LCol William George Barker VC in the Great War

British Empire’s Most Decorated Serviceman

The deadliest air fighter who ever lived

LCol William George Barker, VC, DSO & Bar, MC & Two Bars, Silver Medal, Croix du Guerre, 1914-15 Star, Victory Medal, British War Medal, the most decorated serviceman in the history of Canada, and the British Commonwealth.

LCol William ‘Billy’ George Barker, the less famous of the two ‘Billies’, eclipsed in writing, but not glory, by his good friend, Air Marshal William ‘Billy’ Bishop, VC, CB, DSO & Bar, MC, DFC, ED.

Following the passing of his dear friend, Billy Bishop said of Billy Barker.

“The deadliest air fighter who ever lived.”

Billy Bishop

50 Victories

Canada produced dozens of Aces during the Great War. Barker, Bishop, LCol Raymond Collishaw and Major Donald Roderick MacLaren having at least 50 victories.

Service as Corporal William G Barker

1st Canadian Mounted Rifles

Most Canadian pilots had transferred from the Canadian Expeditionary Force (CEF) to air units. Private William George Barker 106074 followed a typical path. Previous service with 32nd Horse, Manitoba. Standing 5′ 11″ tall with fair complexion, brown eyes and fair hair, when he enlisted in the 1st Regiment Canadian Mounted Rifles at Winnipeg on 23 December 1914.

1st CMR sailed 12 June 1915 from Montreal aboard SS MEGANTIC. After completing a machine-gun course on 16 September 1915 with the 1st Regiment, CMR in England Barker, went with his unit to France on 22 September 1915, when the CMR relinquished their horses and went into the trenches.

First Tour

The battalion arrived in France on 22 September 1915. Becoming part of the 1st Brigade Canadian Mounted Rifles (with the 2nd and 3rd CMR). Now Corporal William G Barker attached to the Colt machine gun unit of the battalion’s 1st Regiment. By 1 October 1915, the battalion at Kortepyp Huts, barely across the Belgian border, south of Nieuwkerke.

On 6 October 1915, Squadron Sergeant John Thornton Marshall 107436 (bullet through heart) killed in a communication trench. Eleven other ranks wounded. Pte Woodward 107645 died of wounds on 7 October 1915, and buried at Westouter Churchyard Extension. The Squadron-sergeant’s brother Private Bernard Robert Marshall 107450, KIA the following day.

Lt Percy Samson Strood

As the 1st CMR pulled out of the trenches on 8 October 1915, Lt Percy Samson Strood (1st Regiment), bullet through heart. He died instantaneously.

The battalion rested at Westhof Farm, then supplied working parties for the remainder of October.

Major Lanoe George Hawker

On the Somme over Bertangles, on 23 November 1915, Major Lanoe G Hawker VC killed in a dogfight with Baron Manfred von Richthofen. Following a prolonged period of maneuvering, during which neither pilot able to gain the advantage, fuel shortage forced Major Hawker to attempt to break off and run for the British lines. He then lost his life when his de Havilland DH2 pusher scout caught by the Red Baron in his sights. Major Hawker von Richthofen’s eleventh victim.

Later in November 1915, Lt John Barclay Clibborn and Pte John Frederick Balmer KIA on 26 November 1915. Pte’s Augin 108069, Willson 10832 later died of their wounds. All buried at Berks Cemetery Extension. Private Fetherston 108219 later succumbed to his wounds and buried at Etaples Military Cemetery.

His Majesty The King

On 27 November 1915, all troops of 1st CMR marched past His Majesty the King. North east of Bailleul, on the road to Loker.

Though Barker’s CEF service record paid him as a Corporal with the 1st CMR until April of 1916, likely following this parade his second request to join the RFC approved. He made his way back to England, ready for the start of his training on 1 December 1915.

William George Barker eventually becomes well-acquainted with the Royal Family. In particular, the Prince of Wales, whom developed a keen interest in aviation.

Service as Lt (Observer) William G Barker

Royal Flying Corps (RFC)

On 21 December 1916, Harry George Hawker, M.B.E., A.F.C., made the first flight of the Sopwith Camel at Brooklands Aerodrome, Surrey, England. Destined to become the Royal Air Force’s most successful fighter of the Great War.

Not until 20 October 1917, would Barker record his first victory as a pilot, flying a Sopwith Camel. Barker now a Lieutenant, serving as an Observer in the RAF.

No 9 Squadron

On 1 December 1915, Lt William George Barker an observer under training, to No 9 Squadron. Then commanded by Major Frederick Angus McCol Wanklyn of Montreal.

While on probation with this reconnaissance squadron he made nine patrols in flying in Royal Aircraft Factory B.E.2 (Blériot Experimental) aircraft.

Lt Malcolm McBean Bell-Irving

Lieutenant Malcolm McBean Bell-Irving, son of a Vancouver civil engineer and pioneer salmon canner, H.O. Bell-Irving. He left home only three days after the BEF had clashed with Kluck’s army at Mons. Paid his own way to England, determined to get into the air war. The relentless determination to fly that he displayed in London, combined with an instinctive and almost irresistible charm, led to his acceptance for flying duties without the customary formalities and enabled him to jump the queue for instruction.

On 9 October 1914, after only nine days’ training, awarded the Royal Aero Club’s pilot certificate No 928. Within twelve days he had been gazetted a second lieutenant in the RFC and Posted to 1 Squadron.

Bell-Irving crossed over to France with his squadron on 7 March 1915. Soon engaged in the whole gamut of duties then expected of every airman. Recon naissance, photo-reconnaissance, artillery co-operation, and that embryonic form of air combat then known as patrolling.

First Engagement

The earliest official reports involving Canadians show that inconclusive aerial fighting an almost inevitable consequence of the simple weapon technology of the time. Bell-Irving, in a Martinsyde Scout and armed only with two automatic pistols, had been ordered to ‘patrol’ the Ypres salient on the afternoon of 28th April. He had an exciting time.

At about 4.30 p.m. two machines observed approaching from Handzaeme and another from Thourout. Of these, two (apparently L. v a s.) slightly slower, and the other (apparently an Aviatic [sic]) faster than Lt Bell-Irving’s machine, at 5,500 ft. at the time. Lt Bell-Irving attacked these with an automatic revolver, and when all his ammunition expended did his best to turn them by nose-diving.

One of the machines did not observe Lt Bell-Irving when nose-diving, and a collision only narrowly avoided. After this incident it took the pilot 10 minutes to gain sufficient height before he could attack the other machines. While doing so he pursued one of the slower machines which dived towards Nachtigaal (sic] Forest, where an anti-aircraft gun opened fire.

Anti-aircraft fire

Lt. Bell-Irving pursued the faster machine, but could not succeed in forcing him down. He gave up the chase after he had succeeded in driving him six miles beyond our lines.

Lt. Bell-Irving reports that had he had a machine gun he ought to have accounted for one of the slower machines. And, also for the faster machines, but adds that at 5,500 ft. the Martinsyde without machine gun has to be flown at 65 m.p.h., in order to fly level, and with a machine gun his speed would be reduced below this. Consequently, unless the hostile faster machine failed to observe his approach (as in fact he did for a considerable time) a machine gun on a Martinsyde would be of no great assistance when attacking an aeroplane of superior speed.

Alan Duncan Bell-Irving

Malcolm Bell-Irving, showing the aggressive spirit that had served him so well in training, tried to shoot down a German machine on some unspecified date during these early days. His younger brother, Alan Duncan, many years later recalled the event in words which suggest that the story may have gained something in the telling.

‘Finally he came up to a Hun from behind, a German single seater, which, as you know can be done with- out being seen or heard. He attempted to shoot the German but his revolver jammed so he threw it at him and hit him on the back of the head, which upset him but otherwise no known damage.’

Alan Duncan Bell-Irving

Blériot Experimental 2

Flying alongside a Bleriot monoplane, a B.E.2a made the first RFC reconnaissance over German lines on 19 August 1914. Often called the “Quirk,” the B.E.2c armed with two machine guns and had a modified wing and tail configuration designed to provide a stable reconnaissance platform. In 1915, when air combat began in earnest, squadrons equipped with the B.E.2c suffered heavy losses to more maneuverable enemy aircraft.

• The pilot’s cockpit had no blind-flying instruments, so entering a cloud was often a fatal mistake. Many B.Es went into spins from which they could not recover.
• Over 3200 B.E.2s were built by over 20 contractors in a variety of models with few visible differences. The last model was about 5km/h faster than the first.
• Lateral control effected by warping the wings, fine for sedate turns but not for evading enemy fighters or anti-aircraft fire.
• The reason the B.E.2 designed with the observer seated in front of the pilot so that the observer located at the aircraft’s center of gravity. The aircraft could be flown solo, without the observer on board, without altering the aircraft’s center of gravity.

