Chapter I: Become a Fighting-Scout (1)

I started flying, in Chicago, in 1912. I was then eighteen years old, but I had had a hankering for the air ever since I can remember.

As a youngster I followed the exploits of the Wrights with the greatest interest, although I must confess I sometimes hoped that they wouldn't really conquer the air until I had had a whack at it myself. I got more whacks than I was looking for later on.

Needless to say, my parents were very much opposed to my risking my life at what was undoubtedly at that time one of the most hazardous "pastimes" a young fellow could select, and every time I had a smash-up or some other mishap I was ordered never to go near an aviation field again.

So I went out to California. There another fellow and I built our own machine, which we flew in various parts of the state.

In the early part of 1916, when trouble was brewing in Mexico, I joined the American Flying Corps. I was sent to San Diego, where the army flying school is located, and spent about eight months there, but as I was anxious to get into active service and there didn't seem much chance of America ever getting into the war, I resigned and, crossing over to Canada, joined the Royal Flying Corps at Victoria, B. C.

I was sent to Camp Borden, Toronto, first to receive instruction and later to instruct. While a cadet I made the first loop ever made by a cadet in Canada, and after I had performed the stunt I half expected to be kicked out of the service for it. Apparently, however, they considered the source and let it go at that. Later on I had the satisfaction of introducing the loop as part of the regular course of instruction for cadets in the R. F. C., and I want to say right here that Camp Borden has turned out some of the best fliers that have ever gone to France.

In May, 1917, I and seventeen other Canadian fliers left for England on the _Megantic_, where we were to qualify for service in France.

Our squadron consisted of nine Americans, C. C. Robinson, H. A. Miller, F. S. McClurg, A. A. Allen, E. B. Garnett, H. K. Boysen, H. A. Smeeton, A. Taylor, and myself; and nine Britishers, Paul H. Raney, J. R. Park, C. Nelmes, C. R. Moore, T. L. Atkinson, F. C. Conry, A. Muir, E. A. L. F. Smith, and A. C. Jones.

Within a few weeks after our arrival in England all of us had won our "wings"--the insignia worn on the left breast by every pilot on the western front.

We were all sent to a place in France known as the Pool Pilots' Mess. Here men gather from all the training squadrons in Canada and England and await assignments to the particular squadron of which they are to become members.

The Pool Pilots' Mess is situated a few miles back of the lines. Whenever a pilot is shot down or killed the Pool Pilots' Mess is notified to send another to take his place.

There are so many casualties every day in the R. F. C. at one point of the front or another that the demand for new pilots is quite active, but when a fellow is itching to get into the fight as badly as I and my friends were I must confess that we got a little impatient, although we realized that every time a new man was called it meant that some one else had, in all probability, been killed, wounded, or captured.

One morning an order came in for a scout pilot, and one of my friends was assigned. I can tell you the rest of us were as envious of him as if it were the last chance any of us were ever going to have to get to the front. As it was, however, hardly more than three hours had elapsed before another wire was received at the Mess and I was ordered to follow my friend. I afterward learned that as soon as he arrived at the squadron he had prevailed upon the commanding officer of the squadron to wire for me.

At the Pool Pilots' Mess it was the custom of the officers to wear "shorts"--breeches that are about eight inches long, like the Boy Scouts wear, leaving a space of about eight inches of open country between the top of the puttees and the end of the "shorts." The Australians wore them in Salonica and at the Dardanelles.

When the order came in for me, I had these "shorts" on, and I didn't have time to change into other clothes. Indeed, I was in such a sweat to get to the front that if I had been in my pajamas I think I would have gone that way. As it was, it was raining and I threw an overcoat over me, jumped into the machine, and we made record time to the aerodrome to which I had been ordered to report.

As I alighted from the automobile my overcoat blew open and displayed my manly form attired in "shorts" instead of in the regulation flying breeches, and the sight aroused considerable commotion in camp.

"Must be a Yankee!" I overheard one officer say to another as I approached. "No one but a Yank would have the cheek to show up that way, you know!"

But they laughed good-naturedly as I came up to them and welcomed me to the squadron, and I was soon very much at home.

My squadron was one of four stationed at an aerodrome about eighteen miles back of the Ypres line. There were eighteen pilots in our squadron, which was a scout-squadron, scout-machines carrying but one man.

A scout, sometimes called a fighting-scout, has no bomb-dropping or reconnoitering to do. His duty is just to fight, or, as the order was given to me, "You are expected to pick fights and not wait until they come to you!"

