2014 Summer Friends Journal Sampler

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The Air Force Museum Foundation, Inc. Post Office Box 1903 Wright-Patterson AFB, Ohio 45433-1903

RCE MUSE FO

FOUNDATION, INC.

Summer 2014

Vol. 37 No.2

The Magazine of the Air Force Museum Foundation • www.airforcemuseum.com

Featured Articles Flying the Dawn Patrol: 4

by J. M. Richardson

Snoopy’s Doghouse The History of the Sopwith F. 1 Camel: 8

by Mark Carlson

At the Earth’s Ceiling: Lt John A. Macready 22

by Sally Macready Wallace

EXCLUSIVE: 34 Magee Family Album—Snapshots from the life of the “High Flight” Poet

by Linda Granfield

Mark your calendars for the 9th Dawn Patrol Rendezvous, September 27-28, 2014 on the grounds of the National Museum of the U.S. Air Force®.

The Air Force Museum Foundation, Inc. is a Section 501(c)(3) not-for profit organization. It is not part of the Department of Defense or any of its components, and it has no government status.

THE AIR FORCE MUSEUM FOUNDATION, INC. BOARD OF MANAGERS

From the Executive Director

Someone once told me that groundbreaking business endeavors are a lot like mountain climbing. So if you find yourself 30,000 feet up on a quarterinch ledge, there are three things to remember: Don’t be afraid to go out on the ledge, keep moving, and whatever you do—don’t look down.

After previewing the incredible stories from the early years of aviation that await you in this Friends Journal edition and reflecting on the quote above, I came to the conclusion that these men, who were great aviators and story tellers, would have also been great mountain climbers. They knew that passion, courage, and fear were all common names for the fuel which propels a person to achieve a goal or vision, and they remained firm in their resolve, to “just do what must be done,” even knowing they might have to pay the ultimate price.

I am proud to say that we at the Air Force Museum Foundation remain firm in our resolve and commitment to support the National Museum of the United States Air Force’s mission as the keepers of their stories. We hope that the stories in this issue from these first intrepid Airmen will come alive for you and remain a vibrant source of inspiration for future generations.

Our Expanding the Legacy Campaign continues onward as we endeavor to achieve heights of excellence in our fourth building. With your generous support, we’ve raised the $39.2M required for the fourth building construction—for which we broke ground on June 3. However we still need $6.8M for additional building options and educational requirements as desired by the Air Force. These include theatrical lighting, an aircraft tow path, a café, and science, technology, engineering, and math (STEM) learning centers. If you have donated previously, thank you. If you have not donated, or would like to assist further, we could use the help. I encourage you to contact the Foundation’s Chief Development Officer, Mona Vollmer, at 937-656-9258 or mvollmer@afmuseum.com to help us preserve our nation’s treasured aerospace and aviation stories.

On behalf of the Air Force Museum Foundation Staff, I thank you for your continued support. And if so inspired—drop me a line. I would love to hear your story.

With respect, Mike Imhoff

Ms. Frances A. Duntz - Chairman Mr. Philip L. Soucy - President Col (Ret) James B. Schepley - Vice President Col (Ret) Susan E. Richardson - Secretary Mr. Robert J. Suttman II, CFA - Treasurer Dr. Deborah E. Barnhart, CAPT (Ret), USN Gen (Ret) William J. Begert The Hon. Claude M. Bolton Jr. Col (Ret) Mark N. Brown Dr. Thomas J. Burns, PhD Lt Gen (Ret) Charles H. Coolidge Jr. Brig Gen (Ret) Paul R. Cooper Mr. David C. Evans Mr. Charles J. Faruki Maj Gen (Ret) E. Ann Harrell Col (Ret) William S. Harrell CMSgt (Ret) Eric R. Jaren Mr. Gregory G. Lockhart Col (Ret) Pamela A. Melroy Lt Gen (Ret) Richard V. Reynolds Gen (Ret) Charles T. Robertson Jr. Mr. Scott J. Seymour Mr. Gary G. Stephenson Mr. Harry W. (Wes) Stowers Jr.

