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Werner Voss

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Werner Voss
File:LeutVoss.jpg
Born (1897-04-13)13 April 1897
Died 23 September 1917(1917-09-23) (aged 20)
Place of birth Krefeld, Germany
Place of death North of Frezenberg, West Flanders
Allegiance German Empire
Service/branch Luftstreitkräfte
Years of service 1914–1917
Rank Leutnant
Unit KG 4, Jastas 2, 5, 10, 14, 29
Awards

Werner Voss (German language: Werner Voß) (13 April 1897 – 23 September 1917) was a World War I German flying ace, a friend and rival of the famous "Red Baron", Manfred von Richthofen. Voss, a dyer's son from Krefeld, began his military career in 1914 as a Hussar. After turning to aviation, he became such a skilled and aggressive fighter that he was considered by some to be the one pilot who could match von Richthofen.[1] Although absent on leave during Bloody April, when German aces fattened their victory lists on the disproportionate British losses, Voss's score was second among German aces at the time he was killed in action. His final combat is considered one of the most momentous and exciting dogfights in history. After he fell in solo opposition to eight British aces, he was described by his preeminent foe, James McCudden, as "the bravest German airman".

Early life and entry into military service[]

Werner Voss was born in Krefeld, Germany, on 13 April 1897. His mother, Johanna Mathilde Pastor Voss, was a pious homemaker who raised her children in the Evangelical Lutheran faith. His father Maxmilian owned a dye factory. Werner was soon followed by two brothers; Maxmilian Jr. was born in 1898, and Otto on 22 April 1901. An unusual feature of the Voss household was the presence of two first cousins, Margaret and Katherine. The elder Vosses longed for daughters, so they virtually (if not formally) adopted their nieces. The two nieces were commonly referred to within the family as "daughters" and "sisters".[2]

The Voss family home at 75 Blumenthalstrasse was a comfortable two-story house with surrounding grounds. Young Werner was expected to carry on the family trade as he grew into his heritage.[3][4] However, even before World War I burgeoned, he was already drawn towards patriotic service. When he finished his schooling at Krefeld's Moltke Gymnasium,[5] he joined the Krefeld Militia. In April 1914, disregarding conscription laws, underaged Werner Voss joined Ersatz Eskadron 2.[6] As the war erupted, Voss qualified as a motorcyclist and motorcycle mechanic. He received his "Certificate of Graduation" as a motorcyclist on 2 August 1914;[7] subsequently, his parents would give him a 300cc Vee-twin Wanderer motorcycle for his 18th birthday.[8][9] After Germany entered World War I, he spent August and September 1914 as a volunteer driver for the German military.[10] The Militia Ersatz Eskadron 2 had been set up to feed recruits to Westphalian Hussar Regiment 11. On 16 November 1914, Werner Voss became one of those recruits despite still being only 17 years old. On 30 November, the hussar regiment was ordered to combat duty in the Eastern Front.[6]

Military service[]

From cavalry to the clouds[]

Voss was proficient in his military duties on the Eastern Front. He was promoted to Gefreiter on 27 January 1915, and raised to Unteroffizier, when barely 18 years of age, on 18 May 1915. His service earned him the Iron Cross 2nd Class.[11] He reported for officer's training at Camp Beckstadt on 3 June 1915. There he was classified as a reservist because of his flat feet and weak ankles. He graduated on 26 July 1915.[10]

Voss transferred to the Luftstreitkräfte (German Air Service) on 1 August 1915, joining Fliegerersatz-Abteilung 7 (Training Detachment 7) in Cologne. On 1 September, he began learning to fly at Egelsberg in his hometown of Krefeld. A gifted natural pilot, Voss flew his first solo flight on 28 September.[10] He was immediately enrolled as an instructor at FEA 7 upon graduating on 12 February 1916. On 2 March, he was promoted to Vizefeldwebel (a senior noncommissioned officer).[11] He was the youngest flight instructor in German service.[12]

Aerial combat[]

On 10 March 1916,[11] Voss was posted to Kampfstaffel (Tactical Bomber Squadron) 20 of Kampfgeschwader (Tactical Bomber Wing) IV, and served as an observer before he was allowed to fly as a pilot. He received his pilot's badge on 28 May 1916.[13] Commissioned a Leutnant on 9 September 1916, he transferred to single-seater scout aircraft and was posted to Jagdstaffel 2 on 21 November 1916.[14]

At Jasta Boelcke, Voss began a lifelong friendship with another young pilot in the squadron, Manfred von Richthofen, who would soon gain fame as the Red Baron. They would later exchange family visits while on leave,[15] and Richthofen would host the Voss family at his squadron's airfield.[3] The friendship grew from Voss flying as Richthofen's wingman in combat, and disregarded the disparity in their family backgrounds.[16] The friendship would continue even after Voss's death, with Richthofen scheduled to spend leave at the Voss hunting lodge at the time of the Red Baron's last flight.[17]

Voss, the avid motorcyclist, had a love of machinery that led him to consort with his enlisted mechanics, Karl Timms and Christian Rueser; he was even on a first name basis with them. In time, they would transfer squadrons to accompany him.[18] Voss contravened uniform regulations at times and could often be found in the hangar working on his machine beside the mechanics, dressed in a grubby jacket without insignia.[15] His care extended to his craft's exterior; he adorned his Albatros D.III with both a swastika and a heart for good luck.[19][20] And although he was a casual dresser around his home airfield, when flying he would be well-dressed with a silk shirt beneath his aviation gear. He joked that he wanted to be presentable to the girls of Paris if he were captured; however, the shirt's silk collar protected his neck from chafing while he swiveled his head about watching for other aircraft during flight.[21]

Voss scored his first aerial victory on the morning of 26 November 1916, and added a second in his afternoon flight. The two victories brought him the First Class Iron Cross, awarded 19 December 1916.[11][22] His first victory of 1917, over Captain Daly, inadvertently taught Voss the knack of deflection shooting. Voss later visited Daly in hospital twice.[22]

Voss scored rapidly during February and March 1917; of the 15 victories credited to his jasta (squadron) during March, 11 fell under his guns.[20] For his feats, he was awarded the Knight's Cross with Swords of the House Order of Hohenzollern on 17 March.[14] The following day, Voss downed two British aircraft in ten minutes. The first one burned; the second aircrew downed protested they had been strafed by Voss after crashlanding within German lines.[10]

Following his 23rd victory on 1 April, Voss fired upon pilot and plane on the ground after the crash. On 6 April 1917, he staked two victory claims 15 minutes apart, having brought down a two-seater and a Sopwith Pup near one another on either side of the front lines. The two-seater pilot braved both Voss's strafing and incoming German artillery to retrieve aerial photography plates for their military intelligence value. The Sopwith Pup, though later seen with Jasta 2 in German markings after its capture, was an unconfirmed victory despite landing behind German lines.[23]

Voss was awarded the Pour le Merite on 8 April 1917.[3] It was customary to award a month's leave to a Pour le Merite winner, so Voss immediately left for his vacation, and did not return to combat until 5 May. By the time of this leave, Voss had gained impressive marksmanship and situational awareness.[24][25]

