Seeing Red by Ivan Berryman. Credited with no fewer than 80 victories, Manfred Von Richthofen, The Red Baron, became legendary, not least for the 17 kills scored whilst flying the diminutive Fokker DR1 Triplane.  Contrary to popular belief, however, only one of his aircraft is known to have been painted all red. Serial no. 477/17 is shown here dicing with an SE5.

Manfred Von Richthoffen (The Red Baron) by Tim Fisher  The scene depicts an encounter between Manfred Von Richthoffen, leader of the Jasta II squadron and a patrol of Sopwith Camels. This particular battle above France took place only weeks before Richthoffen was killed as can be seen from the Balken Kreuz insignia which replaced the iron cross on German aircraft after a directive dated March 1918.

Magnificent Courage by Stan Stokes.  On April 6, 1916 the RFC formed several new squadrons, including the No. 56 Squadron - Scouts. In March of 1917 the unit received the first of its new SE5s. The aircraft was disappointing to the pilots, being slower than expected, and its new Vickers machine gun with interrupter gear was next to useless. Many modifications ensued in the field, and many SE5s were fitted with Lewis guns located atop the upper wing, and in some cases an additional Lewis was installed which could be fired downward through the cockpit. In early April of 1917 No. 56 was ready to see its first combat action, and the unit headed off to France. About nine months earlier the pendulum of air superiority had swung back to the Germans. The Fokker scourge of 1915 had previously been negated by the deployment of DH2 and FE8 aircraft, but the newer German Albatros and Halberstadt fighters had regained the upper hand. The RFC was once again suffering unsustainable casualties. No. 56 Squadron was immediately pressed into service upon its deployment in France, and over the next several months gave a good account of itself. The Squadrons first victory came on April 22, and went to Albert Ball who would become a high scoring ace. On September 23, 1917 many of No. 56 Squadrons pilots would become engaged in what would be considered as one of the epic battles of early aerial warfare. At about 5:00 PM in the evening eleven SE5s took off for a routine patrol. There were heavy clouds at 9,000 feet, effectively limiting the ceiling. Several engagements took place prior to James McCudden noticing a lone SE5 from No. 60 Squadron under attack by a German triplane. Unknown to McCudden was the fact that the triplane was piloted by Werner Voss, a top German ace with 48 confirmed victories. During the next several minutes 7 SE5s focused their efforts on attacking Voss triplane. Voss had several opportunities to make a dash for the German lines, but chose to stay and fight. Demonstrating beautiful flying and determination, Voss held the massed SE5s at bay, and managed to inflict damage on each and every one. With maneuvers made so quickly and so unpredictably, none of the SE5 pilots could keep Voss in their gunsights long enough to fire a meaningful burst. Voss managed to damage two of the SE5s enough that they withdrew from the fight, and a red-nosed German Albatros joined in the fray for a short time. At one point in the battle McCudden indicated that the triplane was in the cone of tracer bullets from at least five machines simultaneously. Voss could out climb and outmaneuver all the RFC craft. Minutes later at about 2,000 feet the SE5 piloted by Arthur Rhys Davids managed to catch the German ace in a straight flat dive, and approached to within feet of the triplanes tail, firing a solid burst before pulling out of his dive. Moments later the triplane hit the ground and disintegrated. Later that evening the pilots of 56 Squadron recounted the epic battle speculating as to who might have been the pilot of the German triplane. The next morning General Trenchard sent an aide to 56 Squdron to elicit details of the battle. In this report James McCudden paid the following tribute to Voss, As long as I live I shall never forget that German pilot who single-handedly fought seven of us for ten minutes, and who put some bullets through all our machines. His flying was wonderful, his courage magnificent, and in my opinion he is the bravest German airman whom it has been my privilege to see fight.

The Kaisers Battle by Stan Stokes.  By the spring of 1918 WW I was fast approaching its climax. In the East, Russia had collapsed, allowing Germany to amass a force of 3.5 million troops in 194 divisions on the all-important Western Front. The German strategy was to end the War before the full brunt of American involvement could swing the balance irretrievably in favor of the Allies. In an offensive of titanic proportions, later known as the Kaisers Battle, German forces strove to break the three-and-a-half year stalemate in trench warfare. This massive offensive would combine the use of sturmtruppen trained to infiltrate Allied positions, massed artillery attacks, and finally schlachtstasffein which were formations of specialized ground attack aircraft. These units, while lacking the publicity of the fighter squadrons, played a more offensive role than any other aircraft of WW I. As part of German industrys Amerika Programm, begun in mid-1917 to counter the anticipated arrival of an American air armada, the Imperial German Air Force called for the development of a new light, compact, highly maneuverable, two-seat aircraft to be known as the CL class. These new aircraft were to be offensive machines to be used to escort bombers and strafe trenches. One of the most successful of the new class of aircraft was the Hannover CL IIIa. The Hannover, as a single-engined aircraft, was unique in having a biplane tail. Its purpose was to reduce the tailplane span, thereby affording a wider field of fire for the observer/gunner. For a two seat aircraft the CL IIIa was a smallish (38 foot wingspan) and compact aircraft, and was often mistaken by Allied scouts as a single seater, whereupon they were speedily disabused of their illusion by a hail of fire from the observers Parabellum machine-gun. The small size of this aircraft imparted great maneuverability and an excellent field of view for its pilot. Powered by an Argus As III engine, the Hannover also utilized a plywood fuselage, giving the aircraft great strength and the ability to withstand a lot of punishment. These characteristics made the CL IIIa an ideal ground attack aircraft. More than one thousand of these airplanes were built, and they entered service in late 1917. The Hannoveranas, as they were called by the RFC, were without doubt, formidable opponents. Major James McCudden, V.C., the RFCs fourth ranking ace with 57 victories, was to write: These machines are very deceptive and pilots are apt to mistake them for Albatros scouts until they get to close range, when up pops the Hun gunner from inside his office. Johann Baur, who later became the personal pilot of Adolf Hitler, flew Hannovers and claimed nine victories. In Stan Stokes dramatic depiction, a CL IIIa strafes counter-attacking British Mk IV tanks in a shell pocked landscape during the Spring offensive of 1918, Germanys supreme bid for victory in the West.

Early Night Raiders by Stan Stokes. One of the strategies utilized by the German military in WW I was the terror bombing of civilian targets in hopes of swaying popular opinion to permit favorable peace terms to be exacted. While this strategy was flawed, the principal instrument utilized in its implementation early in the War was the dirigible. While dirigibles had the range to hit targets in Britain, they became increasingly vulnerable to attack as fighter aircraft and ammunitions performance improved. One of the most successful developers and builders of these dirigibles was Count von Zeppelin. Zeppelin was a visionary in airship and aircraft design, and by the time WW I had begun his interest had largely shifted from lighter-than-air airships to more conventional aircraft designs. Zeppelin was well aware that his giant dirigibles had severe limitations in a military role, including their large size, slow speed, small payload capacity, and most important their high flammability. What was needed was a conventional aircraft capable of flying round-trip to strategic military targets that could carry a meaningful payload. Such aircraft would have to be fast enough and have sufficient defensive armament to evade or fend off enemy pursuit aircraft to complete their missions. The most impressive and successful aircraft in this class were built by the Zeppelin-Werke Staaken, a company formed by Zeppelin in Berlin with Robert Bosch as his partner. The company’s first goal was to develop a long-range, six-engine, bomber/transport. By late 1915 German military authorities recognized the need for such aircraft and laid down specifications for their design. Included in the specs were the unique requirements for oxygen apparatus, in-flight servicing of the engines, and for both onboard navigational and communications apparatus. Called R-planes by the military, Zeppelin produced a series of three giants, commonly all referred to as Zeppelin-Staakens. Only one of the R-planes was actually downed by opposing fighters. The R.43 was downed while flying a night bombing mission on August 10, 1918 near Abbeville, England. The R. V series was the largest of the series, but only one aircraft was produced. With a wingspan in excess of 138 feet, it was powered by five 245-HP Maybach engines. Its gross weight at takeoff of more than 28,000 pounds was 15 to 20 times that of a typical fighter aircraft. Despite its size the wing loading of the Zeppelin-Staakens compared favorably to most fighter aircraft of the era. Shown in Stan Stokes’ painting is a Zeppelin-Staaken R. VI, the blunt-nosed, 4-engine, version of the German giants. This was the most widely built version of the Zeppelin-Staaken series. Preparing for a night bombing mission at dusk, the crew readies the massive aircraft for a long flight to a target in Britain.

