╨╧рб▒с>■  ВД■   АБ                                                                                                                                                                                                                                                                                                                                                                                                                                            ье┴s ┐ajbjb└ └ %╬кkкk]      ]ЦЦЦЦЦЦЦRRRRR ^,RёъЦЦЦЦЦЦЦЦо░░░░░░,█Ї╧╛▄ЦЦЦЦЦЦ▄вЦЦЦЦЦвввЦ╛ЦЦЦЦокT■TЦЦЦЦЦов воЦЦоК ^╗RRTNо Chapter I - Formation and Early History The history of No. 14 Squadron RNAS and No. 214 Squadron RAF is largely a story of bold pioneer work which contributed to wide-spread effects on mankind in later years. One effect was the development of intensified night bombing. The other was the establishment of ever-improving commercial airlines. The knowledge gained in heavy night-flying aircraft formed the basis for the building of the air passenger services of today. This was finely exemplified in the work of the Squadron's outstanding Commander, later Air Commodore, H.G. Brackley, who as Air Superintendent of Imperial Airways from 1924 to 1939, and later as a senior executive of BOAC and BSAA, did magnificent work in creating the British world network of air services. No. 14 Squadron, Royal Naval Air Service, later No. 214 Squadron Royal Air Force, was formed at Coudekerque near Dunkirk, France, from No. 7 Squadron RNAS. On July 28, 1917 it was initially known as 7A Squadron. On the 19th of December, 1917, No. 7A Squadron officially became No. 14 Squadron and with the birth of the RAF on April 1, l9l8, was given a 200 prefix, to become 214 Squadron RAF. Trained exclusively for night bombing, No 7A took over several of No. 7's earlier aircraft and operated alongside No. 7 and No. 15 Squadrons at Coudekerque, flying Handley Page O/100s, and, a short time later, HP O/400s. Continuously, from the end of 1917 till the very last night of the war, the Handley Pages went off on their raids over Belgium. Although land-based, they were essentially a naval unit, attached to and operating with the Dover Patrol under the command of Admiral Lord Keyes. Their targets were largely against Bruges docks, Ostende and Zeebrugge mole, damage to which would interfere with German submarine activity from the Belgian coast. The life and traditions of the Squadron were entirely naval in character. The Handley Pages were machines far in advance of their time, whose performance and weight-carrying capacity compared well with those bombers used by the RAF at the beginning of the 1939 war, 23 years later. Ordinary young men who had joined up from civilian life, were put into these huge, seemingly incredible monsters, learned to manage them, and flew night after night over the lines against heavy opposition. The Handley Page O/100 (known as the Bloody Paralyser) was produced for the RNAS as a twin-engined bomb-carrying biplane. It was a giant in every way. The wing span was 100 ft., the length 62 ft 10.5'', and the height 22 ft. The power plant consisted of two 250 hp Rolls-Royce Eagle 11s mounted midway between the wings. Total bomb load was fourteen 112 lb RL bombs, each stored in a vertical nose-up position, internally in the centre-fuselage section and in individual cells. Defensive armament consisted of one or two twin Lewis guns mounted in the front gunner's cockpit and one or two Lewis guns on pillar mountings in the rear cockpit. Provision was also made for a ventral gunmounting, firing through a trap door at the front end of the rear cockpit. The performance of the aircraft varied slightly according to the power plant, but, fully loaded, the O/100 usually had a maximum speed of some 65/73 mph at its normal service ceiling of 7000 ft. Provision was also made for the huge wings to fold back parallel with the fuselage, enabling the aircraft to be moved on the ground without difficulty. It was probably the first major aircraft to defeat the then current practice of man-handling, its all-up weight being 8500 lbs without war load. Towing was accomplished by use of a Clayton tractor. Having established the O/100 as the standard heavy bomber, further modifications were carried out and new-type engines installed. These were the 250 hp Rolls Royce Eagle IV or the 350 hp Eagle VII. Fuel tanks were removed from the engine nacelles and two 130 gallon tanks installed in the fuselage above the bomb bay. This arrangement effectively blocked off direct access between front and rear cockpits and several ingenious methods were subsequently employed for passing messages back and forth, including a system of pulley-cables which carried used signal cartridge