Brett Stolle, CA Manuscript Curator, NMUSAF

The swagger and allure of the modern fighter pilot is rooted in the history of World War I and the legacy of Captain Edward V. Rickenbacker. In contrast to the brutal and depressing stalemate of trench warfare, stories of the gallant “Knights of the Air” raised public morale and shaped national perceptions of aerial warfare.

The convergence of sport, popular imagination, and cutting-edge technology made Allied and enemy airmen instant celebrities.

Audiences in France and Germany were riveted by the exploits of their respective heroes, Georges Guynemer and Manfred von Richthofen. In the United States, few airmen exemplified the emerging fighter pilot ethos as Eddie Rickenbacker, America’s “Ace of Aces”.

NATIONAL MUSEUM OF THE U.S. AIR FORCE Lt Gen (Ret) J. L. Hudson, Director Terrill Aitken, Senior Curator

FOUNDATION

Executive Director - Michael Imhoff Chief Development Officer - Col (Ret) Mona Vollmer Development Coordinator - Elissé Rivet Special Events Manager - Cindy Schillaci-Staight Membership Manager - Matt Lynch Membership Coordinator - Michele Giefer Membership Office: 1-877-258-3910 (toll free) or 937-656-9615

Friends Journal

Editor - Peggy Coale Art Director - Mark A. Riley Editorial Assistants - Michael Giefer, Joe King, Robert Pinizzotto Editorial Office: 937-656-9622 Cover Photo: Fokker DR I Triplane owned by Andy Parks

at the National Museum of The U.S. Air Force Dawn Patrol Rendezvous 2009 WWI Fly-In (Photo by Dick Brice) The Friends Journal is published quarterly by the Air Force Museum Foundation, Inc., a not-for-profit organization dedicated to the expansion and improvement of the National Museum of the United States Air Force and to the preservation of the history of the United States Air Force. Authors retain all rights to further publication or use. Author’s views expressed in the Friends Journal do not necessarily represent those of the Air Force Museum Foundation, Inc. or those of the United States Air Force.

Printed in the USA. USPS Standard ”A” rate postage paid at Dayton, OH. Subscription to the Friends Journal is included in the annual membership of the Friends of the Air Force Museum. All materials are copyright 2013 and may not be reproduced without permission from the Air Force Museum Foundation, Inc. Submission of material for publication and correspondence concerning contents should be addressed to The Air Force Museum Foundation, Inc., P.O. Box 1903, Wright-Patterson AFB, OH 45433-1903, and marked in the corner of the envelope “ATTN: Editor.”

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Captain Rickenbacker, the charismatic commander of the 94th Aero Squadron, was America’s highest scoring ace of World War I. A native of Columbus, Ohio, Rickenbacker had already gained notoriety before the war as a top driver in the sport of automobile racing and as a regular competitor in the Indianapolis 500. These skills brought him to the attention of the commander of the American Expeditionary Forces in France, General John “Black Jack” Pershing, who made Rickenbacker his personal driver.

Not content to fight the war as a chauffeur, Rickenbacker knew his intimate knowledge of powerful engines, quick reflexes, and natural charisma would be a perfect fit for the fledgling U.S. Army Air Service. With some reluctance from higher headquarters, his transfer to the Air Service was approved, and following training at Issoudun, France, he was assigned to the 94th Aero Squadron.

From April to November 1918, Rickenbacker amassed an impressive tally of 26 aerial victories, more than any other American airman of World War I. Rickenbacker’s local connections and love of aviation history made him a staunch advocate and friend of the Air Force Museum (now the National Museum of the U.S. Air Force). This close relationship culminated in the donation of his large collection of wartime personal papers and memorabilia to the Air Force Museum in December 1973. The Edward V. Rickenbacker Collection includes an extensive array of original photography, including unique, hand-tinted glass lantern slides and his wartime diaries. Frequently referenced by scholars and aviation historians, these papers have enriched numerous biographies and other educational programs.

Access to these collections is available to researchers by appointment through the Museum’s Research Division.

From Rickenbacker’s Diary: Wednesday, September 25 “While out patrolling the lines this morning I met up with 5 Fokkers protecting two biplace. I dived onto the rear man, got him, then went thru the formation, scared them nearly to death. They retired; giving me a chance at one of the biplaces which I got, then returning home had confirmation on the biplace. Returned and got the party going at Major Hartney’s quarters, it was a grand success. Am very fond of Lois Merredith and to know she is in favor of my acquaintance.”