The timing of the leave gave him both Easter and his birthday at home. There was a large family reunion; to the family photos, he added a sitting for a formal photo wearing his Pour le Merite. He also tinkered with, and roared about upon, his motorcycle.[6] He thus was out of action during Bloody April, the most intense air fighting of the war, when the Luftstreitkräfte and its aces inflicted heavy losses on the Royal Flying Corps.[26] Richthofen, who had scored 11 victories before Voss began his own tally, achieved 13 victories during his absence.[27] Referring to his "dear friend", Richthofen stated: "He was ... my most redoubtable competitor."[28]

Upon his return from leave, Voss was dissatisfied with his commanding officer, Franz Walz, whom he considered insufficiently aggressive. Voss shared his sentiments with another Westphalian hussar, Leutnant Rolf Freiherr von Lersner. Walz had assumed command on 29 November 1916, just after Voss joined the jasta. An older man of 31, he was a prewar pilot and professional soldier who had flown over 300 combat missions in reconnaissance two-seaters before being appointed to command this squadron of fighter pilots. Lacking a background in fighter tactics, he compensated by allowing his more experienced pilots to follow their own inclinations, including solo excursions into British territory. The fact that Walz followed two prior brilliant fighter tacticians in his command—Oswald Boelcke and Stefan Kirmaier—only exposed his weaknesses.[29]

Voss disregarded military procedure and went outside the chain of command to petition higher headquarters for Walz's removal. Faced with such a case of insubordination, all three men were transferred out of the jagdstaffel. Lersner was packed off to a bomber unit. Discovering the betrayal, Walz requested reassignment on the grounds that his honor had been impugned. On 20 May 1917, Flight Commander Voss was sent to Jagdstaffel 5 to assume temporary command.[30]

Voss in command[]

Voss was bequeathed an Albatros D.III in the squadron's insignia. During his brief spell with Jasta 5, Voss scored a further half dozen victories.[31] However, he was not always successful; he was one of the three German fighters who attacked and seriously damaged Captain Keith Caldwell of 60 Squadron on 28 May 1917, just after Voss's 31st victory, but the wily New Zealander escaped.[32]

Voss was slightly wounded on 6 June 1917 by Flight Sub-Lieutenant Christopher Draper, but soon returned to duty.[33] The Royal Naval Air Service credited Draper with an "out of control" victory; after returning to base, Voss had to trade his damaged Albatros D.III for a fresh one.[34] Meanwhile, Voss went on leave with Richthofen to Krefeld; surviving photographs portray them exhibiting their aircraft for the Voss clan. Pater familias Maxmilian Voss, Sr. issued an open invitation for Richthofen's use of the Voss family hunting lodge. After this leave,[35] on 28 June, Voss took acting command of Jagdstaffel 29. Five days later, he was given temporary command of Jagdstaffel 14.[36]

VossTriplane

The famous Fokker Triplane of Werner Voss. Its low wing loading gave it maneuverability and a high climb rate.

Voss was one of the test pilots for the F.I triplane prototype which developed into the Fokker Dr.I. He was summoned to Schwerin, and on 5 July 1917 was one of the first pilots to test fly Fokker F.I s/n 103/17.[37] Although the Fokker had some drawbacks, such as its low speed and slowness in a dive, Voss loved the new craft. It was easy to fly with light controls, could out-maneuver any previous aircraft, mounted twin machine guns, and had a rapid rate of climb. The same climbing ability that put it at 3,000 feet within three minutes of takeoff lent itself to the combat tactic of zooming upwards out of combat to gain the height advantage on opponents. Voss enthusiastically recommended the Fokker's adoption while never progressing to testing the Pfalz Dr.I. He left Schwerin with an assignment for command of another jasta.[38]

On 30 July, Voss moved to his permanent command of Jagdstaffel 10 in Richthofen's Flying Circus, Jagdgeschwader I (JG I), relieving Ernst Freiherr von Althaus at Richthofen's request.[14] A brand new silvery Pfalz D.III awaited him, but he deemed it inferior to his green Albatros D.V, although he may have scored four victories with the Pfalz.[39] With his mercurial "loner" personality, Voss' was impatient with the paperwork and responsibilities of command.[14] However, Oberleutnant Ernst Weigand managed the squadron's daily administration and relieved Voss of those chores.[38] Voss left his staff car parked, and made his official rounds of his aerodrome on his motorcycle.[9]

In late August 1917, the rotary engine F.I prototype was assigned to Voss as his personal aircraft. In his childhood, Voss had flown Japanese fighting kites with his cousins in Krefeld; the decorations on the kites gave him the inspiration to paint the nose cowling of his triplane with two eyes, eyebrows and a moustache.[40] The arrival of the new fighter brought celebrities visiting. On 31 August, Anthony Fokker escorted German Chancellor Georg Michaelis and Major General Ernst von Lossberg to see and film the new triplane. On 9 September, Crown Prince Wilhelm would also visit Jasta 10.[41]

By 11 September 1917, Voss had raised his victory total to 47, second only to the Red Baron's 61.[1][27] In the process, he had his closest call yet in combat. After shooting down six-victory ace Oscar McMaking, he had in turn been attacked by Captain Norman MacMillan. MacMillan dove his Sopwith Camel within 20 feet of Voss, machine guns spurting tracers that flew near the German's head. The 45 Squadron ace saw Voss turn his head twice to judge the Camel's position before evading. Then a Royal Aircraft Factory RE.8 blundered across between them, nearly colliding with the Camel and breaking off the attack as Voss dove away. MacMillan claimed an "out of control" victory when he returned to base.[42]

The following day, Voss signed himself out on leave on his authority as Staffelführer. His first stop was Berlin, where he was honored receiving an autographed photograph of Kaiser Wilhelm II from the emperor's own hands. From the 15th to the 17th, he was at the Fokker factory in Schwerin; he was accompanied by his girlfriend Ilse. His leave chit also cleared him for Dusseldorf and his hometown of Krefeld, but it is unknown if he visited them. In any case, he returned to duty on 22 September 1917.[43]

Last stand[]

Voss returned from leave on 23 September 1917 not yet fully rested; as fellow pilot Leutnant Alois Heldmann observed: "He had the nervous instability of a cat. I think it would be fair to say he was flying on his nerves."[44] Nevertheless, Voss flew a morning mission and shot down an Airco DH.4 from 57 Squadron at 09:30 hours. Upon his return to his air base with bullet holes in his Fokker, he took advantage of Richthofen's absence to celebrate with a victory loop before landing. In contrast to his usual tidy flying garb, he was wearing striped gray trousers, a dirty gray sweater, and tall lace-up boots.[45]

Just before Werner landed, brothers Max and Otto Voss arrived at Jasta 10 for a visit.[45] They were both now in the German military. Otto was a 19-year-old army leutnant bucking for an opportunity to become a flier like his elder brother. Max Jr. was a 16-year-old sergeant.[46]