1 Wing

Unlikely any of the four Canadians at the front in mid-May, except Possibly Bell-Irving (the sole Canadian in 1 Wing at the time), played any part in the battle of Festubert from 15-22 May. But Wanklyn, temporarily attached to 16 Squadron, and Lieutenant William Reid of Port Arthur, Ont., a pilot who arrived in 2 Squadron on 4 June, both flew artillery registration missions during the First Army action at Givenchy on 15 June. Lieutenant T.D. Leeson of Vancouver, an observer posted to 16 Squadron on 9 May, may also have flown there.

Lieutenant William George Reid

No 2 Squadron’s William Reid of Port Arthur, Ont., wounded and
taken prisoner on 1 August 1915.

‘Lt.s Reid, Leather & I ascended at 5.0 am with six bombs each to drop on Vitry aerodrome. My machine climbed badly and when we met as arranged at 6 o’clock over Arras I was only at 8,500 ft.  I crossed the trenches last and dropped my bombs at 6.15, three going down wind & three coming back (wind from the West). The first three dropped on the aerodrome to the right of the landing T. The second  three on the edge of the aerodrome remote from the sheds, – no apparent damage. At the time of writing Lt. Reid has not returned.’

Captain Smith

4 August 1915

The Germans dropped a message last night over the French lines saying that Lt. William Reid a prisoner & wounded in two places in the left arm but not seriously. He was hit by anti-aircraft fire.

Lieutenant William Reid’s papers held at the Royal Air Force Museum, London. He was shot down by Oberleutnant Max Immelman – inventor of the legendary ‘Immelman Turn‘ air combat manoeuvre. It was Immelman’s first victory.

After Reid had crashed, Immelmann landed near him and took him prisoner. Reid interned in POW camps and Switzerland. Having been deemed by the Germans to be unfit to be of any use in further active service. He married his Swiss-Italian nurse whilst in Switzerland. On his return to England he taught the Queen’s father to fly, at RAF Cranwell.

No 4 Squadron

As an observer, Lt William George Barker posted to No 4 Squadron at Baizieux on the Somme, 6 February 1916. No 4 concentrated on the reconnaissance role, standardizing on the B.E.2 in 1916.

First Wound Stripe

While flying with No 4 Squadron late in June 1916, Barker wounded in the air, but did not leave his squadron. Ready to take part in the Battle of the Somme of 1 July 1916. A minor injury to his thigh bandaged, and prepared to fly the following day.

No 5 Squadron

Lt William George Barker posted to No 5 Squadron on 3 April 1916. No 5 flown its first missions on 21 August 1914. And, on the next day, an Avro 504 the first British aircraft to be shot down. Its crew of pilot 2/Lt Vincent Waterfall and navigator Lt Charles George Gordon Bayly killed over Belgium.

Lt Charles George Gordon Bayly

Royal Engineer Lieutenant Charles George Gordon Bayly, great-nephew of Gordon of Khartoum (Major-General Charles George Gordon. Also known as Chinese Gordon, and Gordon Pasha). Trained as a pilot in 1912 and earned Aero Club Certificate 441. Bayly can claim the doubtful honour of flying in the first British aeroplane shot down by enemy fire – and more. Bayly and 2/Lt Vincent Waterfall, the first RFC (and so British Army) officers to die in action in the Great War. Their Saturday morning flight to destruction narrowly preceded the death of Royal Scots Lieutenant George Thompson in Togoland. Bayly still lies in Belgian soil, his formal grave in Tournai Communal Cemetery since 1924.

Battle of the Somme

Canadian pilots and observers with these corps squadrons at the beginning of the battle included Kenneth Andrew Creery of Vancouver and William Warner Lang of Toronto, with 3 Squadron. William G Barker of Winnipeg, T L Brennan of North Sydney, NS , R S Carroll of London, Ont., R H Jarvis and John William Langmuir (Eaton Motor Machine Gun Battery) of Toronto, J H Ross of Montreal and G E F Sutton of Saskatoon, Sask., with 4 Squadron. R W Young of Toronto the lone Canadian with 8 Squadron. C P Creighton of New Westminster, BC, Ian Cameron Macdonell of Winnipeg and H E Paquin of Montreal with 9 Squadron. F G H Manville of Leask, Sask., and A L Taylor of Prince Albert, Sask., with 15 Squadron.

Lieutenant Ian Cameron MacDonell

Lt Ian Cameron MacDonell, the only son of LtGen Sir Archibald Cameron Macdonell, K.C.B., C.M.G., D.S.O., and Lady Macdonell, of Calgary, Alberta. Lt MacDonell’s aeroplane shot down on 2 July 1916. His body never recovered.

No 15 Squadron

After 7 July he Barker flew with 15 Squadron based at Marieux for the rest of the year. Lt William G Braker managed to kill a German pilot in July. A Roland scout (possibly a DI) dove out of the sun onto their six, anticipating an easy kill. Barker swung around and loosed a volley that hit the German in the forehead, killing him.

First Mentioned in Despatches

Two weeks later Barker downed a second Roland scout in flames and Mentioned in Despatches (MiD). By the end of the Somme campaign he had won the Military Cross and had been recommended for pilot training. Barker now known for his reputation for accuracy in directing the fire of the British Artillery.

Military Cross (MC)

In the early fall of 1916, William George Barker receives his first award. The Military Cross for conspicuous gallantry in action. Barker still an Observer at this time.

Military Cross (MC)

Temp. 2nd Lt. William George Barker, Gen. List and R.F.C.    For conspicuous gallantry in action. He flew at a height of 500 feet over the enemy’s lines, and brought back most valuable information. On another occasion, after driving off two hostile machines, he carried out an excellent photographic reconnaissance. Supplement to the London Gazette, 10 January 1917 (29898/455)

On 16 November 1916, Captain Pender and 2/Lt Barker of No 15 Squadron engaged large numbers of infantry in trenches near the Ancre river with Lewis gun fire, and reported their position to the artillery zone call. The whole area swept by gunfire for some time. When the smoke cleared the destruction terrible. A formidable force of 4,000 had been broken with great loss of life.

Pilot Training

On 18 November 1916, Barker proceeded to Narborough in Norfolk to train as a pilot. He showed an exceptional aptitude for aviation, making his first solo flight after only 55 minutes of dual instruction. At this time, William ‘Billy’ Bishop also earned his wings.

Barker rejoined No 15 Squadron in France in early January as a Flying Officer (Pilot) and given command of C Flight. Shortly afterwards promoted to the rank of Captain.

Second MiD

Barker shot down an enemy plane in March of 1917. He rapidly became known as the best recon pilot on the front. In April, during the Arras Offensive, he earned another MiD for directing shell fire onto a trench filled with 1,000 German troops. Few made it out alive. Moments after, flying very low, he directed shell fire directly onto two very troublesome long-range artillery guns. His RE8 badly damaged but he made it back. Once, his aircraft so badly damaged by bullets and shrapnel that he totaled it trying to land. But, he and the gunner walked away.

Promotion to Captain

Meantime, Barker’s accurate artillery observation and splendid service earned him his second decoration. The Bar to the Military Cross, for conspicuous gallantry and devotion to duty.

Military Cross (MC) First Bar

Military Cross (MC) First Bar

For conspicuous gallantry and devotion to duty. He has done continuous good work in co-operation with the artillery, and has carried out successful reconnaissances under most difficult and dangerous conditions. Supplement to the London Gazette, 18 July 1917 (30188/7216)

No 15 Squadron

The squadron re-equipped with Royal Aircraft Factory R.E.8 (RE8’s) in June 1917. 

Royal Aircraft Factory R.E.8 

The lumbering Reconnaissance Experimental 8 the most widely used British two-seater biplane on the Western Front. Nicknamed the “Harry Tate,” a well known music hall performer of the day, it provided a stable platform for photographic missions. But, suffered from poor maneuverability, leaving it vulnerable to attack by enemy fighters. Despite heavy losses, the R.E.8 remained in service throughout the war.

Second Wound Stripe

On 7 August 1917, Barker slightly wounded below his right eye by anti-aircraft fire. Once again, Barker did not admit himself, and flying the following day.

In September 1917, Barker returned to England after having flown continuously for more than a year and a half at the front. Posted to England as an instructor for a six month period. He soon convinced his superiors training not for him. And so he returned to France and given command of A Flight, No 28 Squadron. Finally, Barker soon to record his first victory in the air as a pilot.

