Five days to Egypt
It was a record !
It doesn’t sound much of a record. However, it was set over a hundred years ago. Furthermore, in the conditions prevailing and in comparison with other flights it was an astonishing achievement. Despite this, it wasn’t celebrated or even acknowledged at the time. It’s not one of those events which has been forgotten over the years. It was never known about until many years later by which time it was just old news - interesting old news.
Harry Yates had joined the Canadian Army Service Corps in 1916 but transferred to the RNAS to train to be a fighter pilot. He sailed to England for his initial training and qualified as one of the best of his group. During further training in France he was struck with ptomaine poisoning. The gloomy prognosis was that he had six months to live. After weeks in hospitals he was finally discharged without a large part of his stomach. He was told that his flying days were over. Harry’s appeal against this was supported by his father who went directly to the Canadian Prime Minister (it helped that he was the PM’s Private Secretary). The outcome was that Harry’s service ‘. . . could not be conveniently spared and he could be a good overseas pilot’.
Whatever that meant Harry joined a squadron flying bombers, specifically the Handley Page O/400. More than four hundred of them were used by the RAF on night bombing raids of targets in Eastern France and Germany. A squadron of the Australian Air Force used them in the Middle East. With two 360 hp RR Eagle engines they cruised at 80 mph carrying up to 1650 lbs of bombs. Their impressive size - span 100ft - made an impact on all who saw them.
Harry and his Dad in front of his HP
When the war ended Harry elected to stay in the RAF. He found himself posted to No 1 Communications Squadron, still flying the O/400. The Air Ministry had decided that it was the right aeroplane to establish what was called the No 1 Aerial Route. This currently ran from England to the Middle East and would extend to India and eventually as far as Australia.
When the war ended Harry elected to stay in the RAF. He found himself posted to No 1 Communications Squadron, still flying the O/400. The Air Ministry had decided that it was the right aeroplane to establish what was called the No 1 Aerial Route. This currently ran from England to the Middle East and would extend to India and eventually as far as Australia.
The Peace Conference in Paris was being attended by Ministers and their entourages, senior military men and even members of royalty of several nations. The O/400s seemed to be the preferred way to shuffle between London and Paris and Harry was one of the pilots chosen to fly these high-ranking people. It was planned that the Peace Treaty would be signed on 28th June, 1919.
On 20th June, Harry Yates was on leave in London. Overshadowing the news of the Peace Treaty was the arrival of Alcock and Brown in Ireland. They were also in London being celebrated for their flight across the Atlantic. Harry wasn’t involved. He was gambling with a group of friends. He was called away from the tables and told he had been selected for a ‘special and secret assignment’. He was to carry an important passenger to Egypt, leaving tomorrow.
When the Turks had been driven out of their Empire it was with considerable help from the Arabs. They had been encouraged to take up arms by Col. T E Lawrence and expected to be rewarded by achieving independence and their own designated territories. There was no sign that this was going to happen and fighting had broken out between the Arab tribes on who was going to get where. A separate Conference was to be held in Egypt to settle the disputes and the key man was an agent of the Foreign Office, Harry St. John Philby, a fluent Arab speaker who knew the area well. (He left his 7year old son, Kim, at home. He’s the Kim Philby who became the notorious double agent and really has no part in this story but it has to be mentioned). The Foreign Office considered using a torpedo boat to carry Philby to Cairo but thought an HP would be quicker.
On 20th June, Harry Yates was on leave in London. Overshadowing the news of the Peace Treaty was the arrival of Alcock and Brown in Ireland. They were also in London being celebrated for their flight across the Atlantic. Harry wasn’t involved. He was gambling with a group of friends. He was called away from the tables and told he had been selected for a ‘special and secret assignment’. He was to carry an important passenger to Egypt, leaving tomorrow.
When the Turks had been driven out of their Empire it was with considerable help from the Arabs. They had been encouraged to take up arms by Col. T E Lawrence and expected to be rewarded by achieving independence and their own designated territories. There was no sign that this was going to happen and fighting had broken out between the Arab tribes on who was going to get where. A separate Conference was to be held in Egypt to settle the disputes and the key man was an agent of the Foreign Office, Harry St. John Philby, a fluent Arab speaker who knew the area well. (He left his 7year old son, Kim, at home. He’s the Kim Philby who became the notorious double agent and really has no part in this story but it has to be mentioned). The Foreign Office considered using a torpedo boat to carry Philby to Cairo but thought an HP would be quicker.
