{"id":2754,"date":"2017-10-19T13:22:32","date_gmt":"2017-10-19T19:22:32","guid":{"rendered":"https:\/\/parr-hooper.cmsmcq.com\/2OD\/?page_id=2754"},"modified":"2022-11-16T11:35:51","modified_gmt":"2022-11-16T18:35:51","slug":"temple-paul-hardin","status":"publish","type":"page","link":"https:\/\/parr-hooper.cmsmcq.com\/2OD\/the-biographies\/temple-paul-hardin\/","title":{"rendered":"Temple Paul Hardin"},"content":{"rendered":"
\n

(Fort Smith, Arkansas, March 22, 1894 \u2013 Little Rock, Arkansas, December 13, 1937).1<\/a><\/p>\n

Hardin was the youngest child in a large family. His father, Anonymous Earl Hardin (who usually went by \u201cA. Earl Hardin\u201d or \u201cA. E. Hardin\u201d), was born in Mississippi and studied at the Louisville Medical College in Kentucky before becoming a physician in Fort Smith, Arkansas. Hardin\u2019s mother, Martha Caroline Hardin, n\u00e9e Temple, was from Alabama.2<\/a>\u00a0Hardin excelled at sports, particularly football; he was a star player for the University of Arkansas Razorbacks.3<\/a><\/p>\n

\"A
Hardin’s photo from The Sounder, the Fort Smith High School yearbook (1914, p. 125). He played end on the football team; the photo caption notes that his opponents “usually decided that he had his uniform stuffed with bricks after just one tackle.”<\/figcaption><\/figure>\n

When Hardin registered for the draft on May 25, 1917, he was at the officers\u2019 training camp at Fort Logan H. Roots near Little Rock. In mid-July Hardin, Eugene Hoy Barksdale, Alexander Miguel Roberts, and Grady Russell Touchstone were among twelve men there who were selected for the aviation corps and sent to ground school at the University of Texas at Austin.4<\/a> These four were among ten men from their August 25, 1917, graduating class of about thirty-six who chose or were chosen to continue their training in Italy. They were thus among the 150 men who sailed to England on the Carmania<\/i>\u00a0as members of the \u201cItalian detachment.\u201d5<\/a> The ship sailed from New York on September 18, 1917, bound initially for Halifax. At Halifax she joined a convoy and set off to cross the Atlantic on September 21, 1917, arriving at Liverpool October 2, 1917. Once in England the men learned that a mix-up had occurred, and that they were to remain there and to go through ground school (again) at the Royal Flying Corps\u2019s No. 2 School of Military Aeronautics at Oxford. The Italian detachment had become the second Oxford detachment (the group of fifty men who had arrived in September constituted the first). A month later, on November 3, 1917, most of the men, including Hardin, went from Oxford to Grantham in Lincolnshire to attend machine gun school at Harrowby Camp.<\/p>\n

While fifty of the men at Grantham were sent on to flying schools on November 19, 1917, the rest, including Hardin, continued their course at Harrowby Camp through the end of November. On November 29, 1917, they celebrated Thanksgiving in great style, with many of the men who were already at flying schools coming in to join them. Festivities included a football game between the \u201cUnfits\u201d and the \u201cHardly Ables\u201d in which Hardin distinguished himself. Walter Chalaire, journalist turned aviator, wrote: \u201cThe exhibition of football given by \u2018Temp\u2019 Hardin, University of Arkansas, picked for all southwestern quarterback in 1914, was a revelation to the English spectators. His spectacular end runs and the masterful manner in which he piloted the Unfits brot much applause. Time and again he skirted the ends of the Hardly Ables and seemed to delight in giving the stiff arm to Pat Payson.\u00a0.\u00a0.\u00a0. \u2018Pat\u2019 blames the war rations for the condition and defeat of his team, while \u2018Temp\u2019 attributes the success of the Unfits to the same thing.\u201d6<\/a>\u00a0Hardin appears in photos<\/a> of the players taken that day.<\/p>\n