Service as Captain William G Barker

Following a well-deserved rest, on 22 October 1917 Barker flew to France with No 28 Squadron. On his first day encountering the enemy, scored a double victory, rapidly followed by his third. Two days later, his squadron entrained for Italy.

The caption held by the Imperial War Museum reads: ‘Major W.G. Barker, Commander of 28 Squadron, beside his Sopwith Camel.’ Barker did not command 28 Squadron, however, and he was not promoted to major – as he appears in this photo – until he took over 139 Squadron.

Tide turning

Second Lieutenant A. Koch of Edmonton, who had served as an observer in
6 Squadron during 1916, had joined 70 Squadron on his first operational posting as a pilot only two weeks earlier. From his earlier experiences Koch knew something about air combat. But, this account of a fledgling pilot’s success suggests that the general level of competence of German airmen at this time of the war declining.

Support for this suggestion also comes from 28 Squadron which was on its first mission over the lines. Two of its three victims fell to the guns of novices. Although the second and third shot down by one of their experienced flight commanders. Captain William George Barker, a former observer and pilot with 15 Squadron. Barker had time for one more victory over the new Albatros D.V.’s before his squadron posted to Italy at the end of the month. Destined to make a spectacular, if brief, reappearance on the Western Front during October of 1918.

Italy

Barker’s career in Italy in command of No 28 Squadron a succession of successful combats. The number of victories mounted rapidly, and in succession awarded the DSO, 2nd Bar to the MC, and the Croix du Guerre.

Canadians with 28 Squadron at the time of its move to Italy included Lt Harold Byrn Hudson of Victoria, Clifford MacKay McEwen of Radisson, Sask., C.W. Middleton of Toronto, L.P. Watt of Westmount. Que., and Lt Douglas Christie Wright of Toronto, (KIA 20 Feb. 1918).

Lt Harold Byrn Hudson

Hudson often flew with Captain William George Barker. Lt Hudson’s first victories two observation balloons shared with Barker on 24 January 1918. Hudson went on to destroy an Albatros D.V on 5 February. A week later, Barker and Hudson pulled off the unprecedented feat of destroying five kite balloons on a single sortie.

By 26 May 1918, Hudson’s win total reached seven balloons and six airplanes. Besides the mass victories over balloons with Barker, Hudson had destroyed four airplanes and driven two down out of control. Of his 13 victories, seven shared with Barker.

Lt ‘Black Mike’ McEwen

Lt Clifford MacKay McEwen also flew with Barker in No 28 Squadron. When the war ended, McEwen the squadron’s highest-scoring ace with 27 victories. For his outstanding skills in the air, awarded the Military Cross, the Distinguished Flying Cross with Bar and the Italian Bronze Medal for Valour.

• When the RCAF established in 1924, McEwen commissioned as a flight lieutenant and conducted aerial survey operations for the government.
• McEwen promoted to squadron leader in 1929.
• Promoted wing commander in 1937.
• In 1941, McEwen promoted to air commodore and posted to command No. 1 Group, Eastern Air Command, with headquarters in St John’s, Newfoundland.
• In April 1943, McEwen posted to Britain and sent to an RCAF bomber training base in Yorkshire.
• In June 1943, commanding officer of No. 62 “Beaver” (Operational) Base at RAF Station Linton-on-Ouse, which also controlled two other airfields at East Moor and Tholthorpe. 
• In February 1944, McEwen promoted to air vice-marshal and appointed Air Officer Commanding No. 6 Group, which grew to 14 bomber squadrons.

The commander of Bomber Command, Air Chief Marshal Sir Arthur “Bomber” Harris, regarded McEwen’s contribution “to the efficiency and effect of the bomber offensive as invaluable.”

McEwen died in Toronto’s Sunnybrook Hospital in 1967 after a brief illness. Buried in the Last Post’s National Field of Honour Cemetery.

November 1917

On 14 November 1917, the squadron’s first aircraft reassembled at Milan. The squadron began escort missions for army cooperation patrols over the front lines, longer-range strategic reconnaissance missions, and bombing raids.

Even before British units came into the line, the RFC undertook its first operational flight. On 29 November 1917 an RE8 from 34 Squadron, escorted by four of 28 Squadron’s Camels, flew a photographic reconnaissance mission over the Montello front. The escort led by Captain William George Barker. He and his companions discovered immediately that the Austrian air force ready to contest vigorously any intrusion on their air space.

Barker estimated the Camels attacked by about twelve Albatros D-IVS.

‘I dived on one & fired about 50 rounds and he went down in a vertical dive. I followed and as he flattened out at 5000 feet I got a burst of about 80 rounds at close range. His top right wing folded back to the fuselage and later the lower wing came off.’

But the Camel pilots had no easy task. As Barker observed.

‘During all the fighting we were outclassed in speed and climb’.

Not until the contending fighters had spiraled down to 5000 feet the Camel a match for the D.4.

Sopwith F.1 Camel

An agile, highly maneuverable biplane, the Sopwith F.1 Camel accounted for more aerial victories than any other Allied aircraft during the Great WarI. Credited with destroying 1,294 enemy aircraft, called the Camel due to the humped fairing over its twin machine guns. Much like a real camel, this aircraft could turn and bite you. Noted for its tendency to kill inexperienced flyers, many pilots feared its vicious spin characteristics. Until sufficient speed developed during takeoff, Camel pilots maintained full right rudder to counteract the torque the rotary engine. Failure to do so often resulted in a ground loop with the Camel crashing on its starboard wingtip. 1,413 pilots died in combat and 385 pilots died from non-combat related causes while flying the Sopwith Camel.

December 1917

Barker to become by far the most successful allied fighter pilot on the Italian front. Air Chief Marshal Sir Philip Joubert de la Fert, who as a lieutenant- colonel commanded 14 Wing in Italy, once said of him ‘that of all the fliers of two world wars none was greater than Billy Barker.’

Leadership Qualities

As both flight leader and squadron commander, Barker concerned himself with the careful indoctrination and shepherding of inexperienced pilots. Not regarded by his companions as a trophy-hunter, but rather as one generous in sharing his triumphs, and in assigning victories to others that he might well have claimed for himself. Barker excelled in individual fighting tactics, especially the head-on attack, but the record shows him to have been also a highly effective formation leader.

Some of his qualities as leader and fighter pilot emerge from his account of an offensive patrol undertaken on 3 December:

After … escorting RE8 ‘ s , Lt. Cooper, Lt. Woltho and I crossed the river Piave at a low altitude and attacked a hostile balloon N.E. of CONEGLIANO. I fired about 40 rounds into it at a height of 1,000 feet and it began to descend. I then observed an Albatros Scout about to attack Lt. Woltho. I immediately engaged the E. A. , drove him down to 300 feet, and then succeeded in getting a burst of fire into him. He dived vertically, crashed, and the wreckage burst into flames. I then reattacked the balloon , and after firing at very close range, saw it in flames on the ground. I broke up a party of enemy who were at the balloon winch. A large covered car proceeding E. from CONEG LIANO turned over into a ditch when I attacked it. Later I attacked small parties of enemy and dispersed them.

This report also brings out Barker’s taste for low-level attacks, a pursuit he seems genuinely to have enjoyed, unlike most of his fellow fighter pilots.

In the course of their offensive patrols both squadrons had reported enemy airfields at a number of locations, including Godega and San Felice. On 15 and 16 December 42 Squadron carried the fight to the enemy and bombed the latter field, but not until the RFC extended its attacks to a second airfield was the enemy driven to retaliate.

Christmas 1917

According to T.F. Williams of Woodstock, Ont., then a second lieutenant with No 45 Squadron, Barker and Lieutenant H.B. Hudson of Victoria ‘went over to some Austrian airfield on Christmas Day with a placard saying …Merry Christmas, and they proceeded to shoot up the place good and plenty.’

New Years’ Day 1918

One way to force the enemy to commit himself, to bomb his airfields and static installations, and a series of raids mounted as the RFC pressed for air superiority. On New Year’s Day, for example, ten RE8s from 42 Squadron, escorted by two flights each of five Camels from 28 and 66 Squadrons, bombed the German Fourteenth Army Headquarters at Vittorio. This raid provided Barker with the opportunity to drive down one enemy aircraft and shoot down another that crashed on a mountain side northwest of Vittorio, when ‘the wreckage burst into flames and was seen rolling down in the Valley.

