There was now no obstacle to the long glide. As we went lower, the torn ground showed up plainly. From 2000 feet I could almost count the sh.e.l.l-holes. Two battery positions came into view, and near one of them I saw tracks and could distinguish movements by a few tiny dots. It became evident that, barring accident, we should reach the French zone.
When slightly behind the trenches a confused chatter from below told us that machine-guns were trained on the machine. By way of retaliation, I leaned over and shot at what looked like an emplacement. Then came the Boche front line, ragged and unkempt. I fired along an open trench.
Although far from fearless as a rule, I was not in the least afraid during the eventful glide. My state of intense "wind up" while the fuselage was burning had apparently exhausted my stock of nervousness. I seemed detached from all idea of danger, and the desolated German trench area might have been a side-show at a fair.
We swept by No Man"s Land at a height of 600 feet, crossed the French first- and second-line trenches, and, after pa.s.sing a small ridge, prepared to settle on an uneven plateau covered by high bracken. To avoid landing down wind and down-hill, the pilot banked to the right before he flattened out. The bus pancaked gently to earth, ran over the bracken, and stopped two yards from a group of sh.e.l.l-holes. Not a wire was broken. The propeller had been scored by the bracken, but the landing was responsible for no other damage. Taking into consideration the broken ground, the short s.p.a.ce at our disposal, and the fact that we landed cross-wind, V. had exhibited wonderful skill.
We climbed out, relieved but cantankerous. V., still ignorant of the fire, wanted to know why my gun was silent during our first fight; and I wanted to know why he hadn"t shut off the engine and listened when I shouted for the fire extinguisher. Some French gunners ran to meet us.
The sight that met them must have seemed novel, even to a poilu of two and a half years" understanding.
Supposing that the aeroplane had crashed, they came to see if we were dead or injured. What they found was one almost complete aeroplane and two leather-coated figures, who cursed each other heartily as they stood side by side, and performed a certain natural function which is publicly represented in Brussels by a famous little statue.
"Quels types!" said the first Frenchman to arrive.
An examination of the bus revealed a fair crop of bullet holes through the wings and elevator. A large gap in one side of the fuselage, over a longeron that was charred to powder in parts, bore witness to the fire.
Petrol was dripping from the spot where the tank had been perforated. On taking a tin of chocolate from his pocket, V. found it ripped and gaping. He searched the pocket and discovered a bright bullet at the bottom. We traced the adventures of that bullet; it had grazed a strut, cut right through the petrol union, and expended itself on the chocolate tin.
Soon our attention was attracted to several French machines that were pa.s.sing through a barrage of Archie bursts. The bombardment of an aeroplane arouses only the sporting instinct of the average soldier. His interest, though keen, is directed towards the quality of the shooting and the distance of the sh.e.l.ls for their target; his att.i.tude when watching a pigeon-shoot would be much the same. But an airman has experience of what the aeroplane crews must be going through, and his thought is all for them. He knows that dull, loud cough of an Archie sh.e.l.l, the hiss of a flying fragment, the wicked black puffs that creep towards their mark and follow it, no matter where the pilot may swerve.
Should a friendly machine tumble to earth after that rare occurrence, a direct hit, all the sensations of an uncontrolled nose-dive are suggested to his senses. He hears the shriek of the up-rushing air, feels the helpless terror. It hurts him to know that he is powerless to save a friend from certain death. He cannot even withdraw his eyes from the falling craft. I was glad we had not viewed the disaster while we were in the air, for nothing is more unnerving than to see another machine crumbled up by a direct hit when Archie is firing at yourself.
"Me," said a French gunner by my side, "I prefer the artillery." With which sentiment I have often agreed when dodging Archie, though at every other time I prefer the Flying Corps work to all other kinds of fighting.
V. disappeared to phone the Squadron Commander, and I was left with the crippled bus and the crowd of Frenchmen. The poilus questioned me on subjects ranging from the customary length of a British officer"s moustache to the possible length of the war. Yes, we had been hit in a fight with Boche aeroplanes. Yes, there had also been a slight fire on board. Yes, I had great fear at the time. Yes, I would accept a cigarette with pleasure. No, it was untrue that England contained four million civilian _embusques_ of military age. No, the report that officers of the British Flying Corps received fifty francs a day was inaccurate, unfortunately. But no, my good-for-nothing opinion was that we should not finish the Boche within a year; and so on.
"How is it," said one man in faded uniform, "that the British always manage to keep themselves correct and shaven?"
"La barbe!" interrupted another; "the Tommies don"t keep clean on the Somme. Even the lilies of the etat-majeur can"t." And he began to quote:
"Si ma fi-fi-fiancee me voyait, Elle m" dirait en me donnant cinq sous: "Va t" faire raser!" mais moi, j" repondrais Que moi j"ai toujours les memes deux joues."
V. was away for an hour and a half and when he did return it was to announce that he had been unable to phone because the line was blocked under pressure of important operations. Deciding to report in person, we declined an offer of hospitality from the French officers, but gratefully accepted a guard for the machine, and the loan of a car.
