James McCudden facts for kids

Quick facts for kids James Thomas Byford McCudden
James McCudden c.1918
Nickname(s)	"Mac"
Born	(1895-03-28)28 March 1895 Gillingham, Kent, England
Died	9 July 1918(1918-07-09) (aged 23) Auxi-le-Château, France
Buried	Wavans British Cemetery
Allegiance	United Kingdom
Service/branch	British Army (1910–18) Royal Air Force (1918)
Years of service	1910–18
Rank	Major
Unit	No. 56 Squadron RAF
Battles/wars	First World War Western Front
Awards	Victoria Cross Distinguished Service Order & Bar Military Cross & Bar Military Medal Croix de Guerre (France)
Relations	John McCudden (brother)

James Thomas Byford McCudden (born 28 March 1895 – died 9 July 1918) was a famous British flying ace during the First World War. A flying ace is a military pilot who shoots down five or more enemy aircraft. McCudden was one of the most decorated airmen in British military history. He received many awards for his bravery.

Born in 1895, James came from a family with a military background. He joined the Royal Engineers in 1910. He loved mechanics and soon moved to the Royal Flying Corps (RFC) in 1913. This was when he first started working with airplanes. When the war began in 1914, he flew as an observer. Later, in 1916, he trained to become a fighter pilot.

McCudden achieved his first victory in September 1916. He was flying an Airco DH.2 plane. He became an ace on 15 February 1917, after his fifth victory. For the next six months, he worked as an instructor. He also flew patrols to defend London. He returned to the front lines in the summer of 1917. This time, he flew the powerful S.E.5a fighter plane. That year, he shot down 31 more enemy aircraft. He even claimed multiple victories in a single day 11 times.

James McCudden earned six British medals and one French medal. He received more awards for bravery than any other British airman in the First World War. He also served for a very long time. By 1918, he became one of the most famous airmen in Britain. This was partly due to a campaign by the Daily Mail newspaper.

When he died, McCudden had achieved 57 aerial victories. This placed him seventh among the war's most successful aces. Most of his victories happened while he was flying with 56 Squadron RFC. All but five of his victories were achieved in his favorite plane, the S.E.5a.

On 9 July 1918, McCudden died in a flying accident. His plane crashed during takeoff because of engine trouble. At the time of his death, he was a Major. This was a big achievement for someone who started as an air mechanic. McCudden is buried at the British war cemetery in Beauvoir-Wavans.

Early Life and Family History

James McCudden was born in Gillingham, Kent, England. His parents were 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. William McCudden fought in the Anglo-Egyptian War in 1882. He was even recommended for an award for rescuing a wounded soldier under fire. However, he didn't receive it because he was acting against orders.

William McCudden had a long career in the Engineers. He became an instructor at the Royal School of Military Engineering. James's mother's family also had a military background. Her grandfather served in the Royal Marines.

In 1890, William H. McCudden and Amelia Byford got married. They had six children. James was the third child. His brothers, William Thomas James and John Anthony, also became fighter pilots. Sadly, both were killed while flying during the war.

After the war, James's father worked at the Air Ministry. He died in a tragic accident in 1920. James's youngest brother, Maurice Vincent, also became a pilot in the Royal Air Force (RAF). He retired due to illness and died a year later.

In 1909, the McCudden family moved to Sheerness. James went to the garrison school there. He learned to shoot and box. He was also a smart student. His father's retirement made money tight for the family. So, James felt he needed to find a job before he could join the military at age 15. He worked as a Post Office messenger boy.

It was during this time that James became interested in flying. One of the first aviation centers was built nearby in Leysdown. Here, John Moore-Brabazon became the first Englishman to fly. James and his brothers often went to watch these early pilots. James dreamed of becoming a pilot after seeing these amazing flying machines.

