ver the tanker, trying to get
directly over the funnel, with the idea, apparently, of dropping a bomb
into it and wrecking the engine room.

When attacked the Cushing was about twenty-five miles from Antwerp and
eight miles from the North Hinder Lightship. It was near 7 o'clock in
the evening, but the sun had barely touched the horizon, and there was
ample light for the pilot of the biplane to see the words, "Cushing, New
York, United States of America," painted on each side of the vessel in
letters eight feet high, and to note the Stars and Stripes at the
masthead and the taffrail.

When the airship was first noted it was several thousand feet in the
air, but dropped as it approached the ship, and soon was only about 500
feet up. Suddenly it swooped down to about 300 feet above the Cushing.
Then there was a tremendous explosion, and a wave flooded the stern
deck. A second bomb missed the port quarter by a foot or so, and sent
another wave over the lower deck.

The biplane swung up into the wind, hung motionless for a second or so,
then came the third bomb, which just grazed the starboard rail and shot
into the sea.

The airship hung around for a few minutes, then headed toward the Dutch
coast. She was flying a white flag, with a black cross in the centre,
the pennant of the German air fleet.

CASE OF THE GULFLIGHT.

_Official confirmation of the attack on May 1, 1915, by a German
submarine on the American oil tank steamer Gulflight off the Scilly
Islands came to the State Department at Washington on May 3 in
dispatches from Joseph G. Stephens, the United States Consul at
Plymouth, England. Two members of the crew were drowned, the Captain
died of heart failure, and thirty-four members of the crew were saved.
Following is the sworn statement of Ralph E. Smith, late chief officer
and now master of the Gulflight, received from Ambassador Page and
published by the State Department at Washington on May 11:_

I am Ralph E. Smith, now master of the steamship Gulflight. At the
commencement of the voyage I was chief officer. The ship left port at
Port Arthur on the 10th day of April, 1915, about 4 P.M., laden with a
tank cargo of gasoline and wooden barrels of lubricating oil. The voyage
was uneventful.

When about half way across the Atlantic the wireless operator told me
there was a British cruiser in our vicinity and that he had heard
messages from this ship the whole time since leaving Port Arthur, but
she made