More than would be...page 5

No. 3 Wing - RNAS - page 5

The previous night the first of the new Handley Page 0/100s, 1460, had set off to attack the iron works at Hagendingen at 2.45 a.m. However the high wind which was a feature on the Brebach/M?rchingen raid the next morning prevented the crew of Sqdn.Cdr. Babington, Lt.Cdr. Stedman, Sub.Lt. Hains and Adjutant Chayard (a French guide) from reaching their target before daylight and they returned to Ochey at 3.50 a.m. The night of 16/17 March found the same crew once more setting off for the Hagendingen iron works. This time they were able to drop their bombs, not, however on Hagendingen.

No.1460, crew as before, with 12 bombs left for Hagendingen 10.15 pm. Weather, clear sky, no moon, mist in valleys, wind N. Left aerodrome at 2000 feet steering direct for target. 11.15 abrest of Metz - sky obscured to northward by banks of clouds and mist on rivers. Wind at 6000 feet, 37 miles per hour, direction NE. Unable to distinguish objective due to clouds and mist, selected target at Moulins-les-Metz. Discharged bombs, eleven of which were observed to explode in close proximity of target. Landed at Ochey 11.25 p.m. [Sqdn.Cdr. Babington, Handley Page 0/100 1460]

On this occasion twelve 100-lb. bombs had been carried, with one bomb jamming in its guides and Lt.Cdr. Stedman having to clear it by hand.

The Handley Page 0/100 was the first of the new twin-engined bombers to enter British service. With a capacity of between ten and 16 112-lb. bombs, the 0/100 was to be the future of strategic bombing. The first of these in France was 1459, which had joined No.3 Wing on 4 November 1916, with 1460 following shortly after. However it wasn't until March 1917 that they were felt to be ready for operational use, as they had undergone numerous teething troubles in the intervening months since their arrival at Ochey. While in France Nos. 1459 and 1460 formed the unnumbered 'Handley Page Squadron' under Sqdn.Cdr. John Babington, although operating under the orders of No.3 Wing.

Following this first raid by 1460, Elder sent a letter to the Admiralty in which he put forward the suitability of Ochey for further Handley Page operations.

The Aerodrome at Ochey is in every way suitable for night raiding of a large number of this type of machine, and the vast majority of industrial Germany should be within comparatively easy range. It is therefore submitted that as many more Handley Page machines as possible may be sent to operate from Ochey; the accomodation there would be able to house 16 to 20 of those machines without any difficulty.

In connection with this it is understood that Handley Pages Nos. 1457 and 1458 have been allocated to this station some months, have not materialized. [Capt. W. L. Elder, OC No.3 Wing]

Nos. 1457 and 1458 were never to arrive at Luxeuil or Ochey. In fact, 1457 had been crashed at Manston on 28 Dec 1916, and was deleted on 22 January 1917, while 1458 stayed in England and was wrecked by 31 March 1917.

Operations by the Sopwiths continued on 22 March 1917, with a planned return to the blast furnaces at Brebach by seven bombers and three fighters. Yet again this was to be changed due to weather conditions in the Saar valley, and Burbach was instead attacked by six bombers and three fighters less the bomber of F/S/L Drummond who had landed at Malzeville aerodrome with a frozen oil pump. The remaining six bombers reached the objective and dropped 24 65-lb. bombs.

Left to right: Gus Edwards, Maurice Stephens, Art Whealy, Quinn Shirrif, Walker. Stephens was later involved in an accidental explosion on 23 Feb 1917 when a bomb hung up in the rack of his Sopwith bomber and fell off while he was taxiing towards the hangar. Two airmen were killed and Stephens lost a leg.(W.R.Walker via S.K. Taylor)

No enemy aircraft were encountered on this flight, although one had been seen in the distance. Once again it was the weather that had to be overcome. The sky had been clear when the formation left Ochey at 7.45 a.m., but within a half hour of their departure heavy cloud began to be encountered. As a result of this, the entire flight overshot Ochey on their return and they landed on the Chaumont, Joinville and St. Didier aerodromes, returning to Ochey later that day. Another problem had been a cold stream of air above 8,000 feet, this led to frostbitten aircrew and frozen compasses.