Joining the Royal Engineers and RFC

James's dream of becoming a pilot had to wait. His family needed more money after his father retired. So, he joined the Royal Engineers on 26 April 1910. He sailed to Gibraltar in February 1911 and spent 18 months there. While in Gibraltar, he often read Flight magazine. This magazine taught him about how planes fly and how they are built.

James was very good at his job. By April 1913, he was a qualified Sapper. He also became an Air Mechanic 2nd Class. Soon after, he joined the Royal Flying Corps (RFC). On 9 May, he was sent to Farnborough as a mechanic.

His time at the airfield started with a funny accident. He was told to get to know the planes. He was looking at a Caudron Type A and decided to turn its engine. The plane was listed as broken, so McCudden didn't think it was dangerous to leave the throttle open. Suddenly, the engine started! The plane sped out of the hangar and crashed into another plane, a Farman MF.11. It also damaged his Commanding Officer's car. McCudden quickly turned off the engine.

For this mistake, he was brought before Colonel Frederick Sykes, who was in charge of the RFC. Sykes was happy with James's overall work, which probably saved him from worse trouble. But he was sentenced to seven days in detention and lost 14 days of pay. Five years later, Sykes met McCudden again. James was very famous by then. Sykes joked about the incident and even pretended to send him a bill for the car!

On 15 June 1913, James was sent to No. 3 Squadron RFC. He got to fly in a Blériot aircraft there. He slowly earned a reputation as a top-notch mechanic. By Christmas, he had flown nearly 30 hours, mostly in Blériot monoplanes. On 1 April 1914, he was promoted to Air Mechanic First Class.

War Service as an Observer

McCudden with his motorcycle in 1913.

In August 1914, James went to France as a mechanic with 3 Squadron. This was after war was declared. His unit's job was to fly reconnaissance missions, which means scouting enemy positions. McCudden started flying as an observer. He saw his first German aircraft on 22 August.

3 Squadron supported the British Army at the Battle of Mons in Belgium. The British had to retreat, and 3 Squadron moved often, sometimes just a mile or two ahead of the enemy. In the autumn, McCudden helped find German artillery positions. This was during the First Battle of the Marne and First Battle of the Aisne. McCudden flew these missions with a rifle because planes didn't have fixed guns yet.

McCudden did well and took on more leadership roles. He was promoted to Corporal in November 1914. During this time, the squadron got better planes, the Morane-Saulnier L. In April 1915, he was promoted to sergeant. He became the non-commissioned officer in charge of all engines in his flight.

However, his joy was cut short. His brother William was killed in a plane crash. A week later, his sister Mary lost her husband in an explosion.

Despite this, McCudden applied to become a pilot. But his request was denied. They said he was too valuable as a mechanic. His skill had led to very few engine failures in his unit. He continued to fly as an observer.

On 8 June, he passed his official observer qualifying flight. Around this time, the German Air Service (Luftstreitkräfte) introduced the Fokker Eindecker fighter. This plane had a special gear that allowed it to fire through the propeller. The Germans gained air superiority for a while.

McCudden still flew regularly as an observer. On 16 December 1915, he acted as an aerial gunner. He helped drive off an attack by the German ace Max Immelmann. While firing at the Fokker, McCudden saw something fall from the German plane.

On 21 January 1916, McCudden received the Croix de guerre for his bravery. He went to Lillers to receive his award from General Joseph Joffre, the French Army Commander. On 23 January, he was promoted to flight sergeant. The next day, he was ordered back to England to start pilot training.

Becoming a Pilot

McCudden began his pilot training at Farnborough on 22 February 1916. He started with a short flight in a Henry Farman pusher plane. James already had over 100 hours of flight experience as a passenger. His instructor was very impressed with how well he understood planes. He quickly moved to the more powerful Avro 504.

On 9 April, he was sent to Gosport. He made his first solo flight on 16 April in a Farman MF.7. Later that day, he earned his Royal Aero Club certificate. This meant he was officially a pilot. He then went to the Central Flying School (CFS) for advanced training.

