Four black-crossed aeroplanes are flying over their aerodrome at a height of some two thousand feet. Three of them begin to climb, perhaps in an attempt to intercept us. However, our bus has plenty of time to disappear, and this we do quickly--so quickly that the A.-A. batteries have only worried us to the extent of half a dozen sh.e.l.ls, all wide of the mark.
We rise right through the white screen into full view of the sun.
Apparently the sky is clear of intruders, so we turn for three-quarters of a circle and head for Pluspres, the third point of call. The wind now being behind the machine in a diagonal direction, our speed in relation to the ground is twice the speed of the outward half of the journey. The sun is pleasantly warming, and I look towards it gratefully. A few small marks, which may or may not be sun-spots, flicker across its face. To get an easier view I draw my goggles, the smoke-tinted gla.s.ses of which allow me to look at the glare without blinking. In a few seconds I am able to recognise the spots as distant aeroplanes moving in our direction. Probably they are the formation that we encountered on the way to Pa.s.s.e.m.e.nterie. Their object in keeping between us and the sun is to remain un.o.bserved with the help of the blinding stream of light, which throws a haze around them. I call the pilot"s attention to the scouts, and yet again we fade into the clouds. This time, with the sixty-mile wind as our friend, there is no need to remain hidden for long. Quite soon we shall have to descend to look at Pluspres, the most dangerous point on the round.
When we take another look at earth I find that the pilot has been exact in timing our arrival at the important Boche base--too exact, indeed, for we find ourselves directly over the centre of the town. Only somebody who has been Archied from Pluspres can realise what it means to fly right over the stronghold at four thousand feet. The advanced lines of communication that stretch westward to the Arras-Peronne front all hinge on Pluspres, and for this reason it often shows activity of interest to the aeroplane observer and his masters. The Germans are therefore highly annoyed when British aircraft arrive on a tour of inspection. To voice their indignation they have concentrated many anti-aircraft guns around the town. What is worse, the Archie fire at Pluspres is more accurate than at any other point away from the actual front, as witness the close bracket formed by the sighting shots that greet our solitary bus.
From a hasty glance at the station and railway lines, while we slip away to another level, I gather that many trains and much rolling stock are to be bagged. The work will have to be done under serious difficulties in the shape of beastly black bursts and the repeated changes of direction necessary to dodge them. We bank sharply, side-slip, lose height, regain it, and perform other erratic evolutions likely to spoil the gunners" aim; but the area is so closely sprinkled by sh.e.l.ls that, to whatever point the machine swerves, we always hear the menacing report of bursting H.E.
It is no easy matter to observe accurately while in my present condition of "wind up," created by the coughing of Archie. I lean over to count the stationary trucks in the sidings. "_Wouff_, _wouff_, _wouff_,"
interrupts Archie from a spot deafeningly near; and I withdraw into "the office," otherwise the observer"s c.o.c.kpit. Follows a short lull, during which I make another attempt to count the abnormal amount of rolling stock. "_Wouff--Hs--sss!_" shrieks another sh.e.l.l, as it throws a large H.E. splinter past our tail. Again I put my head in the office. I write down an approximate estimate of the number of trucks, and no longer attempt to sort them out, so many to a potential train. A hunt over the railway system reveals no fewer than twelve trains. These I pencil-point on my map, as far as I am able to locate them.
A ma.s.sed collection of vehicles remain stationary in what must be either a large square or the market-place. I attempt to count them, but am stopped by a report louder than any of the preceding ones. Next instant I find myself pressed tightly against the seat. The whole of the machine is lifted about a hundred feet by the compression from a sh.e.l.l that has exploded a few yards beneath our undercarriage. I begin to wonder whether all our troubles have been swept away by a direct hit; but an examination of the machine shows no damage beyond a couple of rents in the fabric of the fuselage. That finishes my observation work for the moment. Not with a court-martial as the only alternative could I carry on the job until we have left Archie"s inferno of frightfulness. The flight-commander is of the same mind, and we nose into the clouds, pursued to the last by the insistent smoke-puffs.
