Saturday 4 May 1918 – Shoot, but No Photos

Following on from Greg’s work on zone calls on 29 and 30 April, today saw another exercise in doing a shoot – directing artillery fire onto a target.  That was evidently more successful than the two attempts at photography that followed: one was thwarted by engine trouble, and the other by the camera jamming.

Log book entry
Log book entry
Date: 4.5.18 
Hour: 4.0 
Machine type and No.: RE 6647 
Passenger: – 
Time: 1 hr 20 m 
Height: 1500 
Course: Shoot 
Remarks: Successful
Date: 4.5.18 
Hour: 6.35 
Machine type and No.: RE 6632 
Passenger: – 
Time: 10 m 
Height: 1500 
Course: Photos 
Remarks: Engine dud
Date: 4.5.18 
Hour: 7.5 
Machine type and No.: RE 5146 
Passenger: – 
Time: 50 m 
Height: 2000 
Course: Photos 
Remarks: Camera jambed

A Little More on Shoots

If zone calls are essentially about target acquisition for the artillery, then shoots are about target degradation and ideally destruction.  In a shoot, the aircraft was again the artillery’s ‘eye in the sky’, to direct fire onto a target.  

The corps squadrons of the Royal Air Force, and the Royal Flying Corps before them, worked with siege batteries of the Royal Garrison Artillery.  Each battery might comprise four artillery pieces, for example 6″ or 8″ howitzers.  The battery’s fire was directed from the air using ‘clockface’ radio signals in which the centre of an imaginary clockface was superimposed on the target and a number from 1 to 12 was used to indicate direction of a shell’s impact point from the target, with 12, 3, 6 and 9 representing north, east south and west respectively.  The number was preceded by a letter code to indicate how far away the shell landed. The following diagram illustrates the numbers and letters:

Aeroplane to Artillery - Clock Code
Aeroplane to Artillery – Clock Code. From “Co-operation of Aircraft with Artillery” Revised Edition, Issued by the General Staff, December 1917

A small complication was that the letter O was used instead of the number 12, in order to shorten messages.

The distance codes were:

  • OK – Direct hit
  • Y – 10 yards
  • Z – 25 yards
  • A – 50 yards
  • B – 100 yards
  • C – 200 yards
  • D – 300 yards
  • E – 400 yards
  • F – 500 yards

So a near ideal sequence of signals for successive shells might be (in Morse code):

  • C3 – shell landed 200 yards to the eastof the target
  • A9 – shell landed 50 yards to the west
  • OK – direct hit.

Ground-to-air signals from the battery to the aircraft were by means of ground strips. 

Artillery to Aeroplane - Ground Signals.
Artillery to Aeroplane – Ground Signals. From “Co-operation of Aircraft with Artillery” Revised Edition, Issued by the General Staff, December 1917

For more, see:

Friday 5 April 1918 – Landings and Ground Strips

For more on zone calls see:

Monday 29 April 1918 – Zone Calls

 

 

Thursday 2 May 1918 – A Busy Day

Greg’s time at Yatesbury was coming to an end, and on this windy and probably frustrating day he practised landings and tried to practice aerial firing – but he had trouble with the gun.

Date: 2.5.18 
Hour: 8.5 
Machine type and No.: RE 5146 
Passenger: – 
Time: 30 m 
Height: 2000 
Course: [Aerodrome] 
Remarks: Very windy. Practice 1 landing
Date: 2.5.18 
Hour: 10.30 
Machine type and No.: RE 5146 
Passenger: – Time: 25 m 
Height: 2000 
Course: [Aerodrome] 
Remarks: Practice 1 landing
Date: 2.5.18 
Hour: 1.25, 2.10 & 2.25 
Machine type and No.: RE 6647 
Passenger: – 
Time: 35 m, 15 m & 10m 
Height: 1500 
Course: Aerial firing
Remarks: Gun jambed [sic].

Gun Jambed

Interesting spelling of “jambed”, which is regarded as incorrect today.  It clearly wasn’t some idiosyncrasy of Greg’s, as the Aerial Combat reports of the time used the same spelling, as in this blog entry for 27 March 1918:

Wednesday 27 March 1918 – 42 Squadron in Aerial Combat

Whether or not the spelling was common, the problem certainly was evidently more common than it should have been – both for guns and camera jambing, or, as we would say, jamming.  