Led the flight to the objective at Brebach, but as heavy clouds were over this objective I decided to attack the alternative objective at Burbach. Visibility was bad, but the objective being a large one I observed several explosions in the neighbourhood of the works. After 7,000 feet it was very cold. On the return journey my compass froze and there being clouds over Ochey I landed at Joinville, returning to Ochey later. [F/S/L Dissette, bomber N5115]

By now the handwriting was on the wall, and No.3 Wing was to be disbanded. On 25 March, Elder had received Admiralty Telegram 1915.

giving directions as to the disposal of the remaining personnel, machines, workshop machinery, etc. [Capt. W. L. Elder, OC No.3 Wing]

On 1 April 1917, Elder was told to postpone the dismantling of the Wing until after a reprisal raid on Freiburg had been carried out. This was the result of the Germans sinking the hospital ship Asturias on 20 March.

Before this raid took place, the Handley Page Squadron was active once again on the night of 5/6 April.

Owing to the unfavorable weather, high wind and mist, a short distance objective was selected, viz., the railway junction at Arnaville.... The machine left the ground at 23h.40m and arrived at the objective at 0h.45m, at which time the bombs were dropped. Landing at the aerodrome was effected at 1h.20m.

Twelve 100lb bombs were dropped and were observed to explode on the railway station and surrounding buildings. The fall was observed by the Gunlayer and the Guide.

A good deal of difficulty was experienced on account of the fog, and it is due to the good work carried out by Lieut. Le Couteau that the machine was able to reach the objective.

Machine 1459 also left the aerodrome.... Owing to the weather conditions the raid was abandoned on the advice of Adjutant Chazard, who again shewed (sic) exceptional knowledge of the surrounding country under difficult conditions.

The machine landed with the bombs in position after 50 minutes flight. [Lt.Cdr. E. W. Stedman, Handley Page Sqdn.]

The crew of 1460 was F/S/L E. B. Waller, Sub.Lt. D. R. C. Wright, Lieut. Le Couteau and L.M. Arnold. 1459 was crewed by F/S/L J. F. Jones, Sub.Lt. P. Bewsher, Adj. Chazard and P.O. Dixon.

The final raids flown by the Handley Page crews while under No.3 Wing control, came on the night of 13/14 April. Handley Page 1459 was assigned to the iron works at Hagendingen.

...at 2.17 a.m. Handley Page Machine 1459 left the aerodrome at OCHEY, circling until an altitude of 3000 feet was attained. By this time the moon had risen sufficiently to see the ground, there was a slight mist in the valleys.

We proceeded northwards towards the lines, which were crossed at 2.50 a.m. METZ was immediately visible, being brilliantly lighted. The country surrounding was also full of lights, and towards THIONVILLE many large fires at the blast furnace could be observed.

Before reaching the objective, no searchlights were observed. A few inaccurate shells burst up to the left. We arrived at the objective, which was clearly visible, at 3.12 a.m. I flew over it, but owing to a misunderstanding with l'Adjutant Chazard, I commenced to turn before the observer had finished sighting. I made a circuit and flew over the objective again, when the bombs were released and were observed by the French guide to hit the works. [F/S/L Jones, Handley Page 1459]

Handley Page1460 was delayed due to engine troubles and went to the nearer target of Chambley.

Due to magneto trouble of the port engine the departure was delayed one hour and acting on the advice of the French guide, Lt le Coutealx, the objective was changed from the iron works at HAGENDINGEN to the objective of CHAMBLEY. The machine left the aerodrome at 2h.55m. a.m. and after reaching a height of 3000 feet proceeded on course, climbing to an altitude of 8000 feet by the time of reaching the objective. Twelve 100lb bombs were released at 3h.55m. a.m. and are thought to have been effective on the depot and aerodrome close by. The machine was continually in the rays of the searchlights while on the other side of the lines. Very heavy anti-aircraft fire was observed, but sighting and range was very poor. Landing was effected at 4h.26m a.m. at the aerodrome. [F/S/L E. B. Waller, Handley Page 1460]

The Sopwith flights of No.3 Wing had returned to Luxeuil to prepare for the 'Reprisal Raid' on Freiburg, and by 14 April 1917 they were ready. In addition to the normal load of four 65-lb. bombs, leaflets were to be dropped stating the reason for the raid.

