James Thomas Byford McCudden, (28 March 1895 – 9 July 1918) was an English 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 flying the Airco DH.2. 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 flying the S.E.5a. 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 on takeoff due to 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). William and John McCudden also became fighter pilots but both were killed during the war. William died in a flying accident while instructing on 13 Squadron at Gosport and John was killed in action on 84 Squadron in France.
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
thumb|right|McCudden indulging in his other engineering interest: motorcycles. Pictured here on a [[Husqvarna Motorcycles|Moto Reve model, 1913 at the RFC manoeuvres.]]
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. 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.
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." McCudden soon found from pilots that the machine was not popular and had to be handled with care. It had crashed on the Gheluve-Mennin road at the time and place of his claim. McCudden nearly added to this score the following day. He engaged a Fokker monoplane but his gun jammed. Switching off his engine, he rectified the damage but the Fokker pilot took the opportunity to pursue him. Restarting his engine as the German closed, McCudden outmanoeuvred him and was presented with a close-astern shot, but once again his gun jammed and the battle ended inconclusively when the faster Fokker dived away.
thumb|upright|Manfred von Richthofen. Possibly McCudden's opponent on 27 December 1916.
One soon latched onto him and began firing. McCudden dived steeply but the enemy pilot remained behind him. At 800 feet McCudden began a spinning dive until the German, now some distance behind, abruptly turned away. The enemy aircraft was fired at by British ground forces and McCudden, who by now had unjammed his Lewis machine gun, turned to give pursuit. The enemy pilot, apparently unaware of this, was already too high and McCudden watched as he re-joined his flight and departed the area.
McCudden returned to base; in spite of his narrow escape his machine had not been hit. His squadron mates were surprised to see him; they had witnessed his dive, assumed the spin to be terminal, and were in the process of posting him missing in action. It has been suggested that the enemy pilot was none other than Manfred von Richthofen, "The Red Baron", in which case McCudden had narrowly avoided becoming the rising star's 15th victim. Richthofen was credited with a "two seat Vickers biplane" that afternoon, which has usually been listed as the F.E.2b of Captain Quested and Lieutenant Dicksee, but recent research indicates that the action with McCudden may fit the time frame. The very same day he was forced down for the first and only time. He attacked an Albatros D.III and damaged its engine which stopped. Unfortunately another attacked and he was forced to break off a certain kill when one of his propeller blades was partly shot off. Another DH.2 intervened and McCudden landed near Arras, ordered a new propeller, and flew back to base. Since no member witnessed the fate of the Albatros no claim was made.
Return to England
He returned to England on 23 February and was appointed an instructor once more. He was slightly aggrieved as he felt he was now getting into his stride as a fighter pilot. He had also hoped that his squadron was about to receive the French-designed Nieuports, which were a better match for the Albatros and Halberstadt "D" class fighters than the obsolescent DH.2. His posting was not surprising to him. The beginning of 1917 witnessed an enormous expansion of the RFC and experienced tutors were required to train the mass of new students.
McCudden was posted to the 6th Training Wing at Maidstone until transferred to Dover on 15 April where he learned to fly the Bristol Scout. One of his aircraft was adorned with the name "Teddie", which his fellow officers suspected was the name of a girlfriend—a blonde dancer, Ms Teddie O'Neil. McCudden was notoriously private about this aspect of his life but it was suspected that he took her on unauthorised flights in the Scout since his log book recorded such escapades in April. He praised the qualities of his Scout even though he managed to survive two accidents in this aircraft on 29 April and 2 June. Concurrent with his tenure at Dover, his brother John also enrolled as a pilot pupil there. To avoid accusations of favouritism, he remained aloof from his brother which amused his senior officers who had guessed his intentions.
