XXII The Mastery of the Air
“Nose dives” and “crashers”—The most intense duels in history—Aviators the pride of nations—Beauchamp—The D’Artagnan of the air—Mastery of the air—The aristocrat of war, the golden youth of adventure—Nearer immortality than any other living man can be—The British are reckless aviators—Aerial influence on the soldier’s psychology—Varieties of aeroplanes—Immense numbers of aeroplanes in the battles in the air.
Wing tip touching wing tip two phantoms passed in the mist fifteen thousand feet above the earth and British plane and German plane which had grazed each other were lost in the bank of cloud. The dark mass which an aviator sees approaching when he is over the battlefield proves to be a fifteen-inch shell at the top of its parabola which passes ten feet over his head. A German aviator thinking he is near home circles downward on an overcast day toward a British aerodrome to find out his mistake too late, and steps out of his machine to be asked by his captors if he won’t come in and have tea. Thus, true accounts that come to the aviators’ mess make it unnecessary to carry your imagination with you at the front.
They talk of “nose dives” and “crashers,” which mean the way an enemy’s plane was brought down, and although they have no pose or theatricalism the consciousness of belonging to the wonder corps of modern war is not lacking. One returns from a flight and finds that a three-inch anti-aircraft gun-shell has gone through the body of his plane.
“So that was it! Hardly felt it!” he said.
If the shell had exploded? Oh, well, that is a habit of shells; and in that case the pilot would be in the German lines unrecognizable among the débris of his machine after a “crasher.”
Where in the old West gunmen used to put a notch on their revolver handle for every man killed, now in each aviator’s record is the number of enemy planes which he has brought down. When a Frenchman has ten his name goes into the official bulletin. Everything contributes to urge on the fighting aviator to more and more victims till one day he, too, is a victim. Never were duels so detached or so intense. No clashing of steel, no flecks of blood, only two men with wings. While the soldier feels his weapon go home and the bomber sees his bomb in flight, the aviator watches for his opponent to drop forward in his seat as the first sign that he has lost control of his plane and of victory, and he does not hear the passing of the bullets that answer those from his own machine gun. One hero comes to take the place of another who has been lost. A smiling English youth was embarrassed when asked how he brought down the great Immelmann, most famous of German aviators.
Nelson’s “Death or Westminster Abbey” has become paraphrased to “Death or the communiqué.” At twenty-one, while a general of division is unknown except in the army an aviator’s name may be the boast of a nation. In him is expressed the national imagination, the sense of hero-worship which people love to personify. The British aviation corps stuck to anonymity until the giving of a Victoria Cross one day revealed that Lieutenant Ball had brought down his twenty-sixth German plane.
Soon after the taking of Fort Douaumont when I was at Verdun, Beauchamp, blond, blue-eyed and gentle of manner, who had thrilled all France by bombing Essen, said, “Now they will expect me to go farther and do something greater;” and I was not surprised to learn a month later that he had been killed. Something in the way he spoke convinced me that he foresaw death and accepted it as a matter of course; and he realized, too, the penalty of being a hero. He had flown over Essen and dropped his bombs and seen them burst, which was all of his story.
The public thrill over such exploits is the greater because of their simplicity. An aviator has no experiences on the road; he cannot stop to talk to anyone. There is flight; there is a lever that releases a bomb; there is a machine gun. He may not indulge in psychology, which would be wool-gathering, when every faculty is objectively occupied. He is strangely helpless, a human being borne through space by a machine, and when he returns to the mess he really has little to tell except as it relates to mechanism and technique.
The Royal Flying Corps, which is the official name, never wants for volunteers. Ever the number of pilots is in excess of the number of machines. Young men with embroidered wings on their breasts, which prove that they have qualified, waited on factories to turn out wings for flying. Flight itself is simple, but the initiative equal to great deeds is another thing. Here you revert to an innate gift of the individual who, finding in danger the zest of a glorious, curiosity, the intoxication of action, clear eye, steady hand answering lightning quickness of thought, becomes the D’Artagnan of the air. There is no telling what boyish neophyte will show a steady hand in daring the supreme hazards with light heart, or what man whom his friends thought was born for aviation may lack the touch of genius.
Far up in the air there is an imaginary boundary line which lies over the battle line; and there is another which may be on your side or on the other side of the battle line. It is the location of the second line that tells who has the mastery of the air. A word of bare and impressive meaning this of mastery in war, which represents force without qualification; that the other man is down and you are up, the other fends and you thrust. More glorious than the swift rush of destroyer to a battleship that of the British planes whose bombs brought down six German sausage balloons in flames before the Grand Offensive began.