This route had been flown before in 1918 by Brig. Gen. Borton (he took several weeks) and indeed was currently being followed, at a leisurely pace, by the O/400s of 58 Sqn who were moving from France to their new base in Egypt. No one could estimate how long Harry would take, but if it was more than 10 days he would have failed. He would be accompanied on the 3000 mile flight by the other Canadian pilot who had elected to stay in the peacetime RAF, James Vance and two mechanics, Ernest Stedman and Charles Hand.
Stedman, Hand, Harry Yates and Vance
Stedman, Hand, Harry Yates and Vance
A brand new O/400, serial No. F318, had been taken from Handley Page’s factory and delivered to Lympne, on the Kent coast. It was fitted with RR Eagle engines, renowned for their reliability, and de-militarised - machine guns and bomb racks removed. Whilst Stedman and Hand worked their way round with a tall step ladder checking everything the pilots supervised the stowing of spares - tyres, tail skids, mechanical parts, extra food and generous quantities of Canadian cigarettes. Philby arrived. He had been to the Royal Geographic Society to get maps and documents for any travels around the Middle East he might have to make. He had three watches, one of which he set to GMT. He would travel in the gunner’s cockpit, behind the wings, and had brought his camera to take advantage of the good view he would have.
Saturday 21st June 1919
It was 1625 when F318 left the ground and the great adventure began. Harry set course for Buc airfield, 18 km from Paris. He and Vance knew this route well. They’d been flying it for weeks, taking delegates to the Peace Conference. Two hours later, they landed at Buc, setting their watches one hour forward. Stedman and Hand checked the magnetos and every spark plug, cleaning and replacing where necessary. This was a routine they would follow after every flight. They found they needed to replace the petrol pump on the starboard engine. They had brought only one spare and hoped that the pumps would last for the rest of the journey. The French mechanics helped with that job and with the refuelling – they did share a common language with the Canadians. There was now insufficient daylight to make the next leg of the flight. No arrangements had been made for them to stay overnight at Buc and none was offered by the French. They pulled out the bedding which had been loaded with the spares, spread it under the wing and caught a few hours sleep.
Sunday 22nd June
They rose early. In the pre-dawn light the engines were started using a compressed air system and they were airborne at 5.30 am. Three and a half hours later they landed at the French Army airfield at Fort Bron, near Lyons. They were informed that the officer from No 1 Communications Sqn, who had been sent there to arrange their reception, had not been seen for five days. That meant, with French logic, that they could be offered no help in refuelling – unless they wanted to use the Chinese labourers who were there. They did and were relieved of the effort of rolling fuel drums around, climbing ladders and pumping. They were airborne again before 11.00 am, on their way to Istres, near Marseilles. Istres is now a major base for the French Air and Space Force with a 5,000 metre runway. In 1919, Harry Yates rated it as the worst airfield he had ever used with large stones littered all over the strip. Two of the four tyres were punctured. The French officials insisted that they’d never even heard of No 1 Sqn, let alone any representative to prepare for their coming. Nevertheless, they were able to find two suitable wheels to make the O/400 serviceable again.
In getting ready for the next leg – across the Ligurian Sea to Italy - Vance found they had lost the map that they had been given by the Air Ministry. The French were reluctant to hand over the only map they had so a pen and ink sketch was drawn on the back of an old map which Vance found. Most of the flight would be over the sea anyway.
They were airborne at 1515 and headed east, enjoying the expansive views of Nice, Monaco and the Riviera. Once over the sea Harry climbed to nearly 5000 ft so he would have an early view of the coast of Italy to check their position. They all enjoyed a late lunch from tins of bully beef.
Saturday 21st June 1919
It was 1625 when F318 left the ground and the great adventure began. Harry set course for Buc airfield, 18 km from Paris. He and Vance knew this route well. They’d been flying it for weeks, taking delegates to the Peace Conference. Two hours later, they landed at Buc, setting their watches one hour forward. Stedman and Hand checked the magnetos and every spark plug, cleaning and replacing where necessary. This was a routine they would follow after every flight. They found they needed to replace the petrol pump on the starboard engine. They had brought only one spare and hoped that the pumps would last for the rest of the journey. The French mechanics helped with that job and with the refuelling – they did share a common language with the Canadians. There was now insufficient daylight to make the next leg of the flight. No arrangements had been made for them to stay overnight at Buc and none was offered by the French. They pulled out the bedding which had been loaded with the spares, spread it under the wing and caught a few hours sleep.
