DiD: The Centenary

They said it would be over by Christmas. Over the last century it's almost become cliche, a term for foolish over-optimism and a complete failure to assess the enemy.

Over by Christmas: Ten million soldiers and five million civilians died over the next four years - about 4% of the population in France and Germany. Most of the military deaths happened in the trenches of course, where a combination of mass produced artillery and machine guns turned No Man's land into a meatgrinder.

In the air it was different, especially in the beginning. Flying was a danger in and of itself and the pilots on both sides often felt more camaraderie for each other than the poor fellows on the ground. Initially armed with pistols and rifles, two 'combattants' might take a few shots at each other, but any actual hits or damage was besides the point. Incidental.

That would change of course. The Eindecker would pave the way and soon machine-gun armed scouts made recon and artillery sighting dangerous occupations. Then the scouts turned on each other. Getting shot was, of course, bad enough but the real fear was fire. You had no parachute: Did you let yourself die in flames or jump and shatter on the earth a kilometer below?

DiD campaigns let us try to mimic the campaigns these people fought in. This isn't about accumulating victories. It's not about glory. This is about seeing your mother/wife/girlfriend/dog one more time. It's about returning to your home village and being able to say 'I was there.' It's about taking this terrible madness that the lords of Europe have started, and using it to tell a story. Your story.

Make it an epic.

Orders of the Day (Rules)

Enlistment

Create a pilot using manual enlistment, and select a two-seater squadron of your choice to place him in.
Select the current date (in game) for the group you'd like to join (see below.)
Characters should start at the following ranks:
* Britain: (RFC) Sergeant; (RNAS) Flight Sub-Lieutenant
* Germany: (Luft.) Offizerstellverter; (Marine) Flugmeister
* France: Sergent
Name your pilots in alphabetical order. The first pilot's name within each group should begin with 'A', then 'B', and so forth.

Groups
There are two groups within the campaign. They are:

Intrepid Fliers (Start date of February 1, 1915)
The 'Fliers' are synced with our real calendar by days of the week. Monday, February 1, 1915 equals Monday, June 1, 2015. OldHat has provided a calendar we can use.




Warbirds Rising (Start date of June 1, 1915)
The 'Warbirds' are synced by date. June 1, 1915 equals June 1, 2015.

Note that WOFF does not allow flights on the 31st day of a game month. This means there will be days where there should be no flights within a given group. Perhaps your CO gave you the day off.

You may have two pilots in this campaign active at any one time, one in each group.

Workshop Settings and Aids
Any and all aids are permitted. Go with what you're comfortable with.

All workshop settings are allowed except as follows:
* Outcomes – Normal
* Campaign date advance – Manual
* Weather: Historical
* Campaign Mission Frequency: Historical
* Log: Campaign Only
* Unlimited Weapons, Fuel: Off
* Flight Model: Realistic


Training

Once you've created your pilot it's time for training:

First Mission: In Workshop, set your logging to 'All' flights. Now go into QC, and schedule yourself a transfer flight from one of the airbases mentioned below to your new home airfield:
* British Career: Netheravon, Hounslow, Eastchurch, Biggin Hill
* French Career: Saint Inglevert
* German Career: Koln

Once you've accumulated 25 missions (total) in the campaign, you may (but are not required to) ignore this step for future pilots.

Be sure to set your Workshop back to only logging 'Campaign' flights when you're done. Advance the campaign by one day.

Second Mission: Let the WOFF Campaign Manager schedule you a mission, but ignore the directions. Instead, complete two circuits around your home airfield and land. Some suggestions for these missions: (a) Get familiar with your area of operation. Make notes of landmarks to familiarize yourself with the area (b) Practice flight leader commands: Attack (A), Rejoin (R), RTB (Ctrl + R), Land Here (Ctrl + L) and Split Formation (S). c) Practice maneuvers with your new aircraft. If hostile aircraft attempt to engage you, disengage and RTB.
Suggestion: When you land, you might want to speed up time until your friends return home so they don't get lost over enemy lines.

Third Mission: Let the WOFF Campaign Manager schedule you a mission, but ignore the directions. Fly to the front and back. Again, if hostile aircraft attempt to engage, disengage and RTB.


Further Missions

Generate missions and carry them out, as dictated by the WOFF manager’s campaign briefing screen.

You may, for role-playing reasons, choose to use QC to simulate transfer flights, runs for repaired aircraft and so forth. If you do so, be sure to reset your Workshop to log 'All missions' (and change it back when you're done), and advance the campaign one day after the mission.

Once per week (minimum), submit a survey highlighting your accomplishments. I will use that to feed weekly reports on our progress. The survey is at
https://docs.google.com/forms/d/1VKtvQ6J_IIAeMa-FsZMyC5JnYPhPB1LAEZbQ20RS77k/viewform?usp=send_form

Fly only one day's worth of missions per real world date in accordance with the calendars above. If your pilot is hospitalized or captured, you'll need to wait those amount of days before flying again. With the weekly 'scoreboard' I'll include a line resyncing the campaign dates with the real date to make sure we stay on the same page.

Transfers

After 10 missions (including the ones above) you may, but are not required to, request a transfer to another squadron. Once in a new squadron, you may not ask again until 10 more missions have passed.

There may come a time (especially if you're playing the French) when your squadron becomes unplayable due to lack of useable aircraft. If that happens, you have three options:

Emergency transfer: Your pilot sits for a week (7 days). After that, you may restart him in a new career with any squadron from his country. You'll need to manually track the pilot's combined record.

Wait: If this is a problem that will eventually correct itself (such as a squadron switching to a different plane), you can choose to wait it out. Your pilot will simply be inactive until he can play again.

Retire: You can retire the character and start a new one.


Scoring

REVISED POST 104:

Missions flown = 1pt
Hours flown = 1pt per full hour
Claims total = 1pt (wether confirmed or not)
victories conf. = 2pts (as per the rule 1 claim for every 3 victories in a single mission)

Promotion = 10pts per level.

n.b. perhaps a new rule...when you make Captain (or what ever in other nations) then you have to transfer to be a flight commander some where else.

in...gota figure out where though first. will edit post later

and thanks

On Holiday. Will sign up Monday.

I'll fly, will sign up later today with Arnold.
Off to cut down a tree for a friend.

Probably will do the fuel trick, 5% for any squadmates for flights 2 & 3

I'd like to be involved with this, but I doubt that FlightGear would be the best sim to emulate this in, with it not having any Campaign mode. Plus this being a WOFF forum it's sort of conflicting of interest.

Put that old Blue Spruce right where it needed to land. No room for error on that old sappy conifer. Had to break out the 32" bar and chain on the Stihl 441 Magnum.
Why any one planted a tree that close to a house is beyond me...but it is down and I cut the large diameter trunk into sections they could roll to the bonfire. Left them the task of limbing, had a PBR tall boy and went home. It's quite the party they are having while they burn the tree up.

I'm in and I'll get my pilot and bio to you soon. Do we need to fill out the report with our starting info. before the campaign starts?

I just tried to enlist, and got a start date of 14 Feb. 1915. ( In Jasta 1 )

Is this OK??

AAAARRRRGGGgggggg.....
I was all ready to fly some WOFF and got a call regarding an uncut lawn from an elderly man within garden tractor distance travel.
I'll take care of him in the hopes that if that issue ever arises for me in years ahead...I've some good Karma.

