For eight hours, in perfect weather, the British squadron occupied German waters just off the principal German naval ports. The Germans knew the composition of the British force, and as visibility was extraordinarily good they must have known also that there were no supports; but their navy made no attempt to interfere with the British ships.

Three of the four missing pilots returned, and were picked up by submarine E 11, close to Norderney Gat. They were there attacked by a hostile airship; the submarine, as soon as it had taken the pilots on board, was forced to dive, and the machines were abandoned. The missing pilot, Flight Commander F. E. T. Hewlett, had engine failure, and came down on the sea near a Dutch trawler; he was picked up and detained for a time in Holland. The Cuxhaven sheds were not located, but the German naval ports were pretty thoroughly surveyed, and a good deal of damage was done by bomb-dropping. Seaplane No. 136, piloted by Flight Commander C. F. Kilner, with Lieutenant Erskine Childers as observer, flew over the Schillig Roads, and reported, lying at anchor there, seven battleships of the Deutschland and Braunschweig classes, three battle cruisers, apparently the Seydlitz, Moltke, and Von der Tann, one four-funnelled cruiser, probably the Roon, two old light cruisers of the Frauenlob and Bremen classes, ten destroyers, one large two-funnelled merchantman or liner, and three ships which appeared to be colliers. Anti-aircraft guns, firing shrapnel, were used against the seaplane and very nearly scored a direct hit. On issuing from the Roads the officers in the seaplane saw a large number of ships in the northern part of the fairway of the Weser, and two destroyers east of Wangeroog. As a result of this reconnaissance a part of the German fleet was moved from Cuxhaven to various places farther up the Kiel canal.

The day before the Cuxhaven raid the Germans made their first raid over England, and dropped their first bomb on English soil. The air raids over England during the war were many and serious; they were an important and characteristic part of the German plan of campaign, and their story must be told separately. They began with a curious timid little adventure. On the 21st of December a German aeroplane made its appearance above Dover; it dropped a bomb which was aimed, no doubt, at some part of the harbour, but fell harmlessly in the sea. The aeroplane then went home. Three days later, on the 24th, a single aeroplane again dropped a bomb, this time on English soil near Dover. This was the prelude to a formidable series of air raids, which, however, were not made in strength till well on in the following year.

The close of the year 1914, and of the first five months of the war, saw the German assault on the European commonwealth held, though not vanquished. If the German plans had succeeded, the war would have been over before the coming of the new year. The failure of these plans was inevitably a longer business. The best-informed judges, from Lord Kitchener downwards, recognized that this was not a war which could be ended at a blow. A great nation does not so readily give up the dreams on which it has been fed for the better part of a hundred years. The German people had been educated for the war, taught to regard the war as their brightest hope, to concentrate their imagination on what it might do for them, and to devote their energies to carrying it through. The movement of so great a mass of opinion and zeal, when once it has begun, is not soon reversed. Germany settled down to the business of winning the war. The Germans had had some partial successes, in the destruction of a Russian army at Tannenberg, and of a British squadron at Coronel. They began to realize the immensity of their task, but they still believed that they could perform it, and that if they could not beat down the opposing forces, they could wear them down.

Month by month, as the war continued, it spread, and involved nation after nation. In the first summer Japan came in, and in the first autumn, Turkey. As the number of Germany's enemies increased, so did the tale of Great Britain's responsibilities. British troops, during the course of the war, fought upon every front, against every one of the Powers allied to Germany; British help in men, or money or material, was given to every one of Germany's enemies. Already in August 1914 British naval and military forces were operating in Togoland, in the Cameroons, and at Dar-es-Salaam in German East Africa. By November Basra, in the Persian Gulf, was occupied, and the Mesopotamian campaign had begun. In addition to all these new burdens, the anxieties of administration in many countries, and especially in Egypt, which owed allegiance to the Sultan, were increased tenfold by the war. Those who had pleased themselves with the fancy that Great Britain is an island were rudely undeceived.

Aircraft had proved their utility, or rather their necessity, in the campaign on the western front; they were not less needed in all these distant theatres. In uncivilized or thinly peopled countries a single squadron of aeroplanes may save the work of whole battalions of infantry. The great problem of the first year of the war was a problem of manufacture and training, the problem, indeed, of the creation of values. With the instruments that we had at the outbreak of war we had done all that we could, and more than all that we had promised; but what we had achieved, at the best, was something very like a deadlock. The war, if it was to be won, could only be won in the workshop and the training-school. These places are not much in the public eye; but it was in these places that the nation prepared itself for the decisive struggle. The New Army, and an air force that ultimately numbered not hundreds but tens of thousands, emerged from the discipline of preparation. The process took time; months and even years passed before its results were apparent. But some account of it must be given at this point in the story if the events of the later years of the war in the air are to be made intelligible or credible.

The greatest creation of all, the temper of the new force, was not so much a creation as a discovery. Good machines and trained men, however great their number, are not enough to win a war. War is a social affair, and wars are won by well-knit societies. The community of habits and ideas which unites civilized mankind is too loose a bond for this purpose; it has too much in it of mere love of comfort and ease and diversion. Patriotism will go farther, but for the making of a first-class fighting force patriotism is not enough. A narrower and tighter loyalty and a closer companionship are needed, as every regiment knows, before men will cheerfully go to meet the ultimate realities of war. They must live together and work together and think together. Their society must be governed by a high and exacting code, imposed by consent, as the creed of all. The creation, or the tended growth, of such a society, that is to say, of the new air force, was one of the miracles of the war. The recruits of the air were young, some of them no more than boys. Their training lasted only a few months. They put their home life behind them, or kept it only as a fortifying memory, and threw themselves with fervour and abandon into the work to be done. Pride in their squadron became a part of their religion. The demands made upon them, which, it might reasonably have been believed, were greater than human nature can endure, were taken by them as a matter of course; they fulfilled them, and went beyond. They were not a melancholy company; they had something of the lightness of the element in which they moved. Indeed, it would be difficult to find, in the world's history, any body of fighters who, for sheer gaiety and zest, could hold a candle to them. They have opened up a new vista for their country and for mankind. Their story, if it could ever be fully and truly written, is the Epic of Youth.

CHAPTER VIII

THE EXPANSION OF THE AIR FORCE

When the war broke out, the Royal Flying Corps, as has been told, took the field with all its available forces. The four squadrons which were ready for service went abroad at once. In their desire to rise to their great opportunity the officers appointed to command in France made something like a clean sweep, taking abroad with them almost all the efficient pilots, and almost all the serviceable machines. There were at Farnborough at that time a small group of officers belonging to the newly formed Indian Flying Corps, and another small group training as a nucleus for a South African Aviation Corps. All these were swept into the net. Captains H. L. Reilly and D. Le G. Pitcher, of the Indian Flying Corps, were at once made flying officers of No. 4 Squadron; three others, that is to say, Captain S. D. Massy (an early pioneer, who had flown with the Air Battalion during 1911, and was commandant of the Indian Central Flying School at Sitapur), Captain C. G. Hoare, and Lieutenant C. L. N. Newall, were posted to squadrons forming at home. Three officers of the South African Aviation Corps, namely, Lieutenants K. R. Van der Spuy, E. C. Emmett, and G. S. Creed, were at once incorporated in Nos. 2, 3, and 5 Squadrons respectively. Two others, Captain G. P. Wallace and Lieutenant B. H. Turner, joined No. 4 Squadron in the field early in September. Later on, both groups of officers were used for operations in distant theatres. When in November 1914 the Turks were preparing to attack the Suez canal, a flight, consisting of Captain Massy, Captain Reilly, and Lieutenant S. P. Cockerell, with three Maurice Farman machines, left England to give to the forces in Egypt the indispensable aerial support. This small flight was the beginning of the Middle East Brigade, which, under the command of Major-General W. G. H. Salmond, played so great a part in the campaigns of Mesopotamia and Palestine. Again, when in November 1914 the Union Government of South Africa undertook to invade German South-West Africa, the officers of the South African Aviation Corps were recalled from their squadrons in France to provide the needed air force. When that campaign was ended, these officers returned to England to form No. 26 Squadron of the Royal Flying Corps, which was immediately dispatched to East Africa, and co-operated with the forces under the command of General Smuts.