Salmson aircraft of World War I

Salmson Aircrat-t of World War I Colin A. Ovvers Jon S. Guttlllan James J. Davilla Color Illustrations by

Juanita Franzi

To all the Salmson pilots and observers I met and didn't meet, who hopefully will finally get their due. -Jon Guttman

Salmson Aircraft of World War 1 by Colin A. Owers, Jon S. Guttman and James J. Davilla

Copyright © 2001 by Colin A. Owers, Jon S. Guttman and James J. Davilla ISB 1-891268-16-3 Printed in the United States of America Published by Flying Machine Press, a division of Paladin Enterprises, Inc. Gunbarrel Tech Center 7077 Winchester Circle Boulder, Colorado 80301 USA + 1.303.443. 7250 Direct inquiries and/or orders to the above address. Publisher's Cataloging-in-Publication Data Owers, Colin A., 1944-, Guttman, Jon S., 1951-, Davilla, James J., 1951Salmson Aircraft of World War I / Colin Owers, Jon Guttman p. em. Includes bibliographical references. ISBN 1-891268-16-3 (aile paper) 1. Airplanes, Military-American-History. 2. Airplanes, Military-French-History. 3. World War, 1914-1918-Aerial operations, American. 4. World War, 1914-1918-Aerial operations, French. 5. World War, 1914-1918-Equipment. UG1245.F8D38 1999 623.7'461 '094409041-dc21

All rights reserved. Except for use in a review, no portion of this book may be reproduced in any form wi thou t the express wri tten permission of the pu blisher. Neither the author nor the publisher assumes any responsibility for the use or misuse of information contained in this book. Book and cover design, layout, and typesetting by John W. Herris. Color aircraft illustrations by Juanita Franzi. Color aircraft illustrations copyright © 2001 by Juanita Franzi. Cover painting by Michael O'Neal. Salmson 2 drawings by Colin Owers. S.M.1, Salmson 3, Salmson 4, and Salmson 7 drawings by Martin Digmayer. Digital scanning and image editing by Colin Owers, Aaron Weaver, and John W. Herris. Text edited by John W Herris. Visit our Web site at www.flying-machines.com

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Table of Contents

Introduction

1

Salmson-Moineau S.M. 1

2

Salmson-Moineau S.M.2

13

Salmson 2

14

Fold-out Scale Drawings

61

Salmson 3

101

Saln1son 4

102

Salmson 5

103

Sallnson 6

103

Salmson 7

104

Camouflage and Markings

105

Color Plates

109

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Acl<:nowledgments This work is a joint effort with Jon Guttman and Colin Owers collaborating on the story of the Salmson 2A2 while Dr. James Davilla is the author of the remaining text. Dr. Davilla also provided the Salmson 2A2 escadrille sllmmaries from his book French Aircraft of the First World War. Colin Owers drew the Salmson

2A2, Martin Digmayer contributed the other line Juanita Franzi produced the color profiles. Tone have been possible except for the generous help the late Bob Cavanagh, Alan Toelle, Jack Bru e, Wyngarden.

drawings, and of thi would received from and Greg van

Bibliography Franks, N.L.R. and Bailey, FW. Over the Front. Grubb Street, UK 1992. Hudson J.J. Hostile Skies - A Combat History of the American Air Service in World War I, Syracuse University Press, NY, 1968. Stuart Gilchrist, J.W., The 1041h Aero Squadron, Privately printed, 1968.

Eder, J.R. "Lt. Merle Husted, 91st Aero Squadron, USAS." Cross and Cockade, Vol. 22, P.l62. Kilduff P. "Kenneth P. Littauer-From Lafayette Flying orps to 88th Aero Squadron." Cross and Cockade, Vol. 13. Shirley, j .C. "John A. Logan: Backseat Volunteer." Cross and Cockade, Vo1.24.

1

Introduction he Salmson company originally produced a series of reliable, watercooled radial airplane engines. Salmson then expanded into aircraft design and manufacture, and naturally all their designs used Salmson engines. The first Sa 1mson aircraft to enter production was the unconventional S.M.l, designed to fulfill a requirement for a longrange, three-seat reconnaissance airplane. The S.M.I served in small numbers due to its limited utility. Only a single prototype of the S.M.2 ground attack airplane, derived from the S.M.l, was built. The next Salmson design, the Salmson 2, was a very successful type that was built in great quantity. The Salmson 2 served extensively on the Western Front with the Aviation Militaire and the United States

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Air Service. It was a robust aircraft with good performance and handling characteristics tha t was well-liked by its crews. Its appearance in late 1917 finally gave the Aviation Militaire an up-to-date two-seat observation and reconnaissance aircraft comparable in performance and combat capability to the better German types that had long been in service. The Salmson 2 was a tough opponent for the German fighters it faced; its only serious design flaw was the distance between pilot and observer which made communication between them difficult during combat. The Salmson 2 was followed by several related designs and a fighter prototype. Of these later designs two, the Salmson 4 armored ground-attack aircraft and the Salmson 7 observation and reconnaissance

airplane, went into production just before WWI ended; however, the conclusion of hostilities resulted in termination of production and few were delivered. The main improvement of the Salmson 7 over the Salmson 2 was grouping the crew close together for better comm un ica tion. Despite its operational importance, the Salmson 2 was never well documented until French Aircraft of the First World War from Flying Machines Press. This book allows us to provide more detailed coverage of the two most important Salmson designs than could be included in a reference book covering all French aircraft. We hope you enjoy the additional photos, color profiles, new drawings, and contemporary combat reports that bring the operational side of the story to life.

Above: Salmson 2A2 479 of SAL 58. The Salmson 2 was a tough, reliable, maneuverable airplane with good performance, making it a formidable opponent in air combat; thus it was well-liked by its crews. The contrast of the camouflage colors should be compared with other photographs. Note lack of individual marking. SHAA 886.4194 via J. Guttman.

Left: An S.M.1, the first aircraft designed by Salmson to see production. Like all Salmson aircraft it used a Salmson water-cooled radial engine. This unusual, three-seat, long-range reconnaissance aircraft used a single engine in the fuselage to drive two propellers. Gunners were located in the front and rear cockpits with the pilot in the middle.

2

Salmson-Moineau S.M.I

Impressive photograph of an operational S.M.1. SHAA 0864203. he Societe de Moteurs Salmson specialized in producing aircraft engines, many of them water-cooled radials. In 1916 the firm produced an aircraft designed by the famous prewar aviator Rene Moineau and intended LO meet the A3 requirement for a three-seat reconnaissance airplane. Moineau selected the 240-hp Salmson 9A2c engine for his design. However, this engine was bulky and Moineau feared that mounting it in the nose would result in excessive drag. His solution was to mount the engine transversely within the airframe. A complicated series of gearboxes and shafts transmitted the output of the engine LO two propellers mounted inboard of each wing on Xshaped struts with conical supports. The gearing also insured that the propellers turned in opposite directions to minimize torque. The fuselage was mounted between the two wings. The radiators were mounted in the nose and provided a boxy pulpit for the gunner. A prominent exhaust stack was placed on the starboard side of the fuselage and extended from the engine bay to the LOp wing. The massive undercarriage had a tricycle layout and was made of steel

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tubing. This arrangement is believed to have contributed to a number of accidents. When pilots attempted to land at too steep an angle the aircraft would either flip over when the nose gear collapsed, or it would cause the airplane LO bounce into the air. The pilot was located beneath a cutout in the upper wing where his field of view was severely limited. The rear gunner sat just behind the upper wing and had an excellent field of fire. Both the front and rear gunner had APX 37-mm cannons. There was a triangular fin and rudder on the proLOtype. On later aircraft the rudder was in the form of a parallelogram. The wings were made of wood and the upper wing was longer than the lower. The wings were wire braced and had square tips. Ailerons were fitted to the top wing only. The new aircraft was given the company designation Salmson-Moineau A92H. The A9 indicated the Salmson A9 engine while the 2H denoted two propellers. The aircraft was tested at Villacoublay in 1916, and it was successful enough to warrant production. It was given the STAe designation S.M.l A3. When the aircraft designation system was changed on I May, 1918, the

S.M.I was redesignated the Sal. I A3. A total of 100 S.M.ls had been ordered by II ovember 1916. (Based on the tail code numbering sequence it appears that at least !55 may have been builL) However, its performance was clearly inferior LO the Sopwith 1 1/2 Strutter and it was even suggested that the type be flown as a twoseater to improve its performance. The S.M.! flight manual instructed the pilot LO begin with a takeoff into the wind until there was sufficient airspeed for rudder control. At 30 km/h the S.M.! would lift off its tailskid and the aircraft would be rolling on its main landing gear. The pilot was warned never LO allow the aircraft LO roll on the nose landing gear as this was only LO be used to prevent the aircraft from tipping over. Once the aircraft was level the flow of fuel would ensure sufficient acceleration of the aircraft to lift off horizontally; a steep angle of attack was not needed for take-off. When flying speed was attained the tail lifted 2 degrees to the horizon at 1.500 m altitude. The S.M.! was to be landed lightly on the main wheels and then allowed to slide back onto the tail skid.

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Above: Salmson-Moineau S.M.1 serial SM 125 of SOP 43. Pilots were warned never to allow the aircraft to roll on the nose landing gear as this was only to be used to prevent the aircraft from nosing over. B74.31.

S.M.1 with gunner; the photo amply illustrates the complicated, drag-producing design. SHAA B943195.

4 While there were easily enough S.M. I s built to equip an entire escadrille, it wa decided to send small numbers to front-line escadrilles. It was common practice to provide each army cooperation escadrille with a few long-range reconnaissance aircraft of the A3 classification. The S.M. Is were provided to F 2, F 19, F 41, F 45, F 58, F 63, F 71. F 72, C 219, F 223, and AR 289 in mid-1917. By August there were 32 Salmson S.M.Is in escadrille service. SM 229 had ten on strength in early 1917; it combined with C I 06 in early 1917. Some documents refer to the resulting unit as SM 106. The S.M. Is caused great difficulties in front-line service. As mentioned above, accidents were frequently caused by the unusual landing gear layout. The complex engine transmission resulted in numerous breakdowns, and the aircraft was probably a mechanic's nightmare. It is also likely that the numerous drag-producing struts and supports seriously restricted the S.M. I 's performance. The S.M.ls were found to be of limited use in operational service, and those that survived were sent back to the aircraft parks. Despite their plane's flaws, some units were able to carry out their missions. A 10th Armee memo noted that the commander of the 37th C.A. had praised the crews of SM 106 for the valuable reconnaissance and photographic missions that were flown. At least one machine is recorded as lost in combat. Pilote Hyppol yte Merzier, Caporal Jean Hiribane, and Mitrailleur Francois Refflin were killed when their S.M.l, serial 143, was shot down at Bois de Ville on 14 May 1917. The victory was credited to Leutnant Hermann Pfeiffer of Jasta 9 for his II th - and last - victory. The German ace was killed six days later when he crashed in a capru red ieupon 16 he was testing. When AR 58 was split to form AR 289 on 12 March 1918, one of its members, Sous Lieutenant Castex, brought its last S.M.l with him to the new escadrille. Flown by Castex, this machine soldiered on for about a month on reglage flights for the 66e Division des Chasseurs ci Pied in the AlsaceLorraine sector - the last of its type on the Western Front. The Imperial Russian Air Service

S.M.1 accident at SAL 58 illustrates the difficulties of landing the type. This aircraft was crashed by the crew of De Thouzlier, Prevost, and Angel. SHAA 8864723.

SM.1 of SAL 58 with crewmembers. SHAA 8851688.

5 received two S.M.1s in 1917. The Russians also found the S.M.1s to be of little use and they were quickly withdrawn. There are reports of at least one S.M.I being fitted with a 160-hp Salmson P 9 engine. However, the type was not developed further.

S.M.l Three-Seat Long-Range Reconnaissance Aircraft with 240-hp Salmson 9A2c Span 17.475 m; length 10.0 m; height 3.80 m; wing area 70.0 sq. 111 Loaded weight 2,050 kg; payload 370 kg Endurance 3 hours At least 155 built

Right: Several S.M.1s fly above another on the

ground.

Below: S.M.1 with crewmen: SHAA B781524.

6

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Above: S.M.1. This is one of the few photographs showing the engine panels installed. SHAA B824233. Below: S.M.1 driveshaft detail. SHAA B771 086.

7

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Above: An S.M.1 accident at SAL 58 showing the aircraft number on the top of the upper wing. SHAA 8864309.

Left: A more serious S.M.1 accident at SAL 58 gives a more graphic illustration of the S.M.1's handling challenges and shows another aircraft number on the top of the upper wing. The S.M.1 was difficult to land and the nose wheel was fragile. SHAA B864558.

Below: S.M.1 lineup at SAL 58: SHAA 8864582.

8

Above: S.M.1 front view clearly shows the drive shafts from the single engine to the two propellers. SHAA B771087.

Right: Still another wayward S.M.1 at SAL 58. The numerous S.M.1 accidents within this one unit give some idea of the difficulties experienced with this type. SHAA B864536.

Below: An S.M.1 of SOP 43; this is the same aircraft shown on page 3. SHAA B934045.

9

Above: S.M.1 of an unknown unit; note the numeral '4' on the vertical stabilizer. B851685. Below: S.M.1 of F 58 on 24 August 1917. B833256.

10

Above: Good side view of an S.M.1 shows engine and radiator detail.

Right: S.M.1.

Below: S.M.1 serial number 20. MA26250.

11

Above: S.M.1s of F 58. SHAA 8864578.

,

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....... Left: S.M.1 of SAL 58. SHAA 8864601.

8elow: S.M.1 lineup. S.M.1s were assigned to army cooperation units in groups of three or four aircraft. Only one, or possibly two, escadrilles were ever formed entirely on the type. MA7587.

12

Above: S.M.1 serial number 10. A captured German aircraft and a Farman FAa are in the background. SHAA B861165. Note flat top on rudder. Below: S.M.1 serial number 147. SHAA B75134. Note rudder stop is sloped to follow the leading edge of the fin.

13

Salmson-Moineau S.M.2 he S.M.2 was an enlarged and more powerful version of the S.M.!. An additional 240-hp SAL 9A2c engine was placed in the nose and used to drive a single propeller. The laterally mounted SAL 9A2c was retained and this engine still

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Above: S.M.2. SHAA 0103. Below: S.M.2. SHAA 0112.

drove two propellers through a complex transmission system. The wing span was enlarged, there were additional wing struts, and the undercarriage was reinforced. The airplane was intended for the S2 ground attack role. The crew was

reduced to two, the nose gunner's position having been displaced by the additional engine. The airplane was tested in 1918 but there were serious problems with the engine cooling system, and only a single S.M.2 was built.

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Salmson 2 y late 1916 it was clear that the Salmson-Moineau S.M.IA3 was a failure and Emile Salmson went back to the drawing board. His next design was a two-seat reconnaissance biplane that was as conventional as the S.M. 1 had been radical. Powered by a 130 hp Clerget rotary, the Salmson D was of wood and fabric construction, but was exceptionally sturdy and gave a respectable performance-though not good enough for French orricials to be impressed. Nevertheless, the design was developed further around the newly introduced Salmson Canton-Unne 9Za 260 hp nine-cylinder water-cooled radial engine. Both the engine and solid airframe that housed it proved to be of unsurpassed reliability and the prototype Salmson 2A2 was accepted for full production by the Aviation Mi/icaire. The following test results were recorded on 29 April 1917 by the STAe: Maximum Speed Time to Climb 1,000 m in 3 min. 10 seconds 187 km/h at 2,000 m 2,000 m in 6 min. 45 seconds 185 km/h at 3,000 m 3,000 m in 11 min. 15 seconds 177.5 km/h at 4,000 m 4,000 m in 17 min. 40 seconds 168 krn/h at 5,000 m 5,000 m in 27 min. 30 seconds The test pilot expressed satisfaction with the Salmson 2 but noted that the nose tended to hunt in pitch when coming out of a turn. In fact, of all the prototypes produced by the French aircraft manufacturers in late 1916, only two were to prove successful: the Breguet 14 and the Salmson 2 (military designation 2A2). The Salmson 2A2 went into production in the latter half of 1917 and was immediately successful in the reconnaissance role, being almost as fast as a fighter and capable of carrying the operational load which had become a necessity by 1917. The Salmson 2A2 and Breguet 14 replaced the A.R. and Sopwith 1 '12 Strutter in the escadrilles. The A.R.l and A.R.2 were underpowered and never a success, and the Sopwith 1 '12 Strutter was delayed in entering French service so that it was soon outclassed; it was too fragile and had an inadequate payload for 1917. Fifty-five escadrilles were to be equipped with the

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Salmson 2A2 (see escadrille section for details). Of conventional construction, the Salmson 2A2 featured a rounded fuselage and distinctive circular cowling with its ample cooling louvers and "bumps" necessary for the bulky radial engine. The engine was mounted on two metal fittings held by a U-shaped support. This "spider" was then bolted to the fuselage longerons. Exhaust was collected from the nine cylinders and carried to a circular collector ring fitted around the radiator. This collector had only two outlets. The radiator had a peculiar venetian blind shutter arrangement. It comprised a series of radial metal blades which could be rotated to allow cooling air to enter the radiator. Stringers

and formers made the circular frontal contours flow back down the rectangular ash-framed, wire-braced, fabric-covered fuselage to a vertical knife-edge at the rear. Sheet aluminum panels covered the fuselage from a point midway between the wings to the engine cowling and allowed access to the engine and ancillary items. The rest of the fuselage was fabric covered. The equispan wings were mounted with 2.5 degrees of dihedral but no stagger or sweep back. The wings were of normal wood and fabric construction around two hollow spruce spars with a thin wood trailing edge. The leading edge was covered with spruce back to the front spar. The ribs were of ply. Ailerons were fitted to both planes, those on the upper wing having

Above and below: SAL 18 was formed from C 18 in January 1918. Aircraft NO.3 serial 94X shows the insignia and large white numerals applied by this escadrille. J. Guttman.