A few days later, on December 3, 1917, according to a list drawn up by Fremont Cutler Foss, Hardin was one of eight men sent from Grantham to No. 31 Training Squadron at Wyton, about fifteen miles northwest of Cambridge (the others were Allen Tracy Bird, Allison Henderson Chapin, Galloway Grinnell Cheston, John Hurtman Fulford, Alfred August Gaipa, Francis Kinloch Read, and William Winslow Wait; Earl Adams, Robert Alexander Anderson, Guy Maynard Baldwin, Thomas John Herbert, and Stanley Cooper Kerk were already at Wyton).7<\/a><\/p>\n

\"The
This is from the list Foss drew up showing where cadets were posted on December 3, 1917.<\/figcaption><\/figure>\n

According to his R.A.F. service record, Hardin, after about five weeks at No. 31 T.S., was transferred to No. 99 Squadron at Yatesbury in Wiltshire.8<\/a>\u00a0 When No. 99 became an operational bomber squadron in April of 1918, it was equipped with DH.9s, but at the time Hardin joined it in early January 1918, the pilots were still being trained, and they were flying DH.6s and B.E.2e\u2019s.9<\/a>\u00a0 \u00a0By the latter part of February 1918 Hardin had progressed sufficiently in his flight training to be recommended for his commission; the confirming cable was dated March 9, 1918, just a few days after he had been transferred to No. 103 Squadron.10<\/a><\/p>\n

\"Portion
From Hardin’s R.A.F. service record.<\/figcaption><\/figure>\n

No. 103, like 99, was a bomber squadron in training; it was stationed at Old Sarum just outside Salisbury. Here Hardin presumably trained on DH.9s.11<\/a>\u00a0At some point he was moved to No. 11 Training Depot Station, also at Old Sarum. On June 3, 1918, he was assigned to No. 1 School of Navigation and Bomb Dropping at nearby Stonehenge.<\/p>\n

In early July 1918 orders came that a large group of men, including Hardin and a number of others from the Oxford detachments, was to \u201cproceed from London, England, to Issoudun, France, reporting upon arrival thereat to the Commanding Office for duty in connection with aviation.\u201d12<\/a>\u00a0 Issoudun, in the Loire region of central France, was the location of the American 3rd Aviation Instruction Center. Hardin\u2019s stay at the 3rd A.I.C. was brief, for on July 14, 1918, he was put in charge of a small group of men ordered to report \u201cwithout delay\u201d to the 2nd A.I.C. 12a<\/a> The next day they accordingly boarded trains to make the journey of about ninety miles north and west to Tours, where the 2nd A.I.C. was located. Six of them went ahead on the 12:24 train, and the four others, including Hardin, following behind with the baggage.12b<\/a>\u00a0 The journey, which took about six hours, involved changing trains at Vierzon where, of course, the luggage was lost. Harold Ernest Goettler wrote in his diary the next day: \u201cMore discouragement when we heard that all this school was for was to train Art[illery] Obs[ervation] [and] that we were to fly these slow sop planes wherever the observer told us to. However after reporting the O.C. admitted he did not know why we were sent here and so to give us something to do is going to let us fly the big French bombers.\u201d12c<\/a> Things started to look up when the baggage arrived and \u201cHardin, [Winfield Earl] Sisson, [William Hamlin] Neely and [Thomas Forrest] McCook received a little dual on the old French Breguets that are in camp\u201d; if their experience paralleled Goettler\u2019s, they also flew American \u201cLiberty\u201d DH-4s for the first time at Tours. After three weeks, on August 7, 1918, Hardin, along with McCook, Goettler, and others, was ordered to the 1st Air Depot at Colombey-les-Belles, some 250 miles to the northeast in Lorraine, where the American 1st Army\u2019s sector of the front was located.12d<\/a><\/p>\n