cases. Other differences were two 14 gallon tanks situated in the main upper centre section, which contacted a gravity fuel supply. Changes to the undercarriage and re-positioning of the tail fin increased structural strength and bomb load. This modified aircraft became known as the O/400. The birth of No. 7A Squadron coincided with a new allied offensive in Flanders. Its task was to disrupt the enemy supply point between Germany and the Ypres sector in addition to attacking aerodromes and submarine pens around Bruges and Ostende. On August 16, 1917, fourteen O/100s dropped more than nine tons of bombs on Thourout railway junction. On the night of August 25/26 the Squadron lost H.P. No. 3137, crewed by F/S/Lt Booth, A.M. Canning, and I.A.M. Yeatman, when a bombing mission was carried out on St. Denis Westrem aerodrome. Between the second and fifth of September, 1917, they followed up with 18 tons on the docks at Bruges. The enemy retaliated with a sustained attack on Coudekerque, which was almost under continual assault from September 23 to October 2. In spite of considerable disruption and hurried dispersal to avoid damage, the squadrons were able to drop nearly ten tons of bombs on the Thourout-Lichtervelde-Cortemarck railway triangle on September 25th. On the night of September 26/27 H.P. No. 3122 failed to return from another mission to the St. Denis Westrem aerodrome. The crew were F/S/Lt Andrews, 2nd Lt Kent (RFC) and I.L.M. Kent. On the 29th, Flight Commander H.G. Brackley, Sub/Lt Bewsher and A/M Ward flew 250 miles in bright moonlight to plant four 250 lb bombs and eight 65 lb bombs on the important Meuse railway bridge at Namur. On the same night another O/100, specially armed with five Lewis guns and crewed by a pilot and four gunners, patrolled at 10,000 ft in the path of Gotha bombers returning from a raid on England. During the four hours that this patrol lasted, three Gothas were met and two engaged. One which passed within 150 ft dived away when attacked and was believed to have landed in Holland. This was probably the earliest use of the tactics so effectively developed 27 years later by 100 (Bomber Support) Group RAF. 214 Squadron's Western Front Theatre of Operations 1917/18 The Squadron attempted to raid Cologne on the night of October 28, 1917, but terrific rain storms forced them back before reaching Germany, and they attacked rail comunications targets in France. Bruges docks were attacked on December 11, 1917, when B.R.3121 piloted by Flt/Cmdr C.H. Darley DSO, with observer W/Cdr T.A. Cull DSO, had rather a close shave on landing. After making a successful sortie in bad weather, the pilot was returning in a rain storm, and on nearing the aerodrome struck the ground at 80 m.p.h., knocked over three small trees and completely turned over, pinning pilot and observer under the wreckage. Help did not arrive for over half an hour, owing to the uncertainty of the machine's position. Several men swam across the canal but on arrival could do nothing. Only when a much larger number of officers and men appeared on the scene could the crew members be extricated from the wreckage. The pilot's head was held to the ground by the weight of one of the engines but, by careful handling, both men were at last freed after being trapped upside down and saturated in petrol for nearly an hour. Apart from a shaking up and a few bruises, neither was the worse for the experience and both were back on operations within forty eight hours. Of the aerodromes in France, those in the Dunkerque area were considered the worst from which to operate. Machines got away quite well, but often, on account of bomb raids on the base, had to fly around for upwards of an hour waiting to be allowed to land. They often landed on the beach until the raid was over, then flew back later. When the drome was badly damaged, aircraft operated off the sands, but this was observed by the enemy and the beach was then bombed. In view of this situation machines could never use the same place more than twice. A seaplane used to come down from Zeebrugge or Ostende and sit on the water just off the beach, and wait for the Handley Pages to come back off the raids, then it would take off and attack them. This machine shot down two F.E.s one night and shot up a Handley Page. In February, 1918, the Admiralty decided that the Squadron should have a well-earned rest and it was transferred to Alquines, near St. Omer, but not for long. Its work in operations with the Dover patrol was of such importance that within two weeks it was back at Coudekerque, again attacking its old objectives. Now came the German breakthrough on the Somme and an urgent call from the Army for the bombing of German supply lines, so night after