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The Earl of Avon. The Eden Memoirs: Full Circle. London: Cassell, 1960. I already have the volume of Eden's memoirs covering his life up until 1938, so it's nice to complete the set. This one covers his postwar career; it's interesting to note that it was actually published first, out of chronological order, almost as though he felt he needed to defend his most recent period in office...

The Earl of Avon. The Eden Memoirs: The Reckoning. London: Cassell, 1965. Covers the period 1938-1945, including Eden's time as Churchill's wartime Foreign Secretary.

Winston S. Churchill. Great Contemporaries. London: Fontana, 1959 [1937]. Written during Churchill's wilderness (i.e. broke) years. Everyone from Alfonso XIII to Boris Savinkov is here.

Winston S. Churchill. My Early Life: A Roving Commission. N.p.: Fontana, 1959 [1930]. Churchill's own account of his youth, his time in the Army (including on campaign in the Sudan and on the North-West Frontier) and as a journalist (etc) in the Boer War.

Jack Fishman. My Darling Clementine. London: Pan, 1963. A biography of Clementine Churchill.

Warwick Heywood. Reality in Flames: Modern Australian Art & the Second World War. Canberra: Australian War Memorial, 2014. This one I had to pay for -- the catalogue for a travelling AWM exhibition which is currently showing at NERAM in Armidale, and which just happens to include five works by Eric Thake, including Kamiri Searchlight.

Robert Rhodes James. Churchill: A Study in Failure, 1900-1939. London and Ringwood: Penguin, 1973. You may be sensing a bit of a Churchillian theme here. This is the pick of the bunch, a classic in its own right and an early (and still rather rare) critical biography.

'Johnnie' Johnson. Wing Leader. Harmondsworth and Mitcham: Penguin, 1959. Yes, '"Johnnie" Johnson is exactly how his name is written -- well, with the gloss 'Group Captain J. E. Johnston, D.S.O., D.F.C.' He was after all the highest scoring RAF ace of the Second World War, so he was a bit famous.

Harold Nicolson. Diaries and Letters: 1930-1939. London: Collins, 1966. I have the more recent, more definitive of his diaries, but that is less comprehensive, so it's nice to have this too.

Units of the Royal Australian Air Force: A Concise History, Vol. 9: Ancillary Units. Canberra: Australian Government Publishing Service, 1995. Now I need the other nine volumes.

Kenneth Young. Churchill and Beaverbrook: A Study in Friendship and Politics. London: Eyre & Spottiswoode, 1978. Some more Churcilliana. Given that this is dedicated to Max Aitken (fils, presumably), it's probably not likely to be very critical.

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The other guys

So my book is a thing that now exists. But although it was formally published on 18 June, many online bookstores have waited until today to actually ship it. (I recommend using Booko to find the cheapest prices, or you can get a 10% discount by ordering directly from Ashgate.) To mark this auspicious day, I thought I'd mention the other guys -- the other books which are, more or less, also about the history of the knock-out blow theory, and so are both inspiration and competition for The Next War in the Air.

  1. George H. Quester. Deterrence Before Hiroshima: The Airpower Background of Modern Strategy. New Brunswick and Oxford: Transaction Books, 1986 [1966]. The breadth of this book is quite remarkable: there aren't many other choices if you want a comparative discussion of the bomber fear in all the major powers, though this does inevitably mean that the coverage of is Britain is not thorough enough to satisfy me. I still feel that the nuclear context in which was written distorts Quester's interests and arguments too much -- in fact, it wasn't written as history at all, but as political science (it's Quester's PhD thesis; his advisor was Samuel Huntington) -- but his argument that nuclear deterrence theory after 1945 was anticipated by airpower theorists before 1945 is inarguable.
  2. Barry D. Powers. Strategy Without Slide-Rule: British Air Strategy 1914-1939. London: Croom Helm, 1976. I have no idea what happened to Powers, but he wrote an excellent book which in many ways is the closest to my own, particularly in the way that it is concerned with civilian, unofficial and popular responses to the bomber. Sadly, though (and despite the subtitle), he doesn't cover the period after 1931 in any detail, which is a huge tease since that's when the fear was at its most intense. He also neglects the period before the First World War, which I argue is when the key ideas underlying the knock-out blow theory were formed. But I rate Strategy Without Slide-Rule very highly and cite it often.
  3. Uri Bialer. The Shadow of the Bomber: The Fear of Air Attack and British Politics, 1932-1939. London: Royal Historical Society, 1980. This is the book on the knock-out blow theory, the one that nearly everyone cites (or riffs off). And that's a problem, not because it's a bad book (it's a great book), but because, at least from my perspective, it is a surprisingly limited book. It's all there in the subtitle: not only does The Shadow of the Bomber only cover the 1930s (which, as I've said is the key period for the knock-out blow theory; but by the same token that's not when it started), but more importantly it is very focused on the elite viewpoint, at the highest political, military and civil service levels. Which is fine, and as it happens, necessary, but The Shadow of the Bomber is often cited as a generic reference for the fear of air attack in general. It's actually not very suitable for that, and my hope is that The Next War in the Air will take some of that market share.
  4. Alfred Gollin. The Impact of Air Power on the British People and Their Government, 1909-14. Stanford: Stanford University Press, 1989. A fascinating and invaluable account of the early years of airpower politics in all its forms, from pressure groups to parliamentary debates. And for a long time the only academic monograph to treat the phantom airship scares at length -- until The Next War in the Air, that is, and even then I only look at the 1913 one. Sadly, the promised third volume of the trilogy (the first being No Longer an Island: Britain and the Wright Brothers, 1902-1909) never eventuated.
  5. Michael Paris. Winged Warfare: The Literature and Theory of Aerial Warfare in Britain, 1859-1917. Manchester and New York: Manchester University Press, 1992. The aim here is differentThe Next War in the Air, but this is a great overview of very early ideas about the uses of airpower, including (but not limited to) precursors to the knock-out blow theory. The amount of literature (fictional and non-fictional, adult and juvenile, books and articles, military and civilian) covered is staggering. But Winged Warfare is also very good on airpower politics and the RFC.
  6. Sven Lindqvist. A History of Bombing. London: Granta, 2002. I'm a bit ambivalent about this. It's good on predictive fiction about bombing, and it's written with verve and passion, but it's frankly a polemic. That mightn't matter so much if I was convinced by Lindqvist's argument that the knock-out blow theory was 'about' race (I would argue that it was more about class, but it's not an either-or thing), but I'm not; and he ignores anything that doesn't fit his thesis. The odd structure (it's not supposed to be read linearly, instead there are 24 different paths you can take through the book) also grates. Still, it's not a bad book; and it's more accessible than any other book on this list, with the exception perhaps of Patterson.
  7. Tami Davis Biddle. Rhetoric and Reality in Strategic Air Warfare: The Evolution and Reality of British and American Ideas About Strategic Bombing, 1914-1945. Princeton and Oxford: Princeton University Press, 2002. This is now the standard work on military ideas about strategic bombing during the period of the world wars, and it's all the more valuable for comparing these ideas with what actually happened in wartime, for both the American and the British cases. The Next War in the Air complements this by analysing civilian ideas about strategic bombing (albeit only for the British case), which Biddle does consider, but only briefly.
  8. Ian Patterson. Guernica and Total War. London: Profile Books, 2007. This came out partway through my PhD. This provides an excellent account of the bombing of Guernica, but as the title suggests this is just the point of departure. For a short introduction to the cultural responses to bombing, this is hard to beat (and much more measured than Lindqvist).
  9. Susan R. Grayzel. At Home and Under Fire: Air Raids and Culture in Britain From the Great War to the Blitz. New York: Cambridge University Press, 2012. Since this came out after my PhD, it's not inspiration so much as competition. But while much of the period and subject matter overlaps with The Next War in the Air, the approach is very different. Notably, At Home and Under Fire approaches bombing from the perspective of gender, largely successfully. I disagree with some parts but I'm happy to assign other parts as readings for my students!
  10. Michele Haapamaki. The Coming of the Aerial War: Culture and the Fear of Airborne Attack in Inter-war Britain. London: I. B. Tauris, 2014. I recently gave The Coming of the Aerial War big props, so I won't say too much about it here. Again, the approach is different to The Next War in the Air, and the serious scholar of airpower and British culture will want to read both. Possibly the casual ones, too.

