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Post by Tom Kwiatkowski Sr. on Jul 1, 2012 14:44:10 GMT -5
The air war between Italy and Austria-Hungary
Despite a pre-war alliance with the Central Powers, Italy remained neutral for the first ten months of the war, before declaring for the Allies. Italy's war was chiefly a territorial one, waged against Austria-Hungary. Much of the fighting took place in mountainous terrain, and so Italian and Austro-Hungarian pilots had to contend with the Alps. The Alps were first crossed by air in 1910. Italy had been swift to recognize the potential of aircraft for waging war, dropping the first bombs of a military campaign as long ago as 1911, Since 1913 the designer Count Caproni had been developing long-range bombers, well-armed and with a heavy bomb-load. Caproni Bombers dominated the Italian Air Force. Using their seven-hour range, they bombed Austrian supply lines through the Alps and hit Austrian cities and bases. They were a terrifying sight: one triplane version spanned 98 feet, approaching the size of a WWII British Lancaster bomber.
Source: Dawn Patrol User Guide
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Post by Tom Kwiatkowski Sr. on Jul 3, 2012 21:46:52 GMT -5
The Third Battle of Ypres, 1917, and a new era
The battle of Messines – a curtain-raiser for Third Ypres (Passchendaele) – restored the RFC's confidence after “Bloody April”. New aeroplanes had arrived in time for the June battle. At the beginning of the year, the RFC outnumbered the enemy by two to one. But this time, the RFC had better aircraft and won control of the air. However, much of the advantage was lost when the weather closed down early, at the end of July. British troops had secured Messines Ridge; now they pushed on, in torrential rain and mud, toward Passchendaele village. The RFC was virtually grounded by bad weather throughout August and again in October, unable to support British troops by artillery spotting, or reconnaissance, or strafing. By the time Canadian troops secured the village of Passchendaele, the five-mile advance had cost 250,000 British casualties (and a similar number of German), and had taken three months. The closing battle of the year – the two-week assault on Cambrai saw a new a new stage in mechanized air and ground war. Britain launched 378 tanks at enemy positions, in the first massed tank attack of the war. Meanwhile, fourteen RFC squadrons were deployed, many of them strafing enemy troops and transport in low-level flying attacks. German pilots replied in kind. Despite the tanks' initial breakthrough, German forces counterattacked and the two-week battle ended inconclusively, with losses of 45,000 on both sides.
Source: Dawn Patrol User Guide[/u]
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Post by Jim Broshot on Jul 3, 2012 23:00:55 GMT -5
P.S. Jim, I'll get back to you.  Tom: I really appreciate that you got back to me. And the accuracy of the source that you are relying on for this thread.
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Post by Tom Kwiatkowski Sr. on Jul 6, 2012 9:24:05 GMT -5
From perambulation to dogfight
From late 1914 onwards, the air war became increasingly bloody. Polite, mostly unarmed reconnaissance was swiftly overtaken by two-seater armed reconnaissance. First, observers used a rifle; then as aircraft gained in power and carrying capacity, they operated a light machine-gun. But these tended to be defensive and not offensive measures. The spiral of violence only increased dramatically with the development of the synchronized machine-gun. This enabled the pilot to fly and shoot at the same time, from more maneuverable single-seat fighters. The invention unleashed a desperate race for improved power, armament and maneuverability.
Source: Dawn Patrol User Guide
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Post by Tom Kwiatkowski Sr. on Jul 6, 2012 9:29:21 GMT -5
Eyes like a Hawk?
Many aces were blessed with keen eyesight. In fact, without keen eyesight they might not have lived long enough to become aces at all. Yet one of Britain's top flyers – the Irishman Edward “Mick” Mannock – had such poor eyesight that he should never have been a pilot, let alone an ace. He reportedly passed the medical examination by memorizing the eye chart. Mannock compensated for a defective left eye by becoming a master of tactics, by honing his aerobatic skills, and by approaching battles with courage tempered with caution. Between his debut in early 1917 and his death in July 1918, Mannock was credited with seventy-three kills. Nor, in the end, was he killed by a keener-sighted pilot. He was hit by ground fire.
