Air Men o' War

by Boyd Cable

But in the hangars, the armoury, the carpentry and machine shops, the electrics were at full blaze, the mechanics were hustling and bustling for dear life. It grew colder as the night wore on, and by midnight men who had been working in shirt-sleeves began to put on their jackets. By 2 a.m. they were shivering as they worked, especially those blue-lipped and stiff-fingered ones who had to stand still over a lathe or sit crouched, stitching and fumbling with numb fingers at fabric and tape and string. Again the hangars were filled with a welter of stripped and wrecked-looking outlines of machines, and all the apparent lumber of dismantled parts and waiting spares. About 3 and 4 a.m. tenders began to rumble in on their return from various errands, and at 5 orderlies came from the cook-house with dixies of hot tea. The Flight Sergeants confabbed and compared notes then and sent half the mechanics off to bed and set the other half to work again; and by 6 the machines were taking decently recognisable shape. And at half an hour before dawn again the machines of the first Flight were out and ready, with engines run up and warmed, and tanks full, and ammunition and bombs in place, waiting for the shivering pilots stumbling out to them in the dark. They were gone before the first blink of light paled the gun-flashes in the sky, and they were barely gone before there came dropping into the 'drome the pilots who had gone off the night before to fly in new machines to replace the wastage. A second Flight went at 9, and then the mechanics, who had turned in at 5.30, were turned out again and the others sent to bed. They had an even shorter spell of rest, because new machines somehow require an appalling amount of work and overhauling and tuning up before any self-respecting Squadron considers them fit to carry their pilots.

All that day the yesterday's performance was repeated, with the addition that parties had to be sent off in tenders to bring in machines that had made forced landings away from the 'drome and were unfit to fly home. The mechanics, dismissed for an hour at dinner-time and an hour at tea-time, spent about ten minutes over each meal, and the rest in sleep. They needed it, for that night they had no sleep at all, had to drive their work to the limit of their speed to get the machines ready for the pilots to take in the morning. That day there were more crashes, mild ones and complete write-offs, and it is hard to say which the weary mechanics loathed the most. The pilots had amazing luck. Man after man was shot down, but managed to glide back to our side of the lines, crash his machine, crawl out of the splintered wreckage, and make his way by devious routes back to the Squadron—to take another machine as soon as it was ready, and go out again next day.

For four days this sort of thing continued. In that time the mechanics averaged twenty and a half hours' driving hard work a day, the shop electrics were never out, the lorry-shop lathe, with relays running it never ceased to turn; the men ate their food at the benches as they worked, threw themselves down in corners of the hangars and under the benches, and snatched odd hours of sleep between a Flight going out and another coming in.

By the mercy, dud weather came on the fifth day, driving rain and blanketting mist, and the mechanics—no, not rested, but spurted again and cleared up the débris of past days, repaired, refitted, and re-rigged their machines in readiness for the next call, whenever it might come. At the finish, about midnight of the fourth day, some of them had to be roused from sleeping as they stood or sat at their work; one man fell asleep as he stood working the forge bellows and tumbled backwards into a tub of icy water.

Then they reeled and stumbled to their beds, and again by the grace—since once asleep it is doubtful if mortal man could have wakened them—the sixth day was also dud, and the mechanics slept their fill, which on the average was somewhere about the round of the clock.

By then the fury of the battle assault had died down, the Squadron's duties were eased, and the mechanics dropped to a normal battle routine of fourteen or fifteen hours a day.

The Air Activity speeded up again after a few days of this, and from then on for another fortnight the men in the air were putting in two and three patrols a day and with some of the Artillery Observing machines in the air for four and four and a half hours at a time, while the men on the ground in the Squadrons were kept at full stretch and driving hard night and day to maintain their machines' efficiency. No. 00's mechanics did an average of nineteen to twenty hours work a day for fifteen days, and it is probable that if the full fact were known so, or nearly so, did the mechanics of most of the other Squadrons on that front. For, as it always does in prolonged fine weather and continued air work, the "air supremacy" became much more than a matter of the superiority of the fighters or fliers, dropped down to a race between the German mechanics and our own, their ability to stand the pace, to work the longest hours, to put in the best and the most work in the least time, to keep the most machines fit to take the air.

The workshops at Home play a bigger and much more important part in this struggle than ever they have known, and are in fact fighting their fight against the German shops just as much as their air men are fighting the Hun fliers. A constant and liberal supply of spares and parts needed for quick repair obviously cuts down the Squadron's work and better enables them to keep pace with the job, and time and again in this period the Squadron mechanics were forced to work long hours filing and hammering and turning and tinkering by hand to repair and improvise parts which should have been there ready to their hand. As the struggle ran on it became plainer day by day that our men were gaining the upper hand, not only in the fighting—they can always do that—but in the maintenance of machines in the air. The number of ours dropped, perhaps, but the Huns' dropped faster and faster, until our patrols were entirely "top dog." The pilots will be the first to admit the part their mechanics played in this victory.

Through all this strenuous time "The Kiddie," for instance, played her full part. Time and again her pilot brought her in riddled with bullets, with so many controls and flying-and landing-wires and struts cut through, that it was only because she was in the first place well and truly built, and in the second place, so keenly and carefully looked after, that Solly was able to nurse her back and land her on the 'drome. And always, no matter how badly damaged she came in, she was stripped, overhauled, repaired, and ready for action when the time came round for her next patrol; and always the work was done so thoroughly and well that she went out as good, as reliable, as fit to fly for her life, as any 'bus could be.

In the first week of the show, which was the most strenuous period just described, Solly Colquhoun got a Military Cross for his share of the show, and on first receiving word of it the Major sent for him to come to the office, and gave him the news and his congratulations.