Category WWI Air

Two Different Accounts of the Same Air Battle – part 2 of 2

Christopher A. Lawrence
November 29, 2021

Fokker E.III at the airport in Jaroměř, Pterodactyl Flight, Radka Máchová, 2016 – photo taken by “Portwyn” (from Wikipedia)

And then Boelcke’s letter continues, clearly referring to events on the same day (from same paragraph that says “on the 9th…”):

“The French were very cross with us about that; when the pair of us arrived at the front in the evening for a peaceful bit of hunting, practically all the French aircraft in the neighbourhood went for us. And suddenly those fellows really got megalomania and attacked me; among the assailants was a new type of biplane (with a cockpit and very fast). They appeared to be very astonished that we calmly let them attack us — on the contrary we were very pleased to run up against someone who didn’t bolt at once. After several futile attacks they retired, but we–being far from lazy–went after them, and each of us forced an enemy machine down in a glide.

As it was fairy late, we were satisfied with this success and flew off, side by side, in the direction of Douai [their home airfield]. But when I happened to look round, I saw two other machines circling about behind their lines. As I did not want to give our people in the trenches the impression that we were bolting, I signalled to Immelmann that we would fly round a couple of times, just to show that we were cock of the walk. But Immelmann misunderstood me and attacked one of the Frenchmen (Farman type, without a cockpit), who was not going to be drawn into a fight and so sheered off. But while Immelmann was busy with the Farman, the other Frenchman (a Morane-Saulnier Biplane) swooped down on him from behind. So then I had to turn back to help Immelmann, who could not see the second French machine. When the Morane saw me coming up, he turned round to meet me, I peppered his nose a bit, so that he got in a funk and turned back. That was his greatest mistake. I sat on his neck, and as I hung on and came up fairly close–up to fifty metres–it was not long before I hit him. I must have mortally wounded the pilot–suddenly he threw up both his hands and the machine went down vertically. I watched it fall, and saw it turn over a couple of times and crash about four hundred metres in front of our trenches. Our people ascertained that it was smashed to bits and both inmates dead.

Meanwhile it had grown fairly late and was high time for us to fly home, especially as our petrol was running out. Finally we had to land about eight hundred metres in front of our aerodrome; as the corn had already been cut, we succeeded in making good landings in spite of the growing darkness.

There was much joy in the section over my new victory. Our infantry had already rung up from the trenches to announce the crash…”

Now Immelmann’s letter of 11 September;

“The following day [which would be the 10th] I forced two enemy aircraft to land. Boelcke joined in the fight with the second one.

We signalled to each other to fly home, because it was already dusk. Suddenly I saw an enemy biplane attack Boelcke from behind. Boelcke did not seem to have seen him.

As if by agreement, we both turned round. First he came into Boelcke’s sights, then into mine, and finally we both went for him and closed up on him to within 50-80 metres. Boelcke’s gun appeared to have jammed, but I fired 300 rounds. Then I could hardly believe my eyes when I saw the enemy airman throw up both his arms. His crash helmet fell out and went down in wide circles, and a second later the machine plunged headlong into the depth from 2,200 metres. A pillar of dust showed where he hit the ground.

So then home. It was almost dark. Flares were burning when we reached our aerodrome, we could see nothing of the aerodrome itself. Suddenly my engine stopped–run out of petrol. So a forced landing. I made a smooth landing in the darkness, climbed out and looked round for Boelcke. He had been flying behind me. Nothing to be seen of him. Finally–he had he same bad luck. Ran out of petrol and made a forced landing. We were welcomed with congratulations on all sides, for everyone had watched the fight and the crash which ended it through their field-glasses.”

So:

From Immelmann’s account:

Immelmann victory on the 9th?
2nd Immelmann victory on the 10th?

From Boelcke’s account:

Just a single Boelcke victory on the 9th or 10th?
If Immelmann did shoot down a plane on the 9th or the 10th, which one was it?

By the way, with modern text messaging, emails, and tweets, will we be able to preserve these type of accounts of what happened in combat like they did with letters?

Air Warfare World War I WWI Air

Two Different Accounts of the Same Air Battle – part 1 of 2

Christopher A. Lawrence
November 29, 2021

On 9 September 1915, both Oswald Boelcke and Max Immelmann are credited with a kill, the 3rd kill for Boelcke and the 2nd for Immelmann. According to the Aerodrome website, Boelcke shot down a Morane two-seater in the P.M. at French lines. Immelmann shot down a biplane. We gather these claims are drawn from Norman Franks books.

See:

http://www.theaerodrome.com/aces/germany/boelcke.php

Max Immelmann (theaerodrome.com)

Now, I do have letters from both pilots that discuss these air battles. Unfortunately, they do not agree (bolding is mine).

From Boelcke’s letter dated 18 September 1915:

“On the 9th, we succeeded in getting on either side of huge French fighting machine, so that it did not know what to do and only escaped us by a hasty dive.”

From Immelmann letter dated 11 September 1915:

“Only yesterday and the day before yesterday it was different. I forced an artillery flier down. At first there were three enemy fighters in the neighbourhood, but after a while only me. The machine was a huge thing, with two engines and two machine guns; it was 3,400 metres up and I was 3,200. I therefore screwed myself up a bit higher on our side of the lines, and crossed when I reached 3,400.”

“Suddenly I caught sight of Boelcke, who wanted to attack, but was much lower. He followed me. After I had fired 100 rounds, the enemy began to go down. Then Boelcke was able to attack him as well. The enemy as now between two fires; he went down in a series of very risky turns. He could not escape us.”

“After I had fired 250-300 round he made a hasty landing. Unfortunately he succeeded in reaching his own ground. Meanwhile we had come down to 1,900 metres, and it was pitch dark. So home! When we landed, we found they knew all about our success. Someone had telephoned that two Fokkers had shot down an enemy fighter.”

This story continues….

Air Warfare World War I WWI Air

Warbirds Over the Beach Airshow 7 (final Great War pictures)

In early October I spent the weekend in Virginia Beach at the “Warbirds Over the Beach” airshow. This seventh post on the air show include some more Great War airplane pictures that I took and a few other pictures taken by others. It will be my last post of Great War airplanes for now.

This is a replica of SE-5a. One of the better allied fighters in the war (5205 built). It usually had one cowling mounted machinegun and one Lewis gun mounted on the upper wing.

There are videos of it taxiing here: https://aerodynamicmedia.com/taxi-tests-underway-for-military-aviation-museums-new-s-e-5a-video/

I forget what this plane is. Anyone recognize it?

This is an Albatros DVa. The Germans spell ‘Albatross’ with one ‘s.’

Nice period piece:

This is a 7/8th scale replica of a Spad XIII. I am truly mystified why someone would build a 7/8th’s scale replica. This is actually a flying model. See this link: https://militaryaviationmuseum.org/aircraft/wwi-aircraft/

Warbirds Over the Beach Airshow 6 (Fokkers)

In early October I spent the weekend in Virginia Beach at the “Warbirds Over the Beach” airshow. This sixth post on the air show include some more Great War airplane pictures that I took, and a few other pictures.

Fokker became famous during the Great War. In addition to inventing the first working synchronized machinegun, he also built a few nice planes. The first famous one was the Fokker Eindecker (E.I, E.II, E.III and two gunned E.IV, etc.), which was basically a French Morane Saulnier G with a metal frame and a Oberursel U.I. 9-cylinder rotary engine with 100 horsepower. This was a license built copy of the French Gnome Delta. The Morane Saulner G also used a Gnome engine (80 horsepower version). Below is a picture of replica of a Fokker E.III:

The next famous Fokker, and arguably the most famous, is the Fokker DR.1 triplane. All Great War airshows seem to have one of these. This show had two. It was the plane that Baron Manfred von Richthofen (“The Bloody Red Baron”) scored his last 17 kills with and was shot down in.

Picture from the Military Aviation Museum.