A young lieutenant accompanied us as far as Amiens. There we stopped for supper, and were joined by some civilian friends of our French companion. The _filet de sole au vin blanc_ engendered a feeling of deep content. Now that it was over, I felt pleased with the day"s excitement and the contrast it afforded. Three hours beforehand it seemed likely that the evening would see us prisoners. Yet here we were, supping in a comfortable hotel with three charming ladies and the widow Clicquot.
Arrived at the aerodrome, we visited the hut inhabited by the Squadron Commander, who wore pyjamas and a smile of welcome. We were just in time, he said, to rescue our names from the list of missing. Our tale impressed him so much that, after making arrangements for the stranded bus to be brought back by a repair party, he remarked: "You can both have a rest to-morrow."
"Welcome home, you rotten night-bird," said my tent companion, and mentioned in a hurt tone that our flight was booked for the 5 A.M. reconnaissance. But my last thought before sinking into sleep was of the blessed words: "You can have a rest to-morrow."
CHAPTER IV.
SPYING OUT THE LAND.
For thirty hours the flight had "stood by" for a long reconnaissance. We were dragged from bed at 4.30 of dawn, only to return gratefully beneath the blankets three-quarters of an hour later, when a slight but steady rain washed away all chance of an immediate job. The drizzle continued until after sundown, and our only occupations throughout the day were to wade from mess to aerodrome, aerodrome to mess, and to overhaul in detail machines, maps, guns, and consciences.
Next morning again we dressed in the half-light, and again went back to bed in the daylight. This time the show had been postponed because of low clouds and a thick ground-mist that hung over the reeking earth. It was a depressing dawn--clammy, moist, and sticky.
But by early afternoon the mist had congealed, and the sheet of clouds was torn to rags by a strong south-west wind. The four craft detailed for the reconnaissance were therefore lined outside their shed, while their crews waited for flying orders. I was to be in the leading bus, for when C."s death left vacant the command of A Flight, the good work of my pilot had brought him a flight-commandership, a three-pipped tunic, and a sense of responsibility which, to my relief, checked his tendency to over-recklessness. He now came from the squadron office with news of a changed course.
"To get the wind behind us," he explained, "we shall cross well to the south of Peronne. Next, we go to Boislens. After that we pa.s.s by Nimporte, over the Foret de Charbon to Siegecourt; then up to Le Recul and back by Princebourg, St. Guillaume, and Toutpres.
"As regards the observers, don"t forget to use your field-gla.s.ses on the rolling stock; don"t forget the precise direction of trains and motor transport; don"t forget the railways and roads on every side; don"t forget the ca.n.a.ls; and for the Lord"s and everybody else"s sake, don"t be surprised by Hun aircraft. As regards the pilots--keep in close formation when possible; don"t straggle and don"t climb above the proper height."
The pilots ran their engines once more, and the observers exchanged information about items such as Hun aerodromes and the number of railway stations at each large town. An air reconnaissance is essentially the observer"s show; its main object being to supply the "I" people at headquarters with private bulletins from the back of the German front.
The collection of reconnaissance reports is work of a highly skilled nature, or ought to be. Spying out the land is much more than a search of railways, roads, and the terrain generally. The experienced observer must know the German area over which he works rather better than he knows Salisbury Plain. The approximate position of railway junctions and stations, aerodromes, factories, and depots should be familiar to him, so that he can without difficulty spot any new feature. Also he must be something of a sleuth, particularly when using smoke as a clue. In the early morning a thin layer of smoke above a wood may mean a bivouac. If it be but a few miles behind the lines, it can evidence heavy artillery.
A narrow stream of smoke near a railway will make an observer scan the line closely for a stationary train, as the Boche engine-drivers usually try to avoid detection by shutting off steam. The Hun has many other dodges to avoid publicity. When Allied aircraft appear, motor and horse transport remain immobile at the roadside or under trees. Artillery and infantry are packed under cover; though, for that matter, the enemy very rarely move troops in the daytime, preferring the night or early morning, when there are no troublesome eyes in the air.
To foil these attempts at concealment is the business of the observers who gather information for Army Headquarters and G. H.Q. For observers on corps work the detective problems are somewhat different. This department deals with hidden saps and battery positions, and draws and photographs conclusions from clues such as a muzzle-blast, fresh tracks, or an artificial cl.u.s.ter of trees. All reconnaissance observers must carry out a simultaneous search of the earth for movement and the sky for foes, and in addition keep their guns ready for instant use. And should anything happen to their machines, and a forced landing seem likely, they must sit tight and carry on so long as there is the slightest hope of a safe return.
A nos moutons. I made a long list in my note-book of the places where something useful was likely to be observed, and tried my gun by firing a few shots into the ground. We hung around, impatient at the long delay.
"Get into your machines," called the Squadron Commander at last, when a telephone message had reported that the weather conditions toward the east were no longer unfavourable. We took to the air and set off.
