Part 1

[Transcriber's Note: Every effort has been made to replicate this text as faithfully as possible, including obsolete and variant spellings and other inconsistencies. Text that has been changed to correct an obvious error is noted at the end of this ebook.]

OUTWITTING THE HUN

OUTWITTING THE HUN

_My Escape from a German Prison Camp_

BY

LIEUT. PAT O'BRIEN

_Royal Flying Corps_

ILLUSTRATED

HARPER & BROTHERS PUBLISHERS NEW YORK AND LONDON

OUTWITTING THE HUN

Copyright, 1918, by Lieutenant Pat O'Brien Printed in the United States of America Published March, 1918

TO

THE NORTH STAR

WHOSE GUIDING LIGHT MARKED THE PATHWAY TO FREEDOM FOR A WEARY FUGITIVE, THIS BOOK IS INSCRIBED IN HUMBLE GRATITUDE AND ABIDING FAITH

CONTENTS

CHAP. PAGE

PREFACE xi

I. THE FOLLY OF DESPAIR 1

II. I BECOME A FIGHTING-SCOUT 7

III. CAPTURED BY THE HUNS 21

IV. CLIPPED WINGS 34

V. THE PRISON-CAMP AT COURTRAI 53

VI. A LEAP FOR LIBERTY 77

VII. CRAWLING THROUGH GERMANY 88

VIII. NINE DAYS IN LUXEMBOURG 97

IX. I ENTER BELGIUM 112

X. EXPERIENCES IN BELGIUM 132

XI. I ENCOUNTER GERMAN SOLDIERS 145

XII. THE FORGED PASSPORT 159

XIII. FIVE DAYS IN AN EMPTY HOUSE 186

XIV. A NIGHT OF DISSIPATION 207

XV. OBSERVATIONS IN A BELGIAN CITY 219

XVI. I APPROACH THE FRONTIER 225

XVII. GETTING THROUGH THE LINES 236

XVIII. EXPERIENCES IN HOLLAND 250

XIX. I AM PRESENTED TO THE KING 273

XX. HOME AGAIN! 281

[Transcriber's Note: Illustrations were interleaved between pages in the original text. In this version, they have been moved to be between paragraphs. Page numbers below reflect the position of the illustration in the original text.]

ILLUSTRATIONS

LIEUT. PAT O'BRIEN, R. F. C. _Frontispiece_

THE AEROPLANE WHICH LIEUTENANT O'BRIEN USED IN HIS LAST BATTLE WITH THE HUNS WHEN HE WAS BROUGHT DOWN AND MADE PRISONER _Facing p._ 30

THE IDENTIFICATION DISK WORN BY LIEUTENANT O'BRIEN WHEN HE WAS CAPTURED BY THE HUNS. IT REVEALED TO THEM THAT HE WAS AN AMERICAN " 36

LIEUT. PAUL H. RANEY OF TORONTO AND LIEUT. PAT O'BRIEN " 50

MAILING-CARD SENT BY GERMAN GOVERNMENT TO PAT O'BRIEN'S SISTER, MRS. CLARA CLEGG OF MOMENCE, ILLINOIS " 60

OBVERSE SIDE OF CARD SHOWN ABOVE " 60

A GROUP OF PRISONERS OF WAR IN THE PRISON-CAMP AT COURTRAI, BELGIUM " 70

THE FORGED PASSPORT PREPARED IN A BELGIAN CITY TO AID LIEUTENANT O'BRIEN'S ESCAPE INTO HOLLAND, BUT WHICH WAS NEVER USED " 164

COPY OF TELEGRAM INVITING LIEUTENANT O'BRIEN TO MEET KING GEORGE " 270

COPY OF TELEGRAM SENT BY LIEUTENANT O'BRIEN IN ANSWER TO AN INVITATION TO MEET KING GEORGE " 270

PREFACE

There is a common idea that the age of miracles is past. Perhaps it is, but if so, the change must have come about within the past few weeks--after I escaped into Holland. For if anything is certain in this life it is this: this book never would have been written but for the succession of miracles set forth in these pages.

Miracles, luck, coincidence, Providence--it doesn't matter much what you call it--certainly played an important part in the series of hairbreadth escapes in which I figured during my short but eventful appearance in the great drama now being enacted across the seas. Without it, all my efforts and sufferings would have been quite unavailing.

No one realizes this better than I do and I want to repeat it right here because elsewhere in these pages I may appear occasionally to overlook or minimize it: without the help of Providence I would not be here to-day.

But this same Providence which brought me home safely, despite all the dangers which beset me, may work similar miracles for others, and it is in the hope of encouraging other poor devils who may find themselves in situations as hopeless apparently as mine oftentimes were that this book is written.