When the bus is once again flying between sky and cloud, we begin to feel more at home. No other craft come within range of vision, so that without interruption we reach Aucoin, the fourth railway junction to be spied upon. The rolling stock there is scarcely enough for two train-loads, and no active trains can be spotted. We hover above the town for a minute, and then leave for Boislens.
The machine now points westward and homeward, and thus has the full benefit of the wind, which accelerates our ground speed to about a hundred and fifty miles an hour. The G.o.ds take it into their heads to be kind, for we are not obliged to descend through the clouds over Boislens, as the region can be seen plainly through a gap large enough to let me count the R.S. and note that a train, with steam up, stands in the station.
As Boislens is the last town mentioned by the H.Q. people who mapped out the reconnaissance, the job is all but completed. Yet twelve miles still separate us from the nearest bend of the trench line, and a twelve-mile area contains plenty of room for a fight. Since the open atmosphere shows no warning of an attack, I look closely toward the sun--for a fast scout will often try to surprise a two-seater by approaching between its quarry and the sun.
At first I am conscious of nothing but a strong glare; but when my goggled eyes become accustomed to the brightness, I see, or imagine I see, an indistinct oblong object surrounded by haze. I turn away for a second to avoid the oppressive light. On seeking the sun again I find the faint oblong more p.r.o.nounced. For one instant it deviates from the straight line between our bus and the sun, and I then recognise it as an aeroplane. I also discover that a second machine is hovering two thousand feet above the first.
The chief hobby of the flight-commander is to seek a sc.r.a.p. Immediately I make known to him the presence of hostile craft he tests his gun in readiness for a fight. Knowing by experience that if he starts manoeuvring round a Hun he will not break away while there is the slightest chance of a victory, I remind him, by means of a note-book leaf, that since our job is a reconnaissance, the R.F.C. law is to return quickly with our more or less valuable information, and to abstain from such luxuries as unnecessary fights, unless a chance can be seized over British ground. Although he does not seem too pleased at the reminder he puts down the nose of the machine, so as to cross the lines in the shortest possible time.
The first Hun scout continues the dive to within three hundred yards, at which range I fire a few short bursts, by way of an announcement to the Boche that we are ready for him and protected from the rear. He flattens out and sits behind our tail at a respectful distance, until the second scout has joined him. The two separate and prepare to swoop down one from each side.
But we are now pa.s.sing the trenches, and just as one of our attackers begins to dive, a formation of de Havilands (British pusher scouts) arrives to investigate. The second Boche plants himself between us and the newcomers, while his companion continues to near until he is a hundred and fifty yards from us. At this range I rattle through the rest of the ammunition drum, and the Hun swerves aside. We now recognise the machine as an Albatross scout or "German spad," a most successful type that only entered the lists a fortnight beforehand. Finding that they have to reckon with five de Havilands, the two Huns turn sharply and race eastward, their superior speed saving them from pursuit.
We pa.s.s through the clouds for the last time on the trip, and fly home very soberly, while I piece together my hurried notes. The Squadron Commander meets us in the aerodrome with congratulations and a desire for information.
"Seen anything?" he asks.
"Fourteen trains and some M.T.," I reply.
"And a few thousand clouds," adds the flight-commander.
By the time I have returned from the delivery of my report at G.H.Q., the wing office has sent orders that we are to receive a mild censure for carrying out a reconnaissance with only one machine. The Squadron Commander grins as he delivers the reproof, so that we do not feel altogether crushed.
"Don"t do it again," he concludes.
As we have not the least desire to do it again, the order is likely to be obeyed.
CHAPTER VII.
ENDS AND ODDS.
As a highly irresponsible prophet I am convinced that towards the end of the war hostilities in the air will become as decisive as hostilities on land or sea. An obvious corollary is that the how and when of peace"s coming must be greatly influenced by the respective progress, during the next two years, of the belligerents" flying services.
