Some developments in aircraft for the projected 1919 campaign
The high-performance AEG G.IV medium bomber was converted into an armored, antitank gunship, the G.IVk (kanone). Armor enclosed both engines and the entire forward half of the fuselage. Two of the new SEMAG/Becker automatic cannon were mounted, one in a fully enclosed turret under the nose and on an open, large-diameter gun ring on the rear cockpit. The Becker was the first 20-mm light-weight cannon. A number were produced prior to the end of the war, but their is no evidence that they were ever used.
The anticipated proliferation of armored Allied airplanes naturally provoked counter-measures. Germany developed its own armored trench fighters in 1918, and tasked them with attacking Allied trench fighters and contract patrol aircraft. The first attempt at an aircraft in this class was the AEG PE (Panzer Einsitzer) triplane, which was not accepted. But its successor, the AEG DJ.1, was ordered into production. The DJ.1 was a structurally advanced two-bay biplane powered by the new 195-hp Benz Bz III or Maybach Mb IVa V-8 engine. The airframe was fabricated from dural light alloy with fabric covered flying surfaces and a dural-sheet fuselage. To reduce vulnerability to ground fire, there were no bracing wires. The wings were braced to each other and to the fuselage by substantial, I-section struts. Armor protected the pilot, fuel tanks, and engine. Initially, the fighter was to carry two standard 7.92-mm machine guns and light bombs. But it was also designed to incorporate the formidable TuF (Tank und Flieger Gewehr), a heavy antitank machine gun chambered for the 13-mm Mauser cartridge described below. Three prototypes were under test when the war ended in the West. The Benz-engined aircraft attained a maximum speed of 112 mph. They weighed 2606 lbs empy and 3,031 lbs fully loaded. Span was 32 ft 9 in and length was 21 ft 11 in.
The Sopwith TF.2 Salamander was a British World War I ground attack aircraft which first flew in April 1918. The war ended before the type could enter squadron service, although two were in France in October 1918.
By 1917, the use of close support aircraft had become an essential part of an infantry attack. On the German side, specialist aircraft were designed specifically for the task, such as the Halberstadt CL.II and the armored Junkers J.I – the British however relied for this work on ordinary fighters such as the DH 5, and the Camel, and general purpose two seaters such as the F.K.8. Ground fire took a heavy toll of aircrew involved, and an equivalent to the armored German machines was sought. The first British aircraft to be built specifically for "ground strafing", as close support was known, was an armored version of the Camel, known by the company as the "TF.1" (for "trench fighter"). This did not go into production, but information gained in testing it was used for the Salamander design.
Design of the Salamander, conceived as an armored version of the Sopwith Snipe, began in January 1918. The forward portion of the fuselage was a 650 lb (295 kg) box of armor plate. The rear portion was a generally similar structure to the Snipe's, but flat sided, to match the forepart. The wings and tail unit were identical with the Snipe, and the same Bentley BR2 rotary engine was fitted. This was protected by a standard (unarmored) cowling – the foremost armor plate forming the firewall.
The prototype underwent its initial trials in April 1918, and was sent to France for evaluation on 9 May, but subsequently crashed on 19 May during test program while with No. 65 Squadron when the pilot had to avoid a tender crossing the aerodrome responding to another crash. . By this time four prototypes were flying, undergoing many of the same modifications to the tail and ailerons as the Snipe in order to correct the initially rather heavy and unresponsive controls.
Production was intended to be on a very large scale – The Air Navigation Co., Glendower Aircraft, and Palladium Motors all signed contracts to supply Salamanders, as well as the Sopwith company itself. By the end of the war, however, only 37 Salamanders were on RAF charge, and only two of these were in France. None had as yet been issued to an operational squadron.
With the Armistice, the immediate need for a specialist close support aircraft evaporated, and no squadron was ever fully equipped with the type, which had disappeared from RAF service altogether by the mid 1920s. The type was not developed, but was used in trials of various patterns of disruptive camouflage in the early post war years. One example went to America, and was apparently still in existence at McCook Field in 1926.
