> +this work. Our aeroplanes have constantly +hovered over his lines, his seldom +over ours. Casualties have been inevitable +in these perilous enterprises, but such is +the dexterity of our fliers that the price +paid has not been nearly so high as the risks +run would suggest. In point of fact, our +losses in the air have been less than those +of the enemy, despite the greater enterprise +and the bolder initiative of British +airmen. ‘From July 1 to September 17 +in France we destroyed no fewer than +104 German aeroplanes.’ These figures, +compiled from the official reports, are the +more impressive when it is remembered +that it is the British rule not to include +enemy machines damaged as lost, but only +those that have, in fact, been actually +destroyed. It is not surprising, in the +light of the remarkable achievements of +the British air service in the battle-line, +that its critics, so loud-voiced a few months +ago, have been silenced. Fresh in everybody’s +recollection is the ridiculous fuss +made by some sensational newspapers over +the Fokker and its wonderful qualities. +Where is the Fokker now? Where have +those scribes vanished who were daily +‘crabbing’ our air service, now admittedly +the best in the world? Will they, wherever<span class="pagenum" id="Page_119">[119]</span> +they are, have the assurance to claim +that it is their criticisms that have +wrought what they would call the change? +If so, it would be a baseless claim, absolutely +without justification of any kind. +Our Air Service has evolved steadily +in strength and efficiency ever since the +outbreak of war. Of course mistakes were +made in the process of evolution and expansion. +They could not be avoided in a +new service, rapidly extending, and necessarily +involving experimental changes in +design and structure. But the progress +has been steady and uninterrupted ever +since the war began.</p> + +<p>The truth is, the original expeditionary +force was well equipped with aeroplanes +and well-trained pilots. Later came the +rapid expansion of the army, which imposed +heavy new demands on the Royal +Flying Corps. Those demands have all +been met. It is to the credit of the late +Lord Kitchener that from the first he +recognized the great importance of the +aeroplane in this war. ‘When in the +early autumn of 1914 authorization was +sought for the manufacture of a sufficient +number of machines to equip thirty new air +squadrons he at once doubled the number, +ordering not 720 aeroplanes, but 1,440.’<span class="pagenum" id="Page_120">[120]</span> +This was a notable instance of Lord +Kitchener’s prevision as to the scale of the +war. Early in 1915 a very large new +constructive programme was embarked +upon, and the output since then has progressively +increased. At first we relied +chiefly on France for the engines of our +flying-machines. Now some of our best +engines are made at home.</p> + +<p>The interim report of Mr. Justice +Bailhache’s Committee, issued early in +August, 1916, said: ‘There has been an +enormous expansion of the Flying Service +since the war; and all the critics of the +Service, without exception, have borne +testimony to the great progress made in its +efficiency—a progress which, although most +noticeable since the beginning of this year +is, in the opinion of the Committee, the +result of many months of strenuous work. +To this efficiency the recent reports from +the front bear eloquent witness.’</p> + +<p>Early in September, 1916, one who +enjoyed facilities for visiting flying centres, +and learning at first hand of the progress +of aviation in the country, remarked that +‘there was no need to be an expert to +appreciate the remarkable change that +had come over certain districts, where, +what a few months ago were mere country<span class="pagenum" id="Page_121">[121]</span> +villages or stretches of pine wood, have +been transformed into industrial centres, +with as many signs of bustle and industry +as are to be found in the great shipbuilding +centres of the British Isles.</p> + +<p>‘A really remarkable thing is the enterprise +and adaptability of firms who had +never tackled the job before in organizing +their work so that Britain’s output +of machines was marvellously increased. +Now the fruits of long and costly experimental +work are being reaped, and the +rate of output increases every week. This +applies not to one establishment, but to +the hundreds of works throughout the +kingdom. So much is this the case that a +country which at the beginning of war +was believed to be behind in this branch of +warfare is able not only to supply its own +needs but also those of its Allies.’</p> + +<p>The same careful, persistent, and unobtrusive +research work that has brought +British aircraft to the top has also resulted +in great improvements in the construction +and invention of bomb sights and dropping +appliances. British engines, too, are now +second to none in point of power, and +great improvements are to be recorded in +carburettors and special appliances for +flight at high altitudes. The same progress<span class="pagenum" id="Page_122">[122]</span> +is to be recorded in the matter of +speed. The average speed of aeroplanes +as used by our Air Service two years ago +was from sixty-five to seventy miles per +hour. Nowadays it is much higher.</p> + +<p>As regards the future, a British officer +remarked at the time now in mind: ‘With +all the results achieved so far, and the +knowledge gained by this great war, there +is no reason to doubt that the British Air +Service—like the British Navy—will be the +premier in the world. That is our constant +aim.’</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_123">[123]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XVI">CHAPTER XVI</h2> +</div> + +<p class="center">AIR SUPREMACY</p> + + +<p><span class="smcap">The</span> great Somme offensive proved beyond +all dispute the claim of England and +France to the supremacy of the air. It +is not, however, always clearly understood +precisely what air supremacy means. To +that remarkably able war correspondent, +Mr. Philip Gibbs, we owe one of the +clearest accounts given of the part played +by aircraft in modern warfare.</p> + +<p>Writing whilst with the British Armies +in the field, September 12, 1916, Mr. +Philip Gibbs said: ‘To-day has been +quiet on our front, without infantry fighting, +up to the time I write. Southward, +on our right, the French have been attacking +heavily, with a bombardment that has +swept a great stretch of country with fire +between Combles and Péronne. When the +French get to Combles—one need hardly +use the word “if,” as they are now hammering +at its outskirts—they will link up<span class="pagenum" id="Page_124">[124]</span> +with us to the right of Ginchy and Leuze +Wood, where the enemy is still holding out +against us in a bad position, a few hundred +Germans still defending themselves bravely +in the “loop” trench which is flung like +a lassoo to the north-east of Guillemont.... +We are still below the line of the +Ginchy telegraph on the high plateau, +so that we have not yet obtained full +observation of the valley slopes on the +other side, though by the capture of +Ginchy itself we have robbed the enemy +of his old point of view, which was of +enormous value to him in registering upon +our batteries and watching our movements.</p> + +<p>‘His only means of observation now is +from the air, and yesterday there was +visible proof of this, because fifteen or +sixteen of his kite balloons came creeping +out of the clouds above the plateau here, +peering at us at close range. I should hate +to be a German observer in one of those +“sausages,” as our men call them. They +have a painful reminiscence of six such +gas-bags brought down on one day, which +was June 30 last, before the great battle +began. Since then they have not floated +aloft with any safety. On September 1 +two of them were attacked by one of our<span class="pagenum" id="Page_125">[125]</span> +air-pilots, who fired machine guns at them +and dropped bombs on to them so that +they had to haul down hurriedly in a +great scare, and a few days ago one of +our knights-errant of the air crossed +the enemy’s lines at nearly 12,000 feet, +mounted directly above a German balloon, +and dived upon it, until he was no higher +than 500 yards above it. Then he fired +until he almost touched the great bag, +and as he passed it burst into a vast +flame and was burnt to a wisp of smoke in +a few seconds. For fighting purposes these +German “Peeping Toms” are not safe +and certain means of observation with our +airmen hovering near them, even though +they have adopted a new means of defence, +which is a gun below them sending up a +high-reaching flame to scorch the wings of +any British moth who dares to come too +close. Our moths will take the risk....</p> + +<p>‘To-day, a German plane did come +across our lines, where I was wandering +about some old dug-outs and trenches, +watching our batteries plug away in a +leisurely style, and wondering at the +relative quietude of an <em>off day</em> of battle. +But that hostile bird was scared back by +some of our hawks, and they followed him +well into his own country of the sky, with<span class="pagenum" id="Page_126">[126]</span> +their usual audacity. There is no humbug +about all this. On this part of the battle-front +we maintain the mastery of the air +and blind the enemy’s point of view. It +makes all the difference to our artillery, +and it is extraordinary to go through the +recent history of the Royal Flying Corps +and to note how many German batteries +have been put under heavy gunfire by +aerial registration. It is not easy to +knock out a battery by a direct hit. A +gun is a small target, and shells may crump +it all round and leave it unscathed; but +on the laws of luck we have certainly +scored many direct hits during the last +week or two. Many ammunition dumps +and pits have been blown up after aerial +reports, as I have seen myself several +times, watching the high enduring volumes +of black curly smoke.’</p> + +<p>Thus we see that the claim of England +and her gallant Allies to the supremacy +of the air is an established fact. Later, +we shall see more closely still how this +has been brought about, and that more +than can be estimated is due to the +individual courage of our heroic aviators.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_127">[127]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XVII">CHAPTER XVII</h2> +</div> + +<p class="center">FLIGHT-COMMANDER ALBERT BALL, D.S.O., +M.C.</p> + + +<p><span class="smcap">Few</span> airmen have a finer record than the +young British officer, Flight-Commander +Albert Ball, who for a while held a commission +in the Notts and Derby Regiment, +and later was attached to the Royal +Flying Corps with the rank of Flight-Commander. +He is a native of Nottingham, +and joined the Sherwood Foresters +as a private at the outbreak of the war. +He has brought down no fewer than +twenty-nine German aeroplanes and a +Drachen observation balloon.</p> + +<p>He is only twenty years of age at the +time of writing (October, 1916), and is +probably one of the smallest flying officers +in the service—a small man with great +courage. He has black hair, the eyes of a +hawk, and a jaw that spells two words—determination +and fearlessness.</p> + +<p>During a brief period of leave in England<span class="pagenum" id="Page_128">[128]</span> +he had with him two noteworthy mascots—the +propeller of the aeroplane in which he +brought down fourteen hostile machines, +and a mascot in the form of a large red +nose-cap of steel. The Germans know this +mascot well.</p> + +<p>Whilst on his visit to England he said +that his most ‘sporting fight’ was one +in which he and his opponent went at +each other for over half an hour. Then, +when the ammunition had all gone, the +two flew side by side and grinned at one +another in mutual admiration.</p> + +<p>‘We flew together,’ Lieut. Ball said, +‘in that way for quite a long distance, +exchanging air greetings.’</p> + +<p>Good fortune has, of course, played a +part in Lieut. Ball’s many successes. He +has himself been forced down several +times, but thus far not once has he suffered +any personal injury.</p> + +<p>His exploits have won him the D.S.O., +the Military Cross, the bar to the D.S.O., +and the Russian St. George’s Cross, which +is our Ally’s equivalent to the English +Victoria Cross. The D.S.O. was bestowed +on him for attacking seven enemy machines +which he saw flying in formation. One +of them he shot down at fifteen yards +range, and the others retired.</p> + +<div class="chapter"> +<div class="figcenter" id="i_132"> +<img src="images/i_132.jpg" alt="" width="650" height="514"> +<p class="caption center">BOMB DROPPING.</p> +<p class="caption center">The dropping of aerial bombs is a more or less haphazard affair, and +unless the target is a big one, such as a town or dockyard, +it is exceedingly difficult to take aim with any degree of accuracy.</p> +<p class="caption center"><cite>Reproduced by permission of the Editor of ‘The Royal Magazine.’</cite></p> +</div> +</div> + +<hr class="chap x-ebookmaker-drop"> +<p><span class="pagenum" id="Page_129">[129]</span></p> + +<p>Immediately afterwards, seeing five more +hostile machines, he attacked one at about +ten yards range and shot it down. He +then attacked another of the machines +which had been firing at him, and shot it +down into a village. Still not satisfied, +he flew to the nearest aerodrome for more +ammunition, and returning attacked three +more machines.</p> + +<p>The bar to the D.S.O. was awarded for +subsequent acts of gallantry. On one +occasion, observing twelve enemy machines +in formation, Commander Ball dived in +among them and fired a drum into the +nearest machine, which went down out of +control. Several more hostile machines +then approached, and he fired three more +drums at them, driving down another.</p> + +<p>The record of this heroic young aviator is +indeed remarkable, and one is not surprised +when one learns that the British Commander-in-Chief, +Sir Douglas Haig, has +written to the young hero as follows:</p> + +<div class="blockquot"> + +<p>‘Well done! D. H.’</p> +</div> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_130">[130]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XVIII">CHAPTER XVIII</h2> +</div> + +<p class="center">LIEUTENANT ALLAN BOTT, M.C.</p> + + +<p><span class="smcap">Lieutenant</span> Allan Bott, who has been +awarded the Military Cross for gallantry +and devotion to duty in the field, is a +member of the editorial staff of the <cite>Daily +Chronicle</cite>, and when war broke out acted +for a time as a special correspondent in +France and Switzerland. He went to Lake +Constance to investigate the building of +super-Zeppelins, and while at Kreuzlingen, +a small Swiss town which is really a suburb +of Constance, made an involuntary trip +into Germany by entering the wrong train. +He spent some hours in Constance, and +managed to escape detection at the frontier +by travelling under the seat of a cab driven +by a friendly Swiss who was going back to +Kreuzlingen.</p> + +<p>On his return to England, in November, +1914, Mr. Bott joined the O.T.C., and +after training received a commission in<span class="pagenum" id="Page_131">[131]</span> +the R.G.A., whence he transferred to the +Royal Flying Corps. Since the deeds +which have won Mr. Bott the Military +Cross he has been promoted from the rank +of Second-Lieutenant to Lieutenant. The +story of his flight on a blazing aeroplane +has been told modestly by the young +officer in a letter to his parents:</p> + +<p>‘All at once our fuselage shivered, and +looking down it, I saw that Archie had left +his card in the form of a piece of burning +H.E.</p> + +<p>‘“Fuselage burning—pass the fire extinguisher,” +I shouted down the speaking-tube +to my pilot. But the pilot’s earpiece +had slipped from his cap during the dive, +and he heard nothing. I stood up, leaned +across and shook his shoulder. “Pass the +fire extinguisher,” I yelled.</p> + +<p>‘“Hun down on the left,” he shouted +back, my words having been lost in the +roar of the engine.</p> + +<p>‘“Fire extinguisher,” I called again.</p> + +<p>‘“Why don’t you fire at that Hun?” +was the reply.</p> + +<p>‘Seeing that the flames were licking their +way back to the tail, I abandoned the +attempt to get the extinguisher, and +crawled down the fuselage to the scene of +the fire. I managed to beat out the<span class="pagenum" id="Page_132">[132]</span> +flames, which had eaten half-way through +one of the longerons.</p> + +<p>‘Meanwhile, the pilot had been attacking +one of the enemy machines, and a bullet +had gone into our petrol tank. Confronted +with a diminishing pressure, we decided to +make for Allied territory at once, and +turned west.</p> + +<p>‘Five minutes later, by which time the +number of revolutions had dropped alarmingly, +we found the way barred by two +more Boche machines. My gun having +jammed, the pilot did the only thing +possible—he went straight at the nearest +German, firing all the time. The Boche +swerved just in time to avoid a collision, +but had obviously been hit, for his machine +all but did a nose-dive, and he only landed +with great difficulty.</p> + +<p>‘Then our engine petered out altogether, +and there was nothing for it but to do a +long glide and try to reach the lines. We +were at 4,000 feet when we started to +glide, and for a long time we didn’t know +if we had sufficient height to get us across.</p> + +<p>‘But the pilot took advantage of a +small salient, and we managed to glide +over the trenches at a height of about +400 yards, fired at by machine-guns and +rifles, besides dear old Archie. We landed<span class="pagenum" id="Page_133">[133]</span> +just behind the second-line trenches of a +certain part of the French line, and, to +our joy and astonishment, we were not +shelled on the ground.’</p> + +<p>It was an exciting adventure, showing +the mettle of our aviators. There have +been many such thrilling incidents on the +various battle-fronts, some coming to light +and winning well-deserved awards, others +going to make up the great and glorious +number of unrecorded deeds of gallantry.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_134">[134]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XIX">CHAPTER XIX</h2> +</div> + +<p class="center">FLIGHT-LIEUTENANT GUYNEMER</p> + + +<p><span class="smcap">We</span> learn from the <cite>Matin</cite> that the French +champion, Flight-Lieutenant Guynemer, +once brought down three German aeroplanes +in the record time of three minutes, +and then himself had an extremely narrow +escape from death. He was 3,000 yards +up when a shell burst full in one of the +wings of his aeroplane, and the frail bird +seemed mortally wounded. The whole left +wing was completely cut to bits, and the +canvas fluttered in the wind, making the +rent still worse. In a few seconds there +was nothing left on the frame but a piece +of canvas the size of a pocket-handkerchief.</p> + +<p>The machine fell with a crash through +space—it would not support its pilot any +longer. Lieutenant Guynemer declares +that he gave himself up for lost; the only +thing he asked Providence for was that +he should not fall in enemy territory.</p> + +<p>‘I was powerless to make my will felt,’<span class="pagenum" id="Page_135">[135]</span> +he has said. ‘My machine refused to obey +me. At 1,600 yards I determined to make +a fight for it all the same.</p> + +<p>‘The wind had brought me back into +our own lines. I was almost happy. I +had been thinking of my funeral, with +sorrowing friends walking behind my last +remains. I had nothing more to fear from +the “pickelhauben.” However, I felt that +it was death, and that thought is not a +very pleasant one.</p> + +<p>‘My fall continued. In spite of all my +efforts, I could not do what I wanted with +my machine. I tried to turn it first to +the right and then to the left. I pushed +and pulled, but all to no purpose. I could +do nothing.</p> + +<p>‘Down I fell, faster and faster, drawn +surely and inevitably to the earth, where I +was going to be smashed to atoms.</p> + +<p>‘I shut my eyes, then I opened them +again and looked down. At something +like 110 miles an hour I crashed into a +pylon. There was a terrific cracking sound +and a deep thud. I looked round and +found that nothing was left of my machine.</p> + +<p>‘How is it I am still alive? I wonder +myself. I think it was the straps which +held me in my seat which saved my life. +They had eaten right into my shoulders<span class="pagenum" id="Page_136">[136]</span> +anyhow, but if it had not been for them I +should be dead at this moment.’</p> + +<p>Only to the fortunate is it given to +relate their experiences. Sudden and untimely +death overtakes many heroic pilots, +sealing their lips and robbing the world +of personal records of their deeds. We +are indeed fortunate in having from Flight-Lieutenant +Guynemer a story so thrilling. +He is one of our gallant Allies’ most +courageous and skilful pilots, and in aviation +France is second to none. Later, we +shall afresh see how rich she is in skilful +and heroic airmen, and we shall see in +particular how well the heroic aviator, +Lieutenant Guynemer, has continued to +acquit himself.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_137">[137]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XX">CHAPTER XX</h2> +</div> + +<p class="center">LIEUTENANT STEWART GORDON RIDLEY</p> + + +<p><span class="smcap">It</span> has been said that the story of Second-Lieutenant +Ridley, a young British flying +officer, is as great as the story of Captain +Oates. ‘Captain Oates walked into the +Antarctic blizzard so that his comrades +should have a better chance of living. +Lieutenant Ridley, stranded in the burning +Libyan Desert with an air mechanic, and +seeing his tiny stock of water near its +end, shot himself in the hope that his +companion might live.’</p> + +<p>The heroic young aviator went out singly +on a machine from an oasis in the Libyan +Desert as an escort to another pilot, who +was accompanied by Air-Mechanic J. A. +Garside. After flying for an hour and a +half, the party failed to locate the camel +patrol which had been sent out in advance +to establish a temporary landing-place.</p> + +<p>They encamped for the night. The next +morning it was found that Lieutenant<span class="pagenum" id="Page_138">[138]</span> +Ridley’s engine would not work, and it +was agreed that the other pilot should try +to discover the track of the camel patrol. +He left his water and provisions with the +others, and arranged to return on the following +day. The pilot picked up the +camel patrol, but when he returned to find +Lieutenant Ridley and Garside they had +disappeared.