This view is far less fantastic than the whirlwind development of war-flying witnessed by all of us since 1914. Indeed, to anybody with a little imagination and some knowledge of what is in preparation among the designers and inventors of various countries, that statement would seem more self-evident than extreme. Even the average spectator of aeronautical advance in the past three years must see that if anything like the same rate of growth be maintained, by the end of 1918 aircraft numbered in tens of thousands and with extraordinary capacities for speed, climb, and attack will make life a burden to ground troops, compromise lines of communication, cause repeated havoc to factories and strongholds, and promote loss of balance among whatever civilian populations come within range of their activity.
To emphasise the startling nature of aeronautical expansion--past, present, and future--let us trace briefly the progress of the British Flying Corps from pre-war conditions to their present state of high efficiency. When the Haldane-Asquith brotherhood were caught napping, the Flying Corps possessed a seventy odd (very odd) aeroplanes, engined by the unreliable Gnome and the low-powered Renault. Fortunately it also possessed some very able officers, and these succeeded at the outset in making good use of doubtful material. One result of the necessary reconstruction was that a large section of the original corps seceded to the Navy and the remainder came under direct control of the Army. The Royal Naval Air Service began to specialise in bomb raids, while the Royal Flying Corps (Military Wing) sent whatever machines it could lay hands on to join the old contemptibles in France. Both services proceeded to increase in size and importance at break-neck speed.
The rapid expansion of the R.N.A.S. allowed for a heavy surplus of men and machines beyond the supply necessary for the purely naval branch of the service. From this force a number of squadrons went to the Dardanelles, Africa, the Tigris, and other subsidiary theatres of war; and an important base was established at Dunkirk, whence countless air attacks were made on all military centres in Belgium. Many more R.N.A.S.
squadrons, well provided with trained pilots and good machines, patrolled the East Coast while waiting for an opportunity of active service. This came early in 1917, when, under the wise supervision of the Air Board, the section of the Naval Air Service not concerned with naval matters was brought into close touch with the Royal Flying Corps, after it had pursued a lone trail for two years. The Flying Corps units on the Western Front and elsewhere are now splendidly backed by help from the sister service. For the present purpose, therefore, the military efforts of the R.N.A.S. can be included with those of the R.F.C., after a tribute has been paid to the bombing offensives for which the Naval Air Service has always been famous, from early exploits with distant objectives such as Cuxhaven and Friedrichshafen to this year"s successful attacks on German munition works, in conjunction with the French, and the countless trips from Dunkirk that are making the Zeebrugge-Ostend-Bruges sector such an unhappy home-from-home for U-boats, destroyers, and raiding aircraft. Meanwhile the seaplane branch, about which little is heard, has reached a high level of efficiency. When the screen of secrecy is withdrawn from the North Sea, we shall hear very excellent stories of what the seaplanes have accomplished lately in the way of scouting, chasing the Zeppelin, and hunting the U-boat.
But from the nature of its purpose, the R.F.C. has borne the major part of our aerial burden during the war. In doing so, it has grown from a tiny band of enthusiasts and experimentalists to a great service which can challenge comparison with any other branch of the Army. The history of this attainment is intensely interesting.
The few dozen airmen who accompanied the contemptible little army on the retreat from Mons had no precedents from other campaigns to guide them, and the somewhat vague dictum that their function was to gather information had to be interpreted by pioneer methods. These were satisfactory under the then conditions of warfare, inasmuch as valuable information certainly was gathered during the retreat, when a blind move would have meant disaster,--how valuable only the chiefs of the hard-pressed force can say. This involved more than the average difficulties, for as the battle swayed back towards Paris new landing-grounds had to be sought, and temporary aerodromes improvised every few days. The small collection of serviceable aeroplanes again justified themselves at the decisive stand in the Marne and Ourcq basin, where immediate reports of enemy concentrations were essential to victory. Again, after the Hun had been swept across the Aisne and was stretching north-eastward tentacles to clutch as much of the coast as was consonant with an unbroken line, the aerial spying out of the succeeding phases of retirement was of great service. Indeed, tentative though it was, the work of the British, French, and German machines before the advent of trench warfare proved how greatly air reconnaissance would alter the whole perspective of an open country campaign.