A few days later, on August 12, 1918, Hardin was assigned to the U.S. 50th<\/sup> Aero Squadron, an observation squadron stationed at that time at Amanty in the Lorraine region. In the next day or so Hardin was joined by fellow second Oxford detachment members Bird and McCook (William Hamlin Neely was assigned in October).13<\/a>\u00a0Other pilots, as well as observers, arrived, and the squadron went about getting its quota of eighteen American built DH-4s with their Liberty engines\u2014six planes for each of three flights.14<\/a>\u00a0The 50th<\/sup>, according to squadron C.O. and historian Daniel Parmelee Morse, was \u201cthe second squadron to be equipped with the much-talked-of \u2018Liberty\u2019 aeroplanes.\u201d15<\/a>\u00a0 These were flown over to Amanty from the American 1st<\/sup>\u00a0Air Depot at Colombey-les-Belles, and the \u201cwork of trimming up the new planes was then started. It took considerable work, as the first Liberties to come through were in need of a considerable amount of repair, owing to the fact that the mechanics at the assembling plants were as yet unaccustomed to the Liberties.\u00a0.\u00a0.\u00a0. A few of the pilots, also, were not given enough time in the schools, so that it was necessary to have some double control instruction by English-trained pilots, who had had considerable time on the English D-H 4, which was exactly like the American D-H 4, except the motor.\u201d16<\/a> It is possible that Hardin was among those who served as instructors, as he could well have flown DH.4s while he was at Stonehenge and DH-4s perhaps at Tours.17<\/a>\u00a0Hardin was assigned as one of the 50th<\/sup>\u2019s three flight commanders (the others were McCook and Goettler).18<\/a><\/p>\n

On September 2, 1918, in preparation for the St. Mihiel offensive, the 50th Aero was ordered from Amanty to Behonne, about thirty miles to the northwest, where they were assigned to work with the 5th<\/sup> Corps of the American First (and at this point only) Army.19<\/a>\u00a0 \u00a0The planes were assembled the next day, and the three flights took off for their new field the afternoon of September 4, 1918. The move was somewhat costly: Goettler records that three planes were written off, including that flown by Hardin, who \u201chad a forced landing on the side of a hill.\u201d He was, however, in good company, as another smashed plane was that of C.O. Daniel Parmelee Morse, who \u201cwent over on his nose.\u201d19a<\/a><\/p>\n

On September 7, 1918, new orders came, and the squadron moved about thirty-five miles back east-southeast to Bicqueley, south of Toul, and was now assigned to work with the First Army\u2019s 1st<\/sup>\u00a0Corps. The moves were accomplished despite a severe shortage of vehicles, an ongoing problem for the 50th<\/sup>\u00a0and the American Air Service generally, according to Morse.20<\/a><\/p>\n

The 50th<\/sup>\u00a0Aero Squadron was assigned to work with two divisions of the 1st<\/sup>\u00a0Corps, the 82nd<\/sup>\u00a0and 90th<\/sup>, which were deployed at the eastern end of the south side of the St. Mihiel salient. They were to carry out reconnaissance of enemy troops and lines as well as to fly contact patrols to locate American ground troops. The latter were necessary when advancing troops could no longer communicate directly with their divisional headquarters; troops were supposed to identify themselves to their air support by means such as flares or panels on the ground; the observation squadron was then to inform headquarters where the troops were.<\/p>\n

While the two other American 1st<\/sup>\u00a0Corps observation squadrons (the 1st<\/sup>\u00a0and 12th<\/sup>) had taken part in the Battle of Ch\u00e2teau-Thierry in July, almost none of the pilots and observers of the 50th<\/sup>\u00a0had seen active service over enemy territory.21<\/a>\u00a0They \u201cwere given as much instruction as possible in how it was best to fulfill their missions over the lines. The pilots were given maps to study and later drew maps of the sector the squadron was assigned to. The observers and pilots were instructed how to prepare their map boards in the most valuable way.\u201d22<\/a><\/p>\n

\"A
In this map of the St. Mihiel salient used by Pershing to illustrate My Experiences in the World War, the First Army’s First Corps (“I”) can be seen at the right, with the 90th and 82nd Divisions at the far right, just west of Pont-\u00e0-Mousson and the Moselle River.<\/figcaption><\/figure>\n