Sunday 22nd June
They rose early. In the pre-dawn light the engines were started using a compressed air system and they were airborne at 5.30 am. Three and a half hours later they landed at the French Army airfield at Fort Bron, near Lyons. They were informed that the officer from No 1 Communications Sqn, who had been sent there to arrange their reception, had not been seen for five days. That meant, with French logic, that they could be offered no help in refuelling – unless they wanted to use the Chinese labourers who were there. They did and were relieved of the effort of rolling fuel drums around, climbing ladders and pumping. They were airborne again before 11.00 am, on their way to Istres, near Marseilles. Istres is now a major base for the French Air and Space Force with a 5,000 metre runway. In 1919, Harry Yates rated it as the worst airfield he had ever used with large stones littered all over the strip. Two of the four tyres were punctured. The French officials insisted that they’d never even heard of No 1 Sqn, let alone any representative to prepare for their coming. Nevertheless, they were able to find two suitable wheels to make the O/400 serviceable again.
In getting ready for the next leg – across the Ligurian Sea to Italy - Vance found they had lost the map that they had been given by the Air Ministry. The French were reluctant to hand over the only map they had so a pen and ink sketch was drawn on the back of an old map which Vance found. Most of the flight would be over the sea anyway.
They were airborne at 1515 and headed east, enjoying the expansive views of Nice, Monaco and the Riviera. Once over the sea Harry climbed to nearly 5000 ft so he would have an early view of the coast of Italy to check their position. They all enjoyed a late lunch from tins of bully beef.
When Italy rose above the horizon the pilots were pleased to see that they were exactly on the course plotted on their hand drawn map. Philby picked up his camera and photographed the leaning tower of Pisa as they flew by.
The ‘airfield’ was still being built on arable land. Some ditches had been filled but Harry had to pick his way between areas of ploughed land. Once again, there was no ground support and refuelling involved carrying individual cans up their ladder propped against the engines.
When Italy rose above the horizon the pilots were pleased to see that they were exactly on the course plotted on their hand drawn map. Philby picked up his camera and photographed the leaning tower of Pisa as they flew by.
The ‘airfield’ was still being built on arable land. Some ditches had been filled but Harry had to pick his way between areas of ploughed land. Once again, there was no ground support and refuelling involved carrying individual cans up their ladder propped against the engines.
A Captain Horn turned up. He was the RAF Representative who should have arranged a better welcome and support for the Handley Page. He asked for a lift to Rome. Harry thought he might be useful and agreed to take him. After all the plugs were checked and refitted the pilots helped the mechanics to check and adjust the tension on the bracing wires. They pulled out their bedding and settled down for another night under the wings. Harry reflected on the flight and realised that they could easily beat the record for the flight to Egypt. Maybe they would get a reception like that accorded to Alcock and Brown.
Monday 23rd June
It was the usual early start. Take off was 4.45 am. The weather was very un-Italian with low clouds and heavy rain. Philby abandoned his sight-seeing position in the gunner’s cockpit and huddled with Horn and the mechanics in the space that was the bomb bay. In the roar of the engines any conversation was by the passing of notes. Yates and Vance looked forward to Rome with some foreboding. They would not be the first O/400 to land at Rome. 58 Squadron had been ordered to move their HPs from France to their new base in Egypt. Two months previously, the pilots of one of the HPs, aged just 19 and 17 had missed the landing strip and crashed. The HP turned over and the pilots were killed. Their crewman and a passenger survived though both were injured. The passenger had been none other than Col. T E Lawrence. He was going back to Egypt to collect source material for his book Seven Pillars of Wisdom. He emerged from the wreck with concussion, broken collarbone and ribs.
Monday 23rd June
It was the usual early start. Take off was 4.45 am. The weather was very un-Italian with low clouds and heavy rain. Philby abandoned his sight-seeing position in the gunner’s cockpit and huddled with Horn and the mechanics in the space that was the bomb bay. In the roar of the engines any conversation was by the passing of notes. Yates and Vance looked forward to Rome with some foreboding. They would not be the first O/400 to land at Rome. 58 Squadron had been ordered to move their HPs from France to their new base in Egypt. Two months previously, the pilots of one of the HPs, aged just 19 and 17 had missed the landing strip and crashed. The HP turned over and the pilots were killed. Their crewman and a passenger survived though both were injured. The passenger had been none other than Col. T E Lawrence. He was going back to Egypt to collect source material for his book Seven Pillars of Wisdom. He emerged from the wreck with concussion, broken collarbone and ribs.