On 7 May, he became the 107th non-commissioned officer to get his CFS certificate. He was so good that he was chosen to be an instructor himself. He started teaching students even though he had only flown nine hours solo. Two of his students became future aces: Geoffrey Hilton Bowman and Mick Mannock. Once, while teaching in an Airco DH.1, the plane went into a dangerous spin. McCudden managed to pull up just feet above the ground, saving them both.

By 30 May, he was a First Class Flier. He had completed a difficult landing test, a high-altitude flight, and a long cross-country flight. He had also flown 15 hours solo. By the time he returned to France in June, he had flown 121 hours. He had also given 177 lessons and taught 40 student pilots.

Back to the Front Lines

McCudden joined No. 20 Squadron on 8 July 1916. This unit flew Royal Aircraft Factory F.E.2 planes. He flew his first mission two days later, during the Battle of the Somme. His squadron's job was to find and shoot down German reconnaissance planes.

On 6 September 1916, he scored his first victory. He was flying a Airco DH.2 scout plane. He attacked an all-white Albatros B.II and shot it down. British ground forces later confirmed his victory. The next day, he almost got another victory. He fought a Fokker monoplane, but his gun jammed. The battle ended without a clear winner.

McCudden didn't score again that year. But he had a very close call on 27 December 1916. His flight of six DH.2s fought German Albatros D.IIs. McCudden attacked an Albatros head-on, but his gun jammed. He found himself surrounded by German fighters.

Manfred von Richthofen, possibly McCudden's opponent on 27 December 1916.

One German pilot started firing at him. McCudden dived steeply and then went into a spinning dive. The German pilot turned away. McCudden fixed his gun and chased the German plane. But the German was too high and flew away.

McCudden returned to base. His plane wasn't hit, but his squadron mates were surprised to see him. They thought he had crashed and were about to list him as missing. Some people think the German pilot was Manfred von Richthofen, "The Red Baron." If so, McCudden narrowly avoided becoming his 15th victim.

1916 ended well for McCudden. He became an officer on 1 January 1917. He was given two weeks leave and went home to England. As a second lieutenant, McCudden returned to France on 21 January. He was determined to get more victories. That same day, he was forced to land for the first time. He attacked an Albatros D.III, but another German plane damaged his propeller. He had to land and get a new propeller.

McCudden's luck changed in the new year. He shot down a two-seater plane on 26 January and another on 2 February 1917. On 5 February, he shot down an Albatros C.III reconnaissance plane. Ten days later, he destroyed a LFG Roland C.II. The next day, McCudden received the Military Cross for his fifth victory.

Return to England and New Tactics

McCudden returned to England on 23 February 1917. He was made an instructor again. He was a bit disappointed because he felt he was just getting good at being a fighter pilot. He also hoped his squadron would get the new French Nieuports, which were better than his old DH.2. But the RFC was growing fast, and they needed experienced teachers.

McCudden was sent to Maidstone, then to Dover in April. There, he learned to fly the Bristol Scout. He loved the Scout, even though he had two accidents in it. His brother John also trained as a pilot there. James tried to act distant from his brother to avoid showing favoritism.

In May and June, he tested the new Sopwith Pup planes. He was very impressed with how agile they were. During this time, he met the famous ace Albert Ball. Ball advised him on how to attack enemy planes. He told McCudden to fly underneath his target, where the observer couldn't see, and fire upwards. McCudden thought this was a great idea.

McCudden became very good at stalking tactics. He would get underneath an enemy plane, pull down his wing gun, and fire up into the German machine. The enemy pilots would suddenly find bullets coming up through their plane's floor. This often killed or injured the crew, damaged fuel tanks, and crippled engines.

This was also the time of the Gotha Raids, when German heavy bombers attacked London. McCudden tried to intercept these high-flying planes. On 13 June, he finally got close enough to one. He fired, but it flew away. On 7 July, he shot down a Gotha bomber. He also damaged a second one.

