24 September – A most fatal month

Even at this stage of the war, fliers as likely to be killed in accidents as enemy action. September has been a particularly bad month for accidents so far. Three aircrew have been killed and five taken prisoner so far this month, whilst seven have been killed in accidents.

Since the death of William Hilliard on 8 September, the RNAS has lost 4 more pilots to accidents. On 12 September 1915, there was a mid-air collision between a Cauldron G.III (3282) and a Short S38 (65) at RNAS Eastchurch. Flt Sub-Lt James Morrow Alexander and Flt Sub-Lt Macfie Keith-Johnston were both killed.

Less than a week later on 18 September, Flt Sub-Lt William Croucher crashed a two-seater into a tree near Bignor Park, Sussex. He was killed but his observer Flt Lt Robert Hilton Jones was only injured. The following day, Flt Sub-Lt Douglas Archibald Hay crashed his BE2c (1133) at Hartlet, about 0.5 miles from Whitley Bay Airfield.

The losses have not been confined to the RNAS. 2Lt Geoffrey Brian Hobbs was killed on 7 September. Today, Capt Bindon Blood of 17 Squadron crashed one of the prototype SE4a’s into the ground near Hounslow after doing some sharp turns, losing control of the aircraft and getting into a spin. The petrol tank caught fire and the plane was enveloped in flames, killing Captain Blood.

12 September – Percy Scott

Following the Zeppelin raids on London on 8/9 and 9/10 September, the public are up in arms about the defence of London. Today the Admiralty announced that Admiral Sir Percy Scott is now commander of the London defences.

At the same time, less publicly, the issue of overall responsibility for home defence, came up again. The whole issue had first come up in May 1915. At that point the Admiralty had decided to ask the War Office to relieve them of the responsibility for home air defence and the request had been formally put forward on the 18th of June 1915. The ultimate decision was a matter for the Government, but meanwhile representatives of the two departments met to explore the problems of a possible transfer. The War Office were keen on the principle, but lukewarm on the reality as they had no early prospect of having the material and personnel to do it.

At a second conference in July 1915, the War Office stated that the Army might be in a position to meet home defence air requirements by January 1916, but this left the question of other anti-aircraft defences unanswered. Unfortunately no decision was made and the matter was left to drift.

With the appointment of Sir Percy, the War Office asked again. The Admiralty put off the decision again by stating that investigations of the Paris defences had revealed that maybe aircraft were not all that important as a defence. A further conference has been fixed for November.

26 August 1915 – Bigsworth bags a sub

Arthur Bigsworth

Squadron Commander Arthur Bigsworth DSO who successfully attacked Zeppelin LZ39 back on 17 May 1915, was involved in another extraordinary exploit today.

He was on a mission in his Henri Farman F27 to bomb Zeebrugge when he came across an enemy submarine on the surface about six miles north-west of Ostend.

He then spiralled down to within 500 feet of the sea. At this point the submarine started zigzagging to avoid him. He was also under shell fire from shore batteries. Despite all this, he got into a good attacking position over the submarine and then dropped his 60lb bombs, two of which appeared to hit the submarine. The aircraft was briefly thrown out of control by the concussion, but upon righting it, Bigsworth saw the submarine sinking tail first.

The German authorities have denied losing any submarines today, and insist that the submarine was undamaged and returned to port.

18 August 1915 – London and Kent attacked

Overnight, the This German Naval Airship Division finally saw one of their Zeppelins reach London and match the Army airship record. Four Zeppelins set out but two, L.13 and L.14, turned back with engine problems.

Zeppelin L.10, commanded by Oberleutnant-zur-See Friedrich Wenke, came inland near Sizewell at 22.32 and followed the Suffolk coastline before turning inland. Near Ardleigh, northeast of Colchester, it dropped a parachute flare or incendiary, without damage, and followed the railway line as it passed through Colchester, Witham and Chelmsford, then turned west and headed towards Waltham Abbey.

It then turned South towards London. The first bomb dropped on Lloyd Park, Walthamstow, followed by a string through Leyton and Leytonstone. These landed on various streets including Leyton High Road (bombs killed four near the Midland Road station), Claude Road (three killed), Oakdale Road (two killed), and Southwell Grove Road (one killed).