When bomb-droppers go out over the lines in the daytime, a scout-squadron usually convoys them. The bomb-droppers fly at about twelve thousand feet, the scouts a thousand feet or so above them to protect them.

If at any time they should be attacked, it is the duty of the scouts to dive down and carry on the fight, the orders of the bomb-droppers being to go on dropping bombs and not to fight unless they have to. There is seldom a time that machines go out over the lines on this work in the daytime that they are not attacked at some time or other, and so the scouts usually have plenty of work to do. In addition to these attacks, however, the squadron is invariably under constant bombardment from the ground, but that doesn't worry us very much, as we know pretty well how to avoid being hit from that quarter.

On my first flight, after joining the squadron, I was taken out over the lines to get a look at things, map out my location in case I was ever lost, locate the forests, lakes, and other landmarks, and get the general lay of the land.

One thing that was impressed upon me very emphatically was the location of the hospitals, so that in case I was ever wounded and had the strength to pick my landing I could land as near as possible to a hospital. All these things a new pilot goes through during the first two or three days after joining a squadron.

Our regular routine was two flights a day, each of two hours' duration. After doing our regular patrol, it was our privilege to go off on our own hook, if we wished, before going back to the squadron.

I soon found out that my squadron was some hot squadron, our fliers being almost always assigned to special-duty work, such as shooting up trenches at a height of fifty feet from the ground!

I received my baptism into this kind of work the third time I went out over the lines, and I would recommend it to any one who is hankering for excitement. You are not only apt to be attacked by hostile aircraft from above, but you are swept by machine-gun fire from below. I have seen some of our machines come back from this work sometimes so riddled with bullets that I wondered how they ever held together. Before we started out on one of these jobs we were mighty careful to see that our motors were in perfect condition, because they told us the "war-bread was bad in Germany."

One morning, shortly after I joined the squadron, three of us started over the line on our own accord. We soon observed four enemy machines, two-seaters, coming toward us. This type of machine is used by the Huns for artillery work and bomb-dropping, and we knew they were on mischief bent. Each machine had a machine-gun in front, worked by the pilot, and the observer also had a gun with which he could spray all around.

When we first noticed the Huns our machines were about six miles back of the German lines and we were lying high up in the sky, keeping the sun behind us, so that the enemy could not see us.

We picked out three of the machines and dove down on them. I went right by the man I picked for myself and his observer in the rear seat kept pumping at me to beat the band. Not one of my shots took effect as I went right under him, but I turned and gave him another burst of bullets and down he went in a spinning nose dive, one of his wings going one way and one another. As I saw him crash to the ground I knew that I had got my first hostile aircraft. One of my comrades was equally successful, but the other two German machines got away. We chased them back until things got too hot for us by reason of the appearance of other German machines, and then we called it a day.

This experience whetted my appetite for more of the same kind, and I did not have long to wait.

It may be well to explain here just what a spinning nose dive is. A few years ago the spinning nose dive was considered one of the most dangerous things a pilot could attempt, and many men were killed getting into this spin and not knowing how to come out of it. In fact, lots of pilots thought that when once you got into a spinning nose dive there was no way of coming out of it. It is now used, however, in actual flying.

The machines that are used in France are controlled in two ways, both by hands and by feet, the feet working the yoke or rudder bar which controls the rudder that steers the machine. The lateral controls and fore and aft, which cause the machine to rise or lower, are controlled by a contrivance called a "joy-stick." If, when flying in the air, a pilot should release his hold on this stick, it will gradually come back toward the pilot.

In that position the machine will begin to climb. So if a pilot is shot and loses control of this "joy-stick" his machine begins to ascend, and climbs until the angle formed becomes too great for it to continue or the motor to pull the plane; for a fraction of a second it stops, and the motor then being the heaviest, it causes the nose of the machine to fall forward, pitching down at a terrific rate of speed and spinning at the same time. If the motor is still running, it naturally increases the speed much more than it would if the motor were shut off, and there is great danger that the wings will double up, causing the machine to break apart. Although spins are made with the motor on, you are dropping like a ball being dropped out of the sky and the velocity increases with the power of the motor.

This spinning nose dive has been frequently used in "stunt" flying in recent years, but is now put to practical use by pilots in getting away from hostile machines, for when a man is spinning, it is almost impossible to hit him, and the man making the attack invariably thinks his enemy is going down to certain death in the spin.

This is all right when a man is over his own territory, because he can right his machine and come out of it; but if it happens over German territory, the Huns would only follow him down, and when he came out of the spin they would be above him, having all the advantage, and would shoot him down with ease.

