tection was found valuable with the coastal convoys, particularly with the convoys which sailed from one French port to another, and from British ports to places in Ireland, Holland, or Scandinavia. I have described the dangers in which these ships were involved owing to the fact that the groups were obliged to break up after entering the Channel and the Irish Sea, and thus to proceed singly to their destinations. Aircraft improved this situation to a considerable extent, for they could often go to sea, pick up the ships, and bring them safely home. The circumstance that our seaplanes, perched high in the air, could see the submarine long before they had reached torpedoing distance, and could, if necessary, signal to a destroyer for assistance, made them exceedingly valuable for this kind of work.
Early in 1918, at the request of the British Government, we took over a large seaplane base which had been established by the British at Killingholme, England, a little seacoast town at the mouth of the Humber River. According to the original plan we intended to co-operate from this point with the British in a joint expedition against enemy naval bases, employing for this purpose especially constructed towing lighters, upon which seaplanes were to be towed by destroyers to within a short flying distance of their objectives. Although this project was never carried out, Killingholme, because of its geographical location, became a very important base for seaplanes used in escorting mercantile convoys to and from Scandinavian ports, patrolling mine-fields while on the lookout for enemy submarines and making those all-important reconnaissance flights over the North Sea which were intended to give advanced warning of any activity of the German High Seas Fleet. These flights lasted usually from six to eight hours; the record was made by Ensign S. C. Kennedy and C. H. Weatherhead, U.S.N., who flew for nine hours continuously on convoy escort duty. For a routine patrol, this compares very favourably indeed with the flight of the now famous trans-Atlantic NC-4.
I can no better describe the splendid work of these enthusiastic and courageous young Americans than by quoting a few extracts from a report which was submitted to me by Ensign K. B. Keyes, of a reconnaissance flight in which he took part, while attached temporarily to a British seaplane station under post-graduate instruction. The picture given