When F318 arrived at Rome they quickly found the airfield at Centocelle. Harry was pleased to spot the white landing T on the field. At least he would be landing into wind. On the approach they passed over the wrecked HP which the Italians had still not cleared away.
Capt Horn offered to take charge of the refuelling. Stedman and Hand carried out their usual checks and in addition looked carefully at the soaked fabric. There were places where it needed tightening and the leading edges of the wings benefitted from a coat of dope.
Capt Horn offered to take charge of the refuelling. Stedman and Hand carried out their usual checks and in addition looked carefully at the soaked fabric. There were places where it needed tightening and the leading edges of the wings benefitted from a coat of dope.
It took Horn three hours to find the petrol store. It was just 100 yards from where they were parked. When Vance asked him to do something else for them and he countered with ‘I’m the Pisa representative and have nothing to do with Rome’. He was eager to take a lift in a car that was leaving for Rome and all the crew were just as eager that he should go.
It wasn’t until 13.00 that F 318 was able to shake the dust of Rome from its wheels. The next destination was Taranto, in the heel of Italy. That meant flying over the Apennines, which rose to 6,500 ft. Harry planned to follow the west coast as far as Vesuvius. With another sightseeing flight in prospect, Philby was back in the gunner’s cockpit, his camera at the ready. He was delighted to find the volcano producing just the right amount of smoke for his photograph.
It wasn’t until 13.00 that F 318 was able to shake the dust of Rome from its wheels. The next destination was Taranto, in the heel of Italy. That meant flying over the Apennines, which rose to 6,500 ft. Harry planned to follow the west coast as far as Vesuvius. With another sightseeing flight in prospect, Philby was back in the gunner’s cockpit, his camera at the ready. He was delighted to find the volcano producing just the right amount of smoke for his photograph.
Harry turned east and climbed. He eventually reached 8,000 ft but was still shaken by the severe turbulence. He sweated as the controls as the HP rolled and shuddered. Vance crawled back from the front cockpit to sit alongside Yates and give what support he could. When he filled in his logbook that evening Harry added the comment that it was the ‘roughest day he’d ever had flying’.
At Taranto, they couldn’t find the airfield. It was not marked in any way. They circled lower and lower until at last they spotted a windsock. Their four hours journey ended in a gentle smooth landing.
At Taranto, they couldn’t find the airfield. It was not marked in any way. They circled lower and lower until at last they spotted a windsock. Their four hours journey ended in a gentle smooth landing.
With all their post-flight chores completed Yates pulled out their flight plan to review progress. So far, they’d stuck to the plan with only a slight change to the dog-leg on the last flight. All was going well (apart from the complete lack of preparation and assistance on the airfields where they had landed). It was beginning to look as if the record was as good as in the bag. Yates thought he could save time by cutting out the stop at Athens. Their rate of fuel consumption was good enough for them to reach Suda Bay in Crete in one hop.
Tuesday 24th June
With the prospect of the longest flight he had ever done Yates lifted the HP into the air before sunrise. The short sea crossing at the southern end of the Adriatic was soon behind them and Harry flew along the west coast of Greece. He saw no flat countryside suitable for a forced landing and realised that engine failure would almost certainly lead to a crash – or a ditching
It wasn’t engine failure that brought them down. It was that starboard fuel pump. It drew petrol from the rear tank so that could no longer be used. They limped up the Gulf of Corinth desperately looking for somewhere to have the controlled crash. Vance crawled back from the front cockpit. That would certainly be crushed in any hard landing.
There is only one place along the southern shore of the Gulf of Corinth where a little river disgorges into the sea. It had formed a small delta – areas of flat land between the streams. When Harry saw this he immediately lined up the HP for its forced landing. On the approach he switched off the engines. He didn’t want any spilled petrol bursting into flames. Yates and Vance shook hands and hung on. The huge glider settled on to the rough strip and shuddered to a halt. Remarkably, the only damage was one punctured tyre and a broken tailskid.