Two flights of No.2 Sqdn. left Luxeuil at 11.50 a.m., unfortunately 'B' Flight of seven bombers and four fighters was unable to form up properly and returned to base by 12.30 with the exception of W.Cdr. Rathborne/AM V. Turner who decided to add his fighter to the escort of 'A' Flight, replacing F/S/L Reid/AM Barker who had returned with engine trouble. The remainder, consisting of eight bombers and four fighters, were then led by F/S/L Sharman on to Freiburg.

Crossed lines at 11,000 feet between Thann and Gobweiler. Shelling not extraordinary. Saw no enemy machines before reaching objective. Aimed at railroad station on Western edge of town - overshot slightly. Remainder of flight dropping after myself hit town quite centrally. I observed numerous bursts in the central part of the town. Made a detour to the left around the Kaiserstuhl. Just North of this hill, before we crossed the Rhine I observed three biplanes (probably Fokker biplanes) coming up below us from the Colmar aerodromes. In a minute or two they attacked our fighters slightly below my level and in the rear, directly behind me as I was leading. After several passes one of them dived vertically in a twisting dive to the right of our fighter, and disappeared from my field of vision on account of my tailplane. I later found that this was FSL Flett's fighter and I am of the opinion that his gunlayer must have destroyed the machine. Returned via Corsiuex to avoid Colmar aerodrome machines. [F/S/L J. E. Sharman, bomber, 9724]

Flett's gunlayer, AM Kimberly had indeed downed one of the attacking 'Fokkers'.

A short distance after leaving the objective, and short of the Rhine we were attacked by six enemy machines, coming up from the right and behind under my right wing. My gunlayer opened fire at point blank range with both guns. I turned my head and saw a Roland bank directly over my tail not 20 feet off, the tracers simply pouring into his fuselage from the three Lewis's. I turned inwards towards the next fighter, (Lt.Col Rathborne). He was on my level and directly to my left - both his guns were pouring out tracers. In doing this turn I exposed what looked like a Fokker biplane under tail at very close range. My gunlayer simply riddled this machine and I saw it turn on its nose and spin downwards. My controls gave a tug and went slack sending me into a stall. I put forward my empennage and stick to their full extent and just managed to hold my height, but could only make 40 knots. My elevator control on one side having been cut and two bracing wires in my tail plane. We were attacked again shortly after I was in this helpless state, my Gunlayer driving this enemy machine off. I saw one more enemy machine, pointed out to me by my Gunlayer, but it did not come into close range. I was heavily shelled crossing the lines and landed in a small aerodrome, Corsieux. My gunlayer was wounded in leg and wrist in the first fight. He showed the gameness of a tiger and his shooting was wonderful [F/S/L W. E. Flett, fighter 9654]

Capt. Elder also singled Gunlayer R. G. Kimberley out for praise in his report to the Admiralty.

...was slightly wounded in the wrist, which numbed his hand. Notwithstanding this he succeeded in bringing down two of the enemy machines, being again wounded by an explosive bullet in the ankle.... the Scarff mounting was hit three times.... [Capt. W. L. Elder, OC No.3 Wing]

The other three fighters were also involved in combat, and only F/S/L W. M. Alexander/AM Lovelock in 9401 returned. F/L Fleming had the tail of his aircraft blown off and both he and gunlayer Lockyer died in the crash of 9667. W.Cdr. Rathborne and AM Turner in N5171 were shot down by Vzfw. Gustav Schindler of Jasta 35, with Rathborne being taken POW and Turner killed.

That afternoon F/S/L J. E. Sharman volunteered to lead 'B' Flight on a return to Freiburg. Accordingly they set out at 3.50 p.m. with seven bombers and three fighters. In the morning Sharman had been able to avoid enemy fighters on the journey to Freiburg, and was able to do so once again in the afternoon. All seven bombers were able to drop their bombs on Freiburg, reporting fires in the center of the city.

Dropped my four bombs on Freiburg, under heavy fire. Saw one very large fire in the town and several small ones. After leaving objective saw behind me one enemy machine and two of ours having a fight, but was unable to observe result. Shortly afterwards one of my exhaust valve rockers broke, damaging three other rockers. This reduced my speed considerably and I dropped behind the Flight. I crossed the lines at again at 14,000 feet under heavy fire and seeing Pont St.Vincent in the distance, eventually went to Ochey and landed there at 7 p.m. [F/S/L D Fitz-Gibbon, bomber N5531]

As the formation neared the lines they once again ran into enemy fighters. F/S/L Harold Edwards/AM Coghlan (N5117) and F/S/L Pattison/P.O. Hinkler were able to bring down one of the enemy machines.

Was the last machine to cross objective and observed great damage in the centre of the objective, done by the Flight that had bombed in the morning.... Five miles Northwest of the objective engaged a fast enemy machine who was attacking another fighter, and observed the fire of my Gunlayer to hit all along the fuselage whereupon he immediately fell quickly towards the ground in a spinning nose dive. After the fight, observed our fighter loosing (sic) height slowly - FSL H Edwards, I think. Seven miles from the lines engine cut out, but managed to glide two miles into France and landed in the Vosges Mountains. [F/S/L Pattison, fighter 9708]

Edwards was less fortunate than Pattison and ended up landing in German lines and was taken POW, while his gunlayer, AM J. L. Coghlan was killed. They had been shot down by Vzfw. Rudolf Rath of Jasta 35. One further loss was F/S/L Dissette in bomber N5530. He was damaged by AA fire while crossing the lines, but was able to make it over to the French side, whereupon his machine was shelled by German artillery.

Was shelled very heavily when recrossing the lines and think my machine must have been struck, because it suddenly gave a violent lurch and then vibrated to such an extent that I immediately shut off engine, and glided as far West as possible, finally landing behind the French lines. About five minutes after I landed the enemy started to shell the machine, the range being about three kilometres. I counted twenty five shells, none of which took effect. [F/S/L A. C. Dissette, bomber N5501]

F/S/L Redpath seen here with one of No. 3 Wings Strutters. Note cellon panel in upper wing and finish to the cowl. (J.M. Bruce/G.S. Leslie)

As well as the British, the French had also sent off six Sopwith bombers, five Sopwith fighters, three Nieuports and a SPAD. These were able to return with no losses, despite following the second flight to Freiburg. Capt. Elder attributed this to the fact that the French had adequate fighter protection for their bombing machines, whereas the Sopwith fighter was now no match for the current generation of German fighters that No.3 Wing found in opposition.

I would point out that this is due to their six bombing machines being accompanied by nine fighting machines, which included three Nieuports and one SPAD as well as the Sopwith fighters; the latter are now quite outclassed by the German type of machines, and no longer form adequate protection to the bombing machines. It is only through the self-sacrifice of the three missing fighter pilots and their Gunlayers that all our bombing machines returned safely. [Capt. W. L. Elder, OC No.3 Wing]

This brought No.3 Wing RNAS operations to an end. The aircrew and ratings were posted away to fill the requirements of the squadrons supporting the RFC, although Elder and a few others were to linger on until June 1917. As to their aircraft, the decision was taken to transfer the majority of the remaining aircraft to the French Air Service. The bulk of these were turned over on 19/20 April 1917. Elder later wrote a short summary of No.3 Wing's history, the conclusion of which he stated...

Notwithstanding the fact that the majority of these raids were carried out during the winter months and just when the weather was improving most of the best pilots were appointed to Dunkirk, I consider that the work done during a phenomenally bad winter has been more than would be reasonably anticipated. [Capt. W. L. Elder]