It is a good way of getting down into a cloud, and is used very often by both sides, but it requires skill and courage by the pilot making it if he ever expects to come out alive.

A spin being made by a pilot intentionally looks exactly like a spin that is made by a machine actually being shot down, so one never knows whether it is forced or intentional until the pilot either rights his machine and comes out of it or crashes to the ground.

Another dive similar to this one is known as just the plain "dive." Assume, for instance, that a pilot flying at a height of several thousand feet is shot, loses control of his machine, and the nose of the plane starts down with the motor full on. He is going at a tremendous speed and in many instances is going so straight and swiftly that the speed is too great for the machine, because it was never constructed to withstand the enormous pressure forced against the wings, and they consequently crumple up.

If, too, in an effort to straighten the machine, the elevators should become affected, as often happens in trying to bring a machine out of a dive, the strain is again too great on the wings, and there is the same disastrous result. Oftentimes, when the petrol-tank is punctured by a tracer-bullet from another machine in the air, the plane that is hit catches on fire and either gets into a spin or a straight dive and heads for the earth, hundreds of miles an hour, a mass of flame, looking like a brilliant comet in the sky.

The spinning nose dive is used to greater advantage by the Germans than by our own pilots, for the reason that when a fight gets too hot for the German he will put his machine in a spin, and as the chances are nine out of ten that we are fighting over German territory, he simply spins down out of our range, straightens out before he reaches the ground, and goes on home to his aerodrome. It is useless to follow him down inside the German lines, for you would in all probability be shot down before you could attain sufficient altitude to cross the line again.

It often happens that a pilot will be chasing another machine when suddenly he sees it start to spin. Perhaps they are fifteen or eighteen thousand feet in the air, and the hostile machine spins down for thousands of feet. He thinks he has hit the other machine and goes home happy that he has brought down another Hun. He reports the occurrence to the squadron, telling how he shot down his enemy; but when the rest of the squadron come in with their report, or some artillery observation balloon sends in a report, it develops that when a few hundred feet from the ground the supposed dead man in the spin has come out of the spin and gone merrily on his way for his own aerodrome.

III

CAPTURED BY THE HUNS

I shall not easily forget the 17th of August, 1917. I killed two Huns in a double-seated machine in the morning, another in the evening, and then I was captured myself. I may have spent more eventful days in my life, but I can't recall any just now.

That morning, in crossing the line on early morning patrol, I noticed two German balloons. I decided that as soon as my patrol was over I would go off on my own hook and see what a German balloon looked like at close quarters.

These observation balloons are used by both sides in conjunction with the artillery. A man sits up in the balloon with a wireless apparatus and directs the firing of the guns. From his point of vantage he can follow the work of his own artillery with a remarkable degree of accuracy and at the same time he can observe the enemy's movements and report them.

The Germans are very good at this work and they use a great number of these balloons. It was considered a very important part of our work to keep them out of the sky.

There are two ways of going after a balloon in a machine. One of them is to cross the lines at a low altitude, flying so near the ground that the man with the anti-aircraft gun can't bother you. You fly along until you get to the level of the balloon, and if, in the mean time, they have not drawn the balloon down, you open fire on it and the bullets you use will set it on fire if they land.

The other way is to fly over where you know the balloons to be, put your machine in a spin so that they can't hit you, get above them, spin over the balloon, and then open fire. In going back over the line you cross at a few hundred feet.

This is one of the hardest jobs in the service. There is less danger in attacking an enemy's aircraft.

Nevertheless, I had made up my mind either to get those balloons or make them descend, and I only hoped that they would stay on the job until I had a chance at them.

When our two hours' duty was up, therefore, I dropped out of the formation as we crossed the lines and turned back again.

I was at a height of fifteen thousand feet, considerably higher than the balloons. Shutting my motor off, I dropped down through the clouds, thinking to find the balloons at about five or six miles behind the German lines.

Just as I came out of the cloud-banks I saw below me, about a thousand feet, a two-seater hostile machine doing artillery observation and directing the German guns. This was at a point about four miles behind the German lines.

Evidently the German artillery saw me and put out ground signals to attract the Hun machine's attention, for I saw the observer quit his work and grab his gun, while the pilot stuck the nose of his machine straight down.

But they were too late to escape me. I was diving toward them at a speed of probably two hundred miles an hour, shooting all the time as fast as possible. Their only chance lay in the possibility that the force of my dive might break my wings. I knew my danger in that direction, but as soon as I came out of my dive the Huns would have their chance to get me, and I knew I had to get them first and take a chance on my wings holding out.