Soon they were surrounded by villagers eager to examine the largest aeroplane they had ever seen. Philby’s classical education had taught him Greek and he could answer all their questions. They cheerfully agreed to help repair the HP and lugged it around until the wheel with the flat tyre was over a hole in the ground. The mechanics fitted a new tyre. A dozen hefty Greeks lifted the tail onto their shoulders and the tailskid was quickly repaired. Then they set to clearing stones and filling holes until an acceptable ‘runway’ appeared. Others fetched food and drink, including a fiery local brew which the flyers avoided.
The strip was little more than 50 yards long. The HP was unloaded. All the spares, heavy tools, cans of petrol, anything not necessary for the short flight to Athens was left behind. It was an odd way to reward the villagers and Harry added what was left of their supply of Canadian cigarettes. Stedman and Hand had reorganised the fuel lines to take out the fuel pumps – one failed and one failing – and, stripped to the waist, stood ready to feed the engines via the hand pump. The engines were started and warmed up.
They had been on the ground for six busy hours when Harry pushed forward the throttles and the HP rolled down the short strip. Harry was sure the wheels skimmed over the water before the aeroplane lifted into the air. He flew at low level close to the water right to the end of the gulf. A short climb to clear the land and Athens was in sight.
They were met by Capt Gardner, the official representative who was surprised to see them. Taranto had sent no telegraph to say they were on their way. The RAF engineers took over the HP for servicing and replenishment and the weary travellers were ordered to rest. They learned that 58 Sqn, who had left France months ago had reached no further than Suda Bay in Crete. All their machines were in a bad state or unserviceable and most of the personnel were ill with fever.
Wednesday 25th June
Suda Bay, that was the goal for today and they made an early start. Before they had settled into a steady climb on course, the engines spluttered into silence. It was another glider landing, this time of a heavy, fully loaded aeroplane which used much of the airfield before rolling to a stop. There was water from overnight rain in the petrol tanks. It was a long tedious job, draining all the tanks and fuel lines, then refilling through chamois leather filters. It was noon, ten hours after the first take off, before they were airborne again. Harry climbed to 4000 feet and for the first hour stayed within gliding range of the Greek coastline. They were well on course for Crete, over the open sea when the next trouble struck. Severe engine vibration shook the aeroplane. A propeller had cracked. Harry reduced power and the HP slowly lost height.
As they approached Crete they were astonished to see its spine of mountains stretching across the horizon – a toothed barrier to further travel. When they reached the coast they were down to 600 feet. They crept along to Suda Bay, looking for the airfield. It was another incredible sight. It was surrounded by hills on three sides, with a background of mountains. Harry thought it was rather like flying into the crater of a volcano. The white landing T stood out and their low approach was directly over the town. They fired off a couple of magnesium flares to announce their arrival and their state of distress. It was nearly 4.00 pm when they climbed out of the HP. Two hours flying, two hours vibrating. The hot air and suffocating humidity were not refreshing.
Capt. Henderson, 58’s CO greeted them. He ordered his own engineers to service the HP and replace the split propeller. They covered the propellers and cockpits with blankets to protect them from the burning sun which could cause further degradation. Henderson explained his squadron’s situation. All their war-weary aeroplanes had suffered from breakages and minor mishaps and were frequently unserviceable, waiting for spares to be sent from England. Then there was the tragic accident at Rome. Now they were stranded in Suda Bay and most of his men were sick with sand fly fever. None of his aeroplanes was capable of crossing Crete’s mountains and he was looking for somewhere on the south coast to use as an airstrip – an interim stop on the way to Egypt. Currently he would not send up one of his HPs without a flying boat escort.
Tuesday 24th June
With the prospect of the longest flight he had ever done Yates lifted the HP into the air before sunrise. The short sea crossing at the southern end of the Adriatic was soon behind them and Harry flew along the west coast of Greece. He saw no flat countryside suitable for a forced landing and realised that engine failure would almost certainly lead to a crash – or a ditching
It wasn’t engine failure that brought them down. It was that starboard fuel pump. It drew petrol from the rear tank so that could no longer be used. They limped up the Gulf of Corinth desperately looking for somewhere to have the controlled crash. Vance crawled back from the front cockpit. That would certainly be crushed in any hard landing.
There is only one place along the southern shore of the Gulf of Corinth where a little river disgorges into the sea. It had formed a small delta – areas of flat land between the streams. When Harry saw this he immediately lined up the HP for its forced landing. On the approach he switched off the engines. He didn’t want any spilled petrol bursting into flames. Yates and Vance shook hands and hung on. The huge glider settled on to the rough strip and shuddered to a halt. Remarkably, the only damage was one punctured tyre and a broken tailskid.