Source: Dawn Patrol User Guide
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Post by Tom Kwiatkowski Sr. on Jul 7, 2012 9:38:26 GMT -5
Canada's Aces
Despite some caution about their status as “officers and gentlemen,” shortage of pilots led Britain to accept airmen from the Dominions. The “colonials” responded eagerly. Twenty training squadrons were set up in Canada alone. In fact, the authorities got more than they bargained for, when Canada's airmen came to dominate the league table of British aces. Billy Bishop (RFC) was the second-highest scoring ace of the British forces, at 74, while Raymond Collishaw (RNAS) was the third, at 60. In all, twenty-five British pilots reached scores of 30 or more, ten of these pilots were Canadian.
Source: Dawn Patrol User Guide
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Post by Jeff Hunt on Jul 7, 2012 11:35:34 GMT -5
"quote" In all, twenty-five British pilots reached scores of 30 or more, ten of these pilots were Canadian. Giggity Giggity  Go Canada  Cheers, Jeff  |
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Post by Tom Kwiatkowski Sr. on Jul 8, 2012 9:15:08 GMT -5
The Australian Flying Corps
Of the dominions who contributed airmen to the British war effort, only Australia set up an independent air arm, known as the Australian Flying Corps (AFC). One squadron served in Palestine from 1916, and three more served on the Western Front from late 1917. There were also three training squadrons in England. The AFC's leading ace was Arthur Cobby, whose score – achieved in a bare seven months – totaled 28 aeroplanes and 13 balloons. Australian pilots also served with the RFC; about two hundred transferred from the Australian army, while others entered the RFC either directly or from the British army.
Source: Dawn Patrol User Guide
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Post by Jim Broshot on Jul 9, 2012 8:09:42 GMT -5
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Post by Tom Kwiatkowski Sr. on Jul 9, 2012 14:19:52 GMT -5
Sorry again Jim. I really appreciate your corrections and guidance, as I now realize my source is not the best and never will be and will gladly accept any corrections from anyone. However, Folks seem to be interested, so I will continue until I run out. I'm very sorry and apologize for any errors contained within these posts due to my source. Aces High
To become an ace, a pilot needed to be credited with destroying five or more enemy aircraft in combat. The system of “scoring” victories is not a definitive way to compare talent between aces. Because of rapid technological advances, in both aircraft and armaments, top flying aces later in the war often had many more victories to their credit than aces who only flew in the early years. Length of active flying time, and length of time assigned to fighter aircraft, varied enormously between aces. Attribution was sometimes uncertain, especially during mass swarming attacks, or when intersecting with ground fire. Some victories were never witnessed, and some were never claimed. Scores meant a great deal to some aces, and less to others. Germany's Werner Voss (48) set out like a sportsman each day, seeking to increase his tally. France's Charles Nungesser (45), failing to recover properly from multiple fractures, had himself carried to and from his aircraft so that he could continue to score victories. Von Richtofen (80) had a silver trophy engraved with each win. France's Rene Fonck (75) believed his personal score (including victories not witnessed by Allied observers) was 127. Others, like Mick Mannock (73), reportedly insisted that several victories be attributed to other pilots. |
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Post by Jim Broshot on Jul 9, 2012 22:02:05 GMT -5
Aces High
To become an ace, a pilot needed to be credited with destroying five or more enemy aircraft in combat.
Again, in the WWI era, not correct.
"The French were the first to recognized that the chasse (pursuit) pilot of outstanding achievement should have some suitable and distinguishing title. They coined the term 'ace'."
"The British and the Germans followed suit, although the British, like the Americans, have never officially accepted the title in their military establishment."
"The British, French and Germans set TEN [my emphasis] confirmed aerial victories as the standard qualification for an ace."
And an excerpt from a letter written by the Director of Air Services, U.S. Army, January 5, 1920:
"The U.S. Air Service does not use the title 'ace' in referring to those who are credited officially with five or more aerial victories over enemy aircraft. It is not the policy of the Air Service to glorify one branch of aeronautics, aviation or aerostation at the expense of another...."
All from Fighter Aces, by Colonel Raymond F. Tolliver and Trevor Constable (1965)
However, Folks seem to be interested, so I will continue until I run out. I'm very sorry and apologize for any errors contained within these posts due to my source.
I don't which "folks" you are talking about. there only seems to by you and me and maybe one or two others taking part, and I am only here because I have an interest in WWI and I find your reliance on such a "source", well, interesting, and to be honest, a bit disturbing.