Author’s Note: Lois Meredith was a popular actress and silent film star who volunteered in France at a canteen for Allied soldiers.

94th Aero Squadron veterans Lt Joseph Eastman, Capt James Meissner, Capt Eddie Rickenbacker, Capt Reed Chambers, and Capt Thorne Taylor relax with a smoke in front of Rickenbacker’s SPAD XIII.

Contents ARTICLES

DEPARTMENTS

4

Flying The Dawn Patrol

2 Editor’s Notes

7

Did You Know? World War l Aviators

J. M. Richardson

3

Friends Feedback

44

Restoration Update

8

Snoopy’s Doghouse: The History of the Sopwith F. 1 Camel

46

New Exhibits

Mark Carlson

50

Reunions

Cable From Paris

53

The Museum Store

13

Col (Ret) J. Bryce Hollingsworth 17

Intelligence, Surveillance & Reconnaissance in the Early Years

22

At the Earth’s Ceiling: Lt John A. Macready

Sally Macready Wallace

Robert L. Young

Classic Aircraft

Sopwith F. 1 Camel 30

31

High Altitude Research During Aviation’s Golden Age

John B. King

34

Magee Family Album— Snapshots from the life of the “High Flight” Poet

Linda Granfield

36

MAYDAY in a Wright B Flyer

38

In Dad’s Footsteps

Maj Gen (Ret) Peter Odgers

Sally Macready Wallace

“You are Still Remembered”

40

Story on page 40

The Air Force Museum Foundation, Inc., is a Section 501(c)(3) nonprofit organization. Friends of the Air Force Museum Foundation membership dues and all donations to the Air Force Museum Foundation paid in 2014 are tax deductible within the limits prescribed by law.

Summer 2014 • Friends Journal

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EDITOR’s

NOTES

O

ne hundred years ago this July, the “war to end all wars” began in Europe. Though the United States would not officially enter the war until 1917, many young Americans went to France before then, to fly and fight with our allies.

Although airplanes were initially conceived in the role of observation platforms, it wasn’t long before each side realized the importance of denying aerial reconnaissance to the enemy, and thus was aerial combat born over the battlefields of Europe.

Though the United States had fewer than a dozen military airplanes in 1914, by war’s end the airmen of the American Expeditionary Forces had performed impressively, flying thousands of combat sorties and 150 bombing missions, taking more than 18,000 photos of enemy positions, and shooting down 781 aircraft and 73 observation balloons. Seventy-two Air Service flyers had become “aces” by shooting down at least five enemy planes and balloons; 237 U.S. flyers gave their lives in action.

During the war great strides were made in airplane design and performance, as well as in aerial combat tactics; many missions of the modern Air Force got their birth in World War I. Following the war, however, military appropriations in the U.S. were reduced dramatically, which had a paralyzing effect upon the nascent aircraft industry. Although the Air Corps Act of July 2, 1926 sought to rectify this by setting a goal of 1,800 serviceable planes and 16,650 personnel by June 1932, the Great Depression prevented this goal from being fully attained.

Despite the austere funding, the Air Corps continued to advance technologically and to set new world records, primarily in altitude, speed, endurance, and distance. The early test pilots at McCook Field near Dayton, Ohio, helped prove the potential of military aviation and paved the way for the important strategic bombing missions in the next world war.

This issue of the Friends Journal focuses on the exploits and accomplishments in the early years of aviation—from the iconic Sopwith Camel of World War I (and Peanuts cartoon strip!) fame to the record-setting test pilots and airplanes of the 1920s.

We are especially privileged to present stories from Sally Macready Wallace, daughter of the famous test pilot Lt John Macready; award-winning aviation author Mark Carlson; NASIC Historian Robert Young; and retired Major General Peter Odgers. Former Friends Journal editor Joe King contributed an interesting piece on the LUSAC 11 and XC-35, and noted author and Magee family friend, Linda Granfield, gives us a peek into the family photo album of John Gillespie Magee Jr, author of the beloved “High Flight” poem. Also featured are two remarkable accounts of World War I aviators, one of which was contributed by a Friends member who found a yellowing cable from 1918 in his parents’ belongings.

