Brazil - Brazilian Air Force Wings in 18ct gold presented to Wing Commander Arnold John Miley, O.B.E., who flew with the Royal Naval Air Service during the Great War, flying on the audacious Cuxhaven raid of Christmas Day, 1914, and was later appointed Air Attaché to Buenos Aires, Argentina.
Brazilian Air Force Wings, 75mm x 19mm, 11.2g, the reverse engraved (AO. GR. CAPT. MILEY A F.A.B. 22.V.42), additionally impressed LA ROYALE OURO 18k, continued in fitted presentation case.
Condition: Extremely Fine.
Arnold John Miley was born in 1890 in Hampstead, London, and educated at Eastman Academy, Winchester and Royal Navy College, Dartmouth. He entered the Royal Navy in 1904; promoted Lieutenant in 1911. Learned to fly a Bristol biplane at Salisbury Plain; Royal Aero Club Certificate 534 issued 1 July 1913. Appointed Flight Lieutenant, RNAS, early 1914 and Flight Commander in late 1914.; Squadron Leader in 1916. After the Armistice he was appointed to Air Ministry (Director of Supply and Research); posted to Aircraft Depot, Egypt, 29 April 1922 (Squadron Leader). From Air Ministry to No.4 Flying Training School, 29 April 1922. To RAF Depot, Inland Area, 22 November 1922. Posted to command No.207 Squadron (Mediterranean), 6 February 1923. To HMS Ark Royal, 19 February 1923, to command RAF unit aboard. To RAF Base, Malta, to command, 28 August 1923. Promoted Wing Commander, 1 January 1924. To HMS Argus, 8 March 1924 in preparation to command RAF Unit aboard. To Headquarters, Coastal Area, 2 November 1925. He was part of a Navy mission to Chile. Appointed Commander, Order al Merito (Chile) awarded as per London Gazette dated 6 November 1928.
To Headquarters, Coastal Area for staff duties, 1 May 1928. Posted to Marine Aircraft Experimental Establishment, Folkstone, 31 January 1931 with rank of Group Captain. To Special Duty List, 16 November 1936 on appointment as Air Atache to Buenos Aires.
"The Cuxhaven raid marks the first employment of the seaplanes of the Naval Air Service (sic) in an attack on the enemy's harbours from the sea, and, apart altogether from the results achieved, is an occasion of historical moment. Not only so, but for the first time in history a naval attack has been delivered simultaneously above, on, and from below the surface of the water.
—Flight Magazine: the "Official Organ of the Royal Aero Club of the United Kingdom"
First bombing raid by ship-borne aircraft. (Cuxhaven)
Seven ship-borne seaplanes (Three Short Improved Type 74 Folders, two Short Type 81 Folders and two Short Type 135 Folders), from the seaplane carriers HMS ENGADINE, RIVIERA and EMPRESS attack the double airship shed on a turntable at Cuxhaven - the first bombing raid by ship-borne aircraft.
The three channel steamers had been converted to carry aircraft; they were covered by cruisers and destroyers of the Harwich Force. The flying-off position was 12 miles north of Heligoland and seven of the nine seaplanes embarked took off early on Christams morning. The raid was actually a failure, due to low cloud and thick fog inshore but it was a valuable reconnaissance mission. Three of the seven planes returned successfully to their carriers. The crews of another three were picked up by the submarine E11 while the seventh airplane landed safely alongside a Dutch trawler
Admiralty Memorandum on the Combined operations by HM Ships and Naval Seaplanes on 25 December 1914
On 25th December 1914, an air reconnaissance of the Heligoland Bight, including Cuxhaven, Heligoland and Wilhelmshaven, was made by naval seaplanes, and the opportunity was taken at the same time of attacking with bombs, points of military importance. The reconnaissance involved combined operations by light cruisers, destroyers and seaplane carriers under Commodore Reginald Y Tyrwhitt CB and submarines acting under the orders of Commodore Roger Keyes CB MVO.
The vessels detailed for the operations arrived at their rendezvous before daylight and as soon as the light was sufficient the seaplanes were hoisted out and despatched. The following Air Service officers and observers took part in the reconnaissance
Pilots
Flight Commander (now Squadron Commander) Douglas Austin Oliver
Flight Commander Francis Esme Theodors Hewlett
Flight Commander Robert Peel Ross
Flight Commander Cecil Francis Kilner
Flight Lieutenant (now Flight Commander) Arnold John Miley
Flight Lieutenant Charles Humphrey Kingsman Edmonds
Flight Sub-Lieutenant (now Flight Lieutenant) Vivian Gaskell Blackburn
Observers
Lieutenant Erskine Childers RNVR
CPO Mechanic James W Bell
CPO Mechanic Gilbert H W Budds
Seaplane Carriers were commanded by
Squadron Commander Cecil J L'Estrange Malone
Flight Commander Edmund D M Robertson
Flight Commander Frederick W Bowhill
At the beginning of the flight the weather was clear but on nearing the land the seaplnaes met with thick weather, and were compelled to fly low, thus becoming exposed to aheavy fire at short range from ships and shore batteries. Several machines were hit, but all remained in the air for over three hours, and succeeded in obtaining valuable information regarding the disposition of the enemy's ships and defences. Bombs were dropped on military points. In the meanwhile German submarines, seaplanes and Zeppelins delivered a combined attack upon the light cruisers, destroyers and seaplane carriers but were driven off.