Rear 54" brush hog or 62" belly deck...... I'll consult Walter and mull it over with a PBR tall boy.

Hey, slow down on those PBRs, you gotta fly later!

I would go with the brush hog. And good luck on the Karma!

Banjoman: You can if you want, but you don't need the report until the campaign starts.

CW3SF: Did you use manual enlistment rather than auto-enlist?

I left the belly deck on. 18 minutes there at full throttle with the "cruise control" on. The Old X-585 made good time there. I could feel the momentum of the rear wheel weights going down the long hill, didn't notice any issues climbing the hill to home. I cut him a few paths out back to buildings after I cut around the house. He gave me a Miller 16oz bottle when he looked over his Craftsman that runs fine, but has a seriously messed up deck.

Tomorrow the rear 48" tiller goes on. It was 34F early this am before the sun came up.

CW3SF: Ah, I think I found the issue.

Jasta 1 doesn't activate until February 14. You have two options:

First, there are squads active on February 1. Just cycle through until you find one.

Second, if you want to be in Jasta 1 from the beginning, you can set up your pilot but couldn't start until the game catches up with you on June 14.

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I will be signing on for this campaign and am really looking forward to some early war flying again.

Also, I must offer a small point of order as concerns the following:


It was actually Roland Garros who paved the way when he attached metal deflector wedges to the propeller blades on his Morane-Saulnier Type L and, on 1 April 1915, achieved the first ever downing of an aeroplane by firing through the propeller. He downed two more enemy planes in the same way before he was forced to land behind enemy lines due to ground fire and his plane was captured. It was inspected a short time later by Anthony Fokker who took Garros' idea and refined it with his interpretation of the interrupter gear. I say his interpretation as there was already a Entente design of such an idea that was on file but for some reason was not implemented until many months after Fokker's design had gone into service.

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Weren't the new Eindekkers slated to be escorts for FFA's, and weren't used in anything more than as behind lines escort fighters? I mean they didn't really patrol really close to the front for fear of their being captured if hit by AA or shot down. Also the Oberusal U.0's weren't exactly giving the E-I an advantage in climb.

OK, I am in FA-13 with a start date of 1 Feb. 1915.

Now, quick how do you drop bombs? Or just fly around with the rest of the Lads?

Please forgive me if I'm being dense, but can I enlist and conduct my flight from England to St. Omer today or do I need to wait until June 1?

My best guesstimate is wait.....Heinz commercial time.

Banjoman: You can enlist today (with a start date of February or June 1), but wouldn't make your transfer flight until June 1st.

CW3SF Backspace to 'load' your bombs as your secondary weapon. Usually joysticks have a default button for their secondary weapon. You should be able to customize it in workshop.

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CatKnight, you've noted that French pilots must fly from Etampes to their assigned aerodrome, however the field at Etampes is not in WOFF. Might I suggest Saint-Inglevert instead. I am planning on having my pilot serve with MS23 which will be based at Lahoussoye on 1 February, 1915. Flying from Saint-Inglevert would offer a cross-country flight of about 160km with a duration of about an hour and twenty minutes. Here is the map showing what would be a very easy to follow route, (open the image in a new window to view it full size):



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Does anyone know if we'll be able to continue the French campaign in October 1915, once the new expansion arrives with the N.10? IIRC we will be getting the CI model. The squadrons require the CI and the A2 models (not to mention the N.12's). Will these squadrons be able to function with only the CI's? I wouldn't want to sit around until the N.11's arrive. Is there any other way to get around it apart from switching to RFC?

Second question - can we keep the rank of the previous pilot, or do we have to start from the bottom again with the new pilot?

And finally, Pol - any chance of more early French planes that could be included in the second expansion containing the Fokker D II?

Oops! You're right. I must have had my test pilot in 1917 when I saw Etampes.

OldHat, thanks for your reply. I am counting on the expansion to be released by September (two weeks) and we will be able to continue our campaigns uninterrupted. I'm just wondering if only one variant of N.10 (the CI) will be sufficient to keep the escadrilles operational. Maybe one of the devs would be able to answer it.

Lou: Saint Inglevert it is. Thanks!

Fullofit: I certainly hope so, though I think we'd need a developer to tell us for sure whether the N10C1 is sufficient.

Reporting for duty.

Reporting for duty, Sir!

Adian

Hey guys, should I complete a survey now?
Or wait until after the first QC mission is flown?

Introducing Sgt. Alan Smith:

MudWasp: You can, but no need to fill out a survey til we take to the air.

OldHat or CatKnight, as with the French, Koln or Cologne is not on the map for the Germans for a staring point. Any suggestions.

Not for a June start. Closest would be Mariakerke.

For Koln, select Germany....for a Brit select England....in the REGION part of the menu.

Man, I'm going to have one long haul from Ghistilles to Colmar when I need a new airplane!
May I fly one out of Koln?

You all will have to excuse me, I was born ignorant and had a relapse. I was looking in Flanders. Sorry Gents.

That REGION setting has got me before too.

CatNight -- please consider me in.

MudWasp: I'd say yes. Going back for a new airplane is optional, so Koln is fine.

screenshot



Well yes, I pointed towards Germany and he just took off !

As the official start is June (Feb 1915) I thought I'd let my pilot(s) do the advanced flight training school first. And so Sgt.Alfred Ball has completed the school and orderd to report to No6. Sqn RFC in France.

Getting ready to head on over.

https://youtu.be/Sg4jHzkLmWM

I was disappointed when I got to the head water shed of the Rhine. Was hoping to see some fingers that trialed off or woff into the hills.

https://youtu.be/HvtQIh2wJRc


Havin a go at it for the Centenary Flights.

All I want to know is :

Where the E'LL is Biggin Hill better yet which one is Biggin Hill ?

I have a British and German pilot. The Aviatak is something else! And not in a good way. This should be fun.

Introducing my pilot. I think I shall be making the flight from Köln to Phalempin on Saturday or Sunday RL. A test flight of the Aviatik BI leads me to think that this will take about 3 hours if I don't get lost or run out of fuel!

Well in modern maps Biggin Hill is 14.3 Nautical Miles N/NE from Gatwick, EGKK.

Could you re-enlist as an RNAS pilot and leave from Eastchurch, Isle of Sheppey? It would be easier to find

Biggin Hill should be available. Are you sure you're looking in England region?

After lurking for a month, this has dragged me out of the shadows...

The Vix cousins...there's lots of them.





Looking forward to this.

Ken

Great! This will be fun to see how long I can make it with an "A" alphabet pilot.

Ken,
Glad to see another southerner here. I'm just across the line in Mississippi.
Gook luck with your pilots.

Welcome to (actively posting about) WOFF and DiD flying, Kuroken!

Hey MFair, don't forget about me, I'm a good Southern boy.

My sincerest apologies Sir! It's just that I see Oklahoma on your posts and forget you are from the south. hope you are not getting too much bad weather in your part of the Midwest. Wet, hot and humid here.

hosting images

Let us have a go at it.

MFair, we have had an incredible amount of rain. This past Saturday we had 4 inches just in the evening. The whole state of Oklahoma was under severe drought conditions, but not anymore. I really don't know what our current rain total is right now, but this is by far the wettest May that I've experienced since moving to Tulsa and I've lived here 20 years.