The young ace was fatigued and told his brothers he was eagerly anticipating more time off. He ate lunch with his brothers—soup, black bread, coffee, and cake. His brothers noted his haggard appearance, apparent in his final photographs. After the meal, the three Voss brothers posed before Werner's camera, which was equipped with a timed shutter release. Then Voss was scheduled for another patrol.[45]

Even as the three Voss brothers were in their photo session, on the other side of the lines, 56 Squadron was mustering for its own afternoon patrols. B Flight was led by Captain James McCudden. In Royal Flying Corps fashion, his Royal Aircraft Factory SE.5 serial number B4863 was marked with a large initial G painted upon the side of its fuselage. He would be followed by two other aces: Lieutenant Arthur Rhys-Davids in SE.5 number B525, lettered I; Captain Keith Muspratt in SE.5 A8944, designated H. Three other pilots were also attached to B Flight for this sortie—Lieutenants V. P. Cronyn in SE.5 A4563, as well as R. W. Young, and Charles Jeffs. [45][47]

Also mustering for patrol was C Flight. It was led by Captain Geoffrey Hilton Bowman. His SE.5 was followed by Lieutenant Reginald Hoidge in SE.5 B506, lettered J. A third ace, Lieutenant Richard Maybery in SE.5 B1 designated K, was also in C Flight. Lieutenants E. A. Taylor and S. J. Gardiner filled out the flight's roster.[45][48]

Both flights of 56 Squadron took off from their side of the trench lines at 1700 hours. They climbed into a sky overhung with a 1,000 foot thick cloud ceiling[49] at 9,000 feet altitude, and crossed the lines over Bixschoote at 8,000 feet. McCudden later noted there were lower scattered layered skeins of clouds, but horizontal visibility was fair. On the other hand, he saw ground visibility was veiled by haze. He also noted friendly aircraft swarming to the north as his flight approached the Battle of Passchendaele.[49][50] Indeed, there were elements of at least eight Royal Flying Corps squadrons waging its offensive campaign over the battlefield.[51] There was also considerable enemy air activity in the east, where German jastas waited for "the customers to come into the shop".[49] The overcast compressed air activity into lower levels instead of allowing its usual altitude range to about 20,000 feet.[50]

German antiaircraft fire was noted as heavy and accurate, as B and C Flights diverged onto separate patrol routes at Houthoulst Forest. As B Flight continued, McCudden swooped on a German DFW and shot it down at 1800 hours; Rhys-Davids gave it a parting burst as it fell.[49]

On the German side of the lines, Voss had changed clothing. He wore a colorful civilian silk dress shirt beneath his unbuttoned knee-length brown leather coat. His polished brown boots shone from below the coat's hem. His Pour le Merite was at his throat. He was to lead one of the two scheduled afternoon patrols. Leutnant Gustav Bellen was his righthand wingman; Leutnant Friedrich Rüdenberg had Voss's other side.[45][52] After takeoff at 18:05 hours,[53] Voss, with his new Fokker Triplane, advanced its throttle and soon outdistanced his two wingmen flying slower Pfalz D.IIIs. A few minutes later, Oberleutnant Ernst Weigand in Albatros D.V number 1187/17 led a second flight skyward; three Pfalz D.IIIs followed him, piloted by Leutnants Erich Löwenhardt, Alois Heldmann, and Max Kuhn. None of the Jasta 10 aircraft would ever catch their Staffelführer.[45][52]

The dogfight developed over Poelkapelle at about 18:30 hours. The Germans chasing Voss found themselves stalemated by British Sopwith Camels, as well as some SPADs and Bristol F.2 Fighters patrolling under the overcast. Two flights of the elite 56 Squadron formed a lower layer of British patrols at 6,000 feet altitude. Below that, Lieutenant Harold A. Hamersley, flying as a rear guard to his squadronmates in 60 Squadron, had a wary eye on a nearby enemy formation of 20 to 25 German aircraft.[54] At about 18:25 hours, he turned to help what he believed to be a Nieuport threatened by German Albatri, firing a short burst of machine-gun fire to distract the German. The "Nieuport", Voss's misidentified Fokker Triplane, rounded on Hamersley and raked him with Spandau fire. Hamersley flung his Royal Aircraft Factory SE.5a into a spin that went inverted, with Voss continuing to fire, holing his wings and engine cowling. Lieutenant Robert L. Chidlaw-Roberts, a squadronmate of Hamersley, rushed to his aid. Within seconds, Voss shredded Chidlaw-Roberts's rudder bar, also driving him out of the fray into a forced landing.[45][52]

Se5McCudden

McCudden's SE.5a. The SE.5a's speed of 130 mph made it much faster than the Fokker Triplane.

While they fell away seriously shot about, and the rest of 60 Squadron exited the scene, Voss was engaged by B Flight, 56 Squadron, in their SE.5as. Captain James McCudden and his wingmen attacked in pairs from 1,000 feet above Voss. In a pincer movement, McCudden hooked into an assault from the right while his wingman, Lieutenant Arthur Rhys Davids, swooped in from the left. Muspratt trailed them down, while Cronyn brought up the rear. Jeffs and Young held high as top cover in case Voss climbed. He was now boxed in from above and below, with assailants pouncing from either side.[54] To further worsen Voss's situation, there was a British fighter patrol beneath him.[45]

To the attackers' surprise, Voss did not try to escape the aerial trap. Instead, he flicked his triplane about in a flat spin and fired at his attackers in a headon firing pass, holing McCudden's wings. Voss riddled Cronyn's SE.5 from close range, putting him out of the dogfight. Cronyn had to turn in under his attacker and throw his aircraft into a spin to escape being killed. His wingmates attacked Voss while Cronyn also limped for home.[55]

At this time, C Flight arrived. As it dipped down through the overcast toward the dogfight, Gardiner and Taylor went astray. Maybery was attacked by a green Pfalz D.III. Hoidge's counterattack foiled the German. Bowman and Maybery remained to join the attack on Voss. Hoidge, having broken off his pursuit of the falling Pfalz, changed the drum magazine in his Lewis gun, and climbed to join battle.[56]

Voss in his triplane zigzagged, yawed, and bobbed among his enemies, never holding a straight course for more than seconds, evading British fire and spewing bullets at them all. The combat now became so chaotic that the surviving pilots later gave widely varying accounts.[57] However, certain events were commonly related:

Muspratt's engine lost its coolant to a Spandau bullet early on; he glided away with his engine beginning to seize.[45]

At some point, a rednosed Albatros D.V made a shortlived attempt to help Voss; Rhys-Davids put a bullet through its engine, and it dropped away.[58]

At another point, Voss was caught in a crossfire by at least five of his attackers but seemed unhurt. At about this point, Maybery withdrew with his aircraft's upper right-hand longeron holed in several places.