Barker’s flight consisted of Lt H B Hudson, C.M. McEwen, D.C. Wright, and one non-Canadian. In his combat report Barker states his flight attacked by twelve enemy aircraft, later reinforced by six more. The eighteen enemy aircraft in fact attacking ten RE8s and ten Camels. Two Canadians in the other flight, Hilliard Brooke Bell and A.B. Reade: their flight commander failed to return and the lateral controls on Reade’s aircraft shot away by an enemy observer.

Captain Hilliard Brooke Bell MC

Hilliard Brooke Bell attended University College and was in the Canadian Officer Training Corps (C.O.T.C.) for a year before he enlisted in the 67th University of Toronto Battery of the Canadian Field Artillery in May 1916.

• He transferred to the Royal Flying Corps as a 2nd Lieutenant in July 1917.
• He was promoted to Lieutenant in September 1917 and posted to France with 66 Squadron a month later.
• In December 1917 his squadron moved to Italy where Bell scored 10 victories flying the Sopwith Camel.
• Promoted to Captain and became a Flight Commander in March 1918.

5 January 1918 – a bombing raid

A boming raid carried out on the Cordenons aerodrome three miles northeast of Pordenone by ten RE8s of 34 Squadron escorted by fifteen Camels. The aircraft detailed to rendezvous at Castelfranco at 0930 hrs but, according to 66 Squadron’s report, the RE8s went by at such a speed that the Camels could not overtake them! Nevertheless, the fighter group encountered enemy aircraft over Sacile at 14,000 feet where Barker’s flight drove down two of the enemy.

During January 1918 the RFC claimed to have destroyed twenty-nine enemy aircraft and two kite balloons at the cost of four of their own machines. Barker and his wing-man, Hudson, accounted for the balloons.

24 January 1918 – Practice Fighting, and Machine Gun Test

On 24 January the Barker and Hudson ostensibly engaged in ‘Practice Fighting, and Machine Gun Test’.

‘While testing guns over the lines we sighted two balloons in a field which we attacked and destroyed in flames. A horse transport column of about 25 vehicles which was passing these balloons was also attacked and stampeded.’

Barker

Lt-Col Jouben, commanding 14 Wing, demanded, ‘in writing,’ Barker’s explanation of why, ‘contrary to orders,’ he made this attack. Barker’s reply singularly lame.

‘I regret very much that for the moment I forgot the order against low flying.’

Barker to Lt-Col Jouben

February 1918

Though the weather deteriorated in February, the RFC continued to take advantage of the opportunities offered and Canadians took a particularly prominent part.

2 February 1918

On 2 February 1918, all the fighter squadrons out in force. At 1050 hrs Barker leading Hudson, Lieutenant C M McEwen of Griswold, Manitoba, and 2/Lt Woltho, a British pilot who frequently flew with him, on a regular offensive patrol when they intercepted a group of five Aviatiks escorted by three Albatros o-vs.

ln a few brief minutes McEwen had shot down two of the Aviatiks; Barker despatched another, an Albatros as well, and ‘seeing a crowd around the E.A. … attacked it and set the wreckage on fire.’

An hour later, in the same sector, four Camels from 45 Squadron overtook an Albatros two-seater and its escorting fighter: ‘The formation dived down from the sun and 2/Lt G.H. Bush fired a good burst into the Scout at close range. It dived down for about 5,000 feet and then started a wide spiral but 2/LtT.F. Williams headed it off from the Enemy side of the Lines and on the formation closing round, the enemy pilot put his hands above his head and glided down and landed at Road 2, on Montello.’

4 February 1918

On the 4th Second Lieutenant Hilliard B Bell of 66 Squadron shot down an Albatros D-111 in flames near the Austrian airfield at San Giacomo di Veglia, and each member of a four-Camel formation from 45 Squadron, escorting RE8S, accounted for an Albatros. This fight was a hard one, lasting for thirty minutes, ‘enemy pilots being aggressive and skillful but being completely outmaneuvered by Camels.’

Second Lieutenant D.G. McLean, a newcomer to the squadron, ‘drove down 1 E.A. in spin and spinning down on top of it shot E.A. down near SUS EGAN A as it pulled out of spin,’ reported his fellow pi lots. But McLean himself was killed when his aircraft crashed and burnt near San Croce.

5 February 1918

The next day Barker and Hudson went up to look for an enemy two-seater reported to be working over the Italian lines and at 17,000 feet just north of Odense they encountered an Aviatik escorted by two Albatros D·vs. Barker shot the left wing off an Albatros, which broke up in the air; he then chased down the Aviatik, which landed in a field and turned over. Meanwhile Hudson fought the other Albatros down to two hundred feet before it crashed near Portobuffole.

Five Kites

On 12 February Barker and Hudson once more converted a gun test into a destructive operation, Colonel Joubert raising no objection on this occasion:

‘On approaching the PIAVE preparatory to testing guns, Capt. Barker observed that thick ground mist made conditions ideal for attacking balloons. He and Lt. Hudson crossed the PIAVE at NERVESA and flew to CONEGLIANO, then turned E. to FOSSAMERLO … where 2 large observation balloons and 3 small ones were closely parked a few feet in the air, the small ones being between the large ones. Capt. Barker and Lt. Hudson attacked the large balloons which caught fire and all five were destroyed. There was no interference from the ground, except desultory and very badly aimed firing from 2 heavy tracer batteries near the balloons. The haze formed a good screen for the machines.’

Lt_Col Joubert

For the corps machines to function effectively it was necessary, as always, for the fighter units to establish air superiority in this new sector. The accepted method of bringing the enemy to battle was to attack his observation and ground cooperation machines, and this the RFC proceeded to do.

20 February 1918

Lieutenant Douglas Christie Wright, formerly of the 18th Canadian Infantry Battalion, attd 28th Sqdn Royal Flying Corps, becomes the only Canadian buried in Italy during the Great War. Exhumed from Sheet 38.P.K.24.32 and buried at Tezze British Cemetery in 1919. Tezze is a village in the Province of Treviso, a large town north of Venice. 

The Italians entered the war on the Allied side, declaring war on Austria, in May 1915. Commonwealth forces at the Italian front between November 1917 and November 1918. The village of Tezze captured by the Austrians in the advance in the autumn of 1917 and remained in their hands until the Allied forces crossed the River Piave at the end of October 1918. Many of those who died on the north-east side of the river during the Passage of the Piave buried in Tezze British Cemetery. 

Seaman William Gilbert 2121X of the Newfoundland Royal Naval Reserve (HMS Gloucester) died on 7 October 1918. Son of George and Phoebe Gilbert, of Famish Cove, Placentia Bay, Newfoundland. Today, he is the only other Canadian of the Great War buried in Italy. Brought in from Brindisi Communal Cemetery in 1981 and buried in Plot XV, Row G, Grave 21 at Bari War Cemetery. The cemetery lies south of Bari, in the rural locality of Carbonara in the Commune and Province of Bari. 

March 1918

Thus on 10 March Second Lieutenant R J Dawes of Montreal was given credit for shooting down a DFW, on 18 March Lieutenant Gerald Alfred Birks, also of Montreal and a new arrival to 66 Squadron, claimed a Rumpler, and on the 24th Birks’ destruction of an Aviatik confirmed by Stanger, his wing-man. The Austrians reacted vigorously at first and combats became frequent, with Barker, Birks, McEwen, and Stanger playing prominent roles. On 18 March Stanger and another pilot were attacked by four red Albatros o-vs while on Eastern Patrol! and Stanger was credited with shooting one down. On 27 March T.F. Williams registered 45 Squadron’s two-hundredth victory.

Captain William Samuel Clouston Stanger

A Man Called Intrepid

Sir William Samuel Stephenson CC MC DFC

Sir William Samuel Stephenson CC MC DFC (23 January 1897 – 31 January 1989), born William Samuel Clouston Stanger, a Canadian soldier, fighter pilot, businessman and spymaster who served as the senior representative of the British Security Coordination (BSC) for the western allies during the Second World War.

The son of James T. and Mary Robina (Paterson) Stanger, Stanley Stanger wounded by anti-aircraft fire on 23 August 1918. He returned to duty a month later, and during October of that year, he inadvertently landed at an Austro-Hungarian aerodrome. When he realized his mistake, he used his boots as wheel chocks, swung the prop and took off before he could be captured.

Lt Gerald Alfred Birks MC & Bar

Gerald Alfred Birks hailed from Montreal. He soloed in 2.5 hours and went to Italy with the unusually high total of 138 hours flight time, where he joined No. 66 Squadron in March 1918. Assigned to C Flight, Birks soon became a favorite wingman of Capt. William Barker, and the aggressive pair cut a wide swath, almost constantly flying air-air and air-ground sorties.