And here I am.

I had posted a pic before in the prior thread.
Repeating myself again...hope it's taken as LOUD and DRUNK

This HillBilly feels your pain as best he can. Most water I see is when the Beaver Swamp walls are beeing reconstructed as they are now. Man. the township gives me a special permit to get rid of them when they do, as they are doing this summer..... How should i politely tell them Beavers to move this year?

Edit... NOT Taken as LOUD and DRUNK....oops...fooking clouded up... I'll miss the moon light tonight for frogging.
Have to make do or cat5ch them anutter night.

Do you catch enough for a good batch of frog legs? I haven't been frog gigging since I was a kid.

reporting in for duty:

No, only 3 very large bullfrogs. I'm rusty at it.

Almost there
Flt Training
Biggin Hill



5-29-15



I say, what a journey, I will having a go at Solo flight then graduation. Used the Trams to get through London then joined up with some service types for the Bike ride over to the hill. Seems so long ago and now almost over.


image url


uploading images

Since Germany itelf is a long way from familiar flying areas, I thought an early account of my flight from Cologne to Phalempin in Flanders would be helpful.

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Kölne. 1 Kompagnie Flieger Bataillon 3 (The German military flying school at Kölne)
Snow lay thick on the ground as Officier Stellvertreter Axel Liedenbrock prepared to take off. He was well wrapped up and the air was still and fairly clear, with only clumps of white cloud here and there.

His kit was in the front seat of his Aviatik BI in place of an observer. Liedenbrock climbed into the rear cockpit and checked his controls.

At 08:20 the Aviatik swept into the sky. Liedenbrock liked the power of the 100hp Mecedes engine. It was so much better than the training machines could give him. He didn't like the tail heaviness of the BI. He had to keep forward pressure on the wheel at all times. He climbed to an approximate height of 1000 metres and estimated his speed as varying between 80 and 100kmh depending on the wind. It was about 290 kilometres along his planned route, so Axel expected it to take 3 hours. His tank was full, which he hoped meant that he had four hours or better.

The first waypoint was the city of Kölne itself. The aerodrome was SE of it, so Liedenbrock headed toward the smoke of morning stoves. He crossed the mighty Rhine over the southern suburbs of the city. He smiled as he thought of the people looking up in amazement from below.



From here, Liedenbrock's planned route was to head west by compass until Flanders, find Lille and follow the rail lines south west from Lille to his new base at Phalempin.

There were rail lines here to the west of Koln, but for now Liedenbrock relied on his compass.

At 09:11, Liedenbrok overflew a town that he believed to be Aachen. At 09:52 he passed the town he knew to be Tienen.
At 10:00 the lone Aviatik was passing Brussels. The Belgian capital was to the north and between Liedenbrock and that place was a giant forest. Axel skirted the south edge of this in case he lost engine power and had to land.



The first evidence of war was found soon after Brussels slipped behind. At Etterbeck, there was an aerodrome with one of the great hangars used to store airships. Leidenbrock overflew this at 10:23, waving to the people below.



At 11:00, Liedenbrock reached the Scheldte river, which marks the eastern border of Flanders. Crossing it at Kluisbergen (due east of Kartrijk) he entered the war zone proper. Kartrijk was too far north for Liedenbrock. He established that he was north-east of his intended route and changed course appropriately. Soon, the built up areas of Roubaix and then Lille approached over the horizon.



The Aviatik was over Lille at 11:28 where Liedenbrock looked for the rail line and road that headed south-west in parallel. These he knew would guide him to Phalempin.

So they did. Phalempin was spotted at 11:30 near a balloon site. He circled to land, noting with dismay many fences in the fields around. The Aviatik touched down and taxied in 3 hours and 20 minutes after leaving the Flying School grounds.



Now Leidenborn had to report to... he checked his orders. Hauptman Steinborn.

In!

And In!

I like Maerans flight report. I've been practicing doing night flights from Vadeliancourt and Nanacy/Malseville to Mannheim/Ludwigschafen where the French squad MF-25 'The Owls', started doing their night bombing runs to the factory areas in the Saar valley and other areas that had previously been French steel smelting plants. It's a difficult route to master in the dark.

Like all above, I have been practicing with the AV, mostly bombing & landing. I am not good at bombing.

Albert Bergman will show up for duty on 1 Feb 1915, to do his best for Germany.

I hope I have all of the proper checks on correct spots ( outcomes, weather, etc. ) and follow through with the first 3 missions properly.

Having no "real paper maps" I assume the in flight map "M" will work for mission one. Will it give me a headings to follow?

If bad weather forces me to land short of my landing field, you will find me RON in the nearest Gasthouse.

Will we get a final list of rules and "must do's"??

CW3SF

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CW3SF, you could fly WSW from Koln following that main road until you hit the edge of my Flanders map at which point you could then navigate using the 'paper map' and WOFF landmarks. I've just posted an updated download that includes the situation maps for 1915.

Here is a link to that thread: WOFF Map Set May 2015 Update 3

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Wow Maeran, 3 and a half hours!

I thought my last mission of just over two was a long one but that really takes the cake. In fact it also takes the cake tin, the sifter, the egg whisk and half the bloody kitchen!

My hat's off to you.

It's something to do once, I guess. I wouldn't want to do it again. Although a hopping 'tour' might be a possibility.

Good Luck, you guys, fly safely!

RR

For those who don't fly in realtime, then just fly at a high enough altitude, point your craft West and use time compression.

Almost There
Sgt, Rfc
In Transit



May 31, 1915.


Assigned to Ferry a BE Over There. Departed Biggin Hill to Manston ,But I Ended up at Dover after getting lost . Refueled and Crossed the Channel landing at St Inglevert. then on to 2 Sqn at Ablee Airfield in Flanders.

Took a pic of Biggin Hill.


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Being a full time RVer ( in a 36 X 8 foot coach ), we do not have a printer along with lots of other heavy stuff.

I plan to leave Koln with a full gas tank and fly on a heading of 225 Mag untill I reach the limit of WOFF maps.

Wish me luck.

And we're airborne!

REAL DATE: June 1, 2015

Intrepid Fliers: February 1, 1915
Warbirds Rising: June 1, 1915


Final Rules are on Page 1. Please note that it makes sense to get your transfer flight out of the way on the weekend, but in game it takes place on February/June 1, and advance your campaign a day after it's done. The first scoreboard will be posted next Sunday.

Good luck everyone!

Adian Lothbrok has made it across the channel to his new home.

Sgt Alan Smith (Warbirds Rising)

Date: 1 June 1915
Mission: Transfer Flight from Biggin Hill to Ablee

1 June 1915 The day has finally arrived. I am off to the front, assigned to 6th Squadron. My observer, Capt. Sebastin Johnson and I are assigned to fly a BE to our new home at Abeele, in Flanders. The weather is terrible for a cross channel flight-steady rain, and almost a solid cloud base at about 4,000 feet. I won't be sorry to leave this English weather! Capt. Johnson suggests that since we really don't want to have our engine quit over the channel, we should get in the air early and do some touch and go's at Biggin Hill. The machine handles wonderfully. After landing and refueling, the adjutant verifies my latest flights in my log book and notes that I now have ten hours solo time, and so should be capable of this short flight to France. He's a queer one. I never know when he is being serious.