Voss and the six remaining British aces swirled down to 2,000 feet. At times, Voss had the altitude advantage over his foes, but did not try to escape the fight. Using the triplane's superior rate of climb and its ability to slip turn, Voss managed to evade his opponents and return to battle. He continued to flick turn at high speeds and attack those behind him.[45][52] As Bowman later noted concerning his only shot at Voss: "'To my amazement he kicked on full rudder, without bank, pulled his nose up slightly, gave me a burst while he was skidding sideways and then kicked on opposite rudder before the results of this amazing stunt appeared to have any effect on the controllability of his machine."[59] Bowman's machine was left slowed and ineffectively trailing dark smoke and steam, though he stayed in the fight.[45][52]

Then, after flying past McCudden in a head-on firing pass, Voss's Fokker was hit with bullets on the starboard side by Hoidge. Meantime, Rhys Davids had pulled aside to change an ammunition drum; he rejoined combat with a 500-foot height advantage over Voss's altitude of 1,500 feet, and began a long flat dive onto the tail of Voss' triplane. At point-blank range, he holed the German aircraft end to end with his machine guns before turning. It wandered into his line of flight again, in a gentle westward glide; Rhys Davids again ripped the German plane as its engine quit. The aircraft missed a mid-air collision by inches. The British ace fired again. As the triplane's glide steepened, Rhys Davids overran him at about 1,000 feet altitude and lost sight of his prey. From above, Bowman saw the Fokker in what could have been a landing glide, right up until it stalled. It then flipped inverted and nose down, dropping directly to earth. The resulting smash left only the rudder intact.[45][52]

McCudden, watching from 3,000 feet, recalled: "I saw him go into a fairly steep dive and so I continued to watch, and then saw the triplane hit the ground and disappear into a thousand fragments, for it seemed to me that it literally went into powder."[60][61] There would be debate later whether Voss dropped out of the inverted triplane.[62]

Voss had fought the British aces for at least eight minutes,[54] eluding them and achieving hits on nearly every SE.5a.[63][64] He crashed near Plum Farm north of Frezenberg in Belgium at about 18:40 hours.[65]

Aftermath[]

British reaction[]

Lieutenant Verschoyle Phillip Cronyn later described his harrowing return flight. Being the rare targeted pilots to escape Voss's gun fire, he now had to coax home a failing machine destined for the scrapheap. He lost control of it banking for the landing pattern, and finally performed a desperate high speed landing at 1840 hours, approximately coincidental with the triplane's impact. The 56 Squadron commander, Major Blomfield, led the shaky-kneed pilot from his machine to a bench and plied him with medicinal brandy. Cronyn's composure broke. After a fit of weeping,[66] he pulled himself together as McCudden landed, followed by Rhys-Davids. The latter exited his machine hyperventilating and stammering. He got his tot of brandy, and uttered an account jumbled by his excitement.[67][68] With the exception of Muspratt, who had landed at the 1 Squadron aerodrome with a seized engine, the rest of 56 Squadron landed back at Estrée-Blanche. Combat reports by the pilots were written and submitted; those from McCudden, Rhys-Davids, Bowman, Maybery, Hoidge, and Gardiner still exist.[49] These fragmentary written documents would be supplemented by McCudden's autobiography, written before his death the following year;[69] contradictory written accounts produced by Chidlaw-Roberts and Bowman in 1942;[70] and Cronyn's memoirs of 1976.[71] When corresponding with aviation historian Evan Hadingham in 1967, Cronyn offered, "...movements were purely instinctive, and made on such split second action that no impression was recorded." He offered as example that he was unaware he had been spent most of his fight with Voss flying inverted until Muspratt mentioned it in the mess the evening of the fight.[72]

The 56 Squadron mess atmosphere that night was muted, with speculation about the identity of their fallen opponent. The names Richthofen, Voss, and Wolff were bruited. Rhys-Davids was besieged with congratulations, which he received modestly with a disclaimer of, "If I only could have brought him down alive." A standing toast was drunk to their gallant fallen foe.[73]

The following day, 24 September 1917, a British patrol reached the crash site. Documents in Voss' pocket identified him. A military doctor cursorily examined the corpse. He noted three bullet wounds. One ranged slightly upward through the chest cavity from right to left, consistent with Hoidge's angle of fire; it would have killed Voss in less than a minute. The other two gunshot wounds pierced Voss's abdomen from rear to front, coinciding with Rhys-Davids's firing angle.[74] Werner Voss was buried like any other dead soldier near Plum Farm, laid in a shell crater without coffin or honors. His grave's location was recorded as Map Sheet 28, coordinates 24.C.8.3.[75] The grave site would eventually be lost to the churning turmoil of ongoing fighting.[62]

That same day, Aide de Camp Maurice Baring was sent by Major General Hugh Trenchard to gather such military intelligence as he could about the dogfight. Baring interviewed McCudden, Maybery, Hoidge, and Rhys-Davids. McCudden laconically reported his observation of the crash location being near Zonnebeke. Maybery insisted he saw two triplanes in the fight, a grey one and a green one, in addition to a green German scout and a rednosed German scout. Hoidge never saw the rednosed Albatros. Rhys-Davids said the dogfight began when a red-nosed Albatros, a green German scout, and a grey and brown Triplane attacked an SE.5. He aso insisted that the triplane mounted four guns, and thought it had a stationary engine instead of a rotary. Subsequent accounts of Voss's last stand would partially depend on such "facts" drawn from Baring's inquiries.[76]

Rhys-Davids, in a letter home written on 25 September mentioning his victory claim, did not know the name of his victim. However, another letter of the 28th mentioned Voss by name.[77] Also, on 28 September, after five days as a nonflying orderly officer, V. P. Cronyn was shipped off to another noncombat post with combat fatigue, a belated casualty.[66]

On 1 October 1917, the British Headquarters in France and Belgium finally posted a press release to the Associated Press announcing "...Lieut. Vosse...has been found within the British lines, and British airmen have already dropped messages behind the German front, giving notification of his death." In conformity with British Army policy, credit was given only to "...a British airman."[78] By 5 October, Rhys-Davids's letter to his mother boasted of his souvenir rudder and compass salvaged from the triplane wreckage.[79]

On 27 October, the same day Rhys-Davids died in action,[80] a British intelligence officer finally gained access to the wreckage after it had lain a month in the open. He verified it was a triplane, and noted that its upper surfaces were camouflage green and its bottom surfaces were blue. Second Lieutenant Barfoot-Saunt removed some small pieces from the wreck to accompany his report, illustrating technical points. The technical information that was reported gave the British their first insight into the new craft, although Voss had swapped in a French Le Rhone engine.[81]

German reaction[]

Leutnants Rüdenberg and Bellen had returned to base, as had the rest of the Jasta 10 pilots. The only one with news was Heldmann, who reported Voss headed toward British lines while pursued by a British SE.5. Timm and Rueser waited anxiously for his return as the sun set. The fact that Voss was missing in action was communicated to wing headquarters; telephone queries were made of all friendly airfields within range. Late that night, a German frontline unit reported seeing six British machines shoot down a lone German aircraft that fell within the British trenches.[82] Heldmann refused to believe Voss was killed in aerial combat; he claimed Voss had to have been shot after crawling from the wreckage.[83]