Leutnant Josef Kiss

On 24 May 1918, in a large dogfight, Birks shot down the Berg flown by Leutnant Josef Kiss (19 victories), CO of Flik 55J. Birks, who genuinely mastered the Camel, also credited with another Austro-Hungarian ace, Oberleutnant Karl Patzelt (5 victories), CO of Flik 68J. By late June Birks credited with 12 confirmed victories (all destroyed or captured), with 10 positively identified and two more likely. Eight of his victories came in May alone. A patron of the arts, he remained an active painter until shortly before his death in Toronto in May 1991, age 96.

Major Andrew Edward McKeever

When the war began, Andrew Edward McKeever joined the Queen’s Own Rifles of Canada and quickly proved to be an expert marksman in the trenches of France.

The Bristol F2 Fighter ‘ace of aces’, with the aid of his observers he claimed 31 victories whilst serving with No.11 Squadron RFC. His last 4 victories came on 30 November 1917 whilst piloting Bristol F2b A7288. With his observer 2/Lt Leslie Archibald Powell they claimed 4 Albatros D.V shot down south of Cambrai.

No 11 Squadron

The low positions of the LMG 08’s in the cockpit gives away that this D.VII is powered by a Mercedes D.IIIa motor and not the brilliant BMW IIIa ‘altitude’ engine.

• Towards the end of 1916, McKeever transferred to the Royal Flying Corps and was assigned to 11 Squadron in May 1917.
• At that time, the squadron was replacing its outdated B.E.2s. Scoring all of his victories with the Bristol Fighter, McKeever the highest scoring ace to fly this aircraft during the war.
• Also the highest scoring ace to serve with 11 Squadron.
• His last aerial combat of the war occurred just before noon on 30 November 1917. On that day, he and his observer, L. A. Powell, engaged two enemy two-seaters protected by a flight of seven Albatros D.Vs. During the battle that followed, McKeever and Powell shot down four of the scouts.

No.1 Squadron CAF

During late January 1918 McKeever taken out of service and sent home to help form the Canadian Air Force, he would see no further combat. Andrew McKeever would help organize No.1 Squadron CAF (originally No.81 Squadron RAF) and command it. The war came to an end before the squadron could be deployed to the Western Front.

After the war, McKeever returned to Canada, then took a job in 1919 as the manager of an airfield in the United States. He died in hospital following an operation for injuries sustained in an automobile accident near Stratford, Ontario on 3 September 1919. He was 25 years of age. Listowel Fairview Cemetery, Listowel, Ontario.

Captain Carl Frederick Falkenberg

The grandson of Baron Andreas Falkenberg, Swedish consul to British North America, Carl Frederick Falkenberg inherited his grandfather’s title of nobility.

• Joined the 8th Royal Rifles in June 1915.
• Commissioned in March 1916, Falkenberg posted to the 171st Battalion four months later and sent overseas.
• In October, reassigned to the 14th Battalion but badly wounded on 27 November 1916.
• After six months in an English hospital, transferred to the Royal Flying Corps in June 1917.
• In March 1918, he joined 84 Squadron under Sholto Douglas, flying the S.E.5a in combat.
• Wounded for the second time on 10 May 1918.
• Promoted to Captain on 8 September 1918, he commanded “B” flight until the Armistice.
• 27 Victories

Falkenberg’s brother, a Second Lieutenant with 46 Squadron, captured by the Germans near Moeuvres when his Sopwith Camel was shot down on 12 March 1918.

Upon his return to to England, Falkenberg transferred to the Royal Canadian Air Force and served as a flight commander with 1 Fighter Squadron until his discharge on 18 October 1919.

Billy Bishop

During this dark period (April 1918), one of the most critical that the RFC to undergo during the war, W A ‘Billy’ Bishop emerged as 60 Squadron’s foremost fighter pilot, beginning a career that was to make him one of the most famous airmen of his generation.

Public Eye

Of that extraordinary group of Canadian fighter pilots of the Great War – Collishaw (60 victories), Bishop (72), MacLaren (54), Barker (5), McKeever (31), Claxton (37), to name the most prominent – Bishop, more than any other, caught the public eye. More written of him than of any other airman in Canada’s history.

A decidedly erratic RMC cadet, he left the college to join the Mississauga Horse when war broke out and went overseas in 1915 with the 7th Canadian Mounted Rifles. In September of that year, when his unit crossed to France, Bishop left behind; he had transferred to the RFC , where he trained with 21 Squadron, like Barker, as an observer.

After a brief period on the Western Front with that squadron in early 1916 he underwent pilot training in England. In March 1917 he reported to 60 Squadron at Izel-le-Hameau. By that time, according to his logbook, he had a total of seventy-five hours, and experience on BE2s, BE l 2s, Avro 504s, and Sopwith Pups.

66 Squadron – Italy

On 10 April 1918 Barker moved to 66 Squadron as a flight commander; his new surroundings had no perceptible effect upon his extraordinary career. Barker remains with 66 Squadron until 14 July 1918.

April 1918

On 17 April 1918 he shot down an Albatros D-111 , verified by his companions, Stanger and W.C. Hilborn of Alexandria, BC. Stanger claimed another. On this day alone the RAF – as it had now become – claimed to have shot down eleven enemy aircraft and it was becoming clear that the tide of battle had turned decisively. In May the air struggle became even more one-sided, the RAF claiming to have shot down sixty-four machines at little cost to itself. Of these, 28 Squadron records credit McEwen with six, Stanger with four, Hudson with three, and one each for Hallonquist, Dawes, and McLeod. In 66 Squadron Barker received credit for eight, Birks for seven, Hilborn for three, and Bell and MacDonald with one apiece.

Captain Arthur Roy Brown DSO & Bar

Four days later, the world’s greatest airman lay dead.  Brown’s flight encountered Jasta 11 on the morning of 21 April 1918. In the battle that followed, Brown scored his final victory of the war.

Engaging a red Fokker DR.I, officially credited with shooting down Manfred von Richthofen. For this action, Brown received a bar to his Distinguished Service Cross.

• Dived on large formation of 15 – 20 Albatross Scouts[,] D 5’s and Fokker triplanes, two of which got on my tail and I came out. Went back again and dived on pure red triplane which was firing on Lieut. May. I got a long burst into him and he went down vertical and was observed to crash by Lieut. Mellersh and Lieut[.] May. I fired on two more but did not get them.” – Brown’s second combat report, 21 April 1918

Brown would probably agree it was Sergeant Cedric Popkin who killed the Red Baron, but there are least two other possibilities favoured by some historians. Gunners Robert Buie and Snowy Evans from Beavis’ 53rd Battery, manning Lewis guns when von Richthofen flew by them.

Lt Alan Arnett McLeod VC

Lt Alan Arnett McLeod VC of Stonewall, Manitoba, Canada’s second and youngest VC of the air war. Alan McLeod wasn’t a fighter pilot, and he didn’t rack up a massive kill of German planes, but he and his gunner/observer were daring aces all the same.

VC Action

It seemed like the end, they were on fire, chased and surrounded by enemy aircraft behind German lines and both men were wounded. McLeod climbed out of his cockpit onto the left, lower wing to avoid the flames and yawed the Ack-W to fan the flames to the right side.

By now, Hammond had to lie along the rim of his cockpit as the flames had destroyed the bottom of the aircraft and his seat had fallen out. Another Fokker bore in on them, coming in for the kill, and put two more bullets into McLeod, but he side-slipped the Armstrong-Whitworth for Hammond to get a shot in. He did, and this one spun down out of control.

May 1918

Though pilots’ scores invariably inflated during the latter stages of the Great war, there seems little doubt that on the Asiago front the Austrians and their German allies badly over-matched.

On 24 May, for example, Barker, in company with Birks and a British pilot, Lieutenant G.F.M. Apps, caught up to a pair of Albatros o.v.’s and a Berg scout just over the valley at the southern foot of M. COPPOLO’:

Captain William George Barker attacked the rear E.A., which spun down. Lt Birks attacked the Berg and after a very short fight E.A. went down with wings off. This was observed by Capt. Barker. At this time Capt Barker observed three o.v.’s diving from the s. towards Lts. Birks and Apps, who were engaging the remaining two E. A. in the valley. Capt Barker got under the tail of one of these E.A. unobserved and after firing about 40 rounds E.A. went down out of control and crashed on some hutments in the valley and burst into flames.

