Who is Nuri Bey, one of those who gave life to this country?

Our Air Martyrs at the Salahaddin Eyyubi Shrine

I wrote my second article on this subject as the second in the series of "Those who gave life to this country", with the thought of introducing our heroes who gave their lives to Turkish Aviation to the younger generations, explaining their struggles, and contributing to the future breakthroughs they will make in the future with the lessons they will take from the history. I bought.

We continue the second of my series of "Those who gave life to this country" by describing the life and struggle of our Hero Airman Nuri Bey. I would like to express my gratitude to those who contributed to all the researched and published works on this subject.

Nuri Brain Receiving Pilot Training:

Nuri Bey was born in 1890. His father is Osman Efendi from Kurusaray village of Boyabat and his mother is Seher Hanım from Okçu Mehmetler village. He entered the Mühendislikhane-i Berr-i Hümayyun (Harp Academy) on 28 November 1907. He graduated with the rank of Field Artillery Mülazım-ı Sani (Lieutenant) on April 15, 1910 and was appointed to the 2nd Army.

In the years 1909-1910, the beginning of aviation in the European Army Organization coincides with the period when the Italians attacked Tripoli. With the orders and directives of Mahmut Şevket Pasha, who was the Minister of War at that time, the Aircraft Commission was established under the Presidency of Staff Lieutenant Colonel Süreyya (İlmen) Bey, which is affiliated to the General Directorate of the Inspector General of the Kıtaat-i Fenniye and Mevakii Fortifications. The commission started by sending talented, volunteer and foreign language-speaking officers to Europe in order to buy aircraft and train pilots without wasting time. In accordance with the agreement with the REP Aircraft Factory, eight of our officers were sent to the Flight School of the Bucg Factory in France.

Nuri Bey was among these officers. Captain Refik Bey and Lieutenant Nuri Bey, young officers who went to the Bucg Flight School on April 1, 1912, showed themselves with their talents and managed to attract the attention of the instructors. These two talented officers completed their training on 22 June 1912 and were awarded a badge. Nuri Bey, after returning home as a pilot, continued his education and consolidation of his flight experience at the Yeşilköy Aircraft School, while he was able to reach an altitude of 1500 meters, once in Hadımköy and twice in Istanbul, during these flights. A certificate of achievement was given on December 26, 1912 by the General Inspectorate of Scientific Continents Fortified Sites.

Our Airliners in the First Balkan War:

The nationalist movements that spread to the world with the French Revolution affected the nations that were the subjects of the Ottoman Empire at that time. With the provocation of the states that took advantage of the weakening of the empire, on September 30, 1912, the Balkan States declared mobilization and attacked the Ottoman lands on the morning of October 16, 1912. Our army was strategically divided into two parts for this war it faced.

The eastern army was on the Kırklareli-Çatalca line, and the western army was on the Thessaloniki-Thessaly line. After Edirne was designated as the Main Headquarters, two aircraft detachments were allocated to the eastern and western armies. German and Turkish pilots were deployed in Kırklareli with 2 Italian planes allocated to the eastern army. However, in the first phase of the war, when the Bulgarians attacked Kırklareli, 2 planes given to the Eastern front were left in the hands of the enemy. One BLEROT and one REP aircraft allocated to the Western army were prepared in Thessaloniki.

Five days before the start of the war, Captain Fesa, Lieutenant Nuri, First Lieutenant Fethi and Abdullah, who were appointed to the command of the Western army, were sent to Thessaloniki and from there to Köprülü with planes. After the reconnaissance flights were made by Nuri Bey and his friends in order to learn the situation of the enemy in Köprülü, they returned to Thessaloniki from Köprülü and started reconnaissance flights upon the verbal order they received from Zeki Pasha. However, when the Greeks approached Thessaloniki, they hid in the house of Fahrizade Adil Bey, a member of the Society of Islamiye. Meanwhile, they were secretly put on a ship sent by the Egyptian Prince Ömer Pasha, with the support of the British Consulate, to take the immigrants to Izmir. While Fesa, Fethi and Nuri Bey, our pilots, were able to return home, Abdullah Bey was captured by the Greeks. Thus, our aviators, who could only make a few reconnaissance in the first stage, lost four planes and although they had not even declared their independence yet, the Balkan countries were prepared for war.

In this war, the Greeks used six French Formen type planes, three of which were gifted by the American Greeks, and seaplanes in the later stages. The Bulgarians bought three double-surface seaplanes from France, and the Russians allocated them with the pilots of ten planes. The Bulgarians also used fixed surveillance balloons throughout the war. The Serbs, on the other hand, had a fleet of four or five planes led by the French. Montenegro alone did not have an aircraft.

