Future Wars . . . and Other Punchlines Page 12

  Accident forms and maintenance officer’s reports indicate that the original motor was replaced with one of the new 93½ horsepower Jumo engines which had just arrived from Holland by way of Mexico.

  3. The aircraft served routinely through the remainder of Flight Subaltern Smith’s training. We have records141, which indicate that the aircraft was one of the first to be equipped with the Henry repeating machine rifle of the chain-driven type. Until December 1862, all CSAAC aircraft were equipped with the Sharps repeating rifles of the motor-driven, low-voltage type on wing or turret mounts.

  As was the custom, the aircraft was flown by Flight Subaltern Smith to his first duty station at Thimblerig Aerodrome in Augusta, Georgia. Flight Subaltern Smith was assigned to Flight Platoon 2, 1st Aeroscout Squadron.

  4. The aircraft, with Flight Subaltern Smith at the wheel, participated in three of the aerial expeditions against the Union Army in the Second Battle of the Manassas. Smith distinguished himself in the first and third missions. (He was assigned aerial picket duty south of the actual battle during his second mission.) On the first, he is credited with one kill and one probable (both bi-wing Airsharks). During the third mission, he destroyed one aircraft and forced another down behind Confederate lines. He then escorted the craft of his immediate commander, Air Captain Dalton Trump, to a safe landing on a field controlled by the Confederates. According to Trump’s sworn testimony, Smith successfully fought off two Union craft and ranged ahead of Trump’s crippled plane to strafe a group of Union soldiers who were in their flight path, discouraging them from firing on Trump’s smoking aircraft.

  For heroism on these two missions, Smith was awarded the Silver Star and Bar with Air Cluster. Presentation was made on March 3, 1863, by the late General J.E.B. Stuart, Chief of Staff of the CSAAC.

  5. Flight Subaltern Smith was promoted to flight captain on April 12, 1863, after distinguishing himself with two kills and two probables during the first day of the Battle of the Three Roads, North Carolina. One of his kills was an airship of the Moby class, with crew of fourteen. Smith shared with only one other aviator the feat of bringing down one of these dirigibles during the War of the Secession.

  This was the first action the 1st Aeroscout Squadron had seen since Second Manassas, and Captain Smith seems to have been chafing under inaction. Perhaps this led him to volunteer for duty with Major John S. Moseby, then forming what would later become Moseby’s Raiders. This was actually sound military strategy: the CSAAC was to send a unit to southwestern Kansas to carry out harassment raids against the poorly defended forts of the far West. These raids would force the Union to send men and materiel sorely needed at the southern front far to the west, where they would be ineffectual in the outcome of the war. That this action was taken is pointed to by some142 as a sign that the Confederate States envisioned defeat and were resorting to desperate measures four years before the Treaty of Haldeman.

  At any rate, Captain Smith and his aircraft joined a triple flight of six aircraft each, which, after stopping at El Dorado, Arkansas, to refuel, flew away on a westerly course. This is the last time they ever operated in Confederate states. The date was June 5, 1863.

  6. The Union forts stretched from a medium-well-defended line in Illinois, to poorly garrisoned stations as far west as Wyoming Territory and south to the Kansas-Indian Territory border. Southwestern Kansas was both sparsely settled and garrisoned. It was from this area that Moseby’s Raiders, with the official designation 1st Western Interdiction Wing, CSAAC, operated.

  A supply wagon train had been sent ahead a month before from Fort Worth, carrying petrol, ammunition, and material for shelters. A crude landing field, hangars, and barracks awaited the eighteen craft.

  After two months of reconnaissance (done by mounted scouts due to the need to maintain the element of surprise, and, more importantly, by the limited amount of fuel available) the 1st WIW took to the air. The citizens of Riley, Kansas, long remembered the day: their first inkling that Confederates were closer than Texas came when motors were heard overhead and the Union garrison was literally blown off the face of the map.

