The Diary & Letters of a World War I Fighter Pilot

By Christopher M. Burgess

This is a first-hand account of the authors grandfather, Guy Mainwaring Knocker and his experiences as a pilot in the R.F.C. in the First World War written as a series of letters and diary entries. He wrote letters virtually every day to his family, while he trained in England and was in service in France, and often illustrated them with little sketches. Guy was a gifted artist, particularly pencil and Pen & ink, and also an excellent photographer. He flew with No 65 (Fighter) Squadron that was formed in June, 1916 as a fighter squadron, and flew to France in March 1917 in time to play a prominent part in the air operations during the Battles of Arras. In June 1917, the squadron moved to Calais for special patrol work in the Dover Straits area, to intercept enemy aircraft raiding England.

• Language: English
• Publisher: Open Road Integrated Media
• Release date: Oct 17, 2008
• ISBN: 9781783409945

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The Diary and Letters of a World War I Fighter Pilot

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Lamorna Publishing Services

July 2008

First published in Great Britain in 2008 by

Pen & Sword Aviation

an imprint of

Pen & Sword Books Ltd

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Copyright © Christopher Burgess 2008

9781781594186

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been asserted by him in accordance with the Copyright, Designs and Patents

Act 1988.

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To my family and all who knew my

grandfather

Table of Contents

Title Page

Copyright Page

Dedication

Acknowledgements

Introduction

Glossary

Biographical Note

Training

Service Overseas with 65 Squadron

Back Home

Postscript

Appendix 1

Appendix 2

Appendix 3

Index

Acknowledgements

I have only played a small part in compiling these memoirs; nothing would have been possible without the many others acknowledged here who have contributed to the task on and off over the past two decades or so! Sadly, several of those involved have now passed away, but this book is a tribute to their hard work and dedication to keeping the memory alive.

Thanks, firstly to Rosemarie Barnes of the Museum of Army Flying Ltd, Middle Wallop, Stockbridge, Hampshire, who typed the first drafts from the diaries to word processor as requested by Lieutenant Colonel Robert King-Clark, GMK’s (Guy Knocker) nephew. Robert ‘Rex’ King-Clark started correcting these drafts before ill health and bad eyesight forced him to hand on the task in 1994. After I had sat on the diaries for some years we decided it was about time to complete the job. This would have been impossible without the hours spent by my late mother, June Mainwaring Burgess (GMK’s eldest daughter), who was one of the few who could read my grandfather’s handwriting, and also my father, Raymond.

About the same time, my brother, John Burgess, started to type up the volumes of letters, which was completed by the late Dr John Thackray (GMK’s great nephew) who also added some additional memoirs from his great uncle’s sister, May, and some biographical notes.

Thanks also to Roderick Suddaby, the documents curator of the Imperial War Museum, London, who is holding the original documents, and whose staff provided images of sketches from the letters and diaries.

Finally, my thanks go to John and Wendy Dowse, keen aircraft enthusiasts, historians and members of the Western Front Association, who encouraged me to get these accounts published, and who kindly helped integrate them into a suitable format.

Introduction

This is a firsthand account of my grandfather’s experiences as a pilot in the Royal Flying Corps in World War I. While diaries and letters from service personnel survive in quite large numbers in World War I archives, they are less common from RFC/RAF officers, and so this series of letters and diaries represents an unusually regular and detailed personal record from that time.

The letters cover a period from April 1917, when GMK started his training as an RFC pilot in England, through his time in France with 65 Squadron, until April 1918, when he was injured and sent back to England. During this time he wrote virtually every day to his family, and often illustrated the letters with little sketches of aircraft and manoeuvres. My grandfather was a gifted artist, particularly with pencil and pen and ink, and also became an excellent photographer. The letters were transcribed by his mother into three exercise books at that time, and most of the sketches were pasted or copied into these volumes by my grandfather when he came home. The original letters, as individual documents, have not survived. Also included is a letter to GMK, from his father, on the day he flew out to France, and other letters and memoirs from GMK’s sister, May, who was serving as a nursing sister in France.

Interpolated between the letters are diary entries while he was on active service in France from October 1917 – April 1918, but these also continue to the end of 1918 while he was in England convalescing, and then training other pilots. The diaries include other details of daily life, which help give a fuller picture of his personal experiences and emotions. Some additional material, provided by the Imperial War Museum, is included in the entries during the period while in France to help put some of the operational details in context.

GMK was a remarkable man. Unfortunately, I never got to know him as an adult, as he died in September 1971 when I was only thirteen, and he didn’t talk to me about his war experiences. These letters and diaries put across a vivid account what it was like at that time through the experiences and language of a young seventeen – eighteen year old officer. They describe well the contrasts of dangerous offensive patrols, evening dinners, dances and theatre, and days of inactivity due to the weather (‘too dud for flying’). GMK had a lovely sense of humour and never took himself too seriously. He didn’t have much time for ostentatious bureaucrats, and named one of his Sopwith Camels ‘Pooh Bah’ – probably after The Mikado character of that name (Lord-High-Everything-Else).

The annotated photograph of 65 Squadron in the front cover of the 1918 diary is a poignant reminder of the many who gave their lives in that war. An almost identical photograph of the squadron, taken at the same time, is reproduced in a detailed history and account of 65 Squadron RFC/RAF in The Society of World War I Aero Historians’ Journal by Norman Franks and Frank Bailey (1979), Cross & Cockade 10 (2) 49-58. This also gives a full listing of squadron casualties, aircraft serial numbers, victories and awards.

Other documents relating to GMK’s World War I experiences include an article he wrote for the Ex-Army Quarterly, July 1964 – An Airman Remembers. Vignettes from the Sketch-book of an undistinguished Sopwith Camel pilot in the winter of 1917-18. This is reproduced in the appendices, together with a list of the many aircraft he flew in his RFC and RAF career between 1917 and retirement in 1946.

Text enclosed in brackets thus, […], are transcribers’ comments. Rank and initials of personnel are included where known. The letters and complete diaries have been transcribed verbatim where possible including the spelling, slang, or contemporary expressions and grammatical errors to preserve the originality of the documents. Some gaps remain, however, where the original handwriting was illegible or names crossed out. Some of the place names in Europe differ from the current ones or were spelt phonetically for ease of saying at the time and an explanatory sketch map and table of place names, compiled by John Dowse, is also included in the appendices.

The originals of the letters, diaries and some other documents are being held together in the Knocker collection at the Imperial War Museum, London. Other documents are in the RAF Museum, Hendon.

GMK’s relatives mentioned in the diaries

In January 1918, GMK returned to England on leave for two weeks and met various members of the family (see War Diary entry for 16 January 1918).

GMK was the youngest of eight children. His only brother, Cuthbert George, died aged two months and is buried in Singapore. The youngest of the sisters, ‘Wee Janie’ Bedingfield, died aged six and is buried in Barbados. The remaining five sisters are mentioned in the diaries; all had family nicknames.

Elsie, GMK’s eldest sister, was baptised Katherine Margaret Elizabeth Mainwaring. She married Alexander King-Clark, ‘King’, and was Robert King-Clark’s mother. It is likely that the ‘three kids’ mentioned in GMK’s diary are Robert King-Clark (then about five); one of his sisters, Jean, and Elspeth, his oldest sister (then ten). Elspeth later became Lady Maclure.

Lieutenant Colonel Robert King-Clark MBE MC was in The Manchester Regiment and Glider Pilot Regiment. He was GMK’s nephew and godson, and started correcting the first transcriptions of the diaries done by the Museum of Army Flying. Robert (commonly known as ‘Rex’) served in Burma during World War II and later wrote a definitive account of The Battle for Kohima 1944 (published in October 1995 by Fleur de Lys). The sequel to this, Forward from Kohima: A Burma Diary November 1944 – May 1945 was published in October 2003. Robert died in December 2007.