The Fokker Scourge by Stan Stokes.  Anthony Herman Gerard Fokker was born in the Dutch East Indies in 1890. When his father retired the Fokker family returned to Holland, where Anthony attended school. He dropped out of college, and being deemed unfit for military service, worked at a number of odd jobs. Fokkers father persuaded his son to attend an automobile mechanics school in Germany, but Anthony was disappointed and convinced his father to enroll him in a school near Mainz which offered courses in aircraft construction and flying. This endeavor was not particularly successful, and Anthony decided to build his own flying machine. He found a partner in Oberlieutenant Von Daum, a fifty-year-old officer in the German military. The aircraft was completed in 1910, and Fokker flew it successfully on a number of flights. Von Daum, unfortunately, destroyed the machine on his first attempt at flying it. The two partners then teamed with a boat-builder to construct a second aircraft. In early 1912 Anthony had organized  Fokker Aviatik GmbH with money advanced from his father. Fokker won his first contract for military aircraft in July 1913. Fokker became interested in the design of the Moraine-Saulnier, which exhibited flying characteristics far superior to the early Fokker designs. The Fokker M.5 (Eindecker I) emerged from the reengineering of a damaged Moraine-Sualnier. With the outbreak of WW I, the German military ordered large numbers of this aircraft for use as a scout. These Fokker scouts were good machines and well-liked by the pilots that flew them. Early in 1915 the French equipped their scouts with forward firing machine guns, and German losses in aerial combat increased sharply. The French system was simplistic and utilized shields on the propeller to deflect soft copper shells. Anthony Fokkers company was the first to introduce a workable machine gun synchronizer which would allow steel bullets to be used. The German military ordered the new Fokker fighter in large numbers, and by late 1915 the tide had shifted dramatically in favor of the Germans. The British press coined the term Fokker Scourge to describe this new menace which was increasing casualties to unprecedented numbers. Oswald Boelcke, and Max Immelmann were two German pilot aces who became very popular. Immelmann is depicted in Stan Stokes painting executing the aerial maneuver which took his name. Immelman received the Blue Max (Pour le Merite) to add to his Iron Cross following his eighth victory on January 12, 1916. He would officially be credited with fifteen victories prior to his death in June of 1916. The Germans maintained that a defective gun synchronizer caused Immelmann to shoot off his own propeller.

The First Battle of Britain by Stan Stokes.  By the Spring of 1917 the Western Front had been stalemated for more than two years with the armies of Germany and the Allies deadlocked in static trench warfare. At sea, the fleets of both Germany and Great Britain were also at a strategic impasse following the inconclusive Battle of Jutland in 1916. The unrestricted U-Boat campaign in the Atlantic had resulted in Americas entry into the War, and Germany turned to its fledgling air force to help break the deadlock. Night raids by Zeppelins in 1915 and 1916 had proven ineffectual as the great airships had proven vulnerable to the unpredictable weather and to increasingly effective defenses. A new strategic weapon would therefore be utilized - the heavy bomber. With a fleet of such airoplanes, the very heart of London could be attacked. In March of 1917 a new unit was formed in Flanders, soon to be known as the England Geschwader. Lead by Hauptman Ernst Brandenburg, Kaghol 3 (the units official designation,) was equipped with the Gotha G. IV. With a crew of three, and a wingspan of nearly seventy-eight feet, the G. IV was an impressive flying machine. Powered by twin 260-HP Mercedes six cylinder, in-line, water-cooled engines, the Gotha had a top speed of 88-MPH. Its service ceiling was more than 21,000 feet, and its range was 305 miles. The maximum bomb load was 1,100 pounds, but on the first daylight raid on London, each aircraft would carry six 110-lb bombs. For defensive purposes the Gothas were armed with two 7.92mm machine guns. An interesting feature of the G. IV was the ability of the rear gunner to fire not only rearwards and upwards, but could also fire downwards through a specially designed tunnel in the fuselage. On June 13, 1917 Brandenburg led his unit in his red-tailed Gotha on the first daylight bombing raid to London. Twenty G. Ivs departed on this historic mission, but two soon turned back, and another four bombed other targets due to mechanical problems. A total of 128 bombs were dropped on the mission with devastating effects. All told,  162 people were killed in the raid, and another 432 were injured. It was a portent of the future of aerial warfare. Although 94 defensive sorties were flown against the raiders, only a few British fighters made contact with the Gothas before they reached their targets. One fighter which did intercept was a Bristol F2B piloted by Capt. C. W. E. Cole-Hamilton of No. 35 Training Sqaudron. The observer, Capt. C. H. Keevil was killed during the battle. After the safe return of all the Gothas, Brandenburg was personally decorated with the Pour le Merite. Unfortunately, he was seriously injured in a flying accident only six days later. By then the first battle of Britain was well underway.

Showtime at the Circus by Stan Stokes.  Born in Prussia to wealthy aristocratic parents, Manfred F. von Richtofen, The Red Baron, was to become the top ace of World War I, with 80 confirmed kills, and probably another 40-50 which took place over enemy lines and could not be confirmed. Richtofen was originally a cavalry officer, but with great persistence he was transferred to the air arm. After a brief period on the eastern front Richtofen was transferred to the western front in August 1915. His first confirmed victory was recorded in September 1916 and by November he recorded eleven kills, including Major L. Hawker, the top British fighter pilot at that point in time. With his keen reflexes and eyesight he quickly ascended, and by June 1917 Richtofen took control of a unit near Coutrai. This unit became known as Richtofens Circus. By July the ringmaster had his fifty-seventh victim. Despite his successes Richtofen shunned publicity and became increasingly withdrawn. Richtofen was wounded in combat and spent three weeks in the hospital recuperating. After his return to duty Manfred became a vocal proponent of the Fokker triplane. The bright red paint scheme utilized on one of Richtofens aircraft is what earned him the nickname, The Red Baron. Richtofens brother, Lothar, was also an ace with forty victories to his credit. By April of 1918, aided by Americas entry into the War, Germany was facing overwhelming numbers of enemy aircraft, and many with performance capabilities the equal to, and in some cases superior to, their own. The Germans mounted a final desperate offensive, and on April 21,1918 The Red Baron finally fell victim to the perils of combat. Although there is considerable controversy over the Red Barons demise, it appears that Richtofen was either killed by Captain Arthur Brown, a Canadian flying with the RAF, or was shot down by Australian machine gunners while evading Captain Brown. Richtofen was provided a full military funeral by the Allies, and on the evening following his funeral a single RAF fighter dropped a small package containing photos of the funeral onto the Circus headquarters. By Wars end the Circus was credited with the destruction of 644 aircraft, but 56 of its airmen had been killed, 32 seriously wounded, and 6 captured.

The Brothers Richthofen by Stan Stokes. Arguably the best brother team of two fighter aces was Manfred and Lothar von Richtofen, with 120 WW I aerial victories between them. Manfred, who became known as The Red Baron, was the top ace of WW I and his reputation is still alive and well today thanks to movies and books. The Richtofen family was minor nobility, and Manfred painted the aircraft he flew in the squadron he commanded bright red – hence the name Red Baron. Manfred was born in Poland in 1892, and was sent to military school at age eleven. When WW I commenced Manfred, commissioned as a lieutenant, initially served in the cavalry. He became enthralled with aircraft while watching planes perform aerial reconnaissance missions. In 1915 he attended flying school, and was first assigned as an observer to a bombing squadron. Inspired by the exploits of the famous ace Oswald Boelcke Manfred put in for pilot training. He passed the pilots test on his third try. He was fortunate to fly with Boelcke in Jasta 2, a unit of promising young pilots. In October of 1916 Manfred witnessed the death of Boelcke when the great ace collided in midair with one of his squadron mates. Richtofen carried Boelckes medals at the funeral, a symbolic portending of his future greatness. Richtofen began flying an Albatros D.1 with red stripes and had good success including the downing of Lanoe Hawker the first British ace of the War. By early 1917 Manfred had sixteen victories and was awarded the Blue Max. At the same time he was given command of his own unit, Jasta 11. As an incredible leader Manfred trained his pilots well in both aerial tactics and strategies. He insisted on formation flying principles and his pilots were not permitted to fly recklessly or attack without assistance. They were taught to look for situations of relative advantage whether in terms of altitude, position of the sun, or relative strength. This scientific approach made Jasta 11 one of the most successful units. It became a squadron of aces, including Ernst Udet, Werner Voss and Lothar Richtofen, Manfreds younger brother. JG 1, a group of four Jastas, was organized in June of 1917 with Manfred as its Commander. With all the planes painted bright colors for identification, this unit became known as Richtofens Flying Circus. This crack unit was moved around the front as needed, and it concentrated on intercepting and destroying enemy aircraft. Very little reconnaissance or escort missions were flown. The unit attained between June 1917 and November 1918 an incredible 644 aerial victories compared to the loss of only 52 of its own aircraft. The Fokker Dr. 1 triplane was deployed with JG 1 in 1917. This diminutive aircraft was too slow to be effective with pilots of ordinary skill, but in the hands of the skilled pilots of JG 1 its advantages of climbing rate and maneuverability were put to great use. Manfred attained his last 20 victories in the triplane. Manfred was downed in April of 1918 behind enemy lines. He received a full military funeral by the British. Lothar would attain 40 victories – equaling Boelckes total
and making him the 10^th highest scoring German ace of the Great War. Lothar downed Albert Ball (the leading British ace at the time with 44 victories) in May of 1917.

Austro-Hungarian Ace by Stan Stokes.  Born in Wadowice, Galicia in 1889, Godwin Brumowski entered the military and served as an officer in the Field Artillery Regiment No. 6 on the Eastern Front during WW I. Interested in flying, Brumowski joined the Luftfahrtruppen as an observer. Learning to fly on his own, he was eventually promoted to command a fighting unit which was composed of both scout and fighter aircraft. In 1916 Brumowski visited the Western Front where he studied the tactics of the German fighting units. Very impressed by what he had seen, Brumowskis goal was to command a unit similar to von Richtofens Flying Circus. Upon his return Brumowski was put in command of another fighting unit equipped with Brandenburg D1s. The D1 was a fairly quick highly maneuverable aircraft. Unfortunately it lacked synchronized machine guns, being equipped instead with a top-wing mounted gun. This gun was not accessible by the pilot in flight to clear jams, and its location also negatively affected the aircrafts performance. Brumowski designed an insignia for his flight which included a white skull on a black background. By 1917 Brumowskis superiors agreed to put the officer in charge of a true fighter group which would be equipped with Albatros D IIIs. These nimble aircraft also had twin synchronized machine guns. Taking another page out of von Richtofens book, Brumowski quickly decided that the six aircraft under his command would be painted bright red. Flying primarily against Italian opponents, Brumowski would go on to attain forty victories, the most of any Austro-Hungarian ace. He would also survive the War, but was killed in a plane crash in 1937. The Albatros D III flown by Brumowski was produced under license by Oesterreichische Flugzeugfabrik A.G. for the Royal and Imperial Air Service of the Austro-Hungarian Empire. Although similar to their German counterparts, the Austrian Albatroses differed in several respects. Power was supplied by an excellent Austro-Daimer engine which had an output of 225-HP in the Series 253 model. The aircraft was armed with twin Schwarzlase machine guns. These guns were less reliable than their German counterparts. The Austrian engineers also re-engineered the wing structure in such a way as to minimize some of the structural problems which plagued the German models. Between early 1917 and late 1918 a total of 540 Austrian produced D IIIs were built. This was arguably the best single seat fighter to serve with the Imperial Air Service during the War. It was flown by most of the top-scoring Austro-Hungarian aces.

Brief Encounter by Gerald Coulson  Royal Flying Corps SE5A's of 56 squadron engaged in air combat with flying circus Fokker Dr1's commanded by the great German ace Baron von Richthofen, France 1917.

In the history of aerial combat there is no more famous name than Manfred von Richthofen, otherwise known as the Red Baron. Richthofen's brightly coloured fighters were the scourge of the Royal Flying Corps, and their antics up and down the Front earned them the famous nick-name Richthofen's Flying Circus. In truth they were a highly respected fighting unit, capable of sending up as many as 50 aircraft, and were involved in many of the First World War's legendary dog-fights.

A mercurial leader, Richthofen was the premier German Ace. When taking command of JG1 in 1917 he chose bright red paintwork to distinguish his own squadron's aircraft from others in the wing - making easy and quick identification possible during the turmoil of closely fought dog-fights. Shunning the obvious target he made for himself, Richthofen declared that the Commander's aircraft should be conspicuously painted so that in the melee of large formation battles he could exert some control over events.

1. - 17th September 1916. Aircraft FE2B of 11 Squadron crew Lionel Morris & Tom Rees.
2. - 23rd September 1916. Aircraft Martinshyde G.100 of 27 Squadron, crew Herbert Bellerby.
3. - 30th September 1916. Aircraft FE2B of 11 Squadron, crew Ernest Lansdale & Albert Clarkson
4. - 7th October 1916. Aircraft BE12 of 21 Squadron, crew William Fenwick.
5. - 16th October 1916. Aircraft BE12 of 19 Squadron, crew John Thompson.
6. - 25th October 1916. Aircraft BE12 of 21 Squadron, crew Arthur Fisher
7. - 3rd November 1916. Aircraft FE2B of 18 Squadron, crew Cuthbert Baldwin & George Bentham
8. - 9th November 1916. Aircraft BE2C of 12 Squadron, crew John (or Ian) Cameron.
9. - 20th November 1916. Aircraft BE2C of 15 Squadron, crew Thomas Clarke & James Lees.
10. - 20th November 1916. Aircraft FE2B of 18 Squadron, crew Gilbert Hall & George Doughty.
11. - 23rd November 1916. Aircraft DH2 of 24 Squadron, crew Lanoe Hawker.
12. - 11th December 1916. Aircraft DH2 of 32 Squadron, crew Benedict Hunt.
13. - 20th December 1916. Aircraft DH2 of 29 Squadron, crew Arthur Knight.
14. - 20th December 1916. Aircraft FE2B of 18 Squadron, crew Lionel D'Arcy & Reginald Whiteside.
15. - 27th December 1916. Aircraft DH2 of 29 Squadron, crew James McCudden.
16. - 4th January 1917. Aircraft Sopwith Pup of 8 Squadron, crew Allan Todd.
17. - 23rd January 1917. Aircraft FE8 of 40 Squadron, crew John Hay.
18. - 24th January 1917. Aircraft FE2B of 25 Squadron, crew John MacLennan & Oscar Greig.
19. - 1st February 1917. Aircraft BE2D of 16 Squadron, crew Percival Murray & Duncan McRae.
20. - 14th February 1917. Aircraft BE2D of 2 Squadron, crew Cyril Bennett & Herbert Croft.
21. - 14th February 1917. Aircraft BE2C of 2 Squadron, crew George Bailey & George Hampton.
22. - 4th March 1917. Aircraft BE2D of 2 Squadron, crew James Crosbee & John Prance.
23. - 4th March 1917. Aircraft Sopwith, crew Herbert Green & Alexander Reid.
24. - 6th March 1917. Aircraft BE2E of 16 Squadron, crew Gerald Gosset-Bibby & Geoffrey Brichta.
25. - 9th March 1917. Aircraft DH2 of 29 Squadron, crew Arthur Pearson.
26. - 11th March 1917. Aircraft BE2D of 2 Squadron, crew James Smyth & Edward Byrne.
27. - 17th March 1917. Aircraft FE2B of 25 Squadron, crew Arthur Boultbee & Frederick King.
28. - 17th March 1917. Aircraft BE2G of 16th Squadron, crew George Watt & Ernest Howlett.
29. - 21st March 1917. Aircraft BE2F of 16 Squadron, crew Sidney Quicke & William Lidsey.
30. - 24th March 1917. Aircraft Spad SVII of 19 Squadron, crew Richard Baker.
31. - 25th March 1917. Aircraft Nieuport XVII of 29 Squadron, crew Christopher Gilbert.
32. - 2nd April 1917. Aircraft BE2D of 13 Squadron, crew Patrick Powell & Percy Bonner.
33. - 2nd April 1917. Aircraft Sopwith of 43 Squadron, crew Algernon Warren & Reuel Dunn.
34. - 3rd April 1917. Aircraft FE2D of 25 Squadron, crew Donald McDonald & John O'Beirne.
35. - 5th April 1917. Aircraft BF2A of 48 Squadron, crew Arthur Lechler & Herbert George.
36. - 5th April 1917. Aircraft BF2A of 48 Squadron, crew Alfred Adams & Donald Stewart.
37. - 7th April 1917. Aircraft Nieuport XVII of 60 Squadron, crew George Smart.
38. - 8th April 1917. Aircraft Sopwith of 43 Squadron, crew Leonard Cantle & John Heagerty.
39. - 8th April 1917. Aircraft BE2G of 16 Squadron, crew Keith MacKenzie & Guy Everingham.
40. - 11th April 1917. Aircraft BE2C of 13 Squadron, crew Edward Derwin & H Pierson.
41. - 13th April 1917. Aircraft RE8 of 59 Squadron, crew James Stuart & Maurice Wood.
42. - 13th April 1917. Aircraft FE2B of 11 Squadron, crew James Cunnliffe.
43. - 13th April 1917. Aircraft FE2B of 25 Squadron, crew Allan Bates & William Barnes.
44. - 14th April 1917. Aircraft Nieuport XVII of 60 Squadron, crew William Russell.
45. - 16th April 1917. Aircraft BE2E of 13 Squadron, crew Alphonso Pascoe & Frederick Andrews.
46. - 22nd April 1917. Aircraft FE2B of 11 Squadron, crew Waldemar Franklin & William Fletcher.
47. - 23rd April 1917. Aircraft BE2F of 16 Squadron, crew Eric Welch & Amos Tollervey.
48. - 28th April 1917. Aircraft BE2E of 13 Squadron, crew Reginald Follit & Frederick Kirkham.
49. - 29th April 1917. Aircraft Spad VII of 19 Squadron, crew Richard Applin.
50. - 29th April 1917. Aircraft FE2D of 18 Squadron, crew George Stead & Alfred Beebee.
51. - 29th April 1917. Aircraft BE2E of 12 Squadron, crew David Davies & George Rathbone.
52. - 29th April 1917. Aircraft Sopwith Triplane of 8 Squadron, crew Albert Cuzner.
53. - 18th June 1917. Aircraft RE8 of 9 Squadron, crew Ralph Ellis & Harold Barlow.
54. - 23rd June 1917. Aircraft Spad VII of 23 Squadron, crew Robert Farquhar.
55. - 24th June 1917. Aircraft DH4 of 57 Squadron, crew Norman McNaughton & Angus Mearns.
56. - 25th June 1917. Aircraft RE8 of 53 Squadron, crew Leslie Bowman & James Power-Clutterbuck.
57. - 2nd July 1917. Aircraft RE8 of 53 Squadron, crew Hubert Whatley & Frank Pascoe.
58. - 16th August 1917. Aircraft Nieuport XXVIII of 29 Squadron, crew William Williams.
59. - 26th August 1917. Aircraft Spad VII of 19 Squadron, crew Coningsby Williams.
60. - 1st September 1917. Aircraft RE8 of 6 Squadron, crew John Madge & Walter Kember.
61. - 3rd September 1917. Aircraft Sopwith Pup of 46 Squadron, crew Algernon Bird.
62. - 23rd November 1917. Aircraft DH5 of 64 Squadron, crew James Boddy.
63. - 30th November 1917. Aircraft SE5A of 41 Squadron, crew Donald MacGregor.
64. - 12th March 1918. Aircraft Bristol F2B of 62 Squadron, crew Leonard Clutterbuck & Henry Sparks.
65. - 13th March 1918. Aircraft Sopwith Camel of 73 Squadron, crew Elmer Heath.
66. - 18th March 1918. Aircraft Sopwith Camel, crew William Ivamy.
67. - 24th March 1918. Aircraft SE5A of 41 Squadron, crew John McCone.
68. - 25th March 1918. Aircraft Sopwith Camel of 3 Squadron, crew Donald Cameron.
69. - 26th March 1918. Aircraft SE5A of 1 Squadron, crew Allan Denovan.
70. - 26th March 1918. Aircraft RE8 of 15 Squadron, crew Vernon Reading & Matthew Leggat.
71. - 27th March 1918. Aircraft Sopwith Camel of 73 Squadron, crew Thomas Sharpe.
72. - 27th March 1918. Aircraft AWFK8 of 2 Squadron, crew Edward Smart & Kenneth Barford.
73. - 27th March 1918. Aircraft Sopwith Dolphin of 79 Squadron, crew George Harding.
74. - 28th March 1918. Aircraft AWFK8 of 82 Squadron, crew Joseph Taylor & Eric Betley.
75. - 2nd April 1918. Aircraft RE8 of 52 Squadron, crew Ernest Jones & Robert Newton.
76. - 6th April 1918. Aircraft Sopwith Camel of 46 Squadron, crew Sydney Smith.
77. - 7th April 1918. Aircraft Sopwith Camel of 73 Squadron, crew Albert Gallie.
78. - 7th April 1918. Aircraft Sopwith Camel of 73 Squadron, crew Ronald Adams.
79. - 20th April 1918. Aircraft Sopwith Camel of 3 Squadron, crew Richard Raymond-Barker.
80. - 20th April 1918. Aircraft Sopwith Camel of 3 Squadron, crew David Lewis.