through the night to Bir Mahadet only to find that the Turks had fled. The British aeroplane soon after "spotted" the enemy near a well six miles north. The Patiala cavalry, who were leading, came up with the Turkish rear guard in the afternoon and charged. The Turks stampeded, except for a small group of Turkish soldiers led by a plucky Albanian officer, who held their ground and attacked from the flank the advancing British officers and Patiala cavalry. Two British officers and a native officer were killed or badly wounded in the subsequent charge. The Albanian, who had displayed such courage, proved to be a son of Djemal Pasha. He fell with seven lance thrusts, none of which however proved fatal, while all his men were killed or captured. The British had four or five times as many men as the escaping enemy, but they did not pursue.

In June, 1915, Colonel von Laufer and a mixed force attempted a feeble raid on the canal near El Kantara, but were driven off with some loss by the Yeomanry, who had done effective work in keeping the enemy away from the British lines. A mine having been found near the canal about this time, the Porte informed the neutral powers that the canal must be closed to navigation owing to the arbitrary conduct of the British in Egypt. But the Turks were not in a position to carry out their threats, owing to the vigorous attack on the Dardanelles. Troops were hurried from Syria to Constantinople, and by June 6 less than 25,000 Turkish troops remained in central and southern Syria and the Sinai Peninsula. At Nakhl and El Arish there were left about 7,000 veteran desert fighters, but the British air scouts kept a watchful eye on the desert roads, and used bombs with such effect that the Turks were kept in a constant state of apprehension by their attacks.

At Sharkieh, the eastern province of the Delta, there had been some uneasiness when the Turks made their unsuccessful strikes at the canal, but the population gave no trouble. At Alexandria and Cairo some few fanatics and ignorant people of the lower classes displayed some opposition to the Government. The sultan was fired on April 8, 1915, by a degenerate, Mohammed Khalil, a haberdasher of Masoura, the bullet missing the victim by only a few inches. Khalil was tried by court-martial and executed April 24. The attempt on Sultan Hussein's life had the effect of making him friends from among the disaffected in the higher classes who found it wise policy to express their horror of the attempted crime, and to proclaim their allegiance to the Government. On April 9 the sultan received a popular ovation while on his way to the mosque.

As a base for the allied Mediterranean expeditionary force, and as a training ground for Australian, Indian, and British troops, Egypt in 1915 was of the utmost military importance to the British Empire. From the great camps around Cairo and the canal, forces could be dispatched for service in Europe, Mesopotamia, and at the Dardanelles, while fresh contingents of soldiers were constantly arriving to take their places.

On July 5, 1915, a body of Turks and Arabs from Yemen in southwest Arabia made a threatening demonstration against Aden, the "Gibraltar of the East," on the Strait of Perim at the entrance to the Red Sea. They were equipped with some field guns and light artillery, and crossing the Aden hinterland near Lahej, forced the British to retire on Aden.

On July 29, 1915, Sheikh Othman, which had been abandoned by the British on their retreat on the 5th, was again occupied by them, and the Turks and Arabs were expelled. The British troops drove the enemy for five miles across the country, causing some casualties, when the Turks and their allies scattered and disappeared.[Back to Contents]

PART II—WAR IN THE AIR

CHAPTER II

RAIDS OF THE AIRMEN

The war in the air developed into a reign of terror during the second half of the first year of the world catastrophe. While the armies on the land were locked in terrific conflict, and the navies were sweeping the seas, the huge ships of the air were hovering over cities with a desperate resolve to win on all sides. By degrees the pilots of the various nations learned to work in squadrons. The tactics of the air began to be developed and opposing aerial fleets maneuvered much as did the warships. Long raids by fifty or more machines were reported, tons of bombs being released upon cities hundreds of miles from the battle line.

The German ambition to shell London was realized, and the east coast of England grew accustomed to raids. The spirit of the British never faltered. Perhaps it was best typified in the admonition of a Yarmouth minister following a disastrous Zeppelin visit, who said: "It is our privilege, we who live on the east coast, to be on the firing line, and we should steel ourselves to face the position with brave hearts."

Casualties grew in all quarters. French cities were the greatest sufferers, although French airmen performed prodigies of valor in defending the capital and in attacks upon German defensive positions. But the stealthy Zeppelin took heavy toll on many occasions. It was shown that there was no really adequate defense against sudden attack from the air. Constant watchfulness and patrolling machines might be eluded at night and death rained upon the sleeping city beneath.

The spring of 1915 found the air service of every army primed for a dash. The cold months were spent in repairing, reorganizing and extending aerial squadrons. Everything awaited the advent of good weather conditions.

During February, 1915, the hand of tragedy fell upon the German air service. Two Zeppelins and another large aircraft were wrecked within a couple of days.

In a storm over the North Sea on February 16, 1915, a Zeppelin fought heroically. Contrary air currents compelled the Zeppelin commander to maneuver over a wide zone in an effort to reach land. Caught in the gale the big dirigible was at the mercy of the elements. Snow, sleet, and fog enveloped it and added to its peril. The craft caught in the February storm, fought a losing battle for twenty-four hours and finally made a landing on Fanoe Island, in Danish territory. The officers and men were interned, several of whom were suffering from exposure in an acute form and nearly all of them with frostbitten hands and feet.

Another Zeppelin was lost in this same February storm. It is presumed that the two started on a raiding trip against England and were caught in the storm before reaching their destination. Details of the second Zeppelin's fate never have been told. It fell into the sea, where parts of the wreckage were found by Dutch fishermen. All on board lost their lives. The third airship wrecked that month was of another type than the Zeppelin. It foundered off the west coast of Jutland and four of its crew were killed. The others escaped, but the airship was a total loss.

This trio of accidents shocked the German official world to its depths and had a chilling effect upon the aerial branch of its military organization for some weeks. The Zeppelins remained at home until the return of better weather. England, for a time, was practically freed from the new menace.

It was not accident alone, nor an adverse fortune, which caused the loss of the three airships. The position of the British Isles, on the edge of the Atlantic, enabled British weather forecasters to tell with almost unfailing exactness when a storm was to be expected. The French also had an excellent service in this direction. Realizing that bad weather was the worst foe