Soon they were surrounded by villagers eager to examine the largest aeroplane they had ever seen. Philby’s classical education had taught him Greek and he could answer all their questions. They cheerfully agreed to help repair the HP and lugged it around until the wheel with the flat tyre was over a hole in the ground. The mechanics fitted a new tyre. A dozen hefty Greeks lifted the tail onto their shoulders and the tailskid was quickly repaired. Then they set to clearing stones and filling holes until an acceptable ‘runway’ appeared. Others fetched food and drink, including a fiery local brew which the flyers avoided.
The strip was little more than 50 yards long. The HP was unloaded. All the spares, heavy tools, cans of petrol, anything not necessary for the short flight to Athens was left behind. It was an odd way to reward the villagers and Harry added what was left of their supply of Canadian cigarettes. Stedman and Hand had reorganised the fuel lines to take out the fuel pumps – one failed and one failing – and, stripped to the waist, stood ready to feed the engines via the hand pump. The engines were started and warmed up.
They had been on the ground for six busy hours when Harry pushed forward the throttles and the HP rolled down the short strip. Harry was sure the wheels skimmed over the water before the aeroplane lifted into the air. He flew at low level close to the water right to the end of the gulf. A short climb to clear the land and Athens was in sight.
They were met by Capt Gardner, the official representative who was surprised to see them. Taranto had sent no telegraph to say they were on their way. The RAF engineers took over the HP for servicing and replenishment and the weary travellers were ordered to rest. They learned that 58 Sqn, who had left France months ago had reached no further than Suda Bay in Crete. All their machines were in a bad state or unserviceable and most of the personnel were ill with fever.
Wednesday 25th June
Suda Bay, that was the goal for today and they made an early start. Before they had settled into a steady climb on course, the engines spluttered into silence. It was another glider landing, this time of a heavy, fully loaded aeroplane which used much of the airfield before rolling to a stop. There was water from overnight rain in the petrol tanks. It was a long tedious job, draining all the tanks and fuel lines, then refilling through chamois leather filters. It was noon, ten hours after the first take off, before they were airborne again. Harry climbed to 4000 feet and for the first hour stayed within gliding range of the Greek coastline. They were well on course for Crete, over the open sea when the next trouble struck. Severe engine vibration shook the aeroplane. A propeller had cracked. Harry reduced power and the HP slowly lost height.
As they approached Crete they were astonished to see its spine of mountains stretching across the horizon – a toothed barrier to further travel. When they reached the coast they were down to 600 feet. They crept along to Suda Bay, looking for the airfield. It was another incredible sight. It was surrounded by hills on three sides, with a background of mountains. Harry thought it was rather like flying into the crater of a volcano. The white landing T stood out and their low approach was directly over the town. They fired off a couple of magnesium flares to announce their arrival and their state of distress. It was nearly 4.00 pm when they climbed out of the HP. Two hours flying, two hours vibrating. The hot air and suffocating humidity were not refreshing.
Capt. Henderson, 58’s CO greeted them. He ordered his own engineers to service the HP and replace the split propeller. They covered the propellers and cockpits with blankets to protect them from the burning sun which could cause further degradation. Henderson explained his squadron’s situation. All their war-weary aeroplanes had suffered from breakages and minor mishaps and were frequently unserviceable, waiting for spares to be sent from England. Then there was the tragic accident at Rome. Now they were stranded in Suda Bay and most of his men were sick with sand fly fever. None of his aeroplanes was capable of crossing Crete’s mountains and he was looking for somewhere on the south coast to use as an airstrip – an interim stop on the way to Egypt. Currently he would not send up one of his HPs without a flying boat escort.
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Suda Bay Lawrence and Henderson F318 with blanket wrapped props
Stranded at Suda Bay with 58 Sqn was T E Lawrence, still recovering from his injuries sustained in the crash at Rome. He was introduced to the F318 crew and intrigued to meet Philby. Lawrence knew nothing about the situation in Egypt and the breakdown in negotiations with the Arabs. He believed that it was necessary, indeed essential, that he should be involved and asked Yates if he come with them on tomorrow’s flight to Cairo. The arrangements were made at a dinner – on the best local food – in the Officers’ Mess.