When this cruel war is over--which I trust may be sooner than I expect it to be--I hope I shall have an opportunity to revisit the scenes of my adventures and to thank in person in an adequate manner every one who extended a helping hand to me when I was a wretched fugitive. All of them took great risks in befriending an escaped prisoner, and they did it without the slightest hope of reward. At the same time I hope I shall have a chance to pay my compliments to those who endeavored to take advantage of my distress.

In the meanwhile, however, I can only express my thanks in this ineffective manner, trusting that in some mysterious way a copy of this book may fall into the hands of every one who befriended me. I hope particularly that every good Hollander who played the part of the Good Samaritan to me so bountifully after my escape from Belgium will see these pages and feel that I am absolutely sincere when I say that words cannot begin to express my sense of gratitude to the Dutch people.

It is needless for me to add how deeply I feel for my fellow-prisoners in Germany who were less fortunate than I. Poor, poor fellows!--they are the real victims of the war. I hope that every one of them may soon be restored to that freedom whose value I never fully realized until after I had had to fight so hard to regain it.

PAT O'BRIEN.

MOMENCE, ILLINOIS, _January 14, 1918_.

OUTWITTING THE HUN

I

THE FOLLY OF DESPAIR

Less than nine months ago eighteen officers of the Royal Flying Corps, which had been training in Canada, left for England on the _Megantic_.

If any of them was over twenty-five years of age, he had successfully concealed the fact, because they don't accept older men for the R. F. C.

Nine of the eighteen were British subjects; the other nine were Americans, who, tired of waiting for their own country to take her place with the Allies, had joined the British colors in Canada. I was one of the latter.

We were going to England to earn our "wings"--a qualification which must be won before a member of the R. F. C. is allowed to hunt the Huns on the western front.

That was in May, 1917.

By August 1st most of us were full-fledged pilots, actively engaged at various parts of the line in daily conflict with the enemy.

By December 15th every man Jack of us who had met the enemy in France, with one exception, had appeared on the casualty list. The exception was H. K. Boysen, an American, who at last report was fighting on the Italian front, still unscathed. Whether his good fortune has stood by him up to this time I don't know, but if it has I would be very much surprised.

Of the others five were killed in action--three Americans, one Canadian, and one Englishman. Three more were in all probability killed in action, although officially they are listed merely as "missing." One of these was an American, one a Canadian, and the third a Scotchman. Three more, two of them Americans, were seriously wounded. Another, a Canadian, is a prisoner in Germany. I know nothing of the others.

What happened to me is narrated in these pages. I wish, instead, I could tell the story of each of my brave comrades, for not one of them was downed, I am sure, without upholding the best traditions of the R. F. C. Unfortunately, however, of the eighteen who sailed on the _Megantic_ last May, I happened to be the first to fall into the hands of the Huns, and what befell my comrades after that, with one exception, I know only second hand.

The exception was the case of poor, brave Paul Raney--my closest chum--whose last battle I witnessed from my German prison--but that is a story I shall tell in its proper place.

In one way, however, I think the story of my own "big adventure" and my miraculous escape may, perhaps, serve a purpose as useful as that of the heroic fate of my less fortunate comrades. Their story, it is true, might inspire others to deeds of heroism, but mine, I hope, will convey the equally valuable lesson of the folly of despair.

Many were the times in the course of my struggles when it seemed absolutely useless to continue. In a hostile country, where discovery meant death, wounded, sick, famished, friendless, hundreds of miles from the nearest neutral territory the frontier of which was so closely guarded that even if I got there it seemed too much to hope that I could ever get through, what was the use of enduring further agony?

And yet here I am, in the Land of Liberty--although in a somewhat obscure corner, the little town of Momence, Illinois, where I was born--not very much the worse for wear after all I've been through, and, as I write these words, not eight months have passed since my seventeen comrades and I sailed from Canada on the _Megantic_!

Can it be possible that I was spared to convey a message of hope to others who are destined for similar trials? I am afraid there will be many of them.

Years ago I heard of the epitaph which is said to have been found on a child's grave:

If I was so soon to be done for, O Lord, what was I ever begun for?

The way it has come to me since I returned from Europe is:

If, O Lord, I was _not_ to be done for, What were my sufferings e'er begun for?

Perhaps the answer lies in the suggestion I have made.

At any rate, if this record of my adventures should prove instrumental in sustaining others who need encouragement, I shall not feel that my sufferings were in vain.

It is hardly likely that any one will quite duplicate my experiences, but I haven't the slightest doubt that many will have to go through trials equally nerve-racking and suffer disappointments just as disheartening.

It would be very far from the mark to imagine that the optimism which I am preaching now so glibly sustained me through all my troubles. On the contrary, I am free to confess that I frequently gave way to despair and often, for hours at a time, felt so dejected and discouraged that I really didn't care what happened to me. Indeed, I rather hoped that something _would_ happen to put an end to my misery.

But, despite all my despondency and hopelessness, the worst never happened, and I can't help thinking that my salvation must have been designed to show the way to others.

II

I BECOME A FIGHTING-SCOUT

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.