When the Balkan War started, there were six planes in the Ottoman army. These are Deperdussin. They were Bleriot, Harlan, and Mars-type aircraft. Desperation and correspondence continued throughout the war regarding the search and purchase of aircraft. The fixed balloon was never used due to gas shortage.

In November, Western Rumelia was largely lost, and the Ottoman Western Army, which lost the Manastir Pitched Battle on 16-18 November, had to retreat to the east in front of the Serbs. Serbs; After Florina, Rense and Monastery, they reached the Adriatic coast and took Drach. Only Ioannina, which Esat Pasha's forces defended against the Greeks, and Shkodra, which Hasan Rıza Pasha defended against the Montenegrins, could continue the heroic resistance. Greek planes participated in the operations of the troops by making reconnaissance flights to Ioannina.

In the first phase of the 1912-1913 Balkan War, the Turkish Military Aviation, which was still in the establishment phase, unfortunately could not achieve the desired success with the aviators who did not have the experience. However, after the army withdrew to the Çatalca line, after increasing the flight hours by taking advantage of the maintenance, repair and supply facilities of the Yeşilköy Aircraft School, and gaining experience and knowledge, a small group of officers consisting of Captain Fesa, Captain Salim, First Lieutenant Fethi, Lieutenant Fazıl, Lieutenant Nuri and army officers were recruited. air power was created. These airmen, who participated in the forward operation of the army in the second phase of the Balkan War, carried out successful and very useful reconnaissance flights on the right and left flanks.

Increasing Importance of Aviation in the Ottoman Empire:

In those days when aviation gained importance, many studies and campaigns were launched to increase interest in aviation. In this scope; In order to encourage young and talented officers, it was decided to give a reward of 5,000 kuruş to the aviator who could fly in the air for at least one hour. Lieutenant Nuri Bey won this award by flying over Istanbul and Çatalca several times for more than an hour. Nuri Bey, who made continuous experience flights and strengthened his flight skills with the REP aircraft delivered to him, made the first long-distance flight from Yeşilköy to Büyükçekmece and Terkos on 16 November 1912, and this flight was reported to the Commander-in-Chief to be appreciated.

Due to the aircraft activities at the front, three active aircraft were left in Yeşilköy on 25 March. That's why the school insisted on buying two new Bleriots. At the end of February, the principal of the school, Süreyya Bey, was dismissed and in April he was appointed to this position for the third time. Meanwhile, upon the need seen by the Commander-in-Chief, Süreyya Bey, commission member Mehmet Ali and pilot Lieutenant Nuri Bey were sent to Germany to receive the Parseval-guided balloon. Sureyya Bey and his delegation took delivery of the Parseval guided balloon after the test flights and returned to Istanbul. The balloon was brought to Istanbul by sea from Constanta and was lowered to the Tophane dock. However, 2 Bleriot XI 24s from France could not be delivered to San Stefano for a long time.

Meanwhile, our pilots were continuing their reconnaissance flights in Thrace with the limited number of planes at hand. From time to time, accidents and massacres occurred. On September 22, 1913, during the second phase of the Balkan War, Nuri Bey, who was known to have made very successful reconnaissance flights, crashed with Artillery Lieutenant Sadık Bey somewhere between the Danube and the Meriç River due to the breakage of two of their piston rods. However, they escaped unharmed after this accident. One week after this event, on September 29, 1913, the Balkan War was ended.

Nuri Bey's Flight Breaking a Distance Record:

With the end of the war, Nuri Bey decided to fly the 240 km airway between Edirne and Istanbul at once, without landing anywhere, and by chance, together with Lieutenant Hami from the Edirne Corps Radio Detachment, on 24 October, with Prince Celaleddin's airplane, he took off from Edirne to Babaeski, Çorlu and They managed to descend to the square in Safraköy via Çatalca.

Nuri Bey's first long flight of 3 hours and 5 minutes was rewarded with 10 gold. The flight was published in the Tasvir-i Efkar newspaper, dated 25 October 1913, as follows: “Tasvir-i Efkar, an air officer who fulfilled his wishes for the advancement of the most important war and civilization vehicle of aviation in our country for months, came from Edirne yesterday morning, even though he had a friend with him. He arrived at the aircraft hangar in Sarayköy and landed. This event is the first great success of our Turkish Military Aviation history to be written in the future, and the biggest step in the way of scientific progress in our country.”

Nuri Bey's air travel from Edirne to Istanbul, carried out by forcing the conditions with limited means, encouraged Turkish pilots to make long-distance flights.

Removal of Staff Colonel Süreyya Brain from the Head of the Aviation Organization:

In the last days of 1913, Süreyya Bey added a new report to the Ministry of War, which, although he had written many times, was not put into practice. Stating that his aim is to provide great services, that his duty is to provide great services, and that although his duties include a wide field of activity, his authority is limited, and that the aircraft and ballooning are carried out by a separate branch affiliated to the General Directorate of Continental Fenniye and Local Fortification Inspector (establishment of a new organization) and He suggested that he be brought in himself. He also stated, "If an expert on this subject from the German Military Delegation is appointed to work with me, our aviation and ballooning will improve a lot." However, Staff Colonel İlmen was never given the professional authority and freedom he desired. Staff Colonel Süreyya Bey, who is highly equipped, closely following world aviation, and knowledgeable, was appointed to the Command of the 31st Division in Erzincan on January 8, 1914, and was removed from aviation and Istanbul. Thus, the Turkish Military Aviation Organization has been deprived of a knowledgeable, organizational and foresighted expert who has spent great effort since its establishment.

Cairo Expedition Preparations:

On January 14, the former principal, Major Veli Bey, was appointed as the principal of the school, this time in person, and the preparations for the Cairo expedition began.

There were 3 new Bleriots (Muavenet-i Milliye, Ertuğrul, Tarık Bin Ziyad) and 2 Deperdussins (Ottoman, Prince Celaleddin) who were able to fly at Ayastefanos (Yeşilköy) Airport. Bleriot type Muavenet-i Milliye and Deperdussin type Prince Celaleddin, which was a gift from an Egyptian Prince, were chosen. Between Istanbul and Cairo, which is 2500 km, and after arriving in Cairo, the flight to Alexandria was divided into 13 stages by adding another 170 km.

• Istanbul-Eskişehir (220 km)

• Eskişehir-Afyonkarahisar (120 km)

• Afyonkarahisar-Konya (280 km)

• Konya- Ulukışla (150 km)

• Ulukışla-Adana (130 km)

• Adana-Aleppo (200 km)

• Aleppo-Homs (180 km)

• Homs-Beirut (300 km)

• Beirut-Damascus (90 km)

• Damascus-Jerusalem(200 km)

• Jerusalem-El-Arish(150 km)

• El-Ariş-Port Said (150 km)

• Port Said-Cairo (175 km)

Ground services were well organized. Landing areas in the stages were determined in advance, and gasoline and oil were sent to each square. Spare parts that might be needed in centers such as Konya and Aleppo were stored in advance. In addition, Lieutenant Murat and Cemal Bey, who are mechanic officers, would follow the planes from the land and make the necessary maintenance and repair. It was determined by the pilots and the people who would use the planes. Fethi Bey was going to use the Muavenet-i Milliye (Bleriot) plane, and Captain Sadık Bey was going to coincide.

The pilot of Prince Celaleddin (Deperdussin) was Nuri Bey, who regularly flew on this plane and made the Edirne-Istanbul flight for the first time. Captain İsmail Hakkı Bey was assigned to make his chance.

The French pilots who took the Paris-Istanbul-Cairo flight were very experienced master aviators. In addition, being civilian pilots and adventurous personalities, they embarked on such a risky journey. Despite this, only two of the three pilots who set out were able to complete the journey.

In those days, the Ottoman Empire had neither an airplane nor an experienced pilot to risk. Despite all the difficulties and negative possibilities, the start date of the journey and the program were officially announced on 6 February 1914. Two days later, on February 8, the Minister of War Enver Pasha, the Minister of the Navy Çürüksulu Mahmut Pasha, the Minister of the Interior Talat Pasha and the 1st Army Commander Cemal Pasha came to Ayastefanos Airport to be present at the ceremony. Hatice Sultan, the eldest daughter of Murat V, sent a bouquet of flowers and wished luck to our aviators.

Enver Pasha stated that the task was important, that although the Ottoman aviation was new, the officers had skill and courage in aviation, and that he was sure that they would successfully deliver the Ottoman flag in accordance with the purpose, and wished them a good journey.