Fortunately, some of my first bullets found their mark and I was able to come out of my dive at about four thousand feet. They never came out of theirs!

But right then came the hottest situation in the air I had experienced up to that time. The depth of my dive had brought me within reach of the machine-guns from the ground and they also put a "barrage" around me of shrapnel from anti-aircraft guns, and I had an opportunity to "ride the barrage," as they call it in the R. F. C. To make the situation more interesting, they began shooting "flaming onions" at me.

"Flaming onions" are rockets shot from a rocket-gun. They are used to hit a machine when it is flying low and they are effective up to about five thousand feet. Sometimes they are shot up one after another in strings of about eight, and they are one of the hardest things to go through. If they hit the machine it is bound to catch fire and then the jig is up.

All the time, too, I was being attacked by "Archie"--the anti-aircraft fire. I escaped the machine-guns and the "flaming onions," but "Archie" got me four or five times. Every time a bullet plugged me, or rather my machine, it made a loud bang, on account of the tension on the material covering the wings.

None of their shots hurt me until I was about a mile from our lines, and then they hit my motor. Fortunately I still had altitude enough to drift on to our own side of the lines, for my motor was completely out of commission. They just raised the dickens with me all the time I was descending, and I began to think I would strike the ground before crossing the line, but there was a slight wind in my favor and it carried me two miles behind our lines. There the balloons I had gone out to get had the satisfaction of "pin-pointing" me. Through the directions which they were able to give to their artillery, they commenced shelling my machine where it lay.

Their particular work is to direct the fire of their artillery, and they are used just as the artillery observation airplanes are. Usually two men are stationed in each balloon. They ascend to a height of several thousand feet about five miles behind their own lines and are equipped with wireless and signaling apparatus. They watch the burst of their own artillery, check up the position, get the range, and direct the next shot.

When conditions are favorable they are able to direct the shots so accurately that it is a simple matter to destroy the object of their attack. It was such a balloon as this that got my position, marked me out, called for an artillery shot, and they commenced shelling my machine where it lay. If I had got the two balloons instead of the airplane, I probably would not have lost my machine, for he would in all probability have gone on home and not bothered about getting my range and causing the destruction of my machine.

I landed in a part of the country that was literally covered with shell-holes. Fortunately my machine was not badly damaged by the forced landing. I leisurely got out, walked around it to see what the damage was, and concluded that it could be easily repaired. In fact, I thought, if I could find a space long enough between shell-holes to get a start before leaving the ground, that I would be able to fly on from there.

I was still examining my plane and considering the matter of a few slight repairs, without any particular thought for my own safety in that unprotected spot, when a shell came whizzing through the air, knocked me to the ground, and landed a few feet away. It had no sooner struck than I made a run for cover and crawled into a shell-hole. I would have liked to have got farther away, but I didn't know where the next shell would burst, and I thought I was fairly safe there, so I squatted down and let them blaze away.

The only damage I suffered was from the mud which splattered up in my face and over my clothes. That was my introduction to a shell-hole, and I resolved right there that the infantry could have all the shell-hole fighting they wanted, but it did not appeal to me, though they live in them through many a long night and I had only sought shelter there for a few minutes.

After the Germans had completely demolished my machine and ceased firing I waited there a short time, fearing perhaps they might send over a lucky shot, hoping to get me, after all. But evidently they concluded enough shells had been wasted on one man. I crawled out cautiously, shook the mud off, and looked over in the direction where my machine had once been. There wasn't enough left for a decent souvenir, but nevertheless I got a few, such as they were, and, readily observing that nothing could be done with what was left, I made my way back to infantry headquarters, where I was able to telephone in a report.

A little later one of our automobiles came out after me and took me back to our aerodrome. Most of my squadron thought I was lost beyond a doubt and never expected to see me again; but my friend, Paul Raney, had held out that I was all right, and, as I was afterward told, "Don't send for another pilot; that Irishman will be back if he has to walk." And he knew that the only thing that kept me from walking was the fact that our own automobile had been sent out to bring me home.

I had lots to think about that day, and I had learned many things; one was not to have too much confidence in my own ability. One of the men in the squadron told me that I had better not take those chances; that it was going to be a long war and I would have plenty of opportunities to be killed without deliberately "wishing them on" myself. Later I was to learn the truth of his statement.

That night my "flight"--each squadron is divided into three flights consisting of six men each--got ready to go out again. As I started to put on my tunic I noticed that I was not marked up for duty as usual.

