Among all the delightful entertainers who came over to the front from the United States to help cheer up the fighting men, none except our own Elsie Janis, who is an honorary member of our Squadron, were quite so highly appreciated by our fellows as the Margaret Mayo Y.M.C.A. troup, which gave us an entertainment just a night or two after this. The players included such well known talent as Elizabeth Brice, Lois Meredith, Bill Morrisey, Tommy Gray and Mr. Walker—all of New York. After a hurried preparation, we cleaned up one of the hangars, prepared a stage and made a dressing room by hanging a curtain over a truck and trailer. After a merry dinner in 94’s mess hall everybody crowded into the “theater,” and the way the boys laughed and shouted there, during the performance, must have sounded hysterical to the actors; but to my mind this hysteria was only an outlet for the pent-up emotion and an indication of the tension and strain under which we had so long been living. At any rate it was the best show I have ever seen at the front, barring always the one evening Miss Janis appeared on our aerodrome for an entertainment.
The night of September 24th, Major Marr returned from Paris and announced that he had received orders to return to America. Shortly afterward Major Hartney handed me an order promoting me to the Command of the 94 Squadron!
My pride and pleasure at receiving this great honor I cannot put into words. I had been with 94 since its first day at the front. I was a member of this, the very first organization to go over the lines. I had seen my old friends disappear and be replaced by other pilots whom I had learned to admire and respect. And many of these had in turn disappeared!
Now but three members of the original organization were left—Reed Chambers, Thorn Taylor and myself. And I had been given the honor of leading this distinguished Squadron! It had had Lufbery, Jimmy Hall and Dave Peterson as members. And it led all the rest in number of victories over the Huns.
But did it? I walked over to the Operations Office and took a look at the records. I had a suspicion that Frank Luke’s wonderful run of the past few days had put 27 Squadron ahead of us.
My suspicions were quite correct. The sober fact was that this presumptuous young 27 had suddenly taken a spurt, thanks to their brilliant Luke, and now led the Hat-in-the-Ring Squadron by six victories! I hurried over to 94 quarters and called together all my pilots.
The half hour we had together that evening firmly fixed a resolve in the aspirations of 94’s members. No other American Squadron at the front would ever again be permitted to approach so near our margin of supremacy. From that hour every man in 94 Squadron, I believe, felt that the honor of his Squadron was at stake in this matter of bringing down Huns. At all events, within a week my pilots had overtaken 27’s lead and never again did any American Squadron even threaten to overtop our lead.
After a talk that night with the pilots, I went over and called the mechanics to a caucus. We had half an hour’s talk together and I outlined to them just what our pilots proposed to do with their help. And they understood that it was only by their whole-souled help that their Squadron’s success would be possible. How nobly these boys responded to our appeal was well proved in the weeks that followed. Rarely indeed was a dud motor found in 94 Squadron henceforward. Never did a squadron of pilots receive more faithful attendance from their helpers in the hangar than was given us by these enthusiastic air mechanics of the Hat-in-the-Ring Squadron. I honestly believe that they felt the disgrace of being second more keenly than did we pilots.
Finally, I had a long and serious conference with myself that night. After I had gone to bed I lay awake for several hours, thinking over the situation. I was compelled to believe that I had been chosen Squadron Commander because, first, I had been more successful than the other pilots in bringing down enemy aeroplanes; and second, because I had the power to make a good leader over other pilots. That last proposition caused me infinite thought. Just how and wherein could I do the best by my followers?
I suppose every squadron leader has this same problem to decide, and I cannot help but believe that on his decision as to how he shall lead his pilots depends in a great measure the extent of his success—and his popularity.
To my mind there was but one procedure. I should never ask any pilot under me to go on a mission that I myself would not undertake. I would lead them by example as well as precept. I would accompany the new pilots and watch their errors and help them to feel more confidence by sharing their dangers. Above all, I would work harder than ever I did as mere pilot. There was no question about that. My days of loafing were over!
