France’s last great ace, and on paper its greatest, was
René Paul Fonck, a flier and marksman
of incomparable skill, but
a man of such annoying social qualities that he
became something of an
embarrassment to the French. He is
credited with seventy-five confirmed victories,
many using a hand-held
rifle with which he was a deadly
marksman. He may have had as many as
twenty-five more victories
that were unconfirmed, because he also
had a knack for flying
damaged planes back to base after
solitary encounters with lone, renegade enemy planes.
(Before 1918, the Germans did not allow isolated
plane- to-plane engagements.)
He may well have been the best
technical pilot-marksman to fly in World War I. The
problem was that Fonck was
the loudest at trumpeting his own
accomplishments, which was considered bad
form in the fighter
ace fraternity. Fonck died peacefully
in 1953 at the age of fifty-nine in his Paris home,
having been honoured by
France and the world of aviation (if perhaps not to the
degree that Fonck thought he
deserved). The British produced
two aces: the Canadian William
Avery Bishop and the Irishman
Edward Mannock. Billy Bishop (as
he was known) had lightning-quick reflexes
that gave him the ability
to shoot down planes as they were
getting into position to engage him (and
even as they were taking
off!). Bishop’s total was the second- highest number of
British air victories at
seventy-two, which is amazing when
one considers that he flew for
little more than a year, from
March 1917 to June 1918. (After
the war, Bishop became a promoter of Canadian
aviation; he died in Florida in 1956.)
Britain’s most successful ace, at seventy-three confirmed
kills, was not lionized until years after the war,
mainly because his reputation rested more on his
leadership and tactics than on his individual
exploits. Edward “Mick” Mannock
was born in Belfast, Ireland, but
was working on the Turkish telegraph system in
Constantinople when war broke out. He was arrested and
treated so badly in prison that he was repatriated in 1915
because of his poor health.
Mannock was consumed with a
bitter hatred for the Central Powers, which inspired him to
lead violent and reckless sorties against German aircraft,
showing neither fear nor mercy for enemy fliers. At first,
he flew Nieuports, but eventually Mannock commanded a
squadron of the advanced S.E. 5a planes known as the “Tiger
Squadron.” From January to July 26, 1918, this squadron grew
to have the same mastery of the skies that the Flying Circus
of Baron von Richthofen had enjoyed a year earlier.
It was said that Mannock’s sorties were
so well planned that his Tiger Squadron was never surprised,
but this may also be testimony to the enfeebled state of the
German air defences in the last months of the war. Mick
Mannock was killed when a stray bullet, shot up from the
trenches, hit his fuel tank and his plane exploded. The two
most celebrated American aces in the latter stages of the
war (besides Lufbery, who was considered French) were
anything but typical of the Americans who flew in the
Lafayette Escadrille and in the America Corps. Eddie
Rickenbacker was considered old at twenty-seven when he
entered flight training, and he and Frank Luke were coarse
young men from common backgrounds and with little formal
education.
Edward Vernon Rickenbacker was born in
Columbus, Ohio, in 1890, and was intensely interested in
motors and car racing since childhood. Between 1910 and
1917, Rickenbacker gained a reputation as an outstanding
race car driver. He had retained the old German spelling of
his name— Rickenbacher—and raced in England under the title
of the “Wild Teuton.” He was detained several times on
suspicion of being a spy, causing him to change the spelling
to “Rickenbacker,” which he thought sounded less Germanic.
When America entered the war, he returned to the States and
went to Washington to lobby for a squadron composed of race
car drivers, arguing that such men would be mechanically
adept and accustomed to high speeds. He was turned down, but
allowed to enlist. For many years, the story had it that he
was General Pershing’s chauffeur and that Pershing pulled
strings to get Eddie into flight school.
Rickenbacker never denied the story even
though it wasn’t quite true: it was Colonel Billy Mitchell
for whom he drove and who arranged his flight training at
Tours. Rickenbacker did not fit in at all with the Ivy
Leaguers at flight school. He was tough and given to the
profane language of the racetrack, and he would not
spend time cavorting with the
fellows in the local towns. He
spent all his time practicing
flying Nieuports and studying their
mechanisms. He remained a
loner throughout the war, focused
on the techniques of air combat. Rickenbacker
developed a unique fighting style: he would fly high
into enemy territory before
sunrise and then, when he was
about twenty miles (32km) away from the front, turn
around as the sun rose and
head toward the lines. He used
clouds as cover or he would glide some of the way,
waiting for German aircraft
to take off.
Once in the air the Germans would
suddenly find themselves under
attack from a plane diving down at them out of the sun
or shooting at them from directly behind
their tail. This tactic
would have been impossible earlier in the war,
when his pre-dawn flight
would have been challenged near
the front. Rickenbacker flew high
and selected his targets care-
fully, and, with the guidance of Lufbery, commander of
the 94th, and flying the latest aircraft, the
SPAD XIII, he became the
most decorated and most successful ace
(twenty-six victories) of the
war. He went on to have a
distinguished career in aviation, becoming the driving
force behind Eastern
Airlines.
The second most successful American ace of the war
was Frank Luke, Jr., a
quiet young loner from Phoenix,
Arizona, who had spent his youth working in the copper
mines of Arizona and was
said to be a first-rate shot with
a rifle and a roughneck. Luke gained fame as
a crack “balloon
buster”—destroyer of observation and spotter
balloons—a duty hated by other
fliers because of the
intense ground fire that protected the blimps. Luke joined
Lieutenant Joe Wehner (also a loner) to become a lethal team
in clearing the skies of the Zeppelin aircraft. Flying the
newest SPAD XIII, Luke would brave the ground fire to get
close enough to shoot or to drop a bomb, while Wehner
guarded Luke’s plane from rear attack by German fighters.