  7. Following the first raid, word went to the War Department headquarters in New York, with pleas for aid and reinforcements for all Kansas garrisons. Thus the CSAAC achieved its goal in the very first raid. The effects snowballed; as soon as the populace learned of the raid, it demanded protection from nearby garrisons. Farmers’ organizations threatened to stop shipments of needed produce to eastern depots. The garrison commanders, unable to promise adequate protection, appealed to higher military authorities.

  Meanwhile, the 1st WIW made a second raid on Abilene, heavily damaging the railways and stockyards with twenty-five-pound fragmentation bombs. They then circled the city, strafed the Army Quartermaster depot, and disappeared into the west.

  8. This second raid, and the ensuing clamor from both the public and the commanders of western forces, convinced the War Department to divert new recruits and supplies, with seasoned members of the 18th Aeropursuit Squadron, to the Kansas-Missouri border, near Lawrence.

  9. Inclement weather in the fall kept both the 18th AS and the 1st WIW grounded for seventy-two of the ninety days of the season. Aircraft from each of these units met several times; the 1st is credited with one kill, while pilots of the 18th downed two Confederate aircraft on the afternoon of December 12, 1863.

  Both aircraft units were heavily resupplied during this time. The Battle of the Canadian River was fought on December 18, when mounted reconnaissance units of the Union and Confederacy met in Indian Territory. Losses were small on both sides, but the skirmish was the first of what would become known as the Far Western Campaign.

  10. Civilians spotted the massed formation of the 1st WIW as early as 10 a.m. Thursday, December 16, 1863. They headed northeast, making a leg due north when eighteen miles south of Lawrence. Two planes sped ahead to destroy the telegraph station at Felton, nine miles south of Lawrence. Nevertheless, a message of some sort reached Lawrence; a Union messenger on horseback was on his way to the aerodrome when the first flight of Confederate aircraft passed overhead.

  In the ensuing raid, seven of the nineteen Union aircraft were destroyed on the ground and two were destroyed in the air, while the remaining aircraft were severely damaged and the barracks and hangars demolished.

  The 1st WIW suffered one loss: during the raid a Union clerk attached for duty with the 18th AS manned an Agar machine rifle position and destroyed one Confederate aircraft. He was killed by machine rifle fire from the second wave of planes. Private Alden Evans Gunn was awarded the Congressional Medal of Honor posthumously for his gallantry during the attack.

  For the next two months, the 1st WIW ruled the skies as far north as Illinois, as far east as Trenton, Missouri.

  THE FAR WESTERN CAMPAIGN

  1. At this juncture, the two most prominent figures of the next nineteen years of frontier history enter the picture: the Oglala Sioux Crazy Horse and Lieutenant Colonel (Brevet Major General) George Armstrong Custer. The clerical error giving Custer the rank of Brigadier General is well known. It is not common knowledge that Custer was considered by the General Staff as a candidate for Far Western Commander as early as the spring of 1864, a duty he would not take up until May 1869, when the Far Western Command was the only theater of war operations within the Americas.

  The General Staff, it is believed, considered Major General Custer for the job for two reasons: they thought Custer possessed those qualities of spirit suited to the warfare necessary in the Western Command, and that the far West was the ideal place for the twenty-three-year-old Boy General.

  Crazy Horse, the Oglala Sioux warrior, was with a hunting party far from Oglala territory, checking the size of the few remaining buffalo herds before they started their spring migrations. Legend has it that Crazy Horse and the party were crossing the prairies in early February 1864 when two aircraft belonging to the 1st WIW passed nearby. Some of the Sioux jumped to the ground, believing that t
hey were looking on the Thunderbird and its mate. Only Crazy Horse stayed on his pony and watched the aircraft disappear into the south.

  He sent word back by the rest of the party that he and two of his young warrior friends had gone looking for the nest of the Thunderbird.

  2. The story of the 1st WIW here becomes the story of the shaping of the Indian wars, rather than part of the history of the last four years of the War of the Secession. It is well known that increased alarm over the Kansas raids had shifted War Department thinking: the defense of the far West changed in importance from a minor matter in the larger scheme of war to a problem of vital concern. For one thing, the Confederacy was courting the Emperor Maximilian of Mexico, and through him the French, into entering the war on the Confederate side. The South wanted arms, but most necessarily to break the Union submarine blockade. Only the French Navy possessed the capability.