I asked the commanding officer, a major, what the reason for that was, and he replied that he thought I had done enough for one day. However, I knew that if I did not go, some one else from another "flight" would have to take my place, and I insisted upon going up with my patrol as usual, and the major reluctantly consented. Had he known what was in store for me I am sure he wouldn't have changed his mind so readily.

As it was, we had only five machines for this patrol, anyway, because as we crossed the lines one of them had to drop out on account of motor trouble. Our patrol was up at 8 P.M., and up to within ten minutes of that hour it had been entirely uneventful.

At 7.50 P.M., however, while we were flying at a height of sixteen thousand feet, we observed three other English machines which were about three thousand feet below us pick a fight with nine Hun machines.

I knew right then that we were in for it, because I could see over toward the ocean a whole flock of Hun machines which evidently had escaped the attention of our scrappy comrades below us.

So we dove down on those nine Huns.

At first the fight was fairly even. There were eight of us to nine of them. But soon the other machines which I had seen in the distance, and which were flying even higher than we were, arrived on the scene, and when they, in turn, dove down on us, there was just twenty of them to our eight!

Four of them singled me out. I was diving and they dove right down after me, shooting as they came. Their tracer-bullets were coming closer to me every moment. These tracer-bullets are balls of fire which enable the shooter to follow the course his bullets are taking and to correct his aim accordingly. They do no more harm to a pilot if he is hit than an ordinary bullet, but if they hit the petrol-tank, good night! When a machine catches fire in flight there is no way of putting it out. It takes less than a minute for the fabric to burn off the wings, and then the machine drops like an arrow, leaving a trail of smoke like a comet.

As their tracer-bullets came closer and closer to me I realized that my chances of escape were nil. Their very next shot, I felt, must hit me.

Once, some days before, when I was flying over the line I had watched a fight above me. A German machine was set on fire and dove down through our formation in flame on its way to the ground. The Hun was diving at such a sharp angle that both his wings came off, and as he passed within a few hundred feet of me I saw the look of horror upon his face.

Now, when I expected any moment to suffer a similar fate, I could not help thinking of that poor Hun's last look of agony.

I realized that my only chance lay in making an Immermann turn. This maneuver was invented by a German--one of the greatest who ever flew and who was killed in action some time ago. This turn, which I made successfully, brought one of their machines right in front of me, and as he sailed along barely ten yards away I had "the drop" on him, and he knew it.

His white face and startled eyes I can still see. He knew beyond question that his last moment had come, because his position prevented his taking aim at me, while my gun pointed straight at him. My first tracer-bullet passed within a yard of his head, the second looked as if it hit his shoulder, the third struck him in the neck, and then I let him have the whole works and he went down in a spinning nose dive.

All this time the three other Hun machines were shooting away at me. I could hear the bullets striking my machine one after another. I hadn't the slightest idea that I could ever beat off those three Huns, but there was nothing for me to do but fight, and my hands were full.

In fighting, your machine is dropping, dropping all the time. I glanced at my instruments and my altitude was between eight and nine thousand feet. While I was still looking at the instruments the whole blamed works disappeared. A burst of bullets went into the instrument board and blew it to smithereens, another bullet went through my upper lip, came out of the roof of my mouth and lodged in my throat, and the next thing I knew was when I came to in a German hospital the following morning at five o'clock, German time.

I was a prisoner of war!

IV

CLIPPED WINGS

The hospital in which I found myself on the morning after my capture was a private house made of brick, very low and dirty, and not at all adapted for use as a hospital. It had evidently been used but a few days, on account of the big push that was taking place at that time of the year, and in all probability would be abandoned as soon as they had found a better place.

In all, the house contained four rooms and a stable, which was by far the largest of all. Although I never looked into this "wing" of the hospital, I was told that it, too, was filled with patients, lying on beds of straw around on the ground. I do not know whether they, too, were officers or privates.

The room in which I found myself contained eight beds, three of which were occupied by wounded German officers. The other rooms, I imagined, had about the same number of beds as mine. There were no Red Cross nurses in attendance, just orderlies, for this was only an emergency hospital and too near the firing-line for nurses. The orderlies were not old men nor very young boys, as I expected to find, but young men in the prime of life, who evidently had been medical students. One or two of them, I discovered, were able to speak English, but for some reason they would not talk. Perhaps they were forbidden by the officer in charge to do so.

In addition to the bullet wound in my mouth, I had a swelling from my forehead to the back of my head almost as big as my shoe--and that is saying considerable. I couldn't move an inch without suffering intense pain, and when the doctor told me that I had no bones broken I wondered how a fellow would feel who had.

