Greg’s last-but-one day at Yatesbury, and the last on which he would fly DH.6s saw a couple of outings around the aerodrome, for aerial fighting and general practice:
Date: 5.5.18
Hour: 8.0
Machine type and No.: DH 5155
Passenger: –
Time: 55 m
Height: 2000
Course: Aerodrome
Remarks: Aerial fighting
Date: 5.5.18
Hour: 3.5
Machine type and No.: DH 5463
Passenger: –
Time: 50 m
Height: 2000
Course: [Aerodrome]
Remarks: Practice
Perhaps Greg would miss friends he’d made at Yatesbury. A later entry in his diary suggests that he was in touch for a while with Albert Gertrey, at least. And maybe Holmes and Jones were particular friends, too:
In an important training exercise, Greg begins today to practice ‘zone calls’.
Log book entry
Date: 29.4.18
Hour: 2.35
Machine type and No.: DH 5155
Passenger: –
Time: 55 m
Height: 3000
Course: Aerodrome
Remarks: Practice.
Date: 29.4.18
Hour: 5.55
Machine type and No.: DH 5155
Passenger: –
Time: 1 h 20 m
Height: 3000
Course: –
Remarks: Zone calls
Date: 29.4.18
Hour: 8.0
Machine type and No.: RE 5146
Passenger: –
Time: 30 m
Height: 2500
Course: Aerodrome
Remarks: Practice 1 landing.
Zone Calls
Zone calls are one way wireless messages by Morse code from aircraft to artillery batteries giving information about targets, such as enemy batteries firing, enemy transport and troop movements.
A zone call might be something like:
NF L 26 c 2 0
This would mean: Guns Now Firing from a position at map reference L 26 c 2 0. Maps of the Western Front (and presumably maps used by Greg’s Training Squadron at Yatesbury) used a reference system that was a combination of squares and a grid.
Each 1:40,000 map sheet was divided into twenty-four 6,000 yd squares, arranged in a 6 x 4 array and lettered A to X – in our case, L.
Each 6,000 yd square was in turn subdivided into thirty-six 1,000 yd squares, numbered 1 to 36 – in our case, 26.
Each 1,000 yd square was then subdivided into four quadrants (a, b, c, d) – in our case, c.
Finally, a decimal grid reference (eastings and then northings) was used to specify the intended position with the required degree of precision. This could be to one significant figure as in our example (2 0), which identified a 50 yd square. Or it could be to two significant figures if greater precision was desired and achievable (22 01, for example), which would identify a 5 yd square within the 50 yd square denoted by 2 0.
Fine levels of detail are not visualisable on a 1:40,000 map. The artillery and infantry tended to use 1:20,000 and 1:10,000 scale maps, depending on the purpose in hand, which were revised periodically as trenches and other ground features changed. These revisions, incidentally, would rely heavily on the aerial photography of work of the corps squadrons. The complete map reference would include the number of the 1:40,000 sheet (eg Sheet 36A, to give 36A L 26 c 2 0), but the sheet number was typically understood in context and therefore omitted in zone calls.
If this combination of squares and grid references sounds complicated, it is not actually different in principle from an Ordnance Survey grid reference, which in one of its incarnations uses a combination of an identified square and a decimal grid reference within the square. For example, the OS reference SU 053711 is based on a 100 km square designated SU and then, within that square, a three significant figure decimal grid reference 053 711. This in turn identifies a 100 m square – which, as it happens, is on the former Yatesbury airfield (1:50,000 Landranger sheet 173 in today’s OS maps).
A zone call was a one way wireless message from the aircraft to an artillery battery on the ground. Ground to air communication was done by ‘ground strips’, as explained in this earlier post:
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
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.
[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):
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.
A day of varied activity, and varying degrees of success. First some aerial combat practice in a DH.6. Secondly an outing in an RE8 to take photos and do a shoot – presumably an artillery shoot, as on 22 April – which this time was recorded as unsuccessful.
Log book entry
Date: 24.4.18
Hour: 2.25
Instructor: –
Machine type and No.: DH6 9762
Passenger: –
Time: 45 m
Height: 1500
Course: Aerodrome
Remarks: Fighting
Date: 24.4.18
Hour: 4.40
Instructor: –
Machine type and No.: RE 5146
Passenger: –
Time: 1 hr 0
Height: 2000
Course: Photos & shoot
Remarks: Unsucc.