Before returning to France, McCudden met with Frank Barnwell and Harold Barnwell, who were chief engineers at Vickers Limited. They talked about plane design. McCudden even flew their Vickers F.B.16 plane. He said it was a "nice bus" and could reach 136 mph. But it was not chosen for production.

Joining 56 Squadron

In June, McCudden joined No. 66 Squadron RFC. This unit flew Sopwith Pups. He flew 47 hours and 21 patrols, but he didn't score any victories. Finally, on 21 and 26 July, he shot down two Albatros D.V fighters. These were his 6th and 7th victories.

He often flew back to England to pick up new planes. On 12 August 1917, while picking up a plane, a Gotha raid happened. Within 30 minutes, he was flying at 17,000 feet trying to intercept them. But he couldn't get close enough. After landing, he was told he was being transferred to No. 56 Squadron. This unit was becoming very successful on the Western Front.

56 Squadron flew the Royal Aircraft Factory S.E.5 (S.E.5a) fighters. These were some of the best British fighters of the war. They were heavily armed and very fast.

52 of McCudden's 57 victories happened while he was flying the S.E.5.

McCudden was excited to fly the new fighter. He was also excited to fly with famous aces like Albert Ball, Arthur Rhys-Davids, and his former student Geoffrey Hilton Bowman. Even though Ball had died, McCudden would fly with Rhys-Davids and Bowman.

This group of competitive pilots pushed McCudden to get more victories. The commanding officer of 56 Squadron, Major Richard Bloomfield, noticed McCudden's leadership skills. He hoped James could help the unit work better as a team. McCudden officially took command of B flight on 14 August.

McCudden brought his great technical knowledge to 56 Squadron. He often checked his flight's planes. He wanted them to be in perfect mechanical condition. He believed that well-tuned planes meant fewer crashes due to mechanical problems. Many pilots died from such failures back then. A mechanic from 56 Squadron, Alex J. Gray, said:

When McCudden came to No. 56 he certainly kept us on our toes to begin with. In the first few weeks he tried out just about every fitter in the flight, and none of them seemed to please him. Finally Corporal Tom Rogers and myself were detailed as his fitters and Corporal Bert Card as the rigger, and from that day on we formed a great friendship with him.

Victories 8–57

The Third Battle of Ypres began on 31 July, and 56 Squadron was very busy. Their job was to control the air. This allowed British bomber and reconnaissance planes to fly safely. The Germans had many skilled aces too. The S.E.5s fought many battles with German fighters that summer.

On 18 August 1917, McCudden got his first victory with 56 Squadron. It was an Albatros D.V. He got another the next day, and two more on 20 August. This raised his total from 7 to 11 victories. He was happy, but he complained about his guns jamming often. For the next four weeks, his plane had engine problems and gun jams. He could only claim damaged enemy planes. Once, a German reconnaissance plane shot holes in his engine while his guns jammed. His plane needed major repairs. He then received a new fighter, B4863, which became his main plane.

McCudden was determined to keep his new plane in top fighting shape. He spent three days working with his mechanics. They checked the guns and did eight test flights, shooting at ground targets. His gunners joked that his guns would never work in the air if he wore them out on the ground. He still had some jams. On 14 September 1917, a German pilot named Ernst Wiegand escaped because McCudden's guns jammed.

On 19 September, he attacked a Rumpler C.IV. He chased it down to 1,000 feet. He saw a camera and photo plates fall from the plane as it tried to escape. He then spotted another plane. He attacked it from behind and below, out of the sun. His main gun jammed, but his other gun fired 60 rounds. The Rumpler crashed behind enemy lines. Other pilots confirmed the kill. He got a DFW C.V on 23 September, his 13th victory.

After this victory, his flight fought a Fokker Dr.I flown by the famous ace Werner Voss. Voss fought seven S.E.5s alone for ten minutes. He even put bullets through all their planes. Voss was finally shot down by Rhys-Davids. McCudden later wrote about Voss:

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.