L10 then headed for home, dropping two bombs at Chelmsford on the way. L10 encountered limited anti-aircraft fire and, although two RNAS aircraft from Chelmsford, one from Holt and three from Yarmouth were in the air, sightings were limited and two of the aircraft crashed on landing.

L11 reached England at around 21.30 near Herne Bay at about 21.30 – causing some panic on the pier the ship then passed over Canterbury. – and meandered over Kent for just over two hours. Passing over Canterbury, L.11 headed towards Faversham before turning south. Having flown over Ashford, von Buttlar then circled back and dropped two explosive and 19 incendiary bombs on the town. Two incendiaries fell in Lower Queen’s Road and six fell in two gardens close by, with another dropping in the neighbouring cemetery. The rest were dropped as L.11 continued on a westward path: nine incendiaries and two explosive bombs fell in fields at Barrow Hill owned by a Mr Bridge, killing sheep and a couple of hens, and one incendiary fell in the grounds of a sanatorium on the Maidstone Road.

L.11 then turned northwards and released 16 explosive and 25 incendiary bombs over the countryside south of Faversham causing minor damage.

L.11 flew out at about 23.35, having caused no casualties and negligible damage, and was sent on her way by 420 rounds of small arms ammunition fired by the 42nd Provisional Battalion.

The AA gun at Faversham Powder Works did not engage L.11. The Manager decided cut the power to the searchlight, believing it would draw attention to this vital establishment.

13 August 1915 – They’re back

Following the failure of the raid on the 9th/10th to reach London, L9, L10 L11 and L13 attempted another raid last night. L9 targetted Hartlepool, while the others were to attack London. L9 and L13 turned back early with engine trouble. L11 reached the English coast at Harwich just before 9 p.m. However, the ship returned home without dropping any bombs It was an eventful trip as lightening storms enveloped the ship, the points and wire stays emitted electric sparks, and bluish flames ran along the machine-guns. The airship survived the storm and landed safely at Nordholz at 07.37 a.m.

L10 had more success. The commander, Oberleutnant-zur-See Wenke came inland just south of Lowestoft at 21.25 and decided to abandon London in favour of Harwich, due to strong headwinds.

The airship dropped a number of bombs harmlessly before being engaged by men of the 2nd/3rd London Infantry Brigade near Woodbridge. Wenke replied by dropping four explosive and twenty incendiary bombs on the town. An explosive bomb landing on the pavement outside 1 St. John’s Hill and killed six people – Mr and Mrs Tyler who were standing at the door of 4 St. John’s Hill, Edward Turner and Dennis Harris who were in the street, Eliza Bunn, aged 67 died shortly after rescuers carried her from the wreckage of her house, and 16-year-old James Marshall died at 27 New Street. Seven other people were injured.

After Woodbridge, L10 dropped bombs near Kesgrave before encountering gunfire from a mobile AA unit at Rushmere The airship then turned away to avoid the defensive fire and continued towards Harwich. L.10 then dropped 12 more bombs on the Parkeston area of Harwich, injuring 17 civilians, demolishing four houses and causing extensive damage to others in Tyler Street. L10 then headed north, dropped two bombs between Fagbury Cliff and Trimley St. Martin before heading out to sea at Aldeburgh at about 23.35.

Four aircraft went up from RNAS Yarmouth but all experienced engine problems and returned early without seeing L10.

12 August 1915 – Torpedo!

Charles Edmonds

The first successful airborne torpedo attack was carried out today in the Dardanelles. A Short 184 seaplane armed with a torpedo and piloted by Flight Commander Charles Edmonds of 3 Wing RNAS was sent on a mission over the Sea of Mamora. Edmonds sighted a Turkish steamer amidst a group of sailing ships and a tug. His report describes the action:

A Short 184

“I glided down and fired my torpedo at the steamer from a height of about 14 feet and range of some 300 yards, with the sun astern of me. I noticed some flashes from the tug … so presumed she was firing at me and therefore kept on a westerly course, climbing rapidly. Looking back, I observed the track of the torpedo, which struck the ship abreast the mainmast, the starboard side. The explosion sent a column of water and large fragments of the ship almost as high as her masthead. The ship was about 5,000 tons displacement, painted black, with one funnel and four masts. She was lying close to the land, so cannot sink very far, but the force of the explosion was such that it is impossible for her to be of further use to the enemy.”