  The Union therefore sent the massed 5th Cavalry to Kansas, and attached to it the 12th Air Destroyer Squadron and the 2nd Airship Command.

  The 2nd Airship Command, at the time of its deployment, was equipped with the small pursuit airships known in later days as the “torpedo ship,” from its double-pointed ends. These ships were used for reconnaissance and light interdiction duties, and were almost always accompanied by aircraft from the 12th ADS. They immediately set to work patrolling the Kansas skies from the renewed base of operations at Lawrence.

  3. The idea of using Indian personnel in some phase of airfield operations in the West had been proposed by Moseby as early as June 1863. The C of C, CSA, disapproved in the strongest possible terms. It was not a new idea, therefore, when Crazy Horse and his two companions rode into the airfield, accompanied by the sentries who had challenged them far from the perimeter. They were taken to Major Moseby for questioning.

  Through an interpreter, Moseby learned they were Oglala, not Crows sent to spy for the Union. When asked why they had come so far, Crazy Horse replied, “To see the nest of the Thunderbird.”

  Moseby is said to have laughed143 and then taken the three Sioux to see the aircraft. Crazy Horse was said to have been stricken with awe when he found that men controlled their flight.

  Crazy Horse then offered Moseby ten ponies for one of the craft. Moseby explained that they were not his to give, but his Great Father’s, and that they were used to fight the Yellowlegs from the Northeast.

  At this time, fate took a hand: the 12th Air Destroyer Squadron had just begun operations. The same day Crazy Horse was having his initial interview with Moseby, a scout plane returned with the news that the 12th was being reinforced by an airship combat group; the dirigibles had been seen maneuvering near the Kansas-Missouri border.

  Moseby learned from Crazy Horse that the warrior was respected; if not in his own tribe, then with other Nations of the North. Moseby, with an eye toward those reinforcements arriving in Lawrence, asked Crazy Horse if he could guarantee safe conduct through the northern tribes, and land for an airfield should the present one have to be abandoned.

  Crazy Horse answered, “I can talk the idea to the People; it will be for them to decide.”

  Moseby told Crazy Horse that if he could secure the promise, he would grant him anything within his power.

  Crazy Horse looked out the window toward the hangars. “I ask that you teach me and ten of my brother-friends to fly the Thunderbirds. We will help you fight the Yellowlegs.”

  Moseby, expecting requests for beef, blankets, or firearms was taken aback. Unlike the others who had dealt with the Indians, he was a man of his word. He told Crazy Horse he would ask his Great Father if this could be done. Crazy Horse left, returning to his village in the middle of March. He and several warriors traveled extensively that spring, smoking the pipe, securing permissions from the other Nations for safe conduct for the Gray White Men through their hunting lands. His hardest task came in convincing the Oglala themselves that the airfield be built in their southern hunting grounds.

  Crazy Horse, his two wives, seven warriors and their women, children, and belongings rode into the CSAAC airfield in June, 1864.

  4. Moseby had been granted permission from Stuart to go ahead with the training program. Derision first met the request within the southern General Staff when Moseby’s proposal was circulated. Stuart, though not entirely sympathetic to the idea, became its champion. Others objected, warning that ignorant savages should not be given modern weapons. Stuart reminded them that some of the good Tennessee boys already flying airplanes could neither read nor write.

  Stuart’s approval arrived a month before Crazy Horse and his band made camp on the edge of the airfield.

  5. It fell to Captain Smith to train Crazy Horse. The Indian became what Smith, in his journal,144 describes as “the best natural pilot I have seen or it has been my pleasure to fly with.” Part of this seems to have come from Smith’s own modesty; by all accounts, Smith was one of the finer pilots of the war.