Capt Johnson and I are back in the air at 9:15 AM. With luck, we should get use to our new home in time for lunch. It continues to rain. I climb to 2000 feet, and head ESE, staying below the clouds so I can follow the roads. At Tonbridge, I climb to 3500 feet, and head to Ashford, my next navigation checkpoint. However, ten minutes East of Tonbridge, the aircraft begins to lose oil pressure. Fortunately, Kent is relatively flat, and I spot a suitable pasture. After shutting down the engine before it seizes, I make a successful dead stick landing, which was possibly the best landing I have ever made. A friendly farmer gives Capt Johnson a ride into Tonebridge to call Biggin Hill, and they send a mechanic to repair the engine. Fortunately, the problem was a relatively minor seal, which is quickly replaced. While the mechanic does the repairs, the farmer and I patch some holes in the field to provide as smooth a take off run as possible. By 1:30, the job is done and I do some engine run ups to make sure the repair holds. By 1:45, we are back in the air. By this time, the weather has substantially cleared, with only scattered clouds at 2000-4500 feet, and no more rain and light winds. Following roads, we easily make our next navigation check point at Dover without incident and then onto Calais, and from there on to our new home at Abeele, landing at 3:15 PM.
[Player note-I had a random engine failure and set it down in a field. To recreate a subsequent take off, I did another QC flight with the time suitably adjusted for a subsequent T/O, using Bekesbourne airfield, which is located relatively close to the pasture I landed in ]

Leaving Biggin Hill

In a cow pasture

Leaving England

Nice pictures, everyone!

The flight from Koln (Cologne) to the front is over 3 hours. Yeesh. I don't want to have to do that too often!

Flight Sub-Lieutenant Arthur Ethelstan (Warbirds Rising)

Date: June 1, 1915
Orders: Transfer flight from Eastchurch to RFC aircraft depot at St. Omer and then onto RNAS 1 based St. Pol-sur-Mer

Flight Lieutenant Thayer and I left promptly from Eastchurch at 8:22am and headed southeast towards Dover for the crossing of the channel. The weather was a perfect June day with light fluffy clouds and a warm sun, if I hadn't known that we were flying off to war I would've thought we were on holiday. The flight to Dover was uneventful and pleasant with the two of us pointing out landmarks that we each were familiar with. I'm not ashamed to say that as I approached Dover I didn't get quite an uneasy feeling in the pit of my stomach as I looked on that vast amount of water that we had to cross. Silently saying a small prayer for the engine, I turned a few degrees to the east and began our crossing. It wasn't long before we saw the Dover-Calais ferry heading for Dover, I waggled the wings in a friendly hello. Before long we were across and I proceeded onto St. Omer. As we flew along, we both remarked how pretty France looked from the air and also it didn't appear to us, at least, that there was a war on. It wasn't long until St. Omer appeared and then the airfield. I circled and then landed and left the plane in the skilled hands of the aircraft depot's mechanics. While Lieutenant Thayer and I refreshed ourselves, the mechanics had our plane refueled and positioned for our flight to St. Pol-sur-Mer. We took off around 11:30 and arrived at St. Pol-sur-Mer in time for a delicious luncheon. After lunch, I reported to Squadron Commander Bancroft and he brought me up to date on my duties and what he expected of me and everyone else in the squadron. Tomorrow, is to be spent in training flight to familiarize myself with our operating area. I look forward to what tomorrow brings.

Very long flight from Koln to Colmar. Followed the river upstream to the head waters and then took a compass heading. 284 minutes of wonderful scenery.

Salute

have 2 pilots...but Alfred Ball (RFC) got a little delayed and arrives at No.6 a few days later...
So My Hun Pilot "Anton Leber" (yes a real name from the real unit) had to make 2 missions to get to Rumbeke Airfield. All told he had to put in over 5 hrs. First leg to bring a BI to Giramont airpark, Verdun sector. Upon arriving Anton was very annoyed to learn the he would have to fly the same aircraft to Rumbeke and report to FFA.6 that is stationed there.

"Why the hell didn't I just fly there in the first place!"








Mr & Mrs. Ball will be getting a letter tommorow (I think)

Ok. I've managed to upload my video finally, but not in HD due to a slow broken internet connection. After takeoff, I just stayed on a WSW course and eventually reached the pilot pool after about an hour and fifty minutes. I'll try to fly to my final base today.

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Sergent Allard Tremblay made his cross-country trip this AM from St. Inglevert down to Lahoussoye and his assignment with MS23. It was 8:00 on a beautiful winter's morning and the Morane Saulnier he had been given ran wonderfully as he lifted from the snowy ground. Here was his route.





Climbing into a crisp winter's sky with St. Inglevert slipping under the left wing.


The sun was just cresting the horizon as Sgt. Tremblay gained altitude.


Passing the Forêt de Boulogne as he flew south along the coast.


Sunrise at 1,500 meters.


Reaching the mouth of the Somme, Allard turns southeast to follow the river.


Passing Abbeville as he nears his destination.


Through a break in the clouds Lahoussoye comes into view.


Making the long descent to his new home, Sgt. Tremblay had climbed to 2,600 meters through the course of his flight, according to his wrist altimeter.


Coming into land, all was very quiet.


Safely on the ground, Allard reported in and was greeted most heartily by Capitaine Auguste de Reverend, Commander of MS23. Now the settling in begins.




.

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Great video, Oldhat! I was feeling some icy vibes from your observer, though... Bit of a pill, is he?

Oldhat; very nice vid in spite of not being HD.

Some very enthralling screen shots in this thread folks!

Good luck Gents. It seems all so far have made it to their new homes without any fatalities. My German aviator got lucky and had a dud engine right after takeoff and was able to land back at Koln. He was given a new machine and told to be on his way. 3 plus hours later he landed at Bertincourt.

Nice video OldHat!

Sgt, Almost There
2 Sgn, Rfc.
Flanders.




1 June 1915.


I say, bit of a cockup. I Have to pay more attention to Navigation. Landed at the wrong Aerodrome . Put down at Albee only to be told the chaps are at Merville so off on a lark to fine the chaps.

Thanks fellas.

Rick, when I was recording that scene, I imagined him saying something like "Hey you! what are you staring at?"

Carrick, I just did the same thing as you. I left at sunset from the pilot pool to the final base and landed on the wrong field, but I still had my engine running. So, I took off again and found the right one. The landscape is so sparse that it's easy to get lost.


Home sweet Home


EDIT: I'm really enjoying and learning from the variety of reports in this thread, the other DiD and the reports from the front thread. Very nice reading to pass the morning breakfast.

Sgt Sterling and Capt. Harris ferried a new MS 'L' to RFC-3 today. The plane was perfect, and the crew actually found the aerodrome, despite some poor visibility due to some cloud layers. An interesting mix of pilots welcomed them: a Sgt. McCudden, quiet but seems to have a good head, and a 2Lt. Harvey-Kelley, yup the same one who was the fist flyer over here. Boy, this should be fun!

I think it was easy to get lost back then so this is realistic. I remember reading stories where early aviators landed near farms to ask for directions or followed train tracks to destinations.