This was seen by Lts Apps and Birks. Lt. Apps engaged one of the two remaining E.A. of the first formation, who was on Lt. Birks’ tail. Lt. Apps fired a long burst when E.A. was doing a climbing tum and E. A. went down out of control and crashed in the valley. E.A. was observed to go down out of control by Capt. Barker and to crash by Lt. Birks.

The remaining o.v. of the first three E. A. was an exceptionally skillful pilot and Lt. Birks fought him for a long time then Lt. Apps joined in the attack. Neither pilot could get E.A. down so Capt. Barker joined in the fight and got on tail of E.A. Capt. Barker fired a short burst at E.A. who went down out of control and dived vertically into the same hutments where Capt. Barker’s first E. A. burst into flames. This was observed by Lts. Apps and Birks.

June 1918

At 0300 hrs on 15 June the Austrian bombardment opened all along the front from the Adriatic to the Asiago plateau.

At 0700 hrs Austrian troops began to penetrate the British wire and during the morning they achieved limited gains at several points. RAF assistance was much reduced because of mist and low clouds; nevertheless, the fighters were out by 0435 hrs when Lieutenant Robert G Reid of St John’s, Nfld (a cousin of the RNAS’ H.V. Reid who had participated in the ill-fated Romanian venture), took off as part of a 66 Squadron patrol.

A few minutes later Lieutenants W.M. MacDonald of Vancouver and Harry DeCew McDiarmid of Victoria let down through the clouds to drop bombs on marching troops north of Asiago; having returned for more, they bombed ‘a mass of troops’ in Val d’Assa and optimistically claimed ‘great havoc caused’ Barker, Birks, and Bell also found targets in Val d’Assa some time later, but by 0900 hrs visibility too poor to continue.

Montello Sector

Just after noon nine Camels from Williams’ 45 Squadron attacked the enemy crossing in the Montello sector; by 1600 hrs more than thirty Camels from alI the fighter squadrons were involved, as well as some of the Bristols and RE8s of 34 Squadron. Barker led a strong attack by 66 Squadron against the bridges in the Montello sector. He later stated:

Every Camel was loaded up with four 20-lb Cooper bombs and we were sent out to bomb and strafe the troops and the pontoon bridges. I can we ll remember the masses of troops up on the east side of the Montello, shooting into the Austrians making the crossing. We were down low enough to see the expressions on their faces. We bombed the pontoon bridges and I then took my flight entirely on ground strafing. I flew about four patrols that day on low-level work. We were going from dawn to dusk, dropping bombs and strafing. We bombed so low that the blast of the bombs just lifted our aeroplanes.

Just after noon nine Camels from Williams’ 45 Squadron attacked the enemy crossing in the Montello sector; by 1600 hrs more than thirty Camels from alI the fighter squadrons were involved, as well as some of the Bristols and RE8s of 34 Squadron. Barker led a strong attack by 66 Squadron against the bridges in the Montello sector. He later stated:

The Montello, owing to its height, dominated the Venetian plain and under its cover the Austrians] had thrown two pontoon bridges across the river. The leader selected the bridge farthest upstream and individual bombing commenced from about 50 feet. This bridge was quickly broken in two places and the pontoons, caught by the fast current, were immediately dashed against the lower bridge, carrying it away also. When this attack commenced these bridges were crowded with troops which were attacked with machine-gun fire. Many were seen to be in the water. This done, troops on small islands and in row boats were machine-gunned.

Successful attacks were also made on Austrian bridges lower down on the Piave, and on troop concentrations on Papadopoli lsland. During the night the Austrians succeeded in repairing some bridges and building new ones, but the RAF again knocked several of them down. Renewed air attacks on the 16th were again highly successful. Cain, of34 Squadron, flying solo with two 112-lb bombs, attacked two bridges in the Montello sector, where the Austrians had established their most dangerous bridgehead: ‘First burst was on the bridge at H95.25 which hit about 10 yards N.E. of eastern end of bridge among a considerable quantity of transport some of which galloped over the bridge and jambed, while others went straight into the river.

The second bomb was an OK on the western end of the other bridge … This bridge was evidently under repair from previous raids … There are a considerable number of pontoons stranded at different points down the river.’ Five Camels from 66 Squadron, led by Barker, destroyed another bridge below the Montello, shooting up troops in the bridgehead. Nevertheless, in the early afternoon Andrews of 34 Squadron reported that seven bridges on the lower Piave were still intact.

Note Dropped on Godega Airfield

According to William George Barker’s personal records, sometime during June he, Birks, and McEwen dropped the following note at Godega airfield.

Major W.G. Barker, D.S.O., M.C., and the Officers under his Command present their compliments to Captain Brumowski, 41 Recon. Portoboutfole, Ritter von Fiala. 51 Pursuit. Gajarine, Captain Navratil, 3rd Company and the Pilots under their command and request the pleasure and honour of meeting in the air. In order to save Captain Bronmoski, Ritter von Fiala, and Captain Navratil, and gentlemen of his party the inconvenience of searching for them, Major Barker and his Officers will bomb GODIGO [sic] aerodrome at 10-00 a.m. daily, weather permitting, for the ensuing two weeks.

Hauptmann Godwin Brumowski Austria’s leading ace Oberleurnant Benno Ritter von Fiala Fembrugg and Oberleutnant Friedrich Navatil also well known and distinguished fighter pilots. No record they responded to Barker’s absurd and vainglorious challenge.

Hauptmann Godwin Brumowski

A gifted pilot, Brumowski the Austro-Hungarian Empire’s highest scoring ace with 35 victories. When war declared, serving as an officer in an artillery regiment. After distinguishing himself in combat on the Russian front, he transferred to the air service in July 1915. Having been recognized as an extraordinary leader, given command of all Austro-Hungarian fighter squadrons of the Isonzo on 11 October 1918. Fatally injured in a plane crash in 1936 at the Schiphol airport near Amsterdam.

Oberleurnant Benno Ritter von Fiala Fembrugg

Fiala volunteered for service in 1910. After serving with an artillery regiment, he joined Fliegerkompanie 1 on 28 July 1914. On 30 March 1918, Fiala scored his 14th confirmed victory near Gorgo del Molino, forcing down a Sopwith Camel flown by English ace Alan Jerrard. Twenty-eighth, and last victory, on 20 August 1918 over Cessalto.

Oberleutnant Friedrich Navatil

Friedrich Navratil (10 victories) attended Infantry Cadet School in Libenau and served with the Bosnian-Herzegovinian Infantry Regiment No. 1 on the Serb front and wounded twice in 1914. His regiment then saw action on the Italian, Montenegrin and Romanian fronts. During this time Navratil promoted to Oberleutnant and wounded again in December 1916. The following month, he transferred to the LFT and received training as an observer at Wiener-Neustadr. 

Post-war, he served in the Yugoslavian air force and, for a time, the Croatian Minister of War during the Second World War. Navratil convicted of war crimes and executed in 1947.

Promotion to Major

In the long pause from late June to 24 October the Italian front remained static. Though the usual trench raids and artillery battles. Unlike the other arms, however, the RAF, faithful to its offensive doctrine, continued to patrol aggressively, if only to ensure that the routine work of daily reconnaissance and artillery co-operation was carried on without hindrance.

139 Squadron

On 3 July a new Bristol Fighter squadron, No 139, was formed, made up of ‘z’ Flight from 34 Squadron and drafts of aircrew from England and the Western Front. The seven Canadians already in ‘z’ Flight were joined by Captain G.W. Curtis of Montreal and Second Lieutenant W.B. Ramsay of Lumsden, Sask. On 14 July Barker was promoted major and given command of the new squadron. He took his Camel with him from 66 Squadron and continued to add to his victories until posted to 201 Squadron in France at the end of September.

139 Squadron from 14 July 1918 to 13 August 1918, and 31 August 1918 to 30 September 1918 (Co-operation with Italian F C in contact patrols for the Italian 4th Army, 30 September 1918).

During this period Barker in Italy and Bishop in England on the staff of the School of Aerial Gunnery. Raymond Collishaw, appointed to the command of 1 Brigade’s 3 (Naval) Squadron on 11 February 1918, too busy to do much flying.

Captain Arthur Treloar “Art” Whealy

Arthur Treloar Whealy a medical student at the University of Toronto before he joined the RNAS. He received his Aviator’s Certificate (Am. 409) on a Curtiss biplane at the Atlantic Coast Aeronautic School in Newport News, Virginia on 5 February 1916.