</p> + +<p>Search parties, consisting of camel +patrols, motor-cars, and aeroplanes were +at once sent out. Nothing was discovered +of the missing men until four days after +the start of the original mission, when, +twenty-five miles away from the spot +where the first night had been spent, a +second landing-place was found. The two +men had evidently flown away again after +patching up their machine. Two days +later a motor party found the machine and +the two dead bodies of the aviators.</p> + +<p>During the search the footprints of the +two men had been discovered. They were +noticed to have been overtaken by a +hostile camel patrol, and for a time it +was believed that Lieutenant Ridley and +Garside had been captured.</p> + +<p>A diary kept by Garside throws peculiar +light on the moving story:</p> + +<p>‘<em>Friday.</em>—Mr. Gardiner left for Meheriq,<span class="pagenum" id="Page_139">[139]</span> +and said he would come and pick one of +us up. After he went we tried to get the +machine going, and succeeded in flying for +about twenty-five minutes. Engine then +gave out. We tinkered engine up again, +succeeded in flying about five miles next +day, but engine ran short of petrol.</p> + +<p>‘<em>Sunday.</em>—After trying to get engine +started, but could not manage it owing +to weakness, water running short—only +half a bottle—Mr. Ridley suggested walking +up to the hills.</p> + +<p>‘<em>Six p.m.</em>—Found it was further than +we thought; got there eventually: very +done up. No luck. Walked back; hardly +any water, about a spoonful. Mr. +Ridley shot himself at 10.30 on Sunday +while my back was turned. No water all +day; don’t know how to go on; dozed +all day, feeling very weak; wish some one +would come; cannot last much longer.</p> + +<p>‘<em>Monday.</em>—Thought of water in compass, +got half bottle; seems to be some +kind of spirit. Can last another day. +Fired Lewis gun, about four rounds; +shall fire my “Very light” to-day: last +hope without machine comes. Could last +days if had water.’</p> + +<p>On the following day the bodies were +discovered by a motor-car.</p> + +<p><span class="pagenum" id="Page_140">[140]</span></p> + +<p>The Commander of the Imperial Camel +Corps reports that from what he discovered +he has formed the opinion that Lieutenant +Ridley gave his life in the hope of saving +the mechanic. Added to this, the commanding +officer of the Royal Flying Corps +states: ‘There is no doubt in my mind +that he did this in an act of self-sacrifice +in the hope of saving the other man.’</p> + +<p>Lieutenant Ridley, who was affectionately +known as ‘Riddles’ in the corps, +came of a celebrated Northumbrian family, +one of his ancestors being Bishop Ridley, +who, bound to the stake at Oxford, +‘played the man’ with Latimer amid the +flames. ‘It may well be,’ states a sympathetic +admirer of this gallant officer, +‘that there came across the desert from +Gordon at Khartoum a message in the +words of Latimer, “Be of good cheer, +Master Gordon, and play the man.”’</p> + +<p>The fallen hero was a young man of +attractive appearance and great charm +of manner. His character, as known to +intimate friends, confirms in all respects +the interpretation put upon his last act, +‘He gave his life in the hope that his +companion might be saved.’</p> + +<p>Both Lieutenant S. G. Ridley and Air-Mechanic +J. A. Garside were unmarried,<span class="pagenum" id="Page_141">[141]</span> +but Garside was the only son of a widowed +mother, and evidently in the mind of his +heroic companion had special claims upon +life.</p> + +<p>A chaplain with a party of service men +paid the last honours. At the head of the +grave a cross was erected.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_142">[142]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXI">CHAPTER XXI</h2> +</div> + +<p class="center">SOUS-LIEUTENANT LOUIS NOËL</p> + + +<p><span class="smcap">An</span> Army Order, signed by General Sarrail, +describes how Lieutenant Noël, when +hardly convalescent from a grave operation, +from the effects of which he was +still suffering, effected on two occasions the +bombardment of an enemy capital, and +assured a long-distance link between two +friendly armies, covering 1,100 kilometres +(roughly 700 miles) there and back, of +which 850 kilometres (over 500 miles) +were over enemy territory.</p> + +<p>Lieutenant Noël is an old pilot, remarkable +for his address, his bravery, his +coolness, and his modesty. Numerous difficult +and perilous missions in France and +in the Orient have been successfully carried +out by him, and in addition to the Cross +of the Legion of Honour he has earned +the Médaille Militaire, the Croix de Guerre, +and the Russian Cross of St. George.</p> + +<p><span class="pagenum" id="Page_143">[143]</span></p> + +<p>Describing his remarkable flight from +Salonica to Bukarest, a Roumanian journal +(September 16, 1916) says: ‘Roumania +received yesterday the visit of gracious +Allied winged guests, who come to us from +Salonique, from the heroic army of Sarrail, +from that corner of ground which, right +in the heart of the Balkans, sinks in like +a vice, to choke in its powerful grip the +Bulgars and our common enemies. As +legitimate reprisal for the cowardly attack +on Bukarest by the Zeppelins, the French +aviators had received orders to bombard +Sofia and reach Roumania afterwards. +Yesterday, Wednesday, at 6.20 a.m., four +French avions left Salonique. The first, a +Farman biplane, was conducted by the +heroic Sous-Lieutenant Noël, one of the +best aviators of the French Army, who +had already sunk two German avions in +the course of seventeen months passed on +the German front. The Sous-Lieutenant +Noël brought with him Lieutenant Leseur, +one of the best observers of the Army +of Salonique. The second biplane was +mounted by Sergeant Lamprou and the +Soldier-Machine-Gunner Masson; the third +by the Lieutenant Quillery and an observer, +and the fourth by the Sergeant Rohan and +a machine-gunner.</p> + +<p><span class="pagenum" id="Page_144">[144]</span></p> + +<p>‘At 8.40 the Noël biplane arrived above +Sofia, where were to be seen several fires +lighted by one of the French avions which +had just passed. The Lieutenant Leseur +let go many bombs. The aviators were +perfectly guided by the sparkling dome of +the cathedral. Let us say that the bombs +thrown contained an explosive newly discovered +by the French, and of an extraordinary +power of destruction. Some +German avions made chase to the French +avions, which were soon able to distance +them without being touched by their +projectiles. At 11.20 a.m. the avions, +piloted by the Sous-Lieutenant Noël, +arrived at Bukarest, where he descended +directly in the aviation field, in the midst +of the delirious acclamation of the Roumanian +aviators. The biplane Lamprou +descended at Alexandria, and the two +others landed, according to orders, at +Turnu-Magaurele.</p> + +<p>‘Six hundred kilometres in a single +stage! A hundred and twenty kilometres +to the hour! The difficult crossing of +the Balkans, with their heights of over +2,900 metres (9,000 feet), their pernicious +currents, their thousand and one difficulties, +effected without encumbrance, without the +least accident! What marvellous exploit<span class="pagenum" id="Page_145">[145]</span> +of ability, of cool blood, of this legendary +and magnificent heroism French! What +new and beautiful page of glory to inscribe +to the credit of the aviation French! +Salutes to you, glorious heroes of the air! +Salutes to you, well-beloved colours of +France, which in these solemn hours come +to unite yourselves to the tricolour Roumanian! +Roumania has received you +open-armed with legitimate pride, and +from the plains of the Danube up to the +slopes of the Carpathians, and from the +banks of the Olt and of the Muresh, and +from those of the Black Sea, to those of +the Thass, a sole cry sincere, but which +sums up all our sentiments, will hail you, +“Vive la France! Vive l’armée française!!”’</p> + +<p>High praise, very warmly expressed, +and richly deserved!</p> + +<p>‘The aviators,’ says one who writes with +intimate knowledge of their movements, +‘deserved thoroughly the acclamation. All +the French pilots remained for a while in +Roumania except Louis Noël, who flew +back alone on the nineteenth again without +landing. Owing to a head wind after +reaching the seaward side of the Balkans, +he only just scraped home without a drop +of essence.’ It should be added that<span class="pagenum" id="Page_146">[146]</span> +Lieutenant Noël is well known at Hendon, +and has been justly termed one of the most +decorated and distinguished of Hendon +aviators.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_147">[147]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXII">CHAPTER XXII</h2> +</div> + +<p class="center">FLIGHT-LIEUTENANT HAROLD ROSHER, +R.N.A.S.</p> + + +<p><span class="smcap">All</span> are conscious of the fact that to our +Royal Naval Air Service the highest praise +is due. The service is rich in heroic +pilots. Few, however, are known by name +to the wider public. But we must not +suppose that our Navy has not in its +service a goodly share of skilful and heroic +pilots.</p> + +<p>The letter, for instance, of Flight-Lieutenant +Harold Rosher, R.N.A.S., +written to his family and published by +Chatto and Windus, reveals an aviator +of fine character. ‘One wonders,’ a friend +writes, ‘whether most to admire the man +in him, the gentleman, or the accomplished +pilot of the skies who took all +risks, keeping his head among them, +because that way lay duty and achievement.’ +He is well reflected in his quiet, +modest manner of writing. Here is a<span class="pagenum" id="Page_148">[148]</span> +little picture of the difficulties of flying at +a great altitude, ‘absolutely lost’ and in +search of bearings:</p> + +<p>‘I nose-dived, side-slipped, stalled, &c., +&c., time after time, my speed varying +from practically nothing to over a hundred +miles an hour. I kept my head, but was +absolutely scared stiff. I didn’t get out +of the clouds, which, lower down, turned +into a snowstorm and hail, until I was +only 1,500 feet up. I came out diving +headlong for the earth.’</p> + +<p>Mastery of the air becomes still more +difficult when making a raid, as Lieutenant +Rosher did more than once, on the German +fortifications along the Belgian coast. +‘A few seconds passed,’ he writes, ‘and +the shrapnel burst a good deal short of +me, but direction and height perfect. I +turned out to sea and put another two +miles between me and the coast. By +now a regular cannonade was going on. +All along the coast the guns were firing +hasty, vicious flashes, and then a puff of +smoke as the shrapnel burst. I steered a +zigzag course and made steadily to sea, +climbing hard.’</p> + +<p>Of another time when he was under +fire and travelling faster than he had +ever travelled before, he writes: ‘My<span class="pagenum" id="Page_149">[149]</span> +chief impressions were the great speed, +the flaming bullets streaking by, the incessant +rattle of the machine-gun and rifle +fire, and one or two shells bursting close +by, knocking my machine all sideways and +pretty nearly deafening me.’</p> + +<p>There is inspiration in the letters, chiefly, +perhaps, on account of the fact that they +were written for the late Lieutenant +Rosher’s dearest friends. He was killed +at Dover, while trying a doubtful machine +before allowing a fellow-aviator to ascend—a +hero’s death.</p> + +<p>He has been described as one of the most +promising officers in the Service. ‘He was +not merely a first-class pilot; he was a +born organizer and leader of men, and, +moreover, he had the heaven-sent gift of +being personally popular with all ranks +without losing his control over those below +him.’ Knowing personally all the senior +officers under whom he served, they all +had the highest regard for his personal +qualities and for his ability as an officer.</p> + +<p>‘One may deduce,’ says a writer in the +<cite>Aeroplane</cite>, ‘that his letters may fairly +be taken as expressing the views, experiences, +and feelings of the best class +of R.N.A.S. officer, and his father, Mr. +Frank Rosher, has done well in publishing<span class="pagenum" id="Page_150">[150]</span> +them, for they give a vivid and intimate +picture of life in the Royal Naval Air +Service during the early days of the war. +The naval censorship is to be congratulated +on having left untouched certain passages +which indicate to those who have understanding +some of the mistakes made in +those early days in the supply or choice +of the engines, aeroplanes, and landing +grounds. There is no grumbling in the +letters themselves, but plain statements +are set down.’</p> + +<p>The letters begin with Lieutenant +Rosher’s early experiences at the Bristol +School at Brooklands, whither he went to +learn as much as he could between applying +for and receiving his commission, and the +fact that he took this course is evidence +of the keenness which in his short flying +life carried him so far in the Service.</p> + +<p>In one of his letters Lieutenant Rosher +describes thus how he came through a +curtain of fire: ‘I found myself across +the yards and felt a mild sort of surprise. +My eyes must have been sticking out of +my head like a shrimp’s! I know I was +gasping for breath, and crouching down in +the fuselage.’ He was too brave a man +to be afraid of admitting that he was +afraid.</p> + +<p><span class="pagenum" id="Page_151">[151]</span></p> + +<p>Later in the book there is a story like +a nightmare of how, when he went to +attack an airship shed at Brussels, he was +instead chased by a Zeppelin, which was +already in the air when he got there, +and so high up that his old machine could +not reach it: the machine was, in fact, +barely able to go fast enough to keep out +of the way of the airship.</p> + +<p>Lieutenant Rosher, although highly imaginative +and impressionable, was, as we +have seen, of the ‘stuff’ of which heroes +are made. All who knew him join in +acclaiming him a young officer of heroic +mettle.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_152">[152]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXIII">CHAPTER XXIII</h2> +</div> + +<p class="center">AN OBSERVER IN THE R.N.A.S.</p> + + +<p><span class="smcap">Further</span> light is thrown on the work of +naval pilots by an observer writing in the +<cite>Border Telegraph</cite>. ‘Most of us know,’ +he says, ‘what the pilot of an aeroplane +does. But have we as true a conception +of the observer’s duties? The man who +makes his mark nowadays is the specialist. +There are first-rate aeroplane observers +and first-rate seaplane observers. Common-sense +plays a great part in the affairs +of both. Any man may recognize a haystack +from a moderate altitude, but how +many can tell a topsail schooner from a +barquentine, a flotilla leader from a light +cruiser, or a German ship of the line from +one of the Entente? Therein lies the +secret.’</p> + +<p>It is abundantly clear that a very +necessary feature in a pilot is a thorough +working knowledge of wireless telegraphy. +The days of returning to report are passing. +The observer ignorant of wireless is no<span class="pagenum" id="Page_153">[153]</span> +longer classed as an observer. He is +becoming a ‘back number.’ It stands to +reason that if a British seaplane sights a +hostile squadron, and is, say, forty miles +from her base, or from the nearest unit +of the home fleet, then a precious forty +minutes at least is going to be lost if the +observer does not understand wireless +telegraphy. ‘Conversely a radio message, +travelling at something like thrice the +circumference of the earth in one second, +will reach a receiving installation forty +miles off while you cough, and a great +deal quicker. That is one point, and the +time was when it was thought any one +could qualify in wireless. Quite a number +of wise men have since then given up the +attempt.’ The observer must recognize +ships at sight, and from a reasonable +height, with the aid of prisms, be able to +note their type, direction steering in, +nationality, whether armed or otherwise, +and their distance from the nearest mark, +probably a buoy. He has, of course, to +recognize and name the buoy. ‘Sometimes +he will make a hazard at the cargo +carried by detecting a clue somewhere. +In a channel recently swept clear of mines, +and just open to traffic, when scores of +merchant-men and patrol craft are under<span class="pagenum" id="Page_154">[154]</span> +way, the observer has got to get busy on +the job. Very often if the pilot is daring +and gets down to 500 feet, even the names +of the ships can be discerned. Also the +observer has got to discriminate between +a U Boat and an E Boat and an S +Boat.’</p> + +<p>The writer of the article in the <cite>Border +Telegraph</cite> goes on to point out that bomb-dropping +is a difficult matter: ‘Any one +can drop bombs, you say. “Just heave +’em overboard!” Exactly. But it’s no +use dropping a sixteen-pounder on a battle-cruiser. +It mightn’t like it. Besides, it +won’t wait till you drop it. You can take +it that long before you get within dropping +distance anything from a centimetre +to a six-inch shell is up searching for you. +The same when you spot a submarine. If +you take too long calculating and guessing +what curve the dropping bomb will take +or how long it should take to reach the +objective if the speed increases thirty odd +feet per sec., they’ll sling out the six-pounder +at you, and mighty smart, too. +A young man once dropped a few bombs +for practice where he thought was well out +in the bay. Alas! he forgot the curve a +bomb makes in its flight. Don’t ever +forget that curve when you watch a<span class="pagenum" id="Page_155">[155]</span> +hostile machine dropping bombs. On this +occasion the friendly bombs struck the +water a couple of hundred yards from a +fairly crowded esplanade, and caused something +analogous to a panic. You see, +those bombs, having had the pins extracted, +made water spouts when they +burst, not to mention noise. Rumours +flew so fast that the District Brigade Major, +being informed that the German fleet were +shelling the port, called out the military. +Why, it is not for me to say, and I’m not +quite sure if the special constables were +not called out, too, because I was making +tracks, like Huckleberry Finn, for the +back country shortly—very shortly, indeed—after +the occurrence.’</p> + +<div class="figcenter" id="i_160"> +<img src="images/i_160.jpg" alt="" width="376" height="600"> +<p class="caption center">GUARDING OUR COASTS.</p> +<p class="caption center">A Naval Patrol in difficulties in the North Sea.</p> +<p class="caption center"><cite>Reproduced from ‘Flight,’ by special permission.</cite></p> +</div> + +<p class="caption left">It is, of course, highly important that +the observer should be able to tell the +difference between the ships of Britain +and her Allies and an enemy ship. Moreover, +at 1,000 feet in a fairly good light +the observer has to distinguish between a +floating mine and a war channel buoy. +‘Then he will never cause his machine +to descend to 200 feet for the purpose of +informing his pilot that <em>it’s a buoy</em>.’ All +this time communication has to be maintained +with the wireless telegraphy station +ashore or afloat. Instructions sent to the<span class="pagenum" id="Page_156">[156]</span> +‘plane are taken down and given effect to, +or the observer’s report sent, as required.</p> + +<hr class="chap x-ebookmaker-drop"> +<p>Furthermore, the observer must be a +master of aerial gunnery, and he must +withal be an air mechanic in the best +sense. One can readily imagine what +would happen if an aeroplane had to alight +fifty or sixty miles out to sea with a +stubborn engine, if the pilot had no knowledge +of motor mechanism.</p> + +<p>Finally, the observer must possess and +use sufficient intelligence and aptitude to +write a report satisfactory to the exacting +minds of the Admiralty every time he +returns from his patrols. The work, in +brief, is not for every man. Many high +qualities are required, and above all the +naval observer must have the spirit of +daring enterprise. He must be a man of +heroic mettle.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_157">[157]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXIV">CHAPTER XXIV</h2> +</div> + +<p class="center">HEROES OF THE ROYAL NAVAL AIR SERVICE</p> + + +<p><span class="smcap">Here</span> we shall see afresh that the British +Naval Air Service is rich in men who +possess to a remarkable degree the qualities +named in the foregoing chapters. Flight +Sub-Lieutenant Dallas, for example (who +in addition to performing consistently good +work in reconnaissances and fighting patrols +since December, 1915), has been brought +to notice by the Vice-Admiral Dover +Patrol for the specially gallant manner in +which he has carried out his duties. +Amongst other exploits is the following: +On May 21, 1916, he sighted at least twelve +hostile machines, which had been bombing +Dunkerque. He attacked one at 7,000 +feet, and then attacked a second machine +close to him. After reloading he climbed +to 10,000 feet, and attacked a large hostile +two-seater machine off Westende. The +machine took fire and nose-dived seawards. +Another enemy machine then appeared,<span class="pagenum" id="Page_158">[158]</span> +which he engaged and chased to the +shore, but had to abandon owing to having +used all his ammunition. For these heroic +exploits he has been awarded the Distinguished +Service Cross.</p> + +<p>The same honour has been conferred +upon Sub-Lieutenant Oxley, who acted as +observer with Flight-Lieutenant Edward +H. Dunning, D.S.C., as pilot, on escort +and reconnaissance patrol for a flight of +bombing machines on the Bulgarian coast, +on June 20, 1916. Two enemy machines +were engaged at close range and forced +to retire, and as our machine withdrew +Flight-Lieutenant Dunning was hit in the +left leg, and the machine itself was badly +damaged. Sub-Lieutenant Oxley, having +first improvised a tourniquet, which he +gave to Flight-Lieutenant Dunning, took +control of the machine, whilst the latter +put on the tourniquet. The pilot was +obliged to keep his thumb over a hole +in the lower part of the petrol tank in +order to keep enough fuel to return to the +aerodrome, where he made an exceedingly +good landing.