OTT FYM Mission 1 First Outing - 5th April 1917 AAR by Mike
OTT FYM Mission 1 – First Outing - 5th April 1917 – AAR by Mike
2nd Lt Pat Goggins’ jaw dropped. He hadn’t been feeling right about himself recently, so he was taking a rare relaxing stroll just outside the airfield occupied by the “Bulldogs” (57 Squadron RFC flying tandems and 52nd Squadron flying scouts) when the sound of approaching aircraft made him look up. He’d already been warned that three new aircraft were arriving that day, but when two of them roared close overhead on their approach he was so surprised he almost lost his balance.
“What, in the name of all that’s good, are those?” he shouted out and rapidly becoming over excited he started running through the long spring grass, towards the hangers, almost tripping over himself in his eagerness to see these new machines. He was almost there when a third machine bounced its way along the grass landing strip and came to a halt beside a growing crowd of enthusiastic airmen of all ranks.
Uncle, their Recording Officer, was already in deep conversation with Lt Harold Isore and his usual observer, AM1 William Conker, both old hands in the squadron, so he joined them only to hear low murmurings of concern.
“Are you quite certain of that, Uncle?” asked Isore.
“Positive, I’m afraid. News came through from HQ just now, carrying a stern warning with it!” answered Uncle.
“What’s going on?” chipped in Goggins, now feeling a little apprehensive again after the excitement of the arrival of three new aircraft.
“Bad news I’m afraid.” replied Uncle, pointing at the new arrivals. “48 Squadron lost four of their crews this morning, over Douai, flying the same aircraft as these three chaps!”
“What! Oh Lordy. That’s not good at all. Why? What happened? Are these new machines no good then?” Goggins said, now feeling decidedly unhappy.
“All in good time, Pat” answered Uncle, adding, as he turned back to Isore, “Harold, we have to have three crews up in these machines within the hour. So gather the following together and meet me in the briefing room as soon as possible, there’s a good man. I want you, Pat here and our new man, 2nd Lt Tim Brooke, along with all of the observers. I’ll explain what’s what then. Save me repeating myself endlessly. Once you lot know, you can spread the word. The Ack Emmas already know the score and are readying your machines for you. Off you go then!”
And with that they dispersed, Goggins walking with Isore.
“I don’t even know what these machines are called yet. Do you?” enquired Goggins.
“Bristol F2As” came the reply “and right now, that’s about all I know too!
The briefing wasn’t really that enlightening. It seemed that six crews of 48 Squadron had been sent on a reconnaissance patrol, flying the new Bristols which up until now had been kept secret. They were part of the build up to a new offensive and all six had found themselves in a tangle, twice, with members of the now infamous Jasta 11, led by Manfred Freiherr Von Richthofen, increasingly referred to as the Baron. The first incident had not gone well, when two of the new F2As had gone down. Two more had then gone down after they had been bounced by a second group of Albatros types, believed to have been from the same Jasta. One surviving crew claimed that initially two of the enemy had been forced down but that their comrades had appeared to have had their engines hit in the process.
The upshot of the “stern warning” which came with this information was that the 48 Sqn flight had been sent up expecting to use the usual defensive tactics for two seater aircraft, but that although this was still recommended, it did seem that the new Bristol F2A might be better used by taking advantage of its greater speed and manoeuvrability, whatever that was meant to mean!
As for the aircraft themselves, nothing was forthcoming. Crews would have to fly them to find out how they performed.
“Guess we’re gonna find out soon then” piped up one of the new boys on the block, the ever cheerful AM3 William Oddman, known to his friends as Bill.
I guess you might be right” came the sardonic reply from his pilot, 2nd Lt Timothy Brooke.
“Well let’s hope these new birds are better than the crates we’ve been given up until now” added AM2 Walter Lewis, who now flew as an observer with Pat Goggins.
And a short while later, off they flew, towards enemy lines, to see what they could see. Their orders were to carry out another reconnaissance patrol and to look for enemy ground troop movements, although it was already suspected that the Germans had completed their withdrawal to new defensive positions. Confirmation of this would help the upcoming offensive.
Their personal aims, on the other hand, were to engage any enemy aircraft they came across and learn something about these F2As. Their opponents were not long in attempting to oblige them!
Flying east, but keeping well to the south of Arras, flight leader Lt Harold Isore took them in the direction of Douai. He was looking for trouble. Jasta 11 worked in this area, he knew that now, but he also knew their old adversaries in Jasta 24 would be in the area too. And sure enough, there they were ahead. Two to starboard; one to port. Their brightly coloured machines now easily identifiable for the challenge they represented.
But the extra speed of the Bristols was something Lt Isore was not yet familiar with, so he misjudged the rate at which they would close. Nor was he expecting his observer, William Conker, to open fire so soon. To his surprise and the delight of Conker, they discovered that the firing arc of the observer’s gun was far wider than anything they had experienced before. The gun was mounted somewhat higher which gave the observer a far better all round view of things.
Daka daka daka daka daka daka daka came the familiar nerve jarring sound, and even at this range, Harold Isore could see that Conker’s (Observer F2A green spot) aim was good!
Pat Goggins, (Pilot F2A red spot) to Isore’s starboard side, found time almost slowing as he looked down, feeling almost detached from the proceedings, to see a steam engine making its way north along a railway line. It reminded him of his childhood. Then the Daka daka daka daka daka daka sound of gun fire tried to pull his mind back into the real world. He swore at himself. Why was he bloody day dreaming? This wasn’t a game! Get a grip you complete fool. He hit himself on the head with his gloved hand and focused wildly on his surroundings.
He realised he had flown them headlong into a fight with two Albatros types and that his observer and that of his flight leader were both emptying drums of .303 ammunition in the general direction of either a yellow or a blue Albatros type, both sporting black crosses. Something was wrong. He couldn’t think straight.
The firing continued, throbbing in his mind, and next thing he knew his engine was hit (F2A red spot FRTB – E. Possible to Albatros yellow spot – pilot Ltn Otto Gerbil) and AM2 Walter Lewis was thumping him on the back and screaming at him to get them out of there.
The two Albatros types had about faced and were on their tail, dishing out so much damage that at one point, adding to the damaged engine that was now coughing away like an octogenarian fifty a day smoker, his rudder controls went completely slack. But by that time, somehow Conkers screaming had worked on him and he had already swung to starboard, away from the fight. Goggins felt decidedly out of his mind at that point. Stress is a great killer and can hit any time, any place, without warning, especially in a war!
Fortunately for him, however, despite the screaming, Walter Lewis had kept his head and had managed to dish out quite a bit of punishment in return. First the yellow Albatros burst into flames, then it rolled over onto its belly and plummeted earthwards, at the same time preventing its blue coloured partner from turning to give chase (Kill of Albatros yellow to AM2 Walter Lewis Observer in F2A red spot). They were free as a bird and heading back to the barn. Suddenly, Pat Goggins felt ok again. He looked down and marked the progress made by that steam train. It didn’t seem to have gone anywhere. Then he focused on getting their injured bus back home again.
Meanwhile, further north, the new boys, 2nd Lt Brooke and AM3 Oddman (F2A yellow spot) were trying out their new bus on a red Albatros type, with some small success, (which the reader can see from an earlier photo). It appears that our Bulldogs of 57 Sqn RFC were not the only ones to misjudge the speed of these hitherto unseen enemy aircraft – well they were to the Eagles of Jasta 24. The red Albatros over shot the mark and failed even to get a single shot in. However, thinking his new flight crew might be inexperienced and therefore may require assistance, Harold Isore headed in their direction to lend a hand. Only to provide the pilot of the Red Albatros, ObLtn Erich Wedel, with a juicy close range shot that did considerable damage to Isore’s Bristol (F2A green spot)! His own return fire did little to upset Herr Wedel and adding insult to poor firing, his gun jammed. Fortunately, so did Wedel’s gun jam.
There followed a brief lull in the battle, whilst guns were unjammed, pilots looked around for something to do, like rejoin their mates, enjoy the scenery, have their lunch or whatever.
And the steam train chugged its way across the landscape, it’s driver and his mate leaning out to the side ever so now and then, either in fear, or in the hopes of seeing another crash. Have you noticed how drivers of vehicles always want to slow right down and gawp at a crash scene, no matter what sort of a traffic jam they cause. Well our train drivers were just the same!
Until the two Bristol F2As made contact again and the two Albatros DIIIs found one another again, so it was “break over – time to get back to work”.
Daka daka daka daka daka daka daka Lots of noise, but not much damage caused by anyone. The break must have upset their aim. Until the second round that is, during which the Red Albatros took a bit of a hiding from the new boy, AM3 Bill Oddman (Obs. F2A yellow spot). But for a change AM1 William Conker (Obs. F2A green spot), firing at long range, completely missed. Huh! - One in the eye for Conker don’t you agree?
Then Bill Oddman fired again and his gun jammed too, so now both Observers in the two Bristols were temporarily harmless. Out came the mallets!
Puff Puff the train went, Puff Puff went the train. (Sorry guys – that last line was just a small reference in honour and memory of a mate of mine who passed away recently – don’t ask!).
The mallets went bang bang but nobody could fire as yet. Which may explain why both sides seemed to have a situation where the pilots wanted to ram each other out of the sky. “I’m on your side you nutter”, was probably bandied about in English and its German equivalent. I’m sure you’ve all been thereBut the near collisions were not collisions at all so when all is said and done, no harm done!
After that, the dog fight resumed in earnest, and it wasn’t long before the pilots of Jasta 24 were in deep trouble, yet again. ObLtn Erich Wedel (Red Albatros) attacked Tim Brooke’s Bristol (yellow spot) at long range, with some accuracy, but in so doing he was hit in the flank by Lt Harold Isore (green spot), whose gun was not jammed. Wedel experienced a sharp pain in his chest, where a bullet had hit him, although hopefully without doing too much serious damage. Never the less it was time for him to go home (Albatros red spot – pilot ObLtn Wedel FRTB – W . Possible to Isore).
Shortly after that it was the turn of Ltn Cไser Fischbacher (Blue Albatros) who attempted to take on both of the enemy two seaters at once. There was a brief but fierce exchange of firing, first between himself and Isore (F2a green spot) which resulted in smoke beginning to pour from his engine, then between himself and Isore’s observer, William Conker, which resulted in the smoke stream turning alarmingly into a rather unpleasant fire.
The fire burned fiercely!
Then a further exchange of bullets, this time with AM3 Bill Oddman (Obs. F2A yellow spot), resulted in a good bit of damage being done to the Bristol, but also to the Albatros that had had enough, gave up the ghost, rolled over submissively and spiralled the long way down to the ground (Kill to AM3 William Oddman Obs. F2A yellow spot)
And that ladies and gentlemen was that. The Bulldogs called it a day, leaving the red Albatros disappearing into the distance and the steam train below still puffing and heaving its asthmatic way northwards.
The Bulldogs in their new “Brisfits” considered diving and shooting it up, but by this time they were running short of both ammunition and fuel. Time for tea and biscuits. They were satisfied with the performance of their new machines and remained mystified by the days earlier disaster incurred on 48 Sqn RFC. But then, the Bulldogs hadn’t met Manfred Freiherr von Richthofen and his Jasta 11 pilots, had they
The end
The Butcher’s Tally:
Central Powers
Obltn Erich Wedel: Albatros DIII (red): FRTB-W / WIA / 0 kills
FRTB Rolled 5+4 = Stuck the landing
Rolled 11 -1WIA +1RTB = 11 - All well when you land well !
Ltn Cไser Fischbacher: Albatros DIII (Blue): FLM-FT / 0 kills
Rolled4 -2FLM = 2 - Dead
Ltn Otto Gerbil: Albatros DIII (yellow): EXP-FT / 0 kills, 1 probable (F2A red spot FRTB-E)
Rolled 8 -3EXP = 5 - Injured - skip 1D3 scenarios. Rolled 3 = Skip 2
Entente
Lt Harold Isore: (P2) F2A (green spot): RTB / 0 kills, 1 probable (Wedel FRTB-W)
AM1 William Conker: (O) F2A (green spot): RTB / 0 kills
2nd Lt Pat Goggins: (P2) F2A (red spot): FRTB-E / 0 kills
Roll FRTB 5+3 = stuck the landing
AM2 Walter Lewis: (O) F2A (red spot): FRTB-E / 1 kill (Gerbil)
Pilot stuck the landing
2nd Lt Timothy Brooke: (P2) F2A (yellow): RTB / 0 kills
AM3 William Oddman: (O) F2A (yellow): RTB / 1 kill (Fischbacher)
Notes
The above AAR is an account of an interesting mission, written by Aerodrome member “Hu Rhu” (Gary) based loosely on an actual event. It was a delight to play, so thanks for that, Gary
What did “actually” happen on the 5th April 1917, when members of Jasta 11, led by Manfred Albrecht Freiherr von Richthofen, accounted for half a dozen of the latest RFC two seaters, the Bristol F2A? The answers make interesting reading. Accounts vary, as always.
The following appeared on an internet web page headed “A Pilot’s War 1915 – 1918”, quoting several sources.
“On 5 April 1917 No 48 Sqn carried out their first offensive reconnaissance with a Flight of six F2A's led by Captain Leefe Robinson VC. They were engaged over Douai by Manfred Von Richthofen's Jasta 11 with five Albatros DIII's. Adopting two-seater defensive tactics to give their rear gunners good firing opportunities the F2A formation proved too vulnerable and four were shot down (including Robinson).
However, a different picture entirely is given in the following quote from another website -
“airwar19141918.wordpress.com”, and I quote:
“5 April 1917 – “A topping two*seater”
The Bristol F2b went on to be one of the most successful aircraft of the war and served with the RAF until 1931. However its combat debut as the F2a was nothing short of disastrous.
In preparation for the offensive to begin on 9 April, the RFC stepped up its work today. Squadrons were out in force over the battle area to deny the Germans air superiority and carry out photography and artillery registration missions.
Hugh Trenchard had deliberately held back the deployment of the Bristol to try and surprise the Germans. In retrospect this was probably a mistake as it did not give crews the chance to gain experience in combat situations.
48 Squadron, led by zeppelin hero Captain William Leefe Robinson VC had been allotted the new aircraft and flew their first combat mission today in a group of six. About 35 minutes into the mission, around 30km over the lines near Douai, Captain Robinson decided to attack a group of 6 aircraft from Jasta 11. In the ensuing combat, Captain Robinson & 2nd Lieutenant Edward Darien Warburton (in A3337) drove down one German machine out of control. Lieutenant Philip Pike and Lieutenant Hugh Bradford Griffith, also drove down a hostile machine apparently out of control. During the combat, Pike and Griffith got separated from the formation.
Unfortunately for Robinson and Warburton their engine was hit and their guns jammed, so they were forced to land. They crashed and flipped on landing and were taken prisoner. Vitzfeldwebel Sebastian Festner claimed victory. Their colleagues, Lieutenant Henry Alfred Cooper and 2ndLieutenant Alan Boldison (in A3320) suffered the same fate. Leutnant Georg Simon claimed his first victory.
About 10 minutes later a second group of five aircraft, also from Jasta 11, led by Manfred Von Richthofen pounced on the remainder of the formation. Von Richthofen accounted for 2nd Lieutenant Arthur N Leckler and Lieutenant Herbert Duncan King George (In A3340). Leckler was taken prisoner but George died of his wounds the next day. Lieutenant Alfred Terence Adams and Lieutenant Donald James Stewart (in A3343) were also shot down. They crashed behind the German lines and were taken prisoner. Apparently both Bristols suffered from gun jams.
Pike and Griffith made for home and fought two rearguard actions, in one of which they claimed to have driven down one hostile aeroplane.
The story is often described as a massive triumph for Von Richthofen and Jasta 11, though as was often the case, they ended up picking on a weakened formation. The combat led Von Richthofen to underestimate the capabilities of the Bristol F2. He wrote that he found the Bristol “to be quick and rather handy…” but “The Albatros DIII was, both in speed and ability to climb, undoubtedly superior.”
What seems to have happened, partly due to a lack of combat testing is that the Bristols adopted the usual defensive circle formation and attempted to get their observers into firing position. It soon because clear that the aircraft was strong enough to be flown like a fighter and use the pilots gun as the primary weapon – with an added sting in the tail. Once this was realised, its reputation improved. Indeed, Major Arthur Vere Bettington the commander of 48 Squadron wrote a month later:
“she is a topping two-seater … faster than the Hun two-seater but cannot touch the Albatros Scout for speed. Where she does score tremendously is in her power to dive … Many Huns who have dived on the tail of one, missed and gone on diving, have been dived after and overtaken, and destroyed. … They are dived plumb vertically for thousands of feet until the noise is like that of a million sabres cleaving in the air.” ”
Whilst the authors of both articles do say that the original tactics for flying the Brisfit were incorrect, one argues that four were shot down by five aircraft of Jasta 11, led by MvR, as a result of these poor tactics, whilst the other article describes two actions, one involving six DIIIs of Jasta 11, during which despite initial successes of their own, two of the F2As were forced to land following a combination of engine damage and jammed guns. Leaving 4 of the Brisfit flight to face “a further” five members of Jasta 11 led by MvR with dire consequences, two were shot down, again, it is claimed, as a result of gun jams, whilst two made it home, one having successfully fought off two attempted attacks by two DIIIs and a claim of “forcing down” one of those.
It seems that an abbreviated account has been successfully used over time to claim the losses as resulting from poor tactics alone. Whilst a more detailed account refers to engines being hit and gun jams; more aircraft than five, of Jasta 11, being involved and three claims of forcing down DIIIs.
Of course, everyone will have their own reasons for believing or disbelieving either account and undoubtedly have more evidence to support their “facts”. But personally, I do not believe we shall ever know the truth. There can be no doubt, however, that the Bristol F2B, a further development of the F2A, would prove to be a very formidable weapon indeed, used correctly.
Please note, I did not use the altitude rules for this mission. The occasions when the DIIIs might actually have managed to get into an F2As blind spot from below were always going to be very few and far between, whilst the advantage to the Bristols of a 360 degree arc of fire when any enemy aircraft were above were going to be far more frequent. As it is, the Bristol rear gunner has an arc of fire which is wide enough to meet the edges of the arc of the pilot’s gun, whilst a blind spot is still retained at the same altitude. Advantage enough. As for diving vertically and overtaking a diving DIII, with a noise like a million sabres! Well, the mind boggles – work that into the rules if you can Uncle
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Originally Posted by mikeemagnus
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