Thursday 26th June
The crew had slept in luxury, in beds under mosquito nets. Nevertheless, they rose early, hoping to get airborne at first light. When they climbed aboard the fully fuelled HP Lawrence needed help because of his injuries. He opted for the gunner’s cockpit so Philby travelled in the bomb bay with the mechanics. They took off at 4.50 am and almost at once, Yates realised there was a problem. The engines were not producing full power. He turned back and landed. Henderson offered to get his mechanics to check the engines and Harry refused. He was angry that their servicing of an aircraft they knew well had not been done properly. Stedman and Hand checked everything and all seemed to be well.
Stranded at Suda Bay with 58 Sqn was T E Lawrence, still recovering from his injuries sustained in the crash at Rome. He was introduced to the F318 crew and intrigued to meet Philby. Lawrence knew nothing about the situation in Egypt and the breakdown in negotiations with the Arabs. He believed that it was necessary, indeed essential, that he should be involved and asked Yates if he come with them on tomorrow’s flight to Cairo. The arrangements were made at a dinner – on the best local food – in the Officers’ Mess.
Thursday 26th June
The crew had slept in luxury, in beds under mosquito nets. Nevertheless, they rose early, hoping to get airborne at first light. When they climbed aboard the fully fuelled HP Lawrence needed help because of his injuries. He opted for the gunner’s cockpit so Philby travelled in the bomb bay with the mechanics. They took off at 4.50 am and almost at once, Yates realised there was a problem. The engines were not producing full power. He turned back and landed. Henderson offered to get his mechanics to check the engines and Harry refused. He was angry that their servicing of an aircraft they knew well had not been done properly. Stedman and Hand checked everything and all seemed to be well.
The second take off was at 5.30. Harry circled over the field but the HP wasn’t gaining height. The problem was still there and soon they were back on the ground. His mechanics dug deeper and found water in the carburettors. It was another long drain and refuel job and Harry was happy for the 58 Sqn. mechanics to do this.
A Curtis H-12 ‘Large America’
A Curtis H-12 ‘Large America’
They left the ground for the third time at 7.30 am and finally climbed out of the bowl. Henderson insisted that they should be accompanied, at least for the first part of their journey by a flying boat and it joined them as they turned west to fly beyond the end of the mountains.
They had rounded western end of the island and turned south on course for Sollum when Stedman passed a note to Harry saying that a petrol pump was failing again. He should have turned back to Suda Bay but reasoned any petrol pump they could give him was the same type and just as likely to fail as the pumps he had. He decided to press on and told the mechanics to operate the hand pump. He signalled a thumbs up ‘thank you’ to the flying boat and it turned away with a waggle of its wings.
Crete faded from view. There was no ship in sight, nothing to see. They were all affected by their isolation and Lawrence put their feelings into words in a book he wrote four years later.
‘We had risen high, to some eight thousand feet, and the sea beneath us was specklessly blue, and the sky above specklessly blue, and the two elements mirrored themselves so precisely that even the horizons were indistinguishable… We in the machine were like souls suspended motionless in unchanging ether, conscious of no movement, of no space, hardly of time – for comparing notes with one another afterwards we could not rightly say if the four hours of our crossing had seemed to us a moment or an age. For that space our minds ceased to exist.’
They had rounded western end of the island and turned south on course for Sollum when Stedman passed a note to Harry saying that a petrol pump was failing again. He should have turned back to Suda Bay but reasoned any petrol pump they could give him was the same type and just as likely to fail as the pumps he had. He decided to press on and told the mechanics to operate the hand pump. He signalled a thumbs up ‘thank you’ to the flying boat and it turned away with a waggle of its wings.
Crete faded from view. There was no ship in sight, nothing to see. They were all affected by their isolation and Lawrence put their feelings into words in a book he wrote four years later.
‘We had risen high, to some eight thousand feet, and the sea beneath us was specklessly blue, and the sky above specklessly blue, and the two elements mirrored themselves so precisely that even the horizons were indistinguishable… We in the machine were like souls suspended motionless in unchanging ether, conscious of no movement, of no space, hardly of time – for comparing notes with one another afterwards we could not rightly say if the four hours of our crossing had seemed to us a moment or an age. For that space our minds ceased to exist.’
Lawrence probably didn’t compare notes with Stedman and Hand. They were far from motionless. Their horizons were the walls of their compartment and their rhythmic pumping was constant. They were providing the power that kept the HP suspended in the air, that kept all its occupants alive and ensured that their orders would be successfully carried out.