The combined effort of French and American forces to reduce the St. Mihiel salient began on September 12, 1918. The barrage against the German lines started around 2 a.m. Though twenty miles away, the noise kept the men at Bicqueley from sleep. \u201cIt had been raining hard for the previous twenty-four (or more) hours, but in the early morning it gave way to a heavy southwest wind (right into Germany) and low clouds.\u201d23<\/a>\u00a0Operations orders were for two planes from the 50th<\/sup>\u00a0to set off about every two and a half hours starting at 5:30 a.m. until 3:30 p.m., with a final flight at 5:00 p.m., one plane to work with the 90th<\/sup>\u00a0Division, one with the 82nd<\/sup>\u00a0(in the event, the last two teams, at 3:30 p.m. and 5 p.m., did not fly, presumably because weather conditions had worsened.)24<\/a>\u00a0Hardin and his observer Robert L. Cole were in the third pair, and scheduled for 10:30 a.m. They took off at 10:50 in the squadron\u2019s plane No. 13 and were gone nearly two hours, flying at only about 600 meters in poor visibility; their course took them almost due north over Pont-\u00e0-Mousson to Pagny and then slightly southwest to Thiaucourt before they returned to the aerodrome.25<\/a>\u00a0I have not found a copy of the intelligence report that they, like the other teams, filed on their return.<\/p>\n

\"A
The 50th’s operations report for September 12, 1918, from “50th Aero Squadron, Historical Account.”<\/figcaption><\/figure>\n

The next day, again in bad weather with poor visibility, Hardin, with Milton Keith Lockwood as his observer, set off at 12:30 p.m. on an infantry contact patrol. They flew even closer to the ground than on the preceding day, 500 meters, in the same general area as on the 12th<\/sup>, over Vieville (presumably Vi\u00e9ville-en-Haye), Norroy (presumably Norroy-l\u00e8s-Pont-\u00e0-Mousson), and \u201cRiver\u201d (presumably the Moselle).26<\/a>\u00a0It was noted that the \u201cinfantry did not show panels when called on\u201d; this was a frequent problem for reconnaissance planes charged with locating troops and resulted apparently from inadequate preparation time and training\u2014and the infantry presumably having more pressing concerns than signalling where they were. At the end of the day Lockwood wrote an account of the day\u2019s flight in his diary:<\/p>\n

.\u00a0.\u00a0.\u00a0a call came in for someone to locate the line of the 90th<\/sup>\u00a0Division at 11:00, so I was sent. I also was to locate a Boche battery west of Norroy. I took off all right, and flew over the lines for half an hour and fired my signals but the Infantry would not show up the line. Dropt my message at Division and Army Corps Hdqrs. And looked for Battery but could not find it. Norroy, however, is on fire and burning well. Didn\u2019t see any Boche planes, or get shot at that we know of although I heard a machine gun twice when we were low over the lines. Very poor flying weather as the rain nearly draws blood but during this attack the planes\u00a0must<\/i>\u00a0fly. The 90th<\/sup>\u00a0Division took two days\u2019 objectives in one day and are still going, and Allied shells are now falling in Metz.\u00a0.\u00a0.\u00a0.\u00a0 The guns are shooting very heavily tonight. Today was Friday the thirteenth and I flew in Ship No. 13. That is breaking the hoodoo.27<\/a><\/p>\n

The next day, September 14, 1918, Hardin set out around noon on another reconnaissance mission, this time with Adoph Oliver Dovre\u2014who had reported only the previous day\u2014as his observer.28<\/a>\u00a0As the American divisions advanced north and then east, pushing the Germans back, reconnaissance also shifted east, and Hardin flew over Pont-\u00e0-Mousson, Eply, and Cheminot, the latter two on the right bank of the Moselle. For the first time, he was flying in good visibility, and at 1500 meters.29<\/a>\u00a0However, for the first time also there was noticeable enemy aerial activity, and \u201cHardin suddenly found himself with five Huns after him.\u201d30<\/a>\u00a0Lockwood wrote in his diary the next day that \u201cNo. 13 came in last night, literally shot to pieces. Dovre\u2019s first trip over and five Boche got on his tail. The wings and fuselage are riddled. One bullet thru the exhaust, one thru the pilot\u2019s seat and another thru the observer\u2019s rudder bar and also a handful of shrapnel in the plane, but they landed without a scratch. Dovre has never handled twin guns before and didn\u2019t know how to work them.\u00a0.\u00a0.\u00a0.\u201d31<\/a><\/p>\n

