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Cestovo Reconnaissance I observed three E.A. getting height over Piravo and when the reconnaissance machines were over our lines Capt. Bell and I turned N. to meet E.A. over Cestovo. We dived down on two of the E.A. following them down to about 6,000ft. just S. of Hudova Aerodrome at close range with both guns. I fired about 150 rounds. I then zoomed up to my left and met a DV coming head on for my machine at 7,000ft. from about 200 yards range. E.A. continued to come straight for my machine as I did for his nose on. I fired about 100 rounds from both guns up to point blank range when E.A. and my machine just managed to avoid collision. I then turned sharply round and observed the DV going down in a steep nose dive, with smoke pouring from the centre section on to Hudova Aerodrome. E.A. was lost to sight as I had then to face another which was about to dive on my machine. Capt. Bell and I then climbed up to about 12,000ft. over Cestovo and patrolled but no E.A. were then to be seen. S.E.5a B688 [Travers’ aircraft] was so badly shot about that it partially collapsed on landing’; he shared a Halberstadt D.F.W. shot down in flames, east of Vardarhoe, 28.5.1918, and shot down an Albatros Scout, 1.6.1918; the first week of September provided Travers with somewhat of a ‘purple patch’; on the 2nd he shared a two-seater shot down in flames, S.E. of Seres; on the 3rd he shot down two Albatros Scouts in the space of five minutes and on the 4th he shared another two seater, ‘Whilst returning home from Recco. observed an E.A. two-seater flying N. of Rupel Pass. I dived down and met E.A. first at 9000ft, firing a burst into its starboard side. E.A. dived away followed by Lieut. Hamilton on another S.E. 5a. E.A. continued to make large spirals down and I followed it firing bursts at intervals with both guns with Lieut. Hamilton. We followed E.A. down to a few hundred feet of the ground. I managed to get on its tail and fired a long burst to point blank range when the E.A. slipstream turned me off from firing. E.A. then dived down to about 50 ft. and I next saw it strike some horses in a field turning completely over and crashing just N. of Karasu Bridge. The pilot of E.A. crawled out and ran across the fields’; he achieved his last success of war, forcing down a Fokker Biplane out of control, 16.9.1918, ‘Whilst returning with our formation of D.H.9’s after a Bomb Raid at 1200 hours on Hudova I observed 5 enemy Fokkers coming in pursuit below. E.A. continued to follow the formation until they returned over our lines. I dived down on the E.A. over Lake Doiran several times when opportunity permitted finally getting on the tail of one of the Fokker Scouts which was behind the rest of the E.A. formation. I fired a good burst at close range into the E.A. then it fell over on its back and continued falling from side to side and spinning. Owing to 2 other E.A. engaging my machine I lost sight of the falling E.A. after 3,000ft.’; Travers was posted to 17 Squadron, September 1918, and the squadron sent “A” Flight to Batoum in December 1918 to co-operate with the forces fighting the Bolsheviks; in 1919, ‘he was a pioneer pilot on the Salonica-Constantinople mail service and was the Air Member of the British Military Mission to Rumania from 1919-1920. orders, deCoratioNs, CampaigN medaLs aNd miLitaria WWW.spiNK.Com He joined Imperial Airways in 1926 as a captain and was one of the first pilots on the African and Far East air routes flying Hercules, Atlanta and Hannibal aircraft.... He became a senior captain first-class and flew all types of Imperial Airways and British Overseas Airways Corporation flying boats and amassed a total of 19,500 flying hours. He first flew to East Africa in 1931. One of his many memorable flights was the first crossing of the Indian Ocean from west to east when he flew ‘Golden Hind’ from Mombasa to the Seychelles and on non-stop to Colombo, for which he received the King’s Commendation for valuable services in the air. This operation was carried out with no aids to navigation’ (Obituary refers); in 1922 he had transferred to the Reserve, and from 1925-26 he operated a private air taxi service to the south of France; employed by Imperial Airways from the following year he started to pioneer the Cairo-Basra-Karachi air mail route, and as he stated in an interview, “We had no radio to speak of, no blind flying instruments that worked, practically no weather reports, and navigational aids which were in their infancy. With temperatures up to 127 degrees in the shade, we sat in open cockpits in the full blast of scorching air from our hot engines. The heat was so intense, the consumption of oil was enormous, and we had to feed in oil by hand from two-gallon tins. We had to force land frequently to wait for sand storms to pass; and on one occasion in Gaza’s heavy rains, water got into the petrol tanks. All three engines cut over the Syrian Desert, but we glided down safely on to a caravan track. Even at the best of times we had to do a lot of hard routine work which the modern pilot leaves to efficient ground crews with their up-to-date mechanical aids. We had to refuel in the desert at emergency landing grounds by pumping our petrol from locked tanks in the ground. We had to raise the fuel about thirty feet - a back breaking job. Landing grounds were strips smoothed out of the desert with harrows drawn by camels. A single line furrow ploughed across the Arabian desert, which was frequently obliterated after sand storms, was the sole guide through that featureless expanse of desolation.” (Article included in lot refers); along with Captain L.A. Waters he was granted the first Master Air Pilot’s Certificate by the British Air Ministry, February 1934; with the advent of the Second War Travers was employed to fly VIPs, secret agents and refugees to Lisbon, he also flew the famous “Horse-shoe” route to Australia; in 1943 he made his epic crossing of the Indian Ocean in the Golden Hind; and in 1945 he commanded Argentina on the first BOAC commercial service to South America; he retired to Kenya in 1951, having flown approximately 19,500 hours, 3 million miles and carried 140,000 passengers; during the Mau-Mau rebellion Travers joined the Kenya Police Reserve Air Wing as a District Commandant (he did not claim his medal); his last employment was a British Government Courier - collecting documents from Queen’s Messengers and delivering them to smaller outposts; he died in 1970 and his ashes were scattered over Lake Naivasha.
November 22, 2012 - LoNdoN 451 Captain J.A. Yonge 451 A Great War ‘Aegean Theatre’ D.F.C. Group of Three to Short Seaplane and Sopwith Camel Pilot, Captain J.A. Yonge, Royal Naval Air Service and Royal Air Force a) Distinguished Flying Cross, G.V.R., unnamed as issued b) British War and Victory Medals (Capt. J.A. Yonge. R.A.F.), good very fine (3) £2,000-2,400 D.F.C. London Gazette 1.1.1919 Capt. John Arthur Yonge Captain John Arthur Yonge, D.F.C., born 1893, a native of Cranleigh, Surrey, and the son of the Reverend G. Yonge; commissioned Probationary Flight Sub Lieutenant, Royal Naval Air Service, 24.12.1915; after initial postings to the Northern Aircraft Company and R.N.A.S. Calshot, he served as a Seaplane Pilot on H.M.S. Riviera (Seaplane Carrier - converted from a Cross-Channel passenger ship), from 1.6.1916; and seventeen days later in concert with Flight Sub-Lieutenant J.H. Woolner, was involved in ‘4 unsuccessful attacks on destroyer 4m off Belgian coast nr. Ostende’; Yonge was also tasked with spotting for warships, including H.M.S. Terror, off Zeebrugge, 24.9.1916; he also served at intervals in one of two Short 184’s embarked on the Monitor H.M.S. General Craufurd, for the bombardment of the Belgian coast, July 1916-April 1917; advanced Flight Lieutenant 1.10.1917; after service at R.N.A.S. Westgate, Yonge was posted to 222 Squadron (Shorts and Blackburn Babies), H.M.S. Ark Royal (Aircraft Carrier), and served on her from 18.10.1917; 222 Squadron was part of No.2 Wing, R.N.A.S., 2 Aegean Group; the squadron, as well as 220, 221 and 223 Squadrons were based on H.M.S. Ark Royal, at Mudros; No. 2 Wing took off from the Ark Royal to participate in the attack on S.M.S. Goeben, 20.1.1918, in what was to be the war’s greatest sustained air attack on a capital ship; Yonge was mainly tasked with aerial surveillance, sea patrols, and scouting for submarines, he is mentioned several times in The War Diary of a Naval Airman 1915-1918, Captain A.F. Marlowe; an Ops report from Gliki Air Station, gives the following, ‘a hostile Seaplane patrolling the mouth of the Straits, 8.8.1918, was pursued by two camels (Captain J.A. Yonge and Second Lieutenant J. Lynch) which continued to engage until Nagara Seaplane Shed was reached. Tracers from both Camels had been seen to enter fuselage of enemy machine which did not move after landing. Our machines were subjected to intense machine gun fire when at a height of about 100 feet, but were only slightly damaged and were turning for home when two Halberstadt Scouts from behind Chanak dived on them. An engagement which lasted 15-20 minutes took place over the Narrows and Chanak at an altitude of 50 to 1200 feet. The enemy machines eventually drew off and the camels, subjected to severe A.A. and machine gun fire from the land, did not follow, as Captain Yonge had expended all his ammunition’; Lieutenant (Honorary Captain), 1.4.1918; returned to England, November 1918; after the war Yonge travelled the country as a stunt pilot, putting on aerial displays. 229
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22 NOVEMBER 2012 LONDON ORDERS, DEC
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