15 Salmson 2A2 biplanes under construction. SHAA 379.791 via J. Guttman. inverse taper. Construction was similar to the wings with a steel tube trailing edge. The rudder and one piece elevator were constructed of steel tube and heavily braced by struts above and below the fuselage. There were no fixed tail surfaces. Despite this the aircraft was able to be trimmed by means of controls rotating the main elevator spar to change its angle of incidence. A strong undercarriage of three struts, attached to the motor mount and rear spar, completed the robust structure. The articulated axle used bungee cord as shock absorber. The pilot sat under the leading edge of the upper wing and had a large headrest behind his cockpit. The fuel tank was placed between the pilot and observer's cockpits, the observer being located behind the wings. This was the one feature which marred an otherwise brilliant fighting machine. The wide separation of the observer and pilot which made communication between the pilot and observer/gunner difficult, especially in the heat of combat. The crew communicated by means of a speaking tube. evertheless, the type gave a good accoum of itself. It was a sturdy machine capable of absorbing a considerable amount of punishment, as Captain Phillip R. Babcock of the 88th Aero Squadron has recorded: "The Salmson was a damn good airplane. It sounded like a bunch of tin cans on the end of a string, but they could shoot all kinds of holes in it and it would still run ... It handled very nicely; a wellmade airplane, very dependable." The type's principal role was reconnaissance, for which duty it had provision to mount a camera which was aimed through a trap door in the floor of the rear cockpit. There was room for only 48 photographic plates, which meant that only a relatively limited area could be photographed. The armamem consisted of a fixed, synchronized 7.7 mm Vickers, slightly offset to port within easy reach of the pilot and twin 7.7 mm Lewis guns of French manufacture on either a French T03 or British 'Scarff ring mouming. In August 1918 it seemed that there would be a serious shortage of Vickers guns and Salmsons were delivered with mounts for Marlin guns; however, it is not known if these were fitted or used operationally. The report of Ll. Evan Mathis, Armamem Officer of the I Corps Observa-

tion Group, noted that the Salmsons supplied to the American Expeditionary Force (AEF) US Army's squadrons were equipped with modified ground Lewis guns made by the Savage Arms Co. These had been modified in France and were apparemly old as they could be seen to have been "much abused." In the first few days of fighting on the Chateau-Thierry front untold trouble was experienced with these guns. They had to be abandoned and French 0.303 Lewis guns substituted. The American-made air-type Lewis was eventually supplied for all types of US aircraft. Sometimes a camera was fitted to the observer's gun mouming for special oblique photographs. In these circumstances the pilot's gun was the only arma-

ment. The almson suffered less vibration than the Liberty D.HA and needed less attention to the radio. In addition to its regular duties, the Salmson could be pressed into service as a light bomber with underwing racks for up to 24 fragmentation bombs. The Salmson 2A2 biplanes were described as retaining their qualities of speed, climb, and maneuverability at altitude, enabling them to out-distance Albatros and Pfalz scouts. The Fokker D.VII had a considerable advantage in climbing speed over the Salmson; however, the horizontal speed of the latter at altitude enabled it to break off combat at will. To the imrinsic virtues of his robust airplane, Salmson added the innovation of

16 Front view of the radiator of the Salmson Canton-Unne 9Za 260 hp ninecylinder water-cooled radial engine showing louvre detail and the numerous bulges associated with this engine. SHAA 382.3124 via J. Guttman.

Detail of the Salmson 2A2 gun mount with twin Lewis guns fitted. J. Guttman.

self-sealing fuel tanks, whose insides were Iiiled with a sheet of sponge rubber which would close the hole left by a bullet. This was a welcome feature indeed when fire was a constant hazard and airmen had no parachutes. Capt. Everett R. Cook, commander of the 91st Aero Squadron, AEF, regarded the Salmson as "the best two-seated plane on the from," and one of the principal reasons was its fuel tanks, which he described in further detail: "There is no record of a Salmson ever having caught fire. This is due to the gas tank being enclosed with a shield of rubber about an eighth of an inch thick, over which was a strong wire mesh covering. In combat we soon learned that if a bullet hit the gas tank, the wire mesh slowed the bullet, and then the flame caused by friclion was extinguished when passing through the rubber covering of the gas tank, which eliminated the main reasons for a plane being set on fire. I know of no other plane having this construction at that time. Fear of fire was probably the greatest morale obstacle one had to get over, and this plane built up great confidence." Cook has overstated the advantages of the self-sealing fuel tank as there are many recorded instances of the Salmson catching fire in the air. On 12 September 1918, Lt. Harry Aldrich and Lt. David Ker in Salmson 2A2 3203 (Aircraft 0.15) of the 1st Aero Squadron were attacked by enemy fighters. The Salmson was set on fire and plunged towards the ground. The fuel tank blew up while the aircraft was a few feet above the ground. Aldrich was thrown clear by the explosion. He would have been killed if the force of the explosion had not broken his fall. Although wounded in the legs and badly burned, he survived while Ker was killed in the flaming wreck. Cook was not overstating the facts when he lauded the Salmson for its sturdiness: "The speed of our Salmson planes was about 110 miles per hour. In a dive we could get up to 250 miles an hour, and as our plane was very strong, we were flying without fighter escort, it was not un usual for us to get to the maximum speed trying

17

The detachable panels to the Salmson fuselage allowed access to the engine bay and associated equipment. The official Signal Corps caption states that this is a Type "3U 5" belt driven installation to the generator. Photograph taken on 2 July 1918, at the First American Aviation Acceptance Park, Orly, Paris, France. Note the footstep under the panel location, exhaust pipe and double-punched louvers. Credit: National Archives 111-SC-32653. to get away from a group of German

fighter airplanes. We were invariably outnumbered by planes which were lighter and more maneuverable." The robustness of the design was illustrated during the auempt by the US to wipe out the St. Mihiel salient. Lt. Coles of the 91st Aero Squadron lost half of both lower wings to an Archie burst, making the machine almost unmanageable. However, he was able to bring the aircraft back to a safe landing. It was Coles' first

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trip over the lines. He was not so lucky on 15 September when he was flying escort in a formation of four of the squadron's Salmsons. Auacked by six Pfalz scouts, Coles was hit in the neck. He immediately made for the lines so that he could land his observer before he fainted from loss of blood. This he succeeded to do, his injury keeping him out of the air for about six weeks. The Salmson built up an enviable combat record.

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3,200 Salmson 2A2 biplanes were produced in 1918, 2,200 by Salmson and the rest from Lalecoere, Hanriot, and Desfontaines. The type underwent remarkably little modifi ation during its career. Modifications enabled it to carry a 230 kg (510 lb.) bomb load for ground attack. Latecoere produced the Type 2 which was a 2A2 modified to suit their construction process. Gnly six were

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4

Production and Modifications

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The Salmson 2A2 and SPAD 11/16 were the two best looking French two-seaters of 1918, however the SPAD never achieved the potential of its single-seat brethren. Shown here are Salmsons of an unknown unit with SPAD 11 aircraft of SPA 42. SHAA 883.5702 via J. Guttman.

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Salmson 2A2, aircraft No.4 of SAL 16. The serial appears to be 251. This unit used A.R. biplanes until February 1918 when it received its first ten Salmsons. Note how the aluminium in the dope gives a sheen to the camouflage colors. SHAA B78.1525 and B78.1510 via J. Guttman.

produced. Another modification by Latecoere was a torpedo carrying version, but no production was undertaken. The Salmson 2D2 was a dual training version with power provided by a 130 hp Clerget 9B rotary engine. Several were constructed in 1917. Early aircraft had small blisters on the motor-driven generator cover. This was noticeably larger on later Salmsons produced after mid-1918. The metal fuselage panels were liberally punched with louvres. On early aircraft they were single punched, while on later aircraft they were double punched, probably to assist with cooling problems." Unlike the Breguet 14, the Salmson did not remain in the Aviation Militaire for long after the Armistice. The Salmson 2A2 was phased out of service in 1920, being

replaced in the reconnaissance role by the Salmson 7A2 and, more especially overseas, by the Breguet 14A2. Although phased out of military service, war surplus Salmson 2A2 biplanes, as well as Breguets, were bought up by civilian companies and modified for use as passenger carriers and mail planes (though their limited passenger carrying capacity restricted their profitability as airliners). Pierre G Latecoere founded Lignes Aeriennes Latecoere in 1918. The route Latecoere pioneered was to eventually link Paris with Santiago in Chile. The first step was a proving flight from Toulouse to Barcelona. Much of the early flying was done with Salmson 2A2 and Breguet 14 biplanes built or converted by Latecoere.

The Salmson 2A2 in French Service By 1918 every French group, whether fighter, bomber, or reconnaissance, had its own photo section. The visual results of each mission could be developed, printed, and distributed to advance frOIll-line forces within a few hours of a plane's return. The development and growing importance of photo-reconnaissance can be deduced from the fact that 48,000 photos were taken by French aircraft in 1914 and 1915; 293,000 in 1916; 474,000 in 1917; and 675,000 in 1918. December 1917, saw Escadrilles 51, 33, and 32 became the first escadrilles to be equipped with the new Salmson reconnaissance biplane. In addition to general

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Personnel of SAL 1 pose with USAS members in front of one of the escadrille's Salmson 2A2 biplanes (serial 52) at Dogneville, August 1918. From left to right: Lt. Jefferson Hayes Davis, Le Large, lilt. Clarence C. Kahle, Du Moustier, Woeflin, Weyl, Le Ray, Rouen, Woeflin, lilt. Lyle S. Powell, Berlioz, 2/lt. Frank A. Llewelyn, 2/lt. Roland H. Neel, Barot, Nicole, lilt. Raymond C. Hill. SHAA B84.506 via J. Guttman.

reconnaissance units, some Salmsons served in specialized units, called Sections Artillerie Lourdes, which were primarily responsible for directing heavy artillery fire. Their acronym of S.A.L. was to be the cause of some confusion among aviation historians in later year, since fully

equipped Salmson escadrilles bore the prefix SAL. Simply put, a SAL escadrille would be primarily or exclusively equipped with the Salmson, but a S.A.L. might bejust as likely to use Breguet 14A2, Caudron R.4A3, Letord 5A3, Sopwith lA2, or A.R.2A2 biplanes as the Salmson 2A2.

While their long-range photo-reconnaissance duties often compelled the Salmson crews to go in harm's way, and while there are numerous cases of their having to fight their way home through enemy fighters, no French Salmson pilot or observer was credited with enough

Salmson 2A2 aircraft number 6 of SAL 14. The typography of the rudder suggests that this is aircraft serial 430; however, the inboard location of the black "footprint" on the upper starboard wing suggests that this aircraft was manufactured by Latecoere in the 430X range. Whether the wing or rudder is a replacement item in not known. See the chapter on camouflage for more details. SHAA B82.2822 via J. Guttman.

20

Right: Aircraft No.1 of SAL 18. Note the position of the pilot. The nose is painted white around the radiator shell. The pennant on the rear inner strut is also noteworthy. J. Guttman.

Above: Salmson 2A2 1680, aircraft 7 of SAL 32, demonstrates the vagrancies of the French five-color camouflage scheme. In this photograph the aircraft appears to be a uniform dark color over much of the fuselage. SHAA B86.4268 via J. Guttman.

Right: Salmson 2A2 of an unknown unit. Note the lack of gun ring and wheel covers, unusual camouflage, and dress of occupants of rear cockpit. This may be a post-war photograph. SHAA B79483 via J. Guttman.

21

Magnificent photo of Salmson 2A2 44X, Aircraft No.10 of SAL 28. The double interplane bracing wires were separated by wooden spacers and bound with tape as is evident in this view. SHAA B82.670 via J. Guttman.

Salmson 2A2 of an unknown escadrille. The unit insignia is a leaping lion with the motto "Cave et Aude." Note location of Poser Ou Lever lei legend. SHAA B79481 via J. Guttman.

confirmed victories to rate as an ace. In contrast, several pilots and gunriers scored five or more victories in Breguet 14B2 bombers, but a reasonable explanation can be made for that discrepancy. While tbe Salmson and Breguet 14A2 reconnaissance planes darted over the lines alone or in small fligbts on their intelligence gathering missions, the Breguet 14B2 bombers lumbered into German territory in large

formations, almost invariably allracting concentrations of enemy fighters and provoking a sprawling air battle. Moreover, even if the victim of a Breguet 14B2 crew (or flight) fell in German lines, tbere were plenty of witnesses to confirm the claim, while often a Jone Salmson's antagonist fell too far in enemy territory for front-line allied troops to see tbe outcome. In any case, French reconnais-

sance crews were generally content to carry out tbeir assigned duty, leaving the task of winning air superiority to tbe fighter pilots. Sucb would not be the case with their American colleagues, who would use tbe Salmson in a more aggressive manner. That, and less strict American confirmation standards, would result in a number of USAS Salmson aircrew allaining ace status.

22

Salmson 2A2 of an unknown unit. The individual aircraft number appears to be the numeral 2. The radiator shell is painted in segments. SHAA 3869250 via J. Guttman. There is little recorded on the exploits of French crews of the Salmson 2A2. lilt. Percival G Hart, an observer in the 135th Aero Squadron on the D.HA Liberty plane, served with the French escadrille SAL 40 while the AEF built up their supplies and personnel to the point where they could field their own squadrons. Hart recalled that a Captain Denne's Salmson was attacked by Fokkers with the captain being shot through the chest and killed. The observer was not injured and as the aircraft began to fall, he climbed out of his cockpit across the space between the two cockpits and scrambled into the pilot's cockpit. Even though he had never piloted an aircraft before, he sat on the dead man's lap and safely landed the Salmson. While this story may be apocryphal, it shows the

esteem in which the Salmson 2A2 was held. Mention must be made of one other French Salmson, a "war orphan," which was found and "adopted" into Belgium service by the commander of the 4th Escadrille based at Hondschote.

French Escadrille Use of the Salmson 2A2 SAL t which had previously used A.R.ls, was re-equipped with Salmson 2s in January 1918. At that time it was assigned to the 3rd C.A. and based at Belfort. The unit saw action in the Second Battle of Picardie and flew reconnaissance, artillery spotting, and leaflet-dropping sorties in the vicinity of Alsace. SAL 1 supported both

the 17th CA. and the 1st American Army during the Saint Mihiel offensive. The escadrille's main task during this time was reconnaissance over the front. In 1920 SAL 1 became the 5th Escadrille of the 4th RAO at Bourget. SAL 4, created in February 1918 and assigned to the 3rd CA. It was initially based at La Cheppe and subsequently moved to Couey and Goussancourt. At the time of the Armistice it was based at Manoncourt. After serving as part of the occupation force, SAL 4 was disbanded in July 1919. SAL 5, formed from SOP 5 in July 1918. Commanded by Capitaine de Peyronnet, AL 5 was assigned to the 6th CA. until disbanded in August 1919. SAL 6, formed in December 1916 when

Salmson 2A2 in what appears to be the insignia of BR 272; however, the Breguets in the line up do not carry a unit insignia! The Salmson carries an individual marking of interlocked rings which are repeated on the top of the fuselage. This aircraft is from the 53X or 53XX production blocks. SHAA B84.532 via J. Guttman.

23

Salmson 2A2 in markings of SPA 102, a fighter-reconnaissance escadrille that is known to have used Nieuport 17C1, SPAD 7C1, 11 A2, and 13C1 biplanes. This aircraft is thought to be in aluminum dope with metal panels. metal panels were left natural and displayed a marked turning effect. SHAA 383.53 via J. Guttman.

French Salmson 2A2 in early color scheme. This aircraft is being painted in what appears to be the insignia of escadrille SPA 102. Note the colored radiator cowl. The absence of any stencil markings is unusual. There appears to be a large ventral fairing under the fuselage between the cockpits. USAF Museum via R. Cavanagh.

24 Left: Salmson 2A2 of SAL 61, note the fuselage bands of this escadrille. The photograph was taken at Ansacq in May 1918. The two personnel identified in the photograph, 2/Lt. Martin and 2/Lt. Roy, were killed on 31 May and 16 August 1918, respectively. SHAA B86.370 via J. Guttman.

Above: Unusual placement of individual number on elevator of Salmson 2A2 817. This aircraft was assigned to SAL 14 where it was flown by Lt. LaPointe. It was on hand on 2 June 1918. Note the mounting for a Lewis gun on the upper wing center section. J.M. Bruce/G.S. Leslie collection.

C 6 gave up its GAs for six Salmson 2s (and three Sopwith 1 1/2 Strutters). Assigned to the 18th C.A. and commanded by Lieutenant Latour, it was disbanded in July 1919. SAL 8. formed from AR 8 (with A.R.ls and 2s) in February 1918. It was commanded by Lieutenant Wiedeman and assigned to the 11th C.A. The unit ended the war at La Cheppe under the command of 5th Armee. SAL 8 was disbanded in December 1919. SAL 10. formed from C lOin September 1918 when it re-equipped with seven Salmson 2s. The unit remained attached to the 35th C.A. under command of Capitaine pene. After the Armistice SAL 10 was assigned to the 3rd Armee. It was redesignated the 2nd Escadrille of the 31 st Escadre in January 1920. SAL 13, formed from SOP 13 in early 1918.lt was assigned to 15th C.A. and was active in the 2nd Armee sector. SAL 13 was under command of Capitaine Pecquet. In ovember it was assigned to the 1st Armee. The unit was disbanded in July 1919. SAL 14 converted from A.R.ls to Salmson 2s in mid-I9I8 around the time of the

Salmson flown by Georges Leclere of SAL 33. Note that the rudder contains no serial or other marking, indicating that it is a replacement item. The wide form of the T.S.F. legend on the forward fuselage indicates Latecoere manufacture. SHAA B77 .1636 via J. Guttman.