I need never have visited an aerodrome on the Somme to know whether Briton and Frenchman or German was master of the air. The answer was there whenever you looked in the heavens in the absence of iron crosses on the hovering or scudding or turning plane wings and the multiplicity of bull’s-eyes; in the abandoned way that both British and French pickets flew over the enemy area, as if space were theirs and they dared any interference. If you saw a German plane appear you could count three or four Allied planes appearing from different directions to surround it. The German had to go or be caught in a cross fire, and manoeuvered to his death.
Mastery of the air is another essential of superiority for an offensive; one of the vital features in the organized whole of an attack. As you press men and guns forward enemy planes must not locate your movements. Your planes with fighting planes as interference must force a passage for your observers to spot the fall of shells on new targets, to assist in reporting the progress of charges and to play their proper auxiliary part in the complex system of army intelligence.
Before the offensive new aerodromes began to appear along the front at the same time that new roads were building. An army that had lacked both planes and guns at the start now had both. Every aviator knew that he was expected to gain and hold the mastery; his part was set no less than that of the infantry. Where should “the spirit that quickeneth” dwell if not with the aviators? No weary legs hamper him; he does not have to crawl over the dead or hide in shell-craters or stand up to his knees in mire. He is the pampered aristocrat of war, the golden youth of adventure.
He leaves a comfortable bed, with bath, a good breakfast, the comradeship of a pleasant mess, the care of servants, to mount his steed. When he returns he has only to step out of his seat. Mechanics look after his plane and refreshment and shade in summer and warmth in winter await alike the spoiled child of the favored, adventurous corps who has not the gift and never quite dares the great hazards as well as the one who dares them to his certain end. All depends on the man.
Rising ten or fifteen thousand feet, slipping in and out of clouds, the aviator breathes pure ozone on a dustless roadway, the world a carpet under him; and though death is at his elbow it is no grimy companion like death in the trenches. He is up or he is down, and when he is up the thrill that holds his faculties permits of no apprehensions. There is no halfway business of ghastly wounds which foredoom survival as a cripple. Alive, he is nearer immortality than any other living man can be; dead, his spirit leaves him while he is in the heavens. Death comes splendidly, quickly, and until the last moment he is trying to keep control of his machine. It is not for him to envy the days of cavalry charges. He does not depend upon the companionship of other men to carry him on, but is the autocrat of his own fate, the ruler of his own dreams. All hours of daylight are the same to him. At any time he may be called to flight and perhaps to die. The glories of sunset and sunrise are his between the sun and the earth.
You expect the British to be cool aviators, but with their phlegm, as we have seen, goes that singular love of risk, of adventure, which sends them to shoot tigers and climb mountains. Indeed, the Englishman’s phlegm is a sort of leash holding in check a certain recklessness which his seeming casualness conceals. After it had become almost a law that no aviator should descend lower than twelve thousand feet, British aviators on the Somme descended to three hundred, emptied their machine guns into the enemy, and escaped the patter of rifle fire which the surprised German soldiers had hardly begun before the plane at two miles a minute or more was out of range.
When Lord Kitchener was inspecting an aerodrome in France in 1914 he said: “One day you will be flying and evoluting in squadrons like the navy;” and the aviators, then feeling their way step by step, smiled doubtfully, convinced that “K” had an imagination. A few months later the prophecy had come true and the types of planes had increased until they were as numerous as the types of guns.
The swift falcon waiting fifteen thousand feet up for his prey to add another to his list in the communiqué is as distinct from the one in which I crossed the channel as the destroyer is from the cruiser and from some still bigger types as is the cruiser from a battleship. While the enemy was being fought down, bombs were dropped not by pounds but by tons on villages and billets, on ammunition dumps and rail-heads, adding their destruction to that of the shells.
There was more value in mastery than in destruction or in freedom of observation, for it affected the enemy’s morale. A soldier likes to see his own planes in the air and the enemy’s being driven away. The aerial influence on his psychology is enormous, for he can watch the planes as he lies in a shell-crater with his machine gun or stands guard in the trench; he has glimpses of passing wings overhead between the bursts of shells. To know that his guns are not replying adequately and that every time one of his planes appears it is driven to cover takes the edge off initiative, courage and discipline, in the resentment that he is handicapped.
German prisoners used to say on the Somme that their aviators were “funks,” though the Allied aviators knew that it was not their opponents’ lack of courage which was the principal fault, even if they had lost morale from being the under dog and lacked British and French initiative, but numbers and material. It was resource against resource again; a fight in the delicate business of the manufacture of the fragile framework, of the wonderful engines with their short lives, and of the skilled battalions of workers in factories. The Germans had to bring more planes from another front in order to restore the balance. The Allies foreseeing this brought still more themselves, till the numbers were so immense that when a battle between a score of planes on either side took place no one dared venture the opinion that the limit had been reached—not while there was so much room in the air and volunteers for the aviation corps were so plentiful.