Fullers Plan 1919 built on experience gained from the first major tank actions—Cambrai, Amiens, Villers- Bretonneux. In each of these seminal battles, tanks had achieved major breakthroughs and thoroughly disorganized the German defenses. But, just when victory seemed in reach, the offensives had, in each case, faltered. Tanks broke down, got lost, or fell victim to well-sited field guns. The artillery that would normally have neutralized the enemy guns and the flow of orders, supplies, and spare parts that would sustain and guide a conventional advance had been rapidly left behind in the mud of the shattered German defence lines. Poor communications and the inability of artillery to keep up were, by 1918, the main limiting factor on the success of tank offensives.
Fuller addressed these problems by a twofold solution, he firstly used a german idea of making some of the artillery mobile (in fact this was already used from Hamel; on) he secondly suggested a greater reliance on aircraft than had hitherto been the norm. Bombers would isolate the battlefield by disorganizing enemy communications, attacking headquarters, and bombing road junctions. Fighters would serve in lieu of field artillery during the advance. They would use their machine guns and 20-lb Cooper bombs to pin down antitank artillery, thus securing the fast and, hopefully, reliable medium tanks against their most dangerous enemy. Fighters would also strafe rolling stock, road transport, and assembling reinforcements in the rear. Most importantly of all, "contact patrol" aircraft would take over for the supply train and the field telephone network that the fast moving assault forces had left behind. These airplanes would locate friendly forces and front lines, pick up messages, and drop orders and supplies to temporarily isolated units.
The contact patrol type was, in many ways, the most characteristic aircraft to emerge from the First World War, even though it appeared in only limited numbers and at the very end of the fighting. Radio telephony was still in its experimental stages in 1918, so troops communicated with aircraft using Very lights and pre-arranged patterns of cloth staked out on the ground. To locate small, camouflaged units of friendly troops on a rapidly changing, discontinuous front, contact patrol aircraft thus had to fly slowly, close to the ground, where enemy fire was heaviest. When ordinary two-seaters were used in this role, casualties were heavy and useful information scarce. The obvious answer was a well-armored two-seater— the contact patrol machine.
Germany's AEG, Albatros, and all-metal Junkers J-1 airplanes were the only contact patrol types to see active service. But the first Allied equivalent, the Sopwith Buffalo (illustrated) was just entering large-scale production when the Armistice was signed. The prototype, H.5892, was, in fact, sent to France for testing but did not fly operationally. The Buffalo closely resembled Sopwith's Snipe and Salamander fighters. It shared the same engine—the 230-hp Bentley BR.2—and had roughly similar two-bay wings and balanced tail surfaces. The Buffalo was, however, a two-seater. The pilot sat high up under a large cut-out in the upper wing, back-to-back with the observer/gunner. A single, fixed, .303-cal Vickers machine gun was mounted in the upper engine decking for the pilot, and the observer had a single Lewis gun on a Sopwith pillar mount (on the first prototype) or Scarf ring (all others). The entire forward fuselage, from the rear of the observer's cockpit to the engine was fabricated from flat sheets of armor plate. Weight was, of course, a problem. The Buffalo weighed 2,178 lbs empty (vs. 1329 lbs for the similarly powered Snipe). With a 360-lb crew, 375 lbs of fuel and lubricant, and a military load of 158 lbs, the airplane tipped the scales at 3071 lbs. While it had a respectable speed for a two-seater, 114 mph at 1000 ft, climb rate was poor and control response sluggish. It was seriously under-powered. Still, in the absence of higher-powered engines, the aircraft was felt to be adequate for service use, given the urgency of the need.
The Sopwith T.1 Cuckoo was a British biplane torpedo bomber used by the Royal Naval Air Service (RNAS), and its successor organization, the Royal Air Force (RAF). The T.1 was the first landplane specifically designed for carrier operations, but it was completed too late for service in the First World War. After the Armistice, the T.1 was named the Cuckoo.
Commodore Sueter proposed plans for an aerial torpedo attack on the German High Seas Fleet at its base in Germany. The carriers HMS Argus, HMS Furious, and HMS Campania, and the converted cruisers HMS Courageous and HMS Glorious, would have launched 100 Cuckoos from the North Sea. In September 1917, Admiral Sir David Beatty, commander of the Grand Fleet, proposed a similar plan involving 120 Cuckoos launched from eight converted merchant vessels. Training took place in the Firth of Forth, where Cuckoos launched practice torpedoes at targets towed by destroyers. Cuckoos of No. 185 Squadron embarked on HMS Argus in November 1918, but hostilities ended before the aircraft could conduct any combat operations.