Ofz. Alfonse Straub
FFA 62, Aviatik B.I
June 2, 1915


We arrived on a warm, late spring day at Douai airfield. The trip from Koln took a little under four hours, with the fields and towns of Germany finally yielding to those of Belgium. The only real difference I noticed is the distinct lack of forest - the Flanders region is more heavily developed than the north.

Upon arriving I reported to Hautpmann Gerhard Holland, an amiable fellow. He said my first few missions would be simple enough, really just getting more used to my mount before the real fun begins.

As for said mount, the Aviatik machine is a wonder of modern technology. Still, even at 80 kph she has trouble staying in the air and, except for a dive, it's hard to imagine a machine going faster. This means she has a tendency to stall which can make her awkward, especially immediately after lift off.

Along with the captain and myself there are four others in our squadron. Two in particular stand out: Leutnant Oswald Boelcke seems like a natural leader to me and will no doubt command his own FFA some day. Boelcke says he has been working on rules or guidelines for new pilots to survive by. I'll be very curious to see what he comes up with.

Offizierstellvertreter Max Immelman is the other. I watched in awe as he put the Aviatik through its paces that first afternoon. I never saw an aircraft come around so fast - would not have thought it possible. I spoke with him and we got along famously, having a fascinating conversation about an aeroplane's energy and how best to utilize it.

I wish I could say I got along with my beobachter, Walter Moelders. When I found him quite out of order in the officer's mess I told him he would have a hard time of it tomorrow, which is when he made a reference to my mother I had to resent, and it deteriorated from there. I would not want to count on him in a fight.

On June 2nd I flew my two 'training' flights, one being a pair of laps around Douai, and the other a sprint to the front. During the latter I flew low over Lens to the admiration of the Frenchmen there.



You can't really hate them you know. Yes, the French need to be put in their place, but after this is over I would like to visit out of uniform. Maybe next spring.

Approaching the lines I got my first good look at the trenches.



I almost feel sorry for anyone trying to storm those!

Speaking of which, since I was kindly given some bombs for this 'mission,' I dropped them on the French trenches. No real damage however.

Tomorrow, Leutnant Boelcke promised me some real action. So far our missions revolve around artillery spotting and bombing. I can't wait!

Well Anton (FFA.6) has been working hard getting to know the area. It's Squadron policy that all newcomers make their own maps.

below is just a bit of his work today.

.

Fine batch of reports folks. Good to see everyone has made it to their assignments.

Sgt. Tremblay was tasked today by his CO, Capitaine de Reverend, with two sorties. The first was this morning when he was told to make a few large circles around Lahoussoye as he climbed to 1,500 meters and get a sense of his surroundings. The second was in the afternoon when he was instructed to fly east to the front lines and back to take note of landmark features and such. While the first sortie went as planned the second was cut short when his engine began failing about the time he reached Albert. He landed in a field on the south edge of the city and he and his observer, Sgt. Jerome Fauchard, had a brisk walk into town where they managed to get word back to camp and have a team sent to fetch them and their Morane.



Looking for a suitable field to land in on the south side of Albert.

.

Almost There
Sgt, B Flight
2 Sgn, Rfc
Flanders, France.





2 June 1915.



The Sqn Commander had me up doing circuits this morning. Then Tea with Biscuits and Jam. Followed by lectures and making ready for afternoon Orientation Hop.

1305 hrs Departed with 2 ships up to the lines then broke off and flew East till I spotted a River and followed it back towards the Field.

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Arnold did a couple laps around Colmar airfield and then found a balloon nearby.

Journal Entry - June 2, 1915

Today was a day of training and getting to know the area around St. Pol. I've been assigned 2nd Lieutenant Edmund Thayer as my observer and you can't imagine how happy I am about that. He flew over from England with me and we found that the only thing separating us is our rank, he is quite the comedian and I imagine working with him will be quite a pleasure.

We got an early start and initially flew a few circuits around the local area learning the landmarks and getting comfortable with our bus. Since I'm a lowly Sub-Lieutenant I've been assigned a B.E.2c and if the truth be told, is a very stable and easy to fly aeroplane, but it is incredibly slow. After our morning training flights we landed and had a spot of lunch with the rest of the boys in the mess. Our afternoon schedule was to fly up to the front and keeping on our side of the front we were to fly a few miles along the front and then return. This being our second day in France, we were both just a little anxious as to what the front had in store for us. Before we took off, 2nd lieutenant Thayer had plotted what he felt would be the best route for our inspection flight and away we went. I can only imagine Thayer was thinking when we reached the front, but I know that I was speechless. I don't believe I have ever witnessed a place as desolate and unforgiving as that small patch of the front that we witnessed. It looks completely sterile, but it is teeming with men that are determined to kill each other in the most gruesome of ways. I thank God that my brothers are too young for service and that I was fortunate enough to be selected for the flying service. I eventually turned for home and the trip home was certainly much more subdued that the flight out. All in all, it was a tiring and very sobering day. I've just been informed that tomorrow I start working for real. I only hope that when the chips are down I can fulfill my duty with honor.

I've included a few photographs that Thayer took with his Browning.

Here is the local supply train.


Our home


Thayer, he didn't want his picture taken


Dunkerque


Desolation of the Front


Unfortunate souls at the front

February, 12 1915,

Flight Log of Sous-leutenant Gerald Anoise: Flying from Etampes to Belfort-Chaux by way of Epinal-Mirecourt.


So today is the big day, I start my flight to the last Escadrille in France flying Bleriot-XI-Militaires,

BL-47, originally from Rheims, but since the Alsace region is not so busy, the big wigs at Armee d' la Aire have shipped the squad and their old workhorses, to sunny, (and cold) E-SE France in foothills of the Vosges. Word has it we will be flying cover escort for a Maurice Farman squad at Chaux, Esc. MF-29.

It is a cold morning, I have layered up in most of my clothes and the sheepskin sidcot to make packing my kit easier. But surprise. I have a companion. Emmanuel Poitiere also headed to Chaux. He is a Sargeant and has been interning at observation and running the Chaux aircraft shop. He was at Etampes readying our latest 'new' aircraft, 3 Bleriots, and has a bet on whether he can handle a full day of near subzero weather in an open cockpit.

There's a thin dingy fog roiling over the aerodrome, it is below 4 degrees centigrade with it possibly thawing a tiny bit if the sun can melt through the murk. The good thing is the weather is calling for light westerly winds, and a general clearing trend. Luckily Manu is a small chap, and most of his kit is bound East on a train, as is my bigger trunk. Our aero is a beauty, recently recovered, and re-engined with a LeRhone 7C 60 HP rotativ, with a monobloc carburetor with fuel and air control, and will make at least 120 KPH in cruise. We wait outside while the subalterns adjust and fuss over the little plane with fuel and oil. Soon it is time.

We take our seats. the seating is more snug than the cockpit of a Bleriot XI-2, and we have carefully loaded as much errata as we can safely fit between our floor and seats. I pump up the tank, get the fuel flowing and wait as the engine is primed and pulled over a few times. "Contact", the little LeRhone sputters to life and I coup the magneto while adjusting the tampier levers. Chocks away, and we trundle off. The engine revs slowly build and we are aloft in a few hundred meters. The climb is slow as I get the engine leaned to full revs, we're allowed only a few kilos of additional weight, besides our own weight and fuel, and the Bleriot is going to be leisurely about gaining altitude.