So, yes, I'm (literally and historiographically) placing The Next War in the Air next to these books. If other historians decide to do so as well, I'll be more than happy.

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The New Zealand government, despite its lack of a homegrown air arm, was little inclined to get involved in the Imperial Aircraft Flotilla. Even though a local Over-Seas Club president happened to have a seat in Cabinet, official participation was largely confined to forwarding money collected by New Zealand individuals and organisations to the Over-Seas Club headquarters in London. This was not because the government wasn't asked. In February 1915 Evelyn Wrench, the Honorary Secretary and Organiser of the Over-Seas Club in London, wrote to the New Zealand Minister for Defence, James Allen, explaining the purpose of what was at this time called the Over-Seas Aircraft Fund. He pointed out that it had been approved by the Army Council and quoted a letter from Lewis Harcourt, the Secretary of State for the Colonies, giving his endorsement.1 A pamphlet was included which pointed out that 'In view of the superhuman efforts which Germany is making to establish a mastery of the air' and 'the official German statement that the Yarmouth raid is only the precursor of many such exploits, every Aeroplane which we can provide will be needed'.2 Wrench's 'appeal to the people of New Zealand' to provide £2250 for a 'Vicker's Gun Biplane', to be 'definitely associated with the Dominion and the fact that it has been contributed by the residents of New Zealand would be painted on the machine' was considered by Cabinet in May.3 However, Allen's reply was that his colleagues 'cannot see their way to take any action in view of the tremendous demands that are being made upon the country during this war time'.4

There was a further approach in August, this time from Horace H. Hunt of the Auckland branch of the Over-seas Club. Hunt wrote to the Minister for Munitions, A. M. Myers, who just happened to be the president of the same branch. Hunt enclosed further literature and endorsements of what was now called the Over-Seas Aircraft Flotilla. This time, however, the idea was that the aircraft in question would be built in New Zealand and sent to Britain. Hunt noted that he had been in contact with 'the firm of Messrs. Walsh Brothers, who have for some time been manufacturing Seaplanes, and who have opened an Aviation School at Orakei'. Given that Walsh Brothers 'have received official recognition from the New Zealand Government' and 'have machinery etc on order for the complete outfitting of Seaplanes', Hunt seemed to be suggesting that the government should facilitate the establishment of a native New Zealand aircraft industry under the auspices of the Over-Seas Club.5 Myers passed this on to Allen, who again demurred. His argument this time was that 'it would be extremely difficult to see that any Aeroplane provided was up to the proper standard for use on active service, since there is no competent aviation engineer in the Dominion'. He also somewhat peevishly pointed out that the government had not given 'official recognition' to Walsh Brothers, having 'only undertaken to appoint officers to observe flights in accordance with the requirements of the Royal Aero Club's conditions for the granting of Pilots' Certificates'.6
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  1. Archives New Zealand [ANZ]: AAYS 8638 AD1/920 46/62/128, letter, Evelyn Wrench, 22 February 1915. 

  2. Ibid., 'The Over-Seas Aircraft Fund', n.d. [1915]. 

  3. Ibid., letter, Evelyn Wrench, 22 February 1915. 

  4. Ibid., letter, James Allen, 21 May 1915. 

  5. Ibid., letter, [Horace H. Hunt], 27 August 1915. 

  6. Ibid., letter, James Allen, 10 September 1915. 

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As of May 1916, the Imperial Aircraft Flotilla consisted of 91 machines purchased with funds donated by Britons overseas, 69 for the RFC and 22 for the RNAS. The RFC donations were organised through the Over-Seas Club -- £1500 for a B.E.2c and £2250 for a Vickers F.B.5 -- and were as follows.1
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  1. The Imperial Aircraft Flotilla (London: The Over-Seas Club, n.d. [1916]), 18-23. 

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The Imperial Aircraft Flotilla

We are familiar enough with the Spitfire Funds of the Second World War, in which patriotic individuals and groups could buy aircraft for the nation. There was a fair amount of precedent for this. In the early 1930s, Lady Houston more than once offered the government hundreds of thousands of pounds for air defence, though this was turned down. Perhaps she was inspired by the Nizam of Hyderabad who in 1917 donated a whole squadron of DH.9As, forming the initial complement of No. 110 Squadron RFC. In fact the idea of civilians donating military aircraft had its origins before 1914, at a time when Britain appeared very weak in the air. Most famously there had been the sorry story of the Morning Post airship, purchased from France in 1910 with the money raised by a subscription fund, damaged on arrival when it tried to squeeze into its hangar, and destroyed on its first flight after being repaired. But the idea persisted. A proposal made by the Review of Reviews during the 1913 airship panic for 'each county, each great city or town, each collection of villages in the homeland and the Empire [to] give one or more aeroplanes to the State' came to not much, though a few months later it was reported that 'a sum of £1000 has been subscribed in British East Africa for the purchase of an aeroplane for Great Britain'.1
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  1. 'Britain’s peril in the air', Review of Reviews 47 (April 1913): 134; Manchester Courier, 4 July 1913, 7

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With my book's publication imminent and my return to the job market beginning to, if not loom, then at least creep up, it's time to think about what's next in terms of a research programme. I had been thinking of something to do with mystery aircraft, and indeed my next small research project, on scares during the First World War, was intended to be part of that. But after turning this idea over for a while, and trying to outline a grant proposal, I don't think this is quite viable, at least not by me, or not by me right now. It's either too big or too small. It's too big in the sense that to do mystery aircraft properly and bring out what is interesting about them, in the sense of speaking to larger historical questions, Britain is too narrow a compass: I really need to do a comparative study across all the English-speaking countries at a minimum, and ideally take in Europe as well, from the 1890s to the 1940s. It's too small in that I'm not sure that what is interesting about mystery aircraft scares is actually all that interesting: at least not interesting enough for a grant committee, and maybe not enough to warrant three years of my life plus a book. And the smaller I make the project, the less interesting it gets. There's probably a happy medium to be struck between these problems (okay, so I maybe don't need to include every single mystery aircraft wave from Australia to the United States, and let's be honest, how interesting is anything I do likely to be?) But perhaps I need to develop more as a historian first. Perhaps I need to step back a bit and look at the bigger picture.