Sollum was easy to find. A good, flat well marked airfield and the HP rolled to a stop in blistering 50° heat. They were welcomed, though unexpected. Henderson had telegraphed Mersa Matruh. The petrol pumpers were given as much water as they could absorb and the Sollum mechanics took over the servicing of the HP. They found plenty to do. The rudder control cables were fraying, the rigging had to be adjusted and the engines re-tuned.
Sollum was easy to find. A good, flat well marked airfield and the HP rolled to a stop in blistering 50° heat. They were welcomed, though unexpected. Henderson had telegraphed Mersa Matruh. The petrol pumpers were given as much water as they could absorb and the Sollum mechanics took over the servicing of the HP. They found plenty to do. The rudder control cables were fraying, the rigging had to be adjusted and the engines re-tuned.
Friday 27th June
The end was in sight. Heliopolis was only 370 miles away. Stedman and Hand pulled on the gloves which would prevent their hands from blistering in the next four hours and they left Sollum. Over-flying Mersa Matruh on the way they sighted Cairo as night was falling at 1930. Harry circled trying to pick out the airfield from all the surrounding lights. Once found he signalled his intention to land with magnesium flares and touched down smoothly.
The end was in sight. Heliopolis was only 370 miles away. Stedman and Hand pulled on the gloves which would prevent their hands from blistering in the next four hours and they left Sollum. Over-flying Mersa Matruh on the way they sighted Cairo as night was falling at 1930. Harry circled trying to pick out the airfield from all the surrounding lights. Once found he signalled his intention to land with magnesium flares and touched down smoothly.
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Harry’s and Philby’s logs at the end of the flight. It doesn’t explain what Philby was timing with his watches.
As they climbed down from the HP they were greeted with the anti-climactic news that Philby wasn’t needed in Cairo. The panic was over. The Arabs had gone home. For Harry and his crew, the most important thing was that they had broken the record, by 10½ days! They had taken just 6 days and 3 hours to reach Egypt – in 38 flying hours. But because the flight had been – and apparently still was – secret they could tell no one.
As they climbed down from the HP they were greeted with the anti-climactic news that Philby wasn’t needed in Cairo. The panic was over. The Arabs had gone home. For Harry and his crew, the most important thing was that they had broken the record, by 10½ days! They had taken just 6 days and 3 hours to reach Egypt – in 38 flying hours. But because the flight had been – and apparently still was – secret they could tell no one.
T E Lawrence took this photograph of Harry Yates and James Vance, both wearing khaki drill, and three unidentified officers, one of whom is Philby.
The following day Harry and Vance were officially thanked by being taken to dinner in the famous Shepheard’s Hotel in Cairo where they were completely over-awed by the other diners at their table, Philby and Lawrence, of course, and also General Allenby, who led the armies that defeated the Turks and Major General Salmond, commander of all RAF forces in the Middle East.
Aftermath
F318’s wings were folded and it was pushed into a hangar. It never flew again.
Harry Yates and James Vance enjoyed a few days sightseeing in and around Cairo then they were taken to Alexandria to board a ship for England. They were shown an old newspaper which reported that they and their crew had all been killed in a crash outside Marseilles. With the Peace Conference over and the Treaty signed their squadron was disbanded, they were discharged from the RAF and sent home to Canada.
58 Squadron’s aircraft and equipment, still at Suda Bay, were sold to the Greeks and the No 1 Aerial Route abandoned.
Harry Yates’ father began a vigorous campaign of letters to get recognition for the flight, the record it had set and for the crew. In the autumn of 1920, the London Gazette recorded that Harry Yates and James Vance had been awarded the Air Force Cross and Ernest Stedman and Charles Hand had been awarded the Air Force Medal.
F318’s wings were folded and it was pushed into a hangar. It never flew again.
Harry Yates and James Vance enjoyed a few days sightseeing in and around Cairo then they were taken to Alexandria to board a ship for England. They were shown an old newspaper which reported that they and their crew had all been killed in a crash outside Marseilles. With the Peace Conference over and the Treaty signed their squadron was disbanded, they were discharged from the RAF and sent home to Canada.
58 Squadron’s aircraft and equipment, still at Suda Bay, were sold to the Greeks and the No 1 Aerial Route abandoned.
Harry Yates’ father began a vigorous campaign of letters to get recognition for the flight, the record it had set and for the crew. In the autumn of 1920, the London Gazette recorded that Harry Yates and James Vance had been awarded the Air Force Cross and Ernest Stedman and Charles Hand had been awarded the Air Force Medal.