German officers visited me that morning and told me that my machine went down in a spinning nose dive from a height of between eight and nine thousand feet, and they had the surprise of their lives when they discovered that I had not been dashed to pieces. They had to cut me out of my machine, which was riddled with shots and shattered to bits.

A German doctor removed the bullet from my throat, and the first thing he said to me when I came to was, "You are an American!"

There was no use denying it, because the metal identification disk on my wrist bore the inscription, "Pat O'Brien, U. S. A. Royal Flying Corps."

Although I was suffering intense agony, the doctor, who spoke perfect English, insisted upon conversing with me.

"You may be all right as a sportsman," he declared, "but you are a damned murderer just the same for being here. You Americans who got into this thing before America came into the war are no better than common murderers and you ought to be treated the same way!"

The wound in my mouth made it impossible for me to answer him, and I was suffering too much pain to be hurt very much by anything he could say.

He asked me if I would like an apple! I could just as easily have eaten a brick.

When he got no answers out of me he walked away disgustedly.

"You don't have to worry any more," he declared, as a parting shot; "for you the war is over!"

I was given a little broth later in the day, and as I began to collect my thoughts I wondered what had happened to my comrades in the battle which had resulted so disastrously to me. As I began to realize my plight I worried less about my physical condition than the fact that, as the doctor had pointed out, for me the war was practically over. I had been in it but a short time, and now I would be a prisoner for the duration of the war!

The next day some German flying officers visited me, and I must say they treated me with great consideration. They told me of the man I had brought down. They said he was a Bavarian and a fairly good pilot. They gave me his hat as a souvenir and complimented me on the fight I had put up.

My helmet, which was of soft leather, was split from front to back by a bullet from a machine-gun and they examined it with great interest. When they brought me my uniform I found that the star of my rank which had been on my right shoulder-strap had been shot off clean. The one on my left shoulder-strap they asked me for as a souvenir, as also my R. F. C. badges, which I gave them. They allowed me to keep my "wings," which I wore on my left breast, because they were aware that that is the proudest possession of a British flying officer.

I think I am right in saying that the only chivalry in this war on the German side of the trenches has been displayed by the officers of the German Flying Corps, which comprises the pick of Germany. They pointed out to me that I and my comrades were fighting purely for the love of it, whereas they were fighting in defense of their country, but still, they said, they admired us for our sportsmanship. I had a notion to ask them if dropping bombs on London and killing so many innocent people was in defense of their country, but I was in no position or condition to pick a quarrel at that time.

That same day a German officer was brought into the hospital and put in the bunk next to mine. Of course, I casually looked at him, but did not pay any particular attention to him at that time. He lay there for three or four hours before I did take a real good look at him. I was positive that he could not speak English, and naturally I did not say anything to him.

Once when I looked over in his direction his eyes were on me and to my surprise he said, very sarcastically, "What the hell are you looking at?" and then smiled. At this time I was just beginning to say a few words, my wound having made talking difficult, but I said enough to let him know what I was doing there and how I happened to be there. Evidently he had heard my story from some of the others, though, because he said it was too bad I had not broken my neck; that he did not have much sympathy with the Flying Corps, anyway. He asked me what part of America I came from, and I told him "California."

After a few more questions he learned that I hailed from San Francisco, and then added to my distress by saying, "How would you like to have a good juicy steak right out of the Hofbräu?" Naturally, I told him it would "hit the spot," but I hardly thought my mouth was in shape just then to eat it. I immediately asked, of course, what he knew about the Hofbräu, and he replied, "I was connected with the place a good many years, and I ought to know all about it."

After that this German officer and I became rather chummy--that is, as far as I could be chummy with an enemy, and we whiled away a good many long hours talking about the days we had spent in San Francisco, and frequently in the conversation one of us would mention some prominent Californian, or some little incident occurring there, with which we were both familiar.

He told me when war was declared he was, of course, intensely patriotic and thought the only thing for him to do was to go back and aid in the defense of his country. He found that he could not go directly from San Francisco because the water was too well guarded by the English, so he boarded a boat for South America. There he obtained a forged passport and in the guise of a Montevidean took passage for New York and from there to England.

He passed through England without any difficulty on his forged passport, but concluded not to risk going to Holland, for fear of exciting too much suspicion, so went down through the Strait of Gibraltar to Italy, which was neutral at that time, up to Austria, and thence to Germany. He said when they put in at Gibraltar, after leaving England, there were two suspects taken off the ship, men that he was sure were neutral subjects, but much to his relief his own passport and credentials were examined and passed O. K.