Commissioned on 29 February 1916 and posted to 3 Wing on 24 August 1916. Serving with 3 Naval Squadron and 9 Naval Squadron during the spring and summer of 1917, Whealy scored seven victories while flying the Sopwith Pup. In the fall of 1917, he began flying the Sopwith Camel and scored a total of twenty-seven victories before posted to the Home Establishment on 24 September 1918.

July 1918

Seven victories over four dates in July of 1918.

Distinguished Service Order (DSO)

Distinguished Service Order (DSO)

T./Capt. William George Barker, M.C., Gen. Lisit and R.F.C.    For conspicuous gallantry and devotion to duty. When on scouting and patrol work he has on five different occasions brought down and destroyed five enemy aeroplanes and two balloons, though on two of these occasions he was attacked by superior numbers. On each occasion the hostile machines were observed to crash to earth, the wreckage bursting into flames. His splendid example of fearlessness and magnificent leadership have been of inestimable value to his squadron. Supplement to the London Gazette, 18 July 1918 (30801/8439)

August 1918

No victories for William George Barker from 23 July to 17 September 1918, inclusive. The Prince of Wales, attached to the British HQ in Italy that summer, took a keen interest in the activities of the RAF. He arranged for a flight over the front line in the gunner’s seat of Barker’s Brisfit.

As he wanted to see something of the disposition of enemy troops they flew about 20 miles behind the front to Vittoria. They encountered heavy AA fire on their return, but no Austrian fighters came up to challenge them. The Prince made a number of visits to 139 Sqdn after that.

Captain William Gordon “Dozy” Claxton Claxton DFC & Bar, DSO

William Gordon Claxton entered the Royal Flying Corps in 1917. An S.E.5a pilot, assigned to 41 Squadron on the Western Front in March 1918. Beginning in May, the 19 year old pilot scored 37 victories in 79 days. He became the highest scoring ace in his squadron.

On the morning of 17 August 1918, Captain William Gordon “Dozy” Claxton Claxton’s flight, under the command of Frederick McCall, encountered Jasta 20 while patrolling the front. In the ensuing battle, Claxton shot down behind enemy lines by Johannes Gildemeister (5 victories). Suffering from a serious head wound, captured east of Wervicq. The immediate skills of a German doctor saved his life and Claxton repatriated on 1 December 1918. Upon his return to Canada, he became a journalist.

September 1918

Major William George Barker’s three final victories on the Italian front came on 18 September 1918 at Motta.

Military Cross (MC) Second Bar

Military Cross (MC) Second Bar

T./Capt. William George Barker, D.S.O., M.C., Gen. List and R.F.C.    For conspicuous gallantry and devotion to duty. When leading patrols he on one occasion attacked eight hostile machines, himself shooting down two, and on another occasion seven, one of which he shot down. In two months he himself destroyed four enemy machines and drove down one, and burned two balloons.    (M.C. gazetted 10th January, 1917.)    (Bar to M.C. gazetted 18th July, 1917.)Supplement to the London Gazette, 16 September 1918 (30901/10877)

Perfecting the Air Weapon

Major William George Barker of Dauphin, Man, now twenty-three years old, with two aerial victories officially credited to him for every year of his life. The threads of his career to this point have already been woven into earlier chapters of this book. After serving as an observer and pilot with the RFC for a year-and-a-half on the Western Front in 1916 and 1917, he had commanded 28 Squadron in Italy for almost a year before being posted to the UK to take command of an air-fighting school at Hounslow.

Log Book Sopwith Camel B6313

Log Book for Sopwith Camel B6313, September 1917 – October 1918, recording its flights with No 28 Squadron RFC in France and Italy as the aircraft flown by Major W G Barker VC who then used it in No 66 Squadron in Italy, April 1918 – July 1918 and with No 139 Squadron RAF, July 1918 – October 1918 when it was returned to the aircraft pool.

The log also notes engine replacements and repairs carried out on the aircraft.

Roving Commission

But recognizing that the air war in France had become tactically very different from that which he had known earlier on the Western Front and had been experiencing more recently in Italy, Barker applied for a refresher course before taking up his new, unique appointment – a Roving Commission flying Sopwith Snipe’s.

Major William George Barker promptly attached to 201 Squadron (Sopwith Camels) at La Targette for ten days.

Sopwith 7F.1 Snipe

Considered by many to be the best Allied fighter in service at the end of the Great War, the Sopwith 7F.1 Snipe designed by Herbert Smith to replace the aging  Camel. Custom built around the powerful 230 hp Bentley BR2 engine, the Snipe not much faster than the Camel, but easier to fly, offered better visibility from the cockpit and had an improved rate of climb.

On 27 October 1918, Canadian ace William Barker made the Sopwith Snipe famous in a single-handed battle with more than 60 enemy aircraft that earned him the Victoria Cross.

No 201 Squadron

With 201st Squadron, 3rd Brigade, 3rd Army, Barker saw no enemy aircraft during his stay with 201. He took off on 27 October 1918 enroute to the UK and his non-operational posting. About to make history in an epic air battle. An unbelievable Victoria Cross action, had it not been witnessed by thousands, including General Andy McNaughton.

Distinguished Service Order (DSO) Bar

Distinguished Service Order (DSO) Bar

Capt. (T./Major) William George Barker, D.S.O., M.C.    A highly distinguished patrol leader whose courage, resource and determination has set a fine example to those around him. Up to the 20th July, 1918, he had destroyed thirty-three enemy aircraft—twenty-one of these since the date of the last award (second Bar to the Military Cross) was conferred on him. Major Barker has frequently led formations against greatly superior numbers of the enemy with conspicuous success.Supplement to the London Gazette, 2 November 1918 (30989/12959)

Victoria Cross (VC)

One last look at the front seemed in order. He climbed to 21,000 feet over the Forêt de Mormal. The forest in France, near the Franco-Belgian border, best known to the British for its role in the retreat from Mons in August 1914. There Barker spotted a Rumpler two-seater reconnoitering the lines. Attacked it, and set off an air fight against sixty Fokkers of Jagdgeschwader 3 which earned him the Victoria Cross, the third and last Canadian airman to be so decorated in the Great War.

Third Wound Stripe

Barker’s fire broke up the Rumpler in the air. He then found his own machine peppered by a Fokker biplane. Climbing in a near stall, almost a thousand feet below him. Wounded in the right thigh, Barker threw his Snipe into a spin and spiraled down two thousand feet. Only to find himself in the midst of fifteen more D-Vll’s. He fired at two which disappeared. Then got a burst into a third from ten yards’ range and set it on fire.

Fourth Wound Stripe

The other Fokkers now milling around him, firing from all angles – wounded again in the other thigh, he fainted and the Snipe went into another spin, dropping to 15,000 feet before he recovered consciousness in the middle of a lower echelon of the enemy formation.

Fifth Wound Stripe

The Canadian got behind one of them and opened fire, while another Fokker got on his tail. The machine in front soon burst into flames, but the one behind riddling the Snipe with bullets and Barker hit once more and his left elbow shattered. Again he fainted, and again the Snipe went into a spin and lost its immediate pursuer.

At 12,000 feet Barker came to, this time to find himself in the midst of a third echelon of enemy fighters whirling in to the attack from all directions. With the Snipe’s airframe punctured by innumerable bullet holes and its engine smoking, Barker picked out one more D-VII and flew straight for it, firing as he went. The Fokker disintegrated and the Snipe suffered further damage as Barker hurtled through, fragments of the German machine tearing the punctured remnants of its fabric.

Yet the Snipe kept flying and Barker, momentarily in the clear, dived westwards and raced for the British lines, dodging a fourth enemy formation as he did so. He crossed the lines at tree-top height and finally crashed into the barbed-wire entanglements which protected a British balloon site, with four more aircraft added to his roll of victories.

Andy McNaughton

One of the many witnesses to this spectacular episode – he termed it a ‘stimulating incident’ – A.G.L. McNaughton, now the commander of the Canadian Corps Heavy Artillery, who watched from his advanced headquarters between Bellevue and Valenciennes. The encounter took place in full view of many thousands of British and Canadian soldiers in the trenches.

“The hoarse shout, or rather the prolonged roar, which greeted the triumph of the British fighter, and which echoed across the battle front, was never matched on any other occasion.”

Brig.-Gen. A.G.L. McNaughton

As Barker lay in hospital at Rouen recovering from his wounds, the war was drawing to a close.

“By Jove, I was a foolish boy, but anyhow I taught them a lesson. The only thing that bucks me up is to look back and see them going down in flames.”

Barker, from his hospital bed in Rouen.

Barker promoted to Lieutenant Colonel during his extended hospitalization. Few Victoria Cross Citation’s as detailed. Many eyewitnesses contributed to the narrative.

