James McCudden

James Thomas Byford McCudden, (28 March 1895 – 9 July 1918) was a British flying ace of the First World War and among the most highly decorated airmen in British military history.

Born in 1895 to a middle class family with military traditions, McCudden joined the Royal Engineers in 1910. Having an interest in mechanics he transferred to the Royal Flying Corps (RFC) in 1913 at which time he first came into regular contact with aircraft. At the outbreak of war in 1914 he flew as an observer before training as a fighter pilot in 1916.

McCudden claimed his first victory in September 1916. He claimed his fifth victory—making him an ace—on 15 February 1917. For the next six months he served as an instructor and flew defensive patrols over London. He returned to the frontline in summer 1917. That same year he dispatched a further 31 enemy aircraft while claiming multiple victories in one day on 11 occasions.

With his six British medals and one French, McCudden received more awards for gallantry than any other airman of British nationality serving in the First World War. He was also one of the longest serving. By 1918, in part due to a campaign by the ''Daily Mail'' newspaper, McCudden became one of the most famous airmen in the British Isles.

At the time of his death, he had achieved 57 aerial victories, placing him seventh on the list of the war's most successful aces. Just under two-thirds of his victims can be identified by name. This is possible since, unlike other Allied aces, a substantial proportion of McCudden's claims were made over Allied-held territory. The majority of his successes were achieved with 56 Squadron RFC and all but five were shot down while McCudden was flying the S.E.5a.

On 9 July 1918, McCudden was killed in a flying accident when his aircraft crashed following possible engine failure. His rank at the time of his death was major, a significant achievement for a man who had begun his career in the RFC as an air mechanic. McCudden is buried at the British war cemetery at Beauvoir-Wavans.

Early life and family

James McCudden was born in Gillingham, Kent, to Sergeant-Major William H. McCudden and Amelia Byford. His father had been in the military for most of his life. He joined the Royal Engineers as a teenager and served in No. 24 Company. William McCudden fought in the Anglo-Egyptian War at the Battle of Tel el-Kebir in 1882. During combat he rescued a wounded soldier while under fire and was recommended for an award. However, when it emerged he was acting against orders he was denied any honours. Nevertheless, William had a long career in the Engineers and eventually became an instructor at the School of Military Engineering as a non-commissioned officer. His mother's family also had a military background; her grandfather served as a Master-at-arms in the Royal Marines aboard .

In 1890 William H. McCudden and Amelia Byford (1869–1955) married. They had six children; William Thomas James (3 April 1891 – 1 May 1915), Mary Amelia (23 January 1893), James Thomas Byford (28 March 1895 – 9 July 1918), Kathleen Annie (1 December 1899), John Anthony (14 June 1897 – 18 March 1918) and Maurice Vincent (31 October 1901 – 13 December 1934). John and William McCudden became fighter pilots but both were killed whilst flying—John would be killed in action during the war.

His father William H. McCudden took a post at the Air Ministry at the rank of warrant officer after the Great War, but would die tragically at Clapham Junction railway station on 7 July 1920. When he stood up to offer a woman his seat the compartment door flew open, knocking him into the path of an oncoming train. Maurice Vincent became a pilot and served in the Royal Air Force (RAF) until he retired through illness in 1933. He died of colitis the following year, leaving a widow and small daughter.

The McCuddens moved to Sheerness in 1909 and James transferred to the garrison school. He learned to shoot at the rifle range, box and was a reasonably intelligent student. His father's retirement soon placed a heavy strain on the family finances and as a consequence McCudden felt obliged to find a job before he could enlist once he turned 15. He filled the time from the age of 14 to the age of enlistment by working as a Post Office messenger boy. It was at this time McCudden's interest in flying began. In nearby Leysdown, on the Isle of Sheppey, one of the first aviation centres was built. It was here John Moore-Brabazon became the first Englishman to fly. McCudden and his brothers often went to see the pioneer aviators gather. McCudden expressed a desire to become a pilot after spending hours watching these early flying machines.