The feat is all the more remarkable because the weight of the torpedo means that the Short Seaplane can only get into the air with a perfect combination of calm seas, light breezes and an engine running to its absolute limits, giving the aircraft an endurance of only about 45 minutes.

10 August 1915 – Zeppelins raid again

Overnight five Zeppelins attempted further raids on England.  L13 had to turn back with engine problems but L9 targeted the Humber while the L10, L11, and L12 aimed for London.

L9, commanded by Kapitänleutnant Odo Loewe, appeared off Flamborough Head about 8.15 p.m. and then passed over the newly-opened naval air station at Atwick (Hornsea). Two naval aircraft went up in pursuit, and Loewe, made cautious by the twilight, rose rapidly and went out to sea again. Shortly after 10pm L9 eventually came inland to bomb Goole with eight explosive and 13 incendiary bombs. Total casualties in Goole were 16 killed and 11 wounded. At 2 Sotheron Street, 65-year-old widow Sarah Acaster and her two grown up daughters, Kezia and Sarah Ann, and a visitor, died in the wreckage of their house. Other bombs, falling on an area between North Street and Aire Street wrecked ten small houses and 12 people were killed. L9 dropped 16 more bombs damaging the docks and railway sidings.

L10, commanded by Oberleutnant-zur-See Friedrich Wenke, thought he had reached London but actually bombed the Isle of Sheppey, coming close to the RNAS base at Eastchurch. Wenke reported dropping 82 bombs in total, but only 14 were discovered on land. 12 bombs hit the airfield but only caused minor damage.

Damage at 12 and 14 Lovewell Road

Zeppelin L11 commanded by Oberleutnant-zur-See H von Buttlar attacked Lowestoft. A bomb destroyed 12 and 14 Lovewell Road killing 18-year-old Kate Crawford and injuring three others. At 2 Wellington Esplanade the blast injured the owner, Miss E. Gridley, and three soldiers of 2/4th Norfolk Regt. billeted there.

Zeppelin L12 with Oberleutnant-zur-See Werner Peterson in command was blown way off course and approached Dover at a low height of about 3500ft. Immediately illuminated by searchlights, two 6pdrs, a 3inch gun and five 1pdr pom-poms opened fire. It appears a shell from the 3pdr struck home. The Zeppelin immediately climbed to escape dropping 10 bombs. Six landed in the sea while two incendiaries struck the parapet of Admiralty Pier and burnt themselves out, while a third fell through the roof of the Transport Office and set fire to the platform but was quickly extinguished. A final bomb fell under the bows of the trawler Equinox, wounding three men. The airship limped back to Ostend, but crashed in the sea a few miles out. Torpedo boats towed her into harbour she burst into flames and was destroyed while being hauled out onto the dock.

The damaged L12 before crashing

A Home Defence aircraft, a Sopwith Tabloid flown by Flight Sub-Lieutenant R. Lord, took off to look for the airship, but failed to find it in the fog. Unfortunately he crashed on landing and died from his injuries.

7 August 1915 – Experiments with balloons

Following the success of HMS Manica and HMS Hector, a third balloon ship, HMS Menelaus (4,672 tons) was converted. The Menelaus differed from the first two ships in that she carried her balloon already inflated. The Menelaus was sent to assist the shelling of enemy targets on the Belgian coast under the command of Admiral Bacon. However, to be of any great use it was obvious that the balloon would have to be let up close to the coast. Unfortunately, the Menelaus was too big a target to survive for long under the eyes of the German gunners. Admiral Bacon therefore ordered that experiments should be made to see if Menelaus could pass her balloon, complete with observers, to the trawler Peary.