Hardin was among the pilots scheduled to make two reconnaissance patrols the next day, September 15, 1918\u2014another day of good visibility\u2014with Daniel Prather Brill as his observer. They flew over Pont-\u00e0-Mousson in the late afternoon at about 2500 meters and were able to provide an intelligence report; their other flight was aborted because of \u201cwireless and motor trouble.\u201d32<\/a>\u00a0The St. Mihiel Offensive was by now essentially successfully concluded, but some reconnaissance continued. Hardin was assigned to fly on September 16, 1918, but motor trouble was again a problem. That afternoon Hardin and observer Howard C. French flew as far as Dieulouard, about four miles short of Pont-\u00e0-Mousson, before they had to make a forced landing.33<\/a>\u00a0There were only two missions the next day and three on Sept. 18, 1918, in none of which Hardin was involved.<\/p>\n

On September 19, 1918, Goettler recorded in his diary having gone into Toul and then, scouting for a ride back to camp, \u201cfound our French truck with Doc [Laurent Gustav Feinier], Hardin and Bird in it and on their way to Neufcha[teau] so [we] decided to go with them. Hardin was being taken to Hospital #18.\u201d (American Base Hospital No. 18, operated by personnel from Johns Hopkins, was located at Bazoilles-sur-Meuse, just southwest of Neufchateau.) I find no information on Hardin\u2019s injury or illness, but evidently he was sufficiently incapacitated that he did not fly again during the war. Morse, towards the end of his history of the 50th squadron provides a tally of missions and hours flown by each pilot and observer. His entry for Hardin gives him four missions and five hours thirty minutes total\u2014perhaps Morse did not include the partial mission on the 16th.34<\/a>\u00a0 After the armistice, and after the squadron was relieved from duty with the First Army, Hardin replaced Bird as commander of C flight, which was now to go to \u201cArmy Candidate School, La Valbonne.\u201d35<\/a><\/p>\n

Hardin returned home on the S.S.\u00a0America<\/i>, sailing from Brest on March 28, 1919, and arriving at Boston on April 5, 1919.36<\/a> He settled in his hometown of Fort Smith, where he went into business with Henry Clay Armstrong, a fellow star athlete from the Fort Smith high school; they ran a tire and auto parts company under the name Hardin-Clay Co.37<\/a>\u00a0 Hardin also continued to play football, as noted from time to time by local newspapers.38<\/a><\/p>\n

mrsmcq December 6, 2017; revised February 2020 to reflect Goettler diary.<\/em><\/span><\/p>\n<\/div>\n

\n

Notes<\/h3>\n

(For complete bibliographic entries, please consult the list of\u00a0works and web pages cited<\/a>.)<\/p>\n

\n

1<\/strong><\/a>\u00a0\u00a0Hardin\u2019s place and date of birth are taken from Ancestry.com,\u00a0U.S., World War I Draft Registration Cards, 1917\u20131918<\/i>, record for Temple Paul Hardin. His place and date of death are taken from \u201cTemple P. Hardin, Ex-Flier and Athlete, Succumbs.\u201d I am grateful to Joe Wasson for a copy of this obituary and for information generally about Hardin.\u00a0 I am grateful to Steven A. Ruffin for the copy of the photo of Hardin reproduced here.<\/p>\n<\/div>\n

\n

2<\/strong><\/a>\u00a0\u00a0On Hardin\u2019s parents, see documents available at Ancestry.com and the brief obituary for his father in \u201cDeaths.\u201d<\/p>\n<\/div>\n

\n

3<\/strong><\/a>\u00a0\u00a0See, for example, \u201cFootball Star to Italy.\u201d<\/p>\n<\/div>\n

\n

4<\/strong><\/a>\u00a0\u00a0\u201cTo Aviation School.\u201d<\/p>\n<\/div>\n

\n

5<\/strong><\/a>\u00a0\u00a0For a list of men in Hardin\u2019s ground school class, see \u201cGround School Graduations [for August 25, 1917].\u201d<\/p>\n<\/div>\n

\n

6<\/strong><\/a>\u00a0\u00a0Chalaire, \u201cThanksgiving Day with the Aviators Abroad.\u201d<\/p>\n<\/div>\n