The Hun spoke of his voyage from America to England as being exceptionally pleasant, and said he had had a fine time because he associated with the English passengers on board, his fluent English readily admitting him to several spirited arguments on the subject of the war which he keenly enjoyed.

One little incident he related revealed the remarkable tact which our enemy displayed in his associations at sea, which no doubt resulted advantageously for him. As he expressed it, he "made a hit" one evening when the crowd had assembled for a little music by suggesting that they sing "God Save the King." Thereafter his popularity was assured and the desired effect accomplished, for very soon a French officer came up to him and said, "It's too bad that England and ourselves haven't men in our army like you." It was too bad, he agreed, in telling me about it, because he was confident he could have done a whole lot more for Germany if he had been in the English army.

In spite of his apparent loyalty, however, the man didn't seem very enthusiastic over the war and frankly admitted one day that the old political battles waged in California were much more to his liking than the battles he had gone through over here. On second thought he laughed as though it were a good joke, but he evidently intended me to infer that he had taken a keen interest in politics in San Francisco.

When my "chummy enemy" first started his conversation with me the German doctor in charge reprimanded him for talking to me, but he paid no attention to the doctor, showing that some real Americanism had soaked into his system while he had been in the U. S. A.

I asked him one day what he thought the German people would do after the war; if he thought they would make Germany a republic, and, much to my surprise, he said, very bitterly, "If I had my way about it, I would make her a republic to-day and hang the damned Kaiser in the bargain." And yet he was considered an excellent soldier. I concluded, however, that he must have been a German Socialist, though he never told me so.

On one occasion I asked him for his name, but he said that I would probably never see him again and it didn't matter what his name was. I did not know whether he meant that the Germans would starve me out or just what was on his mind, for at that time I am sure he did not figure on dying. The first two or three days I was in the hospital I thought surely he would be up and gone long before I was, but blood poisoning set in about that time and just a few hours before I left for Courtrai he died.

One of those days, while my wound was still very troublesome, I was given an apple; whether it was just to torment me, knowing that I could not eat it, or whether for some other reason, I do not know. But, anyway, a German flying officer there had several in his pockets and gave me a nice one. Of course, there was no chance of my eating it, so when the officer had gone and I discovered this San Francisco fellow looking at it rather longingly I picked it up, intending to toss it over to him. But he shook his head and said, "If this was San Francisco, I would take it, but I cannot take it from you here." I was never able to understand just why he refused the apple, for he was usually sociable and a good fellow to talk to, but apparently he could not forget that I was his enemy. However, that did not stop one of the orderlies from eating the apple.

One practice about the hospital which impressed me particularly was that if a German soldier did not stand much chance of recovering sufficiently to take his place again in the war, the doctors did not exert themselves to see that he got well. But if a man had a fairly good chance of recovering and they thought he might be of some further use, everything that medical skill could possibly do was done for him. I don't know whether this was done under orders or whether the doctors just followed their own inclinations in such cases.

My teeth had been badly jarred up from the shot, and I hoped that I might have a chance to have them fixed when I reached Courtrai, the prison where I was to be taken. So I asked the doctor if it would be possible for me to have this work done there, but he very curtly told me that though there were several dentists at Courtrai, they were busy enough fixing the teeth of their own men without bothering about mine. He also added that I would not have to worry about my teeth; that I wouldn't be getting so much food that they would be put out of commission by working overtime. I wanted to tell him that from the way things looked he would not be wearing his out very soon, either.

My condition improved during the next two days and on the fourth day of my captivity I was well enough to write a brief message to my squadron reporting that I was a prisoner of war and "feeling fine," although, as a matter of fact, I was never so depressed in my life. I realized, however, that if the message reached my comrades, it would be relayed to my mother in Momence, Illinois, and I did not want to worry her more than was absolutely necessary. It was enough for her to know that I was a prisoner. She did not have to know that I was wounded.

I had hopes that my message would be carried over the lines and dropped by one of the German flying officers. That is a courtesy which is usually practised on both sides. I recalled how patiently we had waited in our aerodrome for news of our men who had failed to return, and I could picture my squadron speculating on my fate.

That is one of the saddest things connected with service in the R. F. C. You don't care much what happens to you, but the constant casualties among your friends is very depressing.

You go out with your "flight" and get into a muss. You get scattered and when your formation is broken up you finally wing your way home alone.

Perhaps you are the first to land. Soon another machine shows in the sky, then another, and you patiently wait for the rest to appear. Within an hour, perhaps, all have shown up save one, and you begin to speculate and wonder what has happened to him.

Has he lost his way? Has he landed at some other aerodrome? Did the Huns get him?