night machines were raiding, both for the Army and the Navy. One memorable date was March 26, 1918, when Nos 7 and 14 Squadrons combined to attack Velenciennes and neighbouring rail targets. This was the last date that both RNAS squadrons flew under the White Ensign. On April 1, 1918, they became Nos. 207 and 214 RAF. On April 11, seven O/100s of No. 214 were detailed to bomb the mole and coastal batteries at Zeebrugge, to distract attention from a naval force which attempted to block the harbour entrance. The aircraft flown by Captain J.R. Allen, Captain Bewsher and Lt Purvis was to patrol along the coast in advance of the others, releasing 112 lb. bombs at intervals to draw the enemy's anti-aircraft fire. Unfortunately the latter was too accurate and after two and a half hours on patrol one of the engines stopped and the aircraft failed by a few hundred yards to reach the coast at Nieuport. Captain Allen was swept out of the cockpit and drowned, but Bewsher and Purvis were rescued by a motorboat from Dunkerque. Meanwhile, rain and mist had blanketed the coast and only three of the other six bombers managed to find targets. One of them had to land beyond the Dutch frontier, where its crew, Fl/Cdr E.R. Barker, Obs. Lt F.H. Hudson and Fl/Sub/Lt D.C. Kimmond, were interned. The naval force was called off because of the weather. Following the abortive raid of April 11, the Squadron was next in action on the famous St George's Day raid during the night of April 22. The Navy landed and sank block ships in the fairway of the Zeebrugge-Bruges canal, which bottled up twelve submarines and twenty-three motor torpedo boats. With the success of the night bombers, many more heavy bombing squadrons, equipped with Handley Pages, were formed and experienced personnel of the Squadron posted to their strength, with the result that only a nucleus of trained aircrews was left. This difficulty was surmounted by recruiting regular aircraftmen for duty as back gunners. Many a mechanic, clerk and armourer volunteered. Month after month the Squadron worked on, almost without interruption. Then, in May, came tragedy. The Germans, who had evidently been much concerned by the continuous heavy bombardments, decided to make a mass attack on the base from which the British raids had come. Such a reprisal had been foreseen. Decoy aerodromes had been prepared some miles away from Dunkirk, with runway flares to deceive the German airmen. On the evening of May 5, 1918, just after the planes had departed on a raid, a solitary machine circled the base, dropped a stick of bombs and opened machinegun fire, causing casualties, several fatal, in the surprise attack. The following night a mass of heavy bombers attacked the aerodrome, which was a grim and unforgettable experience for those who were there. Altogether, no fewer than 740 bombs were dropped by 40 machines which caused a number of casualties and much damage. Despite these attacks, the work of No. 214 was not interrupted, and the Squadron's aircraft set out as usual on their own raids, using the coastal sands at Fort Mardych, west of Dunkirk, as an emergency airfield. These same sands were, in 1940, to be the site of one of the greatest battles in England's history when, deserted by our Allies, the Army defied the full force of the German Army and Air Force, and made a fighting retreat back to its own shores. H.P. 3132 failed to return from a raid on Bruges docks on May 15, 1918, crewed by Lt. Rushton, pilot, Major Harrison, observer, and act. gun layer Lt. King. This was the second visit made to the target by this aircraft during the night's operations, but with a different crew. Captain Cecil Darley and Captain T.A. Batchelor had for some time been experimenting in order to determine the best method of bombing the Zeebrugge sealock, and in their H.P. O/400 had hit upon a silent gliding approach from 9000 ft to within 80 ft of the target. The objective was to release, simultaneously, one bomb close to each lock and a third midway between them, so that the combined underwater blast would burst open the lock gates. On the first attempt the two aircraft were spotted during their approach, and heavily engaged at 500 ft by anti-aircraft guns. Batchelor and his observer were both wounded and barely able to return to a safe landing at base. Darley and his crew escaped personal damage, and on May 28 successfully repeated the silent attack, with three 520 lb light case bombs from 200 ft. A subsequent photograph showed one of the gates being changed. Although successful in principle, such attacks could only close the canal for a few days. June 10, 1918, was the date of the last raid until the more effective SN bombs of 1,650 lb became available. The first of these