It is not unusual for servicemen and women to carry with them good luck charms while on overseas service. However one particularly superstitious serviceman was Aircraft Mechanic 2nd Class Henry James Marston, of No. 3 Squadron, Australian Flying Corps (AFC). Marston wore a wrist chain with an identity tag and three lucky charms – a boomerang, a black cat and a doll.

2AM Henry J Marston’s aluminium identity disc and three good luck charms affixed to a brass wrist chain. REL33983

The boomerang entitled ‘I Go To Return’ is an obvious choice, and may have been bought by or given to Marston before leaving Australia. The choice of the “lucky” black cat is similarly obvious. The silver FUMSUP charm (a play on “thumb’s up”), was a popular motif in Britain during the First World War and also appeared on souvenir china and postcards. The head appears to be made of wood “touch wood” and has a four leaf clover impressed into it. The tiny glass eyes often seen in other examples are missing.  Marston’s mother’s details and address are engraved on the reverse of the identity disc.

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In war there has always been the need to see the enemy behind the hill; reconnaissance became a role of cavalry.  Eventually observation balloons played a part as well.  By the First World War, it was apparent that aircraft, being able to get above and well behind the enemy’s lines, could do it so much better. This work was further enhanced by the development of aerial photography.  Observers in aircraft could also direct artillery fire onto targets.  Soon armed single-seat fighters were hunting the reconnaissance planes and it became necessary to arm them and to protect them with escorts. 

A Williamson aerial reconaissance camera attached to the side of an aircraft c.1917. P02163.014

From 1915 nations were racing to produce the best aircraft and weapons to dominate the skies. In one early break-through, mechanical synchronisation of machine-guns’ fire with the revolutions of the engine enabled pilots to fire through the propeller arc. By 1917 fighters were operating in teams or large formations. Some heavier planes including the twin-engined Handley Page 0/400, were also developed to drop bombs; civilians in Paris, London, and several German cities and towns were amongst those to experience this emerging form of warfare.

A Handley-Page 0/400 aircraft with some Bristol Fighter machines at the aerodrome of the Australian Flying Corps. B02114

A posthumous photograph of Captain Baron Manfred von Richthofen (the Red Baron). A03158

I came across a number of first and second hand accounts of the death of Baron von Richthofen whilst I was examining various Private Record Collections in the Memorial’s Research Centre. They made for interesting reading since the events of 21 April 1918 have long been the subject of many enthusiastic debates in the history of the First World War. I have reproduced below for interest some extracts of the letters, diaries and memoirs I read. They have all been written by Australian Flying Corps personnel and describe their recollections of what happened the day the Red Baron flew his last mission. read on

The aircraft of the 1914-18 period were visibly frail and delicate and quite unlike the capable machines we know today. First World War aircraft were prone to structural or mechanical failures and could easily catch fire. Armament was limited to rifle-calibre machine guns and protection for the crew through armour and parachutes were only beginning to be used in the closing stages of the war. Aircrew operated with few aids to navigation, and were usually exposed to the elements while in flight. read on

Four Australian squadrons flew operationally. No.1 Squadron AFC had a unique role, serving in Egypt, Palestine and Syria. Its airmen undertook reconnaissance and bombing and were often drawn into aerial combat. Lieutenant Frank McNamara won the Victoria Cross for rescuing a downed comrade under fire; it was the first to an Australian airman. read on

Trainees, instructors and staff for the Australian Flying Corps first flying training course which began 17 August 1914. They are pictured in front of a BE2A aircraft in a hangar at the Central Flying School, Point Cook, Victoria. P00731.003

Some Australian pilots qualified at courses at Point Cook, Victoria, and at Richmond, New South Wales; however, from 1917, most were trained in England. It took about 8 months to produce a pilot, commencing with classes in practical work and theory before handling aircraft. read on

The bold exploits of the fighter pilots caught the attention of the public. Aerial duels fought by young men in the clear skies satisfied the heroic notion of warfare; something that the bloody trench fighting could no longer do. Each nation had its air heroes, although many of them had only short lives. Those who destroyed five enemy aircraft were referred to as ‘aces’. The greatest of these, of any side, was the German, Manfred von Richthofen, who shot down 80 opponents. The top British ‘ace’ was Edward ‘Mick’ Mannock.

Portrait of Baron Manfred von Richthofen, Jastas 2, 11 and JGI. A04803

Australian airmen served overseas from the earliest days of the First World War. Two pilots were sent to New Guinea in 1914, but were not needed. The following year a group, to become known as the Mesopotamian half-flight, went to the Middle East and were absorbed into the Royal Flying Corps. Here, in a disastrous campaign for the British against the Turks, the Australian Flying Corps suffered its first casualties and some of the men were taken prisoner.

Two unidentified members of the Mesopotamia Half Flight seated in a Maurice Farman Shorthorn aircraft in 1916. A04136

Reconnaissance was once the role of the cavalry. In the First World War, aircraft being able to get above and well behind the enemy’s lines, could do it so much better. This role was further enhanced by aerial photography. Observers in aircraft could also direct artillery fire onto targets. Soon armed single-seater fighter-scouts were hunting the reconnaissance planes, and it became necessary to protect them.

A Williamson aerial reconaissance camera attached to the side of an aircraft c.1917. P02163.014

From 1915 nations were racing to produce the best aircraft and weapons to dominate the skies. In one early break-through, mechanical synchronisation of machine-guns enabled pilots to fire through the propeller arc. By 1917 fighters were operating in teams or large formations. Some larger planes including the twin-engined Handley Page 0/400, were also developed to drop bombs; civilians in Paris, London, and several Germans towns were among those to experience this emerging form of warfare. The dominance of the air by one or other side shifted as improved machines became available in quantity.

A Handley-Page 0/400 aircraft with some Bristol Fighter machines at the aerodrome of the Australian Flying Corps. B02114

On 21 February 1919 Captain Edgar J. McCloughry wrote a review of his experiences in France whilst serving with No. 4 Squadron AFC. This review, in the form of a thirteen page letter, covered the period from June-September 1918 and was written in response to a request from the Officer in Command of the Australian War Records Section. It is rare to come across a document such as this; there are only a handful held amongst the approximately one hundred Australian Flying Corps Private Record Collections stored in the Australian War Memorial’s Research Centre. I have reproduced it below at it was written in 1919 by Captain McCloughry. read on