HMS Menelaus

This was completed successfully today. The balloon ship was laid stern to wind at a slow speed. The Peary came up alongside on a parallel course and caught a heaving line, to which she at once secured her own balloon cable. The line was hauled back to Menelaus and the trawler’s cable was attached to the balloon. The Peary then hauled in her cable until she was taking the strain of the balloon. The slip wire from Menelaus was let go and taken in by the trawler, and the control of the balloon by Peary was completed. The trawler went off for a fifteen-minute trip before passing her lofty cargo back to Menelaus, During the transfer the balloon plunged badly and the observers in the basket had an uncomfortable time. However, the practicability of handing over the balloon at sea, ready for work, had been demonstrated.

6 August 1915 – First takeoff from a moving ship

Flight Lieutenant William Welsh RNAS successfully took off from a moving ship today. Wing Captain Oliver Schwann, commanding HMS Campania reported the Director of the Air Department:

“Flight Lieutenant W L Welsh successfully flew a Sopwith Schneider Cup seaplane from the flying deck of this ship on the evening of the 6th instant. The following data with regard to the exploit are submitted:-Weight of seaplane 1060lb + pilot 160lb + fuel 30lb + wheels 18lb = 1268lb. Speed of ship 17 knots steaming directly into wind of force 13 knots. Flying deck inclined 0 degrees 15 minutes towards the bows. The seaplane was placed on top of the forward seaplane hatch with the tail right up close against the fore bridge supports. The wheels of the seaplane were then 152ft from the bows. The engine was run at 1,050 revolutions and, with the tail float of the machine resting on the hatch, the seaplane was released at a given signal. As is usual with the 100hp Monosoupape Gnomes, the engine spluttered a little as the seaplane moved ahead; it soon picked up and on the whole pulled well.

The exact moment at which the tail lifted has not been definitely ascertained but it appears to be after running about 30ft. The elevator was kept hard down until the tail was up. It was then kept practically horizontal or slightly up for the whole run except just at the end when it was put considerably up.

The steering of the machine was fairly good. No rails of any description were fitted to the flight deck. The seaplane started with a little port helm in order to counteract the anticipated kick to the left on being released. The amount of helm given was rather too much and the aircraft went off to the starboard side slightly, just as it reached the flying deck. It was then brought back and went to about 5ft to the port side of the centre line. Port helm was given again and the machine was brought back to the centre line and crossed the bows exactly amidships. A proposal to keep the wheels of the seaplane running between rails or in grooved recesses is now finding favour amongst the pilots.

The seaplane left the deck, very gradually, thirty-nine feet from the bows or about thirty-two feet from a point where the flying deck becomes so narrow that one of the wheels of the seaplane would have gone off the edge had it not been flying.

No severe bumps or disturbance was felt by the pilot. He did not intentionally lift the machine into the air at all, but the machine lifted very rapidly just as it got ahead of the bows.

The time from the moment of releasing the seaplane to the moment it left the deck was six seconds. The wheels were subsequently released by the pilot close to one of Campania’s motor boats and were picked up.

The Commander-in-Chief, Grand Fleet, was pleased to signal his congratulations to Flight Lieutenant Welsh for this performance. A great deal of discussion is now going on as to what shall be done to enable the seaplane to fly off the deck more easily and with a full load, as it will be seen that this aeroplane did not get off the deck any too easily.”

Of course, whilst the seaplane was able to take off from the ship, it still has to land in the sea and be winched back on board, limiting its effectiveness.

29 July 1915 – Reorganisation of naval air services

Today the Admiralty agreed to the reorganisation of naval air services and the Royal Naval Air Service will officially come into existence on 1 August. This follows a proposal by Sir John Jelicoe the Commander-in-Chief on 4 June on the functions of a Naval Air Service:

“(a) Observation duties from the coast generally, and from naval bases in particular.
(b) The attack of enemy aircraft wherever met.
(c) The aerial defence of all naval centres, such as dockyards, magazines, since the Army who, properly speaking, should carry out this work, have apparently turned it over to the Navy.
(cl) Scouting for enemy submarines and enemy minelayers, which properly comes under the heading of reconnaissance work.”

Consequently this also means that all semi-military ground services are to be handed over to the Army, leaving the Air Department free to confine its energies to the help of the Navy. This includes fifteen armoured car squadrons, of which six were on active service, three armoured trains and an anti-aircraft section numbering twenty-four officers and 1,500 men, which was part of the home ground defence against air raids.