\n

7<\/strong><\/a>\u00a0\u00a0Foss, Papers, \u201cCadets of Italian Detachment Posted Dec 3rd<\/sup>\u201d; Foss, Diary, entry for November 15, 1917, on the men already at Wyton.<\/p>\n<\/div>\n

\n

8<\/strong><\/a>\u00a0\u00a0See The National Archives (United Kingdom),\u00a0Royal Air Force officers’ service records 1918\u20131919<\/i>, record for Temple P. Hardin, on this and subsequent training postings for Hardin.<\/p>\n<\/div>\n

\n

9<\/strong><\/a>\u00a0\u00a0See the article on 99 at Barrass, \u201cNo 96 \u2013 100 Squadron Histories.\u201d<\/p>\n<\/div>\n

\n

10<\/strong><\/a>\u00a0\u00a0Cablegrams 650-S and 889-R.<\/p>\n<\/div>\n

\n

11<\/strong><\/a>\u00a0\u00a0Fell, \u201c103 Squadron in the First World War,\u201d indicates that 103 was equipped with DH.9s on March 19, 1918.<\/p>\n<\/div>\n

\n

12<\/strong><\/a>\u00a0 [Biddle?], \u201cSpecial Orders No. 109\u201d; the copy I consulted is dated June 5, 1918, but should almost certainly be dated July 5, 1918.<\/p>\n<\/div>\n

\n

12a<\/strong><\/a>\u00a0 Benedict, \u201cSpecial Orders No. 192.\u201d<\/p>\n<\/div>\n

\n

12b<\/strong><\/a>\u00a0 Goettler, diary entry for July 15, 1918.<\/p>\n<\/div>\n

\n

12c<\/strong><\/a>\u00a0 Goettler, diary entry for July 16, 1918.<\/p>\n<\/div>\n

\n

12d<\/strong><\/a>\u00a0 Harbord, \u201cSpecial Order No. 148.\u201d<\/p>\n<\/div>\n

\n

13<\/strong><\/a>\u00a0\u00a0Dates of assignment are provided by Sloan,\u00a0Wings of Honor<\/i>, pp. 325-26.<\/p>\n<\/div>\n

\n

14<\/strong><\/a>\u00a0\u00a0See Morse,\u00a0The History of the 50th<\/sup>\u00a0Aero Squadron<\/i>, pp. 22-23, and Sloan,\u00a0Wings of Honor<\/i>, p. 316.<\/p>\n<\/div>\n

\n

15<\/strong><\/a>\u00a0\u00a0Morse,\u00a0The History of the 50th<\/sup>\u00a0Aero Squadron<\/i>, p. 22. The 135th<\/sup>\u00a0was the first.<\/p>\n<\/div>\n

\n

16<\/strong><\/a>\u00a0\u00a0Morse,\u00a0The History of the 50th<\/sup>\u00a0Aero Squadron<\/i>, pp. 22-23.<\/p>\n<\/div>\n

\n

17<\/strong><\/a>\u00a0\u00a0According to Sloan,\u00a0Wings of Honor<\/i>, p. 316, only Bird, William David Frayne, and Henry LeNoble Stevens had flown DH.4s; Ruffin, \u201c\u2018Dutch Girl\u2019 over the Argonne,\u201d p. 103, notes that Harold Ernest Goettler had considerable experience flying DH.4s and served as an instructor to pilots of the 50th<\/sup>\u00a0Aero; see also Ruffin, \u201cMortal\u2014Immortal,\u201d p. 144, on DH-4s at Tours. See Jefford,\u00a0Observers and Navigators<\/i>, p. 120, on DH.4s at Stonehenge, as well as entries in Foss\u2019s pilot\u2019s flying log book that indicate he flew DH.4s while at Stonehenge (in Foss, Papers).\u00a0 It is now conventional to designate the English plane a \u201cDH.4\u201d and the American a \u201cDH-4.\u201d<\/p>\n<\/div>\n

\n

18<\/strong><\/a>\u00a0\u00a0Morse,\u00a0The History of the 50th<\/sup>\u00a0Aero Squadron<\/i>, p. 23.<\/p>\n<\/div>\n