25

Salmson 2A2 504 of SAL 259 at Luneville. The unit was formed from AR 259 in May 1918. Unusually, a letter rather than a number is used as individual identification. SHAA 386.9250 via J. Guttman. Third BarrIe of Flanders. Moving to the vicinity of Champagne on 15 July, it participated in the Battles of the Marne and Picardie from July to September 1918 under the command of Capitaine Dezerville. The escadrille was assigned to the 46th D.l. At the end of the war, it was

based at Ie Meuse under command of the 1st Armee. It became the 3rd Escadrille of the 4th RAO in January 1920. SAL 16, created from AR 16 in February 1918 when ten Salmson 2s were given to the escadrille. Assigned to the 10th Armee and under command of Lieutenant

Boudreaux, SAL 16 was active over the Italian front. After leaving Italy in March, it moved to Plessis-Belleville to participate in the Battle of Picardie. A month later SAL 16 moved to Bovelles. At the war's end, the escadrille was based at Coucy-Ies-Eppes. It was disbanded in July 1919.

This Salmson 2A2 appears to bear the unit markings of SAL 61; however, this has not been confirmed. It was photographed at Warfvillers, France, 25 May, 1918. The wheel disc and radiator shell are also painted in interesting markings. The mechanic on the wing appears to be working on the radio generator. National Archives 111-SC-14204 via J. Guttman.

26 Salmson 2 A2 Two-Seat Reconnaissance Aircraft with 230-hp Salmson 9Za pan 11.750 m; length 8.500 m; heighL 2.90 m; wing area 37.270 sq. m Empl \ I. 780 kg; loaded WI. 1,290 kg Max. peed: sea Ie el 188 km/h 2,000111 186 km/h 3,000 m 181 km/h 4,000 m 173 km/h 5.000 m 168 km/h limb: 1.000 m 3 min. 18 sec. 2,000 m 7 min. 13 sec. 4,000 m 17 min. 20 sec. 5,000 m 27 min. 30 sec. eiling 6,250 m; range 500 km Armament: one synchronized Vickers 7.7-ml11 machine gun and two ringmounLed 7.7-mm Lewis machine guns A LOLal of 3,200 were builL Left: Salmson 2A2 of SAL 39. SHAA 887.1151 via J. Guttman.

Early Salmson 2A2 with plain aluminum finish. A. Toelle.

SAL 17, creaLed from SOP 17 in mid-1918. Assigned LO the 1st CA., il was based in the 10th Armee sector. SAL 17 was particularly aCLive in the Battle of Chemin des Dames. In July iL participated in the Second BaILie of the Marne. PosLwar, SAL 17 served as part of the occupaLion force in Germany and was based at les Vosges and Mayence. It became the 6th Escadrille of the 5th RAO in January 1920. SAL 18, formed from C 18 in January

1918. It was supplied with seven Salmson 2s and was assigned to the 30th C.A. SAL 18 was active during the battle of Aisne in May and the Marne in July. It also participated in the baILles of Picardie (August) and Vauxaillon (SepLember). After the war it was based aL Lys and Lhen Escaul (Belgium). It was redesignaLed the 4Lh Escadrille of the 4th RAO in January 1920. SAL 19, formed from AR 19 in April 1918. The unit had ten Salmson 2s and was

assigned to the 13th CA. 11 was based in the 5Lh Armee's sector at the war's end. Tn January 1920 SAL 19 became the 4th Escadrille of the 33rd RAO. SAL22, created from AR 22 in May 1918. The escadrille had ten Salmson 2s (known serials were 619, 682, 5 037, 3 0833, and 3 10l). Assigned to the 12Lh CA., iL was active in the BaILie of Piave. SAL 22 was frcquemly used in the lighL bomber role and served on the Italian front umil the

27

Salmson 2A2 of SAL 32. The escadrille was assigned to the 10th c.A. and was initially based at Montdidier. SHAA 876.1736.

Salmson 2A2 of SAL 33; serial number 49X. The pilot's name was Delavenne. MA23874.

Salmson 2A2 serial number 513.891.6141.

The uncamouflaged Salmson 2A2 of Col. Hamonic, SAL 122 at 8elfort in the winter of 1917-1918. Note the metal access panel at the rear of the fuselage. SHAA MA7779.

28 This remarkable photograph shows the camouflage pattern to advantage. This Salmson 2A2 may belong to SAL 52. The individual numeral "6" is painted on the center section. The black "footprint" touching the cockade as well as the T.S.F. legend at the wingtips identifies this as a e.G.O.-manufactured aircraft. SHAA B83.5738 via J. Guttman.

A hangar full of Salmsons, the nearest belonging to SAL 33. Aircraft No.1 0 has the numeral repeated on the top fuselage decking. Note the variation in the tonal values of the camouflage dopes. This is probably a postwar photo. SHAA B892930 via J. Guttman.

Armistice with Austro-Hungary. It was disbanded in April 1919. SAL 24, [armed [rom SOP 24 in March 1918. Assigned to the 2nd CA., it was disbanded in January 1920. SAL 27, [armed [rom C 4 in 1918. Assigned to the 21st CA., it participated in

the aerial battles over the Marne, Chemin des Dames, and Champagne. At the War's end SAL 27 was based at Seraincourt. In January 1920 it be arne the 6th Escadrille o[ the 3rd RAO. SAL 28, [armed from SOP 28 in early 1918 under the command of Lieutenant

Seyer. Assigned to the 2nd CA., SAL 28 was active during the Battles of Picardie and Saint-Mihie!. It ended the war at Frescaty and was disbanded in July 1919. SAL 30, created from C 30 in April 1918 when it gave up its G.6s for ten Salmson 2s. Known serial numbers include 572,

29 This captured Salmson 2A2 has its French markings overpainted with German insignia. SHAA 884.2522 via J. Guttman.

French Salmson 2A2 5351 of escadrille SAL 74 looks the worse for wear. Note the slack fabric on the starboard lower wing. USAF Museum via R. Cavanagh.

573, 583, 718, 854, 3025, 30129, and 4111. Assigned to the 1st C.C., the unit was commanded by Lieutenant Mendigal. It was disbanded in December 1918. SAL 32, formed from AR 32 in February 1918. It was assigned to the 10th C.A. and was initially based at Montdidier. SAl 32 was commanded by Capitaine Sourdillon. After a brief rest period in September, the unit was preparing to participate in the Lorraine offensive when the war ended. Based at Alsace at the war's end, SAL 32 became the 3rd Escadrille of the 5th RAO in January 1920. SAL 33, created from AR 33 in December 1917 and assigned to the 9th C.A. It was active in the Battle of Artois in August based at Montdidier. It moved to Faucoucourt in September, and spotted for artillery fj re a t Argonne. The escadrille moved to Auve at the war's end. It became the 3rd Escadrille of the 3rd RAO in January 1920. SAL 39, formed from SOP 39 in February 1918 and assigned to the 38th C.A. It became the 16th Escadrille of the 31st RAO in 1921.

SAL 40, formed from AR 40 in March 1918 when ten Salmson 2s were assigned. It was assigned to the 4th C.A. and was disbanded in March 1919. SAL 41, created from AR 41 in June 1918 when ten Salmson 2s were assigned. It was assigned to the 32nd C.A. Postwar, SAL 41 participated in the occupation of Germany and was based at Saarrbruck. It was disbanded in Ma rch 1919. SAL 47 had only a brief existence. Assigned to the 2nd C.C., C 47 replaced its G.6s with Salmson 2s and Sopwith 1 '12 Strutters to become escadrille SAL 47 in December 1917. It subsequently received SPAD lis later that month to become SPABi 47. SAL 50, created from AR 50 in February 1918. It had seven Salmson 2s and three Letords. Assigned to the 16th C.A., it was disbanded in March 1919. SAL 51, formed from SOP 51 in December 1917. Assigned to the 1st C.A.C., it was disbanded in July 1919. SAL 52, created in March 1918 from AR 52. It was given ten Salmson 2s and assigned to the 38th D.l. The escadrille

suffered heavy losses: a dozen pilots and observers were injured or killed. However, SAL 52 also recorded two aerial victories during this time. Postwar the escadrille was based at Fougerolles and later Colmar. On 20 January 1920 it became the 4th Escadrille of the 5th RAO. SAL 56, created from C 56 in March 1918. Its G.6s were replaced by seven Salmson 2s and three Letords. SAL 56 was assigned to the 17th C.A.; based in the Douaumont sector, it participated in the pursuit of the retreating Germans during the French offensives of 1918. The unit became the 8th Escadrille of the 3rd RAO in January of 1920 SAL 58, created from AR 58 in February 1918 when it was sent ten Salmson 2s. Assigned to the 73rd D.l., it was active during the Battle of the Somme in April. It was based at Meaux in early June and subsequently moved to Le Ferte-Gaucher, where it was active over the Marne. It later moved to Verdun and then Baccarat, where it was based at the time of the Armistice. SAL 58 was disbanded in December 1918.

30

Above: Salmson 2A2 aircraft number 2, serial 22X, of an unknown unit. MA 15423.

Right: French Salmson 2A2 serial 381 of SAL 28. Both ailerons on the upper wing appear to be replacements and the cockades have not been extended as yet. Via C. Schaedel.

Below: Salmson 2A2 serial number 637 of SAL 59. This escadrille was assigned to the 10th Corps d'Armee. MA 17378.

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31

Above: French Salmson 2A2 from SAL 28. A. Toelle.

Left: An American officer with the crew of a French Salmson 2A2 from SAL 28. G. Van Wyngarden via J. Guttman.

SAL 59, formed from AR 59 in April 1918 with ten Salmson 2s. Assigned to the 10th C.A., the escadrille was sent La Poland after the war and became the 10th Escadrille of the 6th RAO in January 1920. SAL 61, formed from SOP 61 in early 1918. lL a signed La the 34th C.A. and based at Bouleuse in the vicinity of the Marne. Later it moved La Resny (Oise) and panicipated in the Ballies of Picardie (March) and the Somme (Augu t). SAL 61 was sent to Belgium at the war's end. It was disbanded in March 1919. SAL 70, created from AR 70 in April 1918. Assigned La the 20th C.A., it was initially based at Dugny but soon moved to Etampes. It was disbanded in April 1919. SAL 71, formed from AR 71 in April 1918 with ten almson 2s. lL was based at Dugny

and was assigned to the 5th C.A. It was disbanded in February 1919. SAL 72, created in March 1918 when AR 72 received ten Salmson 2s. It was based at Plessis-Belleville and was assigned to the 7th C.A. It was disbanded in April 1919. SAL 74, created from C 74 in April 1918. It was based at Esquennoy near the Somme and was assigned La the 36th C.A. Seven Salmson 2s (and possibly some SPAD 7s) were assigned La the unit, which subsequently moved to the Dunkerque region. By June 1918 it was based near Nancy. SAL 74 was disbanded in March 1919. SAL 105, created from SOP 105 in early 1918. It was as igned La the 5th C.A. and was active in the Ballies of the Aisne (May/June), Champagne (July), and the

Marne, erre, and Meuse. It became the 4th Escadrille of the 7th RAO in January 1920. SAL 106, formed from SOP 106 in May 1918. SAL 122, formed from C 122 (equipped with Caudron G.6s) in OCLaber 1917. The first escadrille La be re-equipped with the Salmson 2A2, it was assigned La the 32nd Corps d'Armee. It was disbanded in March 1919. SAL 203, formed from AR 203 in February 1918. Assigned to the S.A.L 2nd Armee, it was active over oyon and SaintQuentin in August. In January 1920, SAL 203 became the 4th Escadrille Levant of the 1st RAO. SAL 204, formed from SOP 204 in February 1918. It was attached to the S.A.L. of the 2nd Armee. It was disbanded almost exactly one year later. SAL 225, created from C 225 (with G.6s) in late 1917. It was assigned as a S.A.L. unit for the 5th Armee and helped La spot for long-range artillery fire. It was disbanded in March 1919. SAL 230, formed from AR 230 in March 1918 as an S.A.L. unit for the 5th Armee. It was disbanded in March 1919. SAL 251, formed from SOP 251 in August 1918. It was assigned to the 11th C.A. under command of Lieutenant Delavigne. It was disbanded in February 1919.

32 SAL 252, formed from SOP 252 in May 1918. It was assigned to the 21 st C.A. and was disbanded in March 1919. SAL 253, formed from AR 253 in May 1918. Assigned to the 20th C.A., it was disbanded in April 1919. SAL 254, formed from AR 254 in August 1918. It was assigned to the 12th C.A. and was based at Verona on the Italian from and later moved to Nove. 1t participated in the French breakthrough at Piave in October. Sal 254 was disbanded in April 1919. SAL 256, formed from AR 256 in May 1918 and assigned to the 9th C.A. SAL 256 was disbanded in April 1918. SAL 259, formed from AR 259 in May 1918. Assigned to the 7th C.A., it was based at Ormeaux, where it [lew reconnaissance sorties before the Second Battle of the Marne. After participating in the French counter-offensives during the summer, it was active in the offensives near oyon, based in the vicinity of Blerancourt and Audignicourl. The

escadrille was particularly active over the Coucy forest during the French drive to the Hindenburg line. Moving to an airfield at Bray-Dunes, SAL 259 participated in the Flanders offensive and was later active over Lys and l'Es aut. At the end of the war, it was active in Belgium. It was disbanded in April 1919. SAL 262, formed from AR 262 in July 1918 and assigned to the 8th .A. The unit quickly saw action during the German offensive at Champagne. It later performed low-altitude reconnaissance during the Battle of Saint-Quentin from 27 September to 10 October. The unit remained assigned to the 8th C.A. until disbanded in February 1919. SAL 263, formed from SOP 263 in May 1918 and assigned to the 14th C.A. The unit was disbanded in early 1919. SAL 264, formed from AR 264 in August 1918, and assigned to the 13th C.A.lt was active over the Vesle, Aisne, and Meuse, where its Salmson 2s were used for lowaltitude reconnaissance and strafing. After

serving as pan of the German occupation force at Gosenheim-Mayence, SAL 264 was disbanded in March 1919. SAL 270, formed from SOP 270 in July 1918. Assigned to the 15th .A., it was disbanded in April 1919. SAL 273, formed from SOP 273 in June 19 I8. Assigned to the 38th C.A., it was disbanded'in March 1919. SAL 277, formed from SOP 277 in May 1918. Assigned to the 2nd C.A.C. and commanded by Lieutenant Lellouche, it participated in the Battle of aim-Mihie!. The unit was cited for its action during the Battle. It was based at Metz-Frescaty at the war's end. Postwar it moved to Many and later Tours. SAL 277 became the 7th Escadrille of the 1st RAO. SAL 280, formed from SOP 280 in June 1918. Assigned to the 3rd C.A., it was disbanded in March 1919. SAL 288, formed from AR 288 in May 1918. Assigned to the 45th D.I., it was disbanded in February 1919.

Aircraft No.4 of the 244th Aero Squadron, 10 March 1918. The addition of the individual aircraft number to the lower surface of the bottom wing is unusual in this case as it retains its white boarder. There are no markings on the rudder. A profusion of bumps and louvers on the cowl panels provides cooling and clearance for the engine. The patch on the fuselage probably marks where the generator was removed to the starboard side. J. Guttman.

33

Above: Aircraft NO.16 (probably serial 1128) of the 1st Aero Squadron shows the upper surface camouflage to advantage. Note the position of the numerals on the upper wing, the tri-color stripe and the two dark (red?) bands on the centre section as well as the white radiator shell. The crew at the time of this incident were Richard 1. Pilling (pilot) and Francis W. De Haven (observer). Pilling album via G. Van Wyngarden.

left: Salmson 2A2 Aircraft No.O of the 1st Aero Squadron, the CO's aircraft. The dark overpainting behind the "0" shows that this aircraft has been renumbered, indicating a post-March 1919 date. Note tri-colored fuselage band. C. Andrews collection in the USAF Museum via G. Van Wyngarden.

/ Right: The crew of 2/lt. D.H. Arthur (left) and 2/lt. H.T. Fleeson were apparently claimed by Ltn.d.R. Hetze ot' Jasta 13, who claimed a Breguet on 12 September 1918. The Salmson returned safely and Hetze was not credited for this claim. This photograph was taken postArmistice. The crew are photographed by their Salmson 2A2 aircraft No.6, Old Carolina IV, which bears the tri-color stripe of the then commander, Arthur. B.S. Wright via A. Toelle.

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34

While the pilot, Major J.H. Reynolds, looks on, Lt. J.H. Snyder receives a French 1824 camera with Berthiot color lens. The 91st Aero Squadron's insignia displays the attention to detail the squadron artist took in applying the marking. National Archives 11-5(-22389 via J. Guttman.