What I am now thinking should be my next project is what I have termed the aerial theatre, the use of aviation spectacle to construct national identity and project national power. This is small enough, in that I can focus just on Britain's aerial theatre, while still drawing comparisons only when and where it is helpful. And it is big enough, in that there is a huge variety of topics I can pull into the aerial theatre concept, many of which I have long been interested in and would love an excuse to study in a more sustained way. Hendon is the prime example, both in its civilian phase under Claude Grahame-White before 1914, and its military phase under the RAF between 1920 and 1937. But I keep thinking of many, many things I could look at. Like Hendon, some of these were organised by civilians and some were organised by the military; some had only incidental civilian audiences, some had only incidental military purposes. The Daily Mail prizes, like the London-Manchester race in 1910. Grahame-White's 'Wake Up, England!' campaign, which toured seaside resorts in the summer of 1912. Empire Air Day, the RAF's 'at home' day in the 1930s. The Air Defence of Great Britain exercises between 1927 and 1931, held around London. Even combat operations, like Operation Millennium, could be considered aerial theatre: it was explicitly designed, in part, to be a media spectacle, to impress people at home and abroad with the power of Bomber Command. I could go on and on, and hopefully will (just not now).
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Kenneth R. Sealy. The Geography of Air Transport. London: Hutchinson University Library, 1966. Revised edition. A bit outside my usual timeframe, but I had to rescue it from a secondhand bookshop. Lots of statistics and maps about world aviation in the early jet age, but also going back to the interwar period. If I ever need to know the seasonal variation of BEA traffic types in 1963-64, daily seat/miles for leading western European airlines in 1961, isopleth maps of contact flying hours for the British Isles (day and night), or indeed passenger numbers for the Scottish air ambulance service going back to 1934, I know where to look.

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Since I'll be undertaking a research trip to the UK this November or so, I need to think about exactly what I'm going to do there. Giving a paper at the AHA is part of that process. That will hopefully help me formulate my approach or at least identify potential approaches to comparing airship, spy and invasion scares in the First World War. But I also need to nail down where I am going to go in a very physical and literal sense. This is because I want to get out of London for at least a week, to look at scares in a provincial area, and raid the local archives for civil defence files or personal diaries and so on (which of course I can supplement in the London archives). This is partly because it'd be nice to avoid the London-centric perspective for change, but also because I suspect that such fears could be as or even more intense in outlying areas -- particularly on the eastern coast facing Germany. I had been thinking somewhere like Hull, which was raided by Zeppelins on multiple occasions, or East Anglia which is the closest part to Germany and so an obvious (at least in the folk sense) place for a German invasion or raid. Both areas also had notable phantom airship sightings in 1913. So maybe there. Or maybe somewhere else.

I wondered if it there was perhaps a systematic way of gauging fears along the invasion coast, something better than throwing darts at a map. And it occurred to me that I might be able to use the British Newspaper Archive (BNA) for this. We're all used to n-grams by now, which are great for tracking the varying usage of words over time. Tim Sherratt's QueryPic does this for Australian newspapers based on the Trove Newspapers corpus; though there's nothing similar for BNA that I know of, you can manually extract the data yourself without it getting too tedious. What I am thinking of might be termed an n-map: an n-gram across space instead of across time. It's a very obvious thing to do, but I don't think I've seen it done for the databases I'm used to using. It's really just GIS (without an actual map). Or distant (newspaper and map) reading.

There's no publicly-available BNA API to make it possible to do this in an automatic way, but again it is actually not too difficult to use the BNA interface manually. This is because BNA has a very fine level of geographic discrimination: all newspapers in the database are allocated a place (e.g. Hull), a county (e.g. East Riding of Yorkshire) and a region (e.g. Yorkshire and the Humber). These appear as filters when you do a search, and listed beside each filter is the number of issues the search has thrown up for it. So you can just copy down the numbers into a spreadsheet to construct your own low-tech n-map (or n-gram, for that matter).

So now the question is, what keywords do I use? This is not completely straightforward, though neither does it have to be airtight. This is just back-of-the-envelope stuff, after all. After some experimentation, I ended up going with 'zeppelin'; 'invasion'; and 'spy'. (BNA automatically searches on plurals as well.) Here are the number of articles in the BNA for each keyword for each region, for the period 4 August 1914 to 11 November 1918.

region
Borders, Scotland10592103
East Midlands, England269912972657
East, England530395354
Grampian, Scotland271018403429
London, England204148
Lothian, Scotland661432968
North East, England156911641690
North West, England510434086854
South East, England629569656
South West, England477739604917
Strathclyde, Scotland224207349
Tayside, Scotland236116083849
West Midlands, England852247856552
Yorkshire and the Humber, England598830755575

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