When darkness comes you realize that, at any rate, he won't be back that night, and you hope for a telephone-call from him telling of his whereabouts.

If the night passes without sign or word from him he is reported as missing, and then you watch for his casualty to appear in the war-office lists.

One day, perhaps a month later, a message is dropped over the line by the German Flying Corps with a list of pilots captured or killed by the Huns, and then, for the first time, you know definitely why it was your comrade failed to return the day he last went over the line with his squadron.

I was still musing over this melancholy phase of the scout's life when an orderly told me there was a beautiful battle going on in the air, and he volunteered to help me outside the hospital that I might witness it, and I readily accepted his assistance.

That afternoon I saw one of the gamest fights I ever expect to witness.

There were six of our machines against perhaps sixteen Huns. From the type of the British machines I knew that they might possibly be from my own aerodrome. Two of our machines had been apparently picked out by six of the Huns and were bearing the brunt of the fight. The contest seemed to me to be so unequal that victory for our men was hardly to be thought of, and yet at one time they so completely outmaneuvered the Huns that I thought their superior skill might save the day for them, despite the fact that they were so hopelessly outnumbered. One thing I was sure of: they would never give in.

Of course it would have been a comparatively simple matter for our men, when they saw how things were going against them, to have turned their noses down, landed behind the German lines, and given themselves up as prisoners, but that is not the way of the R. F. C.

A battle of this kind seldom lasts many minutes, although every second seems like an hour to those who participate in it and even onlookers suffer more thrills in the course of the struggle than they would ordinarily experience in a lifetime. It is apparent even to a novice that the loser's fate is death.

Of course the Germans around the hospital were all watching and rooting for their comrades, but the English, too, had one sympathizer in that group who made no effort to stifle his admiration for the bravery his comrades were displaying.

The end came suddenly. Four machines crashed to earth almost simultaneously. It was an even break--two of theirs and two of ours. The others apparently returned to their respective lines.

The wound in my mouth was bothering me considerably, but by means of a pencil and paper I requested one of the German officers to find out for me who the English officers were who had been shot down.

A little later he returned and handed me a photograph taken from the body of one of the victims. It was a picture of Paul Raney, of Toronto, and myself, taken together! Poor Raney! He was the best friend I had and one of the best and gamest men who ever fought in France!

It was he, I learned long after, who, when I was reported missing, had checked over all my belongings and sent them back to England with a signed memorandum--which is now in my possession. Poor fellow, he little realized then that but a day or two later he would be engaged in his last heroic battle, with me a helpless onlooker!

The same German officer who brought me the photograph also drew a map for me of the exact spot where Raney was buried in Flanders. I guarded it carefully all through my subsequent adventures and finally turned it over to his father and mother when I visited them in Toronto to perform the hardest and saddest duty I have ever been called upon to execute--to confirm to them in person the tidings of poor Paul's death.

The other British pilot who fell was also from my squadron and a man I knew well--Lieutenant Keith, of Australia. I had given him a picture of myself only a few hours before I started on my own disastrous flight. He was one of the star pilots of our squadron and had been in many a desperate battle before, but this time the odds were too great for him. He put up a wonderful fight and he gave as much as he took.

(Raney was killed in action before the eyes of O'Brien, who was a prisoner of war. This picture, found on the body of Raney when he fell behind the German lines, was handed to O'Brien to identify the victim.)]

The next two days passed without incident and I was then taken to the Intelligence Department of the German Flying Corps, which was located about an hour from the hospital. There I was kept two days, during which time they put a thousand and one questions to me. While I was there I turned over to them the message I had written in the hospital and asked them to have one of their fliers drop it on our side of the line.

They asked me where I would like it dropped, thinking perhaps I would give my aerodrome away, but when I smiled and shook my head they did not insist upon an answer.

"I'll drop it over ----," declared one of them, naming my aerodrome, which revealed to me that their flying corps is as efficient as other branches of the service in the matter of obtaining valuable information.

And right here I want to say that the more I came to know of the enemy the more keenly I realized what a difficult task we're going to have to lick him. In all my subsequent experience the fact that there is a heap of fight left in the Huns still was thoroughly brought home to me. We shall win the war eventually, if we don't slow up too soon in the mistaken idea that the Huns are ready to lie down.

The flying officers who questioned me were extremely anxious to find out all they could about the part America is going to play in the war, but they evidently came to the conclusion that America hadn't taken me very deeply into her confidence, judging from the information they got, or failed to get, from me.

At any rate, they gave me up as a bad job and I was ordered to the officers' prison at Courtrai, Belgium.

V