\n

19<\/strong><\/a> Ibid<\/em>., p. 24.<\/p>\n<\/div>\n

\n

19a<\/strong><\/a> Goettler, diary entry for September 4, 1918.<\/p>\n<\/div>\n

\n

20<\/strong><\/a>\u00a0Morse,\u00a0The History of the 50th<\/sup>\u00a0Aero Squadron<\/i>, p. 24. Sloan,\u00a0Wings of Honor<\/i>, p. 316, writes that \u201cOn the eve of battle 50th<\/sup>\u00a0Sqdn moved to Dommartin-les-Toul, to be with the 1st<\/sup>\u00a0and 12th<\/sup>\u00a0Obs Sqdns in 1st<\/sup>\u00a0C.O.G.\u201d; see also Sloan\u2019s reproduction of the order of battle for Sept. 12, 1918, on pp. 310-11. This move is not noted by Morse, and a \u201cResum\u00e9 of changes of station of air service units which operated in the zone of advance\u201d does not include this station for the 50th<\/sup>. Maurer,\u00a0The U.S. Air Service in World War I<\/i>, vol. 1, p. 237, indicates that the 50th<\/sup>\u00a0was with the French 211th<\/sup>\u00a0at Bicqueley, while the 1st<\/sup>\u00a0and 12th<\/sup>\u00a0were at an \u201cairdrome just east of Toul.\u201d Milton K. Lockwood, in his diary entry for September 12, 1918, states: \u201cWe are located at Bicqueley, south of Toul\u201d (Ruffin, \u201c\u2018The Luckiest Man in the Army\u2019,\u201d p. 167).<\/p>\n<\/div>\n

\n

21<\/strong><\/a>\u00a0\u00a0\u201c50th<\/sup>\u00a0Aero Squadron, Historical Account,\u201d p. 59; Sloan,\u00a0Wings of Honor<\/i>, p. 320.<\/p>\n<\/div>\n

\n

22<\/strong><\/a>\u00a0\u00a0\u201c50th<\/sup>\u00a0Aero Squadron, Historical Account,\u201d p. 63.<\/p>\n<\/div>\n

\n

23<\/strong><\/a>\u00a0\u00a0Morse,\u00a0The History of the 50th<\/sup>\u00a0Aero Squadron<\/i>, p. 30.<\/p>\n<\/div>\n

\n

24<\/strong><\/a>\u00a0\u00a0See the operations order on p. 30 of Morse,\u00a0The History of the 50th<\/sup>\u00a0Aero Squadron<\/i>, and compare to the operations report for September 12, 1918, on p. 81 of \u201c50th<\/sup>\u00a0Aero Squadron, Historical Account.\u201d<\/p>\n<\/div>\n

\n

25<\/strong><\/a>\u00a0\u00a0See the operations report on p. 81 of \u201c50th<\/sup>\u00a0Aero Squadron, Historical Account.\u201d<\/p>\n<\/div>\n

\n

26<\/strong><\/a>\u00a0\u00a0See the operations report for September 13, 1918, on p. 81 of \u201c50th<\/sup>\u00a0Aero Squadron, Historical Account.\u201d<\/p>\n<\/div>\n

\n

27<\/strong><\/a>\u00a0\u00a0Ruffin\u2019s transcription, p. 168 of Ruffin, \u201c\u2018The Luckiest Man in the Army\u2019.\u201d I cannot account for the time discrepancy (12:30 vs. 11:00).<\/p>\n<\/div>\n

\n

28<\/strong><\/a>\u00a0\u00a0Morse,\u00a0The History of the 50th<\/sup>\u00a0Aero Squadron<\/i>, p. 31.<\/p>\n<\/div>\n

\n

29<\/strong><\/a>\u00a0\u00a0See the operations report on p. 82 of \u201c50th<\/sup>\u00a0Aero Squadron, Historical Account.\u201d<\/p>\n<\/div>\n

\n

30<\/strong><\/a>\u00a0\u00a0Morse,\u00a0The History of the 50th<\/sup>\u00a0Aero Squadron<\/i>, p. 31. See Maurer,\u00a0The U.S. Air Service in World War I<\/i>, vol. 1, p. 240, on enemy air activity.<\/p>\n<\/div>\n