On 24 September, Jasta 10 pilots dropped a note inquiring about Voss attached to a black, white, and red streamer over British lines.[84] By 25 September, two days after the fight, the Niederrheinische Volkszeitung ran a notice of Voss's death.[85] That same day, Jasta 10 lost its second commander in three days, when Weigand was killed in action.[86]

On 7 October 1917, the Krefelder Zeitung ran a page of tributes to Werner Voss from such luminaries as Crown Prince Wilhelm, Anthony Fokker, and Generalleutnant Ernst von Hoeppner.[85]

On 11 October 1917, Bellen was invalided from the ranks of Jasta 10. In November, Rüdenberg was released from active duty to pursue his studies at university. Aviation historians such as Douglas Whetton posited these reassignments were retribution for failure to aid Voss in his dogfight.[87]

Legacy[]

When the British aces of 56 Squadron learned their fallen foe's identity, they were quick to pay public tribute to him. The leading British pilot he fought that day, James McCudden VC, expressed sincere regret at Voss's death: "His flying was wonderful, his courage magnificent and in my opinion he was the bravest German airman whom it has been my privilege to see fight."[88]

In later years, Voss would not be forgotten. Because his grave site was lost, Werner Voss is one of 44,292 German soldiers memorialized in the Langemark German war cemetery, some 3.7 miles northeast of Ypres, Belgium.[89] Voss's old school in Krefeld was renamed for him during the Nazi era, although the naming was rescinded at the end of World War II.[5] A major thoroughfare in Krefeld is still named for him.[90] He is also commemorated by street names in Stuttgart[91] and in Berlin.[92]

Still enduring is the debate as to whether or not Voss chose to fight on rather than disengage from combat. Although Voss's refusal to retreat is not mentioned in the combat reports, nor in McCudden's autobiography written in June and July 1918, he is credited with making the observation that Voss rejected opportunities to disengage and withdraw.[49] In 1942, Hector Bolitho and James Ira Thomas Jones elicited letters from both Chidlaw-Roberts and Bowman concerning their memories of Voss's last stand. Bowman read and savaged the Chidlaw-Roberts account for its inaccuracies, although his own account had obvious errors. At this same time, Bowman also stated that he believed that Voss stayed to fight rather than withdraw. This is the earliest identified source for the assertion that Voss returned willingly to his last battle. The dogfight remains a subject of discussion and controversy among aviation history buffs until this day.[93]

List of aerial victories[]

See also Aerial victory standards of World War I.

Confirmed victories are numbered and listed chronologically. Unconfirmed victories are denoted by "u/c". Doubled horizontal lines mark a change in squadron assignments.

When two casualties are listed in Notes column, the first listed is the pilot, the other the aerial observer/gunner.

Sources: Basic listing from Leutnant der Reserve Werner Voss and the pilots of Jasta 10[94] with additional cites given for refinements to the list. Conflicting claims denoted by *, although only one counts as a confirmed victory according to either source.