We climb above the mists, you can see some of Paris from about 200 meters up but the mists close again as we circle to the east from our Westerly aimed departure. A full moon sets behind us. There are areas of light frosting on the open ground below and the sun is just breaking to eastern horizon.





We average about 90 KPH while in climb, so to keep the engine well spun and loaded lightly. The newly risen sun is glinting off a big water course to our NE, the Seine, to intercept our eventual guide of the railroad tracks east from Paris. We pass over the train our gear is stowed upon, (we're hoping..) some 40 minutes into the flight. I level the Bleriot at about 1180 meters and pull the tampier back a little.

This wind is damn cold, I thank the assembly crew for mounting a small windscreen, it becomes my shield against the shrieking bite of the wind on my head. Manu has wrapped his face up with a long scarf, only his googles show from beneath is flight helmet. The mists clear more and a bank of Eastern clouds, underlit by the rising sun greets us.





I'm sure we'll make at least Mirecourt by mid to late afternoon, but I suspect this flight will have a few stops. I have marked out a few aerodromes that we can turn in at if our little overloaded Bleriot doesn't take well to our bulk and the cold. But for now the engine spins sweetly, holding 1190 rpm, and we easily hold altitude.

To be continued..

Great stories Gents. This is going to be interesting. It seems we have some more very good authors out there!

Almost There
Sgt, Rfc
B Flight, 2 Sqn
Flanders, France.


June 3, 1915.



2 Hops today for DivArty up at Lines near Lens. I must say No Mans land was lit up with Heavy and light Cannon fire. Most impressive. I was briefed to mark maps so I don't know if the Arty chaps hit what they were aiming at.


how do you print screen

First day of training did not go too well for Alfred. 7:00 am in February in a snow storm looks nothing like yesterday's transit flight.

Making circles around the aerodrome to get familiar with the surroundings would be futile. He opted to follow his flight leader to the front instead and do the circles the next day. The sun finally started to rise and Alfred congratulated himself for going with his gut and sticking with the rest of the flight.

This didn't last long and a different feeling crept into his gut. A strange noise announced a system failure and Alfred with his observer quickly turned home with terror on their faces. Fortunately it was not far and eventually he was able to find the base through the snow storm which did not stop even for a second. After landing Alfred thought he found the source of the failure as there was a small leak in the cockpit, but after showing it to his mechanic he found out to his disgust that the source of the leak was his observer, who relieved himself sometime after the failure occurred. He will re-fly the mission tomorrow and have a talk with his observer.

Glad you didn't fry your pilot on that system failure. Think Funeral Pyre... I had one that wound up with front engine afire. Cut the mix to off on a throttle wheel, but had too much altitude to get down quickly. Then I dove as fast as could be without ripping the craft apart. That put out the fire, but the pilot was wounded too much to return back for duty.

MudWasp: My observer also doubles as a firewall (with automatic sprinkler I may add).

In better weather it is easier.
Clear view after pass, roll, cut throttle, line up with head to side, release bombs.... is my fun way

Bon Sang!

What a trip this has become, Myself and Manu are now residing overnight in a small hostelery outside of the town of Troyes. Yes, our little Bleriot has developed a problem, an intermittent sparking, or mixture problems, maybe even water in the fuel, but it's too cold and not enough tools to diagnose our plane's condition this afternoon. As it is we're lucky to have landed West of town, because the land gets wilder and more forested the further east of Troyes we travel. We especially lucked out with a relatively flat and unploughed bit of pasture to make our sputtering landing on.

Manu is a bit upset, as he oversaw the installation of the new engine himself. It's an unforeseen he should have foreseen I'm guessing. 'My friend, we're all going to have bad days...' I try to make small talk and defuse his frustration. We, after my landing, find a small land holder with a 'barn' nearby we can park the aeroplane in, more of an open sided roof, but it is sheltered with large stacks of hay and a west wall. His wife serves us a good lunch before I walk into town to contact Epinal and Belfort. Our farmer friend's tools are a bit limited for the job Manu considers for repair, so we look in town for tools we can borrow or rent. We may be here another day.

The aerodrome at Mirecourt wants to send a truck out and haul us the rest of the way in. Manu is stubborn, "I will get this going again, and we will arrive under our own power." he chides me when I suggest we take the offer for haulage. I sort of understand his pride in this, but I outrank him a little. "We fold the wings up and wait for a lift, I don't see the problem." But then I remember his wager, how much does he have riding on this trip?

We turn in for the evening, the short daylight limits us to a quick bit of morning wrenching and I trust that Manu's knowledge with aero engines should get us on our way.

Journal Entry: June 3, 1915

04:00 comes awfully early when you've made the mistake of staying up too late, oh well, that's life in the Royal Navy. I've been waiting for this day to come for almost a year and now it has arrived. I've finally been ordered to the front on my first combat patrol. I can't tell if what I'm feeling is excitement or dread, maybe it is a little of both. Anyway, breakfast has been eaten, engine has been warmed up, maps and other gear have been rounded up, so we best be off. Took off promptly at 06:05am and headed off over the channel to climb to our operating altitude. After what seemed like forever, we turned and headed off to the front where we had been ordered to photograph any troop movement along the front just east of Poperinghe. We arrived without incident and began circling over our target while I took all of the requested photographs. It was a smashing good time as we had the sky entirely to ourselves. On one of our circuits two Hun aeroplanes just flew right below us, they looked at us and we them. Before anybody could do anything they were gone, just as well, I don't know if I could have done anything anyway. As we were turning for home, my engine started making the most horrible racket one would ever want to hear while flying over Hunland. I had to leave the formation and begin limping for home. I remember the old salts in the squadron telling me that if I had engine trouble and I had to set her down somewhere other than an airfield then I was to look for a road to use because as they would say, "You really don't want to hit any fences, they can really ruin your day". I set her down and walked the few miles to a phone and had the squadron lorry come and fetch us. I would say, that was enough excitement for me on my first day.

Here are more photographs that Thayer took with his Browning.

Heading out to the lines.


Taking photographs of troop movements


Huns that flew right under us.


Thayer and myself sitting in a field.

I did one flight a day, three were needed to fly normal/regular squad missions. It's the 4th soon.
I've a kite with no gun....

Tuesday 2nd Feb 1915
Home of Mr & Mrs Ball, Stapleford, Notts.

“Well, open it then.”

“Alright, alright, no need to make fuss Mary.” John Ball picked up the letter from the kitchen table. “Who’s Lt.Pennington?”

“I don’t know, why?”

“Cause his name is on the front of the letter…. With ‘passed’ stamped on it”.

“Get on with it John.” Mary Ball was smiling as news from her only child had finally arrived.
John opened the letter with a knife, revealing a letter on RFC note paper. He started reading, but to himself.
“Well, say something. I need to know how he is”. Mary’s voice sounded a little apprehensive.

“Says here that our Alfred has passed his advanced flying school. Where that was has been blacked out. He writes…. ‘Dear Mom and Dad. The weather has been cold but very clear these weeks, and we are all progressing very well. I’ve been learning to’ …. That’s blacked out as well.”
‘Captain Triggers says I’m doing well and that I should be on my way to France quite soon. Imagine that, me a Lad from Stapleford going abroad to France. I have passed all my exams and am now a full Pilot. I met a nice bloke, Alan Farmer. He’s a smithy but says he learned to fly on his own on account of his father once owning an areoplane himself. In fact I’ve met a lot of decent chaps here, but almost all are officers. I have received word that a few of us will be off to’ …. “Blacked out again.”