In September and October, McCudden added five more victories. On 6 October, he received a Bar to his Military Cross. Five more victories in November brought his total to 23. His tactic of diving behind and under enemy planes worked very well.

McCudden's 18th victory, 21 October 1917.

In December, he shot down 14 more enemy planes, reaching 37 victories. This included several during the Battle of Cambrai. He got four victories on 23 December, three on the 28th, and two on the 29th. In December 1917, he received the Distinguished Service Order and a Bar. He received two messages from the head of the RFC, Hugh Trenchard, praising his work.

By this time, McCudden had become tough from aerial combat. He enjoyed his success and seemed to have little sympathy for his enemies. On 24 January, after his 43rd victory, he wrote that the enemy crew "deserved to die" because they didn't know how to defend themselves.

McCudden was now close to Albert Ball's total of 44 victories. He got nine more in January 1918, reaching 46. In February, he got 11 more, bringing his total to 57. Four of these were on 16 February. After his 57th victory, he probably shot down a 58th plane, but it landed behind enemy lines.

By this stage, McCudden was feeling tired from the constant fighting. He wanted to catch up to von Richthofen's score before he was sent home. His squadron, 56 Squadron, had claimed 175 enemy planes. McCudden's flight alone had shot down 77 planes, with 52 of them being his own. To celebrate, he dined with important generals.

McCudden was sent home on 5 March. More than 50 officers gathered for a farewell dinner. They gave him a silver model of his S.E.5A. McCudden would not fight again. Only a few other pilots would surpass his total victories.

Modified S.E.5a Plane

McCudden's personal S.E.5 (8491 G) in 1918.

McCudden loved mechanics, so he modified his own plane. He wanted to make it perform better in combat. His changes made his S.E.5 faster and better than other S.E.5s. His main goal was to improve its performance at high altitudes. He had already achieved success without these changes. For example, on 23 December 1917, he shot down an enemy plane at 18,000 feet.

McCudden found it hard to catch high-flying German reconnaissance planes. The new Rumpler C.VII could reach 24,000 feet, which was too high for most planes. The average S.E.5 could only reach 17,000 feet. Most pilots accepted this, but McCudden didn't.

He got special high-compression pistons for his engine. He also made the exhaust pipes shorter to remove extra weight. He added a spinner from a captured German plane. He believed this added 3 mph to his speed. He also changed the wing shape to make the plane more agile.

Another change was a simpler radiator vent. This helped warm the cockpit by directing heat from the engine. This was important for McCudden. At high altitudes, it was extremely cold. Pilots often suffered from poor blood circulation. McCudden was very resistant to the effects of high-altitude flying without oxygen. Only high-altitude bombers had oxygen equipment.

The results of his changes were mostly not officially recorded. It is believed he could reach 10,000 feet in nine minutes, which was much faster than normal. He noted his top speed at ground level was 135 mph. He did all these improvements with limited resources.

He started testing his modified plane on 28 January 1918. By 16 February, he had claimed his 45th to 50th victories in this plane.

War Hero Status

Unlike Germany and France, the British government didn't usually name individual soldiers or aces for public praise. Albert Ball was one exception. However, in December 1917, Viscount Northcliffe, who owned the Daily Mail newspaper, was put in charge of the Ministry of Information. Northcliffe believed that Britain was missing an opportunity. He started a campaign in his newspapers to name outstanding individual fighters.

On 3 January 1918, the Daily Mail ran a story called "Our Unknown Air Heroes." It focused mainly on McCudden. The front page said:

What I want to know is why an Englishman whose hobby is bringing down sky Huns in braces and trios between luncheon and tea, who can already claim a bag of 30 enemy aircraft, should have to wait and be killed before a grateful nation waiting to acclaim him could even learn his name?
I wonder if people in England realize that the German Air Service is the most popular and feted branch of the Kaiser's war machine because German authorities have imagination enough to exploit its personal side? How many people in these islands can name as many British airmen there are fingers on one hand?