No. Date/time Aircraft Foe Result Location Notes
1 27 November 1916 @ 0940 hours Albatros Nieuport 17 serial number A281 from 60 Squadron Shot down Miraumont, France Captain George Alec Parker missing in action
2 27 November 1916 @ 1415 hours Albatros Royal Aircraft Factory FE.2b s/n 4915 from 18 Squadron Shot down in flames[95] South of Bapaume, France Lieutenant F. A. George wounded in action; Aero Mechanic First O. F. Watts killed in action
3 21 December 1916 @ 1100 hours Albatros Royal Aircraft Factory B.E.2d s/n 5782 from 7 Squadron Shot down Miraumont, France Lieutenant D. W. Davis WIA; Second Lieutenant William Martin Vernon Cotton KIA
4 1 February 1917 @ 1600 hours Albatros Airco D.H.2 s/n A2614 from 29 Squadron Shot down Achiet-le-Petit Captain A. F. V. Daly WIA, prisoner of war
5 4 February 1917 @ 1440 hours Albatros Royal Aircraft Factory B.E.2d s/n 5927 from 16 Squadron Shot down Givenchy, France Second Lieutenant H. Martin-Massey WIA; Second Lieutenant Noel Mark Hodson Vernham KIA
6 10 February 1917 @ 1115 hours Albatros Airco D.H.2 s/n A2548 from 32 Squadron Damaged Southwest of Serre Captain Leslie Peech Aizlewood returned to base unhurt[96]
7 25 February 1917 @ 1455 hours Albatros Airco D.H.2 s/n A2557 from 29 Squadron Shot down Arras-Saint Sauveur Lieutenant Reginald[96] J. S. Lund WIA
8 25 February 1917 @ 1500 hours Albatros Airco D.H.2 s/n 7849 from 29 Squadron Damaged Arras, France Captain H. J. Payn's returned to base unhurt[97]
9 26 February 1917 @ 1650 hours Halberstadt[98] Royal Aircraft Factory B.E.2c s/n 2535 from 16 Squadron Shot down Écurie, France Lieutenant H. E. Bagot WIA; Second Lieutenant Robert Lawrence Munro Jack died of wounds
10 27 February 1917 @ 1045 hours Albatros Royal Aircraft Factory B.E.2e s/n 2530 from 8 Squadron Shot down in flames[98] Blairville, France Second Lieutenants Edwin Albert Pope and Hubert Alfred Johnson KIA
11 27 February 1917 @ 1648 hours Albatros Royal Aircraft Factory B.E.2c s/n 7197 from 12 Squadron Shot down West of Arras Captain John H. McArthur and Private J. Whiteford KIA
12 4 March 1917 @ 1130 hours Albatros Royal Aircraft Factory B.E.2d s/n 6252 from 8 Squadron Shot down in flames[99] South of Berneville, France Sergeant Reginald James Moody and Second Lieutenant Edmund Eric Horn KIA
13 6 March 1917 @ 1635 hours Albatros Airco D.H.2 s/n 7941 from 32 Squadron Shot down Favreuil, France Captain H. G. Southon WIA, POW
14 11 March 1917 @ 1000 hours Albatros Royal Aircraft Factory F.E.2b s/n 7685 from 22 Squadron Shot down Rancourt, France Second Lieutenant Leslie[99] W. Beale and Aero Mechanic Second F. G. Davis WIA
15 11 March 1917 @ 1430 hours Albatros Nieuport 17 s/n A279 from 60 Squadron Shot down Bailleul, France Arthur D. Whitehead WIA, POW
16 17 March 1917 @ 1215 hours Albatros Royal Aircraft Factory F.E.2b s/n 7695 from 11 Squadron Shot down Northeast of Berlencourt-le-Cauroy, France Second Lieutenant Russell[100] W. Cross and Lieutenant Christopher[100] F. Lodge WIA
17 17 March 1917 @ 1225 hours Albatros Airco D.H.2 s/n A2583 from 32 Squadron Shot down Northeast of Berlencourt-le-Cauroy Lieutenant Theodore[100] A. Cooch WIA
18 18 March 1917 @ 1840 hours Albatros Royal Aircraft Factory B.E.2e s/n 5784 from 8 Squadron Shot down in flames[101] Neuville, France Second Lieutenant Charles R. Dougal WIA; Second Lieutenant Sydney Harryman POW/WIA/DOW[101]
19 18 March 1917 @ 1850 hours Albatros Royal Aircraft Factory B.E.2d s/n 5750 from 13 Squadron Shot down; aircrew and aircraft strafed on ground Boyelles, France Captain Guy Stafford Thorne DOW; Second Lieutenant Philip Edward Hislop van Baerle POW[102]
20 19 March 1917 @ 0930 hours Albatros Royal Aircraft Factory R.E.8 s/n A4165 from 59 Squadron Shot down Saint-Léger, France Captain Eldred Wolferstan[21] Bowyer-Bower and Second Lieutenant Eric Elgey KIA
21 24 March 1917 @ 1610 hours Albatros Royal Aircraft Factory F.E.2b s/n A5485 from 23 Squadron Shot down Between Vaulx and Morchies Sergeant Edward P. Critchley WIA; Aero Mechanic First Frank Russell KIA[103]
22 24 March 1917 @ 1645 hours Albatros Royal Aircraft Factory B.E.2d s/n 5769 from 8 Squadron Shot down Boileux-Boiry Lieutenant Hugh Norton and Second Lieutenant Reginald Alfred William Tillett KIA
23 1 April 1917 @ 1145 hours Albatros Royal Aircraft Factory B.E.2c s/n 2561 from 15 Squadron Shot down; aircraft strafed on ground East of Saint-Léger, France Captain Arthur Meredith Wynne WIA;[104] Lieutenant Adrian Somerset MacKenzie KIA
24 6 April 1917 @ 0930 hours Albatros Royal Aircraft Factory B.E.2c s/n A3157 from 15 Squadron Shot down South of Lagnicourt-Marcel, France Second Lieutenants Albert Higgs Vinson and Everard Champion Gwilt crashlanded within British lines[23][105]
u/c 6 April 1917 @ 0945 hours Albatros Sopwith Pup s/n A6165 from 54 Squadron Forced to land South of Lagnicourt-Marcel, France Second Lieutenant Robert M. Foster survived[106]
25 7 May 1917 @ 1925 hours Albatros Royal Aircraft Factory SE.5 s/n A4867 from 56 Squadron Shot down Between Étaing and Lecuse Second Lieutenant Roger Michael Chaworth-Musters KIA
26 9 May 1917 @ 1400 hours Albatros Royal Aircraft Factory B.E.2c s/n 7209 from 52 Squadron Exploded Havrincourt, France Lieutenant Roland Humphrey Coles and Second Lieutenant John Charles Sigismund[107] Day KIA
27 9 May 1917 @ 1645 hours Albatros Sopwith Pup s/n A6174 from 54 Squadron Shot down Lesdain, France Lieutenant George Copland Temple Hadrill POW[108]
28 9 May 1917 @ 1650 hours Albatros Royal Aircraft Factory F.E.2b s/n 4991 from 22 Squadron Shot down Le Bosquet Second Lieutenants Charles McKenzie Furlonger and Charles William Lane POW[109]
29 23 May 1917 @ 1425 hours Albatros D.III Royal Aircraft Factory F.E.2b s/n A5502 from 18 Squadron Shot down North of Havrincourt Second Lieutenant Wilfred Ferguson MacDonald and Lieutenant Frank Charles Shackell KIA
30 26 May 1917 @ 1545 hours Albatros D.III Sopwith Pup s/n A6168 From 54 Squadron Shot down Southwest of Gouzeaucourt, France Second Lieutenant Mortimer George Cole WIA[110]
31 28 May 1917 @ 1400 hours Albatros D.III Royal Aircraft Factory F.E.2d s/n A6378 from 25 Squadron Shot down Southeast of Douai, France Captain Aubrey de Selincourt and Lieutenant Henry Cotton POW
32 4 June 1917 @ 0710 hours Albatros D.III Sopwith Pup s/n B2151 from 54 Squadron Shot down Aubencheul-aux-Bois, France Captain Reginald George Hewett Pixley KIA
33 5 June 1917 @ 0930 hours Albatros D.III Royal Aircraft Factory F.E.2b s/n A857 from 22 Squadron Shot down North of Vaucelles Captain Francis Percival Don and Lieutenant Herbert Harris POW
34 6 June 1917 @ 1310 hours Albatros D.III Nieuport 17 s/n N3204 from 6 Naval Squadron Shot down West of Graincourt-lès-Havrincourt, France Sub-Lieutenant Fabian Pember Reeves of the RNAS KIA
35 10 August 1917 @ 1625 hours Albatros D.III Spad XIII from Escadrille 31 of the Aéronautique Militaire Shot down South of Diksmuide, Belgium Captain Henri[111] Rousseau MIA
36 15 August 1917 @ 1910 hours Albatros D.III Royal Aircraft Factory F.E.2b s/n A5152 from 20 Squadron Shot down Zillebeke Lake Second Lieutenant Charles[111] H. Cameron unhurt; Private Stanley[111] E. Kilbrow KIA
37 16 August 1917 @ 2100 hours Albatros D.III Sopwith Camel s/n B3756 from 70 Squadron Disappeared[112] St. Julien Captain Noel William Ward Webb MIA
38 23 August 1917 @ 1010 hours Albatros D.III Spad VII s/n B3528 from 19 Squadron Crashlanded at 23 Squadron's airfield Southwest of Diksmuide, Belgium Captain Arthur Lionel Gordon-Kidd WIA/DOW
39 3 September 1917 @ 0952 hours Fokker Triplane s/n 103/17 Sopwith Camel s/n 3917 from 45 Squadron Shot down North of Houthem Lieutenant Aubrey Talley Heywood KIA
40* 5 September 1917 @ 1450 hours Fokker Triplane s/n 103/17 Sopwith Pup s/n B1842 from 46 Squadron Crashlanded trailing blue smoke St. Julien Second Lieutenant Charles Walter Odell unharmed
40* 5 September 1917 @ 1550 hours Fokker Triplane s/n 103/17 Airco DH.5 s/n A9374 from 32 Squadron[113] Crashed into Ypres Canal St. Julien Lieutenant W. E. Sandys KIA
41 5 September 1917 @ 1630 hours Fokker Triplane s/n 103/17 Caudron two-seater s/n G.6 from Escadrille 53 Shot down Bixschoote Maréchal des logis Jacques Thabaud-Desthouilieres and Lieutenant Marcel Mulard KIA
42 6 September 1917 @ 1635 hours Fokker Triplane s/n 103/17 Royal Aircraft Factory F.E.2d s/n B1895 from 20 Squadron Shot down in flames[114] Saint Julien/Boesinghe Lieutenant John Oscar Pilkington and Aero Mechanic 2 Herbert Frederick Matthews KIA
43 10 September 1917 @ 1750 hours Fokker Triplane s/n 103/17 Sopwith Camel s/n B3927 from 70 Squadron Shot down Between Passendale and Langemarck Second Lieutenant Arthur Jackson Smith Sisley KIA
44 10 September 1917 @ 1755 hours Fokker Triplane s/n 103/17 Sopwith Camel s/n B3787 from 70 Squadron Shot down Between Passendale and Langemarck 2nd Lt O.C. Pearson MIA
45 10 September 1917 @ 1815 hours Fokker Triplane s/n 103/17 Spad VII from Escadrille 31 Shot down Paschendaele-Westroosebeke Adjutant Jules Tiberghein KIA
46 11 September 1917 @ 1030 hours Fokker Triplane s/n 103/17 Bristol F.2 Fighter s/n B1105 from 22 Squadron Shot down Langemarck Second Lieutenant R. de Lacey Stedman WIA; Second Lieutenant Harry Edward Jones KIA
47 11 September 1917 @ 1625 hours Fokker Triplane s/n 103/17 Sopwith Camel B6236 from 45 Squadron Shot down East of Saint Julien Lieutenant Oscar Lennox McMaking KIA
48 23 September 1917 @ 0930 hours Fokker Triplane s/n 103/17 Airco D.H.4 s/n A7643 from 57 Squadron Shot down in flames[47] Ledegem, Belgium Second Lieutenants Samuel Leslie John Bramley and John Matthew Delacey KIA[94]

