The "ace of aces" among British flying men of the war is Major William A. Bishop, who holds the record of 72 enemy airplanes downed. Second to him on the British list stands the name of Captain James McCudden, who had disposed of 56 of his enemies when he himself was accidentally killed. McCudden had had a most picturesque career. He joined the British army as a bugler at the age of fifteen. As a private he fought with the first Englishmen in France in 1914. His first flying experience came at Mons, when owing to the scarcity of observers he was permitted to serve in that capacity. He rapidly made good, and was soon promoted to the rank of officer. He proved himself a clever aerial gunner, and so won the opportunity to qualify as a pilot. With a fast fighting machine of his own he became a menace to the Hun, with whom he engaged in over 100 combats during his flying career, yet never himself received a wound.

Other English fliers made special records in the Great War, as Captain Philip F. Fullard, who downed 48 enemy machines; Captain Henry W.

Wollett, who accounted for 28; and Lieutenants John J. Malone, Allan Wilkinson, Stanley Rosevear and Robert A. Little, all with scores of from 17 to 20. Captain Albert Ball, who was shot down by Baron von Richthofen in 1917, had an official score of 43 victories over the Hun, with the additional honor of having conquered the great German aviator Immelmann.

And now we come to the story of America's great fliers. Long before America herself had entered the World War there had arisen a valiant little company of her sons, who, remembering our ancient debt to France, had gone to fight beside her men in the war against the invader.

Many of these Americans became skilful aviators and members of the squadron which the French had appropriately named the "Lafayette Escadrille." In 1916, three of its most distinguished fliers--Norman Price, Victor Chapman and Kiffen Rockwell--gave their lives to France.

Probably the name which all Americans know best is that of Major Raoul Lufbery, till his death American "ace of aces," who flew with the Escadrille under the flags of both countries.

Major Lufbery's personal story is romantic as any fiction. He was a born soldier of fortune. When a very young chap he ran away from home and for several years rode and tramped over Europe and part of Africa, working at anything that came to hand. After his early wanderings there followed two years of strenuous service with the U. S. regulars in the Philippines; and after that another long, aimless jaunt over j.a.pan and China. It was in the Far East that he came by chance upon Marc Pourpe, the French aviator who was giving exhibition flights and coining money out of the enthusiasm of the Orientals. The two men became fast friends and Pourpe took Lufbery along with him on his travels. As an airplane mechanic under Pourpe's direction Lufbery found his first serious employment and also his first serious interest. He conceived a deep interest in aviation and became an apt pupil.

Then came the war, and Pourpe offered his services to France. Lufbery went along as his mechanic. It was only a few months before his friend had fallen, and Lufbery, anxious to avenge his death, sought admission to the ranks of French fliers. In 1916, after much excellent service over the lines, he became a member of the Lafayette Escadrille. The spectacular period of his career had now begun. He had soon claimed the five official victories necessary to make him an "ace," and in addition was presented with the Croix de Guerre for distinguished bravery in action. With his swift _Nieuport_ he engaged in combat after combat, coming through by sheer cool-headedness and skill born of long experience. He was officially described by the French Government as "able, intrepid, and a veritable model for his comrades."

In November, 1917, America had the honor of claiming back her son, when he became a major in the U. S. service and commanding officer of the Lafayette Escadrille. And it was with the utmost sorrow that the American public, a little over six months later, read that our great aviator had met his death. He fell on May 19, 1918, in an attack on a German "armored tank," which already had sent five American airplanes plunging to earth. Lufbery's official total was 17 German planes destroyed, but actually he had accounted for many more. He had been made a Chevalier of the Legion of Honor by France, and like others of his American comrades had done much to cement the friendship between the two countries.

Another American ace who deserves the grat.i.tude of the American people, not only because he brought down twenty-six German aircraft but because of the extraordinary inspiration of his example as a leader at the front to other American air fighters, is the present premier American ace, Captain Eddie Rickenbacker, idol of the automobile racing world before the war.

America's entrance into the war fired Rickenbacker with an ambition to get into the fighting at all costs and after an attempt to organize a squadron composed of expert auto racing men, unsuccessful because of lack of funds, he enlisted in the infantry. He became General Pershing's driver at the front and while serving in this capacity watched his chance to get into the flying end of the air service. An opportunity soon presented itself and Rickenbacker advanced rapidly. In eighteen months he had, as commanding officer, perfected the finest and most efficient flying squadron in the Allied armies, and had become America's ace of aces. His service was distinguished by untiring energy, devotion to his men and sacrifice of personal ambition in the demands of his duty as a leader, for it is a self-evident fact that had Rickenbacker been a free lance, he might easily have doubled his score of victories. He is a chevalier of the Legion of Honor, has received the Croix de Guerre with three palms, and also the Distinguished Service Cross with nine palms.

[Ill.u.s.tration: CAPTAIN EDDIE RICKENBACKER]

A particularly lovable figure in American aviation during the war was Edmond Genet, who fell in the Spring of 1917 while serving under the Stars and Stripes. Born in America, young Genet was descended from the first French minister to the United States. The two countries were equally dear to him. When he died, at his own request the Tri-color and the Stars and Stripes were placed side by side over his grave, as a mark, so he said "that I died for both countries."

[Ill.u.s.tration: _Copyright International Film Service, Inc._

THE FIRST BAG OF MAIL CARRIED BY THE U. S. AERO MAIL SERVICE]

It would be impossible to enumerate in one short chapter all the brilliant records that were made during the war by the aviators of the allied nations. The best we can hope to do is to remember those names which stood out most prominently in the long story of victories won and sacrifices made to the cause of the world's liberty. Opposing our brave men there was, from time to time, a German flier who attained considerable renown, and who, for a time at least, baffled his opponents. Thus in the early days Immelmann and Boelke were much heard of. Each had his peculiar method of maneuvering and fighting. Immelmann's favorite trick was to "loop the loop" in order to get out of the way of an enemy's gunfire, suddenly righting himself before the loop was finished, in order to fly back and catch the opposing airman unawares.

By this "stunt" he succeeded in sending 37 Allied aviators to their deaths, before he himself was shot down by Captain Albert Ball of the British Royal Flying Corps.

Captain Boelke had a totally different method of attack from that of Immelmann. His favorite pastime was to lurk behind a cloud at a great alt.i.tude, until he spied an airplane of the Allies below him, when he would point the nose of his machine straight at his victim and dive for it, opening fire. In case he missed his target he never waited to give battle, but continued his descent until he had made a landing behind the German lines. According to the lenient German count, he had scored 43 victories up to the time of his death. It was an American, Captain Bonnel, in the British air service, who finally defeated and killed him in October, 1916.

Early in the war the Germans discovered that, however perfect their airplanes might become, their airmen were not the equals of those who were flying for the French and British. The German works much better under orders than where, as in aerial combat, he is required to rely entirely upon his personal initiative. The Allied airmen therefore soon claimed supremacy over the lines, and it was in order to wrest it from them that the Germans began turning over various schemes in their mind.

The one which proved acceptable in the end has been credited to Captain Boelke. It was that of sending German aviators out in groups to meet the Allied fliers, each group headed by a commander. This plan at least proved much more successful than the old one of single encounter. Thus Boelke became the commander of a German squadron, which after his death pa.s.sed to the leadership of Baron Max von Richthofen.

Richthofen was one of the cleverest of the enemy aviators and in time he made his squadron a formidable aerial weapon. He conceived the idea of camouflaging his planes in order to render them invisible at high alt.i.tudes. Accordingly he had all the machines under his command gaudily colored. He presented a curious spectacle when he took to flight with his gaudily painted flock of birds and the British promptly nicknamed his squadron "Richthofen's circus." The "circus" usually consisted of about 30 fast scout machines, with every pilot a picked man. Freed from all routine duties over the lines its one object was to destroy, and so it roved up and down, appearing now here, now there, in an effort to strike terror to the hearts of British and French airmen. It took a large toll of our best fighters, although Richthofen's personal record of 78 victories was undoubtedly exaggerated.

The most effective fighters against this powerful organization were the members of the world-famous Hat-in-the-Ring Squadron commanded by Captain Eddie Rickenbacker, America's ace of aces. Day after day they went out against the boasted champions of the German Air Service and day after day they came in with German planes to their credit. At the close of the war they had won a greater number of victories than any other American squadron. The Hat-in-the-Ring was the first American squadron to go over the enemies' lines, the first to destroy an enemy plane and it brought down the last Hun aeroplane to fall in the war. After the signing of the armistice it was distinguished by being selected as the only fighting squadron in the forces to move into Germany with the Army of Occupation. It will doubtless go down in history as the greatest flying squadron America sent to the war.

On April 21, 1918, the "circus" was in operation over the Somme Valley, over the British lines. Several of its fighters attacked a couple of British planes unexpectedly, and quite as suddenly the whole squadron swooped down out of the blue. Other British airplanes rushed to the spot from all directions and there followed a confused battle which spread over a wide area.

One of the German planes which had been flying low came crashing to earth. When the wreckage was removed and the body of the pilot recovered he was found to be no other than the great Richthofen himself.

Thus the greatest of the German champions was downed. He was buried with military honors by the British, but the menace which he stood for had happily been destroyed.

CHAPTER IX

THE BIRTH OF AN AIRPLANE

Out in the forests of the great Northwest there stands a giant spruce tree, tall and straight and strong, whose top looks out across the gentle slopes of the Rocky Mountain foothills to the Pacific. For eight hundred years, perhaps, it has stood guard there. Great of girth, its straight trunk rising like a stately column in the forest, it is easily king of all it surveys.

Someday the woodsmen of Uncle Sam come and fell that mighty spruce. And then begins the story of its evolution, from a proud, immovable personage whose upper foliage seemed to touch the clouds, to a strong and lithesome bird who goes soaring fearlessly across the sky.

Uncle Sam has had an army of over ten thousand men in the woods of Oregon and Washington during the past year, selecting and felling spruces for airplane manufacture. Only the finest of the trees are chosen, and lumber which shows the slightest defect is instantly discarded. The great logs are sawed into long, flat beams, and are carefully examined for knots or pitch pockets or other blemishes which might impair their strength when finally they have been fashioned into airplane parts. These beams then start on their journey to the aircraft plants, where skilled laborers get to work on them. For the days of the homemade airplane have pa.s.sed. It is only about fifteen years since the Wright brothers built their first crude flying machine, and, not without some misgivings, made the first trial of their handiwork. Since then airplane manufacture has made many a stride. The flying machine of those days was largely a matter of guesswork. n.o.body knew exactly what it might do when it took to the air. n.o.body knew whether it would prove strong enough to bear the pilot's weight, or whether it might suddenly capsize in the air and come crashing with its burden to the earth. For the parts had been crudely fashioned by the inventor's own hands.

Naturally he was very seldom a skilled cabinet maker, painter and mechanician. He knew very little about the laws of aerodynamics, about stress and strain and factors of safety. He just went ahead and did the best he could and took his chance about losing his life when his great bird took to the air.

No wonder the early fliers dreaded to set forth in even a gentle breeze!

No wonder there used to be so much talk about "holes in the air" and all the other atmospheric difficulties that beset the pioneers. The wonder is that any of the early fliers ever came off alive with the fickle mounts to whom they trusted their lives.

To-day the manufacture of an airplane has been reduced to the most exact of sciences. Every part is produced in large quant.i.ties by skilled workmen, and its strength is scientifically determined before it is pa.s.sed on to become a member of the finished airplane. Sometimes whole factories specialize on a particular detail of the airplane. Here they make only airplane propellers; there only engines; while in this factory the wings and fuselage are produced.

Let us imagine ourselves on a visit to one of the great aircraft factories which have suddenly sprung up in the United States and become so busy with the work of turning out a huge aerial fleet. The great trees which were felled in the Northwestern woods have changed greatly in appearance since we saw them last. As a matter of fact for certain parts of the airplane they should have been allowed to lie out in the sun and rain for several years to "season," but the rush to put planes in the air has made this impossible. Instead they have been treated with a special process in order to rid the wood of its impurities. Now the big beams go to the carpenters to be fashioned into the airplane fuselage. The separate boards are carefully cut and fitted and trimmed down to perfect smoothness and symmetry. Painted and varnished the fuselage resembles a fine automobile body. In the top or roof of the fuselage one or more circular openings have been cut. Below, almost on the floor are the seats for pilot and observer, in what are known as the c.o.c.kpits. While the carpenters and cabinet makers have been busy on the fuselage, more skilled workmen still have been fashioning the airplane wings. This is one of the most difficult and delicate tasks of all.

Remember that the curve of the wing determines to a large extent the speed and climbing powers of the completed airplane. The wing is built up of a number of ribs which give it the proper curve and shape. Each of these ribs must be accurately manufactured from a prescribed formula.

First a piece of board is turned out which looks exactly like a cross section of a wing. But there is no need for solid wood to add to the weight of the wing, and so all over its surface the workman goes, boring out circular pieces, until only a framework remains. On its upper and lower edges a flexible strip of wood is bent down to its shape and strongly attached. The rib is now complete. A number of ribs placed in a row begin to suggest the outlines of a wing. They are connected by long beams which run from tip to tip of the wing. When these have been fastened in place the skeleton is completed and the work of the carpenters is over for a little while.

The next step is to place upon this wing skeleton its linen covering.

The linen is usually cut in gores or strips which are sewed together, and then the whole piece is stretched as taut as possible upon its framework, above and below the ribs. Sometimes the seams run parallel to the ribs and are tacked down to them, but seams which run diagonally across the wing have been found more satisfactory. Of course it is practically impossible to stretch the fabric absolutely tight over the frame so that it will not sag when subjected to the heavy pressure of the air. Various methods were tried in the early days to tauten and strengthen the fabric. To-day the covered wing is treated with a substance known as "dope," which shrinks it till it is "tight as a drum."

Dope renders the wing both air-proof and rainproof. It strengthens the fabric and makes it able to bear the terrible stresses to which it will be subjected when the airplane is racing through the sky. But it cannot be applied carelessly, and right here the skill of the very best painters is brought into play. These painters spread first two very thin coats of it over the fabric, filling up the pores so that later coats will not run through into the interior of the wing. Next two or three thicker coats are applied. After this the wing may receive several coats of varnish, while if it is a U. S. service plane it gets a final covering of white enamel, which protects the fabric from the injurious action of the sun's rays.

Now the wings and fuselage of our airplane are ready, and the rudder, the elevating surfaces and the ailerons are in course of production.

They are made in the same manner as the wings, with a wooden framework over which fabric is stretched and "doped." We begin to think our big bird is almost ready to be put together, but we have forgotten two important items: the engine and the propeller.

The airplane manufacturer usually does not attempt to build his own engines or propellers. He buys his engine all ready to be installed and procures his propeller from a factory which makes this its specialty.

For the propeller is one of the most difficult parts of the airplane to produce. Above all things it must be strong, and for this reason steel has been tried in its manufacture. Curiously enough it was found that the metal propeller could not stand up under high speeds and stresses as well as one built of wood.

Many kinds of wood are used in propeller construction, and the choice depends very largely on the speed and stress--in other words on the horsepower of the engine. Sometimes a propeller is built of alternating layers of two different kinds of wood. But with high-powered engines oak is very generally employed on account of its strength.

An airplane propeller is not carved out of a single block of wood, for in this case it would not be strong enough for the difficult task it has to perform of cutting its way through the atmosphere and drawing the airplane after it. Instead it is built up of a number of thicknesses of specially seasoned wood, so arranged that the surface is formed by the cross grains of the various layers. This result is produced by first piling up a number of boards to form a block out of which the propeller can be carved. The boards are glued firmly together and then they are subjected to tremendous pressure. Now expert wood carvers begin their delicate task of turning out a propeller of a given pitch. Their work requires the utmost skill, but they succeed, until gradually the finished article begins to take form out of the crude block. A coat of varnish, a fine metal hub--and our propeller is ready to be shipped to join the wings and the fuselage and complete the manufacture of a modern airplane.

There are several other items--such as the steel landing cha.s.sis, the steering instruments and the upholstery--which we must have on hand before we are ready to commence the work of a.s.sembling. When all have been procured the happy task begins. The wings are put in place, and carefully secured by wires and supporting struts. The steering apparatus is installed, the cushioned seats are placed in the c.o.c.kpits, the fuselage is mounted on the wheeled cha.s.sis, and finally when all is complete the big bird is sent out for its first test flight.

If there is any one way in which the airplane of to-day differs radically in its process of manufacture from the airplane of a few years ago it is in this: that it is a _tested_ machine. The greatest enemy of the aviator was and always will be, not so much the bullets of an enemy as the hidden flaw in his machine's construction, which makes it "go back on him" when he least expects. The pioneer aviator built himself what he considered a "strong airplane," but when he attempted flight under weather conditions not so favorable as those on which he had counted, some untested part gave way. So in the early days there were many tragedies. To-day, the airplane has become a safe mount indeed, for not only is the finished machine tried out before it is put into use, but each separate part is subjected to the most exacting series of tests. If it does not bear up under at least six times the strain it will ever be called on to endure in flight, it is rejected as unfit.

That is the reason the aviator of to-day dares to perform all the marvelous tricks in the air of which we read. Back of the stories of heroism and daring that have come from the battle line during the Great War, and back of the great commercial feats and enterprises that are being planned for the near future, we must not lose sight of the remarkable progress in airplane manufacture and the careful painstaking research and experiment that have resulted in greater safety in the air.

Of course it was the war that spurred every one on to do his best in the design and construction of airplanes. Before that time England and America had made very poor showings, and France, although deeply interested in aviation, had nothing in the way of a flying machine that would not seem ancient compared with the airplanes of the present time.

America came into the field of action late, and up to the time she entered the war she had practically no airplane industry whatever. Yet when she did get in she set to work with a will, and as every one knows she succeeded in making a real contribution to aviation in the war.

Every brain that could be of service in our great country was mobilized.

The automobile manufacturers did much for the cause, some surrendering their trade secrets for the good of the cause, and others turning over their large organizations to airplane construction. As a result, a recent report stated that there were 248 factories in the United States making planes, with over 150,000 men working on aircraft. In a single year this giant industry has sprung up, and the mechanical genius of America has been focussed upon this latest problem: the heavier-than-air machine.

It is inconceivable that our country, which can boast the invention of the airplane, should in peace times allow this great industry to wane.

For a long time we slept while France was forging ahead in the design and construction of machines. The commercial uses of the airplane will be numberless, and it is bound to a.s.sume an ever more important and practical role in everyday life. America has the natural resources, and now that she has developed the tools with which to work and has trained a large body of young men to be capable pilots, she should look forward in the future to maintaining her proper place among the nations in airplane manufacture. The big bird of the sky who had his birth in America and who grew to such enormous proportions during the strenuous days of war, must not be allowed to lose his American manners when he turns to peace pursuits.