The Salmson 2A2 in the AEF The Salmson SAL 2A2 was one of the aircraft types recommended for use by the AEF, however, squadrons had to make do with French built Sop with 1 1/2 Strutters and A.R. biplanes until the more advanced types were made available. Of the 705 Salmson 2A2 biplanes purchased by the US, 557 were dispatched to Zone of Advance-making the Salmson SAL 2A2 the most numerous observation plane in the USAS. The first 18 arrived in April 1918 and were used to replace A.R.ls and Sopwith 1 1/2 Strutters. The following lists the US AEF Squadrons that used the type and their insignias:

US Flag. 1st Aero: 12th Aero: Vulture clutching an artillery shell. 24th Aero: An eagle chasing a dachshund. 88th Aero: A cowboy on a bucking horse. 90th Aero: Lucky seven pair of dice. 91st Aero: A mounted knight with a lance chasing a red devil bearing a more-than-passing resemblance to Kaiser Wilhelm IT. 99th Aero: A buffalo. 104th Aero: A sitting sphinx. 168th Aero: A winged red devil. 258th Aero: Lion of Belfort. Typical of the problems faced by the American squadrons in introducing the Sa lmson was that of the 91 st Aero

Squadron. In late May 1918 they could not immediately undertake operations due to the inferior airscrews furnished by the French air park. Until suitable replacements could be obtained, the squadron limited patrols to along the lines in order to familiarize crews with the principal features of the area over which they would have to operate. According to its later commander, Everett R. Cook, "We had difficulties with the propellers on the Salmsons, and also with the spark plugs. As soon as these were replaced we began combat operations on June 3,1918." The 91st Aero Squadron also developed taerics in the war of camouflage and concealment on the Western Front. In

35

Above: Salmson 2A2 1312, Aircraft No.12 of the 1st Aero Squadron shows the placement of the numeral and the red and white stripes on the upper wing. This aircraft was assigned to the squadron on 21 November 1918. The US flag squadron insignia was authorised on 16 May 1918 in recognition of the unit's prior service in Mexico. Baucom via G. Williams. Left: 1/Lt. Byrne Baucom poses with aircraft No.17 of the 1st Aero Squadron. Note the placement of the aircraft number on the starboard upper wing and the wing stripes on the port wing. Also the absence of wheel covers and the snow on the ground. The fabric from the left fuselage in now in the collection of the Smithsonian. G.H. Williams via G. Van Wyngarden. order for the Salmsons to be over the lines to view troop movemeI1lS, it was necessary for the aircraft to leave before dawn as the Germans had learnt to carry out these maneuvers at night. If the Salmsons were over their objective at first light they were often able to pick up the tail end of such movements. The aircraft could not keep formation in the dark so if formations of three or four planes were sent out they could not achieve their objectives in time to obtain any information of value. The procedure of dispatching single planes proved most satisfactory, the aircraft re onnoitering the area and being on its way back to base by the time the enemy could climb to give combat. Cook described a typical mission thus: "The average length of combat flight was limited by the amoulll of ga oline our tanks would carry, a limit of about two and half hours flying. As we usually flew at an altitude of 12 to 16 thousand feet. it took just about half our gas supply to reach the altitude for which we usually aimed, that

of 15 thousand feel. We tried to fly at this altitude because we were usually unesconed by pursuit planes; and at this altitude it would take some time for the German planes to reach us." In the case of daylight reconnaissance at long range into enemy territory when no fighter cover could be provided, three or four aircraft were employed. Initially only the lead aircraft arried a camera, the others acting as protection and observing what they could. This method was nOl satisfactory as the whole mission would be aboned if the lead machine had to drop out due to mechanical failure, etc. The method was then modified with every aircraft in the formation carrying a camera and each to have its own mission. When the lead aircraft had completed its mission, it dropped back and its position was taken by another aircraft UI1lil each had completed their mission. The modified method had the disadvantage of the constalll hanging of leader and the breaking of the photographic mosai .

The final method was for the flight leader to keep his position and on completing his photographic run the next plane began to operate its camera. By this means the integrity of the formation was preserved, the mosaic was not broken and protection was given by the aircraft not taking photos. In this way the maximum value was gained for each mission. As Cook recalled: "We had no oxygen in those days, and all of us were tired most of the time. It was recognized only towards the end of the war that our headaches were aused by lack of oxygen. Whenever we could be spared, we were given three days leave of absence to recover. Most of it would be spent in the barracks or in ancy, which was about 20 miles away, unless one had enough money to go to Paris." 2/Ll. Merle R. Husted of the 91st Aero Squadron recorded that whenever low clouds forced him to fly under the clouds in order to get his photographs, the "Germans, of course, knew the height

36

Above: lilt. Arthur J. Coyle, CO of the 1st Aero Squadron, with his observer, 2/lt. James W. Corley, prepare to take off during the Battle of the Argonne. The radiator shell is white. Coyle collection via G. Williams.

left: Salmson 1331 was assigned to the 1st Aero Squadron on 17 November 1918. As aircraft No.2, it displays the addition of the aircraft number to the lower wing. The radiator shell is white. Richard 1. Pilling album via G. Van Wyngarden. left: The rudder striping indicates that this Salmson 2A2 is from an American unit but the insignia is unknown. The style of the numeral suggests an ex104th Aero Squadron aircraft. G. Van Wyngarden.

Above: Salmson 2A2 of the 91st Aero Squadron with a camera mounted on the gun ring. G. Van Wyngarden.

37 Left: This Salmson of the 1st Aero Squadron also carried the individual number "8." Possibly 1286, it was the mount of Lt. Erwin and Lt. Byrne V. Baucom. The name Jo 4 was carried on the port side. The fuselage fabric is now in the History of Aviation Collection at the University of Texas in Dallas. The red nose band is well illustrated. The individual is not identified. Photographed in Germany post-war. Baucom collection via G. Williams.

Jo 4 after a heavy landing. Note the cowling bands. University of Texas.

The same aircraft being salvaged. Note the cowl panels removed behind the exhaust collector ring, and the nine German crosses marked below the pilot's cockpit. This photograph was taken in Germany in 1919. Baucom collection via G. Williams.

of the clouds and were sending up quite a bit of shrapnel in our direction so I had to duck in and out of the clouds, position my plane over the target so that Moran (his observer) could snap the picture, and then du k back into the clouds before we got hit. .. We had no parachutes and if the engine quit or the plane fell apart you either rode it to the ground or jumped; but if you jumped you usually reached the ground before the airplane did." The 91st Aero Squadron was the most active army observation outfit. Based at Gondreville-sur-Meuse and commanded by Major John . Reynolds, the unit trained on A.R. biplanes. It finally received its complement of promised Salmsons in late May 1918. On 30 June, after several days of good weather, during which the 91st flew 42 hours over the lines and exposed 190 plates, the squadron received a letter of commendation from the commander of the French VUle Armee, General Henri H. Giraud. Cook summed up the Squadron's duties and its combat record: "Our squadron, the 91 st, was attached directly under Brigadier General William Mitchell to Major General John Joseph Pershing's headquarters at Souilly, on the main road to Verdun. We were designated a "long distance army observation squadron." Our work began five kilometers inside the German lines and back as far as our gasoline would carry us, then still wiggle out. The German did not follow us very far back across the lines, so, being usually in the neighborhood of 15,000 feet over enemy territory, when we were sure that no enemy planes were following us, we would idle our engines and glide back to our field which was within 25 miles of the lines. We went into actual combat service on June 3, 1918, and from then on we usually had from one to two or three flights a day. It depended on the weather." By the time of the Armistice the 91st

38

A.J. Coyle's Salmson 2A2 during the Battle of the Argonne. The 1st Aero Squadron insignia is well illustrated. Note white cross marked patches which denote bullet holes! A.J. Coyle's album via G. Van Wyngarden.

Aero Squadron had flown 252 visual and 108 photographic reconnaissance missions, during which it spent 1,045 hours flying a total of 25,380 kilometers behind enemy lines. In that time, the unit exposed 4,500 photographic plates, of which 3,700 produced useful negatives, from which 14,233 prints were made for Army use. The squadron engaged in 139 combats and was credited with 21 aerial victories. The squadron, whose full strength of flying personnel would normally be 18 pilots and 18 observers, paid for its success with 13 men killed in action, 13 wounded, and nine brought down as prisoners of war. Cook also added proudly: "By the end of World War I the 91 st personnel had received 15 U.S. Distinguished Service Crosses, six French Easterbrook, Powler, and Coyle standing by Aircraft No.O. Note the red, white, and blue fuselage stripe and the upper wing stripes. See the chapter on camouflage for the orders relating to these marking. R. Royce Collection/USAF Museum via R. Cavanagh.

Croix de Guerre with palm, and one squadron Unit Decoration of the Croix de Guerre with palm. Our squadron was one of only three U.S. squadrons receiving this decoration. Seven of the original 18 pilots were eventually made squadron commanders." On 5 September Major John N. Reynolds was put in command of the First Army Observation Group to which two additional squadrons were added: the

24th, equipped with the Salmson 2A2, and the 9th, which was equipped with the Breguet 14A2 and primarily employed in night reconnaissance missions. liLt. Everett Cook replaced Reynolds as commander of the 91st, while another 91st man, liLt. Maury Hill, had been put in command of the 24th the day before. The activities of the 90th Aero Squadron, which received its first Salmsons on 19 July 1918, typified those

39 A youthfu I Easterbrook of the 1st Aero Squadron poses with a Salmson 2A2. Note the white radiator shell and the radial radiator shutters. G.H. Williams.

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of the corps observation units and also demonstrated the traits what made the Salmson 2A2 so useful for that sort of work. Around noon on 14 October, liLt. Leland M. Carver and 2/Lt. Gustaf 1. Lindstrom went up to check the ground for an upcoming American advance-and to see if there was any truth to a rumor that an armistice had been signed. Weather was too foggy to reconnoiter until they arrived over Brieulles, where it was clear enough to descend to 50 meters (165 feet) and check the lines. Suddenly a bullet went through the fuel tank and carried away the crew's speaking tube, but the Salmson's rubber-lined fuel tank made it possible to drop messages to the 5th division at Montfaucon and to the III Corps at Rampont, and still have enough fuel left to land at the 90th's aerodrome at Souilly before it leaked dry. As noted above, the Salmson could also serve as a light bomber. For infantry contact patrols flying was carried out as low as 50 m (165 feet). On 12 September 1918, the first day of the St. Mihiel offensive, the 90th Aero quadron made 26 operational flights over the lines, most being infantry contact patrols. The aircraft had to fly between 30 m (100 feet) and 300 m (1000 feet) because of fog and rain. One of these missions was that flown by Lt. John Young, with Henry Bogle as gunner. The Salmson was equipped with a wireless transmitter but no receiver. After spending Ilf2 to 2 hours over enemy lines radioing the location of German targets and not knowing if their messages were being received, Young decided to make his own contribution and they attacked an enemy convoy of horse-drawn vehicles. Having exhausted his ammunition, Bogle asked Young to take them up so he could change his magazines. This Young did but it put him on a straight-line course away from a gun position which opened up on the American aircraft. "From the shower bath of water we knew that the watercooled motor of the Salmson had been

The observer, thought to be Lt. Byrne V. Baucom, thoughtfully looks on as mechanics examine )0 4, Aircraft No.8, after a heavy landing. Note the placement of the numeral on the upper wing and the wing stripes. G.H. Williams.

40

Above and right: Salmson 1279 Violet II, Aircraft No.7 of the 1st Aero Squadron was assigned on 29 November 1918 and salvaged on 18 April 1919. Note version of Poser Ou Lever lei legend. R. Cavanagh.

pierced" and it was likely to seize in moments. At a low altitude they had to negotiate eight kilometers (five miles) to their lines. Young nursed the machine to avoid overheating and with the wheels skimming the ground he flew the aircraft past pursuing German infantrymen intent on capturing the American flyers. Within seconds they were passing through their own barrage of 75mms and then saw American infantry. Young made a perfect landing in what had been no-man's land only two hours before. The aircraft was undamaged except for a single hole in the radiator. On 27 October liLt. Harvey Conover and 2/Lt. Valentine J. Burger went out on an infantry contact mission over Hill 360,

east of the Meuse, where elements of the 26th and 29th Infantry Divisions were making a combined assault. Burger described what happened: "When we arrived over the lines we were unable to see the infantry on account of the smoke and trees, so therefore decided to go lower. This we did until we got down to the treetops. I located the infantry and also observed where at one place our troops were being held up by five machine gun nests filled with Boche troops. I told Harv that we would dislodge these troops and we talked over the plan of attack. We drove into the nests, Harv using his machine gun and after he had delivered his fire he would turn the machine so that I could use my two guns. We did this

several times until finally the machine turned over and Harv let out a yell that he was shot and that we must land at once. I encouraged him to try and make the river Meuse and 'pancake' in the mud there, as it would be certain death to land where we were due to the double barrage and the shell holes. He finally landed on the Meuse as I dire ted. I jumped out of the machine and I lifted him to the ground where I found he had received three bullets through the leg and one in the arm. As we did not have any bandages with us I summoned help from some French troops nearby and in about one hour we had him bandaged up well and had him carried to Forges where I decided to wait until some conveyance could take him to a hospital."

41 1/Lt. Arthur Easterbrook (right) with his father, Chaplin Lt. Col. Edmund Easterbrook; photograph taken in Germany in 1919. The white aircraft number has a dark (black) surround while the personal marking of a "good luck" swastika appears on the forward fuselage. University of Texas.

Burger eventually found a Dodge staff car full of officers, who he persuaded to take Conover to hospital, while he spent the night with the 11th Engineers at Bathincourt. The next day Burger was driven to the 29th Division headquarters and telephoned his squadron, which had given him and Conover up for lost. Conover and Burger were later awarded the Distinguished Service Cross (DS ) for their actions on the 27th, which silenced two German machine gun nests and compelled the other German crews to abandon their pOSitions. Later that same afternoon, JILt. E.

Harold Greist and 2/Lt. Horace 1. Borden were on an infantry contact mission when they were attacked by Fokker D.VII fighters. They evenLUally drove off their attackers, but by the time the Germans retired, darkness had fallen. As they were about to head for their home field, a six-star rocket suddenly exploded inside the plane, setting it ablaze. While Greist headed for the ground, Borden picked up the rocket in his hand, threw it from the plane, and then used a Pyrene can to extinguish the fire. Borden then shouted to Greist that they could return to the field, which Griest did, aided by flares.

On 31 October liLt. James M. Bovard and A.T. Foster were reconnoitering at 100 meters (330 feet) altitude north of Aincreville when they encountered ground fire which put some holes in their plane. They retired behind Allied lines, but then, uncertain as to whether the gun that had fired on them was Allied or German, Bovard returned to the area and came under fire from all sides. With intense ground fire coming from all directions except towards the enemy side of the lines, Bovard headed in that direction for several kilometers, then swung clear of the danger zone and returned to the 90th's new aerodrome at Bethelainville. There he found that his Salmson's engine had been rendered irreparable due to bullets in the radiator and oil system, but it had kept going long enough for him to reach his home field before giving out entirely. lILt. John S. Young and 2/Lt. Valentine Burger went up to ascertain the position of the retreating German army on 3 November. Their morning flight was unsuccessful but Burger recorded the more eventful result of their second try: "In the afternoon we again went over, this time locating the Huns and their artillery. On the way back, over Steny, we met four Hun planes and challenged them to a fight. Three ran away but the other came to us. ow when one plane will attack another, especially if the latter is a bi-place machine, it shows that the chap in a single seater is some fighter. We must have fought for about five minutes, he coming very close to me at times and 1 could see his tracer bullets going into our plane and finally one of them hit my left leg between the knee and ankle. With that 'Mr. Hun' made a final dice at me and, after delivering his burst of fire, flashed up his body in turning; with that I fired with both my machine guns and he 'sideslipped' and crashed to the ground. I then informed Young that I had been hit Capt. A.J. Coyle and Lt. Erwin with their 5almson Mary A, 1918. The light lines at the rear cockpit are for camera alignment. National Archives 11-5C-64294.

42

Salmson 2 A2 of the 1st Aero Squadron assigned to the 1st Corps Observation Group. SHAA 876.967.

Capt. Arthur J. Easterbrook is seen here with the squadron commanding officer, Capt. Coyle, with whom he flew his last eventful mission. The small German crosses are applied to patched bullet holes. The name Gertrude R. refers to Easterbrook's wife. Note the light camera alignment lines at the rear cockpit. National Archives 111-SC-64300.

but on examining my 'wound' found no blood was coming forth, so then I made an examination of our plane. I found that our gas tank had been pierced, our wireless generator shot away, our tail nearly hanging off and the canvas was streaming from our right wing. Young then told me that our gasoline was running out and that we would have to land. We picked up what appeared to be a nice field, started to glide down with our motor afire, taking with us several telegraph wires that were in the

way and landing nose first in a shell hole. Some American troops ran over to us at once, thinking that we were I-Iuns, but we soon convinced them that we were nol. That night we slept with the major of the Third Battalion of the 320th Infantry. I wrote a message describing what I had located and despatched it with a runner to the 80th division headquarters." The 90th Aero Squadron had an extraordinary record for a corps observation unit. which many members attributed

its "seven up" insignia, a former personal marking of the unit'S commander, I ILl. William G. Schauffler, while he had been in the I st Aero Squadron-a pair of red dice reading seven on two sides. Be that as it may, the squadron was credited with shooting down a total of seven German aircraft in the course of its duties, for the loss of only one plane and crew in combat: I ILl. Hugh Broomfield and I Ill. Edward B. Cutter, killed when their SaJmson crashed on Hill 299 near Bois des to

43 Left: Salmson 2A2 of the 24th Aero Squadron. See Page 57 for another photograph of this aircraft.

Above: This crashed American Salmson has had its insignia souvenired. Note the thick white outline to the aircraft number and the cowl band. It is possibly a 12th Aero Squadron aircraft. G.H. Williams.

Salmson 2A2 3179, aircraft NO.5 of 1st Aero Squadron. Flown on this occasion by Lt. Brown and Lt. Stewart-Bird for "My first and only crash," a forced landing at Saints, 5 July 1918. Note the early style of squadron insignia and lack of markings on the rudder. National Archives 111-5(-17032 via J. Guttman.

Lt. R. C. Pa rad ise, a pi lot of the 12th Aero Squadron, poses besides Salmson NO.19. Note the style of presentation of the individual numerals, "Lift Here" markings, squadron insignia, and light colored camera alignment markings. Paul Stockton Album via G. Van Wyngarden.

44

Salmson 1123 was assigned to the 12th Aero Squadron on 12 October 1918. Note upper wing stripes and placement of numeral. J. Guttman. Rappes, apparently the victims of ground fire. 2/Lt. Edward Morris, a pilot of 104th Aero Squadron, describes a typical "locate the lines" mission: "Check at Corps headquarters, then up to where the lines had been reported last; observer signals when the pilot should turn to fly a course parallel to and just south of the front lines, make a 180 turn when the end of the Division sector had been reached-then back and forth for an hour, and then reporting to and dropping marked maps at division and corps headquarters, AND then home again!" On 12 October 1918, Morris was assigned with a new observer, Lt. Harry "Bomber" Bales, to fly such a mission. After patroJling for some time Morris noticed that the ground did not look "like any front line I had ever seen." There was grass and smooth land rather than the shell-pocked trenches. Thoroughly lost, Morris saw an observation balloon to the south and "knowing full well it was one of our balloons," he headed towards it as he would be able to locate his position behind the Allied lines. As they approached the balloon the "stupidity of our troops became annoyingly apparent. The idiots began SHOOTING AT US!" They should have recognized the Salmson with its A]Jied markings. Then all hell broke loose. The observers jumped from the basket and as they were flying lower than the hills that encircled the balloon, the guns began 0

to shoot down on them. They had approached at an altitude lower than the balloon basket and could not see its iron cross markings, and when they began shooting "I even edged closer to let them see we were friendly." In retrospect Morris concluded that the fact that they were so low and close to the balloon saved them as many of the machine gun positions did not open up as they would have had to fire into their own balloon. The Salmson had been pushed to the north by the strong wind. AJI their turns were to the north and as they tried to locate the front lines they drifted 30 kilometers (20 miles) inside the enemy's lines without realizing it. On landing they counted about 20 bullet holes in their wings and fuselage for their trouble. The 88th Aero Squadron received its Salmsons on 18 July to great enthusiasm from aircrew and mechanics alike. The squadron had been operating the Frenchbuilt Sopwith 11/2 Strutter which were "under-powered; for no reason at all they would load up and lose revs, and they were prone to vibrate easily if a cylinder or two was firing weakly or missing." In July the squadron was assigned to the 3rd US Army Corps. The US troops were encountering strong resistance and the 88th Aero Squadron undertook infantry liaison flights with American troops. The Germans made a stand on the Vesle River which was to last until early September.

On 7 August an 88th Salmson broke up a formation of German bombers which was attacking the US 4th division. The 11th saw five Salmsons on a phoro reconnaissance attacked by 11 Fokker D.VII fighters from Jasta 2. Lt. Joel H. McClendon and his observer, Lt. Charles W. Plummer, were shot down and kjlJed; while observers Lt. James S. Burns and Lt. John W. Jordan were killed and wounded, respectively. Lt. Roger W. Hitchcock, the pilot of Burns' Salmson, succeeded in bringing the aircraft back, though the controls were partially shot away. Hitchcock was not so lucky on 2 September. Three Salmsons of the 88th were assigned a reg/age to adj ust fire of an artillery battery. Lt. George M. Corney with his observer, Lt. R.B. Bagby, was the leader of the "Vee" formation. Lt. Richard C.M. Page with Lt. Pitt F. Carl was to starboard while Hitchock, with Lt. Frank M. Moore as observer, was to port. They were operating at 2,000 meters (6,600 feet) due to cloud. The flight came in for severe antiaircraft fire which stopped when they neared the target. Comey recorded that he "... looked off to my right just in time to see a formation of German two-seat fighters come down through the clouds then pull up again. I then gave the pre-arranged signal for an alert by wig-wagging my plane and firing a short burst on my machine gun ... When we were just about over the target. making vertical observations, we were attacked from the rear. The

45

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Captain Maury Hill, the CO of the 24th Aero Squadron, poses with the operations officer, Captain John W. Cousins, in front of aircraft "15." The pair were credited with a Fokker D.VII on 2 November 1918. Both were awarded the DSC for their service. The numerals are a different style from other aircraft in the unit. The antenna fairlead is visible protruding from the bottom of the fuselage directly below the guns. National Archives via J. Guttman. Boche leader and two others came straight at Bagby and me. Bagby did some mighty fine shooting, which caused the three to separate, but the leader was still in a good position. TWo other Boche were trying to get between my plane and Hitchcock's, to cut him ofr. and the Boche leader started to drop to the left in aid of this maneuver. .. I told Bagby that I would not try any evasive maneuvers, but would 'hold her steady' so that he could get a good shot at the Boche leader, which he did. In a few seconds the leader started down and at abou( the same time Hitchcock and Moore also headed vertically downward ... Page and Carl stayed closes to us and the next thing I knew there were Boche planes all over the place. We just fought it out and, finally, the Germans withdrew and we headed for our lines." Page kept losing altitude but as he was

close to the lines, Comey left him and headed for home. Page made a forced landing on a French airfield south of Reims. Comey and Bagby were both given credit [or Hannover CI.IIIa 2737118, of Fliegerabteilung 2, which crashed near Romaine. Hitchcock and Moore were killed. All received the Croix de Guerre. In the daily combats over the lines it was prudent to keep out of the way of other aircraft as 2/Lt. Albert Miller of the 258th Aero Squadron learned. Miller flew his Salmson too close to a dogfight between a French patrol and "yellow nosed" Fokkers. His observer, Lt. John A. Logan, related what happened next. Miller was "... forced down to about 2,500 feet, at which point the plane began to move about in such a fashion that I asked Miller what was wrong. He stated that the plane was out of control. For some reason-

probably because it had been so thoroughly beaten into my head during training-I proceeded to attempt to reel in my antenna. The reel of the antenna broke under pressure and r had to reel it in by hand, cutting my hands in the process each time I grasped the wire. By the time r got the 'fish' up to the plane, r looked up to see that we were close to the ground. I just had time to collapse my adjustable seat and brace myself against the cockpit before we hit a glancing blow on the side o[ a hill. Fortunately, the Salmson was a very sturdy aircraft and, instead of collapsing, we hit and bounced. As soon as the plane stopped moving, I got out and helped Miller out o[ the plane. My neck hurt; Miller was conscious but nearly incoherent from fright. I took off my flying togs and those of Miller, and threw them on the grass next to the plane. Unfortunately, French pilots

46 seeing the forms on the ground thought they were bodies and reported back to the field that we had been kilJed." Eventually they were taken to a French field hospital where they decided that the staff did not know what they were doing so they escaped and arrived back at the squadron just in time to celebrate their "wake." Logan was eventually diagnosed as having a compression fracture of the 3rd, 4th, and 5th cervical vertebrae.

Salmson Aces of the 91st Aero Squadron Although it had not been intended to serve as a two-seat fighter-as was its British contemporary, the Bristol F2B-the Salmson 2A2 was used by several of its American pilots with the same aggressiveness as their "Biff" -flying colleagues. In consequence, three Salmson pilots and four observers were credited with five or more aerial victories, giving them the status of ace. The 91st Aero Squadron, an army observation unit whose long-range sorties behind enemy lines fairly begged for trouble, produced four aces-two pilots and two observers. liLt. Everett R. Cook was flying with Lt. Alfred W. Lawson as his observer on 17 September, when the team shot down a Fokker D.YII over Cepion. Cook did not score again until 11:20 a.m. on 23 October when he and his observer, Lt. William T. Badham, downed a Fokker D.VII and a Pfalz D.IIIa over Andevanne. Cook described the combat as follows: "We were instructed by Pershing's headquarters to give them block photographs of the area beginning several kilometers north of the lines and including an area which, it was reponed, was to be flooded in order to halt the American drive. Kenney's flight was given the strip closest to the lines, with Flight Number One, under command of Willis A. Diekema, given the next strip north, and I with Bill Badham, together with the teams of Douglass and Hammond, and Earle Houghton and Samuel P. Fay, making up our patrol, being given the strips farthest north. This flight is particularly imbedded in my mind. The assignment was to photograph the entire Kremheld Stellung Line to assist the Army in learning to know that part of the enemy territory for which ground operation was soon to start. Our particular three-plane flight was subjected to intense anti-aircraft fire, probably the most intense 1 had experienced up to that time. 1 observed about 40 German fighter

91st Aero Squadron Salmson, Gondreville, August 1918. The radiator shell and undercarriage appear to be white. J Moses via J. Guttman.

Salmson individual aircraft No.15 of the 91st Aero Squadron, piloted by Major J.N. Reynolds with observer Lt. J.H. Snyder, after a reconnaissance. Snyder is handing over the photographic plates which will be rushed by motorcycle to the field photographic developing unit. Gondreville-sur-Moselle, 6 August 1918. Via J. Guttman.

Salmson 2A2 of the 91st Aero Squadron, 18 July 1918. The small numeral without white outline is typical of this period. R. Cavanagh.

47

This Salmson of the 88th Aero Squadron at Treves is the CO's aircraft, as denoted by the Aircraft No.O. Note the duplicated red, white and blue fuselage stripe. The numeral "0" appears to have been applied over a "1." The two women could be Mrs. Schenck of Baltimore and Miss Watrous of New York, "the two Red Cross workers assigned to the Air Service" at Koblenz. See Mitchell's Memoirs of World War I. Photograph dated 7 March 1919. R. Cavanagh. planes coming up from Dun-sur-Meuse. An anti-aircraft shell had exploded almost in the exact center of our three-plane flight. auracting to us a great number of enemy fighter planes. I felt certain that the German fighter formation coming up from Dun-sur-Meuse would not anack us from the front, although it had happened on a number of occasions. I took a chance on their coming in at the rear. I judged the

speed of our flight against the speed of the fighters and told Bill Badham over the illlercommunications tube to keep taking pictures, and I would tell him when to come up for air so that he could man his machine gun. They finally reached our altitude just about the time that Badham had finished his strip of films and we were at the Meuse River, with our lines being just south of that river. They came in as

expected, and never have I seen as many enemy planes in all my experience. They seemed to come from all directions. Kingman Douglass from Chicago, a very close friend of mine from the beginning of our entrance into the Aero Service, was on my left, our furthest plane in German territory. We had practicalJy a new team on our right, which was closest to the lines, made up of Houghton and Fay. During a combat Houghton was shot through the fleshy part of his hip, and they had to land near the front lines. I had begun to look around [or reinforcements as soon as we had finished our photographing, and saw the first flight under the command of George Kenney. I pulled our flight on over towards his flight, for which he still cusses me. When the flight broke up I followed Houghton on down to an auxiliary field near the front and landed with him. My plane was almost un flyable because the tail assembly had been shot to pieces." For his part in the 23 October fight, Badham was awarded the DSC. Born in Salmson 2A2 of the 12th Aero Squadron. Note stripes to top of fuselage and British and US flags on interplane struts. USAF Museum.

48 Birmingham, Alabama, on 27 September 1895, William Terry Badham had a fair amount of combat experience prior to joining the 91st. During April and May 1918 he had flown in the observergunner's positions of Caudron R.4A3 escort fighters with Escadrille R 214, followed by Salmson 2A2 biplanes with SAL 40 and Breguet 14A2 reconnaissance biplanes with S.A.L.210. On 15 September Badham recorded his first aerial victory when he and his pilot, liLt. George C. Kenney, were credited with shooting down a Pfalz D.III northwest of Grosz. On 28 October the team of Cook and Badham shot down another Fokker D.VII over Malancourt, followed by another over Grand Pre the following day. That brought the score of pilot and observer up to five each. Another pilot of the 91st who "made ace" was liLt. Vietor Herbert Strahm. Born on 26 October 1895, in Nashville, Texas, Strahm resided in Evanston, Illinois, when war broke out and he joined the USAS. On 4 September 1918, Strahm was flying with Capt. James E. Wallis as his observer when they downed a Pfalz D.IlIa over Rembercourt. On the 13th, Strahm and Wallis were involved in a mission that earned Strahm the following citation for the DSC. "For extraordinary heroism near Metz, 13 September, 1918, Captain Strahm displayed remarkable courage and skill in penetrating the enemy's territory for a distance of 25 kilometers, flying at an altitude of less than 300 meters. His plane was subjected to intense fire from the antiaircraft guns in the region of Metz, and he was attacked by a superior number of German planes, one of which he destroyed. He completed his mission and returned with information of great military value." Born in Missoula, Montana, in 1894, Leonard Coombes Hammond was a resident of San Francisco, California, when the US entered the war, and he joined the 9Ist on II June. Two days after Victor Strahm earned the DSC, Hammond earned his own citation: "For extraordinary heroism in action in the region of Metz, France, 15 September 1918. While on a photographic mission, Lt. Hammond's formation was attacked by a superior number of enemy pursuit planes, Lt. Hammond and his pilot, Lt. Diekema, continued on alone. Continually harassed by enemy aircraft they completed their photographs and on the return fJight they

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lilt. Harvey Conover and 2/Lt. Valentin J. Burger were shot down in this Salmson 2A2, Aircraft No.4 of 90th Aero Squadron, on 27 October 1918 according to the photo caption. Conover suffered severe wounds. V. Burger via J. Guttman.

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"A" Flight, 27th Aero Squadron, Varincourt, 1918. Note colored radiator shell. J. Guttman.

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Salmson 2A2 of the 88th Aero Squadron, pilot Robert A Dewey. J. Guttman.

49 Salmson 2A2 biplanes of the 258th Aero Squadron. Arthur Bergman Collection via J. Eder.

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fought their way through an enemy patrol and destroyed one of the machines." For some reason, I ILl. William A. Diekema's and Hammond's claim was not confirmed, but on 27 September, with Ll. J.W. Van Heuvel as his pilot, Hammond was credited with shooting down a Fokker D. VII over Crepion. The ] Oth of the following month saw Hammond, with Major John N. Reynolds as his pilot, down another D. VII over Brieulles. At ]] :20 in the morning of the 23rd, he was serving as observer to JILt. Kingman Douglass when they had to fight their way through a formation of Fokker D.VII fighters, during which scrap they downed two of their antagonists. On 29 October, Reynolds and Hammond were credited with a D. VII over Grand Pre. Another D. VII in flames over Damvillers was shared by Hammond, again with Douglas as his pilot, and the Salmson team of 2/Lt. Merle R. Husted and 2/Lt. William J. Moran. Husted recalled that on 3] October, "We were taking pictures over the lines when a Fokker came at us from the rear and began to peck away with his machine guns. I can still recall seeing his tracer bullets coming past me. We quit taking pictures and began doing some maneuvering and shooting ourselves and in about three minutes we had him down in flames. Back at the aerodrome I found bullet holes in my struts, that's how close those tracers had come. Besides the two of us, Kingman Douglass and Leonard Hammond also shared in this victory. While each man was given credit, 1 know in my own mind that my bullets did not bring him down and possibly it was Moran's that brought the Fokker down in flames." On that same day, two other 91 st Salmsons, one flown by Strahm and JILl. Thomas M. Jervy, and the other crewed by liLt. John H Lambert and JILt. John Pope, got into another fight with attacking German fighters over Jametz, but survived with two Fokker D.VII fighters to their credit. Husted recalled that: "They had just begun a photographic mission between Montmedy and Longuyon when they were jumped by ]4

Left and middle: Details of a captured Salmson 2A2; note cowl and radiator damage. N.H. Hauprich via J. Guttman.

50 Two American Salmson 2A2 biplanes. The aircraft to the rear has the individual numeral "4," five stripes under the lower port wing and a white radiator shell. This aircraft was from the 91st Aero Squadron. G. Van Wyngarden via J. Guttman.

Fokkers.. In the dogfight that followed, they sent one Fokker down in flames and another went down in a straight nose-dive. Lambert's ship was pretty well shot up so he turned for home; but even though they had only 100 rounds of ammunition left, Strahm and Jervey finished their mission. "I felt that Tom Jervey deserves special recognition amongst the members of the 91st Aero Squadron ... He was our ordinance officer and it was his duty to keep the guns of our ships in tip-top shape. Jervey was neither pilot nor an observer and had no obligation whatsoever to accompany any of the pilots over the lines. However, due to the shortage of observers

at various stages of the game, he decided to go along and do a little looking and a little shooting. The outcome of the whole thing was that when the war was over Tom Jervey, an ordnance officer, had an enviable record of combat victories to his credit." On 4 November, Strahm and Jervey engaged one of their opposite numbers, a German two-seater, and brought it down near Coflans for Jervey's third and Strahm's ace-making fifth victory.

Baucom, Erwin and Easterbrook of the 1st Aero Squadron. Via G.H. Williams.

America's Two-Seater Ace of Aces While the 91st Aero Squadron produced the most Salmson aces, the leading American two-seater ace of World War I came from the 1st Aero Squadron, a corps observation outfit that saw its own share of combat over the front lines. Born in Amarillo, Texas, William P. Erwin was living in Chicago, Illinois, when he enlisted in the USAS and went to

Erwin, 1st Aero Squadron. Photograph taken postwar. Via G.H. Williams.

51 France with the 1st Aero Squadron. He was first cited by the French when: "On July 20, 1918, he volunteered for an infantry mission at night fall, executed his mission at 200 meters altitude. He brought back his observer, who was mortally wounded, and his plane was full of bullet holes." On I August Erwin was assigned to take photographs of the German artillery batteries and machine-gun positions at Fere-en -Ta rdenois. Escorted by SPADs, he and his observer, Lt. E.B. Spencer, fought their way to and from the objective, through a gauntlet of enemy fighters. Upon their return it was found that only a few photographic plates had been exposed, so Erwin and Spencer took of[ to try again. Once more they encountered determined fighter opposition, during which Erwin claimed to have shot down a Fokker D. VII with his front gun though it was not confirmed. Spencer, however, was wounded and-just as heartbreaking, considering the effort taken by him and Erwin to carry out their mission-his photographic plates were destroyed by enemy gunfire. Erwin's DSC citation predated his airto-air exploits, serving as a reminder that the primary mission of the observation pilot was not to engage enemy aircraft: "For extraordinary heroism in action in the Chateau Thierry and St. Mihiel salients, France, Lt. Erwin, with Lieutenalll Byrne V. Badcom, Observer, by a long period of faithful and heroic operations, set an inspiring example of courage and devotion to duty to his entire Squadron. Throughout the Chateau Thierry actions in June and July 1918, he flew under the worse weather conditions and successfully carried out his missions in the face of heavy odds. He flew as low as 50 feet from the ground behind the enemy's lines, harassing German troops wi th machine gun fire and su bjected himself to attack from ground batteries, machine guns and rifles. He twice drove of[ enemy planes which were attempting to destroy an American observation balloon. On 12-13 September he flew at extremely low altitudes and carried out infantry contact patrols successfully. Again on 12 September he attacked a German battery, forced the crew to abandon it, shot off his horse a German officer who was trying to escape, drove the cannoneers to their dugouts and kept them there until the infantry could come up and capture them."

Erwin's scoring began on 15 September 1918, when his observer, Lt. Homer W. Dahringer, shot down an enemy aircraft over Mammey. lilt. Berne Baucom was Erwin's observer on the 29th when they accounted for a Rumpler two-seater over Fleville. The following month on the 6th, liLt. Arthur Edmund Easterbrook shared an EA with Erwin, and also on the 8th, when he and Erwin scored a double-a two-seater over Apremont at 4:50 p.m. and another over Sommerance at 5:15. Erwin and Baucom teamed up to down an EA over Thenorgues on the 15th, and then

a Fokker D.VIl over Sommerance on the 19th. On 22 October, Erwin and Easterbrook shot down a two-seater northwest of Remonville for Erwin's eight and la5t victory. After the Armistice Erwin returned to his birthplace state of Texas and continued his career in aviation. "Lone Star Bill" Erwin, as he liked to be called, did not rest on his wartime laurels but attempted to fly the Pacific. With Ike Eichwaldt as navigator, Erwin piloted a Swallow monoplane, christened Dallas Spirit, in the 1927 Dole Race. Hawaiian pineapple magnate James

Above: A pilot of the 186th Aero Squadron inspects the red devil squadron insignia. The individual aircraft numeral "2" would be red with a white outline. G. Van Wyngarden via J. Guttman. Below: Probably the same aircraft, Salmson 2A2 3361. G. Van Wyngarden via J. Guttman.

52

Above and top: Salmson 2A2 5247 of 104th Aero Squadron. The officer is possibly Lt. Clearton H. Reynolds. Reynolds had his crew work all night to fit makeshift bomb racks under the wings so that he could carry out one last flight before the Armistice was declared. The individual aircraft numeral" 3" is repeated on the upper wing. The fuselage stripes were possibly red with blue outer stripes, the whole outlined and separated by white. USAF Museum via R. Cavanagh.

53

~

Salmson 2A2 Aircraft No.7 of the 12th Aero Squadron. Note the red fuselage stripe with chalk line above for the addition of the white and blue to the stripe. The generator fixed to the fuselage appears to have been a field fitting judging by the fabric patch surrounding the installation. Photograph believed taken at Bickendorf, Cologne, post Armistice. Late M.T. Cottham.

Close up of the above aircraft. Note the form and location of the T.S.F legend. Late M.T. Cottham.

Dole, inspired by the pioneer flight of the USAAC Fokker trimotor Bird of Paradise to the Hawaiian Islands, offered a prize of $25,000 for the first civilian airplane to fly

nonstop from California to Hawaii. Erwin's plans went beyond the Dole prize. Dallas stockbroker William Easterwood was offering another $25,000

prize for the first aircrew to fly from Dallas to Hong Kong with no more than three stops, and Erwin aimed to use Hawaii as a stepping stone toward accomplishing that

54

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1st Aero Squadron Salmson 2A2. The radiator appears to be missing and there are no wheel covers. USAF Museum via R. Cavanagh. feat as well. Projecting his ambitions even beyond that, Erwin intended to go from Hong Kong to circumnavigate the globe. So confident was he that he could allain his multiple goals that he had already struck a deal with the New York Times to sell that newspaper his first account of the night. Erwin had to drop out of the Dole race when a rip appeared in the fabric of one wing, the result of an insecurely fastened panel. The Dole race was a disaster. Between the disappearance of two aircraft at sea and the crash of a US Army search plane with its two-man crew, a total of nine men and one woman were killed in the race. Although he did not place in the Dole race, Erwin still wanted to carryon with his comprehensive program, starting with the Easterwood prize. On 19 August he took off from Oakland, stating that he intended to search for the two missing contestants along the way. It appears from radio transmissions that the Dallas Spirit went into a spin as Erwin became disorientated in the darkness and the two were lost, presumed crashed at sea. One of Erwin's squadron mates, Byrne Baucom, also died in a flying accident when his Liberty DH-4 crashed near Douglas, Arizona on 30 May 1927. Everen R. Cook's career was more Aircraft NO.16 of the 1st Aero Squadron with crew. G. Van Wyngarden.

successful. During the 1920s he served on General Mitchell's staff and after leaving the service, he became a member of the COllon Exchange in Memphis, becoming its president in 1931. In 1942 he returned to service in the US Army Air Force (USAAF) and served as chief of staff for the Eight Air Force in England, later serving in the Middle East and Europe. He was awarded the Silver Star and Legion of Merit for his services in World War II. In 1946 he joined Edward V. Rickenbacker on the board of Eastern Airlines, later becoming a director for that company. He was also chairman of the board of Cook Industries, which he had founded in 1916.

A brigadier general in the Air Force Reserve, Cook died in Memphis on 21 January 1974 at age 79. Victor Strahm, like Cook, reached the rank of brigadier general while serving in the USAAF. Prior to that he had been involved in aviation research during the 1930s, among other things reporting on the testing of the Consolidated P- 30 twoseat allack fighter in 1934. On 11 May 1957, he was reponed to have commined suicide at Shrevepon, Louisiana. Of the other Salmson aces, Leonard Hammond died on 21 December 1945 in San Francisco, California, aged 61. Anhur Easterbrook died at Long Beach, California

55

These US Salmson 2A2 biplanes have mountings for an overwing Lewis. This practice was apparently common in late 1918. Greg Van Wyngarden.

..

Salmson dropping a message to 5th Division Commander, Fayel Farm, Meuse, 19 October 1918. National Archives.

Above: The 12th Aero Squadron insignia on a Salmson 2A2. G. Van Wyngarden. Right: Salmson 2A2 in German hands. The wings have been removed for transportation from the front. University of Texas.

56 on 24 July 1952 after suffering a bad fall the year before. Bill Badham worked in his father's coal mining business and later founded the Naphthalene Produces Company. The longest lived of the Salmson aces, he was 95 years old when he passed

The 3rd Army held a carnival at Coblenz, Germany on 26 April 1919 and displayed Allied aerial might and surrendered German trophies. The stripped Salmson 2A2 has ramps to allow the populous to view the cockpits while 5433 is next in line. A Fokker D.VII, Sopwith Camel, S.E.5a of the 25th Aero Squadron and a Nieuport (24?) completes the line-up. Via R. Cavanagh.

Another view of Salmson 2A2 5433. The legend Scotty can be seen on the fuselage between the centre section struts. J. Warne.

Postwar photo of camera equipped Capt. A.W. Stevens, observer, in an oddly numbered Salmson of the 24th Aero Squadron. Arriving at the front in August 1918, the 24th took part in 80 combat missions. National Archives via R. Cavanagh.

away in Mentone, Alabama, on 6 June 1991. The esteem in which the American squadrons held the Salmson 2A2 is summed up by the 19th Aero Squadron which considered that the Salmson

"proved most satisfactory in every respect-no observation airplane used upon the western front up to the conclusion of the Armistice gave greater allround satisfaction."

57

99th Aero Squadron Salmson 2A2. The serial number on the rudder has been painted out but bears the crudely applied "986" as does the fuselage. It is possible that this is a replacement rudder which has not been repainted. The radiator shell has a petal pattern in red (7) and white. This aircraft was assigned to Lt. Llewellyn on 26 September 1918. R. Cavanagh.

99th Aero Squadron Salmsons at Luxeuil. The aircraft have French cockades while the one on the left has U.S. rudder stripes. National Archives E-4914 via R. Cavanagh.

This appears to be a U.S. hack Salmson 2A2; note the lack of squadron insignia and missing wheel cover. Photograph taken at Cologne. 20 March 1919. D.H.9a bombers are in the background. J.M. Bruce/G.S. Leslie collection.

58

Interior of Zeppelin hangar (at Treves?) housing USAS and German aircraft, 3 July 1919. Seven Salmsons of the 88th Aero Squadron, two US D.HA bombers, and a miscellany of German types can be counted. Points to note are the overpainting of the upper wing of Aircraft NO.7 (first in line-up on left) and what appears to be a dark chordwise band on the starboard upper wing of Aircraft NoA (fifth in line-up). R. Cavanagh.

Middle and right: Salmson 2A2 5464 was assigned to the 1st Aero Squadron on 31 March 1919. In addition to the squadron insignia and individual aircraft number, it bears the insignia of the III Corps under the generator. This comprised three blue points around a white center. Apparently the 1st Aero Squadron was assigned to the III Corps Observation group. Note that the white radiator shell can only be seen in the front view. Bargwanna Collection via N. Hayes.

59

Aircraft NO.7 in a line up of 12th Aero Squadron's Salmsons. There is a patch around the generator and light photographic alignment lines on the fuselage. G. Van Wyngarden.

Aircraft No.4 of the 12th Aero Squadron. Note the outline to the lower wing panel. G. Van Wyngarden.

"Billy" Mitchell's SPAD 16 breaks up the line-up of Salmson 2A2 biplanes of the 12th Aero Squadron at Treves. University of Texas.

60

Salmson 2A2 of the 91st Aero Squadron.

Salmson 2A2 3076 was assigned to the 91st Aero Squadron on 26 April 1918, and photographed by Photo Section No.2 on 14 June. The aircraft number "1" is red without a white outline which was typical of this period. Note that the rudder is in French colors.

Australian "Diggers" examine Aircraft No.18 of the 91st Aero Squadron. Photograph probably taken after the war when No.4 Squadron, AFC, was on occupation duty in Germany. The knight's shield bears three Maltese crosses representing three victories claimed by the crew. Late L.R. East.

Salmson Aircraft No.15 of the 91 st Aero Squadron displays the upper wing stripes. The wing numeral appears to be painted over an earlier number. This is thought to be serial 571, the aircraft of Lt. John Van Hueuel. University of Texas.

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85 An American Salmson 2A2, Aircraft No.12 of the 88th Aero Squadron. Interestingly, the photograph seems to have been taken with an early panchromatic film as the yellow numerals appear light as does the orange disc of the 88th insignia. The purple bucking bronco appears dark, contrary to the usual rendition with orthochromatic film. J.M. Bruce.

2/Lt. H.E. Wayne Loud's Salmson 2A2 of the 88th Aero Squadron, on fire after being shot down near Nantillois, Delt Meuse, France, on 28 September 1918. His observer, Capt. Chas Trickey, US Coast Artillery, jumped to safety as the aircraft landed. The pilot was rescued by troops of the 4th Division. Loud was badly burned and died of wounds. National Archives.

This Salmson 2A2 ran out of gas and suffered a forced landing near Chambly, Meurthe et Muselle, France. The port wings have collapsed. 10 December 1918. National Archives.

This 90th Aero Squadron Salmson hit the medical tent on takeoff. National Archives.

86 Capt. w.G. Schauffler Jr. (standing), commanding 3rd Corps Observation Group, and 1/lt. F.A. Tillman (observer) with a 90th Aero Squadron Salmson 2A2 with red dice insignia. 18 November 1918, Bethelainville, Meuse, France. This is Aircraft No.16, the insignia and numerals of which are part of the USAF Museum's collection. National Archives 111-SC-37403.

left: Aircraft No.12 of 90th Aero Squadron. Note the wide rib tapes. These wide rib tapes were a reinforcement for the ribs in the airscrew slipstream. This was common to many 90th AS aircraft. Photographed at Ourches in August 1918. This is the aircraft of Lt. Gustave Lindstrom and leland M. Carver. The yellow numeral and red dice are now part of the USAF Museum's fabric collection. National Archives.

Men of the 88th Aero Squadron pose with one of their Salmson 2A2 aircraft. The cowboy on a bucking horse insignia can be clearly seen on the original. The fuselage stripes are red, white, and blue. University of Texas.

87 Salmson 2A2 in gun pit. E-3353 via N. Shirley.

An American workshop at Romorantin, Loire er Cher, France, 15 November 1918. The Salmson Canton-Unne 9Za from a Salmson 2A2 is clearly visible in a test rig. National Archives 111-SC-40200.

The wartime crew of the 91st Aero Squadron's No.17 was Lt. Edward K. Delana and his observer, Capt. Abraham Tabachnik. The Salmson shown here, seria I 5401, was assigned to the squadron on 15 March 1919. The knight's shield bears Delana's four-leaf clover and small black Maltese cross, likely commemorating Delana and Merrill's victory of 9 October 1918 in another aircraft. The fabric from this aircraft (or its predecessor) is in the USAF Museum's collection. USAF Museum .

• Salmson 2A2 5293 was assigned to the 168th Aero Squadron on 5 November 1918. The National Arch ives caption states that this photograph was taken at Wiesenthurm, Germany, on 14 June 1919. National Archives 111-SC-159331.

88

Above: Salmson wing after repair. The black "footprint" just touches the cockade, the proportions of which indicate it has been painted over a French cockade.

Above right: Salmson Canton-Unne 9Za 260 hp nine-cylinder water-cooled radial engine mounted in a Salmson 2A2. University of Texas.

Right: The Lion of Belfort insignia of a 258th Aero Squadron Salmson 2A2, Germany, May 1919. USAF Museum via R. Cavanagh.

Camera mounted on a Salmson 2A2 of the 91st Aero Squadron. There is a fuselage patch where the slipstream-driven generator would be located. N. Shirley.

89 A Salmson 2A2 after a hard landing. USAF Museum.

Above: Salmson 1079 displays the insignia of the 168th Aero Squadron. Note the thin red, white, red, thin white fuselage band is carried onto the fuselage turtledeck. The individual Aircraft NO.13 is red thinly outlined in white. This aircraft was assigned to the squadron on 26 September 1918. The photograph was probably taken postwar in Germany, note the Fokker DVII in background. J. Guttman.

•

Above: A Salmson 2A2 in flight over an observation balloon. USAF Museum.

.-

Salmsons of the 1st Aero Squadron on a snow covered airfield postwar. USAF Museum.

90

Above and right: Two views of a line-up of 258th Aero Squadron Salmson 2A2 biplanes. 3429 ("14"), was assigned on 1 October 1918 and struck off charge on 9 January 1919. The rear aircraft, 1315 ("15") was also assigned on 1 October. R. Watts album via G. Van Wyngarden.

Below: This 258th Aero Squadron Salmson 2A2 1057, was assigned on 28 September 1918. It bears the individual aircraft number "10," however the wing cockades are still in French colors. The serial number on the rudder is small. R. Watts via J. Guttman.

91 Line up of 1st Aero Squadron Salmson 2A2 biplanes at Tou!. USAF Museum.

2/Lt. Coles of the 91st Aero Squadron suffered a direct hit by anti-aircraft fire on his first combat sortie, 14 September 1918. Note the stripes on the upper port wing and the white outline to the aircraft number. There is no serial on the rudder. The Salmsons in the background have striped cowls. USAF Museum.

Above left and left: These two photographs show that even the official records conta in errors. Both photographs are recorded as showing the crash of Capt. Jervien Ord at Weissenthursm, Germany, in June 1919; however, the serial numbers are different. The upper photograph depicts either 3573 or 3575. Both these Salmsons were assigned to the 3rd Army on 3 June 1919. The bottom photograph shows Salmson 3411 which was at the Air Park on 15 May 1919. It has not proved possible to determine which photograph shows Ord's crash. USAF Museum.

92 Salmson 2A2 of the 91st Aero Squadron. Note patch to fuselage near gunner's cockpit.

Lt. Reynolds of the 91st Aero and Salmson 2A2. N. Shirley.

Capt. Victor H. Strahm with Salmson 2A2. E-5228A via N. Shirley.

Salmson 2A2 biplanes in flight, possibly from SAL 52. SHAA 883.5739 via J. Guttman.

93

Salmsons and men of the 99th Aero Squadron at Luxeuil. USAF Museum.

Salmson 2A2 of the 24th Aero Squadron in flight. University of Texas.

Above: The bare bones of a Salmson 2A2. Many aircraft were scrapped before the USAS returned home. USAF Museum. Left: 99th Aero Squadron Salmson after a heavy landing, Detch, Dogneville, France, 11 August 1918. National Archives 111-5(-18980.

94

Above and above left: Lt. F.A. Letc of the 99th Aero Squadron preparing for a flight in his Salmson at Detch, Dogneville, France. The radiator shell is banded red, white, and blue. National Archives 111-SC-18988 and 18987.

This Salmson 2A2 appears to bear the serial 43XX, a number which indicates it was in the same batch supplied to Czechoslovakia; however, it is in the later camouflage scheme. T. Goworek.

Above and right: Lt. Frank A Llewellyn of the 99th Aero Squadron and his Salmson 2A2 at Detch, Dogneville, France. National Archives.

95

Above: Details of the camera and mount in the observer's cockpit of a Salmson 2A2.

Salmson 2A2 with Cooper mounted under the wings.

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Salmson 2A2 with battle damage; note the fabric of the lower wing. E-4441 via N. Shirley.

96

Top views of 12th Aero Squadron Salmsons taken immediately postwar show the camouflage pattern and markings to advantage. Note that the black "footprint" does not touch the cockade. G. Van Wyngarden.

Capt. Heisen, Capt. Kresge. and enlisted men with Salmson 2A2. E-3288 via N. Shirley.

Salmson Aircraft of World War I Postwar French Service Postwar, the number of Salmson 2A2 escadrilles declined rapidly, but a substantial number of these units were included in the 1920 reorganization of the Armee d I'Air. These included: 1st RAO: SAL 10, 203, 277. 3rd RAO: SAL 19, 27, 33, and 56. 4th RAO: SAL 1, 14, 18, and 259. 5th RAO: SAL 17 and 32. 6th RAO: SAl 39 and 59. 7th RAO: SAL 8 and 105. RA in Algeria and Tunis: SAL 71. 31st RAO: SAL 10 and 277. 33rd RAO: SAL 6, 17, 19, and 33. 34th RAO: SAL 1, 18,34, and 254. 35th RAO: SAL 32 and 52. 37th RA ( orth Africa): SAL 8 and 105. 36th Groupe Autonome d'Observation in Algeria/Tunisia: SAL 58 and 253. 1st Groupe at Rayak: SAL 16. 2nd Groupe at Mouslimie: SAL 24. 3rd Groupe at Rakka: SAL 40 and 203. By September 1923 the Salmson 2A2 had been completely replaced by Potez 15 and Breguet 19 biplanes. Postwa r, the Aviation Maritime purchased a few surplus Salmson 2s to equip the reconnaissance unit assigned to the Aviation d' Escadre (Fleet Aviation). Unlike the pilots of the Aviation Militaire, the naval pilots found the Salmsons difficult to fly. Because of their poor maneuverability, Salmson 2A2 biplanes were not operated from the aircraft carrier Bearn. Instead, they were relegated to training duties and were based at the CAM St. Raphael. They were replaced by the Breguet 14 in 1921. Approximately 36 Salmsons found their way on to the civil register after the war. Modified versions saw limited service as airliners. Latecoere built 20 Salmson 2s incorporating a two-seat passenger cabin. They were used by the Lignes Aeriennes Latecoere. However, the cabins, which were located in the position previously occupied by the observer, were never satisfactory. Oil frequently entered the cabin through the ventilation ports. In addition, there were numerous failures of the propeller bolts, and the carburetors were unreliable. The latter problem was so severe that Latecoere modjfied an airframe to accept a new, more reliable carburetor. A slight modjfication to the old carburetors obviated the need for this modification. Salmson 2 airliners were used by Lignes Aeriennes Latecohe (approximately 40 aircraft), Cie Franco-Roumaine (14),

CIDNA (5), CMA (2), Cie Gle Transaerienne, Cie Air Transport (1), Air Union (I), and Aero-n-ansports Ernoul (14)

Post-War Foreign Military Use of the Salmson 2A2 After serving with the US Army of Occupation in Germany, most of the Salmsons were left behind when US forces returned home. However, some of the French aircraft that they had purchased were returned to the USA after the end of hostilities, including a number of Salmson 2A2 biplanes. On 19 June 1920 there were 47 Salmsons in the USA: 19 at Langley Field; 12 at the Fairfield Air Depot; ten at the Middletown Air Depot; six at the Montgomery Repair Depot. Research by Robert Cavanagh indicates that the Salmsons were first assigned to the 258th Aero Squadron, C.D., then to the 14th Bomb Squadron upon re-designation of the 258th, both being stationed at the Aberdeen Proving Ground in Maryland. The Czechoslovak Air CorpsCeskoslovenske letecky shor-was established in Prague following the founding of the Czechoslovakian Republic on 28 October 1918. France sent an aviation mission to Czechoslova kia and during 1919-1920 more than 128 aircraft were obtained from France as follows: 15 Voisin 8 bombers; 10 Breguet 14 biplanes; 50 SPAD S.7/S.13 fighters, and 50 Salmson 2A2 reconnaissance biplanes. The Salmsons were withdrawn from service in 1924. Known French serials for these Salmsons are: 4286 4333 4334 4337 4339 4340 4345 4346 4351 4355 4358 4370 4376 4380 4381 4406 4420 4424 4425 4426 4430 4432 4440 4445

97 4446 4457 4459 4462 4472 4479 4481 4489 4490 4491 4505 4513 4524 4536 4539 4551 4553 4566 4573 4574 4585 4591 4592 4596 Poland emerged from the chaos that prevailed in the Autumn of 1918 as World War 1 came to an end. The newly independent state immediately came into conflict with the Ukraine and Soviet Russia. In Ma y 1919 Haller's army from France arrived in Poland together with seven fully equipped combat squadrons comprising two Breguet bomber, one SPAD fighter, and three Salmson reconnaissance escadrilles. The latter were SAl 580,581, and 582 with 39 Salmsons (that is three eskadras of ten aircraft plus nine spares). Polish units were withdrawn from the Front to replace the French personnel who had come with the new aircraft. The French units were soon "Polonised," with SAL 582 becoming Eskadry wywiadowcze (Reconnaissance Squadron) WI; 580 becoming W2, and SAL 581 being disbanded and the aircraft sent to the School of Aerial Observers. In the spring offensive against Russia, the 20 Polish combat squadrons played a big part in the success of the army. Eskadry wywiadowcze W I and W 18 were heavily involved with their Salmsons. Combat attrition led to the Poles obtaining large quantities of Italian, British, and French aircraft, but apparently no more Salmsons. It is stated that due to their frequent crashes the type quickly disappeared from service. At the conclusion of the war in October 1920, the air arm was reorganized. The Salmsons were apparently withdrawn earlier, WI having been re-equipped with Bristol Fighters in August 1920, and they do not appear in the post-war reorganization.

Czech Salmson 2A2 in full Czech national markings and French camouflage.

98 Spain obtained one 2A2 for evaluation by the ervicio d'Aeronaulica Mi/ilar in February 1920. It was apparently unsuccessful in its intended role as no further acquisitions were made. Soviet Russia is confirmed from phOLOgraphs as having obtained a number of Salmson 2A2 biplanes. Some of these were captured but the numbers quoted-23 are reported LO have been in service in Siberia in 1920; while nine were on the strength of the RKKVF (Worker's and Peasant's Red Air Fleet) in I923-would indicate that some must have been acquired from French sou rces. Peru obtained four almsons from a French air mission in ovember 1919 and used them as advanced trainers. Japan was LO see the almson get a new lease on life. During the war Japanese Army observers in France had been most impressed by the performance of the Salmson 2A2, and in January 1919 several were sent to Japan with the Mission Francaise d'Aeronaulique and were used, along with other aircraft, by the French mission LO train Japanese aircrew. The French team stayed in Japan for nine months teaching the Japanese the most up-to-date flying techniques and also handling of wireless sets and maintenance. While the Army forged a relationship with France, the avy turned to Great Britain for its aircraft and engineering. At the same time, Kojiro Matsugata, president of the Kawasaki dockyard, went to Paris and acquired the manufacturing rights to the 2A2 as well as the engine that powered it. Matsugata also shipped home two 2A2 biplanes as well as a Salmson 7 A2, docking in Japan in August. Meanwhile, in April the Aeroplane Section of the Kawasaki Dockyard Company was established at Kobe to build foreign designed aircraft for the Japanese Army-and soon acquired an army contract to build Salmson 2A2 biplanes to replace the obsolete Maurice Farman biplanes then in service. In 1920, while Kawasaki engineers were in Paris studying the Salmson manufacturing process, the Japanese Army decided to build its own 2A2 biplanes at the Tokorozawa Branch of the Army Supply Department, although it only had a license to manufacture engines at this time. For awhile the Army copied the Salmson under the guise of "aircraft repair," but Salmson representatives saw through the thin ruse and filed a protest. It took mediation by the manager of Kawasaki's Aeroplane Department,

Salmson Aircraft of World War I

Fuselage of a Czech Salmson 2A2. Z. Cynsky.

Line up of Czechslovakian Salmson 2A2 biplanes with French markings still intact. Z. Cynsky.

Curious onlookers to a forced landing of Czech Salmson 2A2 457X. Z. Cynsky.

Salmson Aircraft of World War I Tomokichi Takezaki, to smooth things over and work out an arrangement for produ tion of the aircraft by the army as well as by his own firm. Both the military and private manufacturers worked in collaboration thereafter. The first Army-built 2A2, designated the Type Otsu 1 Reconnaissance aircraft, was completed at Tokorozawa late in 1920 and accepted in December 1921. The first two Kawasaki prototypes, one built from Army-made parts and the other entirely a Kawasaki project, were completed in ovember 1922. After flight testing they were accepted as Serial 1001 and 1002. The Japanese Army placed an order for 45 with Kawasaki. Further orders brought the total up to 300 before production ceased in August 1927. The Japanese-built 2A2 biplanes were identical to the Salmsons manufactured in France save for some modifications to the engine cowling and seats. The first 56 engines were, in fact, Salmson-built imports, while all engines used after 1923 were Kawasaki Salmson Z.9s rated at 230 to 260 hp. Normal armament was one or two flexibly mounted 7.7 mm machine guns in the observer's cockpit, with only a few aircraft carrying the forward-firing, fixed, synchronized 7.7 mm gun. Another option on some aircraft was the installation of underwing shackles for six small bombs or flare bombs. A later training version was fitted with dual comrols. Like the French, the Japanese experimented with alternative engines. In April 1923, two Type Otsu 1 biplanes and the imported Salmson 7A2 were modified to use the 300 hp Salmson AZ.9 engine along with a Lamblin-type radiator. Although the changes added 100 kg (220 lb.) to the

Top: Czech aviators pose with their Salmson 2A2. The aircraft retains its original French camouflage. Z. Cynsky. Above right: Czech Salmson 2A2 43XX in an embarrassing pose. While this aircraft retains its original French markings and camouflage, the fuselage shows evidence of overpainting behind the rear cockpit, perhaps to remove a French unit insignia or numeral. The tri-colored fuselage band may therefore be a Czech marking. Note also the distinctive style of the decals this manufacturer has used for rudder and fuselage markings. Z. Cynsky. Right: Salmson 2A2 4574 of the Czechoslovakian air arm. Z. Cynsky.

99

100 overall weight of both types, dimensions were unchanged and the Japanese were expecting an increase in performance. The new engine and radiator arrangement produced such insurmountable overheating problems that the project was dropped and the Japanese stayed with the original Z.9 engines. Sent to Siberia and pressed into service as interim light bombers in October 1922, the modified Type Otsu 1 saw combat during the Russian Civil War. The type was still actively engaged during the Manchurian and Shanghai "incidents" in 1931, not only for reconnaissance, but in bombing, liaison, light cargo transport, message drop and pick-up, smoke-screen laying, and ration re-supply. They remained the Japanese Army's principal reconnaissance aircraft until 1933 when they were replaced by the Kawasaki Type 88. After their release from military service, many Type 1 Otsu biplanes were sold as military surplus to civilian pilots, with whom they became quite popular and were used for a wide range of uses including service as mail planes. Known registrations of the latter are J-BAIA and J-COST. The type was still in use as instructional airframes when the Pacific war broke out, thus entering that select band that saw service in both World Wars.

Top: Salmson 2A2 of Polish 581 Eskadra displaying the dragonfly unit insignia. 1. Kowalski. Above right: Salmson 2A2 of 581 Eskadra. It wears the original French camouflage and cockades. Via 1. Goworek. Right: Polish Salmson in full Polish insignia and camouflage. This aircraft, Polish serial No.12.16, served with the 16th Eskadra in August 1920. This photograph was taken in September or October 1920 when it was with the 6th Eskadra. Camouflage appears to be a uniform dark (green) color to upper surfaces with pale blue lower surfaces. Note the lack of wheel covers. Via 1. Goworek.

Salmson Aircraft of World War I

Salmson Aircraft of World War I

101

Salmson 3 he Salmson 3 was designed LO meet the C I classification of 1918. As with the Hanriot HD.9 Cl, the Salmson 3 was fitted with a 230-hp Salmson 9Z engine and a Ratmanoff CUH propeller. The prOLOtype Salmson 3 was constructed of wood and covered with cloth. It was a two-bay biplane with equal span wings. The triangular tail surfaces featured a large rudder. The fuselage had four longerons made of steel. The tail was constructed from tee I tubes. The airframe was noted LO have a load coefficient of eight. The fuel and oil systems were the same as those utilized on the almson 2. The Salmson 3 was tested at Villacoublay on 2 May 1918 by a pilot named Barbot. He described its visibility as poor and complained that it was difficult to fly. The test pilot's repons mentioned the following point: the plane turned well but

T

Salmson 3 fighter which was fitted with a 230-hp Salmson 9Z and a Ratmanoff CUH propeller. STAe 02329.

Salmson 3 three-quarter forward view.

required a large amount of pressure on the controls, while climbing was easy. The plane was tiring to fly. Stability was good. Cockpit visibility was poor because the seat was LOO low and the pilot was located between the wings. The large fuselage and location of the struts caused problems, contributing to pilot fatigue. Other criticisms of the Salmson 3 included the inaccessibility of the machine guns; it was recommended they be moved back 15 centimeters. Later, the Salmson 3 was fitted with a 260-hp Salmson 9Zm engine but that did not result in a significant performance improvement. While the aircraft's speed at altitude was marginally better than the SPAD 13, its climb rate was decidedly inferior to the SPAD's and it was not selected for production. Only the single example was built.

Salmson 3 Single-Seat Fighter with 260-h Salrnson 9Zm ----

Span 9.85 m; length 6.40 m; height 2.48 m; wing area 23.936 sq. m Empty weight 696.7 kg; loaded weight 1,026.7 kg Max. speed: 2,000 m 215 km/h 4,000 m 207 km/h 5,000 m 202 km/h 6,000 m 190 km/h Climb: 1,000 m 2.73 minutes 2,000 III 5.43 minutes 4,000 m 13.28 minutes 5,000 ill 21 minutes 6,000 m 34.10 minutes Ceiling 7,000 m; range 350 km Armament: two 7.7-rnm Vickers machine guns One built

102

Salmson Aircraft of World War I

Salmson 4 n 1918 the STAe issued the Ab 2 specification calling for a two-seat aircraft with light armor intended for ground attack. It was to be capable of carrying a T.S.F. and camera. Two aircraft were submitted to meet this specification-the Vendome biplane and the Salmson 4. The Salmson 4 was basically an enlarged version of the Salmson 2 reconnaissance aircraft. The wing span was increased and the number of interplane struts was raised to 12. The Salmson 4 was

I

powered by a 260-hp Salmson 9Z engine. The prototype was fitted with a Regy 822 propeller and was flown by test pilot Georges Barbot. The Salmson 4 was selected for series production over the Vendome design. An order for several machines was placed on 3 May 1918 and by the time of the Armistice, 12 were assigned to front-line escadrilles. No others were built and the type was finally withdrawn from service in 1920

Salmson 4 Two-Seat Ground Attack Aircraft with 260-hp Salmson 9Z Span 15.20 m; length 8.80 m; height 2.96 m; wing area 49.28 sq. III Empty weight 1,410 kg; load d weight 1,935 kg Max. speed: sea level 168 km/h 1,000 m 147 km/b 2,000 m 143 km/b 4,000 m 137 km/h mjn. 18 sec. Climb: 500 m 1,000 ill 8 min. 21 sec. 2,000 Tn 20 min. 14 s c. 4,000 m 43 min. 27 sec. 12 built

Salmson 4. Compared to the Salmson 2, the wing span of the Salmson 4 was increased and the number of interplane struts was raised to 12.

Salmson 4. At the time of the Armistice, 12 of these aircraft were assigned to frontline escadrilles. SHAA 887 1041.

Salmson 4. The Salmson 4 was an enlarged version of the Salmson 2 reconnaissance aircraft and was powered by a 260-hp Salmson 9Z engine. 887.1038.

Salmson Aircraft of World War I

103

Salmson 5 he Salmson firm tested a modified version of the Salmson 2 in 1917. Designated Salmson 5, it had positively staggered wings with a slight sweepback. The shape of the rudder was slightly altered and enlarged elevators were attached to a fixed tailplane. The latter was a marked departure for aircraft produced by the Salmson firm.

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The Salmson 5 was intended to meet the require-ments of the A2 category for artillery spOlling. However, it was 23 km/h slower than the standard Salmson 2 and does not appear to have offered any significant advalllages over that aircraft. Only a single Salmson 5 was built.

,

Sahnson 5 Two-Seat Reconnaissance Aircraft with 230-hp Sahnson 9Za Span 12.20 m (some ource tate 11.75 m); length 7.80 m ( orne ource tate 7.70 m); height 2.91 m (some sources state 2.82 m) Maximum peed: 169 km/h at 2,000 m One built

---

Salmson 5. The rudder shape was unique to the Salmson 5. MA 1272.

Salmson 6

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he Salmson 6 was designed to the 1918 STAe A2 specification calling for a single-engine army coopera-

tion aircraft. It was based on the standard Salmson 2 and powered by a 230-hp Salmson 9Za engine. Only a single exam-

pie was built. It may be the aircraft shown here.

104

Salmson Aircraft of World War I

Salmson 7 he Salmson 7 was intended to meet the A2 specification for 1918 calling for a payload of 450 kg, a ceiling of 7,000 m, a maximum speed of 200 km/h, and a minimum speed of 90 km/h. The new A2 design was to carry a T.S.F. unit. The Breguet 14 with a Rateau turbocompressor and the SEA 4 were also designed to meet this requirement. The Salmson 7, possibly drawing from the experience with the preceding Salmson 5 and 6, was also a development of the standard Salmson 2. ew features included an enlarged wing with a slight

T

Salmson 7 army cooperation aircraft. Twenty examples were delivered to army cooperation escadrilles. MA4261.

Salmson 7 front view. 02818.

Salmson 7 rear view. 02821.

sweepback. The almson 7 had the same 230-hp Salmson 9Za engine as the Salmson 2. One major difference was the location of the crew members' cockpits. The pilot and observer were seated far apart on the Salmson 2, and this made communication between them virtually impossible. To rectify this problem, the crew of the Salmson 7 were seated backto-back in a single cockpit tub. The Salmson 7 underwent STAe static testing on 19 August 1918; a coefficient of 6.5 was attained. The Aviation Militaire planned to order

Salmson 7 Two-Seat Army Reconnaissance Aircraft with 230-hp Salmson 9Za Span 12.34 m; length 8.83 m; height 2.86 m; wing area 38.70 q. m Maximum peed: 189 km/h 20 built enough Salmson 7s to equip 74 escadrilles. However, the termination of hostilities resulted in only 20 being delivered to army coopera tion escadrilles.

