98 Facts About James McCudden

James McCudden claimed his first victory in September 1916 flying the Airco DH.

On 9 July 1918, James McCudden was killed in a flying accident when his aircraft crashed on takeoff due to engine failure.

James McCudden is buried at the British war cemetery at Beauvoir-Wavans.

James McCudden was born in Gillingham, Kent, to Sergeant-Major William H McCudden and Amelia Byford.

James McCudden's father had been in the military for most of his life.

James McCudden joined the Royal Engineers as a teenager and served in No 24 Company.

William James McCudden fought in the Anglo-Egyptian War at the Battle of Tel el-Kebir in 1882.

James McCudden died of colitis the following year, leaving a widow and small daughter.

The McCuddens moved to Sheerness in 1909 and James transferred to the garrison school.

James McCudden learned to shoot at the rifle range, box and was a reasonably intelligent student.

James McCudden filled the time from the age of 14 to the age of enlistment by working as a Post Office messenger boy.

James McCudden expressed a desire to become a pilot after spending hours watching these early flying machines.

James McCudden spent eighteen months in Gibraltar before returning to England in September 1912.

James McCudden excelled in his service and by 26 April 1913 he had become a qualified Sapper.

James McCudden held the grade Air Mechanic 2nd Class, No 892, which was awarded to him on 28 April 1913.

The aircraft was listed as unserviceable and James McCudden saw no danger in leaving the throttle fully open.

James McCudden watched as the propeller chewed the wing to pieces and damaged his Commanding Officer's car which had been parked nearby.

James McCudden was able to reach the cockpit and switch off the ignition but not before extensive damage had been done.

James McCudden managed a flight in a Bleriot aircraft while there and gradually won a reputation as a first-rate mechanic.

James McCudden flew these missions with a rifle since aircraft lacked any fixed armament.

James McCudden performed well and took on more administrative responsibilities once he was promoted to Corporal on 20 November 1914.

Undeterred, James McCudden made a formal application to become a pilot and fly on operations but it was rejected on the grounds he was too valuable to risk losing.

James McCudden continued to fly as an observer despite the recommendation of his rejection letter.

James McCudden still flew regularly as an observer with the new commanding Officer, Edgar Ludlow-Hewitt, who had taken over command on 20 November 1915.

On 19 January 1916, James McCudden exchanged fire with another German observer without result.

James McCudden was killed a year later when he was shot down by ground-fire.

On 21 January 1916 James McCudden was awarded the Croix de guerre for gallantry.

James McCudden travelled to Lillers to receive his award from General Joseph Joffre, Commander-in-Chief of the French Army.

James McCudden was based at Farnborough and began his training on 22 February 1916.

James McCudden started with a 20-minute flight in a Henry Farman pusher.

James McCudden had already flown 100 hours as a passenger with 25 different pilots including 46 hours as a regular observer since November 1915 and had much experience with his surroundings.

James McCudden's instructor was impressed with his grasp of the mechanics and theory.

James McCudden practiced six landings and progressed to the more powerful Avro 504 as the last Farman had been written off by another student.

James McCudden completed 22 flights at Gosport, the longest a 50-minute flight to 7,000 feet.

James McCudden was good enough to be selected as an instructor and took his first pupil after having flown only nine hours of solo flight himself.

James McCudden narrowly avoided a crash, pulling up feet above the ground.

James McCudden flew his first operational sortie two days later and continued as the Battle of the Somme raged.

James McCudden did not spot any enemy reconnaissance machines but did come into contact with a single Fokker near Lille.

Two days later James McCudden ran out of fuel in the Lille district.

That same evening James McCudden was told to pack his belongings since he was to be reassigned to 29 Squadron RFC flying Airco DH.

James McCudden then chased another but it escaped through superior speed.

James McCudden engaged a Fokker monoplane but his gun jammed.

James McCudden did not score again during the year but had a remarkable escape on 27 December 1916.

James McCudden attacked the Albatros head-on but his gun jammed after 20 shots.

James McCudden dived steeply but the enemy pilot remained behind him.

At 800 feet James McCudden began a spinning dive until the German, now some distance behind, abruptly turned away.

The enemy pilot, apparently unaware of this, was already too high and James McCudden watched as he re-joined his flight and departed the area.

James McCudden returned to base; in spite of his narrow escape his machine had not been hit.

James McCudden received his commission on 28 December which came into effect on 1 January 1917.

James McCudden was granted two weeks leave and returned to England.

James McCudden was determined to build up his personal tally despite the limitations of his DH.

James McCudden dispatched a two-seater on 26 January and another on 2 February 1917.

The next day James McCudden was awarded the Military Cross for his fifth victory.

James McCudden was slightly aggrieved as he felt he was now getting into his stride as a fighter pilot.

James McCudden had hoped that his squadron was about to receive the French-designed Nieuports, which were a better match for the Albatros and Halberstadt "D" class fighters than the obsolescent DH.

James McCudden was impressed with the aircraft's agility and flew it often.

Ball advised James McCudden to fly underneath his target, in the blind spot of the observer, and angle his guns directly above then fire.

James McCudden was intrigued at the prospect and believed this offered a much better chance of shooting down an enemy aircraft.

James McCudden chased the formation 21 miles out to sea but could not get closer than 500 feet.

James McCudden damaged a second and narrowly avoided a collision with the machine as he flew by.

James McCudden believed the unavailability of the engine was a main factor in its rejection.

James McCudden undertook a refresher course but his tenure there was unremarkable.

James McCudden was ordered to fly with the group rather than fly solo patrols.

James McCudden flew 47 hours in 66 Squadron and 21 patrols.

James McCudden encountered the enemy six times but could not score.

James McCudden flew 13 different Pups while with the unit which meant he returned across the English Channel to collect new aircraft frequently.

James McCudden frequently inspected his flight's aircraft, expecting a high standard of mechanical refinement.

James McCudden believed the finer the aircraft could be tuned the less likelihood there would be of losing pilots to structural or mechanical failures, which at that time were the cause of many fatalities among aircrew.

When James McCudden came to No 56 he certainly kept us on our toes to begin with.

James McCudden was pleased with his success but berated the armourers for the frequent gun-stoppages.

James McCudden received a new fighter, B4863, which then became his regular mount.

James McCudden was determined his machine would remain in first-class fighting order.

James McCudden spent three days working with his fitters and armourers, stripping down the Vickers gun's synchronising gear, firing at the butts and making eight test flights shooting at ground targets.

James McCudden's armourers joked that his guns would never work in the air if he wore them out on the ground.

James McCudden's flying was wonderful, his courage magnificent, and in my opinion he was the bravest German airman whom it has been my privilege to see fight.

James McCudden had hardened to the realities of aerial combat by this time and revelled in his own success.

James McCudden appeared to have limited empathy for his opponents, most of whom did not survive his attacks.

James McCudden was now closing in on the tally of Albert Ball who was credited with 44 enemy aircraft.

James McCudden's changes were made with one main objective in mind: high-altitude performance.

James McCudden had achieved some success without these personal experiments.

James McCudden had always found it difficult to intercept high-flying German reconnaissance aircraft.

James McCudden removed any excess weight by shortening the exhaust pipes by several feet.

At high altitude James McCudden was to spend long periods of time in an extremely chilly environment.

James McCudden achieved these feats with the limited resources of a front-line squadron and without any official assistance.

James McCudden campaigned for "air mindedness", when aircraft began to make technological headway and the nation, now facing the existence and efficiency of airships which could circumvent the North Sea and English Channel, was now increasingly concerned about aerial bombardment.

James McCudden was thankful to be posted to the No 1 School of Aerial Fighting at Ayr in Scotland, where he flew the excellent performing Sopwith Snipe.

James McCudden wrote to his brother's commanding officer, Sholto Douglas asking for any news but understanding the Major's attention was now fixed on the German spring offensive.

James McCudden remained in England until July 1918 when he was given command of No 60 Squadron RAF.

James McCudden's total flying time had reached 872 hours and 40 minutes.

James McCudden had delivered the manuscript to Grey two days earlier, and was expecting its publication.

In view of what happened to von Richthofen and John James McCudden, he promised that "I won't bustle, or do anything foolish like my brother".

James McCudden then went next door, and had breakfast with his sister Mary.

James McCudden certainly stopped en route, since about six o'clock that afternoon he called the AOC No 13 Wing, Patrick Playfair, to announce his imminent arrival at Boffles, where No 60 Squadron was stationed.

James McCudden was taken to No 21 Casualty clearing station and diagnosed with a fractured skull.

James McCudden did not regain consciousness, and died at 20:00.

James McCudden's remains were subsequently buried at the nearby Wavans war cemetery in the Pas de Calais.

James McCudden's death occurred only two months after the death of German ace Manfred von Richthofen, whom some commented had been honoured with a longer and more elaborate funeral by the British.

Today all of James McCudden's medals including his Victoria Cross are displayed at the Royal Engineers Museum in Gillingham, Kent, alongside those of two of his brothers and his father.