The war started up again on St. Patrick's Day morning for the squadrons of the RFC's 22nd Wing, to which No. 3 (Naval) Squadron belonged. Enemy aircraft, both scouts and reconnaissance two-seaters, were unusually active on the British fronts. All three flights of No. 3 (Naval) left Bertangles that morning at 15-minute intervals with orders to keep the skies clear of German aircraft above British Fifth Army front so the F.E.2bs of No. 18 Squadron, RFC, could photograph two particular sections of the front without interference. "C" flight, the first to become airborne, climbed to 17,000 feet. Next the four Pups of "A" flight led by Bell levelled off a few hundred feet above the F.E.s, while "B" flight closed the formation between "C" and "A" flights just as they were approaching the lines. Malone, ever alert, was the first pilot to break formation. He engaged a mottled red and green two- seater in a five-minute no-decision contest after which he rejoined his flight. Travers also fired at this machine. Malone's combat must have been witnessed by several flights of enemy fighters in the vicinity who were waiting for just the right moment to distract the escort of Pups so that they could attack the F.E.s. These probing skirmishes began northeast of Bapaume, featuring two or three main events which seemed to begin when Flight Commander Bell shot down out of control, a Halberstadt which he had surprised.

As the enemy fighter fell, another German, preoccupied by his friend's difficulty was hit by a burst from Travers' gun and he, too, spun down through the haze seemingly out of control. Then it was Malone's turn. He dove on another two-seater near Eroilliers and, while unsuccessfully trying to drum up interest in a fight, became the target of three more enemy machines. He shook one off, shot another into a tail spin, and then continued to fight with the remaining enemy machine until forced down to 7,000 ft.

Bursting enemy "archie" in the direction of Arras drew Malone's attention back to the F.E.2b formation, which was still unscathed. After seeing the F.E.s safely to their own side of the lines, he returned and picked up a two-seater. He fired on it from close range and it burst into flames and descended leaving a trail of oily black smoke in its wake. With little petrol left, Malone turned for home. He landed with the wind at his back and while taxiing in was overturned when a strong gust caught the aircraft. What the enemy failed to achieve, nature had accomplished. Pup 9898 now required new planes, prop, and motor. This had been a day to remember. Five Germans all credited to the Pilots of "A" flight. Three were later confirmed. "B" flight had been involved in one or two scraps, none decisive, and "C" flight cruising along at 17,000 feet didn't see a thing. Casey of "A" flight who thought he may have gotten one, had his engine cut out and had to land in a shell hole just behind allied lines. Breadner of "B" flight, participating in his first scrap with the enemy, lost his way coming home and landed at a French aerodrome about 30 miles south of Bertangles.

Many of "A" flight's combats had occurred at an altitude choked by a heavy pall of smoke as the German troops were systematically setting fire to all the villages within a ten-mile radius of Bapaume as they withdrew to the Hindenburg Line. The same day, the British Fourth and Fifth Armies began a general advance from Arras to Roye led by the Australian Light Horse and the Indian Cavalry.

South of the Somme the French Army brought up the right flank and, in conjunction with the British, they advanced a distance of 80 miles between Arras and Soissons in two days. The German command realized that the allies could not develop an advance from their new positions, so they offered little aerial resistance. A few extra Flieger-Abteilung machines were airborne, protected by small clusters of fighters above them, but this was the only noticeable change in the enemy's tactics north of the Somme. The real concentration of German airpower was centered behind Arras in order to meet the expected allied assault. This left the German I.Armée,which had nearly completed its withdrawal, without any substantial increase in air-cover. Jasta 12, which had reoccupied the aerodrome at Riencourt by Arras, was one of the few enemy fighter squadrons left to defend the Cambrai Front. Its regular beat would bring it into close contact with the F.E.s and B.E.s of the 22nd and 15th (RFC) Wings over which the Pups of No. 3 (Naval) Squadron provided a protective umbrella. This Jasta would later prove a real thorn in their side.

