Category: First World War

During the German U-Boat blockade of Britain during the First World War the Western Approaches was one of the most critical areas. The Atlantic trade routes between Britain and the USA, Canada and Africa all converged in these waters to the south west of Britain. Following Germany’s adoption of unrestricted submarine warfare in February 1917 merchant shipping losses here as in all British home waters increased drastically and there was a real danger of Britain’s vital transatlantic supply lines being cut with catastrophic results. The Royal Navy had already realised the importance of using aircraft in anti-submarine operations and an airship base had been established at Mullion on Cornwall’s Lizard Peninsula in June 1916. As the situation at sea worsened and the need for anti-submarine aircraft became more acute, additional coastal aerodromes were hurriedly established at Newlyn, near Lands End, Tresco in the Scilly Isles, Padstow and Torquay.

The Scilly Isles, 25 miles off the Cornish coast, was an ideal location for the RNAS’s long range flying boats and the harbour near New Grimsby on the Island of Tresco provided a suitable stretch of calm water where flying boats could take off and land. Royal Naval seaplane Base, Isles of Scilly was established on a 20 acre site fronting the harbour. In addition to hangars, offices and living accommodation, a wooden slipway was built so that the flying boats could be brought ashore for maintenance. RNAS and RAF flying boats operated from here between February 1917 and May 1919, making an important contribution to the protection of British shipping from Germany’s U-Boats.

The initial compliment of aircraft at Tresco was six flying boats. The first aircraft to arrive in February 1917 were Curtiss H.12 Large Americas, which had only recently entered RNAS service. American-built, these twin-engined biplane flying boats had a wingspan of 92 feet and were adapted for RNAS service by replacing their Curtiss engines with more powerful Rolls-Royce Eagles. They were relatively fast, well-armed and had an impressive range. In February 1918 a redesigned British version of the Large America – the Felixstowe F.2A – began to replace the H.12s and in July the further improved Felixstowe F.3, with a longer range and a heavier bomb-load, replaced most of the H.12s and F2s. By mid-1918 nine flying boats and two seaplanes were based at Tresco – almost twice the number of aircraft originally planned.

The main job of the Tresco-based flying boats was to fly long range anti-submarine patrols looking for surfaced U-Boats lying in wait for British convoys in the Western Approaches. These patrols lasted from one and a half to five hours and covered the seas around the Scilly Isles in a 250 degree arc with a maximum radius of 75 miles. Aircraft were allocated patrol areas within this large expanse of sea based on a gridded map, similar to the Spider Web used by flying boats operating from Felixstowe over the North Sea. On a good day one aircraft could cover 1,600 square miles of sea in a single patrol. Aircraft based at Plymouth, Newlyn and Fishguard patrolled adjoining areas, ensuring that there was no refuge for U-Boats anywhere in the seas around the south-west of Britain.

In good visibility a surfaced U-Boat could be spotted from the air from up to five miles away. This was demonstrated on 27 May 1917 by Flight Sub-Lieutenant W.L. Anderson and the crew of H.12 8656. Anderson described their encounter with a U-Boat as follows: “1018, sighted hostile submarine on starboard bow, altered course to attack. 1024, submarine opened fire with machine guns. 1025, dropped two 100-lb bombs, two direct hits observed forward of the conning tower. Submarine sank by the bows, stern coming out of the water at an angle of 60 degrees. Circled round position and observed bubbles and foam, considerable quantity of oil. 1028, set course south. Observed serious leak in starboard radiator. CPO Tadman climbed onto the wing root and plugged hole with handkerchief. Remaining thus until return. 1040 (sighted destroyer ‘Medina’ and ML319). Sent signal. 1050 landed, loosing height all the while. Eight direct hits on seaplane.”  Anderson and his crew showed great courage in attacking the U-Boat while under fire and in bringing their damaged aircraft home safely. For their gallantry William Anderson was awarded the Distinguished Service Cross and John Tadman the Conspicuous Gallantry Medal. The wreck of the U-boat claimed by Anderson’s crew was discovered during an underwater survey of its suspected location in October 2018, making it the first ever confirmed sinking of a submarine at sea by an aircraft and the only confirmed sinking of a U-boat by the RNAS and the RAF during First World War.