Flight Commanders Kilner and Ross and Flight Lieutenant Edmonds regained their ships. Flight Commander Oliver, Flight Lieutenant Miley and Flight Sub-Lieutenant Blackburn became short of fuel and were compelled to descend near submarine E11 which with other submarine vessels was watching inshore to assist any seaplane that might be in difficulties. Lieutenant Commander Martin E Nasmith, commanding E11 although attacked by an airship, succeeded, by his coolness and resource in rescuing the three pilots. Flight Commander Hewitt after a flight of 3 1/2 hours was compelled to descend on account of engine trouble, but was rescued by a Dutch trawler, landed in Holland, and returned safely to England.
An expression of their Lordships appreciation has been conveyed to Commodore Keyes, Commodore Tyrwhitt and to Captain Sueter (Director of the Air Department) for their share in the combined operations which resulted in this successful reconnaissance.
For their part in the Cuxhaven Raid, Chief Petty Officer Mechanic James William Bell No. M489 and Chief Petty Officer Mechanic Gilbert Howard William Budds No. 271764 were awarded the DSM. Captain Cecil Francis Kilner RMLI (Flight Commander) and Lieutenant Charles Humphrey Kingsman Edmonds, RN (Flight Lieutenant) were awarded the DSO.
The bombing attacks made by the Germans on HMS Empress, described in the following report, were the first air attacks on a British warship.
Report by Lieutenant F W Bowhill, Commanding Officer HMS Empress on the Raid on Cuxhaven on Christmas Day 1914
I have the honour to submit the following report on the operations carried out by HM Ship under my command 25 inst.
On arrival at the Rendezvous No2, Seaplane No815 was hoisted out first, No812 next and No814 last; the times being 5 minutes for the first seaplane, 6 minutes for the second and 8 minutes for the third machine. All the machines carried an observer and three bombs being manned as follows:-
No815 Flight Commander Douglas Oliver & CPO Budds
No812 Flight Lieutenant Reg Bone & Air Mech Waters
No824 Flight Sub-Lt Gaskell-Blackburn & CPO Bell
Through engine trouble (in connection with which the pilot's report is enclosed) No812 failed to start, and was hoisted in again.
Whilst making for rendezvouz No4, I dropped astern not being able to steam so fast as the other two ships and I was then subjected to a systematic attack by two German seaplanes and one Zeppelin (No. L6) as follows:-
The first seaplane attacked from the starboard bow, at a height of about 2,000ft after flying close to the Zeppelin (which was on the starboard beam) and commenced operations by dropping a star bomb; this signal, I presume, meaning "am about to attack". The attack was made as follows:-
The aviator dropped three pairs of bombs (six in all), but made very bad shooting, the bombs dropped from 200 to 300 yards away on our starboard bow; smoke black and yellowish; size of bombs about 10lbs each.
The second seaplane attacked from the port bow at a height of about 1,000ft, dropping two fairly large bombs.
This attack was nearly successful, one bomb dropping 20ft away on the port beam and shaking the ship severely, and the other 40ft off the starboard beam. The smoke was black and yellowish.
The method of defence of defence adopted was to arm the gun's crews with rifles, and volleys were fired at the seaplanes, a few picked shots keeping up independent firing. As far as could be judged, the seaplanes were undamaged. I continuously kept on altering my course throughout the attacks.
The Zeppelin attacked by rising to about 5,000ft on the starboard beam and coming over towards me. When nearly overhead she dived to about 2,000ft, and then manoeuvred to get directly above me, slowing down, and heading in the same direction as myself.
She dropped two tracer bombs in order to obtain range, and these were follwed by three bombs of apparently 100lbs each. The first one struck the water about 50yds off the port quarter, and gave out a greenish smoke; the second fell 50yds and the third 100yds astern. Fortunately both failed to detonate. She then opened fire with a mitrailleuse, and apparently fired three belts. The shooting, however, was indifferent. My method of defence was to watch her position carefully as she manoeuvred into position directly overhead. I then went hard over. I could see her rudders put over to follow me, and directly her head started to turn I put my helm over the other way. I continually repeated this manoeuvre, which seemed to worry her, for she was never on a steady course, and I think it put her off her aim; otherwise I feel to see how she could have missed us.
A continual rifle fire was kept up at her, and though, of course, no damage could be seen, I think that she must have been hit in several places, for she sheered off and went on the port quarter. As soon as my after 12 pounders would bear, I fired eight shots at her, and one, I think, went very close, as she sheered right off and did not worry me again.
I consider that had an anti-aircraft gun been on board we could not have failed to bring her down, as the target was so large, and that any ship so fitted would always bring a Zeppelin down in daytime, should she attack.
While manoeuvring for position she took advantage of every cloud.
I think that the above account proves that a Zeppelin attack can be beaten off by continuous rifle fire, particularly so when at close range, the rifle fire having been kept up the whole time that she was overhead.
The types of seaplanes used in the attack were as follows:-
The first machine numbered No.26, was apparently "Arrow" type, and had black and white longitudinal stripes all along the lower planes. The second seaplane had no number visible; was apparently an "Albatross", and was marked with black and white stripes, in a similar manner to the first machine.
The Zeppelin was numbered L6, and dropped her bombs from the central car; the bombs being apparently lowered through a hole in the centre of this car.
I regret to state that our two machines failed to return. (note: the crews were picked up by submarine E11.) Miley was one of those picked up by E11.
Miley’s son, Miles John Miley, was killed during the Battle of Britain when the Beaufighter aircraft he was piloting was most likely shot down by Feldwebel Neuhoff of JG53 near Biggin Hill on 15 Sept 1940.