The Aviation Magazine Volume 7 issue 4 #43 June Special Edition | Page 10
Norman Prince came from a wealthy background. When he was a child, he summered with his family at
their estate in the French Pyrenees. He learned to fly at the Wright brothers’ school in Georgia and soloed
in 1911. Frederick Henry Prince disapproved of his son’s aviation interests and forced the Harvard graduate
into a law career in Chicago. The war gave young Prince an opportunity not only to find adventure but a
way out.
William Thaw came from one of the 100 wealthiest families in the United States. In 1913 he soloed in a Cur‐
tiss hydroaeroplane, bought for him by his father. When the war began, he went to France and donated his
aircraft, hoping to join the French air service. Initially he was not accepted to fly instead he ended up in the
French foreign legion and fought in the trenches for months until the air service made him an observer. De‐
spite bad eyesight, Thaw became an ace (five confirmed kills), and is probably the first American to fly in
combat. It was Thaw, on leave in Paris, who acquired the first of two lion cubs, which became the squadron
mascots. The first he named Whiskey; the second, Soda.
After intensive lobbying of the French authorities by the three for a squadron of American volunteer avia‐
tors their scheme was approved in August 1915. The French were hoping that such a squadron would en‐
tice the still‐neutral United States to join the war. On April 18, 1916, squadron No.124 was established by
the French Air Service with this in mind, and the Escadrille Américaine (American squadron) was officially
sanctioned on 4th November 1916, as the Escadrille des Volontaires. The Germans protested regarding the
national character of the name that violated U.S. neutrality, the French assigned it an official name: the La‐
fayette Escadrille, in honor of the French aristocrat and military officer who joined the Americans against
the British in 1777.
On 6th of December 1916 it was renamed Escadrille La Fayette after Marquis de La Fayette. It would take
until the following April before the squadron – the French Air Service’s escadrille SPA. 124 or just N124–
was operational. But the Lafayette Escadrille had been born, named in fitting – and deliberately eye‐
catching manner.
The aircraft, mechanics and uniforms of the new unit may have been French, as was the commander, but
the core of the group, later known as the "Valiant 38", were of American background and heredity.
Library of Congress
©NMUSAF
After the U.S. entered WWI, Dr. Gros was appointed Lt. Colonel and served as a liaison between the French
and U.S. Army aviation authorities.
There were also two unofficial members, the mascots of the Escadrille Américaine, the lion cubs named
Whiskey and Soda, who provided countless moments of relief from battle stress to fliers. La Fayette Esca‐
drille N124, was initially commanded by the Frenchman Capt. Georges Thenault, in charge of seven Ameri‐
can pilots: Victor Chapman, Elliot Cowdin, Bert Hall, James McConnell, Norman Prince, Kiffin Rockwell and
William Thaw. Its inaugural flight mission took place on 13 May 1916 and the Escadrille's first aerial “kill”
occurred five days later, when Sgt. Kiffin Rockwell claimed victory over a German two‐seater L.V.G., on May
18, 1916. A Seminole Indian head was chosen by Capt. Thenault as the symbol for Escadrille La Fayette N124
but changed to a Sioux that was more menacing shortly thereafter.
The first of the pilots to be shot down was Clyde Balsley who ended up in a hospital and never flew after
that. The first pilot to be killed in action from N124 was Victor Chapman on June 23rd, 1916, when he went
up against five Fokkers—one of them possibly flown by the great ace and strategist Oswald Boelcke. Chap‐
man’s Nieuport was struck and came apart.
As their fame grew worldwide an increasing number of American volunteers sought adventure and service
with N124. Their roster totalled thirty‐eight Americans and five Frenchmen who flew over 3,000 combat
sorties while assigned to the La Fayette Escadrille. The pilots faced a casualty rate of 30%, seven were killed
and several wounded in aerial combat. Their impact was solid, if unspectacular: in 20 months, they had 42
confirmed victories and perhaps as many as 100 unconfirmed victories. Their highest‐scoring ace was Raoul
Lufbery with 16 kills, who later was killed in action with the 94th US Squadron. The squadron’s true signifi‐
cance derived from its role as a symbol. By glorifying the La Layette Escadrille, the French government in
particular hoped to shift public opinion in the U.S. away from neutrality and toward active support for
France. Although not all the applicants became members of the N124, many of them nevertheless passed
through the La Fayette Flying Corps. About 200 Americans eventually passed through the French Air Ser‐
vice’s training program.
After America’s formal entry into the war the Escadrille passed into American hands in February 18, 1918, as
the 103rd Pursuit Squadron. Most members of the La Fayette Escadrille initially opposed their transfer to
the U.S. Air Service, and only seventeen of them joined the 103rd Pursuit Squadron. They questioned, for
example, the qualifications of untested American airmen to command them. In contrast, General William
Kelney, Chief of the Air Service, needed an experienced cadre of combat aviators and tried to