In the Atlantic waters off the British coast it was very difficult for an aircraft to see a submerged U-Boat. The U-Boats crews were well aware of this and usually dived before an approaching aircraft had time to attack, making itself a much more difficult target for the aircraft’s pilot. Instructional diagrams like this one were produced to help pilots estimate the position of a submarine as it disappeared from sight beneath the waves.

In addition to their anti-submarine patrols duties, from time to time Tresco’s aircraft were also called upon to escort convoys, search for missing ships and aircraft, and blow up drifting mines with their machine guns. On more than one occasion Tresco’s flying boats intervened to save ships under attack by U-Boats. One such action occurred 40 miles north west of the Scilly Isles on 7 September 1918 when Felixstowe F.3 N4238 bombed a U-Boat which had just torpedoed the liner SS Persic. The Persic was carrying 2,800 American troops bound for Britain and would almost certainly have been sunk if the flying boat had not appeared on the scene. Fortunately, though badly damaged, the Persic remained afloat and all the troops were taken off safely. In his log book, a copy of which is held by the RAF Museum (RAF Museum reference X003-9918/001), Flight Sub Lieutenant Horace Prime, an American pilot serving with the RAF at Tresco, reported sighting the Persic on the day when she was torpedoed and then on 24^th September he reports escorting her as she headed for the British mainland for repairs.

Fortunately, the flying boat crews who flew from Tresco did not have to face opposition from German seaplanes, as those operating from the east coast of England did. However, the threat of an attack on Tresco itself by a German raiding party was taken very seriously and some of the officers brought their dogs with them to help guard the island. However, in the event the main enemies were not the Germans so much as the weather and the unreliability of their own aircraft. Fog caused several flying accidents and gales were responsible for damage to aircraft even when in harbour at their moorings. In the event of engine failure aircraft sometimes had to land in rough seas resulting in damage to or even loss of an aircraft. In the course of flying boat operations from Tresco five aircraft were lost at sea, ten were damaged in flying accidents and three more were destroyed at their moorings. The human cost was five aircrew lost and one ground crew killed.

Originally the flying boat unit based at Tresco was simply referred to as Royal Naval Seaplane Base, Isles of Scilly, (the Royal Naval changing to Royal Air Force on 1st April 1918). In May 1918 the aircraft were grouped into four separate Flights numbered 350-353. These were then amalgamated into 234 Squadron in August.

As the War came to an end the number of U-Boat sightings decreased and only three inconclusive attacks were made by Tresco’s aircraft in the final seven months of the War, the last on October 11th 1918. As the anti-submarine patrols became increasingly unproductive, convoy escort then became an important part of their work. The last operational flight from Tresco was on 10th November, the day before the War ended. 234 Squadron remained at Tresco until it was disbanded in May 1919 and after that little further use was made of the base, although the RAF occasionally used it as a reserve flying boat mooring during the 1920s.

Sadly no examples of the flying boats which hunted U-Boats from Tresco have survived, but the memory of them lives on in old photographs, documents and history books. Todays’ visitors to Tresco can enjoy a meal in the “Flying Boat” club and restaurant, built on the site of the old base. The club proudly displays a painting of one of the old flying boats and an example of one of the compasses they were fitted with. The former RAF ammunition store has been converted into holiday cottages and the foundations of some of the other buildings and parts of the slipway are still there.

Our First World War in the Air Exhibition is supported by BAE Systems and the Heritage Lottery Fund.

On the outbreak of the First World War the Royal Naval Air Service quickly realised the importance of flying boats for use in the maritime reconnaissance role. However, it was not until 1917 that the first really effective flying boat entered RNAS service in significant numbers. This was was the American-built H.12 Large America, which carried enough fuel for a patrol lasting 6 hours and had a formidable armament of two 230lb bombs and four machine guns.

The H.12s were joined by the more seaworthy British designed F. 2A Felixstowe in November 1917 and together these two aircraft became the mainstay of the RNAS and RAF North Sea flying boat squadrons.
Their key role was to detect and attack German U-Boats, which in April 1917 were sinking 28,000 tons of British merchant shipping per day. When submerged U-Boats were almost impossible to spot even from the air, but between their bases on the Belgian coast and their patrol areas in British coastal waters they tried to remain surfaced as much as possible. This enabled them to conserve the power in their batteries for use when submerged. During the 10 hours it took a U-Boat to complete its 100 mile voyage across the North Sea it was most vulnerable to attack and it was here that the flying boats searched for them. In 1917 flying boats carried out 23 attacks on U-Boats and at least another 18 in 1918. Six U-Boats were claimed to have been sunk as a result, though post-war research using German records has been unable to confirm any of these claims.