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Post by Jim Broshot on Jul 9, 2012 22:26:38 GMT -5
The Australian Flying Corps
How about the official history. Official History of Australia in the War of 1914–1918 Volume VIII – The Australian Flying Corps in the Western and Eastern Theatres of War, 1914–1918 (11th edition, 1941) Author: F M Cutlack Available for download from the Australian War Museum site www.awm.gov.au/histories/first_world_war/volume.asp?levelID=67894[If you haven't checked this site out, you are missing a real treasure. Lots and lots of information and downloads (official histories and original documents) to be found.]
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Post by Tom Kwiatkowski Sr. on Jul 10, 2012 12:05:47 GMT -5
However, Folks seem to be interested, so I will continue until I run out. I'm very sorry and apologize for any errors contained within these posts due to my source.
I don't which "folks" you are talking about. there only seems to by you and me and maybe one or two others taking part, and I am only here because I have an interest in WWI and I find your reliance on such a "source", well, interesting, and to be honest, a bit disturbing. To date Jim, there have been 160 views. Your key here is taking part. Just because only a few Folks take part doesn't mean Folks aren't viewing. Frankly, that's the name of the game as far as I'm concerned. I've learned that fact over many years of posting. What Folks do with the information contained in this series and others I post is totally their choice. I've said all I can say about my source, but if it drives one person to look further into the subject, right or wrong, I've done my job. That is all, Major Tom |
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Post by Tom Kwiatkowski Sr. on Jul 10, 2012 12:23:46 GMT -5
“Bloody April” 1917
At the beginning of 1917, the RFC outnumbered German airmen by almost two to one. But the Germans fighter aircraft were far superior. Their ability to outmaneuver British fighters left observer planes (like the BEs) exposed. During March and early April 1917, British observers were taking enormous risks to “map” the terrain around Arras and Vimy Ridge. In static trench warfare, mobile aircraft were the only way of discerning enemy positions, and, since the Somme debacle the previous winter, the British command was becoming more ruthless about exposing reconnaissance craft to ground-fire. Observers were literally sacrificed, but their efforts meant that the British and Canadian infantry began the April battles of Arras and Vimy Ridge with good maps and intelligence. Overall, RFC losses were high before and during “Bloody April”, at least one squadron needed replacing twice over. No. 60 squadron was so desperate for pilots that new arrivals were sent up immediately in aircraft they'd never seen before. During April itself, 316 RFC airmen were lost – double the monthly average for the rest of the year.
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Post by Tom Kwiatkowski Sr. on Jul 11, 2012 10:53:57 GMT -5
The Flying Wounded
Sheer grit ensured the survival of some aces, who landed their machines safely despite horrific wounds. In July 1917 von Richthofen was shot through the head while in mid-flight. He passed out, only regaining consciousness within 500 feet of impact. After landing safely, he fainted again. In an even more spectacular incident, in the dying days of the war, Canada's William Barker inadvertently found himself fighting up to sixty enemy aircraft, singlehanded. Already shot through the leg by a Fokker DVII, after dispatching an enemy two-seater, Barker found himself spinning into into the midst of a formation of fifty or more Fokker scouts, arranged in descending levels. Some say the ensuing battle lasted forty minutes. Facing four separate onslaughts of at least a dozen enemy craft, Barker managed to bring down at least three opponents. Somehow he continued fighting, even after his second thigh and his left elbow were smashed. In the course of the battle the wounded pilot fainted twice, to be revived by the rush of air as he plummeted towards ground zero. The remaining Fokkers called off, and Billy Barker - unable to operate the rudder - lowered his crippled Camel Snipe into a crash-landing. He survived and undeterred, went on to become a test pilot. Some pilots continued fighting in the war, even after sustaining crippling wounds. Germany's Rudolph Berthold scored at least 16 of his 44 victories despite a shattered, septic right arm. France's Charles Nungesser set his teeth against multiple fractures sustained in early 1916, and had himself carried to and from the cockpit to achieve a total of 45. en.wikipedia.org/wiki/Manfred_von_Richthofenen.wikipedia.org/wiki/William_George_Barkeren.wikipedia.org/wiki/Rudolph_Bertholden.wikipedia.org/wiki/Charles_Nungesser
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