Last but not least, we head back to France for a poignant tribute to a B-17 crew, whose plane exploded over a small village there in 1944.What makes this even more special is that the tribute was planned and carried out by a French school teacher and his students for the 70th anniversary of the crash, in February 2014. Their essays and photos (including those below) convey their deep appreciation for the sacrifices our Airmen made for their freedom, and are truly touching. As we head into the thick of summer 2014, I hope we also pause to remember the sacrifices made by our Airmen, who fly to the fight wherever needed, to defend and preserve freedom for all of us.

Editor

A memorial to the crew of a B-17G which crashed Feb. 6, 1944 in Villers-Cottêrts, France, erected in 1994.

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French students Mattys Oden and Mathieu Houillon prepare to lay flowers on the memorial.

Fabien Lambiel, left, English teacher at Francois premier Secondary School of Villers-Cotterêts, France, in a meeting to plan the commemoration event for the 70th anniversary of the crash.

Ninth-grade students in Mr. Lambiel’s class set up an exhibition of photographs and essays about the B-17G crew which crashed in their village in 1944.

Friends Feedback Omission The article, “That Warm Day in April 1942,” in the spring 2014 Friends Journal originally appeared in the North American Retirees Bulletin and was reprinted with their permission. We regret the omission of this information. For more information on the NAA, contact Mr. Ed Rusinek, editor, at P.O. Box 3797, Seal Branch, CA 90740.

Gliders of World War II The article on gliders of WW II, in the spring 2014 issue brought back some memories to me. I was an instructor in the Central Instructors School at Randolph Field, Texas during 1944-45. We had moved to Brooks Field temporarily while runways were being built at Randolph.

On this particular day, I had tower duty in the control tower, and a C-47 came over the field towing two CG4s, which released for landing. They landed, in tandem, on a taxi strip to our right and came rolling toward the tower. The first one rolled up to where parking was indicated, braked into a right turn, and stopped, neatly parked. The second one did the same and they were lined up, wing to wing. Some very impressive flying— with no engines!

In later years, I became tow pilot for a local glider club out of Alexandria (my home town), and over a period of six years made a total of 735 tows. I’ve always had a healthy respect for glider pilots.

Don Armand, Pineville, Louisiana [Re: “Did You Know?” on WW II glider operations, spring 2014 Friends Journal] The communication systems used were reversed from that stated [i.e., telephone wire wrapped around the tow line actually replaced the two-way radios]. WACO specification #1236 of Sept 1941 called for two radios, this was changed by #1236-A in Feb 1942 to one SCR-585-A radio system. Galvin Mfg (Motorola) furnished 7,000 SCR-585-A (or B) under Wright Field contract for use in gliders. The inter-phone, wire-on-the-tow-line system was developed and used after these radios were deemed unsatisfactory for open airwave communication with the tugs while flying into combat behind enemy lines (there also are other stories/reasons the radio was discontinued.) The earliest mention of inter-phone does not appear in manuals or instructions until after 1943 or, at earliest, late 1943.

Charles Day, National Secretary National World War II Glider Pilots Association, Inc. Lambertville, Michigan

Lucky Bastard Club The article “Spirit of the Blue Hen” in the spring Friends Journal references the Lucky Bastard Club. Friends member Kenneth Jones sent us a copy of his father’s certificate along with the following information: “He [Lt Col E. M. Jones] told me that he flew a total of 23 missions. He was a squadron CO and as such would not have been assigned to a regular crew or aircraft. He went back to the states for R&R and when it was time to return, the war had gotten to the point that he was not sent back.”