After the long barrier of trenches deadlocked the chances of extended movement and opened the dreary months of more or less stationary warfare, the R.F.C. organisation in France had time and s.p.a.ce for self-development. Aerodromes were selected and erected, the older and less satisfactory types of machine were replaced by the stable B.E2.C., the active service squadrons were reconstructed and multiplied.
To the observation of what happened behind the actual front was added the mapping of the enemy"s intricate trench-mosaic. For a month or two this was accomplished by the methodical sketches of a few observers. It was an exceedingly difficult task to trace every trench and sap and to pattern the network from a height of about 2000 feet, but the infantry found small ground for dissatisfaction as regards the accuracy or completeness of the observers" drawings. Then came the introduction of aerial photography on a large scale, and with it a complete bird"s-eye plan of all enemy defence works, pieced together from a series of overhead snapshots that reproduced the complete trench-line, even to such details as barbed wire. By the infallible revelations of the camera, untricked by camouflage, concealed gun positions were spotted for the benefit of our artillery, and highly useful information about likely objectives was provided for the bombing craft.
The frequent bombing of German supply centres in Belgium and North France came into being with the development of aerial photography. Owing to the difficulty of correct aim, before the advent of modern bomb-sights, all the early raids were carried out from a low alt.i.tude, sometimes from only a few hundred feet. For every purpose, moreover, low alt.i.tudes were the rule in the earlier months of the war, as most of the machines would not climb above 4000-7000 feet. Much of the observation was performed at something between 1000 and 2000 feet, so that aircraft often returned with a hundred or so bullet-holes in them.
Meanwhile the important work of artillery spotting was being developed.
New systems of co-operation between artillery and aeroplanes were devised, tested, and improved. At first lamps or Very"s lights were used to signal code-corrections, but these were soon replaced by wireless transmission from the observation machine. Targets which could not be ranged on through ground observation posts became targets no longer, after one shoot ranged from the air. As the number of available aircraft increased, so did the amount of observation for the guns, until finally the entire front opposite the British was registered for bombardment and divided into sections covered by specified artillery machines.
Aerial fighting, now so essential and scientific a branch of modern war, was rudimentary in 1914. Pilots and observers of the original Flying Corps carried revolvers, and many observers also equipped themselves with rifles, but the aeroplanes were not fitted with machine-guns. Such sc.r.a.ps as there were consisted of one machine manoeuvring round an opponent at close quarters for the chance of a well-aimed shot. Under these circ.u.mstances to "bring down" or "drive down out of control" an enemy was extremely difficult, though a very gallant officer, since killed in action, once killed two German pilots within five minutes with his revolver.
Soon the possibilities of aerial machine-guns were quickly recognised.
The R.F.C. adopted the Lewis, which from the points of view of lightness and handiness was well suited for aircraft, and the German airmen countered with a modified Hotchkiss and other types.
But the stable observation machines, while excellent for reconnaissance and artillery spotting, allowed their crews only a small arc of fire, and not until the German single-seater scouts and our Bristol scout, then a comparatively fast machine, appeared on the western front in the spring of 1915 did the destruction of aeroplanes become an everyday occurrence. With the introduction of scouts for escort and protective duties came formation flying and concerted attack.
Fighting craft continued to increase in speed and numbers. As the struggle became more and more intense, so did the scene of it move higher and higher, prodded by an ever-growing capacity for climb and the ever-growing menace of the anti-aircraft guns. The average air battle of to-day begins at an alt.i.tude between 12,000 and 20,000 feet.
The conflict for mechanical superiority has had its ebb and flow, and consequently of its proportional casualties; but the British have never once been turned from their programme of observation. There have been critical times, as for example when the Fokker scourge of late 1915 and early 1916 laid low so many of the observation craft. But the Fokkers were satisfactorily dealt with by the de Haviland and the F.E.8. pusher scouts and the F.E. "battleplane," as the newspapers of the period delighted to call it. Next the pendulum swung towards the British, who kept the whip hand during the summer and autumn of last year. Even when the Boche again made a bid for ascendancy with the Halberstadt, the Roland, the improved L.V.G., and the modern Albatross scout, the Flying Corps organisation kept the situation well in hand, though the supply of faster machines was complicated by the claims of the R.N.A.S. squadrons in England.