Cairo Expedition Begins:

After the speech ended, the two planes that were to bid farewell first took off at 09:10, the Muavenet-i Milliye used by Fethi Bey, and two minutes later by Nuri Bey. Nuri Bey had to return to Ayastefanos Airport from Bursa due to the very cloudy weather and poor visibility. After the fog cleared in the afternoon, the plane's engine, which took off again, this time failed over Karamürsel, and had to land in Iznik. Nuri Bey, who went to Lefke after the fault was fixed, took the Bilecik and Eskişehir mails and delivered the mail bag to the relevant people in Bilecik. Thus, the first air mail was carried by Turkish planes. When the engine of the plane, which took off to go to Eskişehir at 16.20, suddenly stopped at an altitude of 1,700 m, a forced landing was made in the Poyra village around Bozhöyük. The plane, which ran out of fuel because the gas tap broke in the air, was damaged by landing a little hard.

Nuri Bey, who was waiting for the mechanic Lieutenant Murat Bey, who came from Eskişehir the next day, to repair the plane, was able to reach Eskişehir on 12 February. Despite two take-offs on 13 February, the flight was canceled due to engine jolts. Departing from Eskişehir on 14 February, the aviators changed their flight routes due to heavy fog and went to Akşehir after a while after landing in Bolvadin. This was the most difficult stage of the journey for Nuri Beyle, who was able to go to Konya on 17 February due to a breakdown and bad weather.

On February 18, Prince Celaleddin's test of crossing the Taurus Mountains began. When Nuri Beys, who took off from Konya, passed Karaman and came to the foothills of Taurus, they had to return to Karaman because they could not gain altitude due to the reverse wind. Realizing that the plane could not cross the Taurus Mountains with random chance, Nuri Bey decided to send the random Captain İsmail Hakkı Bey to Tarsus by land.

Nuri Bey, who took off alone on 19 February, easily ascended to an altitude of 4000 meters, crossed the Taurus Mountains in an hour and landed in Tarsus. Nuri Bey, who took İsmail Hakkı Bey, who came to Tarsus on 20 February, flew to Adana to go to Aleppo the next day. They took off to Misis, but again due to engine failure, they had to land in Misis. Having changed the spark plugs, the aviators leaving Misis on February 22 were able to reach Artak before they ran out of fuel, and to Aleppo on February 23, after battling a severe storm in the Snake Mountains.

On the 24th of February; We set out for the Hama, Homs, Beirut route. But bad weather, rain and strong wind did not allow them to fly; Finally, a forced landing was made in Hazım Village, 12 km west of Hemdaniye Station, on the Homs road. After three days of waiting for the damage to be repaired, the aviators reached Hama on February 26 and Damascus on February 27.

Nuri and İsmail Hakkı Bey took off from Hama on Friday morning, 27 February 1914, to Homs at 10:00; After staying there for four and a half hours, they left at 14.30 and when they landed in Damascus at 16.30, they encountered the news of Fethi and Sadik Bey's death. After this tragic accident, Nuri Bey was ordered to take the coastal road followed by the French aviators, thinking it would be safer. Nuri and İsmail Hakkı Bey, continuing their journey from Damascus in the direction of the coast as per the instructions, reached Beirut and from there to Jaffa on 9 March.

Martyrdom of Nuri Bey:

Thousands of people gathered on the shore to watch the plane take off from Jaffa to Al-Arish on March 11, 1914. Just behind the flight area were high hills, and unfortunately the wind was blowing from the hills towards the sea. Normally, one would have to wait for the wind to change direction, but due to low engine power, Nuri decided to take off in the direction of the wind with an airplane that could hardly carry two people. The plane started to roll in the direction of the sea, but they could not gain altitude at take-off. When they were on the sea, they could only fly a few meters above the water surface. Thinking about the risk of flying in this way, Nuri Bey, while trying to turn the head of the plane towards the wind by making light turns, lost its wing to the water and they fell into the sea.

While İsmail Hakkı Bey, who could not swim, was holding onto the plane, Nuri, who could swim very well, tried to return to the plane after swimming towards the shore for a while, but his strength was not enough. The people of Yafa, who saw the accident and caught up with the boats, took him out of the sea and gave medical attention on the shore, but it was not possible to bring Nuri Bey back to life. The survivors, İsmail Hakkı Bey, and the plane were landed. Nuri Bey's corpse was brought to Damascus and buried next to Fethi and Sadik Beys after a big funeral ceremony held here.

Fethi, Sadik and Nuri, who went down in history as our first air martyrs, are lying next to Saladin in the courtyard of the Umayyad Mosque in Damascus today.

Rest in peace.

References:

1. İlker in Turkish Aviation/ Sinemis Oğuz.

2. Turkish Aviation History / Osman Yalçın

3. Doctoral thesis, First Aviation Activities in Turks / Cemal BALIKÇI