Kenneth Jones, Marietta, Georgia

Cold War Warrior I recently read the article in the winter 2013-2014 issue titled, “Life of a Cold War Warrior—B-47 Training and Alert Operations,” by Maj John W. MacDonald. That brought back many memories but from a different perspective. Major MacDonald made the comment, “By the time we reached that aircraft, the crew chief had the power cart running, giving power to the airplane.” While assigned to RAF Upper Heyford as an Air Policeman (Ramp Rat), when the klaxon sounded it was part of our duty to start the MD-3 power unit, throw power to the aircraft, pull engine and pitot covers, pull wheel chocks, stand fireguard while engines were started and finally, disconnect the power unit from the aircraft and move it out of the way. The only thing the crew chief had to do was grab the wands and direct the aircraft from the hardstand to the taxiway, and many times we “Ramp Rats” did that as well. We actually looked forward to alerts as it gave us something to do and broke up the monotony of guarding the aircraft.

TSgt (Ret) Raymond J.Tomory, New Era, Michigan

Summer 2014 • Friends Journal

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Flying the Dawn Patrol J. M. Richardson

The following excerpt of an article written by an American pilot from the 1st Aero Squadron originally appeared in the March 1921 U.S. Air Service journal as “Five Huns and Nine.”

Richardson was officially credited with the destruction of four German planes in combat; wounded October 6, 1918, and awarded the American Distinguished Service Cross and the French Croix de Guerre. The author provides a vivid account of the life of a World War I aviator. For easier readability, many of the original slang terms (often French) have been replaced.

W

e newcomers rapidly fell into the saddle and became a part of the Squadron. The bunch was thoroughly alive. There were seven good musicians and one’s squadron life could be made almost anything desired. It was seldom that we flew over two hours a day.

The rest of the time was devoted to swimming, reading, gambling, drinking and resting.

In the line of duty every man was in ecstasy over the recent Allied success in holding the Hun [German].

There were fruitful hours spent daily in the operations room where one studied maps, aerial photographs, and the silhouettes of planes. Work of this nature was done according to the initiative of the individual man.

I found from the study of silhouettes that each plane had certain distinctive lines.The characteristic line might be seen from one of many angles—above, below, on the side or from the front. These features could be seen long before the well-known three colored cockade or black cross was visible.When seeen in the proper light the lines left no doubt as to the type of plane and consequently whether it was Allied or Boche [German].

I studied the silhouettes carefully. What I had learned I applied in a practical manner and found it of inestimable value. Provided one always saw the planes before they came in the so-called effecive range of 400 yards, which was really a misnomer, the advantage of knowing the type was that he could decide on his course of action.

Machine No. 1 in flight No. 1 became my own the third day that I was with the Squadron. Before the end came I figured principally in the wearing out of two replacement machines. These, also, bore the No. 1. We seldom named our planes as did our [colleagues], the chasses [fighter] pilots.

My second trip over the lines was the occasion of a warm reception. Jim Corley of Marietta, Georgia, was my observer.

Jim is fearless and a crack shot. He had the knack of analyzing a situation on the USAF ground with speed and accuracy. Ours was the dawn patrol that day. We shoved off just when the first rays of dawn reddened the The Salmson 2A2 (as flown by the author of this story) was one of the better reconnaissance Eastern sky. aircraft of WW I. Eleven Air Service squadrons used it during 1918 and it was unique in having a water-cooled radial engine.

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Flying the Dawn Patrol

I was making a tour of the field so that Jim could test the wireless apparatus when I saw a formation of eleven Nieuports (28 Type) pass over, headed for the lines. Our mission was reconnaissance, i.e., to spot enemy batteries and correct fire on them, to bring back any information about troop movements, enemy traffic and so on.

As I passed over ChateauThierry at 2,000 feet, the sun like a big ball of fire NMUSAF jumped up over the hills. At 3,000 feet there was a thin Many of the German aircraft were painted in bright colors as suggested in this story. That was one of the line of hanging mist which reasons their squadrons were called the “Flying Circus.” This is the Museum’s Fokker D.VII. reminded one of smoke.

Despite the mist the visibility I had been too fast. With nose down and full motor I was wonderful and I was much amused now at the antics made incredible speed. The Huns, though faster, had of the eleven Nieuports ahead of me on my left. They no advantage in altitude and they came no closer than were receiving a most royal welcome from the Archies 250 yards. At this distance their shots went wild. When [anti-aircraft artillery], the puffs of which dotted the sky I reached the lines they gave up the pursuit. I circled all around them. The Nieuports seemed to laugh at their around on our side and surveyed the situation. predicament as they broke formation and finally streaked off in the direction of Dormans.

