The impetus given to bombing helped forward another use of naval aircraft: torpedo attack. This is likely to develop in the future into one of the most important uses of aircraft in naval operations, but during the war it was never given an objective by the German fleet. In May, 1915, two Sunbeam Short machines were embarked in the "Ben-my-Chree" for operations at Gallipoli, and it was in this theatre that for the first time in history ships were sunk by torpedoes released from aircraft. I shall never forget the night when we steamed silently up the narrow Gulf of Xeros and lay waiting to release our seaplanes in the still darkness of the early morning. The machines were lowered noiselessly into the water, and, their engines started, flew across the narrow neck of Bulair under fire from the old Turkish line; then, reaching the northern end of the Dardanelles at dawn, they descended low (one machine actually landed on the water and discharged its torpedo), sank their targets, and returned. In addition to the possibility of submarine attack, the Gulf of Xeros is so narrow that our ship could have been hit by the cross fire of field guns. It was a very fine performance and, although during many years I have spent anxious hours hoping for the distant purr of a safe returning machine, I have never been happier than when after a long wait our seaplanes were again quickly raised on board. The only torpedo machine employed at the Battle of Jutland was a Sunbeam fitted with a 14-inch torpedo, and it was not until just before the Armistice that a squadron of torpedo aircraft was ready for operations with the Grand Fleet.
The Germans also tried to develop the use of torpedo-carrying seaplanes and, as with their submarines, had the advantage over us of a vast number of targets close to hand in our North Sea and Channel shipping, but fortunately the British fighting scouts were able to destroy several of their machines before they had done much damage.
Home Defence.
At the beginning of the war the R.N.A.S. assumed responsibility for the defence of Great Britain against attacks by hostile aircraft, and a scheme for the defence of London and other large towns was entrusted to an anti-aircraft section of the Admiralty Air Department. Its resources, however, consisting of a few unsuitable and widely scattered aeroplanes, some 1 pdr. pom-poms with searchlights manned by a special corps, were inadequate and it was fortunate that only three small daylight aeroplane raids, mainly for reconnaissance, were made during 1914—the first German machine to visit England dropping a bomb near Dover on December 21st.
Night Flying and Night Fighting.
In spite of continuous action by the R.N.A.S. against German airship bases in Belgium, there were in 1915 nineteen airship and eight aeroplane raids—one by night—over England, and, although the new and powerful Zeppelin L.Z.38, which attacked London on May 31st, was destroyed by an aeroplane counter-attack in its shed near Brussels, no real counter measures were evolved until 1916, when Home Defence was taken over by the War Office. During that year a Home Defence Squadron of B.E.2c's, rapidly expanded to a Wing, was formed; and the systematic training of night pilots, the standardization of night-flying equipment and armament, and the lighting of aerodromes, was taken in hand. A continuous aeroplane and searchlight barrage with night landing grounds was gradually formed between Dover and the Forth; the wireless signals employed to assist Zeppelins in finding their way were intercepted, thus enabling our rapidly improving fighting machines to pick up and attack raiding airships; and the constant attacks to which airship sheds were exposed in Belgium, caused their withdrawal to positions further inland and increased their distance from England. During 1916 there were twenty-two raids by airships, six of which were destroyed, the first being brought down in September at Cuffley by Leefe Robinson. Thenceforward airship raids declined, the destruction of the majority of the largest and latest which raided England on October 19th, 1917, sealing their fate.
On the other hand, aeroplane daylight and night raids on London, the first of which occurred in November, 1916, increased in number and strength with the object, in addition to the destruction of material and civilian morale, of forcing upon us the unsound retention at home of a considerable air defence force. The largest of these attacks was made by seventeen aeroplanes at midday on June 13th, 1917, but, the Zeppelin danger nullified, counter measures to meet the new menace were gradually evolved. New squadrons were raised and the number of home defence squadrons was raised to fourteen service and eight night training squadrons; a Northern Home Defence Wing was formed at York; and the Home Defence Group became the 6th Brigade. The first night aeroplane raid occurred in September, and the systematic training of night-fighting pilots on scout machines was hurried on. Separate zones for aeroplanes, guns and searchlights—the latter provided with sound locators—forming an outer barrage, were instituted, and aprons, supported by kite-balloons, formed a protective barrage up to 8,000 feet. A system of wireless and ground telephonic communication was improvised for plotting the course of attacking aircraft and thus enabling squadron commanders to concentrate machines at the point of attack. By 1918 the night-fighting aeroplane, assisted by these means, had countered the night-bombing aeroplane. At first, this had been the result of the retention of a large number of fighting aircraft and a complete organization at home.
Meanwhile, night fighting, especially the protection of night bombers by fighting machines, had become of paramount importance on the Western Front. The chief feature of activity in September, 1918, was the successful co-operation between searchlights in the forward areas and No. 151 night-fighting squadron. This was the first night-fighting squadron, trained by the 6th Brigade, to be sent to France. It was proposed to send four more such squadrons and thus form a first line of offensive defence which would react on hostile raids over England. Thus once again the old doctrine was gradually observed that offence is the only true defence, and that purely defensive measures, however efficient, by keeping men and material from the vital point, are necessarily expensive out of all proportion to their effectiveness. Both the Germans and ourselves made the initial mistake of organizing large local defence systems partly to placate public opinion. During the German offensive of 1918 a further development of night fighting took place in the bombing and low strafing of enemy troops and unlighted transport with the aid of flares.
The Machine and Engine.
Turning now to the machine and engine, the Military Trials held in 1912, when the Royal Flying Corps was started, represented the first organized effort to assist the evolution of service aeroplanes in this country and a brief comparison will be useful to show the performance of the average machines and engines of that date, at the beginning, and at the end of the war, and of civil machines of to-day.