Throughout the Somme Push we were able to maintain that aerial superiority without which a great offensive cannot succeed. This was partly the result of good organisation and partly of the fighting capabilities of the men who piloted the Sopwith, the Nieuport, the de Haviland, the F.E., and other 1916 planes which were continually at grips with the Hun. The German airmen, with their "travelling circuses"
of twelve to fifteen fast scouts, once more had an innings in the spring of the current year, and the older types of British machine were hard put to it to carry through their regular work. Then came the great day when scores of our new machines, husbanded for the occasion, engaged the enemy h.e.l.l-for-leather at his own place in the air. An untiring offensive was continued by our patrols, and the temporary supremacy pa.s.sed into British hands, where it very definitely remains, and where, if the shadows of coming events and the silhouettes of coming machines materialise, it is likely to remain.
Judged on a basis of losses, the unceasing struggle between aeroplane and aeroplane would seem to have been fairly equal, though it must be remembered that three-quarters of the fighting has had for its _milieu_ the atmosphere above enemy territory. Judged on a basis of the maintenance of adequate observation, which is the primary object of aerial attack and defence, the British have won consistently. At no time has the R.F.C. been obliged to modify its duties of reconnaissance, artillery spotting, photography, or co-operation with advancing infantry, which was introduced successfully last summer. On the contrary, each of these functions, together with bombing and "ground stunts" from low alt.i.tudes, has swollen to an abnormal extent.
An idea of the vastness of our aerial effort on the British front in France can be gathered from the R.F.C. work performed on a typical "big push" day.
Throughout the night preceding an advance, several parties, laden with heavy bombs, steer by compa.s.s to Hun headquarters or other objectives, and return no longer laden with bombs. The first streak of daylight is the herald of an exodus from west to east of many score fighting craft.
These cross the lines, hover among the Archie bursts, and drive back or down all black-crossed strangers within sight. Some of them go farther afield and attack the Boche above his own aerodromes. Such enemy craft as manage to take the air without meeting trouble from the advanced offensive patrols are tackled by the scouts near the lines. The few that travel still farther eastward with the intention of swooping on our observation machines, or of themselves gathering information, receive a hearty welcome from our defensive patrols.
The British two-seaters are thus free to direct the artillery, link the attacking infantry with headquarters, and spy out the land. As soon as the early morning light allows, a host of planes will be darting backward and forward over the trench-line as they guide the terrific bombardment preliminary to an attack. Other machines are searching for new emplacements and signs of preparation behind the enemy trenches.
Several formations carry out tactical reconnaissances around an area stretching from the lines to a radius twenty miles east of them, and further parties perform strategic reconnaissance by covering the railways, roads, and ca.n.a.ls that link the actual front with bases thirty to ninety miles behind it. When, at a scheduled time, the infantry emerge over the top behind a curtain of sh.e.l.ls, the contact patrol buses follow their doings, inform the gunners of any necessary modifications in the barrage, or of some troublesome nest of machine-guns, note the positions held by the attackers, collect signals from the battalion headquarters, and by means of message bags dropped over brigade headquarters report progress to the staff. If, later, a further advance be made, the low-flying contact machines again play their part of mothering the infantry.
Machines fitted with cameras photograph every inch of the defences improvised by the enemy, and, as insurance against being caught unprepared by a counter-attack, an immediate warning of whatever movement is in evidence on the lines of communication will be supplied by the reconnaissance observers. Under the direction of artillery squadrons the guns pound the new Boche front line and range on troublesome batteries.
The bombing craft are responsible for onslaughts on railways, supply depots, garrison towns, headquarters, aerodromes, and chance targets.
Other guerilla work is done by craft which, from a height of anything under a thousand feet, machine-gun whatever worthwhile objects they spot. A column of troops on the march, transport, ammunition waggons, a train, a stray motor-car--all these are greeted joyfully by the pilots who specialise in ground stunts. And at every hour of daylight the scouts and fighting two-seaters protect the remainder of the R.F.C. by engaging all Huns who take to the air.