Salmson Aircraft of World War I

105

Camouflage and Marl<:ings he Salmson S.M.I appears to have been finished in the early protective scheme of clear dope and varnish of 1916-1917. This gave a yellowish appearance and metal panels were painted yellow to match. Cockades were carried on the wings only, which left the long fuselage vacant for some very colorful markings. EscadriLLe SM 58 marked its aircraft with a red or blue cockerel and individual aircraft numbers were carried on the upper wing. AR 45 appears to have used a black and white horseshoe insignia. Some aircraft carried extensive personal decoration in addition to the escadriLLe markings. AR 289's insignia of a blue devil holding binoculars is unlikely to have been applied to that unit's sole S.M. 1 biplane in the month that it served over the front. Early Salmson 2A2 aircraft were finished in a similar plain scheme. Research by Alan Toelle has led him to conclude that the fabric covered surfaces were doped aluminum similar to the ieu port a ircra ft of the period. (Th is conclusion is not supported by documentary evidence, however, and it is possible that these early aircraft were also in a variation of the clear doped (yellow) scheme.) The cowl and metal panels were brightly polished aluminum with a marked "turning" effect. Very few 2A2 aircraft carried this scheme. (The lowest known camouflaged 2A2 is serial 174 while the lowest known 2A2 serial is I 15). The greater majority of Salmson 2A2 aircraft were finished in the standard French five-color scheme of chestnut brown, dark green, light green, beige, and black. The camouflage colors were applied to the upper and side surfaces. The earth tones were dominated by the large amount of aluminum powder added to the dope. This resulted in some variations in color as evidenced in the accompanying photographs. Under-surfaces were doped in a light yellowish-gray shade known as Ecru. The color demarcations for this scheme were apparently marked on the aircraft components by template. Although the basic camouflage pattern appears to be identical for all 2A2 biplanes, there were a number of subtle differences between aircraft in different serial blocks which seem to indicate different manufacturers. By the end of April 1918, the Salmson

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2A2 had been produced in quantity by three firms: Salmson, Hanriot, and Compagnie General Omnibus (e.G.O.). In addition, Latecoere had produced one example and would be in full production by September. Thus, aircraft did not reach the front in order of a single sequence of serial numbers, but in parallel groups of sequential numbers. The assignment of certain blocks of numbers to certain manufacturers is not known with certainty. However, evidence suggests that serial block 101 through 1000 included the products of both Salmson and Hanriot. Block 100 I th rough 1700 is probably Salmson. Block 3001 through 3605 (at least) is definitely e.G.O. Block 4001 through 4600 is definitely Latecoere. And block 5001 through 5500 is probably Hanriot. The location of the black footprint on the upper right wing is one differentiator between manufacturers. Aircraft in the Ixxx serial block have the footprint c1oseto but not quite touching the cockade. Aircraft in the 3xxx serial block have the footprint touching the cockade. Aircraft in the 4xxx serial block and 5xxx serial block have the black footprint displaced inboard by one full rib space. The footprint for the 4xxx block may also be of a different form. Photographs of aircraft at the Latecoere factory show aircraft in the standard camouflage scheme but with natural metal panels. It is not known if any of these aircraft entered service so finished. National markings were cockades on the wings only. The rudder was painted in three equal bands of red, white, and blue. The aircraft designation, serial, and the usual French details were applied to the rudder by means of black decals. The legend T.S.F (lelegraphie sans fil) appears in various locations on the aircraft. This indicated that wireless was carried. This legend usually appeared on the right side of the fuselage above the wing and on the wings themselves, either at the trailing edge near the root or at the leading edge tips. The latter placement is very seldom visible in photos but the practice appears to be associated with aircraft in the 3xxx serial group. When located at the tip, this legend was not located at the root. Some aircraft carried the word PHOTO. This could be placed on the fuselage in association with the T.S.F legend or

separately. POSERauLEVER 1CI (Lift Here) markings were carried on the rear fuselage, usually in two places on both sides. This legend was remarkably consistent for most aircraft. However, aircraft in the 4xxx group produced by Latecoere had a distinctly different three-line version which can serve to immediately identify one of these. Also, very early un-camouflaged aircraft had a distinctive rendition of the legend. The proximity of the legend to the lower longeron also corresponded to serial block. Those in the 5xxx block carried the legend close to the lower longeron. Those in the 3xxx block carried it above the second stringer. Others carried the legend midway between the two extremes. French two-seater aircraft sometimes displayed diverging stripes painted below the observer's cockpit to assist the observer in aligning the camera when it was mounted on the laurel/e. Aircraft up to approximately serial number 500 have no camera guides. Aircraft in the 4xxx serial block have no camera guides. Aircraft in the 5xxx block have black camera guides. Most other blocks have white camera guides, although some in the 3xxx serial block have none. French escadrilles carried the unit insignia on the fuselage sides. Individual aircraft were usually marked by numerals although there is photographic evidence that at least one 2A2 was marked by a letter. Individual numerals could be repeated on the upper surface of the top wing or fuselage. Cowl and wheel covers were used for individual markings. There are distinct gaps in the history of French camouflage and markings and more research in this area will undoubtedly rurn up interesting variations to what has been accepted as the norm. The documents relating to the US Air Service, AEF, have survived to a large extent and can be described with more certainty. 6 May 1918 saw the first official document specifying distinctive markings for AEF squadrons. This memorandum read in part: "For long and distinguished services, the following authorizations to display distinctive insignia are cited: 1st Aero Squadron (Observation): A miniature

Salmson Aircraft of World War I

106 American nag. For distinguished and arduous services in Mexico." This memorandum legitimized the practice, which had grown in all the combatants' air services, in that aircraft of the same unit needed to be recognized in the air. In France colorful devices had been adopted and the Americans followed this practice rather than the staid British practice of geometric shapes. A second memorandum of 28 June ordered: I. All planes in a squadron shall be numbered serially commencing with I, these numbers to be painted in yellow or red paint and large enough to be distinguished from a distance. They shall be painted on both sides of the fuselage, near the stabilizer, on the underside of the right lower wing and on the top side of the upper wing. 2. Each squadron shall have an official insignia to be painted on the middle of each side of the fuselage. The squadrons will design their own insignia during the period of organizational training. The design must be submitted to the Chief of Air Service of the army to which attached or assigned, or, if not so assigned, to the CAS, AEE for approval. The design should be simple enough to be recognizable from a distance. In addition to this insignia, each squadron shall carryon the upper side of the top left wing and on the underside of the

Standard Colors Methuen notation are gi en for knO\ n fabric amples. Pantone© equivalents (a printing color tandard available from computer suppliers) are given in brackets. Actual colors aried from air raft to aircraft ba ed on weathering and paint batches; therefore, precise color value can only be approximated.

Color

Methuen

Pantone

Roundel Red Roundel Blue

IOC-D8 22-23D4 23C-D8 2-3A3-4, 3B7 4A3,4C3 4B2-3 5 -D8,5E4

( 1805C) (3015C) (127C, II0C) ([55C, 4525C) (4545C) ([30 ,13[C)

6F 5-7 29P3-6 30D-E4-6 4-5D-E6 4-5 C-D 3-4

(497U) (5605U) (3995U) (132U, [39U) (45IU,4515U)

Clear-Doped Linen Yellowi h-Gray Yel10w

Camouflage Colors Chestnut Brown Dark Green Light Green Beige Ecru

bottom left wing a stripe or series of stripes of whatever color desired, in order that pilots above and below may recognize planes of their own squadron. These stripes must not be allowed to cloud the cocard (sic). Individual insignia must not cover a space more than 6" x 6" and must not be placed back of the cockpit. o squadron was allowed to apply the squadron insignia on its planes without written authority. Stringent conditions were to be fulfilled before a squadron was allowed to apply for this authorization. In

the case of an observation squadron it was only "after one month of service at the front, or immediately upon receiving citation in orders from higher authority for distinguished services." The memorandum went on to state that flight commanders and deputy flight commanders were to carry streamers to distinguish their aircraft. Flight commanders were to have streamers on wing tips and rudder, while deputies were only to carry the rudder streamer. Each squadron's CO's aircraft was to carry two bands of red, white, and blue stripes running diagonally

Post-war Salmson 2A2 passenger conversion. The Salmson was not as successful as the Breguet 14 in this role. 384.384 via J. Guttman.

Salmson Aircraft of World War I from the rear of the cockpit to the rear of the fuselage at the foot of the rudder post. Group or higher organizations were allowed to "mark their planes at their own discretion." The following were applied to Salmsons of the AEF. 1st Aero Squadron: Wing stripes were white-red-white. 1 umerals, varying in style, were originally white with no border. Later they had a black or blue border. and near the end of the war a red border was adopted. Finally, in the spring of 1919, the aircraft were re-numbered with plain white block numerals. 12th Aero Squadron: Diagonal redwhite-red stripes, red numerals with a white border. These ma rkings appear to have been used from about July 1918. 24th Aero Squadron: Black-gray-black stripes were stated to have been carried, but this is subject to confirmation. Red numerals with white border. Radiator shell marked with red and black stripes. (This may have been a night marking). 88th Aero Squadron: No wing stripes. umerals were probably yellow with a narrow black border. 90th Aero Squadron: No stripes. Numerals varied by flight. White with dark border (1-6) for "A", yellow with a black boarder (7-12) for "B", and red with possiblya white border (13-19) for" ". 91st Aero Squadron: Red-white-redwhite-red stripes. The stripes were sloped to the left, to the right, or were parallel to the wing ribs, the arrangement probably designating the flight. Bold red cursive numerals originally with black border and finally with white border. Flights were also probably designated by red and white striped radiator shell with the stripes radiating olockwise, counterclockwise, or parallel to the motor axis. Which flight used which is not known. 99th Aero Squadron: Wing stripes were applied diagonally across the leading edge tip under the lower left wing outboard of the cockade. The color may have been red-white-red. It is not known if they were used on the upper wing. The numeral was probably red, generally with a white border. 186th Aero Squadron: Probably no stripes. umerals were red with white border. 258th Aero Squadron: 0 stripes. Red block numerals with a white border. The exhaust shroud of the Salmson 2A2 was positioned immediately behind the radiator shell. Thi would soon become a

dark burnt bronze color. Many photograph captions state that the exhaust shroud was painted; however, it is evident that any color applied here would soon be burnt off and any assertion that this was painted is certainly a misinterpretation. It is evident that many American Salmsons were picked at random from French production. It is likely that they were delivered in French markings. In some cases they were flown in these markings, especially rudder stripes. When overpainted, rudders did not have the decals restored. The shade of red and blue used for overpainting would have been whatever was available at the time. Surviving examples show marked variations with the blue, varying from French insignia blue to deep blue. Many American-ordered machines were delivered in US markings with full rudder legend. A US cockade from a factory-painted Salmson is preserved in the USAF Museum collection. It shows the red tending towards orange with the blue being a medium grayish blue. Special thanks are due to Alan Toelle for his help with the profiles and this section on camouflage.

Profile Captions 1. S.M.l SAL 58 S.M. I serial 32, aircraft" 12" of Escadrille SAL 58. This aircraft has standard clear dope finish with the number "12" painted in black inboard of the cockades on top of both upper wings. 2. S.M.l SOP 43 S.M. I serial 125, aircraft" 12" of Escadrille SOP 43. This aircraft has standard clear dope finish with elaborate horse and horseshoe marking with white zig-zag marking, outlined in black, aft of the horse marking on both sides. 3. French SAL 122 Early Salmson 2A2 biplanes were delivered in this scheme of polished metal panels and aluminium doped fabric surfaces-see camouflage text for a more detailed examination of this scheme. This aircraft, bearing the green four-leaf clover from Escadrille AL 122, shows the first type of "lift here" markings. It is unusual in that it has no rudder legend. Note that the cowl louvres are punched in only. On later aircraft they were double punched. 4. French SPA 102 Early Salmson 2A2 in aluminium finish. The escadrille markings appear to be those of SPA 102. Tote the early style of louvres,

107 machine gun mount, lack of stencils, and ventral bath for a long focal length camera. 5. French Navy French Naval Salmson 2A2 based at St. Raphael in 1922. The finish is aluminium doped overall with black markings. A black "8" in a white circle is applied to the fuselage. ote lack of armament and wheel covers. 6. French SAL 18 almson 2A2 serial 945, aircraft "3" from SAL 18 in the standard five-colored French camouflage scheme. ote the metal pennant on the outer interplane strut and the white guide markings at the gunner's cockpit. It has the later form of "lift here" markings. 7. French Sal 33 almson 2A2 flown by George Leclere of SAL 33. It has standard camouflage and the individual numeral white "4". ote the style of "lift here" markings. The rudder has no legend, indicating a replacement item. 8. French SAL 40 This Salmson 2A2, aircraft "9" of SAL 40, was flown by Lt. Theodore Boyd, an American attached to the escadrille. ote the red radiator shell and style of "lift here" markings. 9. French SAL 74 Salmson 2A2 serial 5351. aircraft "7" of SAL 74 in standard camouflage scheme. 10. French SAL 259 Salmson 2A2 serial 504 of Sal 259 is unusual in that it has a letter rather than a numeral for the individual aircraft identification. ote the repair to the fuselage 011 the escadrille insignia. It wears the standard camouflage cheme with what appears to be a white radiator shell and wheel covers. This aircraft had the early type of cowl louvres. 1 I. AEF 12th Aero Sqdn. Salmson 2A2 aircraft "7" of 12th Aero Squadron, Trier. Germany 1919. ote patchwork to fuselage where generator attached. This aircraft has standard camouflage with squadron commander's stripes to fuselage. See top wing detail-the camouflage pattern is typical of the 12th Aero quad ron's Salmsons. 12. AEF 24th Aero Sqdn. Salmson 2A2 aircraft" 11 A" of 24th Aero Squadron. This aircraft has tandard camourlage. Note patched fuselage where the generator was fitted. See upper wing detail. 13. AEF 88th Aero Sqdn. Aircraft "12" of the 88th Aero Squadron, Trier, Germany, 1919. This aircraft has

108 standard amouflage. ote that the numerals have a thin (approx 1/4 inch) black outline. This aircraft was unusual in that it had a heart painted on the top of the center section-see detail. 14. AEF 90th Aero Sqdn. Aircraft "4" of the 90th Aero Squadron. This aircraft has standard camouflage. The numeral has a thin black boarder. 15. 1st Aero Sqdn., 10 4 Salmson 2A2 aircraft "8" (possibly serial 1286) of 1st Aero Squadron. Flown by Ll. Erwin and Lt. Baucom, Jo 4 survived a forced landing on 5 ovember 1918, and was on occupation duty in Germany in 1919. It wore standard French camouflage. White squadron bands are applied to the nose; white, red, white bands are painted on the wings. The fuselage has a white numeral "8" with thin blue outline. The "8" is repeated on the LOp wing and probably under lower wing in (possibly) red. ote individual insignia and victory crosses under port side of pilot'S cockpit-see detail. 16. AEF 91st Aero Sqdn. Aircraft "17" of the 91st Aero Squadron. This aircraft has standard camouflage and a red and white radiator shell. 17. AEF 99th Aero Sqdn. Salmson 2A2 serial 986, aircraft" 19" of the 99th Aero Squadron. This aircraft has standard camouflage. ote the petal colored radiator shell. The replacement rudder has been crudely remarked with the serial number. 18. AEF 104th Aero Sqdn. Salmson 2A2 serial 5247, aircraft "3" of 104th Aero quad ron. Capl. Reynolds had bomb racks filled by the crew working all night so that he could fly one last mission before the Armistice. This aircraft has standard camouflage. 'ote the squadron commander's fuselage stripes and dark (black) camera alignment stripes. ee detail of upper wing that shows the black footprint in a different location-possibly a "hallmark" of the manufacturer. This aircraft has the late generator cover and louvres. 19. AEF 186th Aero Sqdn. Salmson serial 3361, aircraft "2" of the 186th Aero Squadron. This aircraft has standard camouflage. I ore the unusual rudder detail; the rudder is probably a replacemen t item. 20. Czeeh Ea 1'1 y Czechoslovakia n Sa Imsons were operated in French camouflage and insignia. The aircraft shown has had the cockades changed to those used by

Salmson Aircraft of World War I Czechoslovakia before the adoption of the tri-colored banner national marking. The colors were the same as the US AEF insignia. Note the late generator cover. 21. Japanese Salmson 2A2 Otsu [ of the Imperial Japanese Army. Aluminium doped overall. The rudder has dark (red) bands. These aircraft were often flown with cowl panels removed. 22. Polish 16th Eskadra Poland repainted the surviving Salmson 2A2 biplanes in a uniform dark (khaki) color to upper surfaces with pale blue lower surfaces. The checkerboards are the Polish national insignia. This aircraft, Polish serial 0.12.16, served with the 16th Eskadra in August 1920, and later with the 6th Eskadra. ote the lack of wheel covers. The aircraft was probably

used as a trainer b this time. It is shown a it would have appeared with fuselage national markings. 23. Polish 581 Eskadra Polish Salmson 2A2 serial 4321 of Eskadra 581. This aircraft wears French camouflage and national insignia with Polish dragonfly insignia. ote the style of decals applied to rudder.

Salmson 4. J. Guttman.

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1. S.M.l of SAL 58

Detail of lower wing underside showing cockade position for S.M.l aircraft.

2. S.M.l of SOP 43

© Juanita Franzi

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3. Salmson 2A2 of French SAL 122, early scheme.

- Upper wing details of the aircraft of SAL 122 and SPA 102 depicted on this page.

4. Salmson 2A2 of French SPA 102, early scheme.

5. Salmson 2A2 of French Navy. © Juanita Franzi

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6. Salmson 2A2 of French SAL 18.

7. Salmson 2A2 of French SAL 33.

8. Salmson 2A2 of French SAL 40.

© Juanita Franzi

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9. Salmson 2A2 of French SAL 74.

10. Salmson 2A2 of French SAL 259.

11. Salmson 2A2 of USAS 12th Aero Squadron. © Juanita Franzi

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12. Salmson 2A2 of USAS 24th Aero Squadron.

Upper wing details of 88th Aero Squadron Salmson 2A2.

13. Salmson 2A2 of USAS 88th Aero Squadron.

14. Salmson 2A2 of USAS 90th Aero Squadron. © Juanita Franzi

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15. Salmson 2A2 Jo 4 of Lt. William P. Erwin, USAS 1st Aero Squadron, America's Two-Seater Ace of Aces.

© Juanita Franzi

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15. Salmson 2A2 Jo 4 of Lt. William P. Erwin, USAS 1st Aero Squadron, America's Two-Seater Ace of Aces.

© Juanita Franzi

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16. Salmson 2A2 of USAS 91st Aero Squadron.

17. Salmson 2A2 of USAS 99th Aero Squadron.

18. Salmson 2A2 of USAS 104th Aero Squadron.

© Juanita Franzi

Upper wing details of l04th' Aero Squadron Salmson 2A2.

23. Salmson 2A2 of Polish Air Force 581 Eskadra. © Juanita Franzi

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