Royal Engineers and RFC

Unfortunately his desire to be a pilot was postponed. The family required further income after his father retired. Unable to wait for that opportunity to arise he joined the Royal Engineers on 26 April 1910, as No. 20083. On 24 February 1911, he set sail for Gibraltar on the southern tip of Spain. McCudden spent eighteen months in Gibraltar before returning to England in September 1912. While in Gibraltar he read ''Flight'' manual magazine habitually, which explained the theory of flight, aircraft construction and aero engines. He excelled in his service and by 26 April 1913 he had become a qualified Sapper. He also held the grade Air Mechanic 2nd Class, No. 892, which was awarded to him on 28 April 1913. Soon afterwards he became a member of the Royal Flying Corps (RFC). On 9 May he was posted to Farnborough depot as a mechanic.

McCudden's tenure at the aerodrome began ominously. The same day he was granted a request to travel as an observer in a Royal Aircraft Factory B.E.2, disaster struck which could conceivably have ended his career. Instructed to familiarise himself with the aircraft around the airfield he examined a Caudron Type A, and proceeded to turn over the engine. The aircraft was listed as unserviceable and McCudden saw no danger in leaving the throttle fully open. Suddenly the engine started and it accelerated out of the hangar and into a Farman MF.11. McCudden watched as the propeller chewed the wing to pieces and damaged his Commanding Officer's car which had been parked nearby. He was able to reach the cockpit and switch off the ignition but not before extensive damage had been done. For this misdemeanor he was brought before Colonel Frederick Sykes, commanding the RFC Military Wing. Sykes was pleased with his overall progress, which likely saved him, but sentenced McCudden to seven days detention and a forfeiture of 14 days pay for the incident. Five years later Sykes again met McCudden—then at the height of his fame—and chaffed him on the episode, even jokingly threatening to send him a bill for the car.

On 15 June 1913 he was posted to No. 3 Squadron RFC. He managed a flight in a Blériot aircraft while there and gradually won a reputation as a first-rate mechanic. By Christmas his frequent requests for trips in the aircraft had met with so much success that McCudden had logged nearly 30 hours, mostly in the Blériot monoplanes. On 1 April 1914 he was promoted to Air Mechanic First Class.

War service

An observer airman

In August 1914 he travelled to France as a mechanic with 3 Squadron after war was declared, which followed the German invasion of Belgium. It operated as a reconnaissance unit and McCudden began to fly as an observer. After stopping at Amiens for several days, the unit began reconnoitering enemy positions. 3 Squadron offered support to the British Army at the Battle of Mons in Belgium. That month McCudden saw his first German aircraft on 22 August. On 25 August the British began their retreat, south-west, toward Paris. 3 Squadron moved to no fewer than nine different landing grounds, often delaying departure until the enemy was only a mile or two behind. Eventually they settled at Melun, south of Paris. In the autumn, McCudden participated in locating German artillery positions as the Allied armies drove back the enemy at the First Battle of the Marne and First Battle of the Aisne. McCudden flew these missions with a rifle since aircraft lacked any fixed armament.

McCudden performed well and took on more administrative responsibilities once he was promoted to Corporal on 20 November 1914. During this period, the First Battle of Ypres was being fought and the Squadron re-equipped with the higher performing Morane-Saulnier L aircraft. Several months later, on 1 April 1915, he was promoted to sergeant and made NCO in charge of all engines in his flight. McCudden's delight at gaining a promotion was cut short by news that his brother William had been killed in an air crash while flying an elderly Blériot. Just a week later, his eldest sister Mary lost her husband in an explosion which destroyed the minelayer HMS ''Princess Irene'' on 27 May 1915.

Undeterred, McCudden made a formal application to become a pilot and fly on operations but it was rejected on the grounds he was too valuable to risk losing. His reputation as a mechanic had spread since his supervision in the unit had led to a record-low number of engine failures. He continued to fly as an observer despite the recommendation of his rejection letter.

On 8 June he made his first official observer qualifying sortie which he passed. At this time the German ''Luftstreitkräfte'' (Air Service) introduced the Fokker Eindecker fighter equipped with Synchronization gear. Firing through the propeller, the Germans had a machine that soon became a serious threat to McCudden's unit. The enemy succeeded establishing a period of air superiority at this time. McCudden still flew regularly as an observer with the new commanding Officer, Edgar Ludlow-Hewitt, who had taken over command on 20 November 1915. He recorded a flight of 2 hours 40 minutes on 27 November which included an abortive chase after an Albatros C.I reconnaissance aircraft. On 16 December 1915 he acted as aerial gunner, when he drove off an attack on his flight by the German ace Max Immelmann. While firing at the Fokker, McCudden saw a piece of paper or fabric fall off the German machine. Although the ground was diligently searched, no trace of it was found. On 19 January 1916, McCudden exchanged fire with another German observer without result.

During this time, McCudden's Squadron was also experimenting with wireless technology. Captain D.S Lewis, who commanded the headquarters flight, fitted his B.E.2a with a wireless set to help direct artillery fire. In April 1915 he commanded 3 Squadron and became McCudden's commanding officer. He was killed a year later when he was shot down by ground-fire. It is unknown whether McCudden participated in these pioneering ventures.

On 21 January 1916 McCudden was awarded the Croix de guerre for gallantry. He travelled to Lillers to receive his award from General Joseph Joffre, Commander-in-Chief of the French Army. On 23 January he was promoted to flight sergeant and 24 hours later he was ordered home to England to begin pilot training.

Pilot training

McCudden was based at Farnborough and began his training on 22 February 1916. He started with a 20-minute flight in a Henry Farman pusher. McCudden had already flown 100 hours as a passenger with 25 different pilots including 46 hours as a regular observer since November 1915 and had much experience with his surroundings. His instructor was impressed with his grasp of the mechanics and theory. He practiced six landings and progressed to the more powerful Avro 504 as the last Farman had been written off by another student.

On 9 April he was sent to Gosport, assigned to No. 41 Squadron RFC, and made his first solo flight on 16 April in a Farman MF.7. Later that day he was awarded his Royal Aero Club certificate after completing four figure-of-eight turns, a glide from 1,200 feet and a landing within forty yards of a selected mark. He completed 22 flights at Gosport, the longest a 50-minute flight to 7,000 feet. On 29 April he was posted to the Central Flying School (CFS) at Upavon, near Salisbury Plain, for advanced training, arriving on 1 May.

On 7 May he became the 107th non-commissioned officer to receive his CFS certificate, passing as Second Class Flier. He was good enough to be selected as an instructor and took his first pupil after having flown only nine hours of solo flight himself. Two of his pupils included the future ace and 56 Squadron colleague Geoffrey Hilton Bowman and Mick Mannock.Cole 1967, p. 53. Soon afterwards, while teaching a student in an Airco DH.1, the aircraft entered a dangerous spin. McCudden narrowly avoided a crash, pulling up feet above the ground. An impact would certainly have killed them both.

On 30 May he was graded First Class Flier. The grade was based upon his achievements; he had achieved a dead-stick landing within a fifty-yard marker, a 15-minute flight at 6,000 feet, a 60-mile cross-country flight and 15 hours solo flying. On 24 May he passed his final test with a two-hour flight from Salisbury, to Southampton and on to Basingstoke. His 74 hours flying experience was well above the minimum. By the time he left for France in June he had accumulated 121 flying hours, given 177 lessons as instructor, and had personally tutored 40 student pilots.

Back at the front line

McCudden joined No. 20 Squadron on 8 July 1916. The unit was equipped with Royal Aircraft Factory F.E.2 and flew from Clairmarais aerodrome, near Saint-Omer. He flew his first operational sortie two days later and continued as the Battle of the Somme raged. The Squadron was ordered to intercept and shoot down German reconnaissance aircraft. He patrolled the Ypres and Roeselare (Roulers) region. He did not spot any enemy reconnaissance machines but did come into contact with a single Fokker near Lille. Flying in formation, the British were well placed to deal with lone German fighters since they could use their gunners to form a formidable defence screen. This particular German used a tactic of climbing above the British, making a diving attack at the rear-most aircraft and diving away if he did not score a decisive hit. Two days later McCudden ran out of fuel in the Lille district. Disorientated because of heavy mist, he force-landed in Allied territory, crashing and coming to halt in the garden of a French farmhouse. Little damage was done to the machine. On 2 August he took part in an operation to bomb the Zeppelin sheds at Brussels. The flight was unmolested, though the familiar lone Fokker made an appearance and then withdrew without attacking.

That same evening McCudden was told to pack his belongings since he was to be reassigned to 29 Squadron RFC flying Airco DH.2 scouts. McCudden was pleased to be flying scouts, finding it "light after flying the F.E."918