Another interlude of bad weather made patrols unfeasible so only a few practice flights were made. On one of these Nick Carter claimed to have bested Joe Fall in a short sham fight above the aerodrome. During their free time some of the pilots conferred with the Weapons Officer, "Guns" Nelson, about the possibility of arranging a firing lever on the throttle of their Pups. Nelson found this impossible, but after some thought, came up with the idea of fixing a firing lever in place of the "blip" switch.

Damp weather was playing havoc with the machines when "A" flight set out for Cambrai shortly before daybreak on 23 March. Just before crossing the lines, Jack tried his new gun switch, but the gum jammed after firing just one round. Annoyed he turned back and landed at No. 3 (RFC) Squadron's aerodrome to see if their gunnery officer could clear the problem. He received no satisfaction so, he was forced to fly back to his own aerodrome at Bertangles. On arriving he heard that Bell's engine had completely cut out on him two or three miles over the lines. Luckily Bell had enough height to glide back above the trenches, and he landed between several holes near Beaumetz.

The mechanics of No. 3 (Naval) Squadron worked throughout the night to complete the necessary repairs on the two machines and the next morning, under a bright blue sky and battling strong northeast winds, Bell led five "A" flight Pups to Douai. About four miles back of Arras, they intercepted one of four Halberstadts that was about to attack the three F.E.s they had been sent out protect. The unsuspecting enemy pilot could not have seen the oncoming machines as Bell was able to unload a long burst broadside into the pilot's cockpit. Both Malone and Travers saw the Halberstadt spin out of control to the ground. Earlier that morning "B" and "C" flights had engaged in combat with three enemy machines. During this exchange, Collishaw's "Black Maria" was badly hit and his goggles smashed, so he flung off the goggles taking with them his face mask, and by the time he returned to Bertangles his frostbitten face had swollen to the size of a small pumpkin. He was sent to a nearby hospital where he partially recuperated, then he was sent to England on sick leave. He never returned to No. 3 (Naval) Squadron because after his leave, he was posted to No. 10 (Naval) Squadron as a Flight Commander.

Late on Sunday night, 25 March, No. 3 (Naval) Squadron received orders to move to Marieux aerodrome, a few miles southeast of Doullens and much closer to the lines. Everyone was up and frantically packing by 04:45 hours the next morning but intermittent rain and hail prevented the machines from taking off. Snow laden clouds blanketed the area that night and throughout the following day interfering with a scheduled "C" flight escort. Malone and Casey managed to leave Bertangles and fly northeast through several snow squalls to Marieux aerodrome which was described by "Tich" Rochford as being: "a rotten aerodrome with three shell holes strategically located in the centre of the field and a gully taking up the major portion of what is left. The sheds are in a hollow in some woods. The quarters are very good but had been left in exceedingly dirty condition by the last squadron here (No. 5 Squadron. RFC)."

Before the squadron had settled in at Marieux, Bell had received word from his friend, Wing Commander Chambers, that he had been selected to take over the command of No. 10 (Naval) squadron now being formed at Dunkirk. His flight shed no tears at this departure as he had been soundly disliked. Instead, they celebrated with great revelry the arrival of their new flight leader, "Tiny" Travers, who had been promoted from within "A" flight to lead it.

There was little let-up in the rain that had been falling steadily since the squadron's move to Marieux. The pilots, although busily knocking down partitions and rebuilding their cabins, had time to reflect on the squadron's achievements and losses for the month of March. Twelve enemy aircraft had been credited to them. They were also preoccupied with thoughts of the impending British offensive, and the part they would play in it.

The first of April arrived and April Fool's Day jokes directed largely at the three flight leaders, Mack, Travers, and Vernon were the main order of the day. Malone was unable to join in the fun as he had been shipped off to the hospital with badly burned hands, the result of a freak explosion which had occurred while he was lighting the stove in his cabin. The doctors feared for a time that his hands would be useless due to nerve damage but, fortunately, this was not the case. As he convalesced, Malone filled in the time by dictating letters to his family, and to his brother Cecil, now stationed with the Canadian Army in front of Vimy. He also enjoyed visits with his friends from the squadron. The nursing sisters were quite attentive and one in particular became very fond of Jack; in fact, after he received his discharge from the hospital on 12 April, she promised to keep in touch.

As the days dragged on, the ward began to fill with casualties from the Battle of Arras. The allied air offensive opened on 4 April 1917, five days before the Canadian troops were to storm Vimy Ridge. During those five days, 75 British machines fell in action, but none from No. 3 (Naval) Squadron, flying quite a distance south of the main battle.

When Jack arrived back at Marieux he heard the depressing news that Robin Mack, the beloved but miscast leader of "C" flight had been shot down in a combat in which three enemy aircraft were claimed out of control by the members of his flight. One of these claims was shared with an F.E.2b crew from No. 18 Squadron RFC, while another machine, seen to fall with broken wings, was believed to have been shot down by Mack. Two F.E.s also did not return. They were the first losses suffered by No. 18 Squadron since No. 3 (Naval) Squadron had begun escort duty in February.

Happily, a few days later word came through that Mack was alive and had been taken prisoner of war. Jasta 12 had brought down three allied aircraft and Hauptmann Paul Hennig von Osterroth, the Jasta leader, had personally accounted for flight leader Mack. Squadron Commander Mulock wasted no time in appointing Fred Armstrong to take command of "C" flight. He was the unanimous choice of all of the pilots in "C" flight to succeed Mack.

For the three days after his return Jack Malone marked time while new Pup N.6208, was being fitted with the same custom modifications that his old Pup had received. On the 16th of April, Malone went on his first operational patrol since returning to Marieux. It proved uneventful and no sooner had "A" flight landed then the rain started again. To help drown their misery, the No. 3 (Naval) Squadron pilots invited a neighboring brass band and RFC chaps to dinner. Afterwards they partied long into the night. The rain continued unabated until 21 April, when the Pups of "A" and "C" flights were able to patrol the skies northeast of Bapaume. When five miles north of Queant, "A" flight picked out the forms of the enemy two-seaters, their wings glistening in the afternoon sun 2,000 feet below. As the Pups were approaching with the sun at their backs, they were spotted and the enemy formation suddenly scattered. One two-seater was slow to react, so Malone, sensing that he had a chance, half-rolled out of the formation and dove on the machine whose pilot automatically banked the two-seater allowing his gunner to fire at the attacking Pup which was now on a level with the enemy machine and approaching head on. Jack held his fire, then poured 50 rounds into the enemy's nose. Seconds later the two-seater careened out of control. The entire encounter was witnessed by Travers, sitting a thousand feet above with the rest of the flight. This was Malone's third confirmed victory.

"A" and "C" flights stood around most of Sunday, 12 April waiting for the low hanging clouds to clear. Toward evening the cover finally lifted allowing the five Pups of "A" flight to act as close escort for seven bomb-laden F.E.s of No.18 Squadron on a raid to Cambrai. The topside protection was flown by "C" flight. Also involved with the raid were ten SPADs from No. 23 Squadron RFC, now part of the 22nd Wing. At precisely 1850 hours the F.E.s dropped their load on Cambrai, then headed for home in the face of heavy and accurate AA fire with the Pups of No.3 (Naval) Squadron sticking to them like glue. Twenty minutes later, a flock of Albatros Scouts hell-bent to intercept the bombers, came into view and for a few significant minutes they had their flank exposed to the SPADs, which had the advantage of height and numbers. For some unexplained reason. Capt. Ken McCallum, the 23-year-old flight leader, did not attack, but allowed the Albatros to climb above them unhindered. When they had attained superior height, four or five Albatros peeled off and headed vertically into the Pups of "C" flight who managed to claim two of them. One escaped the Pup's fire and continued down, levelled out, and came at the F.E.s and "A" flight Pups directly from in front. Malone, quick to react, opened fire as the Albatros dropped its nose and flew under the bombing formation, then he turned to the right, allowing Casey to fire a few shots. The leader of the SPAD formation paid dearly for his lack of initiative as No. 23 Squadron lost two of their number in combat, probably toHauptmann von Osterroth of Jasta 12 and Offizierstellvertreter Edmund Nathanael of Jasta 11 (Note: it has since been learned that Nathanael served in Jasta 5 at this time). All of the Pups and F.E.s returned safely although one F.E. pilot received a flesh wound in the knee from AA fire. When informed of the SPAD's part in the day's action, Mulock contacted the Colonel of the Wing to complain. He requested in no uncertain terms that the SPADs, which he regarded as a nuisance, not he included in any future escort duties with No.3 (Naval) Squadron. Headquarters complied.

Terrible casualties had been inflicted on the men and machines of the RFC who participated in the Battle of Arras. The German fighter units, including Jasta 11 led by Manfred von Richthofen, accounted almost single-handedly for half of the British losses. To compound matters, the accurate ground-fire of the enemy Flakbatteries had brought down at least 18 allied aircraft during the first two weeks on that month. The Albatros Scouts were equipped to deliver twice the firepower in less than half the time that it took their British opponents (including Pups and Nieuport Scouts) therefore the Albatros, which were also faster machines, could force or ignore combat at will. Despite their technical inferiority, the RFC and RNAS were not demoralized, in fact instead of capitulating mentally they became more and more anxious to overcome their disadvantage by pressing on the offensive. This spirit was no more evident than at Marieux.

April 23rd dawned perfectly clear and by the time "A" flight was over the lines shortly after sunrise, the sky southeast of Arras was speckled with aircraft. As the flight passed over Cagnicourt a group of Albatros were sighted higher up and to the southeast. In order to eliminate the problem of the morning sun shining directly in their eyes, Travers turned to the left, climbed, then slowly swept in for the attack in a semi-circular motion, still undetected. Having gained speed while executing the turn, Malone found himself positioned beside and slightly in advance of the lead enemy aircraft. He turned slightly and managed to unleash two 20-round bursts, the first entering the Mercedes engine, the second into the pilot's seat as he turned. The Albatros appeared to go into a dive, then it easily pulled away from Malone. During this combat and a few skirmishes that followed, a strong westerly wind, not so apparent earlier in the morning, had blown the Pups of "A " flight south beyond the Somme where they were forced to regroup and steer north, recrossing the lines at Croiselles. Soon more Albatros were seen and attacked, the Pup pilots began to fire while still in a right-hand turn, forcing the Albatros to break formation and head into the sun. One of the German machines broke well away from the others and was followed by Malone who kept blipping his engine for extra speed until he had climbed right under the Albatros' tail. He steadied his machine at 30 yards and proceeded to rake the fuselage from front to back several times. The Albatros pilot swerved many times in a vain attempt to shake him off, but Malone used his engine effectively and remained fastened to the enemy's tail into which he continued to fire short accurate bursts. Finally, according to Malone's combat report:

The EA stalled, fell over on one side and went down in a slow continuous tail-spin disappearing through the clouds. The clouds at the time were at 2,000 ft.

When this combat ended, Malone spotted the other Pups of his flight engaged with enemy fighters towards the southeast. He headed toward them and was so anxious to assist his mates that he almost missed seeing three Albatros that dived on him out of the sun. He was able to give them a few rounds when he realized that he had only five bullets left in his belt. Undeterred, he flat-turned towards his attackers every time they came within range. When two more came at Malone from his right side, he decided enough was enough and he dived down through a layer of cloud coming out 800 feet above the Cambrai-Bapaume road. The British lines were only a half mile ahead yet the rifle and machine-gun fire aimed at his Pup from the ground was so intense that he was forced to climb back into the clouds that now covered most of the Arras front. He put down on one of the advanced landing grounds where he promptly filled the tanks with petrol and the belt with ammunition. Fifteen minutes later Malone was off again to do battle.

As he climbed above the clouds he saw a lone Albatros preparing to attack one of the allied kite balloons. Before the enemy aircraft reached effective range, Malone fired from 500 feet then he climbed after it as it joined the formation of Albatros Scouts. This Scout formation dived on Malone who flew up through their ranks, stall turned, completed a half roll, and then came down behind firing a lone burst at the rear Albatros while remaining directly in the sun. After taking Malone's punishment, the Albatros fell out of control. Not content with one downed Albatros, Malone tried for a second but when he tripped the firing lever the Vickers did not respond. He was out of ammunition so he flew down through the clouds and home.