Felixstowe was one of the most important east coast flying boat stations as it was directly opposite the U-Boat bases on the other side of the North Sea. Flying boats from Felixstowe systematically patrolled an octagonal grid known as the Spider Web, which covered 4,000 square miles of sea centred on the North Hinder Light Vessel mid way between the Suffolk coast and the Hook of Holland. Great Yarmouth and Killingholme were also major flying boat bases from which convoy escort, naval reconnaissance, anti-Zeppelin and anti-seaplane patrols were flown.

Zeppelins also flew over the North sea on reconnaissance patrols and en route to attack targets on the British mainland. They normally managed to avoid interception by British aircraft by flying at high altitude, but on three occasions between May 1917 and May 1918 flying boats surprised Zeppelins low over the Dutch and German coast and shot them down. Here are some extracts from the first hand account of the destruction of Zeppelin L22 written by Flight Lieutenant Galpin, the navigator of the H.12 which was responsible for its destruction: “I opened fire with both guns at 50 yards range and observed incendiary bullets entering the envelope on the starboard quarter slightly below the middle….As we began to turn I thought I saw a slight glow inside the envelope and 15 seconds later when she came in sight on our otherside she was hanging tail down at an angle of 45 degrees with the lower half of her envelope thoroughly alight. Five or six seconds later the whole ship was a glowing mass and she fell vertically by the tail…After 45 seconds from first ignition the envelope was burnt off and the bare skeleton plunged into the sea, leaving a mass of black ash on the surface from which a column of smoke about 1,500 feet high sprang up and stood.”

German reaction to the increasing threat from British flying boats soon followed and attacks by German seaplanes based on the Flanders coast became an ever-present danger to the British aircraft. However, even the latest German seaplane fighters such as the Brandenburg W 12 and W 29 did not have it all their own way and the British flying boats usually gave as good as they got. In his log book Flight Commander Gerald Livock records a lucky escape during one such combat on 18th March 1918 while flying Felixstowe F2 A N4512: “Attacked 2 Huns off Terschelling. Chased to Borkum. Attacked by 3 Hun Scouts on return journey but got away. Boat badly riddled. 80 bullet holes in machine. Sighted H.{Hostile} sub on way home. Reported by W/T. Bullet through my coat and one through flying boot.” On 22 May he had another encounter with German aircraft again in N4283: “S.R.P. {Special Reconnaissance Patrol} to Borkum Riff area. Attacked by 4 Hun scouts which were with trawlers 25 miles NE of Haaks {Light Vessel}but got away safely. Saw hostile sub 45 miles E of Yarth.{Yarmouth} which reported. With 4298 (Capt Featherstone)”.
A more detailed account of these events appears in Group Captain Livock’s memoir “To the Ends of the Air”. A few days later on 4th June 1918 a formation of five British flying boats successfully fought off a larger German force just off the Dutch coast. There were losses on both sides, but the British crews were the undoubted victors of the engagement.

An interesting relic from the era of First World War flying boat operations in the North Sea is held by the RAF Museum in the form of a stuffed pigeon. This bird was one of four carrier pigeons released by the crew of an H.12 Large America as they anxiously waited to be rescued in the North Sea. They had landed their flying boat on the open sea to pick up the crew of another aircraft, but the sea proved too rough for them to take off again. Pigeon N.U.R.P/17/F.16331 flew 50 miles back to the Norfolk coast carrying a message giving the crew’s position, but sadly he died of exhaustion in the attempt. To commemorate his self-sacrifice he was preserved in a special glass case at the flying boat station at Great Yarmouth with a brass plate inscribed ” A very gallant gentleman”.

Our ‘First World War in the Air’ exhibition is supported by BAE Systems & the Heritage Lottery Fund

Four Royal Flying Corps, (RFC), squadrons, plus an Aircraft Park, acting as a reserve, crossed the Channel in support of the British Expeditionary Force in mid-August 1914. By 19 August, the RFC was flying reconnaissance sorties to locate the German armies which were closing upon the small British contingent.