And then there was the Fokker VII. There were two copies in the museum, but none flying that weekend.

Note: As indicated in the side markings, this Fokker DVII was built by Albatross. Below is a Fokker built by Fokker.

And then there was the Fokker D.VIII, back to using a single wing after using three and then two.

Anthony Fokker was Dutch, not German. After the war he moved back to Holland and then to America. He passed away in New York City in 1939 at the age of 49. This was one of his famous post-Great War planes:

The Southern Cross in 1943 (from Wikipedia)

This plane made the first ever trans-Pacific flight from mainland United States (Oakland, CA) to Brisbane, Australia in 1928. It was a distance of 7,250 miles (11,670 kilometers). It did stop at Hawaii and Fiji along the way. The crew was two Australian pilots and two Americans, a navigator and a radio operator.

Warbirds Over the Beach Airshow 5 (Halberstadt CL IV)

Christopher A. Lawrence
October 26, 2021

In early October I spent the weekend in Virginia Beach at the “Warbirds Over the Beach” airshow. This fifth post on the air show include some more Great War airplane pictures that I took, and a few other pictures.

This is a Halberstadt CL IV. This was a late war plane introduced in 1918. Mercedes 6-cylinder water-cooled in-line piston engine of 160 horsepower. Some 700 were ordered. Two forward firing fixed machineguns (LMG 08/15 “Spandau”), one ring mounted machinegun (Parabellum MG 14) for the observer.

This version is a replica and it does differ from the original in a number of areas.

Of interest is the rear mounted machinegun on an circular ring mount. This was something the Germans were doing but the allies were not. This does appear to be a precise recreation of the ring mount.

The exterior radiators do not appear to be “standard issue.” Probably a modern addition. Below is a picture of a CL IV in the National Museum of the United States Air Force.

I do not think the high back seat is “original issue.”

And the cockpit. The windscreen is a modern addition. These airplanes did not have such a windscreen. Not sure how much of this cockpit is authentic.

A look from above with another museum piece. Note that ring mount is fundamentally different.

Source: Wikipedia taken by Eric Salard.
Plane is at the Steven F. Udvar-Hazy Center of the Smithsonian National Air and Space Museum

So this version in Virginia Beach does not appear to be a perfect reproduction, but it does fly.

Halberstadt CL.IV Takeoff – YouTube

And a Great War era picture:

Source: https://www.militaer-wissen.de/halberstadt-cl-iv/?lang=en

For comparison, I have added a picture of the machinegun mount of a Sopwith 1 1/2 Stutter to the post on that plane.

WWI Air

Warbirds Over the Beach Airshow 4 (Nieuport 17)

Christopher A. Lawrence
October 21, 2021

In early October I spent the weekend in Virginia Beach at the “Warbirds Over the Beach” airshow. This fourth post on the air show include some more Great War airplane pictures that I took, and a few other pictures.

Cockpit picture of a Nieuport 17, one of the most common of the French fighters (some 3,600 built). Now, I don’t know how authentic the cockpit is. They may have added some gauges for the sake of modern pilots, as this is a flying model. The sign that says “experimental” is not original issue. I gather it is there to meet an FAA requirement.

The plane was missing a gun. So, here is a period drawing of such:

The Alkan-Hamy synchonization gear installed in a Nieuport 17 (source: Wikipedia)

They also often just carried a Lewis gun on the top wing (or both)

Early Nieuport 17 in July 1916 with a Lewis gun and a cône de penetration (Source: Wikipedia)

WWI Air

Warbirds Over the Beach Airshow 3 (Sopwith 1 1/2 Strutter)

In early October I spent the weekend in Virginia Beach at the “Warbirds Over the Beach” airshow. This third post on the air show includes some more of the pictures I took, and a few other more “professional” pictures.

