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Home , Anthony Fokker, Fokker Scourge, Max Immelmann, Oswald Boelcke, Roland Garros (aviator), Royal Flying Corps

Development of the synchronized & the scourge.

In a system was developed with deflection plates on the . The bullets that would come against the propeller (and so would destroy the propeller) were deflected. On the photo below the deflection plates are clearly visible. Although it was a primitive system, it was very effective at the beginning of the air war and the French pilot, was very successful with it.

Garros, however, had to make an emergency landing in an area occupied by . Garros was soon captured by Württemberger cavalrymen, one of whom told the Schwabishen Merkur newspaper that their prisoner “was a good-looking, dark-haired Frenchman with a high white forehead, a slightly crooked nose and a small black beard. With his lips pressed together he looked at us in wide-eyed amazement.” The capture of the most famous flier of the war made headlines around the world. The French paper Le Temps described how “the news has caused a great emotion in France…because his exploits have made him the terror of the Germans.” When members of the German army air service inspected the Morane-Saulnier, they couldn’t believe their luck. Within days Garros’ airscrew had been transported to the workshop of Dutch engineer . Fokker had learned to fly at age 20, and just two years later, in 1912, he started building . At first business was slow, but then came war. As Fokker wrote in his memoirs: “In the desperate struggle to keep the business afloat I had joyfully sold my planes to the German army…Holland had preferred French aeroplanes; England and Italy hardly responded to my offers; in Russia I was put down by the general corruption, and only Germany seemed to give me a civil reception, albeit not with open arms. As a young man of twenty-four, I wasn’t very interested in German politics and cared not where it would lead. I was Dutch and neutral.” As the money rolled in, Fokker began improving the performance of the monoplane he had first designed in 1912. Unlike the wooden Morane-Saulnier, Fokker’s machine was made of welded steel tubing and powered by an 80-hp Oberursel engine.

Fokker recalled that on April 20, 1915, two days after Garros’ capture, he was summoned to , where he collected the deflector plates salvaged from the Morane-Saulnier, along with a Parabellum machine gun, then returned to his workshop. He later described the French design as “very cunning,” but he believed it could be improved. Within two days Fokker and his team of engineers had produced a synchronized gear whereby the machine gun’s rate of fire was controlled by the propeller’s revolution, so the bullets avoided hitting the blades. “We placed a cog on the prop, that lifted another rod with a spring that released the firing cock of the machine gun,” Fokker explained. “The prop passed a given point 2400 times a minute, so with this machine gun that fired 600 rounds per minute we needed only one cam on the prop. The pilot had a lever that enabled him to make contact between the cam on the propeller and the firing mechanism. That was all.” On April 22, Fokker took his design to Berlin, and the next day gave a demonstration to a of air service officers, using a gun fitted to a monoplane pulled by an automobile. All went well, and Fokker assumed he would receive instructions to fit the to all German aircraft. He noted, however, “In my overconfidence I had not taken into account the conservatism of the military mind.” The officers demanded to see the system in action in the air, so Fokker obliged them, but “still they weren’t happy and stated that the only way to test the gun was that I, not a German nor a soldier, would go to the front and shoot down a plane with it myself. Without leaving me any choice I was packed off to the front…[where] I was issued a uniform and an identity card, styling myself Anton Fokker of the German . In this manner I flew for several days, two or three hours a day, looking for an Allied aeroplane. Then one day I saw a Farman two- seater coming out of a cloud at 800 meters below me. At last I could show off the capabilities of the gun and I dived towards it.” As he closed in for the kill, Fokker later claimed, his conscience got the better of him, and he broke off his attack. He returned to Douai, where he “quit the front line flying business.” Fokker said he had a furious row with Flieger Abteilung 62’s commanding officer, insisting that as a citizen of a neutral country he refused to be responsible for the death of a French pilot. As a compromise, Fokker offered to teach a German pilot how the synchronization gear worked. “Lieutenant , later to become Germany’s first ace, was assigned to the job,” Fokker recalled. “The next morning I showed him how to manipulate the machine gun while flying the plane, watched him take off for the Front, and left for Berlin. The first news which greeted my arrival there was a report from the Front that Boelcke, on his third , had brought down an Allied plane. Boelcke’s success, so soon after he had received the new weapon, convinced the entire air corps overnight of the efficiency of my synchronized machine gun. From its early skepticism headquarters shifted to the wildest enthusiasm for the new weapon.” By , the synchronization gear had been fitted to Fokker’s single-seater M.5K Eindecker. Equipped with its forward-firing Parabellum, the monoplane—known as the Fokker E.I—became the German air service’s first fighter. Flying an E.I on August 1, shot down a British two-seater, and by the end of that summer Royal pilots were referring to themselves as “Fokker-fodder.” Not only did the Allies have no answer to the front-firing Eindecker, but at that point they had no pilots equal to Boelcke or Immelmann. Both men were brilliant technicians, with Immelmann inventing his famous climbing turn and Boelcke always attacking head-on, out of reach of his opponent’s gun. “To see a Fokker just steadying itself to shoot another machine in the air is, when seen close up, a most impressive sight,” wrote the RFC’s McCudden, who was fortunate to survive several such encounters.“For there is no doubt that the Fokker in the air was an extremely unpleasant-looking beast.” For the rest of 1915, the Germans ruled the skies over the Western Front. French bombing sorties into German territory were halted in the face of the “,” and British pilots’ morale dipped low, as they lost 49 pilots and observers to Fokker E.Is in the year’s last two months. Had McCudden not been sent back to England for training at the Central Flying School in , he might have been added to the list. As it was, when he returned to France in July, McCudden found superiority in the air war had shifted back in the Allies’ favor. The French had introduced the 11 Bébé sesquiplane (a with the upper chord greater than the lower) in early 1916, which soon ended the ’ dominance. Small and swift with a good rate of climb, it was armed with a on the top wing firing over the propeller arc. The British quickly took delivery of a number of , and over a four-day period at the end of , 19-year-old shot down three German aircraft while flying an up- powered . By this time the British had an impressive of their own, the de Havilland D.H.2. Initially labeled the “spinning incinerator” because of a series of fatal spin accidents during training, the D.H.2 pusher proved agile and maneuverable in the right hands. Since the plane’s engine was in the rear, the Lewis gun in the nose had a clear field of fire for the pilot and, more important, an unlimited rate of fire. Yet it would be another British pusher aircraft, the two-seater Farman Experimental F.E.2b, that was responsible for the death of Immelmann on June 18, 1916. Boelcke, having notched 40 victories, was killed in October of that year, and in November acting command of his 2 passed to his protégé, . Boelcke had schooled Richthofen in his “dicta,” a set of aggressive tactics by which fighter pilots hunted rather than patrolled. The Germans reasserted their dominance in the air in the spring of 1917, but by the end of the year they were struggling to manufacture an adequate number of airplanes due to metal and rubber shortages. Richthofen had raised his score to 80 when he was killed on April 21, 1918, just a couple of weeks after Roland Garros rejoined the air war. The Frenchman had escaped from a German POW camp in and made it back to his homeland. Desperate to atone for his failure to set fire to his secret weapon nearly three years earlier, he reenlisted in his old and scored his fourth victory. But on October 5, Garros was shot down and killed while flying a Spad XIII. By war’s end, Fokker was much in demand—except by his own government. Unwanted by the Dutch, he opened a factory in the U.S., and by the end of the 1920s was America’s largest civil aircraft manufacturer. Only the introduction of the all-metal Douglas DC-1 in 1933 ended the Dutchman’s dominance in American aviation. Yet for all his achievements in civil aviation, it was in the military sphere that Anthony Fokker showed his greatest foresight. As James McCudden wrote of the Fokker E.II in 1918, “I must admit that the enemy deserves credit for first realising the possibilities of the type of aeroplane firing ahead, and for getting such machines in action before we had any machines ready to counter them.”

Gavin Mortimer is the author of Chasing Icarus: The Seventeen Days in 1910 That Forever Changed American Aviation. Recommended reading: The Origin of the , by Jon Guttman; Sharks Among Minnows, by Norman Franks; Early German Aces of World War 1, by Greg VanWyngarden; and Aces High: War in the Air Over the Western Front, 1914-18, by Alan Clark. Originally published in the July 2013 issue of Aviation History. To subscribe, click here.