Following the Battles of Mons and Le Cateau, the squadrons were caught up in the retreat to the River Marne and quickly found that the rigours of campaigning severely reduced the serviceability, and indeed life-expectancy, of their aircraft. Only a small handful of the aircraft which crossed the Channel in August 1914 survived for more than two or three months.
Now, one hundred years later, it is an opportune moment to examine the aircraft which rendered such brief but valuable early service.

The most numerous RFC aircraft in 1914 was the Royal Aircraft Factory B.E.2a. A direct descendant of the Army Balloon Factory, the Royal Aircraft Factory was primarily employed in designing and testing a range of experimental aircraft, some of which would later see service with the RFC.
In 1911, a small tractor aircraft emerged from the Factory, known as the Bleriot Experimental 1, or B.E.1. Although designed by Geoffrey de Havilland, the War Office regarded M. Bleriot as the world’s foremost designer of tractor aircraft, just as Farman was considered the leading pioneer of the pusher, (hence the F.E. appellation).

Shortly afterwards, a second, similar, aircraft, known as the B.E.2, began flying. Both were the result of intensive study by de Havilland and Edward Busk into making an aeroplane as stable as possible, thereby allowing the pilot to fly slowly over enemy positions, while his observer compiled a report. In August 1912, the War Office held a competition at Larkhill on Salisbury Plain, intended to find a standard aircraft with which to equip the new RFC. Although the competition was won by Samuel Cody, whose aircraft performed best in aggregate across the various trials, it was clear that the B.E.2 was a far more serious proposition. While no orders were made for the Cody, the B.E.2 was ordered in quantity. A number of small modifications were made to the original B.E.2 design and the production version became known as the B.E.2a. However, as a strictly experimental facility, the Factory was obliged to farm out construction work to a number of sub-contractors, notably Bristol, Vickers and Armstrong Whitworth.

In August 1914, 2 and 4 Squadrons were equipped exclusively with the B.E.2a, and the type gave entirely satisfactory service during the early months of the war. A B.E2a, either serial 471 or serial 327, was the first RFC aircraft to land in France on 13 August and it was a B.E.2a, in company with a Bleriot XI, that made the first reconnaissance sortie on 19 August.

A direct development of the B.E.2a, the B.E.2c, joined the RFC in France in August 1914. Further researches in to stability had given this new type wings of positive stagger, aileron control, a small fin forward of the rudder and a large rectangular tailplane. Although much maligned for its performance later in the war, when it was outclassed by newer German types, it must be remembered that in 1914, few, if any, envisaged the intense aerial fighting of 1916 and 1917.

A direct development of the B.E.2 was designed by the Royal Aircraft Factory in 1911, in which the Renault engine was replaced by a Gnome rotary, around which there was great interest. A series of refinements led to the B.E.8 of 1913, an aircraft endowed with positive stagger and a small tailfin, while control was by wing-warping.

A Central Flying School in India was planned during 1914 but the idea was thwarted by the outbreak of war. Nevertheless, two B.E.8s, earmarked for this school, were at Farnborough in August 1914, one of which is seen in the accompanying photograph. Wearing an early and crude form of camouflage, this aircraft left Farnborough on 11 August and, by the 14 August, was at the Aircraft Park at Amiens. Two days later, the aircraft crashed, killing its crew. The RFC made little subsequent use of the type, which they knew as the “Bloater”.

A further refinement of the B.E.2 design was the R.E.1 (Reconnaissance Experimental 1). This elegant and very stable aircraft was originally designed to incorporate armour protection for its crew, although this idea appears to have been quickly abandoned. Only two examples were built and the second was issued to 6 Squadron in May 1914. This squadron did not go to France and was deprived of its aircraft and personnel to reinforce the others during mobilization. On 22 August, a request for any spare aeroplanes was made by the RFC in the Field and the R.E.1 flew to France the following day. However, its career there was brief indeed, for it was struck off charge on 1 September.

The only other British type to accompany the RFC to France was the Avro 504, an aircraft which had made a sensational debut at Hendon in 1913, where it showed an incredible turn of speed. The RFC ordered twelve aircraft in April 1914 and three had joined 5 Squadron by the time war was declared. Avro 504, serial 390, was unfortunate enough to be brought down and captured on 22 August and it was this incident which gave the Germans their first intimation that British forces were somewhere in front of them.

Despite this unpromising start, three Royal Naval Air Service Avro 504s made a daring attack on the German airship base at Friedrichshafen in November 1914, while later versions of the type went on to give invaluable service as training aircraft into the early 1930s.

The Henri Farman F.20 appeared in 1912 and by 1913 the RFC had taken a number on charge. Later that year, one aircraft famously demonstrated its ability to carry a machine gun and, by the outbreak of war, the type was serving with 3 and 5 Squadrons. No fewer than eleven accompanied the RFC to France and it was with Farman serial 341 that Louis Strange fitted a Lewis gun upon a mount of his own design. An attempt to intercept a German aircraft on 22 August ended in ignominious failure, as the Farman proved too lethargic to catch its intended prey, which easily climbed away. Like the Bleriot XI, the Farman’s performance was too marginal and its construction too delicate to ensure its viability as a fighting aircraft and the last was retired from front-line service in March 1915. However, later examples of the type served as an initial training aircraft well into 1917, and provided the first experience of flight to many a budding young pilot.

After Louis Bleriot’s successful cross-Channel flight in 1909, his company produced a series of larger and more powerful monoplanes, all of which appeared under the Type XI designation. A number of these served with the RFC in the pre-war years. Further Type XIs were impressed into service in August 1914 when the shortage of aircraft became acute. It would appear that only 3 Squadron operated the type in France and, as related earlier, it was an aircraft of this squadron, in company with a B.E.2a, which carried out the first RFC reconnaissance sortie of the war. However, the rigours of active service were too onerous for the little monoplane and the last examples were retired from front-line duty in early 1915.

A Bleriot Parasol, intended to give the pilot improved visibility, especially downwards, was exhibited at the Olympia Aero Show in 1914. Immediate interest was shown by the RFC and, after a number of evaluation flights in the Olympia Show aircraft had been made, a recommendation was given in June 1914 to adopt the type for service use. Although events overtook the RFC’s decision, one Parasol, probably the aircraft which had been evaluated but not purchased, was impressed in August. Allocated serial 616, the Bleriot served with 3 and 5 Squadrons and was not struck off charge until May 1915. It is perhaps of interest to note that one of the mechanics who became familiar with this aircraft during its time with 3 Squadron was one J.T.B. McCudden…

Our ‘First World War in the Air’ exhibition is funded by BAE Systems and the Heritage Lottery Fund.

As the 100th anniversary of the start of the First World War approaches it is perhaps opportune to recall the Royal Flying Corps Concentration Camp of June 1914. Col. Frederick Sykes the commander of the Military Wing of the Royal Flying Corps (RFC) ordered all the squadrons of the corps to concentrate together at Netheravon for a training exercise and practice mobilization in June 1914 in response to growing political tensions in Europe.

The RFC consisted of only four full squadrons and despite its small size it was still a considerable undertaking to bring all the units, to Netheravon. 2 Squadron, for example, were stationed at Montrose on the Scottish coast about 70 miles north of Dundee. The squadron was to move south in its entirety, this included all the men and the squadron’s transport of 34 vehicles, some of which had a top speed of only 10mph. 2 Squadron’s move began on the 11th May. The 570 mile journey was to be completed in nine stages, each stage equating to the furthest the slowest vehicles could be expected to travel in a day, thereby testing the reliability of the aircraft and vehicles and the ability of the men and officers to cope with servicing the aircraft on the move. 2 Squadron finally reached Netheravon on the 25th May, two weeks after leaving Montrose.

The assembled squadrons comprised of approximately 60 aircraft, 150 vehicles and 700 officers and men. Much of the flying training took place in the morning when the winds were generally lighter, with afternoons given over to committees and lectures where officers and men would share their knowledge and practical experience.

Lt George Carmichael recalled some of the exercises that he participated in
‘such as reconnaissance, locating a free large toy balloon, reporting possible landing places, testing height and speed, and landing distance needed over an imaginary hedge represented by tape at 20 feet stretched across poles.’

It was during the concentration camp that the prospect of war was raised as, Philip Joubert de la Ferte remembered.

It was at this camp that we were first told officially, but secretly of the imminence of war with Germany. I shall never forget the solemn meeting of 3 Squadron when our squadron commander, Major R. Brooke-Popham , told us what was expected.

It was not all work, however, Wednesday’s and Saturdays were half days with the afternoon’s given over to sports, AM3 Fred Burns recalls that future Victoria Cross recipient James McCudden excelled in the slow bicycle race coming in yards behind everyone else.

The camp began to break up on the 2nd July, and it was agreed that the camp had been a most successful exercise and had put the RFC at a good level of preparedness should war break out. 2 Squadron started their long trek north and did not to complete their move back to Montrose until the 19th July. Just over two short weeks later war would be declared and the RFC would have to put into practice all the lessons they had learned at Netheravon.

Our ‘First World War in the Air’ exhibition is supported by BAE Systems and the Heritage Lottery Fund

In June 1918, at the age of 22, Grace Mary Berry joined the Women’s Royal Air Force (WRAF). In her diary, “My Adventures as a M.T. Driver in the Royal Air Force” she vividly describes her life as a Motor Transport driver with 44 (Home Defence) Squadron at RAF Hainault Farm.

Selected for display in the Royal Air Force Museum’s ‘First World War in the Air’ exhibition, I was required to digitise the diary. Through scanning and transcribing each page, I became fascinated at how active Grace’s life was at this time and was enlightened by her stories. She is very honest in her diary, humorously describing driving mishaps and her frustrations with her Crossley Tender called “Tin Lizzie” which is constantly breaking down and in need of repair.

Other than driving in and around London, she describes in detail the other tasks she has to do:
“Today I have spent cleaning Tin Lizzie’s engine with petrol and paraffin and scraping carbon from the cylinder jacket, cleaning spark plugs etc, so it has been terribly dirty work and I should think I have washed a dozen times and am still dirty.”

Although she provides amusing insight into her role, at times Grace highlights the hazardous nature of the job:
“It was dark returning and I had no headlights and only one side lamp which was most awkward and exciting along the narrow winding country lanes, but fortunately we arrived back safely.”
In a later, but similar episode she complains, “…it is wicked to send girls out under such bad conditions.”

Grace Berry’s diary, to me, provides a rare but vital perspective on the changing boundaries for women during the First World War. Grace thrives on the independence her role as an MT driver provides, however, still comments that some of the difficulties she faced should not be endured by young women. Grace continued her service with the WRAF until she was demobilised in June 1919. Her last entry of 1918 begins:
“The last day of the year – What an extraordinary year it has been for me, full of adventure.”

Our ‘First World War in the Air’ exhibition is supported by BAE Systems and the Heritage Lottery Fund

The Jack Bruce Collection, while providing an in-depth survey of British aircraft produced prior to 1919, includes a number of unusual aircraft, of which the AD Scout, known as the Sparrow, was one.

This unhappy-looking aircraft was designed by the Air Department of the Admiralty in 1915, just as the ‘Zeppelin Menace’ was beginning to spread alarm and despondency.  Charged with the defence of Great Britain, the Admiralty chose to design an aircraft around the recoilless Davis gun, in which it was then interested.  This weapon simultaneously fired not only a shell forwards but also a projectile of the same mass, made from lead balls and grease, backwards, thus cancelling the effect of recoil.  It was clearly hoped, not without reason, that the effect of such a shell upon a German airship would be devastating.  However, after much experimentation, the gun was abandoned in 1918.

Despite its name, the resulting aircraft was most un-Sparrow-like.  In the words of Jack Bruce, ‘an enormously tall undercarriage was necessary, but the track of the wheels was absurdly narrow’.  While the pilot’s position in the nacelle granted him an excellent all-round view, entry was, by necessity, via a ladder, while exiting appeared to be accomplished by leaping from the cockpit.

Somewhat surprisingly, four of these aircraft were ordered, although only was completed and flown.  Perhaps this was a blessing, as the aircraft was considerably overweight and, powered only by an 80hp Gnome rotary engine, performance was disappointing.  It was also reported as being ‘tricky to fly’. If the aircraft had seen service, it undoubtedly would have operated by night.  This would have presented a host of problems, not least of which would have been landing with such a narrow track undercarriage in darkness.

The AD Scout was, Jack Bruce noted, ‘quickly abandoned.’