V. led his covey beyond Albert and well south of the Somme before he turned to the left. Then, with the strong wind behind us, we raced north-east and crossed the strip of trenches. The pilot of the emergency machine, which had come thus far to join the party if one of the other four dropped out, waved his hand in farewell and left for home.
Archie barked at us immediately, but he caused small trouble, as most of his attention was already claimed by a party of French machines half a mile ahead. Anyhow we should have shaken him off quickly, for at this stage of the journey, with a forty-mile wind reinforcing our usual air speed of about ninety-five miles an hour, our ground speed was sufficient to avoid lingering in any region made unhealthy by A.-A.
guns. The water-marked ribbon of trenches seemed altogether puny and absurd during the few seconds when it was within sight. The winding Somme was dull and dirty as the desolation of its surrounding basin.
Some four thousand feet above the ground a few clouds moved restlessly at the bidding of the wind.
Pa.s.sing a few small woods, we arrived without interruption over the railway junction of Boislens. With arms free of the machine to avoid unnecessary vibration, the observers trained their gla.s.ses on the station and estimated the amount of rolling stock. A close search of the railway arteries only revealed one train. I grabbed pencil and note-book and wrote: "Boislens, 3.5 P.M. 6 R.S., 1 train going S.W."
Just west of our old friend Mossy-Face were two rows of flagrantly new trenches. As this is one of the points where the enemy made a stand after their 1917 spring retreat, it can be a.s.sumed that even as far back as last October they were preparing new lines of defence, Hindenburg or otherwise. Not far west of these defence works were two troublesome aerodromes at Bertincourt and Velu, both of which places have since been captured.
A hunt for an aerodrome followed. V., who knew the neighbourhood well, having pa.s.sed above it some two-score times, was quick to spot a group of hitherto unnoted sheds north of Boislens, towards Mossy-Face. He circled over them to let me plot the pin-point position on the map and sketch the aerodrome and its surroundings. The Hun pilots, with thoughts of a possible bomb-raid, began to take their machines into the air for safety.
"Got "em all?" Thus V., shouting through the rubber speaking-tube, one end of which was fixed inside my flying-cap, so that it always rested against my ear.
"Correct. Get on with the good work."
The good work led us over a region for ever a.s.sociated with British arms. Some of the towns brought bitter memories of that anxious August three years back. Thus Nimporte, which saw a desperate but successful stand on one flank of the contemptible little army to gain time for the main body; Ventregris, scene of a cavalry charge that was a glorious tragedy; Labas, where a battery of horse-gunners made for itself an imperishable name; Siegecourt, where the British might have retired into a trap but didn"t; and Le Recul itself, whence they slipped away just in time.
In the station at Nimporte a train was waiting to move off, and two more were on their way to the military base of Pluspres. Both attempted to hide their heads by shutting off steam immediately the drone of our engines made itself heard; but we had spotted them from afar, and already they were noted for the information of Bra.s.s Hats.
The next item of interest was activity at a factory outside a little town. Black trails of smoke stretched away from the chimneys; and surely, as we approached a minute ago, a short column of lorries was pa.s.sing along a road towards the factory. Yet when we reached the spot there was no sign of road transport. Nevertheless, I was certain I had seen some motor vehicles, and I entered the fact in my note-book.
Likewise I took care to locate the factory site on my map, in case it deserved the honour of a bomb attack later.
Our bus led the way across the huge unwieldy Foret de Charbon, patterned in rectangular fashion by intersecting roads, and we arrived at Siegecourt. This is at once a fortress and an industrial town. There are several railway stations around it, and these added greatly to the observers" collection of trains and trucks. The Huns below, with unpleasant memories of former visits from British aircraft, probably expected to be bombed. They threw up at us a large quant.i.ty of high-explosive sh.e.l.ls, but the shots were all wide and we remained unworried. To judge by the quality of the A.-A. shooting each time I called there, it seemed likely that half-trained A.-A. gunners were allowed to cut their active service teeth on us at Siegecourt.
Having squeezed Siegecourt of all movement, we headed for Le Recul. Here the intricate patchwork of railway kept the observers busy, and six more trains were bagged. Then, as this was the farthest point east to be touched, we turned to the left and travelled homeward.
It was soon afterwards that our engine went dud. Instead of a rhythmic and continuous hum there was at regular intervals a break, caused by one of the cylinders missing explosion at each turn of the rotary engine.
The rev.-counter showed that the number of revolutions per minute had fallen off appreciably. Decreased revs. meant less speed, and our only chance to keep with the others was to lose height continuously. We were then nearly fifty miles from the lines.
I noticed the gap in the engine"s drone as soon as it began. An airman is accustomed to the full roar of his engine, and it never distracts his attention, any more than the noise of a waterfall distracts those who live near it. But if the roar becomes non-continuous and irregular he is acutely conscious of the sound.
When the machine began to lose height I knew there was a chronic miss.