‘This is all very exciting, and I hope the war will not be over before I get there. Tell Mom not to worry. They say that our machines are top notch, better than anything the Germans have, and that they (the Hun) turn for home the moment they see us. I’ll write again as soon as I get to my Squadron. Before I forget, could you send me extra socks, long underwear and scarfs? It’s quite cold at 2000ft.’

“Well that’s it Mary. Alfred is doing fine.”
“Yes it sounds like he is.”
“But”
“The thought of Alfred being over there, flying at 2000 ft and such, and with Germans also flying”

“Now don’t you fuss girl, our Alfred can look after himself. If he says things are fine then that’s good enough for me.”

Ofsv Liedenbrock left his Aviatik and approached the group of men who had come out to watch him land. One was wearing the two pips of a Hauptmann. Liedenbrock stood to attention and saluted him.

"Officier Stellvertreter Axel Liedenbrock, sir. I have been ordered to ferry this Aviatik to Phalempin and then report for duty to Hauptmann Steinborn. Is that yourself, sir?"

"It is indeed," Steinborn looked Axel up and down as if he were appraising a horse. "That was a good landing. How many hours do you have?"

"15 hours solo, sir." Liedenbrock replied. "Plus the three additional hours it took me to reach here today. The weather has been too poor, sir. Otherwise I would have more."
"I see. Well, it's not perfect of course, but there is only one solution which is more flying!" Steinborn smiled. "Welcome to Feldfleiger Abteilung 18, Officier Stellvertreter. Here we are the eyes of the army. Very important!" Steinborn turned and spoke to one of the enlisted men. "Caspar, show this man to his quarters!" He smiled at Liedenbrock. "The officers are billeted in various farm buildings nearby. You should be comfortable enough. I shall see you at dinner."


The next day Steinborn flew with Liedenbrock in the new Aviatik. The Hauptmann explained that this was a familiarisation flight in the general area of the aerodrome.
"I want you to see how the lie of the land compares to your maps." The Saxon captain told him as they prepared to take-off. "Go where I direct you. Note the road and rail junctions. We will go as far north as Lille and as far south as Lens. We range further in our duties of course, but this is our home area and I want you to know it well."

They spent the morning flying up and down the Lille-Lens rail line. Liedenbrock noted how the roads and rail line between these two towns dominated the area and were a ready guide to the airman. Two hours later Liedenbrock landed. Steinborn climbed out and addressed his pilot.

"Which flying school did you come from?"
"Koln, sir."
"Is that a circus school?"
"No sir. What do you mean sir?"
"You were rolling all over the sky, Officier Stelvertreter. Perhaps you think yourself an acrobat! Keep my aeroplanes on a level wing. You are there to drive the observer to what he wishes to see. You will conduct this in a fashion appropriate to officers and gentlemen of His Majesty the Kaiser's armed forces. No more trick flying!"


That evening, one of the other pilots, Feldwebel Bruecher, gave Axel some advice on this.
"The observers want a steady base to make their notes from. These Aviatiks sideslip badly if you use the ailerons. So do not use them! Turn with the rudder. The ailerons are for controling any adverse roll."

Hauptmann Steinborn took the new Aviatik for his own use. Liedenbrock and his regular observer, Oblt Kamper were to use an older machine. It was still better than the old 'Arrow' type biplanes that Axel had been training with.

"This is another training flight." Steinborn had told him. "Fly up to the lines and then up and down for a time. See what you can see."

The lines were quiet in the snow of early February. No-one moved in the open, but Liedenbrock could clearly see the networks of trench-lines, they were so clear that it looked like they had been drawn on the landscape.

The next day was Liedenbrock's first active mission. It was no different from the day before, but this time Kamper looked at the British lines below and made notes of anything he considered worth reporting. After an hour the Aviatik touched down again at Phalempin.

Almost there
Sgt, B Flt
2 Sqn, Rfc
Flanders


4 June 1915.

Mission: Bombardment

Target: Haubourdin Aerodrome

B Flight: 4 Be2 armed with 4 bombs ea.
A Flt: 1 a/c Roaming Patrol


Remarks: Jolly good show, I feel like there's a war going on. The flight made a few hits on the field among the Maintenance Tents others struck around those areas. I dropped my eggs and saw them explode on the airfield apron leading up to the aircraft parking area. By Jove, we are in it now.


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Ofz. Alfonse Straub
FFA-62; Aviatik B.I
June 3-4, 1915


I have three missions under my belt in two days and have at least avoided disgrace. I even earned my first kill, some kind of truck near the front lines at Ypres.

On the 3rd we were told to bomb an aerodrome. Leutnant Boelcke led the flight. It was perfectly routine, a fine flight with good men in good weather. Once I thought I saw some enemies - or at least the boys in the infantry thought so for they kept up a steady bombardment. They showed no interest in us though.

My aim was...not good. Actually none of us did particularly well. We returned home happy to have another chance later in the day, but disappointed in our progress.

Hauptmann Holland had me sit out the afternoon flight. As I understand it, only Immelmann and Boelcke went out, and between them managed to bomb one of the French flak pieces guarding the field.

Good enough, says HQ, for the next day we have a new target east of Amentieres. About half way there my engine abruptly stalled out - a leak in the fuel line I later learned. I must have been dripping petrol across half of Eastern France. My aeroplane entered a steep dive and I just barely recovered, coming to a landing at Houplin field.

After repairs I was ordered to rendevous with the afternoon flight led once more by Leutnant Boelcke. We would try for the soldiers at Ypres this time. This is where I bagged my truck and returned home in modest triumph.

Along the way home I saw some of our adversaries. Strange, I feel more in common with them than with our boys on the ground. We exchanged civil waves...



...right before they dropped their bombs on our troops. Rude!

2 June 2015 Capt. Sebastin Johnson and I were assigned to familiarize ourselves with the area around the airfield. The weather was mostly sunny, with cumulus clouds with bases at approximately 2500 feet. Wind was 8 miles from the NNW. The orders to “familiarize ourselves with the area” were fairly vague, so we flew at between 1000-2000 feet east toward Ypres and familiarized ourselves with the terrain, especially around Poperinge, or “Pops” as we call it. From the air, Pops looked to have already had a difficult time of it. The Germans have figured that it is one of our main supply centers for this sector, and have been shelling it heavily. We stayed approximately 3 miles on our side of the front lines. I found navigating by the map to be very confusing, and was only by luck I found the airfield. I’m going to have to get much more familiar with the ground around here.


Historical citation: http://www.greatwar.co.uk/ypres-salient/town-poperinge.htm
0 Points


3 June 1915 The CO wasn’t too happy with our semi-authorized flight towards the front lines yesterday, so this time he assigned us a familiarization flight around the airfield, but to the west. The weather was good, and we had an enjoyable flight, with no problems. On our return, it was announced that the squadron was to turn in the Fe 2b’s, and the older Be 2’s. In exchange, we were receiving new Be2c’s, with a Lewis gun for the observer. The squadron also received two Nieuport Scouts. I’m not sure who will get those, but the rumors are that one of them will go to Capt. Hawker. In any case, I know that I won’t get one, being only a Sargent.
0 Points


4 June 1915 My first operational mission was a dud. I was assigned to fly with another aircraft and bomb the German lines with some 25 lb. bombs. Unfortunately, I had engine trouble almost immediately and had to abort back to the field. However, the other aircraft carried out the mission and returned without loss.
0 Points

5 June 1915 My second operational mission was more of a success. I was assigned to the 0500 patrol behind our lines with another aircraft, flown by Sgt. Hoskins. The weather wasn’t too bad. It was about ¾ overcast and threatening to rain the entire mission. However, as long as I kept below 4000 feet, I could still see the ground and navigate. While the patrol was supposed to consist of two aircraft, Sgt. Hoskins developed engine problems. He tried to land at a nearby aerodrome, but was unable to make it, and ended up landing safely in a farmer’s field. I completed the patrol alone, and returned to the airfield. When I landed, the CO sent me to Pops to retrieve some parts to repair Hoskin’s aircraft. I was able to snap this picture of the place:




2 Points

Excellent writing there Combs and Kuroken. Replacing Fees with Quirks? Terrible.

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"Look at Loewenstern," said Friedrich Kampe to Liedenbrock as they checked over 'number 3' before take-off. "He has his family crest everywhere. His notebook, his dressing gown. Even the case for his binoculars has a badge on it."
Axel looked at him. "Do you have a crest?"
"Not really." Kampe shrugged. "My family are only Niederer Adel. But, they were frequently Mayors in Gaggenau, and before that Vogts." He saw the lack of recognition on Liedenbrock's face. "That was a type of governor, before Baden started electing mayors. I might reasonably use Gaggenau's shield, I suppose."

"We could put it on the aeroplane," suggested Axel. "If we also paint on the arms of Hamburg."
"Oh?" Laughed Kampe. "And when did you rule Hamburg?"
"I never did," persisted Liedenbrock. "But we Liedenbrocks have a reputation for adventure that I want to live up to. And importantly, you do not build a reputation without being recognised. I want people to see this machine and know it is us. What do you think?" Axel leaned across conspiratorially. "Gaggenau could go first."
Axel could tell that Kampe was tempted.
"I'll think about it." He said.

Steinborn had instructed them to bomb an aerodrome at Izel-Les-Hameux. The Aviatiks would cross the lines in pairs and make their way to the enemy airfield to drop two 5 kilo bombs apiece. The observers were also to look to see what aircraft were there and anything else of military value.

Kampe wanted Liedenbrock to fly to Bethune first, and then follow the road south west of the town. This would take them over another known aerodrome at Hesdigneul and a nearby rail spur. Kamp considered that any activity on that rail line might be of interest.

It was over the town of Bethune that Liedenbrock first encountered Flak. He had heard about it, at the flying school mainly, but now little puffs of grey smoke punctuated the sky ahead of him and to his right. He found them curious. It seemed that the French were making little clouds. They certainly didn't seem threatening, being so far away.

Soon the Flak died away. The two Aviatiks passed over Hesdigneul unmolested. Kampe looked out with his binoculars and occasionally made notes. Leidenbrock turned south to their objective.

Swinging around to the west, the two German machines dropped their bombs on the aerodrome. The bombs all missed, although Leidenbrock's two drops did make craters in the landing field. As he peered over the side, Axel saw a structure with wings and a spindley frame. He did not know what it was. Henry Farman or FE2b. Perhaps Kampe could tell better.

There was more flak as they flew east over Savy, where there was another airfield and an army camp. Kampe's pencil was busy as they flew over the camp. Leidenbrock caught his eye and made a circling indication with his finger. Did he want to circle around? Kampe shook his head. No, he had got what information he needed.

Walter Ritter flying with his observer, Henke was in the other kette lead by Steinborn and succeeded in hitting one of the hangars with his bombs. Steinborn declared the entire mission a success as a result.

In the sitting room that evening, Kampe watched as Wilhelm von Loewenstern filled his pipe, with a crest on the bowl from a tobacco box which was also emblazoned with heraldry.
"Tell me, Liedenbrock. What colours are on the coat of arms of Hamburg?"
"It is a white castle on a red field."
Kampe smiled and poured himself a brandy. "That is most convenient. Gaggenau is also red and white."

Sgt, Almost There
2 Sqn, Rfc.
Flanders

6 June 1915.


Posted to morning mission with B Flight. Our 4 BE2,s took off for the lines at 0506 hrs climbing to 700 meters then headed towards the lines across from Lens. 7/10ths cloud cover over target area but found a hole and completed the mission. A piece of cake point: +1


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Sergent Tremblay and his gunner/obs Sergent Fauchard have spent a quiet first week at Lahoussoye, until this morning. They were assigned a patrol of the lines to the east, from Miraumont down to Péronne and back. Allard coaxed the Morane up to 2,700 meters as he and Jerome kept a lookout for any hostile craft that might be trying to cross the lines. About 45 minutes into the patrol, as they were passing over Fricourt, they spotted an aeroplane just off to their east and below them about 500 meters. It turned out to be a lone Aviatik which they immediately engaged. After a protracted game of cat-and-mouse Sergent Tremblay was able to give Sergent Fauchard several good shooting opportunities which were taken full advantage of. The enemy aeroplane began trailing black smoke and giving up altitude. A final burst from the Lewis gun and the Aviatik hit the ground hard and flipped on its back as its pilot attempted a landing. When the pair returned to camp and excitedly turned in their very first claim they were told it would likely be denied as the incident took place on the Boche side of the mud and they had no confirmation, to which Capitaine de Reverend added, "But you have the personal satisfaction of knowing you downed an enemy craft. Bravo!"


A single enemy aeroplane attempting to make a run for home after being spotted by Allard and Jerome.


Several excellent volleys from the Lewis and Sergent Fauchard had the Aviatik trailing smoke and dropping down.


The Boche pilot attempted a landing that ended in a total wreck.


Sergent Tremblay followed the Somme back to Lahoussoye.


They came in to land just as a patrol from the north was returning.


After pulling up to the hanger and shutting down the Le Rhône Allard and Jerome raced to the CO's office to turn in their AARs and their claim only to receive the disappointing caution that their first victory would very likely be denied them due to no corroborating witnesses. Ah well - c'est la guerre.

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Bravo, Lou! First blood!


Scoreboard as of June 7

Missed the deadline. Damn!

Crap, it's too late to turn in my report.

I am doing well, with my very bad bombing? So far I hit one chicken house, killed the only rooster, and thus made all of the hens very unhappy. Other than that, fly out, do my best and fly home and land. Love the slow landing speed.

I see some with more than one mission per day-- I would love to fly more missions within the one day. Can we??

Would love to get something that shoot any thing from my V. B1 very tail heavy crate. Good engine!!

Are shotguns OK?

CW3SF: Yes, if your squadron flies multiple missions per day, then you can fly as many as they give you.

If you can figure out how to get a shotgun up there, go for it.

Fullofit, Banjoman: There's always next week!

OK, will fly all they give me within each day.

So when do I get a gun for my observer that I can jump in to and set the plane on "autopilot"?? And Then would the "autopilot" fly aggresive for the "gunner" ( now me ) to get the best shot?

Lots to learn about this "new adventure" we are in!

CatKnight, what time do you want us to have the reports turned in so this doesn't happen to me again?