In late May and June he collected and experimented on the new Sopwith Pups which began to reach British units in January. He was impressed with the aircraft's agility and flew it often. During this period he met the now famous ace Albert Ball who advised him attack tactics against reconnaissance and bomber aircraft. Ball advised McCudden to fly underneath his target, in the blind spot of the observer, and angle his guns directly above then fire. McCudden was intrigued at the prospect and believed this offered a much better chance of shooting down an enemy aircraft. It is not clear if, or how often, McCudden implemented Ball's advice in battle and how many of his victories were claimed that way. McCudden's principal tactics did stress surprise and minimal risk.
It is known McCudden proved remarkably good at stalking tactics, which enabled him to get up underneath an opponent, pull down the wing gun and fire up into the German machine. The first the recipients would know of the attack was bullets coming up through the bottom of the fuselage of the aircraft, often causing death or injury, holing petrol tanks and crippling engines. The gun, being fed by a drum of ammunition, could also be reloaded in its pulled-down position, the pilot having two or more spare drums located in his cockpit.
This conversation coincided with the Gotha Raids in which German heavy bombers attacked London. He attempted interceptions against the high-flying machines and on 13 June finally got to within range of one. He fired but it swerved and resumed course. He chased the formation 21 miles (34 km) out to sea but could not get closer than 500 feet (160m). On 7 July he shot down the Gotha crewed by Leutnant Erwin Kollberg and Walter Aschoff (of bomber unit Bogohl 3). He damaged a second and narrowly avoided a collision with the machine as he flew by. On one raid a Gotha gunner's bullet struck his windshield. The raids continued and British aerial defences gained only a handful of successes against the Gothas.
Before returning to France, McCudden met with Frank Barnwell and Harold Barnwell, the sibling chief engineers at Vickers Limited, with whom he exchanged information on aircraft design and operations. The brothers gained a greater appreciation of the pilot's perspective. After watching him fly the F.B.9, the brothers were convinced of his skill and consequently McCudden was invited to fly several of their products. Among these machines was the Vickers F.B.16. McCudden claimed to have reached 136 mph (219 km/h) in the aircraft, describing it as a "nice bus". Other pilots noted it was faster than the French SPAD and the S.E.5. On the strength of this evaluation Vickers approached the War Office for front line use. It was not selected for production. McCudden believed the unavailability of the engine was a main factor in its rejection. The unit was equipped with the Royal Aircraft Factory S.E.5 (S.E.5a) fighters which were among the most effective combat aircraft of the war and arguably the best designed British fighter of the conflict. It was heavily armed and very fast for its time.
This competitive group would spur McCudden to increase his score. 56's commanding officer, Major Richard Bloomfield noticed McCudden's leadership qualities and had hoped he could help turn the unit into an effective fighting team. At present the pilots, though talented, performed more as individuals. After flying for the first time with them Bloomfield promised to have him allocated to a position of Flight Commander. He formally took command of B flight on 14 August. Alex J. Gray, Air Mechanic First Class, 56 Squadron:
On 18 August 1917 McCudden scored his first victory as an official member of 56 Squadron over an Albatros D.V. Another the following day and two on 20 August raised his tally from 7 to 11 victories. He was pleased with his success but berated the armourers for the frequent gun-stoppages. Over the next four weeks his machine suffered engine difficulties and gun-jams. He could only claim damaged enemy aircraft and once suffered a galling experience when the DFW C.V reconnaissance he was attacking holed his engine while his guns jammed. It had to be sent for major repairs. He received a new fighter, B4863, which then became his regular mount.
McCudden was determined his machine would remain in first-class fighting order. He spent three days working with his fitters and armourers, stripping down the Vickers gun's synchronising gear, firing at the butts and making eight test flights shooting at ground targets. His armourers joked that his guns would never work in the air if he wore them out on the ground. He continued to experience jams and his unclaimed victim of 14 September 1917—Ernst Wiegand—was able to escape and crash-land wounded in German territory thanks to another stoppage. Since his crash was not witnessed his claim went uncredited.