\n

31<\/strong><\/a>\u00a0\u00a0Ruffin\u2019s transcription on p. 170 of Ruffin, \u201c\u2018The Luckiest Man in the Army\u2019.\u201d See also Morse,\u00a0The History of the 50th<\/sup>\u00a0Aero Squadron<\/i>, p. 31.\u00a0 No. 13 was evidently later repaired and reassigned to Walter Aitchison Thomson; see \u201c50th Aero Squadron, Historical Account,\u201d p. 91; see also the photo of Thomson with No. 13 on p. 169 of Ruffin, \u201c\u2018The Luckiest Man in the Army\u2019.\u201d<\/p>\n<\/div>\n

\n

32<\/strong><\/a>\u00a0\u00a0\u201c50th<\/sup>\u00a0Aero Squadron, Historical Account,\u201d p. 82.<\/p>\n<\/div>\n

\n

33<\/strong><\/a>\u00a0\u00a0\u201c50th<\/sup>\u00a0Aero Squadron, Historical Account,\u201d p. 83.<\/p>\n<\/div>\n

\n

34<\/strong><\/a>\u00a0\u00a0Morse,\u00a0The History of the 50th<\/sup>\u00a0Aero Squadron<\/i>, p. 83.<\/p>\n<\/div>\n

\n

35<\/strong><\/a>\u00a0 Ibid<\/em>., p. 77.<\/p>\n<\/div>\n

\n

36<\/strong><\/a> War Department, Office of the Quartermaster General, Army Transport Service,\u00a0Lists of Incoming Passengers, 1917 – 1938<\/i>, Passenger list S.S.\u00a0America<\/i>.<\/p>\n<\/div>\n

\n

37<\/strong><\/a> See the entries for Hardin and Hardin-Armstrong in Calvert Directory Company, Fort Smith City Directory 1925\u201326. On Armstrong, see Martin, \u201cOrigin of Name \u2018Marshal\u2019 and Creation of Federal Court System,\u201d pp. 13\u201314.<\/p>\n<\/div>\n

\n

38<\/strong><\/a> See, for example, \u201cRazorbacks, Past and Present.\u201d<\/p>\n<\/div>\n<\/div>\n","protected":false},"excerpt":{"rendered":"

(Fort Smith, Arkansas, March 22, 1894 \u2013 Little Rock, Arkansas, December 13, 1937).1 Hardin was the youngest child in a large family. His father, Anonymous Earl Hardin (who usually went by \u201cA. Earl Hardin\u201d or \u201cA. E. Hardin\u201d), was born in Mississippi and studied at the Louisville Medical College in Kentucky before becoming a physician … Continue reading “Temple Paul Hardin”<\/span><\/a><\/p>\n","protected":false},"author":2,"featured_media":4965,"parent":30,"menu_order":57,"comment_status":"closed","ping_status":"closed","template":"","meta":{"footnotes":""},"class_list":["post-2754","page","type-page","status-publish","has-post-thumbnail","hentry"],"_links":{"self":[{"href":"https:\/\/parr-hooper.cmsmcq.com\/2OD\/wp-json\/wp\/v2\/pages\/2754","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/parr-hooper.cmsmcq.com\/2OD\/wp-json\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/parr-hooper.cmsmcq.com\/2OD\/wp-json\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/parr-hooper.cmsmcq.com\/2OD\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/parr-hooper.cmsmcq.com\/2OD\/wp-json\/wp\/v2\/comments?post=2754"}],"version-history":[{"count":10,"href":"https:\/\/parr-hooper.cmsmcq.com\/2OD\/wp-json\/wp\/v2\/pages\/2754\/revisions"}],"predecessor-version":[{"id":6689,"href":"https:\/\/parr-hooper.cmsmcq.com\/2OD\/wp-json\/wp\/v2\/pages\/2754\/revisions\/6689"}],"up":[{"embeddable":true,"href":"https:\/\/parr-hooper.cmsmcq.com\/2OD\/wp-json\/wp\/v2\/pages\/30"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/parr-hooper.cmsmcq.com\/2OD\/wp-json\/wp\/v2\/media\/4965"}],"wp:attachment":[{"href":"https:\/\/parr-hooper.cmsmcq.com\/2OD\/wp-json\/wp\/v2\/media?parent=2754"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}