</p> + +<p>The Distinguished Service Cross has +also been awarded to Flight-Sub-Lieutenant +Donald Ernest Harkness, R.N.A.S., and +Flight-Sub-Lieutenant Ralph Harold Collett,<span class="pagenum" id="Page_159">[159]</span> +R.N.A.S., in recognition of their services +on the morning of August 9, 1916, when +they dropped bombs on the airship sheds +at Evere and Berchem St. Agathe. Flight-Sub-Lieutenant +Collett dropped all his +bombs on the shed at Evere from a height +of between 300 and 500 feet, under very +heavy rifle, machine-gun, and shrapnel +fire from all directions. Flight-Sub-Lieutenant +Harkness could not descend +so low owing to the very heavy anti-aircraft +fire which had by this time been +opened on the machines, but he dropped +some of his bombs on the shed, and then +proceeded to Berchem St. Agathe, which he +also bombed.</p> + +<p>Honour has also been conferred upon +Flight-Commander T. Harry England, +R.N.A.S., in recognition of his services +on August 26, 1916, when, accompanied by +a military officer as observer, he flew a +seaplane forty-three miles inland from the +Syrian coast, crossed a range of hills +2,000 feet high, with clouds at 1,500 feet, +and after dropping bombs on the station +of Homs, returned safely to his ship. +The machine was exposed to rifle fire at +extremely low altitudes for long periods, +and Flight-Commander England showed +remarkable pluck, determination, and skill<span class="pagenum" id="Page_160">[160]</span> +in carrying out the flight under very +adverse conditions.</p> + +<p>Another officer to be decorated is Flight-Sub-Lieutenant +Ronald Grahame, R.N.A.S., +for exceptional gallantry in attacking and +beating off four enemy seaplanes whilst +on escort duty off the Belgian coast, +September 22, 1916.</p> + +<p>Mention must also be made of Flight-Sub-Lieutenant +Stanley James Goble, +R.N.A.S., who has been decorated in +recognition of his services on September +24, 1916, when he attacked two hostile +machines in the vicinity of Ghistelles at +close range, and brought one of them down +on fire in a spiral nose-dive.</p> + +<p>With each passing day the list of +R.N.A.S. heroes grows, calling forth just +pride. Further reference to individual +cases will be given later on in these pages. +It may be stated here, however, that the +following officers, together with many +others in the Royal Naval Air Service, +have been decorated by the King:—</p> + +<p>Squadron-Commander Reginald Bone, +Flight-Commander Redford Mulock, Squadron-Commander +Francis Haskins, Flight-Commander +Douglas Evill, Flight-Commander +Vincent Nicholl, Flight-Lieutenant +John Petre, Flight-Lieutenant Roderic<span class="pagenum" id="Page_161">[161]</span> +Dallas, Flight-Lieutenant Ralph Collett. +The first two officers named have been +invested by the King with the Insignia of +Companions of the Distinguished Service +Order. The last-named officers have been +awarded the Distinguished Service Cross.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_162">[162]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXV">CHAPTER XXV</h2> +</div> + +<p class="center">TOLD BY THE ADMIRALTY</p> + + +<p><span class="smcap">Official</span> communications are apt to make +cold reading, but how much may be ‘read +into’ them! Considered in the light of a +lively imagination they convey a great +deal. Between each line a story of considerable +length and great interest might +be written. Take, for instance, the following +communication issued by the +British Admiralty in the latter part of +October, 1916: ‘Yesterday afternoon, one +of our naval aeroplanes attacked four +enemy seaplanes off Ostend. Our machine +was under fire from all four seaplanes, +but succeeded in bringing down one, which +was completely destroyed, and in driving +off the others.’</p> + +<p>This was the second British aerial success +against odds in the same week. A few +days previously a naval single-seater +machine attacked a large German double-engined +tractor seaplane. The enemy<span class="pagenum" id="Page_163">[163]</span> +pilot and observer were shot, and the +seaplane dived vertically into the sea two +miles off Ostend. Another British naval +aeroplane destroyed a kite balloon in the +same locality on this occasion.</p> + +<p>We may crave for further details, but +the time is not yet. Naval and military +censors, though subjected to much adverse +criticism, are wise in their generation.</p> + +<p>Experience has shown that it is far +better to give a light touch or two of +romantic colouring, than to fall into the +fault of conveying the kind of direct and +definite information which might by some +chance prove of service to the enemy. +The following communications are above +suspicion in the direction named, but they +are not devoid of colour. They enable one +to appreciate in a very real sense the +heroic achievements of our naval aviators:</p> + +<p>Between August 25 and 31, 1916, a +series of attacks were carried out by naval +aircraft upon the Bulgarian lines of communication +beyond Kavala.</p> + +<p>On the twenty-fifth the railway station +and bridge at Buk (about twenty-two +miles north-east of Kavala) were successfully +bombed. On the twenty-sixth a +similar attack upon the railway station +at Drama (twenty-two miles north-west<span class="pagenum" id="Page_164">[164]</span> +of Kavala) resulted in the burning of a +large petrol store and considerable destruction +among the rolling stock in the sidings. +Bombs were also dropped on the billets of +the enemy’s troops at Doksat (fourteen +miles north-west of Kavala).</p> + +<p>On the twenty-seventh, Okgilar (twenty-five +miles north-north-east of Kavala) +railway station, where the headquarters +of the 10th Division were situated, was +successfully attacked. The station buildings +were set on fire and considerable +damage was done to the permanent +way.</p> + +<p>On the twenty-eighth Drama Station +was again bombed. The station buildings +were considerably damaged. On the same +day Kavala forts were attacked with +excellent results.</p> + +<p>On the twenty-ninth a large body of +infantry and transport concentrated at +Porna (about thirty-two miles west of +Kavala, on the Seres—Drama line) were +attacked. Considerable havoc was caused in +the village and among the troops. A large +fire was started among the stores in the +transport park. The moral as well as the +material effect of this bombardment seems +to have been considerable, as a reconnaissance +made on the following day showed<span class="pagenum" id="Page_165">[165]</span> +that all troops, camps, and transport had +been removed from this district.</p> + +<p>On the thirty-first an attack was made on +Angista railway station (twenty-five miles +west-north-west of Kavala). Direct hits +were made and extensive damage was +caused.</p> + +<p>Further communications issued by the +Admiralty in the same month showed that +between August 25 and 29 a series of +attacks and reconnaissances upon the +enemy railway communications in Palestine +were carried out by a British seaplane +squadron. These fights were made under +hazardous conditions, due to the fact that +the railway runs, for the most part, behind +a range of mountains difficult for seaplanes +to surmount. Bombs were dropped on +Afuleh Junction, where considerable +damage was done to the rolling stock, +permanent way, and to stores in the +vicinity. A railway engine and fourteen +carriages were also set on fire and destroyed. +The railway stations at Tulkeram +and Ardana and an enemy camp four +miles north-west of Remleh (thirteen miles +from Jaffa) were successfully bombarded +and severely damaged. And on August 26 +a seaplane bombarded the railway station +at Homs (about eighty miles north of<span class="pagenum" id="Page_166">[166]</span> +Damascus). This flight, carried out at a +distance of forty-five miles inland under +extremely adverse conditions and through +clouds low down on the mountains, was a +singularly fine performance for a seaplane.</p> + +<p>At a later date, from September 13 +to September 22, further series of attacks +were carried out by naval aeroplanes +operating against the Bulgarian coast. +On the thirteenth the head quarters of +the Bulgarian 10th Division at Bademli +Chiftlik were attacked, with considerable +effect. Subsequently these head quarters +were removed elsewhere, but were discovered, +and attacked three days later, +with excellent results. A large explosion +was caused, and a fire, which lasted for a +considerable time, broke out among the +buildings. On the sixteenth considerable +damage was caused to transport proceeding +on the road towards Drama, and on the +same day the shipping in Foujes harbour +was bombed. On the seventeenth and +eighteenth the rolling stock, gun emplacements, +and stores at Drama station were +bombarded and considerable damage done +to them. On the nineteenth a column of +troops and transport were thoroughly plied +with small bombs, which caused considerable +damage and confusion.</p> + +<p><span class="pagenum" id="Page_167">[167]</span></p> + +<p>In October, 1916, a hostile seaplane was +shot down and destroyed by one of our +naval aircraft. The enemy machine fell +into the sea. This was evidently the +raider that approached Sheerness at +1.45 p.m., flying very high. Four bombs +were dropped, three of which fell into the +harbour. The fourth fell in the vicinity +of the railway station, damaging several +railway carriages. No casualties, however, +were caused. Naval aeroplanes went +up and the raider made off in a north-easterly +direction. But our men of the +Royal Naval Air Service pursued the +enemy machine, and after a short, sharp +battle in the air, sent it diving into the sea.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_168">[168]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXVI">CHAPTER XXVI</h2> +</div> + +<p class="center">HEROES OF FRANCE</p> + + +<p><i lang="fr" xml:lang="fr"><span class="smcap">Vive</span> la France!</i> To her heroic sons we +owe in a great measure the supremacy in +the air enjoyed by the Allies. Who can +forget the heroic and skilful M. Pégoud? +Great is our debt to him. With his +remarkable skill as a pilot in the earlier +days of flying—his wonderful diving, +‘turning and twisting,’ his ‘looping the +loop’ and flying upside down, all with +amazing ease and grace—he taught the +astonished world a great object-lesson in the +materiality of the air. ‘He showed that the +air can give the aviator as much support +as water to a fancy swimmer, and that +where stability is lacking the human brain +can supply the need, and that in human +flight, like the bird and its wings, the +machine and the individual can be in +closest touch.’ To his bold example and +skilful illustrations as a pilot we owe +more than can be told. Above all, would +we praise his heroic spirit.</p> + +<p><span class="pagenum" id="Page_169">[169]</span></p> + +<p>It is indeed the heroic spirit of the +airmen of France that has been largely +the source of our great success. Who has +not heard how at the time of the great +German offensive against Verdun the +aviators of France, thinking of naught but +conquest for their beloved country, flew +straight into enemy aircraft, thus robbing +the enemy’s pilots of their nerve, and gaining +a supremacy by their self-sacrificing +courage which has remained firmly in +their grasp! And never must we forget +that to the heroic courage of the airmen of +France is added remarkable skill. Take, +for instance, the triumphant French aviator +Lieutenant Nungesser, who has brought +down no less than twenty enemy machines. +Such victories could only have been gained +by great skill linked with indomitable +courage.</p> + +<p>The official communiqués of France tell +many thrilling stories. Take, for instance, +the following for September, 1916: ‘One +of our aeroplanes, which was attacked by +four enemy machines, succeeded in freeing +itself from its opponents, one of which, +subjected to machine-gun fire at very +close quarters, fell in the Chaulnes district.</p> + +<p>‘September 7.—Our Service d’Aviation +took an active part in the actions of the<span class="pagenum" id="Page_170">[170]</span> +past days on the Somme front, watching +the movements of the enemy’s infantry, +carrying out bombardments in the rear +of the German lines, and attacking with +machine-guns troops on the march. Our +machines, armed with guns, repeatedly +bombarded the enemy’s trenches. During +the air-fights which took place yesterday +two machines were brought down by our +pilots. One fell in the direction of Gueudecourt, +and the other in the neighbourhood +of Brie-en-Santerre.</p> + +<p>‘Five other German machines were +forced to descend damaged.</p> + +<p>‘During the night of the sixth, in spite +of unfavourable atmospheric conditions, +sixteen of our bombarding aeroplanes +dropped heavy bombs on railway stations, +bivouacs, and enemy stores at Roisel and +Villecourt (Sommecourt), where a big fire +was caused.</p> + +<p>‘September 8.—Yesterday, on the +Somme front, two enemy aeroplanes were +brought down in the region of Epenancourt. +Another was forced to land after +a fight near our lines, and was destroyed +by artillery fire.’</p> + +<p>On the fifth day of the same month the +champion French aviator of whom we +have read, Lieutenant Guynemer, brought<span class="pagenum" id="Page_171">[171]</span> +down in the region of Ablaincourt his +fifteenth enemy aeroplane.</p> + +<p>On September 10, 1916, French aeroplanes +were engaged in forty actions +over the enemy lines, in the course of +which the German aircraft suffered appreciable +losses. On the Somme front, +Adjutant Dorme brought down his ninth +aeroplane, which fell at Beaulencourt, +south of Bapaume. Four other German +machines fell damaged—one in the region +of La Maisonette, the other to the north +and the east of Péronne. On the Verdun +front an enemy aeroplane which came +under machine-gun fire at very short +range crashed to the ground near Dieppe. +Another machine was brought down in +the German first lines near Vauquois.</p> + +<p>On the following night French aeroplane +squadrons dropped 480 bombs on the +stations and enemy depots in the region +of Chauny. Several machines belonging +to this squadron twice flew from their +aerodrome to the place where the bombardment +was carried out. During the +same night eighteen aeroplanes dropped +numerous bombs on the military establishments +at Ham and in the region to the +south of Péronne.</p> + +<p>The French aviator, Adjutant Maxime<span class="pagenum" id="Page_172">[172]</span> +Lenoir, who distinguished himself at this +time, calls for special note. On August 4, +1916, he brought down his sixth enemy +machine, and performed other most +valuable services. The coveted decoration, +the Legion of Honour, has been conferred +upon him.</p> + +<p>Concerning French pilots in general, +Mr. Lawrence Jarrold, writing in the <cite>Daily +Telegraph</cite>, has said: ‘In aviation, <i lang="fr" xml:lang="fr">les +Boches n’existent plus</i>, every one in this +camp agrees. Since the Somme offensive +no German aeroplane has ever dared to +cross its own lines into French territory. +The French have invented methods of +air photography the perfection of which +is almost miraculous. “Does not the +enemy do the same?” I asked. “No, he +never comes to photograph us, because +we never let him.” In July fifty-eight +German aeroplanes were brought down by +the French attacking squadron. One of +the new French machines alone brought +down seven Boches, and not one of these +machines was lost. These are the new +attacking machines of extraordinary speed. +There are other new French aeroplanes +of great power. Some of these have lost +a gunner killed, but all have always come +back. One of the French aviator-captains<span class="pagenum" id="Page_173">[173]</span> +who showed me over the camp was the +officer who had himself read the letter +taken from a German aviator officer, moaning +over the incompetency of German +aviation. That German aviation has +ceased to count on the Somme is no exaggeration +at all. One morning I saw over +twenty French sausages lolling in the air, +where they cast a seeing eye upon the +German positions. Not a single German +sausage was anywhere to be seen—none +has been seen for weeks. “The moment a +German sausage comes up, one of my men +rises and puts an inflammatory fuse into +the thing, and it bursts up,” said the +aviator-captain.’</p> + +<p>Mr. Jarrold also reported that the same +fate had befallen the German aeroplanes. +‘Not one dares cross over the lines. The +result is that the German artilleryman is +blind. He fires over and over again at +the same place upon which he had long +ago trained his gun, but he can fire nowhere +else with any knowledge. French +mastery of the air on the Somme is an +absolute fact. But in the air, on the +Somme, the Boches are now powerless, +and the French work their war machine +absolutely peacefully. Their aviators +have told them that they are safe<span class="pagenum" id="Page_174">[174]</span> +from air attacks, and they know it is +a fact.’</p> + +<p>On September 15 French aviators particularly +distinguished themselves in combats +above the enemy’s lines on the Somme +front. Sub-Lieutenant Guynemer brought +down his sixteenth, Sub-Lieutenant Nungesser +his twelfth, Lieutenant Heurtaux +his sixth, and Sub-Lieutenant de Rothefort +his sixth aeroplane. Moreover, it was +confirmed that, in one of the recent fights, +Lieutenant Deullin secured his sixth +victory. Two other German machines, +attacked at very short range, were forced +to descend in a seriously damaged condition. +Moreover, on the Verdun front, an +enemy machine was brought down to the +north of Douaumont.</p> + +<p>Bombarding aircraft showed great +activity during the night of the fourteenth. +A squadron of ten machines dropped +eighty-five bombs on the railway stations +and the lines at Tergnier and Chauny, and +on the station and the huts at Guiscard. +Many of the bombs found their mark. A +big fire was observed at Tergnier and the +beginning of an outbreak at Guiscard. +Another French squadron dropped forty +bombs on the barracks at Stenay, where +several fires were observed, and forty on<span class="pagenum" id="Page_175">[175]</span> +the works at Rombach. One pilot got as +far as Dillingen, in the Valley of the Saar, +where he dropped eight bombs on a large +workshop, causing a fire. During the same +night the blast furnaces at Rombach +received ten bombs, and the railway from +Metz to Pont-a-Mousson four, which +caused considerable damage.</p> + +<p>Later, it was learnt that besides the nine +German aeroplanes brought down on the +French front on the fifteenth, six other +enemy machines were forced to come +down in a damaged condition in their own +lines after fights with French pilots.</p> + +<p>On September 17 it was confirmed that +an enemy machine, which was attacked by +machine-gun fire by Adjutant Lenoir, +fell north of Douaumont. This was the +eighth brought down by this pilot. It +was also confirmed that Adjutant Dorme +defeated his tenth enemy machine, which +fell on September 15 between Erie and +Ennemain.</p> + +<p>At a later date (September 23), French +aviators fought fifty-six engagements on +the Somme front, in the course of which +four enemy machines were brought down, +while four others were seen to fall in a +damaged condition. During these fights +Adjutant Dorme brought down his eleventh<span class="pagenum" id="Page_176">[176]</span> +German machine (in the neighbourhood +of Goyencourt), Lieutenant Deullin his +seventh (south of Doingt), Adjutant +Tarascon his sixth (south-west of Hergny). +The fourth German machine reported as +having been brought down fell south-west +of Rocquigny. On the same day, in the +region of Verdun, Adjutant Lenoir attacked +a German machine at close quarters and +brought it down in its lines north of +Douaumont. This was the tenth machine +brought down by Adjutant Lenoir.</p> + +<p>At a later date, the French pilot, Adjutant +Baron, accompanied by a bombardier, +left his aviation camp at 7.15 p.m. and +reached Ludwigshafen, in the Palatinate +(about 100 miles from the nearest point +of the French border), where three bombs +were dropped on military establishments. +Continuing their route, the aviators dropped +three more bombs on an important factory +at Mannheim (ten miles farther east), on +the right bank of the Rhine, where a vast +fire and several explosions were noticed. +The aviators returned safely at 12.50 a.m.</p> + +<p>On September 24, the German aviators +having shown more activity than usual, +French <i lang="fr" xml:lang="fr">escadrilles de chasse</i> delivered on +the greater part of the front veritable +aerial battles. French pilots gained great<span class="pagenum" id="Page_177">[177]</span> +successes and indisputably had the upper +hand of the enemy. On the Somme front +there were twenty-nine engagements; four +enemy aeroplanes were brought down. +One fell in the Vaux woods. Two others +successively attacked by Sous-Lieutenant +Guynemer came down in flames after some +minutes’ fighting. Sous-Lieutenant Guynemer +consequently brought down the +same day his seventeenth and eighteenth +aeroplanes. The fourth machine fell south +of Misery. Three other German machines +were seriously hit and fell wrecked near +Estrees; and in the region of Péronne +four enemy machines were compelled to +come to earth in their own lines. It is +also confirmed that one of the German +aeroplanes, given as seriously hit on September +22, was brought down between +Misery and Villers-Carbonnel. Farther to +the south, between Chaulnes and the Avre, +six German machines were brought down. +One of them fell in flames near Chaulnes, +in the course of an engagement between +four machines and a group of six enemy +machines. The second fell at Licourt, the +third at Parvillers, the fourth was seen +crashing to earth south of Marchelepot, the +fifth and sixth were brought down by the +same pilot in an engagement between one<span class="pagenum" id="Page_178">[178]</span> +of the French squadrons and six German +aeroplanes, and they fell in the region of +Andechy, one of them in the French lines. +In the region north of Chalons a Fokker +fell in flames near the French lines, and +another Fokker appeared to have been +seriously hit. In the Verdun region an +enemy aeroplane was fired at by machine-guns +at close quarters, side-slipped, and +descended on the Poivre Hill. East of +St. Mihiel a Fokker nose-dived into its own +lines. In Lorraine a French pilot pursued +a German machine for twenty kilometres +(12½ miles) into its own lines, +killed the passenger, and compelled the +machine to descend. Another enemy +machine came down in the Forest of +Gamecy. Finally, in the Vosges, two +enemy aeroplanes nose-dived into their +own lines in an abnormal manner after +fights with French pilots.