After immersing myself in the thrilling displays at “Warbirds Over the Beach” in Virginia Beach, I couldn’t help but indulge in daydreams of owning a beachfront property. The serene waves and sandy shores beckon, offering a tranquil escape from the everyday hustle. Imagine waking up to the sound of the ocean, the salty breeze wafting through your windows. Whether it’s a cozy cottage or a modern beach house, the allure of beachfront real estate is undeniable. For those captivated by coastal living, exploring options like Miami’s vibrant offerings at https://exprealty.com/us/fl/miami/ presents an exciting opportunity to turn these dreams into reality.

Owning beachfront property isn’t just about luxury; it’s about embracing a lifestyle where every day feels like a vacation. Picture yourself strolling along the shore at sunrise or hosting friends for sunset gatherings with the ocean as your backdrop. The charm of beach communities like those found in Miami, with their blend of cultural richness and natural beauty, makes them a prime choice for those seeking both relaxation and adventure

This is a flying model of the Sopwith 1 1/2 Strutter. I have already posted this picture. The Sopwith 1 1/2 stutter did its first flight in December 1915 and was introduced to combat in April 1916. It was the first British aircraft to enter service with a forward firing synchronized machine gun that fired through the propeller. It was also the first airplane to have air brakes (the Wikipedia article on air brakes only started discussing their history in 1931). It had a 130 horsepower French built Clerget 9B 9-cylinder air-cooled rotary piston engine. I gather 1,280 were built in England and 4,500 were license-built in France by 11 different companies.

This picture below taken by a friend of the same plane at the same time. Not sure why his picture looks brighter and better than mine. We were both using Apple I-phones. But then, I am really not that patient enough to be a good photographer.

They also had one in the museum

This is the observers compartment. Note the control stick. I gather this is a field improvisation, but was done during the Great War.

This is link is worth looking at, showing how one is constructed, fully documented in pictures: https://www.kipaero.com/aero-documentation/sopwith-construction/

This is their picture of the air brake:

A useful discussion of Sopwith 1 1/2 Strutter airbrakes: http://www.theaerodrome.com/forum/archive/index.php/t-33348.html

And here is a picture of the plane during the Great War. Note the machinegun mount.

Vickers-build Sopwith 1-1/2 Strutter A8747 of the 43 Squadron RFC. Source: https://www.pinterest.co.uk/pin/416020084322288272/

Warbirds Over the Beach Airshow 2 (Bleriot XI)

Christopher A. Lawrence
October 15, 2021

Spent the week before down in Virginia Beach at the “Warbirds Over the Beach” airshow. This second post on the air show includes some more of the pictures I took, although they are far from “professional”

In their museum is a Bleriot XI. It did not fly. This airplane may have been the second most significant airplane in history, after the various Wright Flyers. It was primarily designed by Raymond Saulnier. It relied upon the Wright brothers “wing warping” for lateral control, vice using ailerons. Over a thousand were manufactured between 1909 and 1914.

Louis Bleriot flew this plane over the English channel in 1909. It was also used by Adolphe Pegoud for his various inverted flight and loop demonstrations in 1913. The first British pilots to conduct loops also used this plane.

You are able to get up close and personal with the planes.

Raymond Saulnier designed the very similar looking Morane-Saulnier, which Roland Garros flew across the Mediterranean from southern France to Tunis. The Morane-Saulnier was pretty much just copied to create the Fokker Eindecker that started the Fokker Scourge of 1915-1916.

Fokker E III Eindecker – 1916 (from Wikipedia)

WWI Air

Warbirds Over the Beach Airshow 1

Spent this last week down in Virginia Beach at the “Warbirds Over the Beach” airshow. Also visited their museum. Took a few pictures, although far from “professional”

Here are some of the Great War planes lined up behind the hangers. These are all flying models:

The first plane is the Curtis Flyer, 1911. This is a reproduction. It did fly this weekend, lifting off from the airfield, but not too high, and then landing back down.

Next is the Fokker D VIII. It was the most developed and advanced Fokker of the war, with a few less wings then the more famous Fokker Triplane. It definitely flew with more power and gusto then the rest of the planes.

And then there are the Fokker DR1 of Fokker Triplanes, made famous by the
Bloody Red Baron. They had two flying models.