To avoid the red-tape business at the aerodrome—the making out of reports, ordering materials and seeing that they came in on time, looking after details of the mess, the hangars and the comfort of the enlisted men—all this work must be put under competent men, if I expected to stay in the air and lead patrols. Accordingly I gave this important matter my attention early next morning. And the success of my appointments was such that from that day to this I have never spent more than thirty minutes a day upon the ground business connected with 94’s operations.
Full of this early enthusiasm I went up on a lone patrol the very first morning of my new responsibility, to see how much I had changed for the better or the worse.
Within half an hour I returned to the aerodrome with two more victories to my credit—the first double-header I had so far won!
An Eventful “D” Day
September 25th, 1918, was my first day as Captain of the 94 Squadron. Early that forenoon I started for the lines alone, flew over Verdun and Fort Douaumont, then turned east towards Etain. Almost immediately I picked up a pair of L.V.G. two-seater machines below me. They were coming out of Germany and were certainly bent upon a expedition over our lines. Five Fokker machines were above them and somewhat behind, acting as protection for the photographers until the lines were reached.
Climbing for the sun for all I was worth, I soon had the satisfaction of realizing that I had escaped their notice and was now well in their rear. I shut down my motor, put down my head and made a bee line for the nearest Fokker.
I was not observed by the enemy until it was too late for him to escape. I had him exactly in my sights when I pulled both triggers for a long burst. He made a sudden attempt to pull away, but my bullets were already ripping through his fusilage and he must have been killed instantly. His machine fell wildly away and crashed just south of Etain.
It had been my intention to zoom violently upwards and protect myself against the expected attack from the four remaining Fokkers as soon as I had finished the first man. But when I saw the effect of my attack upon the four dumbfounded Boches I instantly changed my tactics and plunged straight on through their formation to attack the photographing L.V.G.’s ahead. For the Heinies were so surprised by finding a Spad in their midst and seeing one of their number suddenly drop that the remaining three viraged to right and left. Their one idea was to escape and save their own skins. Though they did not actually pique for home, they cleared a space large enough for me to slip through and continue my dive upon the two-seaters before they could recover their formation.
The two-seaters had seen my attack and had already put down their heads to escape. I plunged along after them, getting the rear machine in my sights as I drew nearer to him. A glance back over my shoulder showed me that the four Fokkers had not yet reformed their line and were even now circling about with the purpose of again solidifying their formation. I had a few seconds yet before they could begin their attack.
The two L.V.G. machines began to draw apart. Both observers in the rear seats were firing at me, although the range was still too long for accurate shooting. I dove more steeply, passed out of the gunner’s view under the nearest machine and zoomed quickly up at him from below. But the victory was not to be an easy one. The pilot suddenly kicked his tail around, giving the gunner another good aim at me. I had to postpone shooting until I had more time for my own aiming. And in the meanti
me the second photographing machine had stolen up behind me and I saw tracer bullets go whizzing and streaking past my face. I zoomed up diagonally out of range, made a renversement and came directly back at my first target.
Several times we repeated these maneuvers, the four Fokkers still wrangling among themselves about their formation. And all the time we were getting farther and farther back into Germany. I decided upon one bold attack and if this failed I would get back to my own lines before it was too late.
Watching my two adversaries closely, I suddenly found an opening between them. They were flying parallel to each other and not fifty yards apart. Dropping down in a sideslip until I had one machine between me and the other I straightened out smartly, leveled my Spad and began firing. The nearest Boche passed directly through my line of fire and just as I ceased firing I had the infinite satisfaction of seeing him gush forth flames. Turning over and over as he fell the L.V.G. started a blazing path to earth just as the Fokker escort came tearing up to the rescue. I put on the gas and piqued for my own lines.
Pleased as I was over this double-header, the effect it might have upon my pilots was far more gratifying to me.
Arriving at the aerodrome at 9:30 I immediately jumped into a motorcar, called to Lieutenant Chambers to come with me and we set off at once to get official confirmation for this double victory. We took the main road to Verdun, passed through the town and gained the hills beyond the Meuse, towards Etain. Taking the road up to Fort de Tavannes we passed over that bloody battlefield of 1916 where so many thousand German troops fell before French fire in the memorable Battle for Verdun. At the very crest of the hill we were halted by a French poilu, who told us the rest of the road was in full view of the Germans and that we must go no farther.
We asked him as to whether he had seen my combat overhead this morning. He replied in the affirmative and added that the officers in the adjacent fort too had witnessed the whole fight through their field glasses. We thanked him and leaving our car under his care took our way on foot to the Fort.
Two or three hundred yards of shell-holes sprinkled the ground between us and the Fort. We made our way through them, gained admittance to the interior of the Fort and in our best Pidgin French stated our errand to M. le Commandant. He immediately wrote out full particulars of the combat I had had with the L.V.G., signed it and congratulated me upon my victory with a warm shake of the hand. Having no further business at this place, we made our adieus and hastened back to our car.
Plunging through the shallowest shell-holes we had traversed about half the distance to our car, which stood boldly out on the top of the road, when a shrill whining noise made us pause and listen. The next instant a heavy explosion announced that a shell had landed about fifty yards short of us. Simultaneously with the shower of gravel and dirt which headed our way we dropped unceremoniously on our faces in the bottom of the deepest shell-hole in our vicinity.
The Huns had spotted our car and were actually trying to get its range!
Two or three times we crawled out of our hole, only to duck back at the signal of the next coming shell. After six or eight shots the Boche gunners evidently considered their target too small, for they ceased firing long enough for us to make a bolt across the intervening holes and throw ourselves into the waiting automobile. I most fervently wished that I had turned the car around before leaving it, and I shall never forget the frightful length of time it took me to get our car backed around and headed in the right direction. We lost no time in getting down that hill.
Next day was to be an important one for us and for the whole American Army. Officially it was designated as “D” day and the “Zero hour,” by the same code, was set for four o’clock in the morning. At that moment the artillery barrage would begin and forty thousand doughboys who were posted along the front line trenches from the Meuse to the Argonne Forest would go over the top. It was the 26th day of September, 1918.
Precisely at four o’clock I was awakened by my orderly who informed me that the weather was good. Hastily getting out of doors, I looked over the dark sky, wondering as I did so how many of our boys it would claim before this day’s work was done! For we had an important part to play in this day’s operations. Headquarters had sent us orders to attack all the enemy observation balloons along that entire front this morning and to continue the attacks until the infantry’s operations were completed. Accordingly every fighting squadron had been assigned certain of these balloons for attack and it was our duty to see that they were destroyed. The safety of thousands of our attacking soldiers depended upon our success in eliminating these all-watching eyes of the enemy. Incidentally, it was the first balloon strafing party that 94 Squadron had been given since I had been made its leader and I desired to make a good showing on this first expedition.
Just here it may be well to point out the difficulties of balloon strafing, which make this undertaking so unattractive to the new pilot.
German “Archy” is terrifying at first acquaintance. Pilots affect a scorn for it, and indeed at high altitudes the probabilities of a hit are small. But when attacking a balloon which hangs only 1,500 feet above the guns (and this altitude is of course known precisely to the anti-aircraft gunner) Archy becomes far more dangerous.
So when a pilot begins his first balloon attacking expeditions, he knows that he runs a gauntlet of fire that may be very deadly. His natural impulse is to make a nervous plunge into the zone of danger, fire his bullets, and get away. Few victories are won with this method of attack.
The experienced balloon strafers, particularly such daring airmen as Coolidge and Luke, do not consider the risks or terrors about them. They proceed in the attack as calmly as though they were sailing through a stormless sky. Regardless of flaming missiles from the ground, they pass through the defensive barrage of fire, and often return again and again, to attack the target, until it finally bursts into flame from their incendiary bullets.
The office charts informed me that day would break this morning at six o’clock. Consequently we must be ready to leave the ground in our machines at 5:20, permitting us thirty minutes in which to reach our objectives, and ten minutes in which to locate our individual balloons. For it is essential to strike at these well defended targets just at the edge of dawn. Then the balloons are just starting aloft, and our attacking aeroplanes are but scantily visible from below. Moreover enemy aeroplanes are not apt to be about so early in the morning, unless the enemy has some inkling of what is going on.
I routed out five of my best pilots, Lieutenants Cook, Chambers, Taylor, Coolidge and Palmer; and as we gathered together for an early breakfast, we went over again all the details of our pre-arranged plans. We had two balloons assigned to our Squadron, and three of us were delegated to each balloon. Both lay along the Meuse between Brabant and Dun. Every one of us had noted down the exact location of his target on the evening before. It would be difficult perhaps to find them before daylight if they were still in their nests, but we were to hang about the vicinity until we did find them, if it took all day. With every man fully posted on his course and objective, we put on our coats and walked over to the hangars.
I was the last to leave the field, getting off the ground at exactly 5:20. It was still dark and we had to have the searchlights turned onto the field for a moment to see the ground while we took off. As soon as we lifted into the darkness the lights were extinguished. And then I saw the most marvelous sight that my eyes have ever seen.
A terrific barrage of artillery fire was going on ahead of me. Through the darkness the whole western horizon was illumined with one mass of sudden flashes. The big guns were belching out their shells with such rapidity that there appeared to be millions of them shooting at the same time. Looking back I saw the same scene in my rear. From Luneville on the east to Rheims on the west there was not one spot of darkness along the whole front. The French were attacking along both our flanks at the same time with us in
order to help demoralize the weakening Boche. The picture made me think of a giant switchboard which emitted thousands of electric flashes as invisible hands manipulated the plugs.
So fascinated did I become over this extraordinary fireworks display that I was startled upon peering over the side of my machine to discover the city of Verdun below my aeroplane’s wings. Fastening my course above the dim outline of the Meuse River I followed its windings down stream, occasionally cutting across little peninsulas which I recognized along the way. Every inch of this route was as familiar to me as was the path around the corner of my old home. I knew exactly the point in the Meuse Valley where I would leave the river and turn left to strike the spot where my balloon lay last night. I did not know what course the other pilots had taken. Perhaps they had already—
Just as these thoughts were going through my mind I saw directly ahead of me the long snaky flashes of enemy tracer bullets from the ground piercing the sky. There was the location of my balloon and either Cook or Chambers was already attacking it. The enemy had discovered them and were putting up the usual hail of flaming projectiles around the balloon site. But even as the flaming bullets continued streaming upwards I saw a gigantic flame burst out in their midst! One of the boys had destroyed his gas-bag!
Even before the glare of the first had died I saw our second enemy balloon go up in flames. My pilots had succeeded beyond my fondest expectations. Undoubtedly the enemy would soon be swinging new balloons up in their places, but we must wait awhile for that. I resolved to divert my course and fly further to the north where I knew of the nest of another German observation balloon near Damvillers.
Dawn was just breaking as I headed more to the east and tried to pick out the location of Damvillers. I was piercing the gloom with my eyes when again—straight in front of my revolving propeller I saw another gush of flame which announced the doom of another enemy balloon—the very one I had determined to attack. While I was still jubilating over the extraordinary good luck that had attended us in this morning’s expedition, I glanced off to my right and was almost startled out of my senses to discover that a German Fokker was flying alongside me not a hundred yards away! Not expecting any of the enemy aeroplanes to be abroad at this early hour, I was naturally upset for the moment. The next instant I saw that he had headed for me and was coming straight at my machine. We both began firing at the same time. It was still so dark that our four streams of flaming bullets cut brilliant lines of fire through the air. For a moment it looked as though our two machines were tied together with four ropes of fire. All my ammunition was of the incendiary variety for use against gas-bags. The Hun’s ammunition was part tracer, part incendiary and part regular chunks of lead.
War Stories Page 28