Portrait by William Orpen (1918)

The campaign was an instant success. Other newspapers joined in. On 7 January, the Daily Mail published "Our Wonderful Airmen—Their names at Last." This article had a large photo of McCudden and other pilots. After this, stories about British airmen were regularly published. McCudden, however, didn't like the attention. He wrote to his father that he thought such "bosh" and hero worship would make him unpopular with his comrades.

He was glad to be sent to the No. 1 School of Aerial Fighting in Ayr, Scotland. There, he flew the excellent Sopwith Snipe. In Scotland, he learned that his brother John had been killed. This news made McCudden very sad.

The same month he returned home, he received the Victoria Cross. This is the highest award for bravery. The King gave him this honor on 30 March 1918. McCudden didn't even tell his family he was going to Buckingham Palace on 6 April to receive his Victoria Cross from King George V. He was also promoted to major. While on leave in London, he spent time with his friend Mick Mannock. He also met C. G. Grey, owner of The Aeroplane magazine. Grey offered to help McCudden finish his book, Flying Fury. McCudden accepted. Now famous, he also had his portrait painted by the artist William Orpen.

Death

McCudden's grave

McCudden stayed in England until July 1918. Then, he was given command of No. 60 Squadron RAF. He flew to Farnborough to pick up his new S.E.5a plane. He flew it over his home in Kingston upon Thames, circling London for an hour. When he landed, he made his last entry in his log book. He had flown a total of 872 hours and 40 minutes.

On the morning of 9 July 1918, he visited his fiancée, Miss Alex-Tweedie. They talked about his new job and his book. He had given his book manuscript to Grey two days earlier. He promised his fiancée that he would surpass von Richthofen's victories. He also promised, "I won't bustle, or do anything foolish like my brother." He then had breakfast with his sister Mary. As he left, he gave her a large envelope containing his Victoria Cross and other medals. He then drove to Hounslow and took off in his S.E.5a.

McCudden flew across the English Channel. He was unsure of the airfields after the German advance. He decided to head to Auxi-le-Château, France, to get directions from RAF staff there. He spoke to Corporal W. H. Burdett, who had served with McCudden in 3 Squadron in 1915. Burdett didn't recognize him at first. They marked his map, and McCudden returned to his plane.

About 90 seconds after taking off from Auxi-le-Château, his S.E.5a crashed. Corporal W. H. Howard was there quickly. He fought through the fire to free McCudden, who was lying next to one of the wings. He had not been wearing his safety belt. Burdett then recognized the pilot. McCudden was taken to a medical station and diagnosed with a fractured skull. He never woke up and died at 8:00 PM.

Corporal Burdett later said that McCudden put the plane into a nearly vertical climb, seemed to do a half-roll, and then dived into a wood. He thought McCudden was doing a stunt. Other witnesses had different views. Some thought the engine was running badly. Others believed it was a failed aerobatic maneuver.

Official reports about McCudden's accident are missing. It's possible the engine failed due to a wrongly installed part. However, some witnesses said the pilot was trying low-level stunts.

McCudden was buried at the Wavans war cemetery. His death happened just two months after the German ace Manfred von Richthofen died. McCudden's final score was 57 victories. This included 19 captured planes, 27 destroyed planes (and 1 shared), and 8 planes "down out of control" (and 2 shared).

Relics and Memorial

On the morning of his death, McCudden had given his sister an envelope. It contained all of his medals. Today, all of McCudden's medals, including his Victoria Cross, are displayed at the Royal Engineers Museum in Gillingham, Kent. His brothers' and father's medals are also there. The original grave plaque and a wooden propeller are also on display. The broken windshield from McCudden's crashed S.E.5a is kept at the Imperial War Museum. The museum also has McCudden's uniform and a portrait painted by William Orpen. In March 2009, McCudden was featured in a BBC Timewatch episode called WWI Aces Falling.

List of Victories

Here is a list of the 57 victories credited to James McCudden.

Images for kids

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  James McCudden c.1918