 

Saturday 27 April 1918 – Yet More Landings

Only one flight today after yesterday’s four, but still practising landings:

Log book entry

Log book entry

Date: 27.4.18 
Hour: 5.30 
Machine type and No.: RE 6647 
Passenger: – 
Time: 55 m 
Height: 3000 
Course: [Aerodrome] 
Remarks: Landings 4.

You can’t really over-practice landings.  After all, in aviation it was as true in 1918 as it is today that although takeoffs are optional, landings are mandatory.

Friday 26 April 1918 – Landings and More Landings

Log book entry

The order of the day was clearly to practice landings, and that’s what Greg did, again and again…

Log book entry
Log book entry
Date: 26.4.18 
Hour: 3.15 
Machine type and No.: RE 6647 
Passenger: – 
Time: 30 m 
Height: 2000 
Course: Aerodrome 
Remarks: Landing in circle 2.
Date: 26.4.18 
Hour: 4.15 
Machine type and No.: RE 6647 
Passenger: – 
Time: 10 m 
Height: 2000 
Course: [Aerodrome] 
Remarks: Landing in circle 1.
Date: 26.4.18 
Hour: 4.35 
Machine type and No.: RE 6647 
Passenger: – 
Time: 35 m 
Height: 2000 
Course: [Aerodrome] 
Remarks: Landing in circle 2.
Date: 26.4.18 
Hour: 7.30 
Machine type and No.: RE 6632 
Passenger: – 
Time: 25 m 
Height: 2000 
Course: [Aerodrome] 
Remarks: Landings 2.

Thursday 25 April 1918 – Formation Flying, Compass Course and Vacuum Control

Yatesbury-Marlborough-Swindon circuit

Three flights today: the first in an RE8 around the aerodrome – with an intriguing entry (‘Vacuum Control’) in the Remarks column – and two further afield flying in formation and on a compass course.

Log book entry

Log book entry

Date: 25.4.18 
Hour: 2.50 
Instructor: – 
Machine type and No.: RE 6647 
Passenger: – 
Time: 45 m 
Height: 4500 
Course: Aerodrome 
Remarks: Vacuum control
Date: 25.4.18 
Hour: 5.55 
Instructor: – 
Machine type and No.: DH6 7670 
Passenger: – 
Time: 55 m 
Height: 2000 
Course: Marlboro. Swindon. Aerod. 
Remarks: Formation
Date: 25.4.18 
Hour: 1.10 
Instructor: Lt Gowler 
Machine type and No.: RE 3551 
Passenger: – 
Time: 50 m 
Height: 2000 
Course: Compass course (Wootton Basset, Chippenham & 
        Devizes. 5 forced landings) 
Remarks: DUAL

Vacuum Control

So what was the ‘vacuum control’ of the first entry (but not the first flight) of the day?  I’m grateful to Duncan Curtis, who has provided this authoritative explanation:

‘Vacuum Control’ relates to a feature on some aircraft/engines, whereby the carburettor/s were equipped with vacuum controls. The vacuum control feature allows the pilot to adjust engine mixture for altitude: on early engines no adjustment; then on some engines manual adjustment; and finally all engines gained automatic adjustment via vacuum bellows (post-WW1).  For service types equipped with these engines (of which the RE8 was one), the pilot had to demonstrate correct operation prior to graduating ‘B’ on his operational type.

Requirements to graduate 'B' (from Higher Instruction), referring to Vacuum Controls in point 8.
Requirements to graduate ‘B’ (from Higher Instruction), referring to Vacuum Control in point 8. Click for larger image. Credit: Duncan Curtis
A page from the RE8 parts catalogue showing carburettors were fitted with vacuum control.
A page from the RE8 parts catalogue showing that Claudel and BB carburettors were fitted with vacuum control. Click for larger image. Credit: Duncan Curtis

[Topic updated 25 September 2018]

Formation Flying

The second aerial event of the day was some formation flying on a circuit from Yatesbury to Marlborough to Swindon and back, a distance of some 30 miles (48 km):

Yatesbury-Marlborough-Swindon Circuit
Yatesbury-Marlborough-Swindon flight shown on a modern map (courtesy Google). Click for a larger, zoomable map (opens in new tab)

Cross Country

The third entry in the log book, but actually the first flight of the day, was a cross-country compass course under dual control with Lt Gowler as instructor.  The course was a 34 miles (54 km) circuit from Yatesbury to Wootton Basset to Chippenham to Devizes and back.

Yatesbury-Wootton-Chipp-Devizes cross country route
Yatesbury-Wootton Bassett-Chippenham-Devizes cross country route shown on a modern map (courtesy Google). Click for a larger, zoomable map (opens in new tab)
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