Meanwhile the enemy withdrew and in perfect formation seemed to be hanging in the sky. It was just as if the The battle was violent that morning. I could see nobody hooks had been thrown out and they were at anchor. except an outfit in reserve behind our lines. The guns This was a typical Fokker trick and, as I learned later, were flashing and winking from positions among the easily accomplished by throttling down the Mercedes trees. Shells bursting everywhere were throwing up motor. smoke and dirt. It must have been terrible down there.

Corley motioned me on across the lines. Just beyond I was saluted by three Archie bursts—no more. I have since come to believe that this was a signal to enemy aircraft.

I had penetrated Germany (as all territory behind the German lines was called) to a depth of three kilometres when I saw a formation of five planes on my left. They were some distance off and I was sure from their outline that they were Huns. This I told Jim as I pointed them out. I was in favor of turning back. Corley would not have it that way. “Aw right, Jim,” says I, through the speaking tube, “It is against my best judgement, but I suppose I can stand it if you can.”

The five planes were Huns all right, and so long as we went into German territory they were hands off, merely contenting themselves with edging closer and working into the sun on our right. Six kilometres in Germany something told me we were, just before being tricked.

I stood the old Salmson on its ear and started out. In a flash the five [German planes] swung around and came after me.

In the face of this formation Jim insisted that we try it another barrel.We did from a point further up the Marne [River].The Huns never lost sight of us and I never took my eyes off of them. We went in some distance. Jim obtained some valuable information and we started out.

The five Huns attacked again without the aid of the sun.

This time they were closer, had the altitude on us and were consequently much faster.

It was a running fight. Four dived in on our tail, and while Jim was pouring a steady stream of lead into them the fifth one side-slipped down, dived under us and opened up. It was close play. I had the motor wide open, the nose down and was getting a wonderful burst of speed out of the ship. At the same time I was kicking the rudder from side to side and the plane was rocking sideways through the air like a tree in a gale. The tracer bullets from the Hun machine guns were sweeping on either side and over us. I looked around. As I did one of the pursuers fell off in a [spin] and went down.We never Summer 2014 • Friends Journal

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Flying the Dawn Patrol

The houses had huge gaping holes in the roofs.Walls were missing—withal a scene of gray desolation. Jim tuned in his wireless set with the receiving set on the ground.

He gave them a target approximately three kilometres behind the lines. We started climbing and a few minutes later were sitting up over the lines at 2,000 feet.

The [Germans] had vanished. Jim showed me the target he had given artillery. It was a small square building well shielded from observation by a slight rise in front and a little wooded plot. Jim had seen an unusual amount of activity around this spot when we went over it.

NMUSAF

1st Aero Squadron Salmson 2A2 over France.

saw him again. In spite of the unsteadiness, Jim’s aim had proved unerring.

Looking beneath us I saw an orange streak and a black cross. It was that fifth man who, having slipped down, was attacking our most vital and unprotected spot. His fuselage was a pure orange. I knew Jim had not seen him, or, if he did, that his hands were full taking care of the three on our tail. The Hun with the orange fuselage was now closer than 75 yards because I could hear the rattat-tat of his machine gun above the roar of the motor and Corley’s guns.

Realizing that something must be done instantly, I put the plane in a steep quick climb at the same time banking up slightly. Corley saw the man underneath and swinging his guns with remarkable speed he fired a burst into him. The tracers seemed to penetrate the fuselage of the Hun plane. He whirled about and the four of them left us. We were now just over on our side of the lines, and due to the strength, speed and defensive power of the Salmson, coupled with excellent marksmanship on Corley’s part, had escaped. I was terribly excited and almost in a fury. It was such an uneven proposition. I sought in vain for sportmanship on the Hun’s part and yielded none in return.

During our flight I had come dangerously near the ground and the sharp crack of the light artillery could be heard plainly. I started climbing and Jim directed me to circle over a unit of artillery with whom we were supposed to work. I glided down again and circled over the little town which was headquarters.