May, his next sister, was born Mary Ethel. It was she whom GMK met at the C.C.S. (Casualty Clearing Station) in France after he was wounded in April 1918. She later married American journalist Hugh McCaskey Love and remained in America. Cuthbert (‘Cubby’) was their only son. He became an oceanographer and lived in Seattle. He died of cancer in 1993.

Eily, was Eileen Agnes, also born in Singapore and never married. She was killed in the London Blitz in World War II when GMK was staying with her. GMK was buried in the rubble under a carpet and had to cut an air hole in the carpet with a penknife. He was later dug out relatively unharmed.

Gin or Ginny, born Winifred Victoria, also remained unmarried. My family knew her well as she was a frequent visitor at my grandparents’ home, Brook House, Ashton Keynes, Wiltshire, where GMK and his wife Cynthia, settled in 1946, upon his retirement from the RAF. Auntie Gin served in the Land Army during World War II, was a fine tennis player, and later served as an umpire at Wimbledon.

Gal or Gally was the youngest (apart from Janie above). Not to be confused with a girlfriend mentioned in the diaries also called Gally! She was born Gladwys Mainwaring, and married Leon Acheson, Lieutenant Commander, Royal Navy. He became famous for action up the Yangste River in 1926. They had three children. Their second daughter, also Gladwys, was the mother of the late Dr John Thackray (died in 1999) who also contributed to these memoirs.

Underneath are the Everlasting Arms

GMK’s alternative motto for the RFC – 25 April 1917

Chris Burgess

GMK’s grandson

March 2008

Glossary

Some abbreviations and meanings of terms referred to in the diaries. See also the sketch map and full list of place names mentioned in Appendix 3.

Biographical Note

by Dr John Thackray

Guy Mainwaring Knocker

Per Ardua ad Astra

Guy was born on 14 August 1899 at Saltash, the youngest child and only son of Colonel Cuthbert and Mrs Janie Knocker.

The Knockers were a fighting family. Guy’s great-grandfather, John Bedingfield Knocker (1793-1861), saw active service with the Royal Navy from 1806 until 1814, when he was placed on half pay. He lived near Harwich until 1838 and in Dover until his death. Guy’s grandfather, John Bedingfield Knocker II (1824-1900), served in the Indian Army from 1842 until he retired as a major general in 1879. Guy’s father, Cuthbert George Knocker (1857-1928) joined the army in 1875 and served in India, Egypt and Singapore before joining the Army Service Corps in 1889. He rose to the rank of colonel before retiring in 1902.

Guy, his parents and his five sisters, lived at Barton-under-Needwood, near Burton-on-Trent until 1913, when they moved to Liberton, in Scotland, finally moving down to Dover in 1916. Guy went to Haileybury School and from there to the Royal Military Academy at Woolwich. He got his commission on 28 February 1917 and, having applied for nomination to the Royal Flying Corps, obtained it a few days later.

No 65 (Fighter) Squadron was formed in August 1916, initially as a training squadron, and flew to France in March 1917, in time to play a prominent part in the air operations during the Battles of Arras. In June 1917, the squadron moved to Calais for special patrol work in the Dover Straits area, to intercept enemy aircraft raiding England. After a short time, however, it returned to its normal duties with the Army. After a distinguished record of service it returned to England in 1919, and was disbanded.

The badge of 65 Squadron is a lion passant in front of fifteen spears with points downwards and the motto is Vi et Armis (‘By Force of Arms’). The fifteen spears represent a notable occasion on 4 November 1918 when 65 Squadron shot down fifteen enemy aircraft in one day.

Training

7 April 1917 – 27 July 1917

Extracts from Guy’s letters written from his first Flying School at Catterick, Yorkshire where he went after about three weeks preliminary training at Reading, having joined there on March 12th 1917 . He got his Commission in the R.G.A. on Feb. 28th & having applied for a nomination to the Royal Flying Corps while at the Royal Military Academy Woolwich, obtained it a few days later & after a short leave, spent with us at 8 Marine Parade, Dover, he reported himself at Reading according to orders, in company with three other young officers from The Shop & so took his first step towards his Flying Career. The course at Reading was supposed to last a month, but owing to the unexpected advent of a batch of Russian Cadets it was curtailed & they got a sudden order on the morning of March 30th to report at Catterick in Yorkshire that same evening at 8 o’clock. Guy had just had his second inoculation for enteric the day before, he was living in a billet & was glad of his landlady’s help with his hurried packing as he only had an hour to do it in. He had to leave Reading before he had finished his exams.

Mrs Janie Knocker, GMK’s mother.

No 14 Reserve Squadron R.F.C.

Catterick, Yorkshire

7th April 1917 Easter Eve

At last my wish has been achieved! I went up last evening for 15 minutes. I was with the Flight Sergt who is a very good flyer. I was in a dual control bus & sat behind. There are two sets of controls, I rested my hands on one set & Sergt Gay worked the other. We taxied into the open & faced the wind, then he opened the engine full out & we tore along the ground at about 60 miles per hour; then we rose in the air. You can’t tell the exact moment when you take off but suddenly you look down & see the ground about 50 ft. below you & the sensation is perfectly gorgeous. For the first minute after leaving the ground I felt a little seasick but that soon went off & now it has no effect at all. The wind is rather cold on your face but otherwise I was perfectly warm as I was in a leather flying coat & wearing a safety helmet & big gloves which I borrowed.

Helmets, Flying, One, Officers, for the use of.

We got up about 500 ft & then Sergt G. turned round, he put over the left aileron control & pushed forward his left foot. Instantly the bus tilted up to the left at an angle of about 40° & began to turn round to the left, this is called banking; it is rather a funny feeling as you think you are all skew whiff & leaving part of you behind! Then we went on straight & when we came over a farm, which looked very funny from above, he switched off, or rather throttled down the engine & put her nose down, at the same time doing a banking turn. This is a priceless feeling like going down a watershute! Then we glided down and landed beautifully with no jar at all. The aerodrome looked fine from above & you could see other aeroplanes on the ground & in the air.

Then Sergt Gay said he was going to let me work it, so we got off again & then he took his hands off the controls & put them on the sides thus I was working the bus! Then her nose began to get up so I put forward the joy-stick & brought it down but I put it forward too much & the bus started to go down again however I soon pulled her up, then we came down. We landed and went up three times running.

The weather was not very good but rather bumpy this means that every now & then as you went along the bus would bump & drop a few feet or perhaps would bump up. This is due to a kind of air pocket which always comes if the day is not nearly perfect, it is quite harmless but makes it difficult to feel what you are doing. I found it quite easy to breathe as we were only doing from 60 to 70 m.p.h. and there was absolutely no feeling of dizziness at all as the motion & wind prevents that, you never think of that & just feel that it is quite impossible to fall out. I just love it & there is no sensation in the world equal to flying.

This morning I was down again for early flying and got up for 10 minutes. This time I sat in the front seat where it is not so windy owing to having a wind screen. I tried a turn myself however it was a bad turn as I hardly banked at all & used too much rudder. I will know better in future, it was a bit bumpy too. The control consists of two foot plates which work the rudder, one stick in the centre which works the elevators and two handles at the top which work up & down for the ailerons – so it is really very easy. The engine is behind in these machines & they are termed pushers.

The Maurice Farman ‘Short horn’ Biplane shewing ‘Nacelle’

Control System in a Maurice Farman

I think the bank was something like this.

No 14 Reserve Squadron. R.F.C.

Catterick

8th April 1917. Easter Sunday.

I suppose you will by this time have got my letter describing my first flight; I had another yesterday evening lasting 23 minutes. It was just topping & not at all cold; I had complete control most of the time & took her off the ground & did several turns. I have got the banking all right & put on about the right amount. The Sergt who was instructing, told me to fly level at 500 ft, it is very hard to do this as you generally tend to climb or go down, however I managed it rather well & the Sergt was quite braced but he remarked it was probably a fluke as even the best pilots find it hard. We went over the surrounding villages & the view was gorgeous.