References[]

Notes[]

  1. ↑ 1.0 1.1 Shores 1983, p. 14.
  2. ↑ Crean 2011, pp. 57–59.
  3. ↑ 3.0 3.1 3.2 "Werner Voss" The Blue Max website, 2012. Retrieved: 18 June 2012.
  4. ↑ Diggens 2003, p. 16.
  5. ↑ 5.0 5.1 "Moltke Gymnasium" School alumni site Retrieved: 28 August 2013.
  6. ↑ 6.0 6.1 6.2 Diggens 2003, pp. 45–46.
  7. ↑ Crean 2011, p. 45.
  8. ↑ Diggens 2003, second page of photo inserts.
  9. ↑ 9.0 9.1 Crean 2011, p. 56.
  10. ↑ 10.0 10.1 10.2 10.3 Crean 2011, p. 46.
  11. ↑ 11.0 11.1 11.2 11.3 Franks et al. 1993, pp. 223–225.
  12. ↑ Crean 2011, p. 40.
  13. ↑ Diggens 2003, p. 140.
  14. ↑ 14.0 14.1 14.2 14.3 VanWyngarden 2004, p. 32.
  15. ↑ 15.0 15.1 Franks and VanWyngarden 2001, p. 13.
  16. ↑ Diggens 2003, pp. 20–21.
  17. ↑ Bodenschatz 1996, p. 73.
  18. ↑ Diggens 2003, p. 55.
  19. ↑ Franks 2000, pp. 17, 92.
  20. ↑ 20.0 20.1 VanWyngarden 2007, pp. 30–31.
  21. ↑ 21.0 21.1 Diggens 2003, p. 39.
  22. ↑ 22.0 22.1 Diggens 2003, pp. 28–29.
  23. ↑ 23.0 23.1 Diggens 2003, p. 42.
  24. ↑ Franks, Giblin 1997, p. 65.
  25. ↑ Crean 2011, pp. 149–150.
  26. ↑ Franks 2000, pp. 16–17.
  27. ↑ 27.0 27.1 Franks et al. 1993, pp. 187–189.
  28. ↑ Richthofen 2007, p. 126.
  29. ↑ Diggens 2003, pp. 20, 22, 55.
  30. ↑ Diggens 2003, pp. 55–56.
  31. ↑ Diggens 2003, pp. 145–146.
  32. ↑ Crean 2003, p. 213.
  33. ↑ Franks 2000, p. 13.
  34. ↑ Crean 2011, pp. 51–52.
  35. ↑ Diggens 2003, pp. 61–62.
  36. ↑ Diggens 2003, pp. 139–140. Note: The unit histories of both Jasta 29 and Jasta 14 do not list Voss in command.
  37. ↑ Crean 2011, p. 44.
  38. ↑ 38.0 38.1 Diggens 2003, p. 64.
  39. ↑ Crean 2011, pp. 52–54.
  40. ↑ Franks and VanWyngarden 2001, p. 12.
  41. ↑ Crean 2011, p. 30.
  42. ↑ Crean 2011, pp. 152–153.
  43. ↑ Crean 2010, pp. 44–45.
  44. ↑ Guttman 2008, p. 21.
  45. ↑ 45.00 45.01 45.02 45.03 45.04 45.05 45.06 45.07 45.08 45.09 45.10 45.11 45.12 Crean 2011, pp. 7–13.
  46. ↑ Crean 2011, pp. 57–58.
  47. ↑ 47.0 47.1 Diggens 2003, pp. 79–80. Cite error: Invalid <ref> tag; name "eve79" defined multiple times with different content
  48. ↑ Diggens 2003, p. 80.
  49. ↑ 49.0 49.1 49.2 49.3 49.4 49.5 Diggens 2003, pp. 79–82, 122. Cite error: Invalid <ref> tag; name "eve122" defined multiple times with different content
  50. ↑ 50.0 50.1 McCudden 2009, pp. 198–199.
  51. ↑ Crean 2003, p. 161.
  52. ↑ 52.0 52.1 52.2 52.3 52.4 52.5 Crean, Thomas. "The Last Stand." Let Let Let Warplanes, 19 June 2008. Retrieved: 20 July 2013.
  53. ↑ Bodenschatz 1996, p. 152.
  54. ↑ 54.0 54.1 54.2 Diggens 2003, p. 82.
  55. ↑ Diggens 2003, pp. 84–85.
  56. ↑ Diggens 2003, pp. 85–86.
  57. ↑ Diggens 2003, p. 87.
  58. ↑ Diggens 2003, pp. 86, 118. Note: Until the recent discovery of Carl Menckhoff's memoirs, it was believed that he piloted this Albatros.
  59. ↑ Guttman 2008, p. 22.
  60. ↑ Crean 2011, p. 194.
  61. ↑ Richthofen 2007, p. 19.
  62. ↑ 62.0 62.1 Crean 2011, p. 18.
  63. ↑ Shores 1983, p. 17.
  64. ↑ Franks and VanWyngarden 2001, pp. 16–19.
  65. ↑ Franks and VanWyngarden 2001, p. 19.
  66. ↑ 66.0 66.1 Crean 2011, p. 174.
  67. ↑ Diggens 2003, p. 100.
  68. ↑ Crean 2011, pp. 173–174.
  69. ↑ Crean 2011, pp. 193–194.
  70. ↑ Diggens 2003, pp. 133–136.
  71. ↑ Cronyn 1976[page needed].
  72. ↑ Diggens 2003, p. 95.
  73. ↑ Diggens 2003, p. 90.
  74. ↑ Crean 2011, pp. 19–20.
  75. ↑ Crean 2011, p. 20.
  76. ↑ Crean 2011, pp. 20–21.
  77. ↑ Crean 2011, p. 197.
  78. ↑ Diggens 2003, pp. 100–101.
  79. ↑ Crean 2011, p. 22.
  80. ↑ Shores et al. 1990, pp. 318–319.
  81. ↑ Crean 2003, pp. 18, 22.
  82. ↑ Diggens 2003, p. 91.
  83. ↑ Diggens 2003, pp. 103–104.
  84. ↑ Crean 2011, p. 163.
  85. ↑ 85.0 85.1 Diggens 2003, p. 101.
  86. ↑ Diggens 2003, p. 110.
  87. ↑ Diggens 2003, p. 105.
  88. ↑ McCudden 2009, p. 200.
  89. ↑ Langemark Memorial www.findagrave.com, 2013. Retrieved: 19 July 2013.
  90. ↑ "Werner-Voss-Strasse." Google maps Germany. Retrieved: 28 August 2013.
  91. ↑ "Werner Voß Weg" Google maps Germany. Retrieved: 5 September 2013.
  92. ↑ "Werner Voß-Dam" Google maps Germany. Retrieved: 5 September 2013.
  93. ↑ Diggens 2003, pp. 132–137.
  94. ↑ 94.0 94.1 Crean 2011, pp. 428–432.
  95. ↑ Diggens 2003, p. 27.
  96. ↑ 96.0 96.1 Diggens 2003, p. 30.
  97. ↑ Diggens 2003, pp. 30–31.
  98. ↑ 98.0 98.1 Diggens 2003, p. 31.
  99. ↑ 99.0 99.1 Diggens 2003, p. 33.
  100. ↑ 100.0 100.1 100.2 Diggens 2003, p. 34.
  101. ↑ 101.0 101.1 Diggens 2003, p. 35.
  102. ↑ Crean 2011, p. 48.
  103. ↑ Diggens 2003, p. 40.
  104. ↑ Diggens 2003, pp. 41–42.
  105. ↑ Crean 2011, pp. 48–49.
  106. ↑ Diggens 2003, p. 43.
  107. ↑ Diggens 2003, p. 49.
  108. ↑ Diggens 2003, pp. 49–50.
  109. ↑ Diggens 2003, p. 50.
  110. ↑ Diggens 2003, p. 56.
  111. ↑ 111.0 111.1 111.2 Diggens 2003, p. 67.
  112. ↑ Diggens 2003, p. 68.
  113. ↑ Franks et al. 1993, p. 224.
  114. ↑ Diggens 2003, p. 71.

Bibliography[]

  • Bodenschatz, Karl. Hunting with Richthofen: The Bodenschatz Diaries: Sixteen Months of Battle with JG Freiherr von Richthofen. London: Grub Street, 1996. ISBN 978-1-89869-746-6.
  • Crean, Thomas. Lieutenant Der Reserve Werner Voss and the Pilots of Jasta 10. Parker, Colorado: Outskirts Press, Incorporated, 2011. ISBN 978-1-43274-873-9.
  • Cronyn, Verschoyle Phillip. Other Days. Ontario, Canada: Self-published, 1976 second edition ASIN: B0007B5RT6. OCLC 13417944
  • Diggens, Barry. September Evening: The Life and Final Combat of the German Ace Werner Voss. London: Grub Street, 2003. ISBN 1-904010-47-4.
  • Franks, Norman. Albatros Aces of World War 1: Volume 32 of Aircraft of the Aces Series: Part 1 of Albatros Aces of World War I. Oxford, UK: Osprey Publishing, 2000. ISBN 978-1-85532-960-7.
  • Franks, Norman. Nieuport Aces of World War 1: Volume 33 of Osprey Aviation Series. Oxford, UK: Osprey Publishing, 2000. ISBN 978-1-85532-961-4.
  • Franks, Norman, Frank Bailey and Russell Guest. Above the Lines: The Aces and Fighter Units of the German Air Service, Naval Air Service and Flanders Marine Corps 1914–1918. London: Grub Street, 1993. ISBN 978-0-948817-73-1.
  • Franks, Norman, Frank Bailey and Russell Guest. Over the Front: A Complete Record of the Fighter Aces and Units of the United States and French Air Services, 1914–1918. London: Grub Street, 1992. ISBN 978-0-948817-54-0.
  • Franks, Norman and Hal Giblin. Under the Guns of the German Aces: Immelmann, Voss, Göring, Lothar Von Richthofen : The Complete Record of Their Victories and Victims. Grub Street, 1997. ISBN 978-1-898697-72-5.
  • Franks, Norman and Greg VanWyngarden. Fokker Dr I Aces of World War 1: Issue 40 of Osprey Aircraft of the Aces. Oxford, UK: Osprey Publishing, 2001. ISBN 978-1-84176-223-4.
  • Guttman, Jon. Sopwith Camel Vs Fokker Dr I: Western Front 1917–18. Oxford, UK: Osprey Publishing, 2008. ISBN 978-1-84603-293-6.
  • Herris, Jack. Pfalz Aircraft of World War I: Volume 4 of Great War Aircraft in Profile. Boulder, Colorado: Flying Machines Press, 2001. ISBN 978-1-89126-815-1.
  • McCudden, James Thomas Byford. Flying Fury: Five Years in the Royal Flying Corps. Havertown, Pennsylvania: Casemate Publishers, 2009. ISBN 978-1-93514-975-0.
  • Richthofen, Manfred von (trans. J. Ellis Barker). The Red Fighter Pilot: The Autobiography of the Red Baron. St Petersburg, Florida: Red and Black Publishers, 2007. ISBN 978-0-97918-133-7.
  • Shores, Christopher. Air Aces. Greenwich, Connecticut: Bison Books, 1983. ISBN 978-0-8914-1166-6.
  • Shores, Christopher, Norman Franks and Russell Guest. Above the Trenches: A Complete Record of the Fighter Aces and Units of the British Empire Air Forces 1915–1920. Grub Street, 1990. ISBN 978-0-948817-19-9.
  • VanWyngarden, Greg. Richthofen's Circus': Jagdgeschwader, Issue 1: Volume 16 of Aviation Elite Units. Oxford, UK: Osprey Publishing, 2004. ISBN 978-1-84176-726-0.

Further reading[]

  • Clark, Alan. Aces High: War in the Air Over the Western Front, 1914–18 (Cassell Military Classics). London: W&H Publishing, 1999. ISBN 978-0-3043-5225-8.
  • O'Connor, Mike. Airfields & Airmen: Ypres. Barnsley, South Yorkshire, UK: Pen & Sword Books, 2001. ISBN 0-85052-753-8.
  • Revell, Alex. No 56 Sqn RAF/RFC: Volume 33 of Aviation Elite Units Series. Oxford, UK: Osprey Publishing, 2009. ISBN 978-1-84603-428-2.

External links[]

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