And then there was the Sopwith Triplane. Note the minor design differences, in particular the “fourth wing” between the wheels of the Fokkers.

Finally, among the flying aircraft was a Sopwith 1/2 strutter two-seat aircraft. No Sopwith Camel though.

And finally, the three Fokkers.

Sorting out the Tucson Race of March 20, 1915

Christopher A. Lawrence
July 22, 2021

Eddie Rickenbacker in his Maxwell racer at Tucson, Arizona in 1915.

Not the usual subjects I look at, but was trying sort out the results of the Tucson Indy-car race on March 20, 1915.

One internet source I have shows the 11 runners. It has George Clark leading the first lap and Barney Oldfield (THE Barney Oldfield) leading the next 23 laps.

See: https://www.racing-reference.info/race-results/1915_Tucson_Race/UO/

But apparently in the real world, Eddie Rickenbacher was leading the race for a while (THE Eddie Rickenbacher, America’s top ace in the Great War).

So, an article on 21 March 1915 in The Arizona Daily Star, says in part:

Dick Clarke, who many of the fans had picked as Tucson’s best bet, got the jump on the start and beat the [Hubbell’s] Mercer into the first turn. Oldfield started like a shot out of a cannon and led the [McVoy’s] Mitchell…Rickenbacker, driving the last Maxwell, was hardly around the second curve when the crowd commenced shouting “car coming!”….Doubt gave way to pandemonium as Dick Clarke shot past the stand, not only holding his own in first place but gaining. Six seconds later came another and the crowd went wild: it was the popular favorite Barney Oldfield who had passed the Mercer and was trying to catch the flying Stutz.

This is the lap in which Oldfield averaged 72 miles an hour and caused his manager to flash a signal to him when he passed his pit to take it easy. According to his manager, nothing on four wheels was going to stand that pace for a hundred miles of the bumpy dirt track.

Clarke Eliminated

Two more laps for Clarke and then a painful wait which ended when were Clarke brothers were seen walking toward the grandstand. “Broken connecting rod,” said Dick….

Meanwhile Rickenbacker, who before the race had remarked he would “win or smash” was driving like a demon. In the eighth lap he was 29 seconds ahead of Barney who driving like mad to keep away from the other two Maxwells who were after him. But the jinx decided that it was not a Rickenbacker day and in the thirteenth lap the “win or smash” driver went to the pits. Loose radiator connection and flooded spark plugs. Seven valuable minutes were spent making repairs and away again like the wind.”

So, it does appear that Dick Clarke led for first 2 or 3 laps, and by lap 8 Rickenbacher was in the lead until lap 13. Oldfield took the lead for the rest of the race.

There is a stat chart for the race in the paper:

Rickenbacher does note in his book Rickenbacker: An Autobiography, on page 62 that:

“The Maxwell Automobile Company had entered the racing field with a 3-car team and one extra car. Two well-known drivers, Barney Oldfield and Bill Carson, had already signed on, and I was the third. My role was to burn up the track and wear down the opposition while Oldfield and Carlson, less aggressive drivers, would hopefully come on strong in the last laps and win the race. Though we knew that the Maxwells were not superior racing cars, we hoped to hold our own in them through determination and driving skill, and it did work out that way.”

Photo drawn from: https://www.firstsuperspeedway.com/photo-gallery/rickenbacker-maxwell-1915-lr4

P.S. Spelling contradictions:

Dick Clarke is spelled Clark in other sources and also referred to as “George Clark.”
The Swiss-American Rickenbacker actually spelled his name at this time as Rickenbacher. He changed the spelling in 1918 to be less German, or to “take the Hun out of his name.” But, the Tucson newspaper spelled it with a “ck” for this race.
Adolph Rickenbacher, his distant cousin and a luthier, established in 1931 the company that made the Rickenbacker guitars. He also changed the spelling of his own name and guitar brand to match. These guitars were made famous by the Beatles, the Byrds and Tom Petty.

P.P.S.: Ads in Thursday’s, Friday;s and Saturday’s paper: