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THIS CACHE WAS PLACED FOR MY SON RED BARON XN. THE CACHE IS NEAR A POND WITH SOME GEESE. YOU WILL NEED TO PARK AND THEN WALK TO THE CACHE. NOW ONTO THE HISTORY OF THE RED BARON!!!
Rittmeister Manfred Albrecht Freiherr von Richthofen
2 May 1892 – 21 April 1918) was a German fighter pilot known as "The Red Baron". He was the most successful flying ace of World War I, being officially credited with 80 confirmed air combat victories. Richthofen was a member of an aristocratic family with many famous relatives.
When World War I broke out, Richthofen served as a cavalry officer on both the Eastern and Western Fronts. However, when traditional cavalry operations became obsolete due to machine guns and barbed wire, the Uhlans were used as infantry. Disappointed with not being able to participate more often in combat operations, Richthofen applied for a transfer to the Luftstreitkräfte (literally: Aerial Combat Forces), the "Imperial German Army Air Service", forerunner of the Luftwaffe. After a while his request was granted and he joined the flying service at the end of May 1915.
He was initially an observer flying on reconnaissance missions over the Eastern Front from June to August 1915, with Fliegerabteilung 69 ("No. 69 Flying Squadron"). On being transferred to the Champagne front, he managed to shoot down a French Farman aircraft with his observer's machine gun, but was not credited with the kill, as it fell behind Allied lines.
He then trained as a pilot in October 1915. In March 1916, he joined Kampfgeschwader 2 ("No. 2 Bomber Geschwader") flying a two-seater Albatros C.III. Over Verdun on 26 April 1916 he fired on a French Nieuport downing it over Fort Douaumont, although once again he gained no official credit. At this time he flew a Fokker Eindecker single-seat fighter.
After a further spell flying two seaters on the Eastern Front in August 1916 he met fighter pilot Oswald Boelcke. Boelcke, touring the East looking for candidates for his newly formed fighter unit, selected Richthofen to join a new Jagdstaffel ("fighter squadron"), Jasta 2. Richthofen won his first aerial combat over Cambrai, France, on 17 September 1916.
After his first victory, Richthofen ordered a silver cup engraved with the date of the fight and the type of enemy machine from a jeweller friend in Berlin. He continued this tradition until he had 60 cups, by which time the supply of silver in blockaded Germany was restricted.
Rather than engage in risky tactics like his brother, Lothar (40 victories), Manfred von Richthofen strictly observed a set of flight maxims (commonly referred to as the "Dicta Boelcke") to assure the greatest success for both squadron and individual fighter pilots. Contrary to popular imagination, he was not a spectacular or acrobatic pilot, as were others like his brother or the renowned Werner Voss. However, in addition to being a fine combat tactician and squadron leader, he was recognized as a superb marksman, and in combat he philosophically viewed his aircraft as merely a platform from which to fire his guns. Typically, as was the case for most squadron leaders, he would dive in to attack from above with the advantage of the sun behind him, and with other Jasta pilots covering his rear and flanks.
On 23 November 1916, Richthofen downed his most renowned adversary, the British ace Major Lanoe Hawker VC, described by Richthofen himself as "the British Boelcke." The victory came while Richthofen was flying an Albatros D.II and Hawker was flying a D.H.2. After this engagement, he was convinced he needed a fighter aircraft with more agility, though this implied a loss of speed. He switched to the Albatros D.III in January 1917, scoring two victories before suffering a crack in the spar of the aircraft's lower wing. After this incident, Richthofen reverted to the Albatros D.II for the next five weeks. Richthofen scored one kill in the D.III on 9 March, but the D.III was temporarily grounded for the rest of the month, so Richthofen switched to the Halberstadt D.II.
Richthofen returned to the Albatros D.III on 2 April 1917. He scored his next 22 kills in this type before switching to the Albatros D.V in late June. Following his return from convalescence in October, Richthofen was flying the celebrated Fokker Dr.I triplane, the distinctive three-winged aircraft with which he is most commonly associated, although he probably did not use the type exclusively until after it was reissued with strengthened wings in November. Despite the popular link between Richthofen and the Fokker Dr. I, only 20 of his 80 kills were made in this now-famous triplane. In fact, it was his Albatros D.III that was first painted bright red and in which he first earned his name and reputation.
Richthofen championed the development of the Fokker D.VII with suggestions to overcome the deficiencies of the then current German fighter aircraft. However, he never had an opportunity to fly it in combat as he was killed just days before it entered service.
The Flying Circus
In January 1917, after his 16th confirmed kill, Richthofen received the Pour le Mérite ("The Blue Max"), the highest military honour in Germany at the time. That same month, he assumed command of Jasta 11, which ultimately included some of the elite of Germany's pilots, many of whom he trained himself. Several in turn subsequently became leaders of their own squadrons.
As a practical aid to easy identification in the melee of air combat, Jasta 11's aircraft soon adopted red colourations with various individual markings, with some of Richthofen's own aircraft painted entirely red. This practice soon had its use in German propaganda, even the RFC aircrew dubbing Richthofen "Le Petit Rouge."
Richthofen led his new unit to unparalleled success, peaking during "Bloody April" 1917. In that month alone, he downed 22 British aircraft, raising his official tally to 52. By June, he was the commander of the first of the new larger Jagdgeschwader (wing) formations, leading Jagdgeschwader 1 composed of Jastas 4, 6, 10 and 11. These were highly mobile combined tactical units that could be sent at short notice to different parts of the front as required. In this way, JG1 became "The Flying Circus" or "Richthofen's Circus", which got its name both from the unit's highly mobile nature (including the use of tents), and from its brightly coloured aircraft. The end of April, the "Flying Circus" also became known as the "Richthofen Circus."
Richthofen was a brilliant tactician, building on Boelcke's tactics. But unlike Boelcke, he led by example and force of will rather than by inspiration. He was often described as distant, unemotional, and rather humourless, though some colleagues contend otherwise.
Incidentally, although he was now performing the duties of a lieutenant colonel, (in modern RAF terms: a wing commander) he remained a captain. The system in the British army would have been for him to have held the rank appropriate to his level of command (if only on a temporary basis) even if he had not been formally promoted. In the German army it was not unusual for a wartime officer to hold a lower rank than his duties implied, German officers being promoted according to a schedule and not by battlefield promotion. For instance, Erwin Rommel commanded an infantry battalion as a captain in 1917 and 1918. It was also not the custom for a son to hold a higher rank than his father, and Richthofen's father was a reserve major.
Richthofen was killed just after 11 a.m. on 21 April 1918, while flying over Morlancourt Ridge, near the Somme River. At the time, the Baron had been pursuing (at very low altitude) a Sopwith Camel piloted by a novice Canadian pilot, Lieutenant Wilfrid "Wop" May of No. 209 Squadron, Royal Air Force. In turn, the Baron was spotted and briefly attacked by a Camel piloted by a school friend (and flight Commander) of May, Canadian Captain Arthur "Roy" Brown, who had to dive steeply at very high speed to intervene, and then had to climb steeply to avoid hitting the ground. Richthofen turned to avoid this attack, and then resumed his pursuit of May.
It was almost certainly during this final stage in Richthofen's pursuit of May that he was hit by a single .303 bullet, which caused such severe damage to his heart and lungs that it must have produced a very speedy death. In the last seconds of his life, he managed to make a hasty but controlled landing in a field on a hill near the Bray-Corbie road, just north of the village of Vaux-sur-Somme, in a sector controlled by the Australian Imperial Force (AIF). One witness, Gunner George Ridgway, stated that when he and other Australian soldiers reached the aircraft, Richthofen was still alive but died moments later.[12] Another eye witness, Sgt Ted Smout of the Australian Medical Corps, reported that Richthofen's last word was "kaputt" ("finished") immediately before he died.
His Fokker was not badly damaged by the landing, but it was soon taken apart by souvenir hunters.
No. 3 Squadron, Australian Flying Corps, as the nearest Allied air unit, assumed responsibility for the Baron's remains.In common with most Allied air officers, Major Blake, who was responsible for Richthofen's remains, regarded the Red Baron with great respect, and he organised a full military funeral, to be conducted by the personnel of No. 3 Squadron AFC.
Richthofen was buried in the cemetery at the village of Bertangles, near Amiens, on 22 April 1918. Six airmen with the rank of Captain — the same rank as Richthofen — served as pallbearers, and a guard of honour from the squadron's other ranks fired a salute. Other Allied squadrons presented memorial wreaths.
n 1998, concluded that at least 73 of Richthofen's claimed victories were accurate, with documented identities of the Allied airmen whom Richthofen had fought and defeated. There were also unconfirmed victories that could put his actual total as high as 100. The highest scoring Allied ace was Frenchman René Fonck, with 75 victories and the highest scoring British Empire fighter pilots were Mick Mannock with 65–73 kills and Canadian Billy Bishop, with 72.
It is also significant that while Richthofen's early victories and the establishment of his reputation coincided with a period of German air superiority, the majority of his successes were achieved against a numerically superior enemy, who were flying fighter aircraft that were on the whole better than his own.
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GERR YVAR