  The operations of the 12th ADS and the 2nd Airship Command ranged closer to the CSAAC airfield. The dogfights came frequently and the fighting grew less gentlemanly. One 1st WIW fighter was pounced by three aircraft of the 12th simultaneously: they did not stop firing even when the pilot signaled that he was hit and that his engine was dead. Nor did they break off their runs until both pilot and craft plunged into the Kansas prairie. It is thought that the Union pilots were under secret orders to kill all members of the 1st WIW. There is some evidence145 that this rankled with the more gentlemanly of the 12th Air Destroyer Squadron. Nevertheless, fighting intensified.

  A flight of six more aircraft joined the 1st WIW some weeks after the Oglala Sioux started their training: this was the first of the ferry flights from Mexico through Texas and Indian Territory to reach the airfield. Before the summer was over, a dozen additional craft would join the Wing; this before shipments were curtailed by Juarez’s revolution against the French and the ouster and execution of Maximilian and his family.

  Smith records146 that Crazy Horse’s first solo took place on August 14, 1864, and that the warrior, though deft in the air, still needed practice on his landings. He had a tendency to come in overpowered and to stall his engine out too soon. Minor repairs were made on the skids of the craft after this flight.

  All this time, Crazy Horse had flown Smith’s craft. Smith, after another week of hard practice with the Indian, pronounced him “more qualified than most pilots the CSAAC in Alabama turned out”147 and signed over the aircraft to him. Crazy Horse begged off. Then, seeing that Smith was sincere, he gave the captain many buffalo hides. Smith reminded the Indian that the craft was not his: during their off hours, when not training, the Indians had been given enough instruction in military discipline as Moseby, never a stickler, thought necessary. The Indians had only a rudimentary idea of government property. Of the seven other Indian men, three were qualified as pilots; the other four were given gunner positions in the Krupp bi-wing light bombers assigned to the squadron.

  Soon after Smith presented the aircraft to Crazy Horse, the captain took off in a borrowed monoplane on what was to be the daily weather flight into northern Kansas. There is evidence148 that it was Smith who encountered a flight of light dirigibles from the 2nd Airship Command and attacked them single-handedly. He crippled one airship; the other was rescued when two escort planes of the 12th APS came to its defense. They raked the attacker with withering fire. The attacker escaped into the clouds.

  It was not until 1897, when a group of schoolchildren on an outing found the wreckage, that it was known that Captain Smith had brought his crippled monoplane within five miles of the airfield before crashing into the rolling hills.

  When Smith did not return from his flight, Crazy Horse went on a vigil, neither sleeping nor eating for a week. On the seventh day, Crazy Horse vowed vengeance on the men who had killed his white friend.

  6. The devastating Union raid of September 23, 1864, caught the airfield unawares. Though the Indians were averse to fighting at night, Crazy Horse and
two other Sioux were manning three of the four craft which got off the ground during the raid. The attack had been carried out by the 2nd Airship Command, traveling at twelve thousand feet, dropping fifty-pound fragmentation bombs and shrapnel canisters. The shrapnel played havoc with the aircraft on the ground. It also destroyed the mess hall and enlisted barracks and three teepees.

  The dirigibles turned away and were running fast before a tail wind when Crazy Horse gained their altitude.

  The gunners on the dirigibles filled the skies with tracers from their light .30-30 machine rifles. Crazy Horse’s monoplane was equipped with a single Henry .41-40 machine rifle. Unable to get in close killing distance, Crazy Horse and his companions stood off beyond range of the lighter Union guns and raked the dirigibles with heavy machine rifle fire. They did enough damage to force one airship down twenty miles from its base, and to ground two others for two days while repairs were made. The intensity of fire convinced the airship commanders that more than four planes had made it off the ground, causing them to continue their headlong retreat.

  Crazy Horse and the others returned, and brought off the second windfall of the night; a group of 5th Cavalry raiders were to have attacked the airfield in the confusion of the airship raid and burn everything still standing. On their return flight, the four craft encountered the cavalry unit as it began its charge across open ground.

  In three strafing runs, the aircraft killed thirty-seven men and wounded fifty-three, while twenty-nine were taken prisoner by the airfield’s defenders. Thus, in his first combat mission for the CSAAC, Crazy Horse was credited with saving the airfield against overwhelming odds.