The Sergt started stunting once, he did a turn over a village & instead of doing an ordinary bank of about 40° he did a jolly nearly vertical one. I was scared blue & found myself looking down on a church & wondering when I would drop out! But that of course is quite imposs as going round a turn the centrifugal force keeps you glued to the further side of your seat. Well it was rather fun but don’t worry, I shan’t try any stunts myself yet. Then I tried landing but I wasn’t very good at that as I flattened out too much & am a bit too heavy handed at present, still that will all come in time. (Both Mc Elroy & Maitland are in my Squadron. Mac is in my Flight & Maitland is in B). I passed the Vickers exam all right yesterday & got full marks for the sequences part of it. I played hockey this afternoon & it was great fun. No 14 & No 6 the latter won 7-6. Well I must stop this now.

R.F.C. Catterick

11th April 1917

Thanks very much for the parcel & cigs. which were very welcome. I haven’t been up since I last wrote as the weather has been absolutely dud for flying & today the snow is thick. (I went to Middlesboro’ on Monday & took a holiday as did nearly everyone else, I had quite a good time. I & four other fellows are going there to a dance this evening in aid of wounded Tommies as there will be no flying today & there is nothing else to do. ) I passed in Artillery Observation yesterday in the written part & have yet to pass in the practical part in sending & signalling. Well I have no more news to give you, thanks for the hockey stick & stockings also for your last letter. I am afraid your last hope, that my nerves couldn’t stand it, is gone as they are quite all right!

R.F.C. Catterick

15th April 1917

Thanks most awfully for your letters & parcels, the gloves were topping also the books – I have read most of them but still I will read them again! The dance on Wed. night was great fun but the drive home was jolly cold we got back about 2.30 a.m. There is not much news; there has been no flying since I last wrote as the weather has been a dud. Yesterday I played Rugger for the Squadron against the H.L.I. We got badly beaten as we were two men short & had never played together before but it was a great game if a bit rough, the ground was rather stoney [sic] & we nearly all had cut knees. The Glasgow Highlanders were an awfully nice lot of chaps all broad Scots, we hope to play a return match against them some time soon.

I went to church this morning but I don’t think I shall go tonight as you can never tell if the wind will drop & if it does then there will be flying. I have some topping flying kit – a huge leather greatcoat lined with fleece, a pair of sheep skin thigh boots with the fleece inside going right up my legs – gorgeously warm, a safety helmet – padded – a fur-lined flying helmet like a leather Balaclava helmet; this is lined with beaver, a pair of goggles & a pair of fleece lined gauntlet gloves but these have no fingers and are most clumsy to grip the controls with so I think I am going to get a pair of fur gloves with fingers, they cost £1.1/- but are worth it. I am never strapped in flying because it is far safer not to be strapped in a pusher machine as in the event of a crash you are often thrown clear whereas if you were strapped in you would probably get the engine, which is behind, in the small of your back, if it carried through as it likely would, you can’t fall out. Well I have no more news so will stop now.

The length of my course here depends entirely on the weather. You have to do altogether 3 or 4 hours in the air dual & then 5 hours solo. With good weather I may get out in a month & if the weather is bad I may be here 3 months. You see a Maurice is not a very stable bus like a Vickers & I can’t fly it in bumpy weather or at any rate it can fly but it is no good for instruction.

The Safety or ‘Hun’ Helmet. Fur lined helmet.

Catterick

18th April 1917

Thanks very much for your letter just received – also for the newspaper cutting. The Scouts’ Machine which it refers to that can climb so well is S.E.5 (Scouting Experimental No 5). It flies level at a speed of 140 to 160 m.p.h. whereas a Maurice never does more than 60 to 65. Some difference! I have just this minute been up for 20 minutes with Sergt Gay. We had 4 landings. I was trying to land to-day & am slowly improving at it – my chief fault being that I am too heavy handed on the controls & a trifle too jerky. In landing you glide straight down for about 10 ft. when you very slowly pull back the joy-stick. This flattens it out, then you push it forward a trifle & then flatten out again about an inch on the stick & when she touches ground you put the stick forward gradually and hold her down. I flatten out rather too soon generally & am a bit jerky but I am improving. If you flatten out too