Albert Ball
Albert Ball, was a British fighter pilot during the First World War. At the time of his death he was the United Kingdom's leading flying ace, with 44 victories, and remained its fourth-highest scorer behind Edward Mannock, James McCudden and George McElroy.
Born and raised in Nottingham, Ball joined the Sherwood Foresters at the outbreak of the First World War and was commissioned as a second lieutenant in October 1914. He transferred to the Royal Flying Corps the following year, and gained his pilot's wings on 26 January 1916. Joining No. 13 Squadron RFC in France, he flew reconnaissance missions before being posted in May to No. 11 Squadron, a fighter unit. From then until his return to England on leave in October, he accrued many aerial victories, earning two Distinguished Service Orders and the Military Cross. He was the first ace to become a British national hero.
After a period on home establishment, Ball was posted to No. 56 Squadron, which deployed to the Western Front in April 1917. He died when his plane crashed into a field in France on 7 May, sparking a wave of national mourning and posthumous recognition, which included the award of the Victoria Cross for his actions during his final tour of duty. The famous German flying ace Manfred von Richthofen remarked upon hearing of Ball's death that he was "by far the best English flying man".
Early life and education
Albert Ball was born on 14 August 1896 at a house on Lenton Boulevard in Lenton, Nottingham. After a series of moves throughout the area, his family settled at Sedgley in Lenton Road. His parents were Albert Ball, a successful businessman who rose from employment as a plumber to become Lord Mayor of Nottingham, and who was later knighted, and Harriett Mary Page. Albert had two siblings, a brother and a sister. His parents were considered loving and indulgent. In his youth, Ball had a small hut behind the family house where he tinkered with engines and electrical equipment. He was raised with a knowledge of firearms, and conducted target practice in Sedgley's gardens. Possessed of keen vision, he soon became a crack shot. He was also deeply religious. This did not curb his daring in such boyhood pursuits as steeplejacking; on his 16th birthday, he accompanied a local workman to the top of a tall factory chimney and strolled about unconcerned by the height.Ball studied at the Lenton Church School, The King's School, Grantham and Nottingham High School before transferring to Trent College in January 1911, at the age of 14. As a student he displayed only average ability, but was able to develop his curiosity for things mechanical. His best subjects were carpentry, modelling, violin and photography. He also served in the Officers' Training Corps. When Albert left school in December 1913, aged 17, his father helped him gain employment at Universal Engineering Works near the family home.
First World War
Initial war service
Following the outbreak of the First World War in August 1914, Ball enlisted in the British Army, joining the 2/7th Battalion of the Sherwood Foresters. Soon promoted to sergeant, he gained his commission as a second lieutenant on 29 October. He was assigned to training recruits, but this rear-echelon role annoyed him. In an attempt to see action, he transferred early the following year to the North Midlands Cyclist Company, Divisional Mounted Troops, but remained confined to a posting in England. On 24 February 1915, he wrote to his parents, "I have just sent five boys to France, and I hear that they will be in the firing line on Monday. It is just my luck to be unable to go."In March 1915, Ball began a short-lived engagement to Dorothy Elbourne. In June, he decided to take private flying lessons at Hendon Aerodrome, which would give him an outlet for his interest in engineering and possibly help him to see action in France sooner. He paid to undertake pilot training in his own time at the Ruffy-Baumann School, which charged £75 to £100 for instruction.
Ball would wake at 3:00 am to ride his motorcycle to Ruffy-Baumann for flying practice at dawn, before beginning his daily military duty at 6:45 am. His training at Ruffy-Baumann was not unique; Edwin Cole was learning to fly there at the same time. In letters home Ball recorded that he found flying "great sport", and displayed what Peter de la Billière described as "almost brutal" detachment regarding accidents suffered by his fellow trainees:
Military flight training and reconnaissance work
Although considered an average pilot at best by his instructors, Ball qualified for his Royal Aero Club certificate on 15 October 1915, and promptly requested transfer to the Royal Flying Corps. He was seconded to No. 9 Squadron RFC on 23 October, and trained at Mousehold Heath aerodrome near Norwich. In the first week of December, he soloed in a Maurice Farman Longhorn after standing duty all night, and his touchdown was rough. When his instructor commented sarcastically on the landing, Ball angrily exclaimed that he had only 15 minutes experience in the plane, and that if this was the best instruction he was going to get, he would rather return to his old unit. The instructor relented, and Ball then soloed again and landed successfully in five consecutive flights. His rough landing was not the last Ball was involved in; he survived two others. He completed his training at Central Flying School, Upavon, and was awarded his wings on 22 January 1916. A week later, he was officially transferred from the North Midlands Cyclist Company to the RFC as a pilot.On 18 February 1916, Ball joined No. 13 Squadron RFC at Marieux in France, flying a two-seat Royal Aircraft Factory B.E.2c on reconnaissance missions. He survived being shot down by anti-aircraft fire on 27 March. Three days later, he fought the first of several combats in the B.E.2; he and his observer, Lieutenant S. A. Villiers, fired a drum and a half of Lewis gun ammunition at an enemy two-seater, but were driven off by a second one. After this inconclusive skirmish, Ball wrote home in one of his many letters, "I like this job, but nerves do not last long, and you soon want a rest". In letters home to his father, he discouraged the idea of his younger brother following him into the RFC. Ball and Villiers tried unsuccessfully to shoot down an enemy observation balloon in their two-seater on 10 April. Ball's burgeoning skills and aggressiveness gained him access to the squadron's single-seat Bristol Scout fighter later that month. April 1916 also saw Ball's first mention in a letter home of plans for "a most wonderful machine ... heaps better than the Hun Fokker". It is now generally believed that these "plans" were unconnected with the design of the Austin-Ball A.F.B.1, with which he later became involved.
Initial fighter posting
On 7 May 1916, Ball was posted to No. 11 Squadron, which operated a mix of fighters including Bristol Scouts, Nieuport 16s and Royal Aircraft Factory F.E.2b "pushers". After his first day of flying with his new unit, he wrote a letter home complaining about fatigue. He was unhappy with the hygiene of his assigned billet in the nearest village, and elected to live in a tent on the flight line. Ball built a hut for himself to replace the tent and cultivated a garden.Throughout his flying service Ball was primarily a "lone-wolf" pilot, stalking his prey from below until he drew close enough to use his top-wing Lewis gun on its Foster mounting, angled to fire upwards into the enemy's fuselage. According to fellow ace and Victoria Cross recipient James McCudden, "it was quite a work of art to pull this gun down and shoot upwards, and at the same time manage one's machine accurately". Ball was as much a loner on the ground as in the air, preferring to stay in his hut on the flight line away from other squadron members. His off-duty hours were spent tending his small garden and practising the violin. Though not unsociable per se, he was extremely sensitive and shy. Ball acted as his own mechanic on his aircraft and, as a consequence, was often untidy and dishevelled. His singularity in dress extended to his habit of flying without a helmet and goggles, and he wore his thick black hair longer than regulations generally permitted.
While flying a Bristol Scout on 16 May 1916, Ball scored his first aerial victory, driving down a German reconnaissance aircraft. He then switched to Nieuports, bringing down two LVGs on 29 May and a Fokker Eindecker on 1 June. On 25 June he became a balloon buster and an ace by destroying an observation balloon with phosphor bombs. During the month he had written to his parents admonishing them to try and "take it well" if he was killed, "for men tons better than I go in hundreds every day". He again achieved two victories in one sortie on 2 July, shooting down a Roland C.II and an Aviatik to bring his score to seven.
Ball then requested a few days off but, to his dismay, was temporarily reassigned to aerial reconnaissance duty with No. 8 Squadron, where he flew B.E.2s from 18 July until 14 August. During this posting, Ball undertook an unusual mission. On the evening of 28 July, he flew a French espionage agent across enemy lines. Dodging an attack by three German fighters, as well as anti-aircraft fire, he landed in a deserted field, only to find that the agent refused to get out of the aircraft. While he was on reconnaissance duties with No. 8 Squadron, the London Gazette announced that he had been awarded the Military Cross "for conspicuous skill and gallantry on many occasions," particularly for "one occasion he attacked six in one flight". This was not unusual; throughout his career, Ball generally attacked on sight and heedless of the odds. He professed no hatred for his opponents, writing to his parents "I only scrap because it is my duty ... Nothing makes me feel more rotten than to see them go down, but you see it is either them or me, so I must do my duty best to make it a case of them".
Ball's 20th birthday was marked by his promotion to temporary captain and his return to No. 11 Squadron. He destroyed three Roland C.IIs in one sortie on 22 August 1916, the first RFC pilot to do so. He ended the day by fighting 14 Germans some behind their lines. With his aircraft badly damaged and out of fuel, he struggled back to Allied lines to land. He transferred with part of No. 11 Squadron to No. 60 Squadron RFC on 23 August. His new commanding officer gave Ball a free rein to fly solo missions, and assigned him his own personal aircraft and maintenance crew. One of the squadron mechanics painted up a non-standard red propeller boss; A201 became the first of a series of Ball's aeroplanes to have such a colour scheme. He found that it helped his fellow squadron members identify his aircraft and confirm his combat claims. By end of the month, he had increased his tally to 17 enemy aircraft, including three on 28 August.
Ball then took leave in England. His feats in France had received considerable publicity. He was the first British ace to become a household name, and found that his celebrity was such that he could not walk down the streets of Nottingham without being stopped and congratulated. Prior to this the British government had suppressed the names of its aces—in contrast to the policy of the French and Germans—but the losses of the Battle of the Somme, which had commenced in July, made politic the publicising of its successes in the air. Ball's achievements had a profound impact on budding flyer Mick Mannock, who would become the United Kingdom's top-scoring ace and also receive the Victoria Cross.
Upon return to No. 60 Squadron in France, Ball scored morning and evening victories on 15 September, flying two different Nieuports. On the evening mission, he armed his aircraft with eight Le Prieur rockets, fitted to the outer struts and designed to fire electrically. He intended to use them on an observation balloon. As it happened, he spotted three German Roland C.IIs and broke their formation by salvoing his rockets at them, then picked off one of the pilots with machine-gun fire. After this he settled into an improved aeroplane, Nieuport 17 A213. He had it rigged to fly tail-heavy to facilitate his changing of ammunition drums in the machine-gun, and had a holster built into the cockpit for the Colt automatic pistol that he habitually carried. Three times during September he scored triple victories in a day, ending the month with his total score standing at 31, making him Britain's top-scoring ace. By this time he had told his commanding officer that he had to have a rest and that he was taking unnecessary risks because of his nerves. On 3 October, he was sent on leave, en route to a posting at the Home Establishment in England. A French semi-official report of Ball's successes was issued the same day; it was picked up and repeated in the British aviation journal Flight nine days later.