was dropped on a target at Middlekirke by Sgt L.A. Dell. An extract from 5th Group, Dover Patrol, states that the bomb functioned successfully and all lights in the town went out, and anti-aircraft fire, which had been intense, stopped and was not renewed. A subsequent photograph showed that the bomb had dropped in a field about half a mile east of the town where it made a crater of over 50 ft in diameter and displaced earth over 100 yds. Early in June, heavy enemy counter-attacks on British aerodromes were stepped up. Coudekerque was bombed for three-quarters of an hour on the 5th and 6th when two hangars were burnt down, although no aircraft were totally lost. Retaliatory measures were taken on the 10th when Squadron aircraft dropped three 550 lb bombs on the Zeebrugge sealock, 34 smaller bombs on the Bruges canal, and 20 on Thourout junction. Later in the month the Squadron moved to St Inglevert, between Calais and Boulogne. The task became harder as the German night fighters began to get active, but still the machines went out, often to the well known targets, and returned, with occasional tragic gaps, for the care and attention of the patient, good-humoured ground crew. With America's entry into the war in 1918, units of the United States Naval Air Service joined 214 in its offensive against German targets, and it became the practice for American crewmen to fly with us in the Handley Pages, usually as gunners or observers. This co-operation and friendship would be renewed 26 years later when American crews trained us to fly their B 17s, and then joined once again with the Squadron in its operations. On August 15, 1918, the 1st Night Bomber Squadron, U.S. Navy Northern Bombing Group, conducted the first night strategic bombing mission ever flown by an American crew under American control. The Caproni bomber No. B5 was manned by pilot Ensign L.R. Taber, observer Ensign C. Fahy and gunner El. D.C. Hale. 1050 lbs of bombs were dropped on the German submarine pens at Ostende from 9000 ft, total flying time being two and three-quarters hours. For this and other missions C. Fahy was awarded the Navy Cross by U.S. President Wilson. No. 214 SQDN, R.A.F. RAID ORDERS. 15th AUGUST, 1918 Mach. Letter Pilot Observer Gunner Load Capr B.5 Ens. Taber Ens.Fahy El.Hale 1-550 & 2-250 9674 C Lieut Lewtas Cpl.Obs. Conley El.Kennedy 1-1660 lb 3492 O Lt. Hetherington 2/Lt.Fletcher El.Sistare 16-112 lb 4578 D Lieut. Fraser Cpl.Obs.Barber El.Desgranges 16-112 lb 4579 H Capt. Russell Sgt. Wardrop Pt.Curtiss 16-112 lb 4581 F Lieut. Nichol Lieut Bowen El.Carpenter 16-112 lb 5411 M Capt. Studd Lt Clark, H.E. 2 LtWittaker 1-1660 lb 4570 K Lieut. McIlraith Corpl Baker 2/Lt Belton 1-1660&2-16 9643 B Lieut. Ellison Sgt Pilot Dell Lt Mansell 1-1660&2-16 EMERGENCY RAID ORDERS. IN CASE OF WEATHER BEING TOO BAD FOR BIG BOMBS. Mach. Pilot Observer Gunner Load 4578 Lieut. Fraser Cpl. Obs. Barber 2/Lt. Price 16-112 lb 3492 Lieut. Hetherington 2/Lt. Fletcher El. Wright 16-112 lb 4581 Lieut. Nichol Lieut. Bowen El. Murray 16-112 lb GROUND OFFICERS: - Captain C. T. Tyrer, Lieut. A. R. Clark. SECOND DOUBLE RAID IN ONE NIGHT BY No. 214 SQDN 14 3/4 TONS OF BOMBS DROPPED IN ONE NIGHT I WOULD LIKE TO EXPRESS MY DEEP APPRECIATION OF THE SPLENDID WAY IN WHICH ALL RANKS WORKED YESTERDAY IN ORDER TO ACHIEVE THE ABOVE RECORD FOR THE SQUADRON. I FEEL SURE THAT THE OPERATIONS OF THE ENEMY MUST HAVE BEEN SERIOUSLY HAMPERED BY OUR CONTINUOUS BOMBARDMENT, THEREBY HELPING OUR ALLIES TO GAIN THEIR OBJECTIVES IN THE GREAT ADVANCE. H. G. BRACKLEY, No. 214 SQUADRON, R.A.F. Major, 30th September, 1918 Officer Commanding A few days after this raid Caproni B5 crashed due to engine trouble and Ens. Fahy and El. Hale were slightly injured. Ensign Fahy later became a judge and was chief negotiator of the Ships for Bases deal between the U.K. and the U.S.A. which exchanged 50 destroyers for bases in the West Indies. At the beginning of World War 2 Fahy was Solicitor General of the U.S. and later became America's representative at the formation of the United Nations. He was also one of the presiding judges at the Nuremburg Trials. During the summer of 1918 the Allies, now heavily reinforced by American troops, went on the offensive in Flanders and other fronts in the south. This latest push proved decisive, and eventually ended with the defeat of the German Army. During this hectic period, No. 214 Squadron was kept fully occupied bombing enemy lines of supply, airfields and ammunition dumps, besides the usual naval targets. One such sortie took place against Costcamp aerodrome. C3489, piloted by Lt G.L. Fraser with observer Cpl W.H. Neve and 2/Lt E.C. Fletcher. On reaching their objective they were attacked by an enemy two seater. The first burst badly wounded Cpl Neve and put one engine out of action. Cpl Neve managed to release the bombs before fainting, and Lt Fraser managed to cross our lines at very low altitude. A safe landing was made on the beach and the machine hauled up the dunes to keep it out of the sight of the enemy. It was soon repaired, and two days later flew back to base. Two other traumatic events for the Handley Page crews occurred during this time, the first of which took place on the night of August 21st, when Lt J. Hetherington, with observer 2/Lt Fletcher and El. 2 C.W. Kennedy, USNAS, attacked the Solway works at Zeebrugge in A/C C3492. After a successful attack, the aircraft was hit by A.A. fire and force-landed in the sea. 2/Lt Fletcher was drowned but the aircraft remained afloat, and after ten hours the two surviving crew members were rescued by Lt Gates, USNAS. The second event happened on August 24 when D9642, piloted by Lt H.A. McCormick, with observer Cpl Barber and Ens. J.C. Foster, USNAS, was preparing to leave the aerodrome. Whilst taking off, the aircraft would not leave the ground, and turned over, pinning the crew under the wreckage. Petrol, in contact with the hot engines, caused explosion and fire and within seconds the machine was well ablaze. Ensign Foster, who had a broken arm, managed to crawl free and give assistance to the pilot and observer, both of whom were injured. Help arrived and the crew were pulled clear just in time as the 16-112 lb bombs exploded with the rescuers and the rescued only 40 yards away. No one was hurt! Throughout early autumn the bombers ranged far and wide, flying whenever the weather permitted. Many crews were given roving commissions to seek out targets of opportunity. A typical sortie of this type happened on the night of October 14, 1918. Pilot Lt Lewtas, observer Capt H.E. Clarke DFC, and Lt K.R. Smith, USNAS, in H.P. D9644 went to Ghent. The Melle sidings in this town were choked with traffic bringing up supplies for the German troops engaged in the Flanders battle. Squadron records state: "Lt Lewtas scored direct hits with three 550 lb bombs on an ammunition train, causing indescribable damage and starting fires all over the sidings." Towards the end of the war, on October 18, King Albert and Queen Elizabeth of the Belgians were flown, by C.O. Brackley, to witness the Allies re-occupy Ostende, Ghent and Ghistelles. Bruges was not included because at that time it was still held by the enemy. On the 24th, the Squadron flew in formation from St Inglevert to Quilen and thence, on the 30th, to Camphin, to join with the other Handley Page squadrons for the final assault on Germany. The last operation of the war was on the night of November 10/11, 1918, when seven aircraft visited Louvain and other machines went to Namur, in appalling weather. Reports on the Louvain raid stated that, owing to the Germans' hurry to evacuate, the target was well lighted, and there was hardly any opposition. A few hours later the war was over. Thus ended a record of service of the highest order, achieved by ten aircraft and two hundred officers and men, commanded by a gallant and courageous leader, still a young man, for "Brackles" was then in his 24th year. During the whole campaign, only five aircraft were lost on the enemy side of the lines. In 1947 a Squadron reunion was held, chaired by Air Commodore H.G. Brackley, who told an amusing story concerning Sgt Obs. Chalmers, also present at the function. Chalmers, who still appeared to be thin and frail but was known to be as tough as the piano wire on the old O/400 bombers, was shot down in 1918 and taken prisoner. He was paraded later in scores of German towns in an effort to bolster morale, by displaying the kind of manhood which typified British aviators. Another story to emerge was that of Sgt Obs. Murphy, who probably has the distinction of being the first airman to shoot down a barrage balloon. He dispatched the balloon whilst returning from a raid on Bruges in 1917, thinking that he had shot down a Zeppelin or reconnaissance blimp. Later confirmation showed that he had shot down a Kite balloon! After bombing Bruges By Paul Bewsher, DSC. A searchlight holds me in its cruel grip And lights with blinding glare my little ship. A thousand eyes must watch me in the town, A thousand souls must wish to bring me down, As I plunge onward through the flaming hell Of blinding brightness and of bursting shell. They do not picture me crouched in my seat Dreading to watch the shells, and on my feet Gazing with frightened eyes, biting my lip. He can pity while he strikes; death, grief, and pain Are what I give. O that the slain Might live - might live! 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