After more practice on landings, Greg spent the final flight of the day on artillery co-operation work, specifically a practice shoot – recorded as successful.
After three days of no flying, Greg had three flights in three different RE8s today with Lt Thomas as instructor, and a taste of aerial combat training in a DH.6:
Date: 12.4.18
Hour: 2.0
Instructor: Lt Thomas
Machine type and No.: RE4462
Passenger: Self
Time: 15 min
Height: 1000
Course: Aerodrome
Remarks: Dual. 1 landing.
Date: 12.4.18
Hour: 2.25
Instructor: –
Machine type and No.: RE6632
Passenger: –
Time: 40 min
Height: 2000
Course: [Aerodrome]
Remarks: Practice turns. 2 landings.
Date: 12.4.18
Hour: 3.35
Instructor: –
Machine type and No.: DH7672
Passenger: –
Time: 1 hr 30 min
Height: 2000
Course: [Aerodrome]
Remarks: Fighting (Offence solo)
Date: 12.4.18
Hour: 6.30
Instructor: –
Machine type and No.: RE4968
Passenger: –
Time: 35 min
Height: 1000
Course: [Aerodrome]
Remarks: Landings (five).
Despite the somewhat nondescript weather, another significant day dawned for Greg on Monday 8 April 1918:
four flights in three different aircraft types (BE2e, DH.6 and RE8);
first use of bombs;
first solo in RE8; and
Greg was awarded his RAF Graduation Certificate – his ‘wings’.
Log book entry
Date: 8.4.18
Hour: 5.55
Instructor: Lt Thomas
Machine type and No.: RE4462
Passenger: Self
Time: 45 min
Height: 1000
Course: [Aerodrome]
Remarks: Dual. Six landings.
Date: 8.4.18
Hour: 3.35
Instructor: –
Machine type and No.: BE 1358
Passenger: –
Time: 55 min
Height: 3000
Course: Bombs. Successful.
Date: 8.4.18
Hour: 3.00
Instructor: –
Machine type and No.: DH6 7226
Passenger: –
Time: 15 min
Height: 1500
Course: [Aerodrome]
Remarks: Turns
Date: 8.4.18
Hour: 6.45
Instructor: –
Machine type and No.: RE6632
Passenger: –
Time: 35 min
Height: 2000
Course: [Aerodrome]
Remarks: First solo. Two landings
Bombs
Greg dropped his first bombs (probably 20lb Coopers) during the flight at 3:35 pm from BE2e 1358, a photograph of which featured in an earlier post on 14 March and is reproduced again here:
RE8 Solo
Greg’s first solo in an RE8 was significant enough for him to note in his log book. Possibly it was on this occasion that the following somewhat blurry photograph of him standing in front of an RE8 was taken:
Graduation
Greg’s RAF graduation certificate – a fairly crudely adapted RFC graduation certificate – was issued this day by the Central Flying School in Upavon (some 11 miles/18 km to the SSE of Yatesbury):
And Finally, the Weather…
In Wiltshire the weather was overcast in the morning and mostly cloudy in the afternoon. Back home in Holyhead, by contrast, Greg’s parents would have enjoyed not only a little over four hours of sunshine, but also, according to the Met Office records, a solar halo:
In earlier times, one can imagine that this would have been seen as an omen.
Today was spent getting more familiar with the RE8, under dual control with Lt Thomas, and doing some consolidation solo work in the DH.6 – despite being forced down by storm:
Date: 2.4.18
Hour: 8.45
Instructor: Lt Thomas
Machine type and No.: RE3551
Passenger: Self
Time: 35 min
Height: 2500
Course: Aerodrome
Remarks: Dual. Turns & landings
Date: 2.4.18
Hour: 10.10
Instructor: –
Machine type and No.: DH7670
Passenger: –
Time: 10 min
Height: 1000
Course: [Aerodrome]
Remarks: Left hand flying. Forced down by storm
Date: 2.4.18
Hour: 11.15
Instructor: –
Machine type and No.: DH7670
Passenger: –
Time: 25 min
Height: 1000
Course: [Aerodrome]
Remarks: Landings (3)