As long as I live I shall never forget my admiration for that German pilot, who single-handed fought seven of us for ten minutes and also put some bullets through all our machines. His flying was wonderful, his courage magnificent, and in my opinion he was the bravest German airman whom it has been my privilege to see fight.
Over the course of September and October McCudden added five victories including a LVG C.V on 26 September, raising his tally from 13 to 18. On 6 October he was awarded the Bar to his Military Cross. Another five in November brought his tally to 23. His method of diving behind and under the enemy machines before firing was working particularly well.
[[File:JamesMcCuddens18thvictory.png|right|thumb|McCudden's 18th victory, 21 October 1917: Unteroffizier Richard Hiltweis and Leutnant Hans Laitko did not survive.
McCudden had hardened to the realities of aerial combat by this time and revelled in his own success. He appeared to have limited empathy for his opponents, most of whom did not survive his attacks. On 24 January, after claiming his 43rd air victory, he remarked:
McCudden was now closing in on the tally of Albert Ball who was credited with 44 enemy aircraft. A further nine in January 1918 elevated his tally from 37 to 46. In February, 11 aircraft brought his tally to 57—four fell on the 16th. After achieving his 57th he probably downed a 58th—a Hannover CL.III—but it went down over enemy lines under control as McCudden's guns seized having already fired 300 rounds at his first victim.
By this stage McCudden was suffering from combat fatigue. It manifested itself in his decisions, of late, to seek a victory at any price, which was alien to his normal, calculated approach to combat. Knowing he was to soon be sent home, he was obsessed with catching up to von Richthofen's score. His contribution to 56 Squadron at this time was impressive; the unit had claimed 175 enemy aircraft while reporting 14 pilots killed and missing and seven captured. As Flight Commander, B Flight, McCudden's pilots had shot down 77–52 of which were his—while losing four pilots. To celebrate his success he dined with Brigadier General John Higgins and the following evening was invited to the headquarters of General Julian Byng, General Officer Commanding the British Third Army, to be personally congratulated.
McCudden was soon rotated home on 5 March. More than 50 officers gathered for a formal farewell dinner and they presented him with a silver model of his S.E.5A on 4 March. McCudden would not see action again. In the remaining eight months of the war, only British pilots Billy Bishop (72) and Mick Mannock (61) and Raymond Collishaw (60) would surpass his total while serving with the RFC (and later the Royal Air Force—RAF). Ernst Udet (62) René Fonck (75) and Manfred von Richthofen (80) were the only foreign pilots to beat McCudden's total.
Modified S.E.5a
thumb|right|McCudden's personal S.E.5 (8491 G), 1918. The four blades had a spinner added from a German aircraft he shot down on 30 November 1917.
McCudden's long-term interest in mechanics prompted him to modify his own aircraft to increase combat performance. He made a series of modifications to his aircraft which caused them to excel in performance in comparison to any other S.E.5 at the front and perhaps any other German fighter available at the time. Performance, a generic term, required improvements in all-round capability. McCudden's changes were made with one main objective in mind: high-altitude performance. He had achieved some success without these personal experiments. On 23 December 1917, for example, he intercepted an enemy aircraft at 18,000 feet and drove it down to 8,000 feet before shooting it down for his 30th victory. Incidentally, he was nearly killed in action when one of the wings broke away from his victim and nearly struck his own aircraft.
McCudden had always found it difficult to intercept high-flying German reconnaissance aircraft. The latest Rumpler C.VII which had entered service proved particularly elusive. With a 240 horse power engine, it could reach 24,000 feet and was thus beyond the reach of any prospective adversary. The average S.E.5, at that point, could reach only 17,000 feet. While most pilots were prepared to accept this tactical-technological situation, McCudden was not.
As head of the Ministry and Daily Mail, he felt an opportunity was being missed, and so ran a campaign in his publications to name outstanding individual combatants. On 3 January 1918 he ran a story in the Daily Mail under the headline "Our Unknown Air Heroes", which focused primarily on McCudden. In the front page segment it read: