Category THE RED BARON’S. LAST FLIGHT

At least nine soldiers witnessed the forced landing of the Triplane from nearby, and many others from afar. Depending upon how familiar the distant witness was with the aircraft and with slant views, is how he interpreted what he saw. Some later stated that with a dead pilot in the cockpit, the Triplane made a perfect landing and rolled to a stop undamaged. The latter fiction seems to be preferred by film directors.

It is worthy of recognition that every one of the descriptions provided by the nine soldiers appears to depict a totally different event from the one described by Squadron Leader, (later Air Vice – Marshal) Francis Mellersh at an RAF Staff College lecture in 1931.To quote him:

Suddenly the Triplane did two extremely rapid ‘flick’ rolls and crashed straight into the ground with full engine on… I flew right over it after it had crashed, however, and saw that it was a complete wreck.

The nine with the close view were:

Lieutenant Turner and Gunner Ernest Twycross, Artillery Officer and Signaller respectively, who were in the Royal Garrison Artillery FOP at Sainte Colette.

Two army signallers. Privates Len Dalton and Harvey, who were mending a telephone cable near what the local farmers call a sugar beet pie. That is a pile of sugar beets partially buried in a pit. The earth removed is then placed on top like a pie­crust. In that environment, the sugar beets both soften and sweeten at the same time. The pie was actually in the field where the machine came down. Both men later stated that the Triplane: ‘… landed in front of us.’ They did not say crashed.

Two army signallers. Privates Vernon Elix and Jock Newell, who had just finished burying a telephone cable across the Corbie to Bray road.

Gunner George Ridgway, and Privates Emery and Jeffrey who had also seen most of the air and ground actions.

Again making a montage of what these various witnesses say they saw, it is most probable that the following occurred.

With von Richthofen having switched the engines single magneto OFF. the forward motion of the Triplane was now driving the propeller against the compression of the engine. This absorbed a lot of energy and acted as a dive brake thus providing a steep descent without an increase in speed. An unintentional tribute to von Richthofens airmanship was given by a soldier who was of the opinion that the Triplane was obviously out of control since it came down sideways. Again, the witness, not being an aeroplane pilot, did not realise the import of what he saw; viz von Richthofen was alive. He had put his Triplane into a side slip so as not to overshoot the field. This steepened the angle even more. From a distant front or rear view in which no forward motion would be seen, the Triplane would appear to be descending almost vertically which matches Browns description.

The trees on the west side of the field now hid the Triplane from all the machine gunners except Private Emery who, without having fired a single shot, watched his almostoth-victory arrive at his feet as if by special request. Except for Lieutenant Woods platoon, the soldiers who were in that general area were carrying drums of wire, pliers, screwdrivers and field telephones at the time. Privates Elix and Newell thought that the Triplane was planning to strafe them so they downed tools and dived for cover. It is doubtful, therefore, whether anyone fired at the Triplane in the last part of its descent even though the late Ed Ferko suggested it as a possibility.

Doctor Jose Segura MD. pointed out to the authors that regardless of which geographical position the Triplane had been in, the pilots reaction to the wound would not have differed. At landing speed the muscular contraction would have caused a spectacular nose-up stall followed – in most cases — by a horrendous crash and fire.

Private Ridgway, from his 20-foot high perch on the chimney side, saw the end of the show as well. At about tree-top height, von Richthofen ceased side-slipping and placed the Triplane in landing attitude. One of two things happened next. Either due to weakness he lost the strength to hold the ‘joy stick’ back (on an aeroplane without a trim wheel the force required can be considerable) or, with or without fast fading faculties he misjudged his height. The landing wheels hit hard. The impetus pushed the tail down

Above: The Sainte Colette brickworks, facing north. The Triplane came down in this field.

Right: Gunner Ernest Twycross – the first soldier to reach the crashed Triplane. He saw von Richthofen die.

and the Triplane, which still had just enough speed to fly, took off again in a nose-high attitude. It climbed to about 12 feet above the ground losing speed as it went. Von Richthofen took no corrective action and a classic novice pilot landing stall, followed by a dropped wing took place. At the time of the stall, the driving force of the air pressure on the propeller became less than the resistive force of the engine compression; the engine and propeller ceased to rotate. The Triplane was not high enough off the ground for the nose to drop very far. The undercarriage and the lower left wing took the worst shock. The wheels splayed outwards as the rubber shock-absorbers parted inside the fairing, which looked like a small fourth wing between the wheels, and the legs were pushed backwards. One leg is said to have separated from the fuselage. The soldered seams of the petrol tank and the oil tank parted and the liquids began to escape. If the petrol tank had still been pressurised at this time, the fuel would have sprayed out and most likely caught fire, hence opening the tank vent valve at the right time was an important part of emergency landing drill. With unbalanced resistance to forward motion as it slid along the ground, the Triplane made a ground loop to the left of about one and half turns.

The Fokker finally became stationary with its

nose pointing towards the town of Bonnay (west), and resting, with its tail canted upwards, two or three feet away from the‘sugar beet pie. We know this because Private Emery later recalled being able to walk between the ‘pie’ and the front of the machine, so the Triplane had not actually ended up with its nose into it.

During the short glide the engine had cooled somewhat which was fortunate as petrol was still leaking from the tank. One blade of the propeller was broken off. The machine was quite easily repairable; airframe mechanics at flying training schools dealt with worse mishaps every week.

The names of those who claim to have been amongst the first to reach the downed Triplane form an impressive list! A point of interest is that of the myriad of claimants, none could recall who was actually the first. A half-clue came from one who said that it was some chap he did not recognise and that he must have been from some other unit stationed in the area.

In 1996, quite by chance, the mystery man was revealed to the authors, as having been Gunner Ernest Twycross of the Royal Garrison Artillery (RGA). His testimony strongly supports that of Privates Dalton and Harvey; namely that the Triplane did not slam into the ground and smash itself to pieces but made a reasonable landing. It also, once and for all time, definitely settles the dispute as exactly when Manfred von Richthofen died.

The RGA had two mobile 18-pounder guns on the Corbie to Bray road which were firing on targets of opportunity. Lieutenant Turner, who was in command of them, was ‘spotting*, from his Sainte Colette observation trench about 150 yards from the sugar beet pie. His assistant was Gunner Twycross, a signals specialist. No sooner had the Triplane stopped than Turner instructed Twycross to climb out and take the German pilot prisoner before he could set his aeroplane on fire.

As the gunner reached the cockpit, the pilot, who was covered with blood, gurgled or gasped three words and then died. The first two sounded like: "War es..’ . The third one was definitely ‘Kaput*. It can be safely assumed that he said:‘AUes Kaput* meaning‘It’s all over for me, I’m finished.’ Gunner Twycross, smelling the petrol, hearing the ticking sounds made by hot metal as it cools down, and seeing several soldiers running towards the aeroplane, prudently returned to his post.

Ernest Twycross’s son had taken his father on a nostalgic visit to the old battlefields of France in June 1970 (he was suffering with cancer and was to die in 1973), and upon reaching the Corbie – Bray road the old soldier asked his son to stop and he looked out across the field in front of the brickworks:

I did not know why he wanted to visit this area, and. after stopping the car he said they had had a forward OP near here (pointing to the fields next to the road) and: *we used to tether our mules along this road with chains’ he said. He then told me that he and his officer witnessed a fight between three aircraft, two RAF and one German

Triplane. My father said the Triplane appeared to be in trouble and he and his officer watched it force land under control by the side of the road. As the aircraft appeared to have landed intact my father was sent to capture the pilot and aircraft before the pilot destroyed it. My father had no idea who the pilot was. He arrived at the aircraft which in my father’s own words, had come to rest against a pile of ’mangel wurzles’. The pilot was still alive and my father’s intent was to capture him and to get him out of the cockpit because of the smell of petrol and the engine was ticking as it cooled down. The pilot gurgled or gasped: ’… kaput,’ and died. He said the words sounded like ’War es kaput,’ but with the noise around he couldn’t be sure, but ‘kaput’ came into it. A few moments later Australian troops and an officer arrived and my father left the site. It was only afterwards that he learnt that the pilot was von Richthofen, a famous German aviator.

As to how steep the Triplane’s descent really was, once again slant views can be deceptive. The observer for the German 18th Feld Artillerie Regiment, Leutnant Schonemann, (in the church tower in Le Hamel) reported that it was so steep that the pilot could not possibly have survived the crash. On the other hand, Leutnant Fabian, 16th Artillerie, viewing from a different angle, reported a good landing but added that the pilot had remained in the cockpit. Infantry Leutnant Koster, from yet another viewing angle, reported that a red Triplane had glided down to a landing. Other German artillery men, looking through range­finders, saw Allied soldiers running towards the downed Triplane. Unfortunately some German soldiers and airmen remembered a newspaper propaganda story from the previous year which stated that the British had offered riches, his own personal, private aeroplane and a medal to the airman who could kill the German national hero who, so it was written, was terrifying their airmen. The reported glide to a good landing and the running soldiers provided a useful basis for an anti-British propaganda story that von Richthofen stepped down from the cockpit with his hands up and was murdered for bounty by the first men to reach the Triplane. The story, which has several versions, has been re-cycled every two or three decades as ‘new evidence’. It is just about due to be ‘discovered’ again!

Sergeant E C Tibbetts, of the 53rd Battery, who had been walking along the Corbie – Mericourt road while watching the final stages of the chase, thought the Triplane had made a remarkable landing and wondered whether the pilot had just lived long enough to bring it down in the field in front of the brickworks.

Possibly the second soldier to reach the Triplane was Signals Sergeant Norman Symes, an Australian. In December 1982 he told the Sydney Sunday Press:

l looked straight into the dead pilot’s face. A fine looking fellow he was, despite the wound on his forehead. Beside the dead man in the cockpit lay a loosely handled parachute. I gathered it up and ran it to HQ. I am claiming no credit; I didn’t shoot at him. I didn’t even have my pistol with me.

Sergeant Symes neither saw nor heard of the parachute again and wondered what had happened to it. Many denied, and some still deny, that it ever existed which makes the Heinecke parachute harness that von Richthofen was wearing somewhat inexplicable! From other sources it is understood that some of the girls in Corbie and Amiens might have been able to help Sergeant Symes with his enquiries.

While the parachute was used by balloon observers of both sides. Allied airmen were not

Above: The field where von Richthofen came down today, facing south with the brickworks behind. The trees and shrubs cover the area that in 1918 was a quarry.

Opposite: Aerial view of the brickworks and the field into which the Triplane crash landed. From the nearby trenches Gunner Twycross went to the red machine, just yards away from his OP. Close to the north side of the road is the drainage ditch into which the Triplane was pulled out of sight of the Germans.

allowed such luxury. However, German airmen had just started to use them and a number would save their lives in the coming months – provided they worked, which wasn’t always guaranteed; however, there is no record of any airman returning his parachute with a complaint.

The pilot of the Triplane was identified as the German top-scoring ace, Rittmeister Manfred Freiherr von Richthofen. Souveniring of the Fokker began immediately the word spread around who the pilot was. Some lucky soldiers with pocket knives acquired sections of wing fabric with the German insignia; Private Wormald was one of them having run over from the Buie/Evans machine-gun location. It was a little risky to go near the Triplane as an occasional short shot from German artillery to the south was arriving nearby. One soldier hearing a ‘crump’ and

CRASH SITE

DRAINAGE DITCH

feeling something strike him thought that he had been wounded. His colleagues did not feel that being hit by a flying piece of sugar beet merited much compassion or sympathy. An officer. Captain E C Adams of the 44th Battalion A IF, came along and shooed the crowd away; mainly for the soldiers’ own safety. Guard was mounted over the Triplane to prevent further looting but unfortunately its members were chosen from volunteers for the task!

In this area, 3 Squadron AFC’, to which all Allied or German crashed or force-landed aircraft ‘belonged’ by official writ, was asked to come and collect its property. Enemy aircraft brought down inside Allied lines were never retained by the army however they were acquired. They were handed over to the RAF and most would be given an RAF ‘G’ number.

At 1400 hours, approximately, the 3 Squadron aircraft recovery team, commanded by Lieutenant W I Warneford and supervised by Air Mechanic 1 st Class (later Warrant Officer) Alfred Alexander Boxall-Chapman appeared. The Lieutenant, who appears to have been detained at Battalion HQ during the progress of the work, was, in some inexplicable manner, assumed by some
unidentified officer to have been Lieutenant Mellersh of 209 Squadron. Amongst the troops, rumour seems to have identified him as the pilot of the Camel who had come to thank Gunners Buie and Evans for having saved his life. The next day, the visitor’s name to some, was Lieutenant May; to others he was Captain Brown. These errors found their way into official reports, and personal letters, and much confusion this created, (see Appendices C and IX)

A photograph of the Triplane taken the next day has sometimes been used to depict the ‘wreck’. It was taken after the aeroplane had been ‘ratted’ by souvenir hunters and then partially re­assembled specially for the pictures.

The Headquarters of the British Fourth Army were duly informed that the ‘Red Devil’ himself had been shot down and killed.

Indirectly, the broken firing pin in the right-hand gun was to have unfortunate consequences upon the beliefs of those who looked at von Richthofen’s body that afternoon and evening. Because of the firing pin defect, von Richthofen had loosened his safety harness so as to be able to reach forward to re-cock the machine gun each

These two sketches illustrate the problem created by plotting April 1918 map references on a August 1917 map. The result is that the Triplane is shown to have come to rest north of the road instead of in the field to the south of the road.

time it stopped. Upon the final impact with the ground, his unrestrained body was thrown forwards allowing his face to impact the gun-butts which projected back into the cockpit. There was a lot of blood around, which appeared to have flowed from the mouth. Private Emery said that von Richthofen looked like a stuck bullock; the blood reached down to his fur overboots and had actually soaked into the top of one.

Injuries were observed to his mouth, to his neck, behind his right eye (some say left), to his legs, to his abdomen, to the front of his chest near his left shoulder and inside his right armpit. Depending upon the haste and/or the expertise of the spectators, all of those injuries or merely the last two, were taken to be gunshot wounds. When one takes into consideration the hundreds of shots which were fired at the Baron during the last two minutes of his life, that was not unreasonable.

The actual location on the ground where the Triplane came to rest has been the subject of much unnecessary dispute. The co-ordinates were estimated by all concerned based on their April 1918 issue Field Map 621). The nearby roads do not run due north-south or due east-west which influences even the most careful judgement. Under the circumstances, they did quite well. Absolute accuracy was not required for their purpose; surveying instruments would have been needed to do better.

The dispute arose due to the point reference grid on the 1916 and 1917 maps of Military Zone 621) having been over-printed slightly out of position. The error was corrected on the 1918 edition by shifting the horizontal lines about 100 yards to the south. If the location given by Lieutenant Travers – 62D. J.19.b. – is plotted on a 1916 or 1917 map, the pinpoint will be found to be NORTH of the Corbie to Bray road. Fortunately, aerial photographs show some type of sheds on the north side which proves those who gave the reference used the April 1918 edition. The allegation that the place where the Triplane came to rest is uncertain, is another case of a controversy having been created out of thin air. The spot was definitely SOUTH of the road and the exact position is known to within 50 yards.

According to the Barons mother, Kunigunde Freifrau von Richthofen, the Kaiser had taken a firm decision to order the Rittmeister to fly no more after achieving his 80th victory. Previous efforts by ‘higher authority’, to use the Rittmeister’s own words, had been circumvented or simply ‘forgotten’.This time it was final. In her book, My War Diary, the Baroness describes how on the morning of Sunday 21 April 1918 the news reached the Kaiser that Manfred had scored his 79th and 80th victories the previous day, thus doubling the score of his former mentor and stafFelflihrer, Oswald Boelcke. Before he could issue the edict on Monday the 22nd, news arrived that the Rittmeister was missing. The door of fate turns on very small hinges.

25 May 1918 an account of the end of the Red evil was published in the London (England) Graphic. : was accompanied by the painting of the air fight by ‘■eph Simpson. Boyd Cable was named as the r. tributor. A careful reading will reveal that it is -viously an honest attempt at a true rendering and. г rears to be based upon the account of a 209 Squadron — _-:nber. In its simplicity, it is far closer to the truth than _‘er more detailed efforts by others.

Unfortunately Cable gave no idea of the elapsed me between the events which he described: this ccned a door to much invention. His story may be said і be a skeleton to which others have added flesh, reared sometimes from out of thin air, and which have Transformed what was quite close to the truth, into -.rtual fiction.

Cables account contains one major error and three nor variations from the truth; three of which were to. г pear again and again; sometimes expanded, sometimes -. -^phrased, as later writers added ‘interest’ to the basic • >rv. The major error is treated in Item 4 below. All-in – .2. however, it was a good effort.

The Red Baron, with his famous circus, discovered nro of our artillery observing machines, and with a few followers attached; the greater part of the ‘circus’ drawing off to allow the Baron to go in and down the two. They put up a fight, and, while the Baron manoeuvred for position, a number of our fighting scout machines appeared and attached the ‘circus’.The Baron joined the melee, which, scattering into groups, developed into what our men call a ‘dog fight’. In the course of this, the Baron dropped on the tail of a fighting scout, which dived with the Baron in close pursuit. Another of our scouts, seeing this, dived after the German, opening fire on him. All three machines came near enough to be engaged by infantry machine gun fire, and the Baron was seen to swerve, continue his dive headlong and crash in our lines. His body and the famous blood-red Fokker triplane were afterwards brought in by the infantry, and the Baron was buried with full military honours. He was hit by one bullet, and the position of the wound showed clearly that he had been hilled by the pilot who dived down after him.

Author’s Sotcs:

The attack on the two RE8s was not made by von Richthofen alone. He was accompanied by Leutnant 4ms Weiss. Subsequent elabortions have not copied Cables count; they seem to have leaned the other way rv increasing the number of Triplanes to three or even four.

It should be carefully noted that Cable’s story does. ot have Captain Brown diving to the rescue of the

RE8s. It states correctly that Brown engaged the rest of JGI and that von Richthofen then desisted from attacking the RE8s and rejoined JGI.

2. Cable suggests that Lieutenants Banks and Barrow, the observers in the two RE8s. were reporting the tall of artillery fire. That was not so. They were taking photographs of the German troops and supply concentrations in the Le Hamel area.

3. Cable gives the impression that the machine-gun fire from the infantry occurred at the same time as the second fighting scouts attacked the triplanes (near the bottom of the valley). That was not so. There may have been some rifle fire, but the first machine gunner definitely known at that time to have fired at the Triplane was Sergeant Popkin as it approached the crest of the ridge after climbing up from the valley.

4. Cable shows knowledge of the single bullet but gives its path through von Richthofen’s body as being the reverse of what is known to be true. The wording looks rather like a paraphrase of what is said to have been the opinion of the group of 209 Squadron pilots who, on 2 May 1918. studied the evidence and beliefs, both right and wrong, available to them.

Conclusions

Cable’s 1918 story appears to have been the basis for an anonymous account of the same events published in Canada in 1925. Unfortunately, some of the additions, which considerably distorted the story, had little or no basis in fact, (see Appendix B)

Two famous paintings are worth commenting on. They were both painted shortly after the event and were not influenced by later fanciful writings. Although the background of the Simpson painting (referred to above) is incorrect (it depicts the encounter as being at high altitude), the position of Brown’s Camel relative to von Richthofen’s Triplane should be carefully noted. Brown is shown attacking from the left.

The other 1918 painting, this time by Geoffrey Watson, is worthy of study as well. The background too is incorrect but the attack direction is correct – from the left – as per Brown’s statements.

From 1927 onwards the direction of Roy Brown’s attack, as shown in sketches, drawings and paintings, will be found to be from the right, (see also Appendix D)

NB. Boyd Cable was the pseudonym of Ernest Andrew Ewert OBE. from west London, who wrote several books for John Murray & Co. Ewart was an observer with the RFC and saw service with squadrons at the front for over a year. His stories were fictional but based on facts gleaned while on active service. He ended the war as an acting Lieutenant-Colonel.

In order for British aircraft designers fully to understand the capabilities of and technical innovations in German aircraft, an evaluation unit had been established. Under this scheme, all downed German aircraft fell under the jurisdiction of the Royal Flying Corps, and after 1 April 1918, the Royal Air Force. Each Wing had a salvage crew which would proceed to the site, dismantle the aeroplane (providing it wasn’t just a heap of burnt wood and metal) and take it to a designated aerodrome where it would be examined, and if required, and still in flying condition, shipped to England for performance evaluation. The same organisation also retrieved all force-landed British aircraft and inspected those seriously damaged in battle or for any other reason.(l)

Between 1100 and 1200 hours on 21 April, as the Camels of 209 Squadron landed back at Bertangles, they were carefully examined for combat damage. 1st Air Mechanic Boxall- Chapman, the 3 AFC Squadron airman who would soon be ordered to go to the crash-site of Richthofens Triplane, was examining May’s Camel D3326 which had sustained an unusually large number of bullet holes. If any main structural member had been damaged, it would need to be returned to the Central Workshops at the Aircraft Repair Depot (ARD) near Amiens. However, the Camel had evidently only suffered fabric damage, which would be quick and easy to repair as it was used by him the following day for the morning patrol.

Towards the end of his examination, Boxall- Chapman received a summons to return to Poulainville aerodrome, which was close-by, to join Warneford’s salvage party, which was preparing to depart to retrieve the downed Fokker.

Before he arrived there, Lieutenant Donald L Fraser, the intelligence officer of the 11th Infantry

(l)The British authorities did not realise some of the true potential of German aircraft until after the war. For instance the synthetic petrol used by the Germans had a fir higher octane value than the petrol issued for British aircraft, which gave them a better rate of climb. All tests in England, of course, were conducted using standard British aircraft petrol.

Brigade, assisted by Corporal Norman Ramsden, Corporal J Homewood and Private Frank Wormald. had removed von Richthofen’s body from the cockpit and placed it on the ground nearby. It lay there until removed by the salvage crew. Private Emery obtained a neat pair of Zeiss binoculars which had been about his neck, while Private Jeffrey acquired a short-barrelled 9 mm German officer pilot’s Luger pistol.

Major Beavis, having sent the battery’s folding stretcher to Sainte Colette, later recalled receiving the body back at his dug-out. He reported the crash, and that he was holding the body, at his HQ the 14th Artillery Brigade. When Lieutenant Warneford of 3 AFC arrived with the salvage party, he told Beavis that Richthofen had been shot down by an RES of their Squadron, which Beavis thought was ‘… ridiculous.’

The following description is taken word for word from a letter written by Boxall-Chapman on 28 May 1936, which the authors consider more accurate than accounts written by him 25 years later and which, prior to publication, may have been edited. In the letter he mentions the encounter between May, von Richthofen and Brown, but this can only be hearsay. The salvage crew consisted of Warneford. Sergeant Richard Foales, and airmen J К Kitts, Joseph Waldron, Colin Collins and Boxall-Chapman. Boxall – Chapman, who lived in Lincoln in 1936, recorded in a letter to John Column:

___ six of us set off to the scene

of the crash in broad daylight, as it was thought that the pilot may still be alive (we usually salvaged planes at night as ‘Jerry* had a habit of strafing the crash).

We arrived at the battery, climbed the hill and went forward about У< mile when the plane came into view, and low and behold it was a red Triplane, the Red Devil. We now knew the reason for the daylight job. ‘Jerry’ was not shelling it.

Now picture the scene; on our right the Battery, on our left a destroyed sugar factory [1], in front a red plane stuck into the end of a

(a) yellow glass from one lens, broken some years later.

(b) von Richthofen’s leather belt.

(c) von Richthofen’s handkerchief – note initials – and scarf.

—————– :————-

(d) breech block from von Richthofen’s right – hand gun, No.1795.

(e) von Richthofen’s flying goggles.

‘potato pie’ [2] (potatoes piled up and covered with earth), an occasional shell flying well over our heads, and now and then one searching for the Battery, with a shell on bursting smelling of pineapples (gas).

About Уг a mile further in front was our trenches [3] with ‘Jerry’ immediately in front again, and we could plainly see the smoke of discharge of the German artillery, so you can see the plane was an easy mark if he cared to shell it, but never a shot was fired at it.

We halted about Y* mile from the plane and myself and another [Private Collins] went forward. We walked about 200 yards and then started to crawl the remainder. When we arrived at the plane we first examined the pilot’s identification disc, it was the Red Devil.

We noticed he had a dark ring round his neck [4] (broken neck) and a cut on his forehead. The force of the crash threw him on to his guns which cut his forehead and broke his neck. There was blood on his right side and so we traced the bullet hole, there was one in the right side of the cockpit (standing at tail and looking forward) but none on the other side, so I traced the track of the bullet; it entered half way down his right side, passed upwa-rds and outwards, coming out behind his left shoulder. (No bullet fired from the air could have travelled in this di recti on.)

We then tried to remove the body, but found it too heavy for us so we decided to get a rope. My companion returned to the party for a rope, and whilst he was away I made an examination of the plane. I noticed that the ignition switch [5] was in the off position: this fact puzzled me until I read his book, wherein he states that he always switches off his engine when in trouble (a very wise precaution to prevent fire if the plane should crash). There was ample petrol in his tank. I next examined his guns, these were twin Spandaus [6]. mounted together, there was ample ammunition; but opening the breech of the first gun, I found what I took to be a discharged shell [7]. stuck in the chamber: the second gun was exactly the same (when our armourers stripped the guns after the machine had been salved it was found that both cartridges had been struck and failed to explode); this is the most difficult if not impossible stoppage to clear in the air [8]; from examination of the cartridges later it was evident that he had attempted to clear his guns by cocking and firing, but without success, and very fortunate for May.

The propeller was smashed [9]. so was the three right-hand planes and undercarriage but the three left-hand planes were intact [10].

When my companion returned with the rope it was fastened under his armpits [11] and with the assistance of the whole party, the body was drawn back. It was then placed upon a stretcher and carried back to the Battery and laid under the protection of the cliff face. We then returned to the plane, and by placing a false undercarriage under it we were able to draw it back to the trailer, on which we loaded it and returned to camp [12]. I never saw the body again out of its coffin.

It was getting dark when we arrived back in camp, and further examination of the plane was impossible; a guard was placed on it, but when I returned to complete my examination in the morning there was nothing left except the bare spars, even the guns had been removed by souvenir hunters [13], but I was fortunate to get both cartridges out of the guns, one of which I gave to the CO, the other I still have.

This is a faithful picture as I saw it. could I have found my diary I would have been able to give the names of the party that was with me.

Notes: 111 The factory actually made bricks, not sugar.

|2| The ‘pie’ was composed of sugar beets, not potatoes. As the Triplane was now touching the ‘pie’, it seems that an attempt had already been made to move it. or at least turn it around.

[3| The trenches were some short French ones made a year or more earlier. They did not form a line. On that part of the front, the River Somme and the cover provided by the Morlancourt Ridge obviated the need for continuous static defences. [4| The dark ring most likely came from the grease soaked into the collar of von Richthofens flying suit and would appear to have been washed off during the preparations for the official medical examination. To avoid frostbite, airmen put a thick layer of grease over the exposed skin. With constant head turning, it would spread around. Von Richthofens neck was not broken.

[5] The 110-lip LeRhone rotary engine, from which the 110-hp Oberursel was copied, had only one magneto. Many publications have ‘corrected’ Boxall-Chapman’s word ‘magneto’ to “magnetos’ which raises the question of the value of editing a witness’s words.

|6] Spandau is the name of the city where the German machine-gun factories were located. The type of gun used on the Fokker I)r. I was a belt – fed Maxim adapted for air-cooling and known as the LMG 08/15. LMG (Luftgekiihlte Maschinen Gewehr. type 8, designed in 1915.)

The word ‘shell’ refers to a cartridge. Boxall- Chapinan’s reference to the ample supply of ammunition remaining tallies with witnesses who said the Triplane pilot was firing very short bursts or none at all. as opposed to those who stated the German pilot was ‘blazing away with both guns.’ [8] To clear this fault the defective cartridge needed to be removed from the breech without the belt slipping. The vibration of the engine virtually guaranteed slippage. Ground-based Vickers gun crews considered the correction to be a two-man operation.

14 The propeller was actually broken, not smashed. One blade had snapped off. Captain LeBoutillier’s mechanics unbolted the propeller remains from the engine and carved a walking stick for Boots.

[ 10] The left and right in the letter are based upon the viewer looking at the Triplane from the front, which is how Boxall-Chapman would have seen it as he approached Sainte Colette from the 53rd Battery. In later letters, he was more precise. As seen from the pilot’s seat, the port (left) wings were the damaged ones.

[ 11 j Some people have stated that the rope was attached to von Richthofen’s parachute harness. Boxall-Chapman, being the man who tied the rope, should have the best recollection.

12] Some people have stated that the Triplane was dragged back across the held by a rope. This would be virtually impossible to do as protruding broken pieces would dig into the ground, which in itself wasn’t smooth. The late Cole Palen, who more than once had to remove a similarly damaged replica Dr. l from Old Rhinebeck airfield in a hum. told the authors that the Dr. l was not heavy; it was awkward. Ten men could pick it and carry it easily. With a dolly beneath it (a false undercarriage) and a rope attached to the dolly, only one man would be required to steady the starboard (right) wings whilst the others, from a sheltered position tugged the rope.

113] The two machine guns were recovered and are to be seen in photographs taken on the morning of the 22nd. They both disappeared again shortly afterwards.

John Coltman replied to Boxall-Chapman and asked a few additional questions to which the latter replied in June 1936:

From my examination of the machine and enquiries made. I would say that the machine made a good landing considering there was a dead pilot on board. The idea of the plane being pulled back gently by a rope is ‘rubbish*. The body was pulled back by a rope as I stated in my previous letter.

On 29 January 1918. Leutnant Eberhard Stapenhorst of Jasta 11 had force-landed his Fokker Dr. l (144/17: RAF ‘G’ No. 125) inside British lines and had been unable to destroy it. The machine, which was only slightly damaged, was repaired and extensively test-flown. There was no need for another one, therefore Richthofen’s 425/17 held no particular interest. For this reason no serious action was taken to prevent extensive souveniring whilst the Triplane was at Sainte Colette waiting to be loaded onto a trailer, nor later at Poulainville.

The missing fabric and instruments (it looked as though rats had been at it) had to be explained somehow to HQ, so the time of the ‘Evening Hate’ was advanced to suit and the ‘damage’, while at Sainte Colette, attributed to that. A ‘box barrage of fire by the Germans to allow the pilot to escape’ was invented by others which was illogical as, given the inaccuracy of the badly worn barrels of most German guns, they were more likely to kill him than save him. The special outer clothing worn by airmen precluded long distance running and two miles was a bit far for von Richthofen to travel through enemy-held territory dressed solely in his pyjamas, which were the only clothing he was wearing beneath his flying gear.

Private Emery, the AA machine gunner nearby, confirmed that the Germans did not aim a barrage at the downed fighter, although several stray shots intended for other targets landed nearby.

At Poulainville, the remains of the Triplane

Right: Control column from Richthofen’s Triplane. Top left are the two recangular gun triggers marked L & R. On top is the coupe button for the magneto; on the right is the finger grip and on the left is the auxiliary throttle control. The holes at the base are for the cables from the throttle and triggers.

were filmed on the morning of the 22nd by The Army Film Unit and used in a newsreel. The written narrative was translated into French and Portuguese (and perhaps other languages). Half a dozen ‘still’ photographs were also taken. The photography clearly shows that there are no bullet holes in the elevators or the top of the fuselage behind the cockpit. The fabric from the rudder (both sides) had been ‘liberated’ by this time but the owner of one side (originally in the possession of Captain Brown) assured the present authors that there are no bullet holes through it. Diving on the Triplane at 190 mph. which itself was travelling at about 110 mph. Brown was closing at around SO mph (ie. about 40 yards per second). During his long burst of fire – recorded as five to seven seconds – he would have reduced the distance between the two aircraft by approximately 240 yards. Which means he must have opened fire at about 3(H) yards, and ceased at 50.

To test the theory of Brown having seen his bullets striking the Triplane (see Appendix E), the authors set up a red-painted piece of plywood, with holes drilled in it to represent.303 bullet strikes. As opposed to the actual event, the experiment was under ideal conditions; there was no aircraft ‘shake or vibration’ causing problems at either end, ie: the piece of plywood was stationary. The sun was positioned behind the viewer and shining on the plywood.

By using accurate measured distances with a 100 foot tape measure, it was found that beyond 60 yards the bullet holes could not be seen! This clearly establishes that the story given that Brown, who commenced firing at long distance, saw his bullets striking the Triplane’s tailplane and then corrected his aim, is pure fabrication.

Similarly, von Richthofen’s head turning to see who was attacking him, is equally disproved, for at a distance of over 100 yards, a dark helmeted head half buried in a cockpit with face covered by goggles and muffled against frost bite, cannot be seen to turn.

The many journalistic renderings in post-war pulp magazines and the like where various lines of bullet holes were ‘stitched’ across the tail, up the fuselage decking and into the pilot’s back, are

Top left: Detail of the muzzle of an LMG gun showing the air cooling jacket, recoil booster and the flash suppressor.

(Inset: sketch of the base of the cartridge from the Triplane’s gun.)

Top right: Detail of the LMG gun showing the cocking handle.

Above left: Twin LMG 08/15 (Made in Spandau). The cable of the synchronising mechanism can be seen between them.

Above right: Von Richthofen with the flying goggles he normally wore but they were not the ones he used on the fateful day.

RiCHT:The Triplane’s engine showing no damage to the cylinder-heads indicating that the engine had stopped prior to the crash-landing. Viewed from the rear. Those heads that are not visible in this picture can be viewed in the colour picture earlier (page 9).

Two well known photos of the ‘well-souvenired’ Triplane at Poulainville aerodrome, surrounded by men of 3 Squadron AFC. Of interest is the complete lack of bullet holes in the elevators and the fuselage decking behind the cockpit, despite the damage sustained by the souvenir hunters.

In the lower picture the officers are: (left to right) Lts C W Cray, F J Mart, N Mulroney, A V Brown,

T L Baillieu, R W Kirkwood, A L D Taylor, A E Crigson, M Sheehan, – guard

On 2 December 1925 the Canadian newspaper the On, піч Citizen published what it termed:’A full account of the fight’ given, it claimed, by an officer who had been engaged in the air battle over Cerisy and Saillv – Laurette on 21 April 1918.The officer was not named.

Some of the phrasing of that Anonymous Account will look quite familiar to a reader once he has digested the contents of the Siimimiry (Appendix C). provided (it is claimed) by the Air Ministry in London to the author Floyd Gibbons (but see our misgiving in that appendix).

If, after studying the transcript (below) of the Anonymous Account, the reader peruses My Fight with Richthofen. (Appendix E), further similarities will be noticed.

The Anonymous Account was as follows – verbatim:

‘Fifteen of our planes were patrolling along the lines,’ he said. ‘Captain Brown was leading his squadron / / / of fire machines parallel with the second squadron, and some distance above the third and leading squadron.

‘We had not gone far when we saw below us two or three RF. Hs out on artillery observation, and attaching them were several German triplanes /2]. At that time iir were at an altitude of some fifteen thousand feet, and the enemy planes were Jlying quite low /3/.

‘Captain Brown, without hesitation, dived, the others following. Within a few minutes we were in the middle of a “dogfight". Hi1 discovered nr were attaching 22 14/ enemy machines. Fortunately the speed of the onslaught threw the Germans off their guard, and the old RHs were able to get away undamaged 5],

‘Captain Brown, as leader of the squadron, was beeping an eye on the entire fight. He had one pilot, Captain “lli>/>” May of Edmonton, who had never before tahen part in an air battle bj and quite naturally he paid particular care to the new man. Captain May dived with the rest, engaged with a (iennan, and after bringing him down /7/, made towards our own lines in accordance with instructions.

So sooner had be become detached from the others than Richthofen made after him and opened up heavy fire 8f. Fortunately Captain Brown had been watching this turn of events and he immediately followed after Richthofen. His first bullets ripped through the fuselage of the enemy plane /9/. lie //0/ saw him elevate his fire slightly / / If Richthofen collapsed in his seat and the plane plunged to the ground //2/.

GOT EIGHT ENEMY PLANES

‘When the battle was over, we discovered that we had accounted for eight enemy planes, and we had received no damage at all /13/.

‘Richthofen,’ continued the airman, ‘was usually successful because he invariably followed any plane which became detached from the fight. I question whether he ever realised that he in turn, was being followed. He was hilled instantaneously by the first burst of bullets and his machine was riddled I I4f

Authors’ Xotes

1. The flights are called squadrons; an error in the Summary. The writer obviously was not ^ R pilot.

2. The RESs and Fokker Triplanes which were ixx sight over Le Hamel, not below Browns Camel’ tr Cerisy. have been inserted. These appear again m і Summary.

3. The genuine RESs and Triplanes over Le H-— were not ‘quite low*, they were at 7,500 feet. Га altitude is given in the Combats in the Air Rcpon written jointly by the two RES crews.

4. 22 German machines are said to have been pre^n I low anyone could have counted them is – « explained, and the same number is cited in "ir Summary. The figure is about double the acn_a. number.

5. The genuine RESs carried on with their phi : – graphy in peace and neither crew made any reference to Camels being present.

0. This was not the first time that May had been – combat: actually it was his second combat and tht" flight over the lines. Also his rank is shown incorrect! although he became a captain later in 1918.

7. May is incorrectly said to have shot down і Triplane. This is repeated in the Summary which thcr. adds – ‘flames’ – to the fiction. The only Triplane к*’* over the Somme on that day was Richthofen’s 425 17

8. The heavy fire is pure invention. The aces on both sides only fired a few shots at a time in short bursts they were so close that they knew they couldn’t miss

9. II. 12. The bullets through the fuselage. Brown elevating his fire, and the Triplane plunging to the ground all reappear in My Fight with Richthofen in a more elaborate manner. In some of the published versions. Richthofen collapses in his seat as well. The text is still recognisable as having originated in the Anonymous Account and having been ‘laundered’ on its way through the Summary and The Red Knight of C iermany.

10. ‘lie’ suggests that two, or more, Sopwith Camel pilots were living within 50 yards of Captain Brown when he fired on the Triplane. To see such minute detail, ‘they would have to be extremely close to him yet nobody saw them. This positively identifies the ‘story’ as a fabrication.

13. Eight enemy planes shot down is again pure invention. Only von Richthofen’s Triplane was lost although another may have been forced to land.

14. ‘Riddled with bullets’ is more invention. The people who examined the Triplane 425/17 after the forced landing were amazed to find how undamaged from gunfire it was. Private Craven, who souvenired a piece of fabric with a bullet hole in it. was said to have been lucky. There was only one bullet hole in the fuselage; Captain R Ross. Lieutenant W J Warneford and I AM A A Boxall-Chapman, all testified to that effect.

The Anonymous Account may have been the source of a

fictitious story published on 26 February 1930 in the Herald, a Melbourne, Australia newspaper, under the name of Lieutenant L A Mellor of 209 Squadron KFC (sic). Like the writer of the Anonymous Account he claimed to have been flying close to Brown when the latter attacked the Red Baron. Unfortunately С E W

Bean could not find a Lieutenant L A Mellor in the RAF or AFC lists of officers. The present authors have made a similar search with the same result. The 209 Squadron Record Book does not mention him as having flown on 21 April 1918. nor is his name listed in the Squadron pilot roster.

The information which the Commandcr-in – Chief of the British Fourth Army, General Sir Henry Rawlinson, had received until now was a little confusing. General Sir John Monash. who commanded the 5th Australian Division, had been told that the Red Devil (as he was often called by the front line troops) had been shot down by an RES reconnaissance aeroplane. General Sir William Birdwood. who commanded the Australian Corps within the Fourth Army, had heard quite a different story. His Aide. Captain McGrigor, made the following entry in his diary for the 22nd:

Great excitement yesterday afternoon as Baron von Reichtofen [sic], the great Bosche [sic] flyer who is said to have accounted for 80 of our machines, met his fate yesterday near here, being brought down by machine guns of one of our batteries at about 500 feet up while swooping on the tail of one of our reconnaissance machines. He was killed dead having about five bullets in him. and there is no doubt but that he is the famous pilot all Bosche communiques have been making so much of the last few months. There is a lot of dispute as to who actually shot him down, but the machine gunners of the battery have finally established their claim. Went over to see his plane in the afternoon, it was a red triplane, but owing to the crash and the multitudinous souvenir hunters who got at it before the flying people, there was really very little of it left. Crowds of French troops still on the roads behind us. all moving north. Rode over and dined with Jack Cunningham [1] at No.65 Squadron: the talk was all about Reichtofen’s death, and they all swear that he was brought down by a plane and not from the ground. Had a most cheery evening finishing up with a good game of poker, did not get back until 1.15.

|1| Major J A Cunningham. CXT of 65 Squadron and soon to command 65 Wmg: .i former RFA officer lie had been л pilot since Iі) 12 and ended the war. is л Lt-C’olonel DSC) I )FC. Croix de Guerre. Chevalier of the Order of Leopold.

The time came around for the official British 4th Army Daily Report on Activity and Availability of Munitions, dated 21 April 1918 to be issued. Under Item 11 – General, it stated:

Baron von Richthoffen [sic], the well-known German aviator, was brought down and killed by a Lewis Gun mounted over 53rd Battery A. F.A. His machine. a red triplane, crashed on the road 1,000 yards north of Vaux sur Somme. Baron von Richthoffen on the previous day accounted for his 80th Allied machine. An account of the circumstances under which he fell is attached as an appendix.

It would appear that the three claims which had been making their way up through the chain of command arrived at the HQ of the Fourth Army shortly after the Daily Report was issued. They were brought to the attention of Sir Henry and may be briefly described as follows:

The claim from 3 Squadron AFC’, Lieutenant Barrow, was based upon a burst of Lewis gun fire aimed frontally at the Triplane as it dived on the RES. This would encompass about one third of a drum of bullets fired at about ten rounds per second. A standard drum held 47 rounds.

The claim from 209 Squadron, Captain Roy Brown DSC’, was based upon a long burst of fire from twin Vickers guns aimed from above and from one side in a dive towards the left rear of the Triplane. This would encompass about 50 to 70 rounds from each gun. ie: 100-140 in total.

The claim from the 53rd Field Artillery Battery AIF. Gunners Buie and Evans, was based upon several short bursts of fire from two Lewis guns aimed semi-frontally, that is upwards and a little from the right of the Triplane s direction of flight. Gunner Buie had fired 47 rounds but gunner Evans’s contribution is unknown.

At least there was agreement on one point between all stories, official and unofficial. The Baron, no matter how his name was spelled, had been struck by a fair number of bullets. This introduced a factor which might possibly be decisive; the types of the bullets in the body. The 53rd Battery claimants were using‘rifle’bullets and ‘tracer’ only. However, in the case of 3 AFC’ and 209 Squadrons, about 80% of the bullets fired would be ‘rifle’ bullets, about 10% would be ‘tracer’ while the final 10% would be ‘explosive’ or ‘armour piercing’ rounds. The exact mix depended upon the preference of the airmen concerned; this would help.

With such a vast difference between the angles of fire and the possible presence of a type of bullet not employed by the 53rd Battery gunners and/or of the two squadrons, an expert medical examination of the body should be able to determine which of the three claimants was truly responsible for bringing down the Fokker. Even if the bullets were not found, each type made a wound of a highly distinctive nature.

The medical services of the British Fourth Army were headed by Major-General O’Keefe. Colonel John A Nixon, (one incorrect reference cites a Colonel Dixon) whose title was Consulting Physician, and Colonel Thomas Sinclair, whose title was Consulting Surgeon, reported to him. These officers were highly qualified professionals and, in addition to administrative duties, they dealt with the more difficult cases at the Fourth Army Hospital in Amiens officially known as the 42nd Stationary Hospital. The basic arrangement was that Field Dressing Stations at the front would send casualties on to the nearest Field Hospital. The latter moved with the front line position and were considered to be mobile hospitals. These, in turn, would send serious cases to a Stationary Hospital. This, in the case of the Fourth Army, was the 42nd in Amiens. Those whose recovery would be delayed would, after initial treatment, be sent back to ‘Blighty’, as Britain was nicknamed. This resulted in the term ‘a Blighty wound’, which some regarded as a blessing in disguise.

Sir Henry Rawlinson requested Colonels Sinclair and Nixon to examine the Baron’s body. On the basis of probability, it may be assumed that at that late hour the Colonels yet had things to do that evening. A message had to be sent to Poulainville to have the body prepared for an examination on the morrow and an Aide would need a little time to arrange the necessary transport to the airfield. Ordinarily Colonels do not ‘hurry’, and the body would still be there in the morning.

Sir Henry was to be disappointed. When the two medical men returned the next day, they brought disquieting news. The first item was that 22 Wing RAF had jumped the gun by sending over the new Medical Officer (MO), Captain N C Graham, RAMC, from its Field Hospital, accompanied by his predecessor, Lieutenant G E Downs, RAMC, who was preparing to depart for England. They conducted an examination of their own on the evening of the 21st. Although 22 Wing Routine Orders do not cite Downs as surrendering his functions until the 25th, Graham had in fact taken over as Wing Medical Officer upon arrival on the 20th. He signed the medical report on von Richthofen as: ‘Ml) i/c 22 Wing.’ As one of the interested parties, and with the knowledge that the matter had been referred ‘upstairs’, this was improper procedure.

The second item is best told in the words of Colonel Thomas Sinclair as written on 17 October 1934:‘Our verdict disposed of all these claims.’ The reason for this surprising statement was that the injuries to von Richthofen’s body did not. in the slightest degree, have any relation to the quantity, direction and angle of fire described by a single one of the three claimants. Even Air Mechanic Boxall-Chapman’s opinion was at variance with the facts.

The controversy had begun, and, in the opinion of Major Beavis, given in 1934, many of the arguments concerned items which were so self-evident or had been witnessed from close up by so many soldiers at the time, that nobody had bothered to write them down.

(FOR FLOYD GIBBONS)

In the Public Record Office, the following document which is transcribed verbatim, is to be found under AIR 2397/262/2:

MATERIAL ON BROWN FOR
GIBBONS’ RICHTHOFEN STORY

Captain Baron von Richthofen’s career was ended by a British pilot who was unaware of the identity of his victim until after the fight which wrote a large page in the history of the World War.

Captain A. Roy Brown of the Royal Air Force had been engaged in active service along the British front for fifteen months prior to the engagement on April 21, 1918. This had been punctuated only by a month’s leave to visit Canada and his nervous system had become so disorganised that it affected his stomach and for the last month of that time his diet consisted of brandy and milk.

Confined to his bed, he nevertheless arose and led his two patrols daily into the enemy’s territory. The British held a momentary supremacy in the air and this sen,- favourable condition added the greatest hazard to flying – the necessity of making all engagements over foreign territory. A new and more serious factor likewise had appeared – the Richthofen Circus.

This aggregation of gaily decorated Fokker triplanes, superior to anything the Allies possessed, had appeared in this sector three weeks previously. With them they had brought new tactics consisting principally of flying in Squadron formation. Whereas contact with the enemy previously had been in flights of five planes each, the British now worked in squadrons of various numbers, dependent upon last minute developments.

Captain Brown commanded a flight of Sopwith Camels in Squadron 209, stationed at Bertangles, four miles from Amiens. The squadron was commanded by Major Butler, holder of the Distinguished Service Order.

Captain Brown had been awarded the Distinguished Service Cross in a career which had included the dropping of about 15 enemy planes, although he is not certain of the official total.

During the time that Richthofen’s Circus had opposed Squadron 209, the latter had come in daily contact with it. without marked results. Without realising which plane belonged to the German flier who had nearly eighty Allied planes to his credit, the British aviators each day had their skirmishes with the aggregation, and Captain Brown formed an unusual attachment with one which remained as a vivid memory after the war.

He had singled out a Fokker triplane with a pale green fuselage and lavender wings and each day had his private duel without either himself or his German opponent ever gaining the advantage. For all he knew at the time, this might have been Richthofen, but this belief also was shared by each of his compatriots who were conducting their own private affairs.

On April 21. with the memory of these occurrences of the past few days in mind. Squadron 209 (sic) set out for the regular morning patrol at 10.30 a. m. The Squadron consisted of three flights of five planes each. The first flight flew in a V-shaped formation, close together, with Major Butler leading, two planes slightly behind him and at each side and two others still farther apart and above behind them.

Flanking the leading flight on the right, in the same formation, was Captain Brown’s flight, he being second in command. A similar flight was to the left of the Major’s detail.

The patrol first took a methodical path up and down the lines where (sic) here ran north and south and where, below, the Australian Colonials were facing the Germans. Back and forth they flew, gradually gaining altitude as they flew in wide arcs until the squadron was at 15,000 feet. The visibility was fair with a few clouds but when the squadron reached this altitude, flying over the lines. Captain Brown noticed the Squadron Commander Butler and his flight were not in evidence. Thereupon, Captain Brown assumed command of the two remaining squadrons [sic), signalling for the other to take position behind and above his own. With this formation made, he headed east in search of enemy planes and to do whatever reconnaissance was possible. This latter was secondary, however, to the main purpose of the Camel pilots to find and destroy whatever enemy – planes might be sighted.

The captain, his attention attracted by a burst of fire from his own anti-aircraft guns, looked over the side of his plane and far below sighted three Fokker triplanes attacking two R. E.8 type British planes over the German lines. The R. E.Ss were slow, cumbersome planes sent up only for the purpose of spotting Allied artillery – fire and quite unable to cope with the expert German pilots in their new equipment.

A kick on the rudder turned Captain Browns Camel on its side and the sight that met his eyes sent a tremor down his spine. A whole swarm of German aircraft had appeared, as if from nowhere, and. while neither of the observation planes had gone down, he realised it to be but a matter of seconds until they were both over-powered by virtue of numbers alone.

But while he watched the fight more than two miles below – he estimated the engagement to be at 3,000 feet altitude – his mind, trained to the mathematical formula of flying formations, reviewed the situation.

His first responsibility was to get enemy planes, but equally important was the requirement that he exercise every precaution to get his men back safely. Up to this time both records were clear for he had got more than his share of planes and he had never lost a man in the enemy’s territory.

The question was whether he should exercise prudence and permit the sacrifice of the two planes already involved below or whether he should make the heroic effect of endeavouring to save them. And then a third element entered into his reasoning – plain, cold fear.

His own craft were outnumbered two to one, he knew, and by the bright colourings he knew the German planes to be members of the Circus which had made its reputation even before he had set foot on French soil. As a matter of fact, he later found his machines out­numbered three to one.

Never before had he encountered so many of the Circus members at once and. as patrol leader, he would be the first on into the melee, probably arriving thousands of feet ahead of his support. He also knew with certainty that among the nine other planes there might be at least one who would falter.

Possibly the fear of fear itself was what prompted his decision. In any case, he knew it was not reason.

He waggled the wings of his plane, the signal for the others to follow him, and within a fraction of [a] second after the stream of thought had begun to pour through his mind, he pushed forward on the stick, stood the plane on its nose, and dived straight for the combat with ‘the gun wide open’, his plane going with the combined speed of the motor and the acceleration of gravity.

Seven of his planes followed. Two faltered. They returned home safely but their pilots’ stories were not those of the eight heroes of 209.

There is no opportunity to give many orders to a fleet of roaring airplanes but every man with one hand on the control stick and another on his machine gun trigger knew what he was supposed to do.

Each was to distract as many of the enemy as possible and permit the escape of the R. E.8s who still feebly held their own by the grace of their skill and luck. That duty finished, each British plane was to get home as best it could – but get home! Pilots had been lost in wholesale lots and each was considered an individual asset and necessity of the army.

Among those seven pilots following Brown toward the ground with every strut and spar of their Camels straining at the excessive speed was one boy who that morning had gone out for his baptism of fire. He was Lieutenant May, R. A.F. who survived the war and returned to his home in Melbourne. Australia.

He was operating under special orders. These were that in case of an engagement he should not try to join the general fighting but pick out a single plane, put it down if he could – if not. play with it until he could break away – and then head for home. Pilots on their maiden flights had the habit of trying to do too much and too many had been lost.

A few thousand feet above the Germans the falling phalanx pulled into a circling glide to size up their opponents. Still the lone ICE.8s held their own. But more of the Circus had appeared and now there were 22 planes bearing the black cross.

Into the melee plunged the eight Camels with motors wide open, guns roaring and every man for himself.

There was no regular order of battle – only more than thirty planes rolling, diving, turning, circling, banking, and firing bursts of machine gun bullets each time an opponent passed before the sights of their guns. Plainly perceptible from the ground, the Australians and the Germans who looked aloft could hardly distinguish their own planes in the dog fight but they looked on a battle royal such as had seldom occurred over the lines prior to that time.

Three times two planes got on Brown’s tail, the one direction which renders a single pilot helpless. Most of the German planes were of the Fokker triplane type, but here and there zoomed an Albatross (sic).

Brown estimated that the fight must have lasted ten minutes, an unholy eternity to a fighter in the air, flying automatically and concentrating on the double problem of putting his own bullets where they will count and at the same time protecting himself and his plane from two or three opponents equally intent upon doing the same thing.

Brown’s men were fighting the same odds, aided occasionally by him when he was not in momentary danger.

Somewhere in the ‘dog-fight’ was Richthofen – fighting with the cunning and skill and disregard of danger which had caused the German high command to print his exploits in a book and circulate them in the army as a shining example of the spirit of His Majesty’s Army.

His plane was one of those gaily decorated craft which made the fight a rainbow, streaked here and there with the cerise of the Red Nosed Camels, the distinctive mark of Brown’s squadron.

The R. E.8s both had retreated to safety and the Camels now were trying to extricate themselves. A hurried count assured Brown that all still were in action when Lieutenant May broke from the engagement.

Acting under his orders, he had sent a plane hurtling down in flames and then he followed his other orders to return home. Bertangles was to the north-west of the fight and the planes had dropped to about 1,000 feet during the action. Brown saw May leave while he was engaging two ot’ the Fokkers and then turned his attention to his other planes, planning to stay with them unless May got into trouble. May did.

When perhaps a quarter of a mile away a bright red plane swooped down upon him and May, without ammunition, was helpless.

He did every stunt he had been taught on the training field to distract his pursuer. Bulling up sharply he would go into an Immelmann turn, looping until flat on his back, then side-slipping over into normal position headed in the opposite direction, flying a zig-zag course, making short bursts of speed – always followed by the starlet plane which spat fire at him that he was helpless to return.

Brown decided that May needed aide worse than the seasoned pilots and darted out and down upon the red plane.

When he overtook the craft manoeuvring after May the three combatants were not more than 2<>o feet above the ground, directly over the Australian first line trenches. Brown could see the infantrymen looking up at him and the machine gunners spraying lead in the vicinity of the red plane.

His dive took him directly above and to the rear of the German plane and he opened fire with his last drum of ammunition.

Interspersed with the bullets were tracers, small shells which left a trail of smoke at every tenth shot. The first tracers went through the red planes tail.

A slight pull on the stick, a fractional elevation of the Camel’s nose, and Browns tracer showed a line of fire approaching the cockpit. The pilot had not noticed him.

As the gun stopped, empty, the German plane wavered and fell to the ground between the first line support trenches of the Australian infantry.

Richthofen was down! But Brown was unaware of the magnitude of his victory.

Brown managed to get back with only two cylinders of his machine working. The Camel otherwise was a sorry sight with twisted wires and punctured wings and fuselage where many German bullets had come dangerously near to him. Every one of his men came in – one by one – each in as bad a condition. One had suffered a slight wound. But the day had been fruitful.

When the reports had been read they read:

Lieutenant Mackenzie – Fokker triplane out

of control.

Lieutenant May – Fokker triplane destroyed

and himself wounded in arm.

Lieutenant Taylor – Albatross shot down

in flames.

There was no unit added to Captain Browns score. The infantry claimed the prize for their machine gunners and he had hardly landed before word was spread that Richthofen was dead.

Brown was in a state of intense nervous excitement, his mental powers and physical condition almost overcome by the strain of the engagement in a weakened condition. But he asked Lieutenant Colonel Cairnes, Wing Commander of the sector, to aid him in making an investigation.

With Cairnes he went to the support trenches where he saw the plane, lying as it had crashed, under fire from the German trenches.

With the aid of infantrymen. Brown brought in Richthofen’s body.

A post-mortem confirmed the fact that Brown had ‘got’ Richthofen. One bullet hole only was found in the body – the missile had entered the left shoulder, gone through the heart and emerged from the right side; making it apparent that the fatal shot had been fired from above and not from beneath.

Immediately after the post-mortem the day following the fight. Richthofen was laid in state – and Brown went on another patrol.

He does not remember returning – or anything, for that matter, for the next few weeks.

He landed his Camel safely, collapsed and was carried to the hospital near Amiens, listed as a critical case suffering from stomach trouble, accentuated by nervous strain. For three weeks he was delirious.

While Richthofen was buried by the Allies with full military honours, plans were being made to transport Brown to England.

After six weeks he was pronounced sufficiently recovered to assume duty as a combat instructor in England and a bar was added to his Distinguished Service Cross by the Prince ofWales. But fate had ruled that for Captain Brown the war was ended.

In spite of a slight attack of influenza, he took up a plane for practice and when at about 300 feet his comrades saw the machine plunge nose downward to the ground with the engine going full speed. Brown had fainted in the air.

They actually lifted the engine off his neck and he first was pronounced dead. Then a trace of life was found and the physicians set about mending twenty-two fractures in his skull.

Today, at 33 years of age. Captain Brown is actively engaged in business, has a wife and three children and is contemplating the not-far-distant date when his nervousness resulting from his experiences will have abated sufficiently for him to trust himself to drive a motor car.

Authors’ Comments on a Selection of Major Points

Once having read the above account, one is immediately amazed at how such a dramatized document came to be written in the first place by a staff’ member of the Air Ministry Historical Section. It is certainly not a product of someone in the 1^20s working in a government department, and it certainly would not have passed inspection by the senior ‘winged-collared’ clerk. For one thing it is not a historical document. The style closely resembles the work of a pulp-fiction writer. While it obviously has some accurate facts, the writer is clearly not really au fait with the subject matter and seems to make a number of assumptions. In fact, it almost seems as if Gibbons himself wrote it from a number of notes that may have been merely given to him by Air Ministry, as there are too many ‘Americanisms’ in the phraseology although except ‘airplane’ the spelling is English, not American. It was then typed by an English person.

Richthofens aeroplanes were not the only ones which were highly decorated so one cannot assume they were up against JG1 as opposed to any other German flying unit. Also, saying that the Circus was operating before Brown himself landed on French soil is wrong. Brown was in France in April 1917 and JGI – the Circus – was not formed until June.

In the opening stage of the air fight, the writer initially makes the point that Brown had only seven other Camels with him in the attack, then goes on to say there was ‘a fleet of roaring aeroplanes’ then a ‘falling phalanx’ of aircraft. Why he imagines Brown to have been ‘arriving several thousands of feet ahead of his support’ ie: the other Camels, is not known, but it makes Brown look an idiot – or the others reluctant participants. Furthermore, the phrase: ‘every man with one hand on the control stick and another on his machine-gun trigger’ (twice he assumes the Camel to have only one gun) indicates that the writer had no idea whatsoever how a fighter pilot controls his aeroplane, British, French or German, ancient or modern.

The mystery is how such a document came to be in an Air Ministry file, but it did. and over the years has assumed the mantle of an ‘official’ document. A simple explanation is that Gibbons sent the Air Ministry a copy of his typed-up notes, which were duly filed and later became a FRO document when records were transferred into the public domain.

Carrying on from this to specifics. On page 2 paragraph four of the document, it is stated:

‘The first flight flew in a V-shaped formation, close together, with Major Butler leading.’

‘Major Butler’ is not a slip of the pen. The error is continued on page 3 which begins as follows:

*___ but when the squadron reached this

altitude, flying over the lines. Captain Brown noticed that Squadron Commander Butler and his flight were not in evidence.

Thereupon Captain Brown assumed command of the remaining two squadrons, [sic]

Unfortunately for the writer, 209 Squadron’s Record Book shows that Major Butler did not fly on this day, in fact there is no record that he flew at any time that month. The RAF actively discouraged Squadron COs from flying combat; for trained and experienced administrators who could also command men were hard to find. The CO who flew when his work permitted tended to be so out of practice at the quick responses and distant vision required that he often became a liability. Von Richthofen’s 79th victim. Major R Raymond-Barker MC is a case in point. A senior flight commander was normally appointed and he led the squadron on patrol or into battle. In the case of 209 Squadron, this was Captain StearneT Edwards, who was on leave in England during April. The applicable pages of 209’s Record Book are to be found in FRO file AIR 1 -1 S5S/2< >4/214/H.

The final word ‘squadrons’ could be a slip of the pen for ‘flights’. It could also have been ‘inherited’ from the Anonymous Account. Either way it shows a lack of familiarity with aerial formations on the part of the person who prepared the Summary. Similarly his comment that May could, if engaged, try to put down (a strange phrase) an enemy plane if he could, if not. play with it until lie could break away. And this is the same author who is telling us about the deadly nature of the Richthofen Circus, but that May can ‘play’ with one of them until he finds himself in trouble. Good chance! On page 3, paragraph two. it is stated:

The Captain, his attention attracted by a burst of fire from his own anti-aircraft guns, looked over the side of his plane and far below sighted three Fokker triplanes attacking two R. E.8 type British planes over the German lines. The R. E.8s were slow cumbersome planes sent up only for the purpose of spotting allied artillery fire and quite unable to cope with the expert German pilots in their new equipment.

The following comments apply to the above excerpt which develops on pages 4 and 5 into how 209 Squadron Camels dived steeply and succeeded in rescuing the REHs.

1. On 21 April, the pilots of 209 and the crews of 3 AFC’s RESs, to a man, did not report any contact, indeed the latter vehemently denied it when the subject was broached after the war. 209 and 3 AFC documents show that the rescue of an RES by Captain Brown’s flight occurred the following day, the 22nd.

2. The task of the two RESs is again described as artillery spotting. This error may again have been ‘inherited’ from the Anonymous Account or from Cable’s Account. The writer is also over sensitive to the plight of the RES machines. While they were not on a par with German scouts, they could still handle themselves and often got out of trouble. As we know the two 3 AFC machines escaped Richthofen and Weiss shortly before the main air fight began, whereas the summary has the RESs surviving the onslaught of several Circus pilots for some minutes, while Brown manoeuvres and then attacks.

3. The reference to ‘German pilots in their new equipment’ is a dangling phrase. No equipment change is mentioned anywhere before or afterwards in the Summary. The ‘dangle’ suggests that the phrase was ‘lifted’ in its entirety from some other work where it fitted in properly. Fokker Dr. I triplanes were far from being ‘new equipment’; they had been in service on and off for six months and were now becoming obsolete. They had some advantages over Allied fighter types, not the least of which was their turning ability.

but experienced Camel and SE5 pilots could generally cope with the Triplane. The Fokker DV11 biplanes destined to replace most front-line German fighters. Triplanes and Albatros Scouts by the end of the war, were already being delivered to the aircraft parks for issue to Jagdstaffeln at the beginning of May. Richthofen himself was looking forward to flying one over the front.

On page 5 paragraph two, it is stated that after the war Lieutenant May returned to his home in Melbourne, Australia. He would have a long journey for nothing and a disappointing welcome upon arrival. He lived in Edmonton, Alberta, Canada.

On page 5 paragraph five it is stated:

Into the mel£e plunged the eight Camels with motors wide open, guns roaring and every man for himself.

The pilots of 209 Squadron were anything but a disorganised mob. Until 1 April it had been 9 Naval Squadron and in the RNAS discipline was spelt with a capital ‘D The tactics described above for attacking three enemy aeroplanes would be the perfect recipe for mid-air collision, that is given the remote chance that the wings of the Camels stayed attached to the fuselages and their rotary engines did not disintegrate in flames. With only 50 seconds worth of ammunition on board expert pilots only fired their guns after careful aiming; normally at close range. Any flight leader responsible for such a shambles would have had an unforgettable interview with his CO upon returning to base.

On page 7, paragraph five it is stated:

He (Brown) opened fire with his last drum of ammunition.

Brown’s machine gun was belt fed. And nowhere is there any mention of him being down to his last rounds in any event. Just as there is no report of his aircraft suffering the heavy damage supposedly found upon his return to Bertangles.

On page 8 paragraph two it is affirmed that Lieutenant May’s Combats in the Air report indicates the following:

Lieutenant May – Fokker destroyed and himself wounded in [the] arm.

1. May’s report claimed nothing of the sort, only that ‘he (the enemy aeroplane) went over and dived down.

1 was unable to observe the result.’ The report was annotated ‘Indecisive* by Major Butler.

2. Lieutenant Mackenzie was wounded, not May.

Conclusion

The person who provided the information for Floyd Gibbons had not read the sealed files and had little, if any, personal knowledge of the events which he described. His use of the words ‘drop’ and ‘dropped’ for shooting down hostile aircraft are curious and not normally used then or now. The information appears to have been derived from an anonymous fictitious account of the air battle published around 1925 together with garbled third or fourth-hand stories interspersed with guesses, not to mention a penchant for the dramatic.

Over the years, due to lack of concrete information, a good deal of emphasis has been placed on finding out the type of wound inflicted on the Baron by means of an attempt, based on the assumed time of his death, to reverse-calculate the exact time he was hit.

This was complicated by argument concerning the exact nature of the wound. The evidence collected by John Column, supple-inented by Gunner Twycross, has clarified the entire situation and definite times can now be given for both the wounding and the death.

So much attention, which can now be shown to be inaccurate, was previously placed on the wound, that it tended to cloud what actually happened. Therefore, in order to clarify this to the reader and historian, later chapters, which are based on more complete up-to-date knowledge both of ballistics and pathology, go into this quite deeply.

With rare exception, those who looked at the body in the cockpit, on the ground beside the Triplane or at any other time prior to the medical examinations, seem to have held to the first impressions which they initially adopted. It is said that those impressions last the longest, and this seems to be the case with the injuries to Manfred von Richthofen. This is clearly illustrated in the statements made by the major participants ten years (Brown), thirty years (May) and forty years (Buie) after the event. 209 Squadron pilots. Lieutenants Robert Foster and Francis Mellersh, who, although not major participants were closely associated with the events, have followed the same pattern in their official pronouncements.

The wide variations in opinion displayed by the participants as to the number, position and direction of the wound(s) have been used, in several instances, to give the impression that doubt still exists as to its (their) nature. This is not too difficult to achieve if the ‘information’ is gathered from books and articles published around 1930, and/or from later works which have used them for reference and therefore were unintentionally flawed from the outset. Who for example would have questioned Gibbons’ original book, or information still to be found at the Public Record Office at Kew, or even supplied by Air Ministry!

In September 1937, John Coltman received a letter from a former officer with the 150th Brigade Royal Field Artillery, G N Farquhar, stationed on the northern slope of the Morlancourt Ridge just to the south-east of Heilly. While it is not possible to fathom how much of the action he saw on 21 April, he does make a very interesting statement:

___ although at the time I had no

doubt whatever that I had seen Richthofen killed (from a distance of only about 150 yards) I have read so many and such conflicting reports of his death in the past nineteen years that I begin to wonder whether I really saw it happen.

Gunner Robert Buie, one of those who claimed to have shot down the Baron, was quoted in December 1959 by the magazine Cavalier as having written as follows:

Over the past forty-two years I have read some strange accounts of what was supposed to have taken place in the action, and each has been more fantastic than the preceding one. Some of those who looked at von Richthofen’s body before it was removed from the cockpit, saw no further than the large quantity of blood which appeared to have flowed from the mouth.

It appeared to them that van Richthofen had been shot front ally through the mouth. At some point the comment was added that the bullet had exited behind the left eye some said behind the right eye.

While the body was lying on the ground outside Major Beavis’s dug-out at 53rd Battery, several men looked at it. One was Gunner E A Bellingham of the 53rd. who wrote in November 1937 from his home in Victoria, Australia:

Just about sundown or a little later, they [the salvage party] came back with the plane and the body. He was laid down on the grass in front of the major’s dug-out. He seemed to have a good many bullets in him. There was a crowd of people there claiming to have brought him down.

When Major Beavis received the body in his dug-
out he at first accepted the head wound story but, after a more leisurely look, he later reported that same day:

The wounds in the pilot’s body were mainly in the chest and stomach. Apparently the first bursts of fire were effective. Both guns inflicted wounds on the pilot, in my opinion. If the enemy plane had not been turned off by our fire, it would have been able to drive down the British plane.

This did not explain the injuries to the abdomen which some claimed to have seen, so as the story in the report was passed on, it changed to: Von Richthofen had been hilled by bullets which entered throne’ll his left shoulder, passed downwards through his chest from left to right and exited through his abdomen.

An airman, R Schofield, on clerical duties at 22 Wing HQ in 1918, wrote to a London newspaper in the 1930s as follows:

I saw both ‘combat reports’ of the officer concerned, and only a medical examination of the body finally proved that the fatal shot was fired from above – through the shoulder and heart.

That is the basic theme of the beliefs expressed in later years by Captain Brown, Lieutenants Wilfred May, Francis Mcllersh and Robert Foster.

Some people seeing or hearing of the large wound in the left breast, which matched a close burst of Lewis gun fire, assumed an exit wound in von Richthofens back. The story then became: non Richthofen was hilled by a bullet which passed through his heart from front to bach. This version is the basic theme of the beliefs expressed in later years by Gunner Buie, Sergeant Popkin and Lieutenant Ellis.

A close-range shot from that direction would have pierced the body and made a hole in the back of the pilots seat. Such a hole was duly invented.

To some people the large lesion on the left breast looked suspiciously like the exit wound of a single bullet rather than one of multiple entry. On the understanding that the bullet had passed through von Richthofens heart, an entry point was required in the middle of his back which in turn required a bullet hole through the back of the seat. Such a hole had already been invented and so the tail now began to wag the dog:

First Air Mechanic Boxall-Chapman, and Captain Roderick Ross (who was Boxall-Chapman s CO in overall charge of Salvage Operations and who later inspected the Triplane at Poulainville) had earlier formed the opinion that a single bullet had entered the body, low down on its right side, had passed upwards and forwards through the chest and had exited behind the left shoulder. This story then seemed to disappear into oblivion. The simplest explanation of this, and therefore the most probable one, is that Boxall-Chapman was obviously wrong as no-one had claimed to have fired at the Fokker from that direction.

The following description of the wound(s) were publicly made by the major participants:

Gunner Robert Buie, Cavalier magazine, December 1959:

In the crash Richthofen’s face had been thrown against the gun butts and suffered minor injuries. Blood had come from his mouth which indicated at first glance that a fatal bullet had pierced a lung. According to the popular versions, death came from a single bullet which had entered his back and passed forward through the chest.

This is not true. Richthofen was struck in the LEFT BREAST. ABDOMEN and RIGHT KNEE! I examined these wounds as his body lay on a stretcher. His fur-lined boots were missing, as were his helmet and goggles and other personal effects, these having been taken by souvenir hunters before his body arrived at the battery.

He was wearing red silk pyjamas under his flying clothes.

The wounds were all frontal. Their entrances were small and clean and the exit points were slightly larger and irregular in the back. Later, Colonel Barber of the Australian Corps and Colonel Sinclair of the Fourth Army, both medical officers, made separate examinations of the body and their reports agreed that the fatal chest wound was frontal.

Authors’ note: It should be pointed out that Buie’s identification of the medical examiners is only partially correct, and that his information concerning their verdicts is totally wrong.

Sergeant Cedric В Popkin. Official Report dated 24 April 1918:

Lieutenant A В Ellis (53rd Battery). Story from the Australian 5th Division, dated 1927:

Men hurried to the spot and found the body of their renowned and gallant enemy lying dead among the ruins of his Triplane. It bore frontal wounds on the knees, abdomen and chest.

Captain A R Brown DSC’, Ottawa Citizen, 2 December 1925:

Captain Brown said that the story published in German newspapers that Richthofen had landed safely behind the Canadian lines and had afterwards been shot by two men of the 149th Battalion was ‘absolute nonsense’.

There was an enquiry and it was found that the bullets had been fired from above. It was definitely established that Richthofen had been shot from the air.

One bullet entered the left shoulder, passed through the heart and came out through the abdomen.(D

1) Medically the abdomen means more than the front of the belly. It covers the sides and the rear.

Authors’ note: This fully agrees with Captain Browns 1920 description of his attack on von Richthofen. It should be noted that the path of the bullet, as described, requires the entry point to be considerably higher than the exit.

Ottawa Citizen, 5 February 1931:

In the Mount Royal Hotel last night Roy Brown was questioned about who had brought down the crack enemy airman. He answered: ‘I have no bones to pick with those who think they brought him down, they were quite right in believing they did. Their guns were on the ground and trained up at an angle. They saw him coming, they fired, and he fell.

But the autopsy revealed the bullets had hit from above and behind. The Royal Air Force recognised me as the man who brought him down. I was right on his tail at the time I shot. Therefore, either Richthofen was flying upside down and backwards, or else I brought him down.

Authors’ note: In this second interview Captain Brown confirms the direction of his attack as given on the plaque at the Canadian Military Institute, by implication, and that his earlier statement that the entry wound was in the left shoulder meant the rear of it. The expression ‘flying upside down and backwards” should be noted.

Lieutenant W R May. 7 lie Edmonton Journal, II January 1919:

The preface to an interview with Lieutenant May contains the following statement probably excerpted or paraphrased from his remarks on the encounter with Manfred von Richthofen. ‘A post mortem later revealed the fact that the Baron had met his fate by a bullet through the heart fired from above.’

The Edmonton Bulletin, 9 July 1919:

In about an hour we heard for sure that it was the Red Baron. He had been shot through the heart and instantly killed.

The bullet had entered his shoulder and went down through his heart thus establishing beyond a doubt that it came from above and was fired by Captain Brown.

The Canadian, which is published in Carleton Place, Ontario, where Captain Brown was born and lived, told its readers on 15 October 1936:

You no doubt know the remainder of this story – how the Australians and other people claimed he was shot down from the ground. However. Baron Richthofen’s body was examined, and it was found that the bullet passed through his shoulder and down through his heart. The bullet was fired from above, and could not have been fired from the ground. Captain Brown was officially given credit by the Royal Air Force.

Canadian Aviation, April 1944:

A short time ago we heard that the red tri-plane [pilot] was none other than Baron von Richthofen. His body was examined and it was found that one bullet had passed through his heart from his shoulder down, which proved conclusively that Roy shot him.

Richthofen would have to have been in a partial loop for the ground gunners to accomplish this feat.

Authors’ note: the expression in a partial loop means upside down. Captain Brown had also used that analogy as referred to above.

Lieutenant R M Foster. Memoirs, date unknown but around 1930 when he was a Squadron Leader RAF:

The doctor’s [sic] report showed that the bullet which had killed Richthofen had come from above and behind and so tallied with Brown’s account of his attack on the red Triplane. To support the Australian

claim, von Richthofen’s aircraft would have had to have been in an inverted position close to the ground, whereas it struck the earth at quite a slight angle and was by no means smashed to pieces. To us it was conclusive that the pilot had been killed in the air and that the aircraft had carried on in a shallow dive till 1t hit the ground. At any rate.

Brown was definitely awarded the kill.

Authors’ note: The expression itwerted position, meaning upside down has now appeared for the third time. The use of: ‘To us…..’ in the phrase ‘7o ns it was conclusive, etc. is of interest. Foster appears to be referring to some kind of a discussion with his colleagues at some time after the event.

Lieutenant F W J Mellersh, RAF Staff College. 1931, when he was a Squadron Leader RAF.

Doctors reported that Richthofen had been hit by two bullets, which had been fired from above and behind. They further said that in their opinion the shot could not have been fired from the ground.

Official Press Release, Australian HQ. France, 23 April 1918:

It was a dramatic end to a great fight. The German champion crashed smashing his machine to smithereens. Only one bullet was found in his body, and that had gone straight through the heart, entering on the left side.

Baroness Kunigunde Freifrau von Richthofen, Toronto Star, 6 July 1936:

On 5 July the baroness was interviewed in Toronto by R C Reade. During the conversation he mentioned, ‘a portion’ of the seat from her son’s triplane was nearby. The incorrect downgrading of the exhibit to a mere ‘portion’ destroyed any interest the Freifrau might have had. She merely commented: ‘The pieces which have been kept would make two aeroplanes. I should like to know [what happened] but I am afraid I shall never know.’

But, [Reade remarked] the evidence seems to be clear that the bullets entered the aeroplane from above. ‘But I have been told,’ said she. ‘that at the moment he was making what they call an Immelmann roll. He was upside down. So he could have been shot from the ground and appear still shot from above.’

The present authors refer the reader back to the 78 statement of G N Farquhar and R Buie on the first page of this chapter. If the Triplane was indeed ‘upside down’ when the ground gunners fired at it, not one of them, nor any witness, has ever mentioned it in any comment or statement.

As late as 1964, a major article in The Canadian, told its readers:

In the Royal Canadian Military Institute in Toronto, is the seat from Richthofen’s DR-1 [sic]: a bullet hole is 1n the back of the seat, slightly upward and to the right.

The Canadian, whose writer had obviously never seen the exhibit upon which he was expounding, elaborated a little on the theme as follows:

A controversy as to who brought down Von Richthofen began. The Australians claimed they did. with small arms fire from the trenches, but evidence decreed the fatal bullet was fired from an aircraft, since the shell [sic] struck the Baron from an upward angle to the rear and to the right – from where Captain Brown pressed the firing button.

With information, such as the above examples (to cite but a few) being given to the public over the years, in which Captain Brown’s own words above and left have been changed to below and right, it is no small wonder that there is indeed a controversy.

Further evidence of error is that Lieutenant May’s several writings show that he and von Richthofen were just skimming the surface of the water at that time, which would hardly leave height for Captain Brown to be below him.

The basic common factor in what the major aerial participants appear to believe is that the shot(s) came from above, behind and from the left, whilst the ground participants believe that they came from the front and the right. The exceptions are 1AM A A Boxall-Chapman, Lieutenant Warneford and Captain Ross of 3 Squadron AFC, who all saw the bullet hole in the starboard side at the front part of the fuselage. The curiosity is the repetition of the upside down analogy by 209 Squadron pilots.

The hint, by Lieutenant Foster, that some kind of discussion took place after the actual event and that a conclusion may have been reached, could be connected with the repeated use of the analogy upside down and the mention of a ‘board’ on the plaque made for the 1920 exhibition at the Canadian Military Institute.

Authors’ note

The fur overboots worn by von Richthofen on 21 April are now on display in the Australian War Memorial in Canberra. One of them contains a small area at the top edge where the fur is matted with dried blood. This would be at the wearer’s upper thigh height. The fur overboots appear to have had at least one previous owner, a British pilot, who claimed after the war to have been wearing them on the occasion von Richthofen shot him down.

Over the years it has been assumed that the fur boots were all that the Baron was wearing on his feet and legs but these were in fact over-boots which would be worn over his shoes. The actual shoes worn by him that day were taken by Corporal J A Porter, of 3 AFC Squadron, who even wore them in France, but after the war forwarded them to the Baroness.

An official of the Australian War Memorial who had noted the bloodstain made the unfortunately phrased statement that: ‘one boot bore evidence of the fight.’ His words were instantly interpreted as indicating the presence of a bullet hole and thus ‘new evidence’ was created. In 1972, Mr A J Sweeting, Acting Director of the AWM confirmed no such hole existed.

It is to the medical exam­inations and the type of bullet that hit von Richthofen that we must now turn our attention. So much has been written about the examinations in the past based upon partial information that a modern up-to-date analysis based on present day knowledge of ballistics and pathology is needed to present the information in a logical and understandable manner.

In the mid-1920s the author Floyd Gibbons began research for what became a famous book on the life of Manfred von Richthofen. His meticulous research in Germany produced Lite Red Knight of Germany which is possibly the best biography of the life of the Baron from the day he was born until the day before he was killed in action. At that point the confusion began.

Floyd Gibbons was faced with some strange stories. One was that the British had placed a bounty on the Baron’s head and that when he made a forced landing due to engine failure, two Canadian soldiers, whose persons and regiment were named, had murdered him to collect it. It is fortunate that names were specified as it became easy to prove that no such named soldiers existed. It was also discovered that the regiments were not stationed in the area either. Despite the proven fabrication, the story was resurrected in the early 1940s as a new discovery.

Another story which was quite widely believed, is related by the Barons mother in her book Mein Kreigstagebuch (My War Diary), published in 1937. The tale runs as follows:

In the 4th May /9/7 edition of the newspaper Vossisclte Zeitung it is reported that the British hare formed a squadron of volunteer fighter pilots whose purpose is to destroy the most successful German fighter pilot, Rittnieisier Freiherr non Richthofen. The flier who succeeds in downing or capturing him will receive the Victoria Cross, a promotion, the gift of a personal aeroplane, 5,000 pounds sterling and a special prize from the manufacturer of the aeroplane which he used on the occasion. It is also said that a cine-camera operator will fly with that squadron to film the entire event for the British Army Jilin archives.

The newspaper suggested the addition of some observation balloons to provide an aerial grandstand and commented that the Richthofen Fighter Wing would ensure that the performance took place in a most interesting manner. (I)

Her son also read the article and commented:‘This is a great honour for me. but I must honestly say that I am rather embarrassed about it.’ He added that he wondered what would happen if his first victim in such an air battle were to be the aeroplane which carried the cine-camera.

To anyone with even a little common sense and even a little knowledge of British military decorations, the mention of a Victoria Cross immediately indicates a fabricated story. The VC is awarded not so much for an achievement as for courage against overwhelming odds shown on a single occasion or a succession of actions above and beyond the call of duty. A surprisingly high proportion is conferred posthumously.

There were also stories which involved enemy aircraft. One described how the Baron had been shot down by two enemy aeroplanes piloted by Canadians which sneaked up behind him. In another story, one pilot cowardly shot him down as he was gliding in to land inside enemy territory after suffering an engine failure. There were others of this nature, most of which involved ‘Canadians’ and ‘engine failures’.

The following report published in a German newspaper eight days after the Baron’s death gave contrary information:

Berlin Tageblatt (evening edition)

Monday 29tli April I9IH. Volume 47, So.217
The Death of Baron von Richthofen

A German war correspondent has recently spread around a story that Freiherr von Richthofen did not fall in combat but that after having landed he mis killed by Australian soldiers. This report is false, for English statements and German observations confirm each other with regard to the circumstances of the death of Baron von Richthofen. These show that there can be no doubt that Richthofen was hit by a bullet from a ground-based machine gun whilst he mis pursuing an enemy aeroplane at a very low altitude.

On Thursday, 2nd May, 19IX, a grand ceremony in memory of Baron von Richthofen will be held in the Old Garrison Evangelical Lutheran Church (Garnisonkirclte) in Berlin. (I)

In an attempt to learn the truth Floyd Gibbons went to England and asked the Air Ministry for information from the records concerning the events of 21 April. He found that the records were sealed until 1969 under the ‘fifty year delay rule’ and than an exception would not be made for him. The sealing had considerable justification for the files, which the present authors have examined, include personal character evaluations, fitness for promotion assessments. and recommendations for transfer to less exciting duties. Many of them concerned war veterans who were still living. Sadly, also included amongst the files were letters of condolence from commanding officers to the family of a son who was missing, had been killed, or had died of wounds in hospital. If he had been trapped in a flaming aircraft at 10,000 feet or burned to death in a landing accident, it was never revealed to the family. The saddest letters of all are the replies from grieving mothers or father, praying for some glimmer of hope that a son may be a prisoner, and some of which refer to the inclusion of a cheque to cover their dead son’s mess bill and/or address to where his belongings should be sent.

The Air Ministry offered to arrange for someone to study the records and to provide Gibbons with the information requested, (see Appendix C) A typed form is to be found in the Public Record Office, Kew. London, England where it has been filed together with a Resume of an interview with Captain Brown, without

(I) Translation by Dr Diane M Bennett.

^:e or place specified, but said in the index of files to *jve taken place ten years after the death of the Baron, ri mever, the final sentence of the Resume indirectly – tes the interview evenly with the Sunmuiry. This •rduces the ten years to about eight. The Resume and •-.e Summary are to be found in File Air I – 2397/262/2.

The record of the interview is entitled Resume of the Military Career of Captain .-1 Roy Brown. In the Resume part, which in the main is perfectly accurate, there are some strange slips in familiarity with the Naval side of the British armed forces. It may be said, with a fair degree of certainty, that Roy Brown did not proof-read it. Indeed, from what can be reasonably ascertained today (1997). he was in Canada at that time. The first ‘slip’ instanced below suggests that the ‘interviewer’ was an American who was unfamiliar with British terminology. Below is the interview with ’slips’ noted in square brackets | |.

A Roy Brown, living in Toronto, joined the Royal Xavy as a Flight Sub-Lieutenant September /. 1915. At this time only civilian /trained/flyers were accepted and previously he had gone to Dayton, Ohio, to study aviation at the U’right Flying School; this at his own risk and expense. |A couple of strange statements here, in that the vast majority of men joining up would of course be civilians, and the inference is that had he trained as a pilot directly and not at Dayton, he would have encountered no ‘risks’. He would also have been made a Probationary Flight Sub-Lieutenant upon joining up, which is why, in the following paragraph mention is now made of his commissioning, for the Probationary rank did not hold a commission.]

After being accepted at Montreal, and commissioned. Brown sailed for England from XewYork in December of the same year.

11 liile in training for combat at Chingford, England, Brown crashed and broke a bone in his spine which kept him confined in a hospital until January o f 1917.

Then, as a Sub-Lieutenant of the Royal Xavy, he was assigned to land duty in Trance with Squadron 9 of the naval aviation corps, [this should have been, of course, the Royal Naval Air Service.) His unit patrolled the Belgian coast, escorted bombing raids, engaged in photographic and reconnaissance work, and offensive flights over the German lines as far south as the British area extended. |As a scouting squadron 9 Naval Squadrons duties, flying Sopwith Triplanes and then Camels, would ordinarily not include photographic and recce work, although they would have escorted two-seater aircraft that were engaged in such activities.)

From January 1917 to April I, 19IS, this work continued with Brown chalking up a large number of planes to his credit. He believes his official record is 15 German planes, but in company with many other pilots he did not report his victories, leaving that to other observers due to the habit, he said, of many aviators discrediting their work by telling too many tall stories. |This seems to be something of a myth that was created post-war, whereby many

high scoring pilots were supposed not to have made claims against enemy aircraft. Brown’s combat reports exist and as it was a positive requirement that pilots complete or at least dictate them, this at first glance appears to be something of a post-war journalistic statement in order not to show Brown, or anyone else, as a glorified scalp hunter. In fact Brown’s combat record indicates claims for three German aircraft destroyed and another six ‘out of control’ (ie not seen to crash), between 17 July 1917 and 12 April 19IK.)

However, his work was recognised by the award of the Distinguished Service Cross and promotion to the full rank of Flight Lieutenant, Royal Xavy, which ranked an army captain. I In fact it only ranked as a Full Lieutenant., one up from Second Lieutenant, which was the Flight Sub – Lieutenant rank equivalent.)

11 hen the naval fliers were consolidated with the Royal Flying Corps, into the Royal Air Forces /sic/, operating independently of either army or navy. Brown became a Flight Commander, with the rank of Captain |and now equivalent to an army Captain, not to be confused with a naval Captain which is the equivalent of an army Colonel. 9 Naval Squadron RNAS then became 2nlf Squadron RAF.|

He remembers few details of this period and has practically no records so refused to talk of his services. His succeeding history is recorded in the story of his victory over Richthofen. (This might well be pure modesty on his part, which is not unknown among airmen of any war, but especially Brown who was being constantly asked about his career following the Richthofen fight.]

An interesting point is that when the RFC! and RNAS merged, former RNAS personnel were not required to purchase new uniforms, for the RAF did not have one. Like most RFC! pilots joining or transferring from army regiments, it was far more expedient and cost effective to continue using their regiment uniforms over the left breast pockets of which they would have their wings or half-wings sewn. Only direct entrants would need to have the well-known ‘maternity’jackets of the RFC!.

Many former RNAS men would, as a matter of pride, make sure they continued to wear their dark blue naval uniforms, some right up till the Armistice, and RAF uniforms, perse, were not available until well after the war. It is worth noting that a careful examination of several photographs of Brown reveals that his jacket sleeves have the rings of a naval lieutenant around the cuffs. The point is made because of the assumed identity of the visiting pilot who was seen at the von Richthofen crash site.

In the Public Records Office, the Summary (also undated) is entitled Material on Brown for Gibbons’ Richthofen Story. A complete and verbatim transcript is to be found in Appendix C.

A point by point critique of the contents of the Material on Brown presented in the Summary would be to give it more attention than it deserves. Appendix C! contains a selection taken from the major errors which should suffice to prove that document is seriously flawed.

Gibbons also received at least two more documents:

1. A transcript, with one omission and a few inconsequential changes of arrangement, of the second Combats in the Air report written by Captain Brown and dated 21 April 1918. The omission, which was the description of the armament fitted to Captain Brown’s Camel, was to cause embarrassment for Gibbons when the first edition of his book was published.

2. Some information assembled from the first two medical examinations which stated that there had been only one bullet, defined its path as being from right to left and affirmed that it could only have been fired from the air.

The Sum шагу gave the direction of Browns attack as from above and behind. The Anonymous Account did not mention it. In the serialized version (about 25 parts) published in Liberty magazine starting around June 1927, Gibbons used the Summary’s version of Browns dive on von Richthofen but corrected the machine-gun error. (The Summary described Lewis guns whereas Browns Camel had Vickers.)

It was not the only time Gibbons took the preferred route, nor was he above ‘correcting* documents to substantiate his conclusions. Take for instance his account of von Richthofens combat of 29 April 1917. It was unfortunate that the Baron did not record the type of machine he shot down (victory 52) only that he had been in combat with Nieuports, Spads and Triplanes. As, presumably, he could find no Triplane loss but had a very fine Nieuport pilot (Captain F L Barwell) being shot down that day, he ‘corrected’ the translation of von Richthofens combat report to read: ‘Plane: Nieuport one-seater, no details, as plane burned’, adding the – ‘Nieuport one-seater..’ in front of Richthofen’s: ‘No details….’

He then went on to ignore Richthofen’s comment about shooting the British aircraft down after a short time, knowing full well that the report on Barwell’s loss, showed the combat had lasted half an hour. He even ignored the fact that the German Nachrichtenblatt clearly identified the victory as a Sopwith Driedekker, for a Sopwith Triplane it indeed was, from 8 Naval Squadron. Bearing this sort of alteration in mind, one has to be very careful about other things Gibbons may have recorded as being ‘official’. In other words, while Gibbons was occasionally misled, he also misled his readers.

Gibbons’ next step has served to bedevil researchers for the next 60 years. The medical information regarding the direction of the bullet (right to left) was in conflict with the Summary which stated left to right. Gibbons did not know that Captain Brown, who surely was aware of his own actions, had stated that he had been on the left hand side of the Triplane when he opened fire. Gibbons therefore chose to prefer the medical examination version, which was not unreasonable under the circumstances.

In the book form, first published in November 1927, in order to match Brown’s attack to the true direction of the wound, he added, not as an opinion, but as a statement of fact, the word ‘right’. He wrote as follows:

Bur Brown had arrived at the end of his dive. He came out of it slightly above and to the right of the darting Fokker.

He watched the tracer bullets going to the red Triplane from the right side. They hit the tail first. A slight pull on the stich – a fractional elevation of the Camel’s nose, and the Canadians line of fire started to tuch a seam up the body of the Fokker.

Brown saw his tracers penetrate the side of the Fokker’s cockpit.

It is worth noting that the two phrases:‘A slight pull on the stick – a fractional elevation of the Camel’s nose…’are taken word for word from the 5’іні//ниг)They will re-appear. paraphrased, in My Fight with Richthofen (see Appendix E), viz.:‘Very gently I pulled on the stick. The nose of the Camel rose ever so slightly. The stream of bullets tore along the body of the all-red tripe.’

The ‘slight elevation of fire’ business actually originated from the Anonymous Account, which tells the reader:

‘His first bullets ripped through the fuselage of the enemy plane. We saw him elevate his fire slightly.’

If the Anonymous Account, the Summary. The Red Knight of Germany, and My Fight with Richthofen, are carefully compared in that order, it will be seen that in many areas each one is an amplified re-write of its predecessor. Even Quentin Reynolds, author of They Fought for the Sky (Cassell & Co, 1958 – and incidentally the book credited with starting the whole new wave of post – WW2 interest in WWI) was taken in. Basically speaking, the fact that the two major works of the late 1920s are in agreement on many points which were later disputed by Titler and Carisella, means nothing historically. If a dozen writers state that Wilfred May came from Melbourne. Australia, it proves nothing if each one has used the same flawed source.

And of course, journalistic licence only adds to the confusion: eg:‘…watched the tracer bullets going to the red Triplane line of fire started to tuck a seam up the body of the Fokker.* “.. saw his tracers penetrate the side of the ..cockpit.’This is what the layman ‘sees’ in his mind’s eye, the dramatic, rather than the historic. Hollywood’s air aces always stitch a close line of bullet holes in the target, so this is what must occur in real life!

on Richthofen was tar from a natural born pilot but he learned rapidly and became highly proficient. Over the years many people have tried to present him as a man who could not nave achieved his 80 recorded victories without the support of his Jasta pilots, two of whom were upposedly detailed specifically to protect his tail while he made the kills. Also that he took credit for other pilots’ claims or took a share in kills credited to the Jasta or Jagdgeschwader. This is fir from the truth; such a man would not have been held in such high esteem by his men who would certainly have not celebrated his memory for many years after WW1 at the annual gathering of ‘The Old Eagles’. Certainly he flew at the head of his unit and it was his job to make the first attack, but this was the German system, this is how the fighting units acted, it was nothing specially attributed to von Richthofen’s personal way of doing things. He achieved his remarkable score in just 18 months of front line combat duty by pure ability and shooting expertise.

In the years between 1918 and 1997 there have been numerous attempts to resolve the contra­dictions, both apparent and real, concerning events that occurred on 21 April 1918: namely, the day that Rittmeister Manfred Freiherr von Richthofen was killed in action.

In the late 1920s, Floyd Gibbons, an American journalist, wrote what is still justly believed by many historians to be the best biography of the German air. ace yet published, The Red Knight of Germany. To describe the events surrounding the death of the Baron he used information which was provided to him through ‘official channels’ (mostly Air Ministry in London) and which, by no fault of his own. he accepted in good faith.

He found that under the 50-year rule, records were sealed until 1969. The sealing had considerable justification for the files, which the present authors have examined, include personal character evaluations and so on. Air Ministry offered to arrange for someone to study the records and to provide Gibbons with a summary of the information requested. The information that he subsequently received unfortunately contained many serious errors. It is to be found at the Public Records Office. Kew, London, where it has been filed together with a resume of an interview with Captain Roy Brown some years

later, (see Appendix D)

Prior to Gibbons’ book being published it was serialised in the American magazine Liberty. His descriptions of the events of 21-22 April, in both the serial and the book, were, therefore, based upon flawed information. However, in some of the subsequent reprints of the book, a few of the errors were corrected, although one or two then introduced further errors. It appears that rather than consult the Air Ministry. Gibbons would have done much better to have travelled to Canada and interviewed Brown himself.

In short, Gibbons’ honest, best efforts were seriously flawed from the outset and had a ‘snowball effect’ as a Liberty copywriter would later insert many of the flaws into his dramatisation of Brown’s wartime service recollections which were published under the title My Fight with Richthofen in November 1927. By chance, an anonymous description of the air battle on 21 April 1918 was making the rounds at the time. It had more flaws in it than facts but read convincingly and phrases from it, which are recognisable, were also inserted. Doubtless this copywriter was doing his best to make the story interesting by filling in details which Brown had ‘apparently’ omitted. (See Appendix B)

The reader, furthermore, was led to believe that Brown himself had dictated every word. However, many years later the magazine editor admitted that the text had been ‘heavily edited’ prior to publication. (See Appendix E)

Following the diffusion around the world of the two stories, letters from participants and witnesses of the actual event began to reach magazines and newspapers. These called attention to serious omissions and alleged the inclusion of pure invention in both stories. Into the latter case fell the description, one given in great detail, of the roles played by two of 209 Squadron personnel, Major С H Butler (who did not lead his unit in the air that day), and Lieutenant FWJ Mellersh, who had landed and was at Bertangles aerodrome at the time he was supposed to have been seen at the crash site.

People in many countries took an interest in the matter but unfortunately some newspapers, even as far away as Australia (who in any event knew some of their Anzac readers would have a vested interest), saw that the creation of a ‘controversy’ would increase circulation. In one known case, a key letter which would have settled one aspect once and tor all. was, for that very reason, not published! On a private level, some people began corresponding with surviving participants and eye-witnesses. However, with the coming of WW2 interest understandably declined. The letters disappeared into filing cabinets and in many cases were later thrown away upon the death of the correspondent.

In recent years one such collection from the 1930s came to light in England and by a chain of lucky circumstances it was sent to the present authors for study. The collection has great importance as memories at that period had only to go back some 20 years and personal recollections were less likely to have unintentionally been influenced by the statements and writings of others post WW2. In addition the collection of information gathered over several decades by the late Bill Evans, who lived in Cleveland, Ohio until his death in 1996, also had interesting items in it.

The first collection, circa 1937-39, was assembled by a young man, John Column, who as an RAF navigator in WW2 was to die in action over Germany in 1942. His approach was to advertise in newspapers asking for people to write to him. One of those who replied, provided a definite location for Brown’s aerial attack on the Baron. What was interesting about this collection was that the majority of contributors were not the same as those contacted by later authors such as Carisella and Titler.

Some time after WW2 three Americans took a similar interest and approach. After years of research, the late Pasquale (Bat) Carisella published П7/С Killed the Red Baron in 1969 and Dale Titler published The Day the Red Baron Died in 1970. The third author, Charles Donald, published several articles but no book. All three managed to contact participants and witnesses. The copious correspondence which followed tilled filing cabinets with letters, and boxes with audio tapes. Donald and Carisella also achieved collections of artefacts ranging from the silk scarf, goggles and belt worn by von Richthofen at the time of his death, to pieces of Fokker Dr. I Triplane 425/17, factory serial number 2009, which he was flying. Pat Carisella’s efforts included a journey to the field where the Baron’s life ended and to the cemetery where he was first buried. He was even invited to the 50th Anniversary of ‘The Old Eagles’; the surviving members of Jagdgeschwader Nr. l. known to the British by the nickname—‘The Flying Circus’.

The origin of the name Flying Circus was that the unit’s function was one of being able to move en-masse to various sectors behind the front in order to bring a large number of aeroplanes to support offensive or defensive actions. Reference has also been made to the aircraft colour schemes, but this is secondary to the main reason for the name.

To the present authors a most interesting point is the large number of witnesses who came forward or who were located and agreed to participate. Combining the five above-cited cases, the total is around 250, and the overlap, especially of Columns 1930s people, is quite small. The size of the various units of the British Fourth Army, commanded by General Sir Henry Rawlinson, which were stationed along the Morlancourt Ridge, on the Somme, is a matter of record. From this it can be adduced that the English and Australian soldiers, from private to general, who witnessed either some or the greater part of the action which culminated in the tall of the Baron, numbered approximately 1,000. This means that close to one quarter of the witnesses can be shown to have testified in private enquiries of which a record still remains.

For any one person standing on the ground to have followed the entire sequence of events without a gap of some sort was impossible. Wherever any observer stood, some part of the action was hidden from his particular view by cloud, mist or some geographical feature such as a forest and the Ridge itself. Probably the best overall view was obtained by one of Captain Brown’s colleague flight commanders who watched the entire aerial action from above. A full account is provided in DaleTitler’s book.

From the German side, three artillery observers and two fighter pilots from von Richthofen’s staff’d also saw significant parts of the fight. The new information obtained by the present authors confirms a statement made by one of the pilots which until now had not been given much credence.

The four private enquiries mentioned above concentrated on testimony from England, Germany, Australia and the USA. Another source, Canada, although occasionally mentioned, was not explored. The Canadian evidence was brought to our attention by Frank McGuire, a former historian at the Canadian War Museum in Ottawa. He kindly provided a number of Canadian newspaper clippings on Captain Brown. These revealed that about one year after Roy Brown had returned to Canada he officially inaugurated a

Richthofen exhibition in a military club in Toronto (which is still on display), and that for some time afterwards wherever he travelled on business he was greeted by the local press which rarely failed to enquire about his celebrated victory over Germany’s top ranking air ace. Roy Brown’s words were thereby recorded for posterity many times over and, when taken together with the text of the plaque which graced the exhibition, provide evidence which is ‘old’ by the calendar, but ‘new’ to most of the public, and of enlightening content.

An unintended off-shoot of checking the new information against old documents was the revelation of what appears to be the key to the puzzle as to why Roy Brown wrote TWO Combats in the Air reports, both dated 21 April 1918.

Using 1918 army maps and the new information, the present authors, one of whom has fifty years experience as an aircraft pilot, made a high level and a low level flight following the path down the River Somme taken by Lieutenant W R May as he was being chased by the Baron. The ground speed of the low level flight was the same as that of its 1918 predecessor. From this exercise the authors believe that they may have stumbled across the explanation of how the Baton came to violate his own strict rules against flying low down over enemy territory. During low level flying a pilot can easily lose track of his exact position and confuse one spot with another, or in the case of von Richthofen on the day in question, one partly demolished village and bend in a river with another.

The author-pilot also held long conversations with two people who have built and flown replica

Fokker Dr. I Triplanes. One of them was exact to the point of having a 110 hp LeRhone rotary engine and was flown about thirty times each year for several years by the late Cole Palen of New York. The flight characteristics of these aircraft, he learned, are considerably different from those which both he and the general public had been led to believe. The differences contribute to the misrepresentation of some of the eye-witness evidence. By design intent the Fokker Triplane did not have inherent stability. This made it extremely manoeuvrable in combat as it did not resist sudden changes of attitude desired by the pilot. The most obvious indication of this feature is the complete absence of wing dihedral. The disadvantage was that the Triplane would not automatically recover from any upset caused by strong wind or turbulence; the pilot had to restore it to level flight. This made the aircraft appear to be unsteady when flying through zones of turbulence. However, it was not a difficult aeroplane to fly, or land, provided that it was landed directly into the wind.

The following photographs serve to demonstrate how old information may not necessarily be well-known or even believed. The subjects are still in place today and may be seen by anyone who cares to do so. Two of them have been there for over 70 years and their condition bears heavily upon a correct understanding of the manner of the Baron’s death. The reader is recommended to make a most careful examination of the photographs of the seat and the engine.

Above: The Le Rhone engine from von Richthofen’s Triplane 425/17. It was obviously not rotating at the time of impact.

Right: Despite several references to the contrary, Manfred von Richthofen is buried in Wiesbaden Municipal Cemetery, in a family plot together with his brother Boiko, his sister Elisabeth and her husband. There is also a memoriam plaque to brother Lothar, who is buried at Schweidnitz together with their father. In the photo Madame Niedermeyer places a flower on Manfred’s headstone.