</p> + +<p>It is noteworthy that on the following +morning Captain de Beauchamps and +Lieutenant Daucourt, each piloting a +machine, started at eleven o’clock from +their aerodrome, and threw twelve bombs +on the factories of Essen (Westphalia). +The aviators returned safely to their +landing-point after accomplishing a flight +of 800 kilometres (500 miles)—a remarkable<span class="pagenum" id="Page_179">[179]</span> +achievement! Captain de Beauchamps, +who is twenty-nine years of +age, once commanded a squadron on the +Eastern frontier, and Lieutenant Guynemer +served for some time under him. +Lieutenant Daucourt, thirty-seven years +old, also has many long-distance flights to +his credit. In April, 1913, he flew from +Paris to Berlin, a distance of 560 miles, +beating his own ‘record’ in the contest for +the Pommery Cup, when he made the +journey from Calais to Biarritz. In October +of the same year he started with a passenger +for Cairo, a flight of 3,750 miles, +but was forced to land in the Cilician +Taurus, on November 26, owing to an +accident. He has been mentioned in Army +Orders for his fine courage and tenacity +in the accomplishment of missions. In +February, 1915, when attacked by two +German aeroplanes and his machine-gun +had jammed, he escaped by daring airmanship. +In the following month he +attacked four enemy machines single-handed, +and put them to flight.</p> + +<p>Special reference must also be made +to the heroic French aviator, Adjutant +Tarascon, who was mentioned in the +official communiqué of September 18 as +having brought down five German aeroplanes.<span class="pagenum" id="Page_180">[180]</span> +We learn from a French source +that he enlisted voluntarily, having been +rejected owing to an aviation accident, of +which he was the victim, in peace time. +He was picked up in a very serious state, +and it was found necessary to amputate +his left leg. Tarascon temporarily abandoned +the sport which cost him this infirmity, +but asked to be allowed to resume +his position as pilot when it was a question +of defending his country. The courage of +this hero cannot be sufficiently admired. +He is an expert, and one would never +believe, whilst watching the evolutions of +the aeroplane which he handles with such +skill, that he had but one leg. Recently, +during one of these astonishing raids, +almost level with the tops of the trees +above the enemy lines, which have become +a speciality of Allied aviation, Tarascon +received a shell splinter in his artificial +leg, the shot being so violent that the leg +was broken.</p> + +<p>A number of American volunteers are +in the French Air Service. Inspired by the +example of the heroic sons of the country +they delight to serve, they have earned +high honours and warm praise. Describing +an action witnessed from an anti-aircraft +gun emplacement, one writer says:</p> + +<p><span class="pagenum" id="Page_181">[181]</span></p> + +<p>‘The Germans dropped back for a +moment, then the whole force came forward +to attack the Americans. There +was a circular counter formation on the +part of the Americans, and the rapid +firing of the guns was accelerated.... At +times it was impossible to distinguish the +Germans from the Americans in this most +unequal fight. We saw Prince and Balsley +capsize and fall. In the apparent death-drop +Prince righted his machine when +near the ground, and returned to the +aviation field uninjured, but with a bullet +through his helmet. Balsley was not so +fortunate. He owes his life, perhaps, to +the fact that his feet were strapped to +the controls. An explosive bullet struck +him on the hip, rendering him helpless +for a time, but he was able to regain +command of his machine sufficiently to +make a landing, though the machine was +completely wrecked. Balsley explains that +his machine-gun jammed during the second +rush of the Germans. He is now in the +American Ambulance Hospital in Paris. +His wound is not believed to be dangerous, +but the doctors say he will never fly again. +Just after these two men had fallen, when +things looked bad for the American +squadron, reinforcements of French<span class="pagenum" id="Page_182">[182]</span> +machines came up. The Germans were +soon driven back across the lines, and +the engagement was over. One German +machine was destroyed and its two occupants +killed, others were injured. The +French suffered no casualties except the +wounding of Balsley and the loss of his +machine.</p> + +<p>‘The American aviators are not reckless +or foolhardy, but brilliant fliers, who use +their heads. They continue to be very +active, despite unfavourable circumstances, +such as repeated bombardments of their +camps and hangars by German aviators. +The Germans try constantly to draw out +the Americans. At Belfort they sought +to get them at a disadvantage, and again +just recently in a raid on Bar-le-Duc. +In this latter engagement the Americans +ascended as the invading squadron’s +approach was telephoned from the firing +line. They met and opened fire directly +over the French hangars at Bar-le-Duc. +The Germans again outnumbered them +two to one. Both the French captain +and Prince were forced to come down, +one with a punctured gasoline tank, and +the other with his ammunition box blown +off by explosive bullets. Soon after +Cowden’s machine-gun choked, and he,<span class="pagenum" id="Page_183">[183]</span> +too, descended, leaving Hall and Chapman +to fight off the Germans alone until reinforced +by a French squadron from Toul. +They were then able to force the Germans +back into German territory and inflict +heavy losses, though no injuries were +suffered on the French side.’</p> + +<p>Among the American aviators who have +been most successful is Lieutenant Thaw. +He has fought sixteen battles and brought +down five adversaries. His machine +received several bullets while over the +German lines at Verdun, one of which hit +him in the elbow, breaking a small bone. +He has recovered, and is again with the +Corps. Sergeant Kiffin Rockwell destroyed +a German ‘plane on May 18, and +attacked several on May 26, when he was +badly wounded in the face. He brought +down two German machines during the +battle at Verdun. Sergeant Bert Hall, +after a long, hard fight on May 22, brought +down a German from a height of 13,000 +feet. He followed it down 3,000 feet, and +saw it crash to the ground just within the +German lines.</p> + +<p>On September 25, 1916, French <i lang="fr" xml:lang="fr">avions +de chasse</i> fought forty-seven engagements +on the Somme front. Five enemy machines +were brought down, while three more,<span class="pagenum" id="Page_184">[184]</span> +which were seriously damaged, were +obliged to alight. Another machine, which +was attacked at close quarters with a +machine-gun, fell disabled, but could not +be followed to the ground. During these +engagements, Sous-Lieutenant Heurtaux +brought down his eighth machine in the +direction of Villers Carbonnel, and Adjutant +Dorme his twelfth machine north of +Lieramont. In the Woevre, Adjutant +Lenoir attacked an enemy machine constructed +to carry three, and after a very +hard fight brought it down near Fromezey +(north-west of Etain). This was the +eleventh machine brought down by this +pilot.</p> + +<p>Further aerial combats, which again +resulted in victory for the French aviators, +were fought on September 27. Sous-Lieutenant +Nungesser in the course of the +day alone brought down two German +aeroplanes between Le Transloy and +Rocquigny, and an enemy captive balloon, +which fell in flames in the Neuville district. +These three victories bring up to +seventeen the number of machines brought +down by this pilot. Moreover, two other +German aeroplanes which had been +seriously hit fell out of control—one +towards Le Transloy and the other near<span class="pagenum" id="Page_185">[185]</span> +Le Mesnil Bruntel. Another captive balloon, +attacked by French pilots, collapsed +near Nurlu. In Champagne a Fokker, +attacked at close quarters, fell at first in +spirals, then vertically, and was smashed, +crashing to the ground at Grateuil.</p> + +<p>It is noteworthy that the much-vaunted +German Fokker machine was now under +the shadow of defeat. On September 27 +a Fokker, on being attacked by a French +pilot, crashed to the ground near Rheims. +Another, shortly after, ‘nose-dived’ into +its own lines. Many other German +machines of the same type fell victims to +the courageous and skilful French aviators.</p> + +<p>The French communiqué of September +24 recorded Lieutenant Guynemer’s seventeenth +and eighteenth victories over German +aircraft on the Somme front. As a +matter of fact, Lieutenant Guynemer destroyed +three aeroplanes on that day while +extricating a brother aviator from the +clutches of five enemy craft. Two of the +latter took flight, and three remained. +At 11.22 the first German was shot down. +The second followed thirty seconds later, +and the third, already in full flight, was +destroyed at 11.25.</p> + +<p>A summing up of the French communiqués +issued between July 1 and<span class="pagenum" id="Page_186">[186]</span> +September 25 showed that 250 enemy +aeroplanes had been destroyed or brought +down out of control within their own +lines; twenty-two observation balloons +had been burned; 142 objectives within +the territory occupied by the Germans +had been hit; and 5,426 bombs had been +dropped. Such figures bear eloquent testimony +to the air services of our gallant +Allies.</p> + +<p>Further good work was done in October +of the same year. On the second day of +the month Sergeant Sauvage brought down +his fifth German machine. A few days +later Adjutant-Pilot Baron and Adjutant +Chazard bombarded at Stuttgart the Bosch +magneto factory. Dense smoke was seen +rising from this factory as the result of +the bombardment. Stuttgart, the capital +of Würtemberg, is 100 miles from the +nearest point on the French frontier. The +return journey, therefore, involved a flight +of at least 200 miles.</p> + +<p>On the tenth day of the same month, +in addition to numerous surveillance, +reconnaissance, and range-regulating flights, +French aeroplanes fought fifteen engagements +in the Verdun region, fourteen south +of the Somme, and forty-four north of that +river. In the course of the latter engagements<span class="pagenum" id="Page_187">[187]</span> +four enemy machines were brought +down, one by Adjutant Dorme, who thus +brought down his thirteenth machine. Six +other enemy machines were seriously hit +and fell into the German lines.</p> + +<p>It is noteworthy, as showing the unity +of action between the French and British +Air Services, that on October 13 a Franco-British +squadron of forty aeroplanes bombarded +the Mauser Works at Oberndorf +on the Neckar. Four thousand three +hundred and forty kilogrammes (over four +tons) weight of projectiles were dropped, +and their attainment of the objectives +aimed at was noted. Six German aeroplanes +were brought down in the course +of fights into which they entered to defend +their factories. The raid on the Mauser +factory was one of a series of attacks on +important works in Germany carried out +by Allied aviators. During the previous +three weeks military establishments, blast +furnaces, and factories had been raided.</p> + +<p>A new method of warfare for aviators, +first undertaken by French pilots, is that +of flying low over the enemy’s lines, and +attacking enemy troops with machine-gun +fire. The <cite>Daily Telegraph</cite> Paris correspondent, +praising this work, has stated +that ‘the aviators attached to the infantry<span class="pagenum" id="Page_188">[188]</span> +belong to a special section. They precede +each attacking wave by a few yards and +fly extraordinarily low, sometimes not +more than a hundred yards or so above +the enemy’s lines, upon which they drop +bombs, thus paving the way for the +infantry advance, and simultaneously, of +course, signalling back information to the +infantry as it comes on.’</p> + +<p>On October 22 it was reported that +Adjutant Dorme had brought down his +fifteenth machine at Barleux, and Marechal +de Logis Flachaire his fifth machine, which +was dashed to pieces on the ground in the +same district. On the following day, in +spite of a thick mist, French aircraft displayed +activity and fought some twenty +engagements. Three enemy machines were +brought down—one to the north of +Azannes, another near Ornes, while the +third was seen to fall with a broken wing +north of Romagne. Following upon an +engagement fought by one of the French +air squadrons with an enemy group in the +region of Verdun, one of the French pilots +came down to within about a hundred +yards from the ground in order to set fire +to a shed and to open with his machine-gun +on a motor-car.</p> + +<p>Later it was reported that Sergt.-Aviator<span class="pagenum" id="Page_189">[189]</span> +Sauvage had brought down his fifth German +aeroplane. He was the youngest French +aviator to be mentioned in dispatches. +His one desire, we learn, since he was +fourteen, was to become an aviator. At +sixteen he was apprenticed to a small +aeroplane builder. He worked hard, and +under the direction of the aviator Gilbert +he built a machine to which he added some +small improvement. He had just gone +to Valenciennes to try this machine when +war broke out, and he had to make off, +leaving the aeroplane behind, which presumably +fell into the hands of the Germans. +After one year of war he managed to get +taken into the aviation service, got his +pilot’s licence in March, and went to the +front three months later.</p> + +<p>It may be recorded here that a new +name has been added to the official list +of French aviators considered worthy of +mention in dispatches. This distinction +is awarded only after an aviator has +brought down his fifth enemy machine. +At the time of writing (October, 1916), +the following heroic French aviators enjoy +this remarkable distinction: Sous-Lieutenant +Guynemer, who has brought down +eighteen enemy machines; Sous-Lieutenant +Nungesser, seventeen; Adjutant Dorme,<span class="pagenum" id="Page_190">[190]</span> +fifteen; Sous-Lieutenant Navarre, twelve; +Adjutant Lenoir, eleven; Lieutenant +Heurtaux, ten; Sergeant Chainat, nine; +Lieutenant Deullin, eight; Sous-Lieutenant +Chaput, eight; Sous-Lieutenant De +la Tour, seven; Sous-Lieutenant Pégoud, +six (killed in action); Sous-Lieutenant De +Rochefort, six (killed in action); Adjutant +Tarascon, six; Adjutant Bloch, Sergeant +Viallet, Sergeant Sauvage, Adjutant +Lufbery (American), and Marechal des +Logis Flachaire, each five.</p> + +<p>There can be no fitting praise in view +of such achievements. Truly France has +many heroic sons! Again comes the cry—<i lang="fr" xml:lang="fr">Vive +la France!</i></p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_191">[191]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXVII">CHAPTER XXVII</h2> +</div> + +<p class="center">AWARDS AND DECORATIONS</p> + + +<p><span class="smcap">The</span> various awards and decorations conferred +upon aviators and other men of +heroic stamp claim our keenest interest. +Mention has already been made of the +Victoria Cross and other familiar orders. +Here we purpose setting down a few of +the outstanding points of interest regarding +leading French and Russian orders and +decorations, and of certain medals awarded +by our own King for heroic and meritorious +service.</p> + +<p>The Legion of Honour is the only <em>Order</em> +of France. It was instituted by Napoleon +in 1802 as a general military and civil +order of merit. The French Cross of +War dates from 1915, and is awarded for +distinguished service to both officers and +men. The qualification for the distinction +is that the action must be mentioned in +the orders of the day. The French military +medal was created in 1852. N.C.O.’s and<span class="pagenum" id="Page_192">[192]</span> +men are eligible. It is also deemed the +highest decoration for generals.</p> + +<p>The Russian Order of St. George was +founded in 1769 by the Empress Catherine +II. It was originally intended to be a +reward for conspicuous bravery in the +field. It consists of eight classes, the +first four of which are higher degrees, +and are awarded to officers only, the +remaining four being reserved for men. +The peculiar method of tying the ribbon +of the order indicates the various classes.</p> + +<p>The English Distinguished Conduct +Medal was instituted in 1862, and is +awarded for individual acts of distinguished +conduct in the field. The Distinguished +Service Medal was instituted in +1914, and is awarded to chief petty officers +and men of the Navy, and non-commissioned +officers and men of the Royal +Marines in cases where the Distinguished +Service Order would be inappropriate. +The Distinguished Service Cross was +originally the Conspicuous Service Cross +instituted in 1901. In 1914 the title was +changed to the Distinguished Service Cross, +and all officers below the rank of Lieutenant-Commander +were made eligible for the +award. It is frequently bestowed in +cases where services are not considered<span class="pagenum" id="Page_193">[193]</span> +of a suitable nature for appointment to +the Distinguished Service Order.</p> + +<div class="chapter"> +<div class="figcenter" id="i_200"> +<img src="images/i_200.jpg" alt="" width="427" height="650"> +<p class="caption center">AWARDS AND DECORATIONS.</p> +<div class="blockquot2"> +<p class="caption">1. The Legion of Honour: Fifth Order, Croix Chevalier.<br> +2. The French Cross of War.<br> +3. The English Distinguished Service Cross.<br> +4. Distinguished Service Medal.</p> +</div> +</div> +</div> + +<p>We shall here see afresh how widely and +how well awards and decorations have +been earned by our airmen. Captain +William Douglas Stock Sanday, M.C., +R.F.C., has been made a Companion of +the Distinguished Service Order for conspicuous +gallantry and skill. He had led +over thirty-five patrols with great courage. +On one occasion a machine of his formation +was attacked, but he charged and +brought down the enemy machine in +flames. He has destroyed at least four +enemy machines.</p> + +<p>The same honour has been conferred +upon Lieutenant (temporary Captain) Alan +Machin Wilkinson, for conspicuous gallantry +and skill. He has shown great dash +in attacking enemy machines, and up to +the end of August, 1916, he had accounted +for five. On one occasion while fighting a +hostile machine he was attacked from +behind, but out-manœuvred the enemy +and shot him down. Finally he got back, +his machine much damaged by machine-gun +fire.</p> + +<p>The Military Cross has been awarded +to Lieutenant (temporary Captain) Leslie +Peech Aizlewood, for conspicuous gallantry<span class="pagenum" id="Page_194">[194]</span> +and skill. Seeing five hostile machines, he +manœuvred to get between them and their +lines; then, diving on one of them, he +reserved his fire till he was only twenty +yards off. The hostile machine fell out of +control, but he was so close to it that he +collided with it, breaking his propeller and +damaging his machine. Though it was +barely controllable, he managed to get +back to our lines.</p> + +<p>The same decoration has been conferred +on Lieutenant (temporary Captain) John +Oliver Andrews, for conspicuous gallantry +and skill. He has proved a fine leader of +offensive patrols, and has himself shot +down four enemy machines. On one +occasion he got within twenty-five yards +of an enemy machine under heavy fire +and brought it down a wreck.</p> + +<p>The Military Cross has also been earned +by Lieutenant (temporary Captain) Keith +Riddell Binning, for conspicuous gallantry +and skill, notably when he made two patrol +flights over the enemy’s trenches at a +height of under 1,000 feet. His machine +was repeatedly hit by machine-gun and +rifle fire, but he rendered exact reports +of the position of our own and the enemy’s +troops.</p> + +<p>Lieutenant Allan Duncan Bell-Irving has<span class="pagenum" id="Page_195">[195]</span> +also earned the Military Cross for gallantry +and skill in attacking a hostile balloon +at 1,000 feet under heavy fire and bringing +it down in flames. On a previous occasion +he brought down a hostile machine.</p> + +<p>Second-Lieutenant Walter Horace Carlyle +Buntine is another recipient of the +Military Cross. As escort to a bombing +raid he attacked several hostile +machines, one of which fell to the ground +nose first. Later he was attacked by three +enemy machines, his own machine being +damaged and himself severely wounded. +With great skill he managed to land in +our lines, though most of his propeller +was shot away and his machine otherwise +much damaged.</p> + +<p>Second-Lieutenant Clifford Westley Busk +has also been decorated with the Military +Cross. He has taken part in many reconnaissances +and fights, and on one occasion +shot down an enemy aeroplane. On another +occasion, when his pilot’s control +wires were cut and the machine went into +a spin, he helped to restore stability by +leaning far out on the upper side, and +remained in this position till the machine +got home.</p> + +<p>Another officer in the R.F.C. to receive +the Military Cross is Lieutenant (temporary<span class="pagenum" id="Page_196">[196]</span> +Captain) James Lander Chalmers. +He has done much fine counter-battery +work, often flying very low under heavy +fire from the ground. On one occasion +one of our shells broke the main spar +of his machine. On another in one flight +he dealt effectively with four enemy +batteries.</p> + +<p>It will be seen that the Military Cross +is a much favoured decoration for officers +of the Royal Flying Corps. The deeds +of gallantry and skill, however, for which +the Cross has been awarded vary in many +cases. Second-Lieutenant Leslie Frederick +Forbes, has, for instance, been decorated +for conspicuous gallantry and ability in +attacking hostile machines and bombing +railway lines, especially on one occasion, +when he descended to 350 feet in order +to accomplish his object. Second-Lieutenant +Euan James Leslie Warren Gilchrist +has also been decorated for conspicuous +gallantry and skill when he attacked a +hostile balloon and brought it down in +flames, although under heavy fire and +attacked by six hostile machines.</p> + +<p>The case of Second-Lieutenant (temporary +Captain) Ian Henry David +Henderson is also worthy of special note. +He drove down a machine out of control,<span class="pagenum" id="Page_197">[197]</span> +and two days later dispersed six enemy +machines which were attacking his formation. +A few days later again he brought +down an enemy biplane, the observer being +apparently killed. A week after this he +attacked and drove down another machine +which had wounded his leader. He has +also carried out several excellent contact +patrols and attacked retiring artillery +and a kite balloon. Another heroic pilot +(Second-Lieutenant Geoffrey Terence +Roland Hill) attacked an enemy kite +balloon under very difficult circumstances, +and continued firing until he was within +twenty feet of it. He was then only 1,000 +feet from the ground and under heavy fire +from anti-aircraft and machine-guns, but on +looking round he saw the burning wreckage +of the balloon on the ground. Mention +must also be made of Captain Henry John +Francis Hunter, who has done fine work +for the artillery, and has accounted for +many enemy guns. On one occasion, when +a heavy storm drove all other machines +back to their aerodromes, and the enemy +guns took the opportunity to become +active, he remained up and did excellent +work.</p> + +<p>Lieutenant (temporary Captain) Charles +C. Miles has earned distinction for showing<span class="pagenum" id="Page_198">[198]</span> +great dash in contact patrol work. On one +occasion he reconnoitred an enemy trench +at 500 feet altitude, under heavy fire, +which severely damaged his machine. Five +days later, while working at 600 feet, he +was severely wounded.</p> + +<p>On one occasion another heroic pilot, +Captain Pearson, with one other pilot, +attacked ten hostile aeroplanes. The +other pilot had his controls cut and had +to return, but Captain Pearson fought +on till all the enemy aeroplanes were dispersed. +On another occasion he bombed +trains from a low altitude. He has done +other fine work, and has been decorated +by the King. Another pilot of similar +stamp is Second-Lieutenant Herbert H. +Turk, who, with Lieutenant Scott as +observer, attacked seven hostile machines +flying in formation. One was brought +down as a wreck. When turning to meet +another machine his rudder controls were +shot away, and his machine got into a +spinning nose-dive. After falling 5,000 feet +he partially regained control, and, though +his machine kept on turning, he managed +to land safely. The machine was badly +damaged; but, thanks to his skill, neither +he nor his observer was hurt. He has +been awarded the Military Cross.</p> + +<p><span class="pagenum" id="Page_199">[199]</span></p> + +<p>Another to receive the Military Cross is +Lieutenant John R. Philpott for conspicuous +gallantry and skill in descending +to about 300 feet, under heavy fire of all +descriptions, in order to bomb a train. +Finding that his fellow-officer, Captain +Tyson, had wrecked the train, he dropped +his bombs on a station and then assisted +him to beat off hostile machines. He +then, with Captain Tyson, attacked a +machine which was endeavouring to leave +the ground. He had previously displayed +great gallantry.</p> + +<p>In recognition of their gallantry and skill +Captain J. Upton Kelly and Captain A. M. +Miller have been made Companions of the +Distinguished Service Order. Captain +Kelly when making a reconnaissance +came down to 700 feet under heavy fire, +and obtained valuable information. Again, +in attempting to observe through clouds, +he flew over the enemy lines at 500 feet, +and although severely wounded and almost +blind, he brought his machine back to +our lines. Captain Miller on one occasion +flew close to the ground along a line of +hostile machine-guns, engaging them with +his machine-gun, drawing their fire, and +enabling the cavalry to advance. Again, +when alone, he engaged five enemy machines,<span class="pagenum" id="Page_200">[200]</span> +bringing one down, and also successfully +bombed a troop train, coming down to +300 feet to make sure of hitting.</p> + +<p>Besides the names already given, the +following officers have been awarded the Military +Cross: Lieutenant Norman Brearley, +Captain Dixon-Spain, Second-Lieutenant +Spencer Reid. Each has performed remarkable +feats. Lieutenant Brearley on +one occasion went out to attack an enemy +kite-balloon and managed to get immediately +above his objective. He then pretended +that he had been hit by anti-aircraft +fire and side slipped down to +1,500 feet, when he suddenly dived at the +balloon, which was being hauled down, +and fired into it until he almost touched it. +When at 300 feet from the ground, the +balloon burst into flames and was entirely +destroyed. Captain Dixon-Spain, with +Second-Lieutenant Reid as pilot, attacked +and drove back a hostile machine. A few +minutes later four hostile machines were +seen, three of which were attacked, one after +another, and driven back, the fourth being +accounted for by another patrol. Another +time they attacked two hostile machines, +shot one down, and drove the other back. +Two days later they attacked two more +machines, of which one is believed to have<span class="pagenum" id="Page_201">[201]</span> +been destroyed, the other being pursued +back to its aerodrome.</p> + +<p>Reference must also be made of the +courage and fortitude of Lieutenant +Eardley Harper, who has been awarded +the Military Cross for conspicuous skill +in many aerial combats, and notably +when his machine, with two others, +met six hostile aeroplanes. He at once +attacked, and shot down one machine. +He then attacked and drove down a second +one. A thick fog came on, and in landing +his machine was wrecked, and he was +badly cut and shaken. He managed, however, +to walk two miles to his aerodrome +and to deliver his report before collapsing.</p> + +<p>Another noteworthy case is that of +Lieutenant Charles M. Chapman, who has +been awarded the Military Cross for conspicuous +skill in action against hostile +aeroplanes. On one occasion he attacked +three ‘L.V.’ machines and one Fokker, +shooting the latter down. Later, during +an air battle with eleven enemy machines, +he brought another Fokker down.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_202">[202]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXVIII">CHAPTER XXVIII</h2> +</div> + +<p class="center">FRENCH APPRECIATION</p> + + +<p><span class="smcap">The</span> <cite>Matin</cite> has published a most appreciative +article on the heroic deeds of +British aviators. ‘The English aviators,’ +says the writer, ‘are entrusted with the +same mission as the French. The same +halo of brilliancy encircles them, they +obtain the same glorious results, and yet +there is an indefinable something which +distinguished them from their French colleagues. +What is this elusive quality +which enables one to distinguish the +nationality of the aviator on merely hearing +the details of an aerial exploit? I +think it is because our Allies carry on +aerial warfare in a more sporting than +military spirit. They regard an encounter +in the air with their abhorred enemies as +an exciting and thrilling experience.’</p> + +<p>The writer goes on to observe that the +English mode of action, while permitting +the British remarkable results, has also +the inconvenience of augmenting the<span class="pagenum" id="Page_203">[203]</span> +losses. ‘The combat in the air is often +unequal, the Englishman will not hesitate +to attack single-handed ten or twelve Germans. +He brings down several, but is +often beaten himself in the long run by +force of numbers. The English, with perfect +loyalty, state in their official communiqués +the number of their aeroplanes +which do not return to their base. In +September they lost forty-eight airmen, +brought down fifty-three enemy machines, +and damaged about one hundred. The +French during this month brought down +fifty-six, damaged fifty-seven, but their +losses were very much less.</p> + +<p>‘But marvellous,’ the article continues, +‘are the deeds of heroism inscribed each +day in the annals of the Royal Flying +Corps. I will cite a few of them. During +a reconnaissance in Egypt an aeroplane +was attacked by two enemy machines. +A bullet broke the English pilot’s jaw, +another pierced his shoulder, a third found +a resting-place in his left leg, and finally +his left hand was also wounded. He +fainted, regaining consciousness when only +150 metres above the earth. He was over +his own lines. He brought his machine +safely to land, and then found that his +observer was wounded in the chest and<span class="pagenum" id="Page_204">[204]</span> +shoulder. With difficulty he made his +report and fainted and died.’</p> + +<p>Another case cited is that of the heroic +aviator Lieutenant Albert Ball, who during +a bombing mission noticed twenty enemy +aeroplanes, divided into three groups. He +advanced towards the first group, which +contained seven machines, and fired on +them at a distance of ten yards. The first +German wavered, wheeled, and fell. He +then threw himself upon the others, firing +two volleys at them. The first took fire +and fell. The others attempted to escape, +but Lieutenant Ball immediately started +in pursuit and followed them until he +had discharged his last cartridge, one of +the enemy machines falling on a house in +a village. Ball then returned for more +ammunition, came back to the charge, and +attacked three more aeroplanes, which he +put out of action, then, having no more +petrol, was obliged to return to his base +with his machine disabled.</p> + +<p>In another part of the article the writer +observes that attacks on trains are very +popular with the R.F.C. ‘In spite of +the bad weather Lieutenant Owen Tudor +Boyd one day descended to within 350 +metres in order to drop bombs on a +passing train. Lieutenant Gordon Kidd<span class="pagenum" id="Page_205">[205]</span> +descended from 2,200 metres to 300 for the +pleasure of dropping a bomb on a munition +train, which caught fire and blocked the +line with wreckage. Lieutenant Taylor +derailed a troop train. Lieutenant Gordon +Gould, attacked during a reconnaissance, +was wounded in the leg. In spite of the +intense pain, he brought down one enemy +machine, severely damaged another, and +then calmly continued his appointed work.’</p> + +<p>Special reference is also made to Captain +Gerald Speim, who, one day, observed +four enemy machines. He attacked three, +one after the other, and put them to +flight, the fourth in the meantime being +engaged by another Englishman. The +following day he fought two enemy +machines, brought one down, forced the +other to recede, and continued his successful +career by again bringing down a +German machine the next day. Other +British airmen referred to in the article +are Lieutenant Evans and Lieutenant +MacLaren. Lieutenant Evans, during one +flight, conquered four German machines, +crashing them to earth. A remarkable +feat was accomplished by MacLaren. Flying +over an enemy aerodrome, he noticed +a machine about to rise. Pilot and +observer were in their places, mechanicians<span class="pagenum" id="Page_206">[206]</span> +held the wings. MacLaren came gently +down to within thirty yards and dropped a +bomb. Aeroplane, pilot, observer, and +mechanicians were vanquished. Then +MacLaren went serenely on his bombing +way, set fire to a hangar, and destroyed the +Fokkers it contained.</p> + +<p>The French writer of the article concludes +by saying that among the many +heroic deeds performed by British aviators +there is one which would have inspired +the admiration of Edgar Poe: ‘An English +aeroplane was soaring 3,000 metres above +German territory on reconnoitring work. +Suddenly a shell burst near it, killing the +pilot instantly, severely damaging the +machine, but not injuring the observer, +Lieutenant Howey, in any way. The +aeroplane tipped nose downwards, and +fell 2,000 yards. Howey, during this terrific +fall, performed a veritable gymnastic +feat. He succeeded in slipping from his +place to that of his comrade, unclasped +his dead hands, sat upon his knees, and, +in spite of the appalling situation, seized +the control-lever, and in a miraculous +manner righted his machine just at the +moment it reached the earth after a seeming +plunge to death. Howey was taken +prisoner, but he was uninjured.’</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_207">[207]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXIX">CHAPTER XXIX</h2> +</div> + +<p class="center">THE EYES OF OUR ARMIES IN THE FIELD</p> + + +<p><span class="smcap">Here</span> we come into still closer contact +with the work of the Royal Flying Corps +on the various battle-fronts. On September +3, 1916, the fighting in the air +on the Western Front was continuous. +Again the enemy’s aircraft were forced +to remain some miles in rear of their own +lines, and entirely failed to interrupt the +work of our machines. On two separate +occasions our aeroplanes opened fire on +the enemy’s troops on the ground. As a +result of many combats, three hostile +machines were brought down and many +others were driven down in a damaged +condition.</p> + +<p>On the previous day, in spite of the +very unfavourable weather conditions, our +aeroplanes carried out successful co-operation +with our artillery. One of our patrols, +consisting of four machines, encountered<span class="pagenum" id="Page_208">[208]</span> +and drove off a hostile patrol of thirteen +aeroplanes. A few days later British +machines bombed an important railway +junction on the enemy’s lines of communications, +causing great damage to the +station and rolling stock. One of the +enemy’s aerodromes was bombed, one +machine being destroyed on the ground +and others damaged. Many other points +of military importance were bombed. +Some good work was also done from low +altitudes, locating the positions reached +by our troops. Three hostile machines +were wrecked and four others driven down +in a damaged condition.</p> + +<p>Again, on the fifteenth of the month our +pilots kept up constant and successful +co-operation with our artillery and infantry, +and frequent and accurate reports +were furnished of the course of the battle. +Hostile artillery and infantry were effectively +engaged by our aeroplanes with +machine-gun fire. Many bombing attacks +were also carried out against hostile aerodromes +and railway stations, in the course +of which troop trains were hit and +transport railway sidings attacked with +machine-gun fire. A German kite balloon +was brought down. The total number of +hostile aeroplanes destroyed was fifteen.<span class="pagenum" id="Page_209">[209]</span> +Nine others were driven down in a damaged +condition.</p> + +<p>On the twenty-second of the month +there was again great aerial activity. A +highly successful raid by about fifty of our +machines was carried out on an important +railway junction, where much damage was +done, two trains containing ammunition +being destroyed and many violent explosions +caused. A number of other raids +on enemy railway works and sidings, +aerodromes, and other points of military +importance were equally successful. In +addition many fights took place in the air, +in the course of which three hostile machines +were destroyed, and five others driven to +earth in a damaged condition, besides +many others which broke off in the middle +of the fight and were seen to be descending +steeply, but could not be watched to the +ground owing to our machines being too +busily engaged. On the following day +five bombing attacks were carried out +by our aviators against railway stations +on the enemy’s communications. Much +damage was done. In the course of an air +fight one of our aviators collided with his +opponent. The hostile machine fell vertically. +Our machine fell for several +thousand feet, when the pilot managed to<span class="pagenum" id="Page_210">[210]</span> +regain control and re-cross the lines, safely +flying over thirty miles with an almost +uncontrollable machine.</p> + +<p>The month closed in brilliant fashion +for our Flying Corps. On the thirtieth, two +of the enemy’s aerodromes were successfully +bombed by our aeroplanes, and at +least one machine destroyed. In the fighting +over the front, four enemy machines +were brought down. Enemy troops and +transport were repeatedly attacked from +the air with machine-gun fire, and in one +case several hundred infantry were dispersed. +Another enemy kite balloon was +brought down in flames. There were many +fights in the air, in the course of which +two enemy machines were destroyed and +many others driven down. On this particular +day we suffered no losses.</p> + +<p>Referring to the work of the month, Sir +Douglas Haig said: ‘Our aircraft have +shown in the highest degree the spirit of +the offensive. They have patrolled regularly +far behind the enemy’s lines, and +have fought many battles in the air with +hostile machines and many with enemy +troops on the ground. For every enemy +machine that succeeds in crossing our front, +it is safe to say that 200 British machines +cross the enemy’s front. A captured Corps<span class="pagenum" id="Page_211">[211]</span> +report described our aeroplanes as <em>surprisingly +bold</em>, and their work has been as +conspicuous for its skill and judgement as +for its daring.’</p> + +<p>The opening days of the following month +were unfavourable to aerial activity. On +the tenth, however, our aeroplanes showed +activity and destroyed, by bombing, two +enemy battery positions, and damaged +many others. They penetrated well behind +the enemy front and bombed railway +stations, trains, and billets with good +effect. There was now much fighting in +the air, and in one case two of our machines +engaged seven hostile aeroplanes and drove +down or dispersed them all. One of these +hostile aeroplanes was seen to be destroyed +and two others severely damaged.</p> + +<p>The clear weather of the middle of +October, 1916, gave scope for great aerial +activity. On the seventeenth our machines +made a large number of reconnaissances +and bombed enemy railway lines, stations, +billets, factories, and depots. There were +numerous fights in the air, three enemy +machines being destroyed, another driven +to earth, and many dispersed. Two more +enemy kite balloons were attacked and +forced down, one being afterwards seen in +flames.</p> + +<p><span class="pagenum" id="Page_212">[212]</span></p> + +<p>Later in the same month, in spite of +adverse weather conditions, our aeroplanes +co-operated successfully with our artillery. +This indeed has been one of the chief parts +played by our heroic airmen. They have +acted as ‘the eyes of our artillery,’ observing, +directing, and reporting as only +efficient aviators can.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_213">[213]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXX">CHAPTER XXX</h2> +</div> + +<p class="center">RUSSIAN PRAISE AND RUSSIAN ACHIEVEMENTS</p> + + +<p><span class="smcap">The</span> Russians have been most generous +in their praise of the work done by the +Allied aviators in France. A correspondent +of the <cite>Bourse Gazette</cite>, writing in the <cite>Daily +Chronicle</cite>, has said: ‘One need only stay +at the British front one single day to be +convinced that the verdict is right. The +Allied aviators dominate the air. This is a +phrase no longer. It is as much a reality +as the British Battle Fleet or the Allied +artillery. The Allied aeroplanes are everywhere. +They guide and direct the artillery +fire, make bold reconnaissances, photograph +the enemy positions before and after +the bombardments, fill the enemy trenches +with grenades, and combine with the +infantry to attack the German fortifications. +During the first two months of<span class="pagenum" id="Page_214">[214]</span> +the Somme offensive the British aviators +covered more than 100,000 miles in the +air, and that in spite of the fact that for a +whole fortnight there was no flying at all +because of the heavy mist and rain. +According to careful military statistics, +the British airmen covered not less than +1,000,000 miles over the German lines in +the first two years of war.’</p> + +<p>The correspondent of the <cite>Bourse Gazette</cite> +goes on to remark that the history of the +struggle for mastery in the air is very +instructive. ‘At the beginning of the +war the supremacy in aviation undoubtedly +belonged to the British and the French. +But during the first year of the war the +Germans, availing themselves of their +superior industrial organization, went ahead +of the Allies. For a brief period German +aviation surpassed not only the British and +French aviation separately, but both combined. +That period coincides with the +appearance of the Fokkers and the activity +of Immelmann and other prominent German +pilots.’</p> + +<p>But the Germans, as we have seen, +could not maintain their superiority. Towards +the end of the second year, the +supremacy passed to the Allies once more. +By the quantity and quality of their<span class="pagenum" id="Page_215">[215]</span> +machines, as well as by the quantity and +quality of their pilots, the British and +French now so much surpass the Germans +that at present one can speak of the absolute +superiority of the Allied aviators.</p> + +<p>‘The Allied aviation,’ the writer in +point continues, ‘is divided into three +separate branches or three kinds of fighting—the +attacking battle-squadron, something +like aerial cavalry; the scouts, rather +like aerial infantry; and a division of +aerial photographers. The pilots of the +aerial battle-squadron are the real fighters +of the air. Most of them are young. And +the lives of all of them are filled with +unprecedented adventures.’</p> + +<p>Of all branches of aviation, however, the +most important in the estimate of the +writer of the article is that of photographing +from an aeroplane: ‘Before the bombardment +of any enemy position, the +head quarters make a detailed map, drawn +up from photographs taken from the aeroplanes. +Then, while the bombardment is +in progress, the aviators continue to take +photographs of the position at fixed intervals. +The bombardment continues until +the photographs taken by the aviators +show them all the <i lang="fr" xml:lang="fr">points d’appui</i> of the +positions have been demolished. I saw<span class="pagenum" id="Page_216">[216]</span> +these photographs and the maps of the +German positions prepared from them. +The making of these photographic maps is +one of the greatest technical miracles +of the present war. But its realization +demands indomitable courage and sang-froid. +Photographing the enemy positions +is at once the most ingenious and the most +dangerous of aerial operations. The +aviator-photographer having risen to a +great height above the enemy position, +settles his aeroplane almost vertically above +the position he is going to photograph. +Descending a certain distance, he arranges +his camera, takes his photograph of the +German defences, and at once climbs up +at top speed in order to regain his own lines. +One can imagine with what a fire the Germans +meet their uninvited visitor. All the +while his dizzy manœuvres over the German +positions are going on, he has to face +the fire of anti-aircraft guns, machine-guns, +and rifles.</p> + +<p>‘As I stood on a hill,’ the writer of the +article continues, ‘I noticed a tiny spot +in the sky far above the German lines, +around which small white clouds exploded. +I asked my officer-companion if this was +a fight between aeroplanes in the air. +“No,” he said, “it’s our man photographing<span class="pagenum" id="Page_217">[217]</span> +the German positions, and the Germans +are firing at him from their trenches....”</p> + +<p>‘All day long the British aviators rushed +through the air. At certain moments, when +they closed together, I could count up to +thirty aeroplanes. From below they +appeared like a flight of some mighty birds. +Several of them evidently formed an aerial +patrol. They circled round the kite +balloons. The others flew away, singly +or in groups, to the line of the German +trenches. During the whole day only one +single German aeroplane flew over the +British lines and tried to attack a kite +balloon. But it was driven off by the +aerial patrol.’</p> + +<p>As regards the praiseworthy work done +by Russian aviators, it is noteworthy that +on September 14, 1916, a squadron of four +Russian giant aeroplanes of the Slyr-Murometz +type bombarded the German +seaplane station on Lake Angern, in the +Gulf of Riga. Seventeen seaplanes of +various sizes and models were discerned. +The Russians dropped seventy-three +bombs, of a total weight of sixty-two poods +(about one ton). The sheds were soon +concealed in smoke and flames. Eight +enemy seaplanes attacked the Russian +machines, but were speedily put to flight<span class="pagenum" id="Page_218">[218]</span> +by machine-gun fire. As the result of +the bombing and the air fight not fewer +than eight enemy machines were destroyed +or put out of action. The Russians +returned safely, notwithstanding a hail of +incendiary shells from anti-aircraft guns. +On a previous occasion one Slyr-Murometz +and one Ilya-Murometz, with a crew of +five, routed seven attacking German seaplanes.</p> + +<p>On the twenty-ninth of the same month +Russian aviators carried out a raid on the +rear of the enemy’s cantonments in the +Bourgunt Krevo district (about forty-five +miles south-east of Vilna). The bombs +dropped caused explosions and fires in the +enemy’s depots at various points. Bombs +were also dropped on convoys, a narrow-gauge +railway, and on wagons. In the +course of the raid there was an air fight +in which four German machines were +brought down.</p> + +<p>Russian airmen who call for special +mention are Sub-Lieutenant Orloff, Lieutenant +Gorkovenko, Captain Kayakoff, +Captain Schifkoff, and Midshipman Safonoff. +Captain Schifkoff in particular has many +aerial victories to his credit.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_219">[219]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXXI">CHAPTER XXXI</h2> +</div> + +<p class="center">ITALY’S PART</p> + + +<p><span class="smcap">Italy</span> has fought many air battles. Her +sons are men of the right mettle. Her +beautiful cities have suffered from raids, +but the enemy has been made to pay the +price. Italian airmen have not only put +up a strong defence, but have made their +power felt far beyond Italian territory.</p> + +<p>On September 13, 1916, enemy aircraft +bombarded Venice, Pordenone (thirty-five +miles north-east of Venice), Latisana, +Marano, Cervignano, and Aquileia on the +marshland between Venice and the Isonzo. +The Italians replied with a raid on Trieste +and Parenzo, in which French aviators +took part. With the departure of heavy +Capronis for Trieste, squadrons of seaplanes +set out from sea-bases for Parenzo. +Five French machines joined forces with +eleven Italian seaplanes. Shortly after +5.30 p.m. the first of them were over +Parenzo, dropping explosive and incendiary +bombs on the enemy’s defence batteries<span class="pagenum" id="Page_220">[220]</span> +and seaplanes station. Only one enemy +‘plane succeeded in getting off the water, +and was immediately forced to come down +by the attacks of the French aeroplanes +and to take refuge among a squadron of +Austrian torpedo-catchers, which continued +to hug the coast. In spite of the +lively fire of Austrian army gunners, all +the allied aeroplanes returned to their +bases. For a long time on their return +journey could be seen the useful effects +of the bombing carried out by the Italian +and French pilots in broad daylight, the +hangars and batteries being shrouded in +the smoke from the fires. Scrupulous care +was taken not to do damage to the unredeemed +city. The Caproni squadron +arrived over Trieste about 4 p.m., and, +supported by other squadrons of light +machines, began from some 9,000 feet the +bombardment of the arsenal, the technical +dockyard offices, the timber yards, and +the depots housing the rolling-stock and +kerosene supply, this latter at St. Sabba. +Photographs and the dense columns of +smoke showed with what results!</p> + +<p>On the thirteenth of the same month +an Italian aeroplane squadron fought a +hotly contested battle, in the course of +which two enemy ‘planes were brought<span class="pagenum" id="Page_221">[221]</span> +down. On the seventeenth of the same +month, Italian aviators scored further +victories. On the same day an +Italian squadron dropped bombs on +the works and sheds of the narrow-gauge +railway in Comignano (Komen on +the Carso, ten miles south-east of Gorizia). +Effective results were observed. It was +also on this day that another squadron of +Caproni battle-planes, escorted by Nieuport +chasers, dropped bombs on the +stations at Dottogliano (about eight miles +north of Trieste), and Scopo (about two +miles farther north), on the Carso, hitting +the railway establishments, the adjoining +stores, and the water tanks and trains standing +in the stations. All the Italian aeroplanes +returned safely, although chased by +the enemy and fired on by anti-aircraft +batteries.</p> + +<p>Later it was made known that Italian +squadrons of seaplanes in the course of a +general reconnaissance, carried out by +them along the west coast of Istria on +October 16, succeeded in spite of unfavourable +weather in successfully bombarding +detached naval units near Rovigo, +as well as military works at Rovigo and at +Punta Salvore. At one point they became +engaged in a fight with enemy aeroplanes,<span class="pagenum" id="Page_222">[222]</span> +and damaged two of them, one of which +was seen to fall into the sea. In spite of +enemy artillery fire all the seaplanes +returned safely to their bases.</p> + +<p>On the first day of the next month, +Italian aviators engaged in numerous +further air fights, in the course of which +several enemy machines were driven down. +On the same day fourteen Italian battle-planes, +escorted by Nieuport chasers, bombarded +with marked success the railway +stations of Nabresina (coast railway, Gulf +of Trieste), Dottogliano, and Scopo (on +the Gorizia-Trieste Railway), on the Carso. +The aviators were fired on by anti-aircraft +guns and attacked by enemy aeroplanes, +but all returned safely to the Italian lines.</p> + +<p>Again, on November 8, 1916, squadrons +of Italian aircraft carried out an offensive +reconnaissance on the enemy coast. +Bombs were dropped with good results +on the aviation station at Parenzo-Istria, +and on craft used for military purposes in +the harbour of Cittanuova. In spite of the +violent fire of the anti-aircraft defences and +of a counter-attack by enemy seaplanes, +all the machines returned safely.</p> + +<p>Many battles in the air were fought +during the days that followed, various +enemy machines being driven down by the<span class="pagenum" id="Page_223">[223]</span> +skilful Italian aviators. Amongst those +who have earned special notice are Lieutenant +D’Annunzio, the son of the poet; +Second-Lieutenant Garros; Capitaine de +Fregate Arturo Ciano; and Baron Mario de +Bratti, of the old nobility, who lost his +life while serving his country. His funeral +was attended by all connected with the +Italian Aviation Corps and the technical +and constructional side of the science, +from General-in-Command to mechanics +and artificers, so widely was his loss felt.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_224">[224]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXXII">CHAPTER XXXII</h2> +</div> + +<p class="center">ENEMY ACTIVITY</p> + + +<p><span class="smcap">In</span> November, 1916, a series of brilliant +conquests by British and French aviators +had reduced the Germans to a secondary, +if not actually a futile, part in the air. +But after a period of bad weather and +a lull in the fighting, German aviators +again ventured over the Allies’ lines. +Their enterprise, however, was short-lived. +Proof of the Allies’ superiority was again +seen on November 10 in an important aerial +victory over the German lines. Thirty +British machines defeated a greater number +of the enemy—his strength is believed to +have been between thirty and forty—while +on a bombing expedition between +Bapaume and Arras. The fact worth +remembering is that the British airmen +were not turned off, but that they punished +their assailants decisively and then fulfilled +their obligations as ordered, delivering +seventy-two high explosive bombs on +Vaulx-Vraucourt with satisfactory effect.</p> + +<p><span class="pagenum" id="Page_225">[225]</span></p> + +<p>‘It is a pity,’ writes Mr. Percival +Phillips, special correspondent of the <cite>Daily +Express</cite>, ‘that such a thrilling episode +of aerial warfare cannot be told in detail—but +there are very few details to be had. +The only eye-witnesses at close range were +the intrepid airmen involved, who were so +fully occupied with their own individual +opponents that it was impossible to follow +the fortunes of the entire enemy fleet until +its ignominious disappearance. I am told, +in the dry, matter-of-fact language of our +airmen, that the British bombing ‘planes, +flying at pre-arranged altitudes in a +westerly wind, surrounded by their escort, +sighted the German battle machines climbing +through the rising mist to try to intercept +them. The British fleet dropped to +accept battle, and they closed a mile above +the German trenches.</p> + +<p>‘Then followed a breathless, furious +duel, fought at a dizzy speed as the opposing +‘planes swirled and eddied through the +clouds, intent on each other’s destruction. +Machine-gun bullets ripped their hulls. +They circled and dived with amazing +confidence and accuracy. British and Germans +alike drove their craft with superb +skill, for the science of fighting in the air +has become as intricate and difficult as<span class="pagenum" id="Page_226">[226]</span> +handling a group of Dreadnoughts. No +longer do the aeroplanes barge blindly at +each other, firing point-blank, like old ships +of the line. The expert crews twist and +dodge in a manner undreamed of even a +few short months ago, working their guns +with nice discrimination, perhaps putting +in one skilful shot where the pioneer guns +of the air would have wasted half a drum. +The battle was won as much by good +airmanship as by the work of individual +gunners. The German pilots were out-manœuvred. +When at last their machines +had enough of the fight—three of them had +reeled earthwards, smoking wrecks—they +dropped beyond range to examine their +wounds, and the victorious British fleet +passed on its way, in full view of the great +army of spectators gazing upwards from +the fields, road, and trenches below.’</p> + +<p>Besides the three German ‘planes destroyed, +others were sent down more or +less damaged, but the full extent of the +enemy casualties could not be ascertained. +A broken aeroplane does not drop like a +stone. It takes three or four minutes to +reach the earth, and there is not time +during an engagement for the men who +are fighting to follow the progress of every +crippled machine in its aimless descent.</p> + +<p><span class="pagenum" id="Page_227">[227]</span></p> + +<p>The British casualties for the day’s +work were two bombing machines and two +escorting machines missing, one observer +killed and two pilots wounded. Of the +latter, one managed to alight inside the +British lines; the other came down in +‘No Man’s Land.’</p> + +<p>The special correspondent of the <cite>Times</cite> +describing the same battle writes: ‘It +is a long time since the German initiated +anything new in the air. Now, in his +recrudescence of activity he is doing his +best to learn from us. He copies exactly +our methods, formations, and air tactics. +In the recent moonlight nights especially +his airmen have been penetrating behind +our lines, trying to bomb rail-heads and +transport, and so forth; and individual +Germans are even getting so bold as to +do what we have done for the last four +months, namely, fly low enough to use +their machine-guns on troops in trenches +or on columns on the road. So far, they +are making little by it; and they are +having a most exciting time. One of the +chief evidences of the new activity has +been the great aerial battle, wherein some +seventy aeroplanes were engaged, which +the official communiqué has already mentioned. +It took place between nine and<span class="pagenum" id="Page_228">[228]</span> +ten o’clock on the morning of November 9, +well over the German lines in the direction +of Vaulx-Vraucourt, whither certain +of our aeroplanes were bound on a bombing +expedition. With them were fighting +machines and scouts, making in all a +fleet of thirty sail. Near the villa of +Mory, just before reaching Vaulx-Vraucourt, +they sighted an enemy squadron +somewhat outnumbering themselves, the +actual strength being something from thirty-six +to forty aeroplanes.</p> + +<p>‘They attacked at once. Some of our +machines were flying at a higher level +than the enemy, and they plunged headlong +to join in the general engagement, +which was fought at an average height of +not much above 5,000 feet. Of the mêlée +which followed, it is impossible to get any +coherent account, for no man in it had +time or thought for anything except the +enemy machines with which he was successively +engaged; but for twenty minutes +there raged among the clouds such a battle +as the world has never seen before: an +inextricable tangle of single combats, of +darting, swirling machines, the air filled +with the roar of seventy propellers and the +chatter of guns.</p> + +<p>‘Four of our machines were lost, that<span class="pagenum" id="Page_229">[229]</span> +is to say, that they were compelled to +descend in German territory, a strong +westerly wind drifting the battle as it +raged more and more over enemy’s soil. +In the ships which came home, one brought +a dead observer, and two others, with +wounded pilots, had difficulty in beating +up against the wind and landing in our +lines. Of the enemy we know that six +machines were sent to earth, of which +three are known to have crashed. What +happened to the other three, beyond that +they were falling out of control, is not +known. In yet another the pilot was +seen to be shot dead. What further casualties +the enemy suffered he only is aware; +but the best evidence that the victory was +ours lies in the fact that the whole enemy +formation was broken and scattered. The +Germans fled for safety in all directions, +leaving us in possession of the sky. Then +we went upon our business; we punctually +dropped our bombs on the stores and +ammunition depots of Vaulx-Vraucourt, +and then came home proudly flying in +regular formation, no German daring to +interfere.’</p> + +<p>Again and again the Germans have made +desperate efforts to snatch the control of +the air from the firm grasp of the Allies,<span class="pagenum" id="Page_230">[230]</span> +but without the desired result. The +Allies’ aviators are not to be beaten. +Their enterprise, their courage, above all +their heroic bearing, are proof against all +attacks.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_231">[231]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXXIII">CHAPTER XXXIII</h2> +</div> + +<p class="center">A GENERAL VIEW</p> + + +<p><span class="smcap">‘Any</span> unbeliever in the reality of the +command of the air being in the hands of +Britain and her Allies,’ writes the editor +of <cite>Flight</cite>, ‘must indeed be despaired of, +after the daily records of the wonderful +work of our pilots which are issued officially, +combined with the unstinted paeans of +praise emanating from every imaginable +source upon this and the other side of the +world. Quite recently again, Mr. H. G. +Wells repeated his admiration of the Allies’ +air-work; at the same time he entered the +lists with General Brussiloff as prophet as +to the duration of the war, Mr. Wells putting +it at June, 1917.</p> + +<p>Mr. Wells’ reasons for his prophecy are +as follows: ‘I think so for a hundred +reasons, but above all for these: The +marvellous organization of the French +front, the mastery of the air which is +assured to our aviators—I was witness of<span class="pagenum" id="Page_232">[232]</span> +it, and I should rather say the exclusive +possession of the air. Then the photographic +marking by aeroplanes, in which +the French take first rank. Lastly, by +your artillery fire, which demolishes, +methodically and mathematically the +enemy batteries without fear of reprisals.’</p> + +<p>An interesting communication upon the +same subject has just come to hand from +the well-known correspondent of the +<cite>Chicago Daily News</cite>, Mr. Edward Price +Bell, in which he states that the British +flying man is in the air every day between +four and eight hours, constantly under fire. +Ordinarily along the British front the +flying men are in the air from two to three +hours each day. Mr. Price Bell hits upon +the basic reason for our superiority when +he points out that our officers are always +‘hunting for trouble’ above the German +lines, never declining a combat, and fighting, +however outnumbered. Altogether he +calculates that up to the latter part of +1916 British flying men on the Western +front must have flown entirely over the +enemy’s lines much more than a million +miles.</p> + +<p>An officer of the Royal Flying Corps, +also writing of the supremacy of the +Allies, says: ‘Man for man, we undoubtedly<span class="pagenum" id="Page_233">[233]</span> +are masters of the air on the +west front. This fact I attribute to the +mental and physical training we give +our boys in England. Our youngest pilots +have done wonderfully well. They learn +quickly, are intensely keen, have great +alertness of mind and act instinctively.’</p> + +<p>‘Our people have the tails up morally +and mechanically,’ adds another, ‘and +though they have plenty of fighting when +they get to the other side of the lines, +they are on the offensive all the time. +The moral as well as the physical uplift +is considerable, when one has a machine +which will get above the German range of +accurate fire in a quarter of an hour, and +will do in or about 100 miles an hour when +pushed. With such a machine one can +attack and keep on attacking; and though +perhaps not even the majority of our +people are mounted on such machines, the +worst machine at the front to-day is probably +nearly as good as the best a year ago, +and there are enough of the first-class +machines to protect the weaker brethren. +Despite all the errors of the past, our air +service has certainly acquired dominance, +if not absolute command, in the air, and +for that fact very great credit is due to the +officers who have so thoroughly reorganized<span class="pagenum" id="Page_234">[234]</span> +affairs at the War Office, and who have so +notably increased the performance and output +of the machines now in use.’</p> + +<p>The great improvement in the construction +of machines for long-distance flying is +particularly worthy of note. We have seen +how Captain de Beauchamps, leaving France +in the morning, flew in broad daylight as +far as Munich, where he dropped bombs on +the stations. Then turning at right angles +towards the south, he flew over the whole +of the Tyrol and crossed the Alps, to land +at length 12½ miles north of Venice, in +the village of Santa Dona, on the small +River Piave, having journeyed without +stopping a distance of about 700 kilometres.</p> + +<p>Captain de Beauchamps holds the flight +record for bombing raids on German towns, +but the longest journey made by an Allied +aviator during the war was that of Lieutenant +Marchal, who visited Berlin on a +previous date. He, however, only dropped +pamphlets on the German capital, before +making off to the Russian frontier. He +came down sixty miles within the German +lines, having flown over 800 miles.</p> + +<p>Captain de Beauchamps was accompanied +in his great flight to Essen by Lieut. +Daucourt, who made at the time some<span class="pagenum" id="Page_235">[235]</span> +extremely interesting entries in his logbook:</p> + +<p>‘11 a.m. My friend Beauchamps has +just gone, and I followed two minutes later. +One thousand yards up, 2,000-3,000, we +keep on getting higher and higher. The +weather is clear with just a few clouds +over 9,000 feet. The air is distinctly cold.</p> + +<p>‘12 a.m. I am full over the Boche lines. +We are seen and the anti-aircraft guns +start a curtain fire a little forward but too +high. The white puffs of the 77 make a +line of smoke which I have got to cross. +Soon the shots become more and more +numerous; 300 shots at least must have +been fired in a few minutes. Time after +time I get right into the smoke of the +bursting shells, and I can hear pieces of +steel whistle near, very near. Oh! the +Boche gunner rectifies his range. But he +is too low now, so I go higher still, and I +pass.... Now there are shots on my left, +which burst with black smoke, 105 calibre +shells. This is getting more serious. Shots +get nearer, I point towards the left slightly, +and, all of a sudden, I go ninety degrees to +the left and drop straight towards the +ground for 300 feet. The game is finished +and the gunners done. Out of spite they +shoot all over the place, and the shells<span class="pagenum" id="Page_236">[236]</span> +burst now at the back of me. It looks as +if I was going to get out of trouble without +much difficulty.... Now where is my +friend? I cannot see him. Has he been +brought down? Has he changed his line? +A little under me I can see a big, fat yellow +‘plane. Black crosses! It’s a Boche. +Another one follows very near. The distance +between us is about 600 feet, +but they are slower than I am. Clac—clac—clac. +It is Mr. Boche opening fire. The +short bursts of his machine-gun keep +crepitating. The brute does not shoot +badly. Shall I engage him in a fight? +It is really very tempting. But no, Essen +is my only target, and I have no right to +compromise, by a passing engagement, +the success of our raid. I open my engine +right out, and soon lose my aggressors.... As +I fly over Treves I just distinguished +on my left the outline of another +‘plane. It is getting nearer and nearer. +The sun prevents me from seeing it clearly, +although I seem to recognize the silhouette +of my companion’s machine. No doubt it +is he. I can now see his blue, white and +red cocarde. And all of a sudden I feel +very happy....</p> + +<p>‘A little later I change my direction +and go straight north, leaving Coblenz on<span class="pagenum" id="Page_237">[237]</span> +my left. Far in front of me I can see a +small grey ribbon ... The Rhine. It +looks beautiful from up here. Somehow +my confidence increases every minute. Sure +everything will go well. I cross over the +right bank. On the river many long +convoys of barges go up towards Coblenz. +If only I did not have a consignment of +bombs to deliver, I should go down to +gun them. It is funny how strong these +temptations are.... Here is Bonn. My +friend and co-raider is still on my right. +My engine keeps on turning merrily, and +I marvel at the ease with which I have +covered these first 200 kilometres. A quick +calculation shows me that we are going at +the rate of about 130 miles an hour. It +is a goodish speed. The weather is cold +up here. My thermometer shows sixteen +degrees below zero. To try and get warm +I move arms and legs as much as I can +in that cramped space. A few drops of +peppermint which I drink warm my inside +and cool my mouth.... Underneath the +Rhine, and still more boats!... Now we +pass a town which seems enormous. It +is Cologne. What a splendid target it +would make! But there are women, +children, old people, and I am a soldier, +not a pirate. I must only aim at<span class="pagenum" id="Page_238">[238]</span> +destroying the military power of the enemy. +Now I point straight towards Dusseldorf. +But all the district disappears under a +pool of smoke. What an extraordinary +agglomeration of works! Here are Solingen, +Elberfeld, Barmen, black country +criss-crossed by innumerable railway lines +and with hundreds of high chimneys, like +guns, pointing to the sky. Down there a +tremendous amount of arms of all sorts, +guns, munitions, &c., all to be directed +against us, are produced with a tremendous +activity.</p> + +<p>‘Essen at last. I am over what has +been considered as the heart of Germany, +over the town which stands as the symbol +of brutal force. Where now are the +Krupp’s works? There, at the west of +the town. How large they are! The +shops and buildings, between which trains +are running, seem innumerable. The +attempts to disguise it are indeed foolish. +It is the most perfect target one can +imagine. Now I suppose I am going to +be <em>strafed</em>. I look here and there for +bursting shells. Nothing! They aim too +low. However, some very violent waves +of air of which I do not understand the +cause disturb for a moment my bombing +preparations.</p> + +<p><span class="pagenum" id="Page_239">[239]</span></p> + +<p>‘2 o’clock. The centre of the works +pass. I drop my torpedoes in rapid succession. +My friend, who is over me and a +little on the left, drops his also. I guess, +more than I can exactly see, as I am so +very high, that underneath in the works +the people suffer from a sort of madness. +There are rushes of people soon hidden by +clouds of smoke which rise from many +points. Nearly at the centre it seems that +there is a formidable explosion, followed +by intense fire. What a joy to have +attained one’s aim! Krupp has been +bombed, in full daylight, in spite of its +anti-aircraft guns and of its ‘planes. I +suppose that now the Boches must be mad +with fury, and will try to chase us. Never +mind, my mission has been fulfilled. I will +fight enemy ‘planes if they come.... +Here I am again over Dusseldorf, but not +going so fast as in coming. The wind, +which has veered, hampers me. A quick +verification of my oil and petrol tanks. +All is well; I can keep up for another six +hours. The clouds get denser and denser. +There is at some moments a thick mist, +which veils completely the ground. As I +am browsing, some explosions thunder +louder than the noise of my engine. I +turn right round, so that the Boche gunner<span class="pagenum" id="Page_240">[240]</span> +loses the range. But as I turn I see 1,500 +or 2,000 feet under me three Boche ‘planes +who are giving chase. Their machines are +as fast as mine, but as soon as they try +to go up they lose ground. I slacken for a +few seconds, and going straight towards the +most forward of them, I serve him at about +150 yards with three bursts of my machine-gun. +Unnerved, he prefers not to engage +a fight and flies towards the left. But +the others are attacking me from the back. +It is time to go.... Have I wounded my +opponent? I don’t think so, as he seems +to be flying straight again, but very much +lower. Soon the two others are only black +spots.... The chase has lasted over thirty +minutes, and I have got a real stiff neck, +so often did I turn round.... Now I have +been up six hours. Time drags dreadfully. +My eyes hurt, and I suffer from the cold. +Evidently I am over Belgium now. But +where? I must know. I come down, +engine stopped. How sweet is that silence, +after six hours of tempest! Four thousand +feet; it is low enough.</p> + +<p>‘6.30. I cannot stand it any more, I +am coming down, 7,000 feet, 5,000 feet, +1,000 feet. I cannot hear the guns any +more. But what are these? Bivouacs. +Am I in France? I keep on for another<span class="pagenum" id="Page_241">[241]</span> +quarter of an hour, going south, and finally +alight in an immense field, far from a +village. If I am on the territory invaded +by the Germans I’ll fly away under their +nose. I am at the end of the field, ready +to start again in case of need. I have +kept my engine turning slowly. After +five minutes of waiting, some people come +running towards me—peasants. I shout +to them at the top of my voice, “Where am +I?” “At Champaubert,” they answer +me. What a joy is mine! I am in France. +Back, after having succeeded in what +seemed to men an impossible enterprise.’</p> + +<p>It is particularly interesting to note that +in their remarkable flight both Captain +de Beauchamps and Lieutenant Daucourt +used machines of British manufacture.</p> + +<p>We have seen that the officers and men +of the Royal Naval Air Service have also +to their credit many long-distance flights. +Indeed, in all respects the R.N.A.S. have +kept at ‘level-fight’ with the R.F.C. +The two Services work, however, under +different conditions. The following is an extract +from a report from Admiral Sir John +R. Jellicoe, G.C.B., G.C.V.O., then Commander-in-Chief, +Grand Fleet: ‘<em>Iron Duke</em>, +August 23, 1916. Sir,—With reference to +my dispatch of June 24, 1916, I have the<span class="pagenum" id="Page_242">[242]</span> +honour to bring to the notice of the Lords +Commissioners of the Admiralty the names +of officers who are recommended for +honours and special commendation. Where +all carried out their duties so well it is +somewhat invidious and difficult to select +officers for special recognition.’</p> + +<p>We have seen, however, that many +naval aviators have been decorated. In +addition to the names already given, mention +must be made of Flight-Lieutenant +F. J. Rutland, who has been decorated +with the Distinguished Service Order for +his gallantry and persistence in flying +within close range of four enemy light +cruisers, in order to enable accurate information +to be obtained and transmitted +concerning them. Conditions at the time +made low flying necessary.</p> + +<p>This is also a fitting place to record that +it has been officially announced that the +King has conferred the Distinguished Service +Cross on Flight-Lieutenant Charles +T. Freeman, R.N.A.S., for the following +act of gallantry: On the night of August 2, +1916, he made a determined attack on a +Zeppelin at sea, only abandoning the +attack when he had exhausted all his +ammunition. As darkness was approaching +at the time, and his chances of being<span class="pagenum" id="Page_243">[243]</span> +picked up were problematical, his courage +and devotion in returning to the attack a +second and third time were exemplary.</p> + +<p>There is every indication that our airmen +are becoming more heroic and skilful each +passing day. Touching their great service +in dealing with enemy airships, the +editor of the <cite>Aeroplane</cite> writes: ‘One of +the commonest and cheapest jeers of +certain papers which have adopted anti-Churchillism +as part of their political +creed has been the constant jibe at the +late First Lord of the Admiralty that the +defence which he promised against enemy +airships has not been forthcoming. It +is now many, many months—in fact, +it runs into years—since Mr. Winston +Churchill informed the world that, if +enemy airships ventured to invade this +country, they would be met by ‘a swarm +of hornets’ which would make them +regret that they had ever come.</p> + +<p>‘At that time the defence of England +was entirely in the hands of the Navy. +The Army was still piously supposed to be +the Expeditionary Force. Naturally, as +part of the Navy, the R.N.A.S. was supposed +to be responsible for the defence of +the country against aircraft; a perfectly +logical position, and an eminently sensible<span class="pagenum" id="Page_244">[244]</span> +one, for the Navy has always been able +to obtain all the money it has wanted for +any scheme it might have in hand. Consequently +there seemed to be no reason +why Mr. Churchill’s rhetorical phrase—to +which one might have returned the time-honoured +question, “Is that a threat or a +promise?”—should not have become before +long a literal truth. There was one +point on which all of us seem to have +tripped up, however—namely, that in talking +or thinking of invasion by aircraft we +all pictured to ourselves a fleet of machines +coming over in broad daylight, and the +world’s aerial navies grappling in full +sight, complete with central blue as fitted. +None of us seems to have had the sense +to see that nocturnal invasions would be +very much more effective, both morally +and practically, than any daylight show +could have been.</p> + +<p>‘If the Germans had sent their airships +over early in 1915, in daylight, they would +certainly have been wiped out by aeroplanes. +We had very few aeroplanes then; +not a fraction of the number we should +have had if the supply of engines and +machines had been properly handled before +the war by the Government. But nevertheless, +we had some few, such as Sopwith<span class="pagenum" id="Page_245">[245]</span> +tabloids and Bristol scouts, quite capable +of reaching and catching and destroying +any airship of that period, if it could be +seen. The destruction of the very first +Zeppelin ever brought down by an aeroplane—that +which ultimately wrecked itself +after being damaged and made uncontrollable +by Squadron-Commander Bigsworth, +R.N.—proves it, for this officer +was flying a standard 80 h.-p. Avro, a +considerably slower machine than either +of the single-seaters mentioned. The Germans +spotted this quickly enough, and so +their ships only came over at night, with +the result that for over a year they came +and went unhindered, so far as defensive +aeroplanes were concerned. The only +people who suffered were the gallant young +officers of the R.N.A.S., who went up to +try to abolish the airships.</p> + +<p>‘The Admiralty published openly the +names of those killed in these operations. +Young Mr. Lord, of Newcastle, was, I +believe, the first victim. He was killed +in the south of England when trying to +land a fast scout in the dark. Much about +the same time Mr. Hilliard was killed +through the bombs he had on board his +Caudron exploding as he landed. Mr. +Richard Gates was killed when landing a<span class="pagenum" id="Page_246">[246]</span> +Henry Farman in the dark. Mr. Barnes +was killed through landing a big Sopwith +pusher in the early morning fog after flying +all night. There may have been other +deaths, but those are all I recall in the +early part of 1915. There were many +other officers injured, and still many more +marvellous escapes. I have been told how +an officer jumped out of his machine near +the ground, chancing where he fell rather +than risk being blown up by his bombs. +Another officer had a still more extraordinary +experience. He landed on a +Caudron, and his bombs blew up. Subsequently +investigation showed clearly where +his skids first struck the ground. About +twenty-five yards farther on was the wreck +of the machine and engine, all burnt to +bits by the petrol set on fire by the bombs; +and about twenty yards farther still was the +place where the pilot had finished having +a private fire of his own. Seemingly the +first shock had jarred and bent the stems +of the bombs and released the firing +mechanism. The second shock had exploded +them, had blown the whole machine +to pieces, had burst the petrol tank so +that the spirit splashed all over the pilot +and caught light, and, finally and fortunately, +had blown the pilot clean out of<span class="pagenum" id="Page_247">[247]</span> +the machine into some longish grass, where +he fell without being stunned, and rolled +over and over till he put the flames out. +I gather that his worst injury was a rather +burned hand, due to his glove falling off +while he was beating the flames out on +his coat.’</p> + +<p>Never must we forget the debt we owe +to these heroes of the Royal Naval Air +Service. They have played, as we have +seen, a most heroic part.</p> + +<p>And we would bear in mind the fact that +the work of our heroic aviators covers the +<em>whole</em> field of the World War. In Mesopotamia, +for instance, much good work has +been done. A correspondent of the <cite>Daily +Telegraph</cite> wrote in October, 1916: ‘On +the night of the 19th one of our aeroplanes +raided an enemy aerodrome at Shumran, +dropping eight 20-pound bombs, which fell +all round a machine, apparently damaging +the same, and putting out lanterns left +on the ground by the guard, who fled on +the aviator’s approach. Early in the morning +of the 26th two of our aeroplanes +successfully bombed a hangar, descending +to 100 feet. One of our machines was +damaged. A bullet cut a control wire, +and the aeroplane “nose-dipped” 1,000 +yards, but the pilot succeeded in righting<span class="pagenum" id="Page_248">[248]</span> +the machine and landed safely. The Turks, +believing they had destroyed the machine, +started cheering in the trenches. Several +exposed themselves, and were “picked +off.”’</p> + +<p>At a later date news came from Mesopotamia +of an affair which afforded a +striking instance of aeroplanes working +in co-operation with cavalry. Mounted +enemy irregulars had driven off our camels +on the left bank of the river, and were +proceeding north-west. Two aeroplanes +were sent out with machine guns to attack +the raiders. Our aviators soon passed +over scattered bodies of mounted men, +who were taking cover in nullahs and +firing at the machines. These were driven +out by machine-gun fire from the aeroplanes, +and, breaking into small groups, +made for the hills. Several were hit, and +three or four killed. During the action +our machines flew very low, descending +at times to within twenty feet of the +ground. After dispersing this body our +aviators pursued the raided camels, which +were seen being driven towards the hills +by troops of irregular cavalry. Fire was +opened from the aeroplanes, and the escort +immediately abandoned the camels, retiring +towards the mountains. A troop of our<span class="pagenum" id="Page_249">[249]</span> +cavalry coming up recaptured the camels. +The machines and cavalry continued to +chase the raiders, inflicting further casualties.</p> + +<p>Further reports from the same quarter +show that on October 25, 1916, one of our +aviators, returning from a reconnaissance, +attacked a party of enemy irregular cavalry. +After dropping bombs among them, he +descended to 800 feet, firing his machine-gun +into them, and killing many. In the +evening five of our machines raided a +cavalry camp by Shattlhai, dropped +bombs, and again brought the machine-gun +into action, causing considerable loss +and panic.</p> + +<p>All will remember how our aviators, +overcoming many serious difficulties, +dropped provisions into besieged Kut, thus +enabling our soldiers to prolong their +defence.</p> + +<p>In Egypt also some very useful work +has been done. The Officer Commanding +has reported that on September 4, 1916, +the Royal Flying Corps carried out a +further raid on the enemy’s encampment +at Mazar. One anti-aircraft gun was put +out of action and a number of bombs were +dropped with good effect on camps, supply +depots, and camel lines. Further reports<span class="pagenum" id="Page_250">[250]</span> +showed that on the following day two of +our aeroplanes raided the Turkish aerodrome +and aeroplane repair section at +El Arish. Twelve bombs were dropped +with good results. Enemy aeroplanes +attacked our machines, but did not close, +and only opened fire at long range. They +ultimately gave up the fight, and our +machines returned undamaged.</p> + +<p>From Salonika news came in September, +1916, of an enemy machine being shot down +on the seventh and of a second enemy +machine being shot down on the following +day north-east of Lake Doiran. The +days that followed were equally favourable +to the Allied airmen.</p> + +<p>An account of the sensational landing of +a French bombarding aeroplane containing +two aviators has come from an officer +in the Doiran district: ‘A piece of bursting +shrapnel having severed one of the +control wires of an aeroplane,’ he writes, +‘the machine began to dive head-foremost +and was apparently lost. It was falling +within the enemy’s lines, to the great +delight of the Bulgarians. When within a +hundred yards of the ground the observer +managed to leave his seat, and succeeded +in hoisting himself on to the upper plane +of his machine, where, lying on the canvas,<span class="pagenum" id="Page_251">[251]</span> +he was able to restore the balance of the +machine by moving the plane by hand. +The motor controls were undamaged, and +as soon as the equilibrium of the aeroplane +was restored it was able to return to +the Allied lines and land without further +mishap, with a bomb still on board.’</p> + +<p>Another sensational incident was that +of a naval observer in a ‘sausage’ balloon +operating in Macedonia, attacked by two +Fokkers, which fired a stream of bullets, +piercing the ‘sausage’ at several points +and destroying the telephone. The +observer had on board a small machine-gun +and a parachute. After having sent +the contents of two belts of ammunition at +his enemies, the gun jammed. He then +threw himself overboard with his parachute, +and fell for about 600 feet. At last, however, +the parachute opened, and the +observer landed safely. After which the +balloon was repaired and he went up again.</p> + +<p>From the Secretary of State for India +news came in November, 1916, of aeroplanes +being used in Indian warfare for the first +time. Large Mohmand forces (estimated at +6,000) collected on the border opposite +Shubkadr, and were dealt with by our +aviators with remarkable effect.</p> + +<p>Each passing day our heroic airmen add<span class="pagenum" id="Page_252">[252]</span> +to their laurels. But it must not be supposed +that so much has been accomplished +without the loss of valuable lives. Many +heroic men—aviators of whom we are +prouder than words can tell—have made +the supreme sacrifice.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_253">[253]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXXIV">CHAPTER XXXIV</h2> +</div> + +<p class="center">THE HEROIC DEAD</p> + + +<p><span class="smcap">‘Those</span> who die for their country,’ says +the author of <cite>The Wrack of the Storm</cite>, +‘must not be numbered with the dead.... +This death, on the field of battle, in the +clash of glory, becomes more beautiful +than birth, and exhales a grace greater than +that of love. No life will ever give what +their youth is offering us, that youth that +gives, in one moment, the days and the +years that lay before it. There is no +sacrifice to be compared with that which +they have made; for which reason there +is no glory that can soar so high as theirs, +no gratitude that can surpass the gratitude +which we owe them. They have not only +a right to the foremost place in our +memories: they have a right to all our +memories and to everything that we are, +since we exist only through them.’</p> + +<p>Amongst the heroic aviators who have +made the supreme sacrifice is Lieutenant<span class="pagenum" id="Page_254">[254]</span> +William Herbert Stuart Garnett, R.F.C., +who was killed while making a flight. +While still at the university, Mr. Garnett, +who in 1903 took a First Class in the +Mechanical Science Tripos, wrote a book +on the turbine engine, which went through +several editions, and was translated into +German. After a brief spell as a master +at Eton, he was called to the Bar, and +though he did not practise, he produced +a valuable book on ‘Children and the Law.’ +Mr. Garnett had made a special study of +the National Insurance Act, and joined +the legal department of the Commission +when it was set up. On the outbreak of +war he joined the R.N.V.R., and did +valuable work in mine-sweeping for nearly +a year. He was a son of Dr. William +Garnett, the eminent educationalist.</p> + +<p>Many other men of high promise have +made the great sacrifice. Captain Keith +Lucas, R.F.C., who was killed in a flying +accident on October 5, 1916, had already +acquired a world-wide reputation as one +of the most promising physiologists of the +younger generation. Captain Lucas was +born in 1879, was the son of Francis +Robert Lucas, and was educated at +Rugby and Trinity College, Cambridge, +of which he became a Fellow in 1904.<span class="pagenum" id="Page_255">[255]</span> +He was elected F.R.S. in 1913, and +was invited to give the Croonian +lecture to the Royal Society even a +year before his election to it. Before the +war he was fully engaged in both teaching +and research work at Cambridge, and was, +moreover, one of the directors of the +Cambridge Scientific Instrument Company. +But on the outbreak of war all this was +put aside in order that he might devote +his rare instrumental skill and inventiveness +to the Flying Services.</p> + +<p>Lieutenant Anderson Mann, R.F.C., who +lost his life whilst on active service on +August 9, 1916, was twenty-one years of +age, and was educated at Ardvreck, +Charterhouse and Trinity College, Cambridge. +Mr. Mann was the best rifle shot +of his year in the Public Schools. On the +outbreak of war he was gazetted to the +Scottish Rifles, and joined the R.F.C. in +March last. Shortly afterwards he and +his pilot distinguished themselves by bringing +down eight German aeroplanes in +seven days. They were each awarded the +Military Cross for consistent gallantry and +skill. Mr. Mann was the eldest son of Mr. +John Mann, chartered accountant, of +Glasgow and London.</p> + +<p>Captain Leslie Charles, R.F.C., who was<span class="pagenum" id="Page_256">[256]</span> +killed in action on July 30, 1916, was the +second son of Mr. and Mrs. R. Stafford +Charles, of Broomfield, Stanmore. He +was educated at Stanmore Park, where +he took a Mathematical Scholarship for +Harrow. At Harrow he became a member +of the O.T.C. and the Philatelic Club, and +was also head of his house. He left Harrow +in July, 1914, and in the following month +received a commission in the Worcestershire +Regiment. In May, 1915, he was +sent to Gallipoli, and was present at the +battles of June 4-9. He was subsequently +invalided home, and was gazetted Captain +on November 20, 1915. Early in 1916 +he joined the R.F.C., and took his pilot’s +certificate in April. He left for active +service on July 5 and lost his life in a +combat in the air over the German lines.</p> + +<p>Second-Lieutenant J. Hampson Dodgshon, +who lost his life on October 1, +1916, at the age of twenty-five, was +educated at Westminster, and was a +member of the school cadet corps. He +joined the H.A.C. in July, 1913, and played +Rugby Football for the corps. He went +abroad with the H.A.C. in September, 1914, +and spent the first winter of the war fighting +in Flanders and France. He was invalided +home, and on his recovery was gazetted to<span class="pagenum" id="Page_257">[257]</span> +a commission in the Surrey Yeomanry. He +served for six months in Egypt, and was +at the Dardanelles as Assistant Military +Landing Officer. On his return to England +he declined a post as Assistant Equipment +Officer in the R.F.C., as he felt +he ought to take a more active part in +the war. He obtained his ‘wings’ in +August, and was made an instructor. His +commanding officer writes of him: ‘His +memory will be green for ever.’</p> + +<p>Captain Brooke-Murray, another heroic +officer to lose his life in action, was educated +at Cheltenham College. At school +he was a very good shot, and was in the +Cheltenham Bisley Eight of 1908, 1909, +and 1910. Entering Sandhurst in September, +1910, he was gazetted to the A.S.C. +in 1911. He went to France in August, +1914, with the first Expeditionary Force, +and took part in all the operations of the +19th Brigade from Mons to the Marne +and Aisne, Ypres and Armentières. From +April to July, 1915, he was adjutant of +the advanced Horse Transport, and from +July to October, 1915, he was staff captain, +G.H.Q. Afterwards he became embarkation +officer, Marseilles, and officer to the +Divisional Ammunition Park (April to +June, 1916). He was then flying officer<span class="pagenum" id="Page_258">[258]</span> +observer to the date of his death from +wounds received in action on September 16 +in an air combat against three enemy +aviators.</p> + +<p>The Royal Naval Air Service has +lost a valuable officer by the death in a +flying accident of Squadron-Commander +Dalrymple Clarke. Before joining the +R.N.A.S., in 1913, he was in business in +London, and prior to that he was an +officer of cavalry. After joining the +R.N.A.S., he was stationed for some time +at Eastchurch, and quickly showed that +he was not only a very fine pilot, but had +the gift of studying his machine’s peculiarities +and reporting thereon in a manner +which made his tests of high value to the +Service. From Eastchurch he was transferred +to the Central Flying School, under +Commodore (then Captain) Godfrey Paine, +R.N., and was appointed an instructor. +There he did much useful work, and was +responsible for the training of many pilots +who have since distinguished themselves +on active service. Later on he was +appointed to experimental work, and +carried out many tests which produced +far-reaching results, not only as regards +aeroplanes, but also concerning engines,<span class="pagenum" id="Page_259">[259]</span> +bomb-dropping, and various scientific adjuncts +to aircraft.</p> + +<p>Another loss to the Royal Naval Air +Service and the country came with the +death of Flight-Lieutenant Charles Walter +Graham, R.N., D.S.O., who was awarded +the D.S.O. for his services on December 14, +1915, when, with Flight-Sub-Lieutenant +A. S. Ince as observer and gunner, he +attacked and destroyed a German seaplane +off the Belgian coast.</p> + +<p>The Royal Flying Corps lost another +most promising officer with the death in +action of Captain J. O. Cooper, R.F.C., +previously reported missing, now stated +to have fallen in action. He was twenty +years of age, and was the youngest son +of Lady Cooper, of Ossemsley Manor, +Christchurch, Hampshire. Educated at +Lockers Park and Harrow, he returned +from Australia for the war. He joined +the R.F.C. and got his commission in +January, 1915. Captain Cooper was considered +by all who knew him one of the +most promising men in the R.F.C., and if +he had been spared would, it is said, have +led a squadron before he was twenty-one.</p> + +<p>Further loss came with the death in +action of Lieutenant Ian Macdonnell, +R.F.C. He obtained his brevet from the<span class="pagenum" id="Page_260">[260]</span> +Royal Aero Club as a pilot in December, +1913, after passing through the Bristol +School of Flying at Brooklands. Soon +after the outbreak of war he was gazetted +a lieutenant in his father’s regiment, +Lord Strathcona’s Horse. In March, 1915, +he became A.D.C. to Brigadier-General +J. E. B. Seely, C.B., D.S.O., commanding +the Canadian Cavalry Brigade, and served +with them in the trenches, including the +battle of Festubert, till he became attached, +on probation, to the R.F.C. in September, +1915. He was gazetted flying officer on +November 6 of the same year. He met +with a serious accident through the failure +of his engine in December, 1915. His +observer was killed and he himself more +or less seriously injured. He reported for +duty with the R.F.C. on May 18, 1916. +His major in the R.F.C. wrote that he was +very skilful, full of daring and gallantry. +He was a grandson of Lieutenant-Colonel +J. T. Campbell, a Crimean veteran, and +his father belonged to a Cadet family of +the Macdonnells of Glengarry, which have +given so many officers to the Empire.</p> + +<p>In the case of another gallant officer, +Second-Lieutenant L. C. Kidd, death +followed quickly upon brilliant achievements. +Shortly before his death he was<span class="pagenum" id="Page_261">[261]</span> +awarded the Military Cross. He took his +pilot’s certificate at Hendon before the +war, and was tea-planting in Ceylon when +war was declared. He returned as soon as +possible, and was at once given a commission +in the R.F.C., and, after a short +period of home training, went to the front +in February, 1916. Since then, with two +short intervals of leave, he had been flying +continuously at the front.</p> + +<p>Amongst other names on the Roll of +Honour we would mention Second-Lieutenant +J. S. Mitchell, Second-Lieutenant +Aubrey F. A. Patterson, Second-Lieutenant +Robert Shirley Osmaston, M.C., +and Lieutenant Edward Carre.</p> + +<p>Second-Lieutenant J. S. Mitchell, R.F.C., +was the only son of Colonel and Mrs. +Mitchell, of Sandygate, Wath-on-Dearne, +Rotherham. He was educated at Bramcote +School, Scarborough, and Rugby, +leaving there in July, 1914. He went for +a tour to Australia and Canada, returning +in July, 1915, when he began to work on +munitions at Sheffield. In January, 1916, he +applied for a commission in the R.F.C., and +was gazetted in June, being appointed a +Flying Officer on September 4. He died +abroad of injuries accidentally received +on October 5, aged twenty.</p> + +<p><span class="pagenum" id="Page_262">[262]</span></p> + +<p>Second-Lieutenant Aubrey F. A. Patterson, +R.F.C., who is unofficially reported +as having died of wounds while +a prisoner of war in Germany, was born in +1895. He was the youngest son of Mr. +and Mrs. W. R. Patterson, of 40 Cleveland +Square, Hyde Park. Educated at Berkhamsted +and Eastbourne College, he distinguished +himself as an athlete, and won +the swimming championship at Eastbourne +when he was sixteen. Within a +few days of the commencement of the +war he enlisted in the H.A.C., and went +out to France at the end of 1914. Returning +invalided to England in 1915, he was +appointed to a commission in the West +Yorkshire Regiment, and was subsequently +attached to the R.F.C. He went back to +the front in 1916, and became actively +engaged in bombing operations, in which +he did ‘excellent work.’ He was brought +down on September 17 by a numerous +German squadron, and died of his wounds +at Osnabrück.</p> + +<p>Second-Lieutenant Robert Shirley Osmaston, +M.C., was the son of Mr. and Mrs. +Francis P. Osmaston, of Stoneshill, +Limpsfield, and grandson of Mr. John +Osmaston, late of Osmaston Manor, Derby. +He was born in 1894, and educated at<span class="pagenum" id="Page_263">[263]</span> +Earleywood Preparatory School, Ascot, +and Winchester College (Kingsgate House), +where he gained the gold medal for gymnastics +in 1912. He had a short course of +agricultural training after leaving Winchester, +and when the war broke out +enlisted as a private in the U.P.S. Brigade. +In May, 1915, he obtained his commission +in the Royal Sussex Regiment, and went +to the front on December 1, 1915. Early +this year (1916) he was an instructor of +Lewis gun training, and later acting-adjutant +of his brigade, and was attached +to brigade head quarters learning staff +work. In April he conducted a raid into +the enemy trenches very successfully and +without any casualties, and was shortly +afterwards awarded the Military Cross. +In July he transferred to the R.F.C., and +served as observer till he was killed.</p> + +<p>Lieutenant Edward Mervyn Carre, +R.F.C., who was killed in October, 1916, +aged twenty-two, was the youngest son of +the Rev. Arthur A. Carre and Mrs. Carre, +of the Rectory, Smarden, Kent. Educated +at Christ’s Hospital from 1903 to 1910, +he left as Deputy Grecian and entered the +College of the Resurrection, Mirfield, and +in 1912 matriculated at Leeds University, +whence he obtained an Honour Degree<span class="pagenum" id="Page_264">[264]</span> +in Classics. On the outbreak of war he +joined the Artists’ Rifles, and served abroad, +receiving a commission in the Lincolnshire +Regiment in March, 1915. Being promoted +Lieutenant, he was transferred to +the R.F.C. in May, 1916. His commanding +officer writes: ‘We are all very sorry to +lose your son. He has done very good +work since joining the squadron, and was +really one of my best observers.’ His +eldest brother, Maurice Tennant Carre, +Australian Infantry, was killed at Lone +Pine on September 2, 1915. Two remaining +brothers, Captain M. H. Carre, M.C., +and Second-Lieutenant G. T. Carre, are +serving in the Royal West Kent Regiment, +and have both been twice wounded.</p> + +<p>The Roll of Honour grows as the days +pass. Hero follows hero. To give the +names of all who have made the supreme +sacrifice is impossible; neither can we +hope to find fitting words of gratitude and +praise.</p> +<hr class="chap x-ebookmaker-drop"> + +<div class="chapter"> +<p><span class="pagenum" id="Page_265">[265]</span></p> + +<h2 class="nobreak center" id="CHAPTER_XXXV">CHAPTER XXXV</h2> +</div> + +<p class="center">CONCLUSION</p> + + +<p><span class="smcap">In</span> November, 1916, the famous French +aviator, Lieutenant Guynemer, brought +down his twenty-first enemy machine, +thus establishing a new world’s record for +aerial warfare. The duel was fought at an +altitude of over two miles, after a chase of +about forty-four miles, and was of a most +dramatic nature.</p> + +<p>Suddenly Lieutenant Guynemer, whilst +flying many miles behind the German +lines, sighted a German squadron of two +observation aeroplanes with an escort of +two fighting machines heading for the +French lines. There was nothing to +prevent Lieutenant Guynemer giving immediate +battle, except the fact that in +the event of being forced to land he would +fall within the German lines and be taken +prisoner. He therefore took refuge behind +some friendly clouds until the German<span class="pagenum" id="Page_266">[266]</span> +squadron passed ahead of him, and then +started the pursuit from behind, closing +up sufficiently so that if he should be seen +by the German anti-aircraft gunners from +below he would be taken for one of the +escorting German aeroplanes. For several +miles he kept up the pursuit, concealing +himself as much as possible from the +German machines by keeping behind the +clouds.</p> + +<p>Then, when the French lines at last +appeared below him, he emerged in full +view and began the fight. The German +machine nearest him chanced to be an +observation ‘plane, and, darting down on +it, he opened his machine-gun fire at an +altitude of about 12,000 feet, or just two +miles. With unerring aim he killed the +observer with his third bullet, and with the +tenth the pilot likewise shot out from the +machine, the ‘plane at the same time +beginning its whirling giddy course down +towards the French lines. Although the +machine was the second one Guynemer +had brought down that day, he at once +started after the other three, but they, +in the meantime, had all disappeared, +having apparently turned back at his very +first shot. Without further ado Lieutenant +Guynemer started in search of his<span class="pagenum" id="Page_267">[267]</span> +victims, and succeeded in locating the +machine in the ravine of Mocourt.</p> + +<p>Amongst British aviators who continue +to add to their victories mention must +again be made of Flight-Commander Ball, +to whose Distinguished Service Order a +second bar—the first time such an honour +has been conferred—was added in November, +1916. Each passing day brings further +evidence of heroic deeds.</p> + +<p>On November 29 hostile airships again +made a raid over England under the cover +of night, but with dire results for the +enemy. Two German airships were +brought down. An official communication +stated that a number of hostile airships +approached the north-east coast of England +between ten and eleven o’clock. +Bombs were dropped on various places in +Yorkshire and Durham, but the damage +was slight. One airship was attacked by +an aeroplane of the Royal Flying Corps +and brought down in flames in the sea off +the coast of Durham at 11.45 p.m. Another +airship crossed into the North Midland +Counties and dropped some bombs at +various places. On her return journey +she was repeatedly attacked by aeroplanes +of the Royal Flying Corps and by guns. +She appeared to have been damaged, for<span class="pagenum" id="Page_268">[268]</span> +the last part of her journey was made at +very slow speed, and she was unable to +reach the coast before day was breaking. +Near the Norfolk coast she apparently +succeeded in effecting repairs, and, after +passing through gunfire from the land +defences, which claim to have made a hit, +proceeded east at a high speed and at an +altitude of over 8,000 feet, when she was +attacked nine miles out at sea by four +machines of the Royal Naval Air Service, +while gunfire was opened from an armed +trawler. The airship was brought down +in flames at 6.45 a.m.</p> + +<p>One eye-witness has stated that it was +just after daybreak when from the east +coast a German airship was seen, travelling +slowly from the west. As she passed over +the coast the sound of heavy firing was +heard, and soon, over a low bank of mist +some distance out to sea, a great burst of +flame was seen and the stricken raider fell +blazing into the sea. A little later a British +airman flew in from the sea and descended +on the coast. He was given a tremendous +ovation. Townspeople carried him +shoulder high through streets crowded +with cheering people, while sirens of shipping +shrieked triumphantly.</p> + +<p>‘The defence was extraordinarily powerful,’<span class="pagenum" id="Page_269">[269]</span> +said an official report of the raid issued +in Berlin. Such praise from the enemy +speaks volumes!</p> + +<p>At noon on the following day a German +aeroplane managed to reach London and +drop bombs. But the fate of this raider +also was sealed. On its return journey +if fell a victim to our gallant French +Allies.</p> + +<p>Who can now doubt that supremacy +in the air is with the Entente? Whether +in dealing with raiders by night or enemy +machines on the western battle-front by +day, our heroic allied aviators have proved +their superiority.</p> + +<p>The names of the heroic naval aviators +who brought down the German airship +in the manner described are Flight-Sub-Lieutenant +E. L. Pulling, Flight-Lieutenant +E. Cadbury, and Flight-Lieutenant G. W. +R. Fane. The first named officer has +been awarded the Distinguished Service +Order. His age at the time of his heroic +deed was twenty-six years. He was formerly +in the Government wireless service, +and he received his commission in the +Royal Naval Air Service on August 21, +1915. Tireless energy and boundless enthusiasm, +combined with great courage, +mark him out as an aviator of high promise.</p> + +<p><span class="pagenum" id="Page_270">[270]</span></p> + +<p>Flight-Lieutenant Egbert Cadbury was +twenty-three years of age at the time of +receiving the Distinguished Service Cross. +At the outbreak of war he left Trinity +College, Cambridge, where he was studying +for the law, and joined the <em>Zarifa</em> as an +A.B., the vessel being a converted yacht +manned mostly by Cambridge men. After +nearly a year at sea he entered the R.N.A.S., +gained his pilot’s certificate, and was +stationed on the East Coast. He is the +youngest son of Mr. George Cadbury.</p> + +<p>Flight-Lieutenant Fane joined the Royal +Naval Air Service in July, 1915, as a +Flight-Sub-Lieutenant. He came straight +from Charterhouse and was only nineteen +years of age at the time of being decorated. +His fellow-airmen speak of him as a pilot +of remarkable skill and courage.</p> + +<hr class="tb"> + +<p>In February, 1917, whilst these pages +were in proof, it was announced that the +first of the officers named above, Flight-Lieutenant +E. L. Pulling, D.S.O., had made +the ‘supreme sacrifice.’</p> + +<p> +Another body!—Oh, new limbs are ready,<br> +Free, pure, instinct with soul through every nerve.<br> +</p> + + +<p class="center"><em>Printed by Jarrold & Sons, Ltd., Norwich, England</em> +</p> + + + +<div class="transnote"> + +<h3 class="nopagebreak" title="" id="end_note">Transcriber’s Notes</h3> +<p class="left"><a href="#Page_72" title="" >Page 72</a>—changed contritributor to <b>contributor</b></p> +<p class="left"><a href="#Page_157" title="" >Page 157</a>—changed Decenber to <b>December</b></p> +<p class="left"><a href="#Page_217" title="" >Page 217</a>—changed achines to <b>machines</b></p> +</div> + +<div style='text-align:center'>*** END OF THE PROJECT GUTENBERG EBOOK 76758 ***</div> +</body> +</html> + diff --git a/76758-h/images/cover-small.jpg b/76758-h/images/cover-small.jpg Binary files differnew file mode 100644 index 0000000..2a42098 --- /dev/null +++ b/76758-h/images/cover-small.jpg diff --git a/76758-h/images/cover.jpg b/76758-h/images/cover.jpg Binary files differnew file mode 100644 index 0000000..e3512bc --- /dev/null +++ b/76758-h/images/cover.jpg diff --git a/76758-h/images/i_003.jpg b/76758-h/images/i_003.jpg Binary files differnew file mode 100644 index 0000000..c37a721 --- /dev/null +++ b/76758-h/images/i_003.jpg diff --git a/76758-h/images/i_032a.jpg b/76758-h/images/i_032a.jpg Binary files differnew file mode 100644 index 0000000..265e8c9 --- /dev/null +++ b/76758-h/images/i_032a.jpg diff --git a/76758-h/images/i_042.jpg b/76758-h/images/i_042.jpg Binary files differnew file mode 100644 index 0000000..c5bc8a2 --- /dev/null +++ b/76758-h/images/i_042.jpg diff --git a/76758-h/images/i_050.jpg b/76758-h/images/i_050.jpg Binary files differnew file mode 100644 index 0000000..2cceab1 --- /dev/null +++ b/76758-h/images/i_050.jpg diff --git a/76758-h/images/i_106.jpg b/76758-h/images/i_106.jpg Binary files differnew file mode 100644 index 0000000..777c40f --- /dev/null +++ b/76758-h/images/i_106.jpg diff --git a/76758-h/images/i_132.jpg b/76758-h/images/i_132.jpg Binary files differnew file mode 100644 index 0000000..2110aa6 --- /dev/null +++ b/76758-h/images/i_132.jpg diff --git a/76758-h/images/i_160.jpg b/76758-h/images/i_160.jpg Binary files differnew file mode 100644 index 0000000..6edd9e9 --- /dev/null +++ b/76758-h/images/i_160.jpg diff --git a/76758-h/images/i_200.jpg b/76758-h/images/i_200.jpg Binary files differnew file mode 100644 index 0000000..06a1556 --- /dev/null +++ b/76758-h/images/i_200.jpg diff --git a/LICENSE.txt b/LICENSE.txt new file mode 100644 index 0000000..6312041 --- /dev/null +++ b/LICENSE.txt @@ -0,0 +1,11 @@ +This eBook, including all associated images, markup, improvements, +metadata, and any other content or labor, has been confirmed to be +in the PUBLIC DOMAIN IN THE UNITED STATES. + +Procedures for determining public domain status are described in +the "Copyright How-To" at https://www.gutenberg.org. + +No investigation has been made concerning possible copyrights in +jurisdictions other than the United States. 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