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The artillery fired and the third salvo hit in the court yard. We called it a day and drifted back home. The Huns had put nine bullet holes through my plane, two of which cut the pocket of Corley’s big flouncy teddy bear [flight jacket]— close shots. None of the hits were in vital places.The next time I surveyed my plane I noticed neat little black crosses painted over each aperture made by a bullet.

This seemed to be the custom on both NMUSAF sides of the lines and I have seen planes Section of Salmson strut hit by a bullet which rated fortyfrom a German airplane. odd bullet holes.

We never received confirmation for the Hun that went down in the [spin], though I am satisfied Jim cooled him in a most effective way.

The Hun plane with the orange fuselage became the talk of our Squadron. In subsequent fights I saw him on three different occasions. He was a flight leader in the German First Pursuit Group [Jagdgeschwader1] which used a great many machines painted in the checker board pattern.

Did You Know?

World War I Aviators Flying during World War I was extremely stressful and dangerous. The average life expectancy of a pilot was anywhere from three to six weeks.

Pilot training was often cursory, especially in the early days of the war. Many recruits had only two to three hours of flying instruction before being expected to fly solo.

Ambulances were always on standby at training airfields.

Because of the lack of combat airplanes, American flying cadets received only primary flight instruction in the U.S. and Canada. They had to wait until they went overseas to receive advanced instruction prior to flying in combat.

To accelerate the pilot training program, more than 2,000 cadets were sent to England, France, and Italy for primary flight instruction. Some saw action with these foreign air services before being assigned to U.S. squadrons.

Parachutes were not issued to American pilots until 1919, the year after the war ended. German pilots, however, used parachutes late in the war, as did the airmen in observation balloons, who often used them to escape an attack.

The earliest stage of aerial warfare centered around reconnaissance and artillery spotting. Unarmed two-seater airplanes began to regularly fly over enemy trenches— the observer in the rear seat would photograph them and provide critical information for planning ground attacks, as well as giving advance warning of enemy troop movements and imminent attacks.

At first aerial observation was a tranquil affair. Opposing pilots would often wave to each other as they passed by, each on his way to photograph the other’s trenches. By 1915 both sides began designing single-seat “scout” planes, specifically intended to seek out and shoot down enemy observation planes and to defend their own spotters from enemy scouts. The spotter planes were the most important military targets in the air.

It was German ace Oswald von Boelcke who made the most lasting contribution to aerial combat. A skilled tactician and instructor (Baron von Richthofen was his student), his observations on aerial combat are still taught today to modern jet fighter pilots. Among his ideas: One should always turn into the attacker so that a circling combat will ensue; The leader will signal the best method of attack, using all the advantages of sun, cloud, haze, and rain, but always attacks from above where possible.

There was an odd camaraderie and chivalry among aviators from both sides. When a pilot from either side went down

behind enemy lines, the “enemy” would drop a note to inform his comrades whether he had been killed in a crash or taken prisoner.

When a renowned pilot died, his erstwhile adversaries would drop a wreath and note of condolence over his airfield.

The WW I rotary engine used a large amount of fuel and lubricating castor oil, and some of the unburned oil was thrown from the spinning engine, making life unpleasant for the pilot a few feet behind it. A cowling around the engine directed most of this under the aircraft, but thick, greasy fumes and oil inevitably coated the pilot. Castor oil was used because it burns cleanly, but pilots joked about its well-known laxative effect.

The United States was forced to take drastic action to acquire raw materials for a rapidly expanding Aviation Section. More than 27,000 officers and men were assigned to the Spruce Division (working in forests and lumber mills) to supply sufficient wood for building planes. Since castor oil was needed for lubricating airplane engines, 100,000 acres of castor beans were planted in the southern United States.To acquire material for lining flying clothing, 450,000 Nuchwang dog skins were purchased from China.

America’s greatest technological contribution to the war effort was the development and mass production of the 12-cylinder Liberty engine. Weighing only 710 pounds but delivering 410 hp, the Liberty far surpassed all other aviation engines in the world. Production lines were set up by various automobile manufacturers and by the end of 1918, they had built 17,935 Liberties, 5,827 of which had been sent to Europe.The engine was a mainstay in the U.S. Air Service for 10 years following World War I. Sources: www.nationalmuseum.af.mil http://4yearsofww1.info

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