While the mess was still humming with the news of Malone's morning exploits, a lone Gotha GIV passed over Marieux aerodrome at 10,000 feet. Breadner, who was on his way to the aerodrome at the time, saw and heard the British AA pumping away at it. He arrived to find that his Pup ("Happy") was the only machine, on the field, and ready, so he initiated immediate chase. He caught up with his quarry a few miles south of Marieux, secured a comfortable position behind the tail where he couldn't be shot at, and proceeded systematically to direct his stream of bullets into both engines forcing the bomber to crash-land. It turned tail up in a field southeast of Vron, behind the allied lines. Breadner landed nearby and had the pleasure of seeing the three occupants, all members ofKampfstaffel 15, taken prisoner. Unfortunately he had not arrived in time to prevent the Germans from setting fire to the machine which exploded the bombs, practically destroying his trophy.

Later that afternoon the entire squadron went on a combined offensive patrol and escort duty with the F.E.s. Four Pups of "A" flight while crossing the lines at about 15,000 feet, sighted eleven Albatros Scouts towards Douai. They evaded this force but south of the Sensee Canal they noted several formations of Albatros stacked above Bourlon Wood presumably waiting for the F.E.s and their escort to pass by on their way to Cambrai. Without deviating from their course, the Pups and F.E.s continued on and were met by several probing attacks from the more determined enemy fighters. "B" flight stayed close to the F.E.s only straying far enough to open up on the Albatros that came within range of their guns. These thrust and parry maneuvers continued for half an hour. When the frustrated enemy pilots finally retired, Breadner, Fall and Carter had claimed four of their number out of control, one of these was seen to crash.

At 1800 hours "A" and "C" flights finally took up the challenge when they attacked some enemy aircraft north of the Cambrai-Arras road. Casey hit the pilot of one machine and Whealy saw the Albatros drop down, apparently out of control. Ten minutes later the same pair teamed up to dispatch another Albatros which fell to earth in a perpendicular spin. West of Boulon Wood. Fred Armstrong, leading "C" flight, attacked a Halberstadt Scout, the rear machine in a formation. He saw this machine stall and flutter from side to side totally out of control. George Anderson was the last pilot from No. 3 (Naval) Squadron to achieve success that day when one of the five Alhatros Scouts that dived on him had the tables reversed when he overshot the Pup. Anderson then unloaded a stream of tracer-laced lead into the enemy's seat. This Albatros rolled over and fell sideways through the clouds.

The final tally for the day's work stood at 15. There was a jubilant celebration in the mess that night and Mulock, as was his custom, joined in the festivities. At the enemv aerodrome at Riencourt, 25 miles to the east the mood was somber. Hauptmann Paul von Osterroth, the 29 year-old leader of Jasta 12 had fallen at 1800 hours over Ecoust St. Mein near Cambrai while in combat with "A" and "C" flights of No. 3 (Naval) Squadron. Von Osterroth had achieved seven confirmed victories at the time of his death.

The intensity of the allied Arras offensive continued unabated. On the ground, British and Canadian troops were inching forward in front of Lens, desperately trying to open up holes in the German 6. Army's Wotan Line. The first light of 24 April streaked across the eastern sky to find the Second Battle of the Scarpe still raging just north of Arras. Above them, aerial battles constantly in progress since spring rains had ceased, continued to extract a devastating toll on allied airmen. Before Lieutenant Commander F.V. Holt's 22nd Wing, led by No. 3 (Naval) Squadron, joined the action on the 24th, five British machines had already dropped from the sky. In the afternoon. No. 3 (Naval) Squadron became part of the action when Travers, Casey, and Malone combined to attack a two-seater Albatros, which thwarted their assault. Their next encounter however, would prove to be more profitable.

Led by Travers, the Pups headed southeast and were patrolling over the Cambrai-Bapaume road with Jack Malone who was hampered by a faulty engine in Pup N.6308, and was limping along 2,000 feet below them. Travers and Casey came swooping down on a D.F.W. C.V from Flieger-Abteilung 26 that was cruising along just ahead and on the same level as Malone, who adroitly stayed in the sun. Malone saw Casey and Travers both pull away with gun trouble and seeing his chance went in on the attack. At the sound of his first burst the enemy rear gunner dropped into the cockpit out of sight, then reappeared to fire at Malone when the Pup had closed the range to 30 yards. A third burst from Malone's Vickers badly wounded Ltn. Karl Helm, the observer.

All this time the D.F.W. was frantically trying to head east but Malone forced it to land when he cut between it and the German lines at Louverval. While the D.F.W.'s engine was still ticking over, Malone came down to 500 feet and fired a warning burst which forced the enemy pilot to abandon his aircraft. When he did so the Pup's engine refused to pick up, so Malone decided to land beside his victim. Both aircraft were exposed to the German Artillery which started to shell them and after removing the badly wounded observer, Malone was forced to take cover in a slight depression along wiith his captives.

With bursting German high explosive shells throwing up columns of earth all around them, the three airmen lay huddled together in the same shelter. The pilot, Unteroffizier Max Hasse, slightly wounded in the head, calmly discussed the combat with Malone and while they talked the German observer, Ltn. Karl Helm, silently succumbed to his mortal wounds. In halting English the German pilot claimed that he had not been wounded until quite near ground: he also admitted that he had not seen Malone sitting in the sun on his tail, thinking he was free when the first two Pups had flown away. Later when the shelling stopped and darkness approached, the two airmen were able to crawl and then run to safety.

In the morning Malone nervously confided to Nick Carter, his buddy, that he hadn't been able to sleep because he was haunted by the vision of the German observer he had killed, and his premonitions of his own impending death. Being a devout Roman Catholic, Jack also confessed his inner grief and fear to the local parish priest.

On the 26th, Malone resumed what seemed to be his one man war when the Pups of No. 3 (Naval) Squadron headed toward Cambrai on an offensive patrol. Seventeen thousand feet above the Cambrai-Arras road landmark, Travers saw a single Albatros, no doubt a decoy, 4,000 feet below. He led Casey and Malone, his trusted wingmen, in a diving attack firing intermittently as they descended. When their altimeters registered 7,000 feet, three Albatros came down on the Pups forcing them to continue diving to earth. Considering his chance of escape minimal, Malone decided to continue driving the first Albatros, now circling below, down to earth. At 60 yards Malone's tracers entered the pilot's back and head. The heavy Albatros dropped like a rock and broke up as it crashed head on into an open field. Malone had no time to watch his victim as he became the target for the combined fire of the three Albatros. He could not shake off the determined and more powerful machines, so he decided instead to feign a dead stick landing. As his wheels were about to touch the ground after an "S" turn over some tall trees, he looked back, and to his utter astonishment saw that the three pursuers had also reduced power and were intending to land with him. One of the German machines was almost on the ground while the two others were still spiraling down. With a roar that must have sounded like a heavenly chorus, Malone gave the 80-hp Clerget full power. The Pup leapt forward and climbed directly into the setting sun leaving three surprised German pilots behind. Travers and Casey had also managed to break free and head for home. The Albatros Scout crashed by Malone appears to have been flown by Vizefeldwebel Emil Eisenhuth of Jasta 3, killed in action over Haynecourt, seven kilometers northwest of Cambrai, He had flown with Jasta 3 since the beginning of April 1917, and had one allied aircraft, an F.E.2b on 3 April 1917, to his credit.

An Honour List was presented to Squadron Commander Mulock on 28 April containing the names of Breadner, Fall, and Malone. Jack learned that he had been awarded the D.S.O. but some of the other pilots in No. 3 (Naval) Squadron thought the award should have gone to either Casey or Travers. Travers requested a transfer to England at the end of the month and Casey was promoted to lead "A" flight with Malone serving as his deputy. Travers and Casey were each awarded the D.S.O. a short while later.

The pilots of No. 3 (Naval) Squadron were issued with some Buckingham tracer ammunition on 28 April which they freely expended at a target on the aerodrome. "B" flight, loaded with this ammunition, flew to an advanced landing ground and from there they did their best to bring down some hostile kite balloons. This venture met with only partial success when two balloons were driven to the ground smoking. In the evening, eight Pups of "A" and "C" flights headed east for another offensive, but Jack Malone was forced to creep home 15 minutes later with a balky engine.

That night Jack slept fitfully as he again experienced a chilling premonition of his death. He was exhausted on the morning of 30 April, and did not relish the thought of going on escort duty with No. 4 (RFC) Squadron's B.E.s who had been detailed to bomb the railway yards around Cambrai. An eyewitness recalled that Jack almost dragged himself to his aircraft, stoically lifting his tired frame into the cockpit. This raid was uncontested by the enemy, allowing the Pups to return their charges unscathed to Warloy. The normal good cheer was missing during the late lunch, as "A" flight required for another F.E. escort, this time a mid-afternoon sortie to Epinoy aerodrome. Meanwhile "B" flight was scheduled to go with another flight of B.E.s and after seeing them back to Bapaume had orders to meet "C" flight and together they were to shepherd the F.E.s to Epinoy. This plan worked well and the few enemy aircraft who dared to attack them were dealt with by Whealy and Armstrong of "C" flight who drove them away.

"B" and "C" flights were still in the air when the five Pups of "A" flight climbed into the bright spring sky led by Casey. It was his second trip across the lines as leader of "A" flight since Travers had left. Below and slightly ahead were the F.E.s of No.18 Squadron, old friends to both Casey and Malone, not so to Broad and Boliky Hayne, comparatively new members. Other than Casey's terse report--"To Epinoy, No HA attacked F.E.s. One HA attacked rear of the scout formation"--there is meager information relating to this flight of one hour 35 minutes from which Malone never returned.

Jack Malone was blessed with exceptional eyesight, and had a habit of leaving the formation to attack enemy aircraft unseen by others. He may have done this once too often, as there is little doubt that he fell victim toLeutnant Paul Billik of Jasta 12. The young German claimed a Sopwith Pup at 1745 hours near Rumancourt, Baralle, a location directly in the path of the Pup escort.

Malone's D.S.O. was formally announced on the evening of 30 April while a dim hope still remained for his survival.

Before his death, Jack Malone had made definite arrangements to meet his brother Charlie, now stationed with the Canadian Field Artillery near Vimy, in Mont St. Eloi, where they agreed upon an obvious location in the middle of town. Sometime during the morning of 1 May 1917, before the news of Malone's death had been anounced. Charlie Malone arrived at the predesignated spot. Also on hand to see Jack was the nursing sister he had met at the hospital just a month earlier. Both stood silently as the hours of waiting passed without any sign of Jack Malone, each become more and more anxious. Finally the young woman spoke and told Jack's brother she, too, was invited to be there. In fact, she continued, Jack had flown over her hospital and dropped a weighted message identifying the exact date and place. Both eventually gave up their vigil and it was not until several days later that they were informed of his loss.

Inspired by his brother's exploits, Charlie Malone left the Canadian Field Artillery and began training with the RNAS in February 1918. He later received flight instruction at Eastchurch and was flying Camels from this station when the war ended.

Cyril Malone sailed to Europe on his honeymoon shortly after World War I and visited many places where Jack was believed to have fallen in the desperate hope of uncovering some trace of information about his brother's crash site from the local inhabitants. Sadly, no one could help him.

John Joseph "Jack" Malone accounted for more enemy machines than any other RNAS pilot in such a short span of time. When he was killed he had fewer than 40 hours across the lines. He may just have been "the best damn pilot in the RNAS".

AWARD CITATION

Distinguished Service Order
Extract from London Gazette, 23 May 1917

For successfully attacking and bringing down hostile aircraft on numerous occasions. At about 6.30 a.m. on April 23while on patrol, he attacked a hostile scout and drove it down under control. He then attacked a second scout which, after the pilot had been hit, turned over on its back and went down through the clouds. A third scout attacked by him from a distance of about 20 yards descended completely out of control. While engaging a fourth machine he ran out of ammunition so returned to the advanced landing ground, replenishing his supply and at once returned to attack another hostile formation, one of which he forced down out of control. On the afternoon of April 24 he engaged a hostile two-seater machine and after badly wounding the observer forced it to land on our side of the lines.