Victoria Cross Citation

Capt. (A./Major) William George Barker, D.S.O., M.C., No. 201 Sqn., R.A. Force.
   On the morning of the 27th October, 1918, this officer observed an enemy two-seater over the Fôret de Mormal. He attacked this machine, and after a short burst it broke up in the air. At the same time a Fokker biplane attacked him, and he was wounded in the right thigh, but managed, despite this, to shoot down the enemy aeroplane in flames.
   He then found, himself in the middle of a large formation of Fokkers, who attacked him from all directions; and was again severely wounded in the left thigh; but succeeded in driving down two of the enemy in a spin.
   He lost consciousness after this, and his machine fell out of control. On recovery he found himself being again attacked heavily by a large formation, and singling out one machine, he deliberately charged and drove it down in flames.

Wounded Multiple Times

   During this fight his left elbow was shattered and he again fainted, and on regaining consciousness he found himself still being attacked, but, notwithstanding that he was now severely wounded in both legs and his left arm shattered, he dived on the nearest machine and shot it down in flames.
   Being greatly exhausted, he dived out of the fight to regain our lines, but was met by another formation, which attacked and endeavoured to cut him off, but after a hard fight he succeeded in breaking up this formation and reached our lines, where he crashed on landing.
   This combat, in which Major Barker destroyed four enemy machines (three of them in flames), brought his total successes up to fifty enemy machines destroyed, and is a notable example of the exceptional bravery and disregard of danger which this very gallant officer has always displayed throughout his distinguished career.

Additional Awards

Major Barker was awarded the Military Cross on 10th January, 1917; first Bar on 18th July, 1917; the Distinguished Service Order on 18th February, 1918; second Bar to Military Cross on 16th September, 1918; and Bar to Distinguished Service Order on 2nd November, 1918. Supplement to the London Gazette, 30 November 1918 (31042/14203)

Inflated Claims and Credits

Despite inflated claims and credits, the ‘aces’ of the air war- the Vosses, von Richthofens, Bishops, Barkers, and Collishaws – anything but fakes. They earned and held the respect of their peers and the public by their flying, shooting, and tactical skills rather than by self-advertisement or the assiduous labours of public relations staffs.

But the compilation of lists of scores and the many rankings of allied and German pilots so plentiful in the romantic and sensational literature which has been built up since the Great War often rest upon assumptions which will not bear critical scrutiny. At least as far as 1918 is concerned, claims of air victories by either side should be reduced by at least one-third.

Barker evacuated to England from Rouen on 16 January 1919.

LCol William George Barker’s Victories

No 28 Squadron

1 20 Oct 1917 1215 28 Sopwith Camel (B6313) Albatros D.III Roulers
2 26 Oct 1917 1215 28 Sopwith Camel (B6313) Albatros D.V W of Roulers
3 26 Oct 1917 1220 28 Sopwith Camel (B6313) Albatros D.V Roulers-Thielt
4 29 Nov 1917 1215 28 Sopwith Camel (B6313) Albatros D.V Pieve di Soligo
5 03 Dec 1917 1245 28 Sopwith Camel (B6313) Albatros D.III NE of Conegliano
6 03 Dec 1917 1250 28 Sopwith Camel (B6313) Balloon NE of Conegliano
7 29 Dec 1917 0845 28 Sopwith Camel (B6313) Balloon NE of Pieve di Soligo

1918

8 01 Jan 1918 1100 28 Sopwith Camel (B6313) Albatros D.V NW of Vittorio
9 24 Jan 1918 1620 28 Sopwith Camel (B6313) Balloon ¹2 km E of Conegliano
10 24 Jan 1918 1620 28 Sopwith Camel (B6313) Balloon ¹E of Conegliano
11 02 Feb 1918 1050 28 Sopwith Camel (B6313) Phönix D.I 1 km SW of Conegliano
12 02 Feb 1918 1050 28 Sopwith Camel (B6313) C Gera
13 05 Feb 1918 1200 28 Sopwith Camel (B6313) Albatros D.III 3 km NW of Oderzo
14 05 Feb 1918 1215 28 Sopwith Camel (B6313) C Cornure
15 12 Feb 1918 1445 28 Sopwith Camel (B6313) Balloon ¹Fossamerlo
16 12 Feb 1918 1445 28 Sopwith Camel (B6313) Balloon ¹Fossamerlo
17 12 Feb 1918 1445 28 Sopwith Camel (B6313) Balloon ¹Fossamerlo
18 12 Feb 1918 1445 28 Sopwith Camel (B6313) Balloon ¹Fossamerlo
19 12 Feb 1918 1445 28 Sopwith Camel (B6313) Balloon ¹Fossamerlo
20 18 Mar 1918 1245 28 Sopwith Camel (B6313) Albatros D.III Villanova
21 19 Mar 1918 1245 28 Sopwith Camel (B6313) Albatros D.III Bassiano
22 19 Mar 1918 1250 28 Sopwith Camel (B6313) Albatros D.III N of Cismon

No 66 Squadron

23 17 Apr 1918 1100 66 Sopwith Camel (B6313) Albatros D.III E of Vittorio
24 08 May 1918 1920 66 Sopwith Camel (B6313) C Annone-Cessalto
25 11 May 1918 1045 66 Sopwith Camel (B6313) Albatros D.V Torre di Mosto
26 20 May 1918 0800 66 Sopwith Camel (B6313) Albatros D.V Levico
27 20 May 1918 0803 66 Sopwith Camel (B6313) Albatros D.V Levico
28 21 May 1918 0750 66 Sopwith Camel (B6313) Lloyd C N of Treviso
29 23 May 1918 1215 66 Sopwith Camel (B6313) C S of Motta
30 24 May 1918 1045 66 Sopwith Camel (B6313) Albatros D.V Grigno-Val Sugana
31 24 May 1918 1050 66 Sopwith Camel (B6313) Albatros D.V Val Sugana
32 03 Jun 1918 0830 66 Sopwith Camel (B6313) Brandenberg C Fiume-Feltre
33 09 Jun 1918 1020 66 Sopwith Camel (B6313) Brandenberg D Levico
34 09 Jun 1918 1025 66 Sopwith Camel (B6313) Brandenberg D Levico
35 21 Jun 1918 0900 66 Sopwith Camel (B6313) Albatros D.V Motta
36 25 Jun 1918 0910 66 Sopwith Camel (B6313) Brandenberg D Susegana
37 13 Jul 1918 0705 66 Sopwith Camel (B6313) Brandenberg D Conegliano-Godega
38 13 Jul 1918 0708 66 Sopwith Camel (B6313) Albatros D.V 1 mi S of Godega aerodrome

No 139 Squadron

39 18 Jul 1918 0805 139 Sopwith Camel (B6313) C S of Gallio
40 18 Jul 1910 0810 139 Sopwith Camel (B6313) C ² 2 mi N of Asiago
41 20 Jul 1918 139 Sopwith Camel (B6313) Albatros D.V Motta
42 20 Jul 1918 139 Sopwith Camel (B6313) Albatros D.V Motta
43 23 Jul 1918 139 Sopwith Camel (B6313) Albatros D.V ³ Godega aerodrome
44 18 Sep 1918 1000 139 Sopwith Camel (B6313) D 4 mi S of Feltre
45 18 Sep 1918 1000 139 Sopwith Camel (B6313) D S of Feltre
46 18 Sep 1918 1005 139 Sopwith Camel (B6313) D 3 mi N of Queroe
47 27 Oct 1918 0825 201 Sopwith Snipe (E8102) Rumpler C Mormal Woods
48 27 Oct 1918 0830 201 Sopwith Snipe (E8102) Fokker D.VII Mormal Woods
49 27 Oct 1918 0830 201 Sopwith Snipe (E8102) Fokker D.VII Mormal Woods
50 27 Oct 1918 0830 201 Sopwith Snipe (E8102) Fokker D.VII Mormal Woods

1 Shared with Lt Harold Hudson
2 Shared with Lt G T C May (D9414)
3 Shared with Lt H C Walters & Lt C T Davies (C916)

LCol William George Barker Flying

Barker accumulated an astounding 1,715 hours of flying, including 100 hours of training.

Types	Hours	Nature of Flying Duties
Farmans, Avros	100	Instruction and Practice Flying
E 2 C and RE 8	900	Art Obs, Contact Patrol, Photography
Camels	460	Fighting (France & Italy)
Bristols	50	Fighting (France & Italy)
Caproni, Italy	40	Spy Dropping, Italy
Snipe Sopwith	70	Fighting (France)
11 Other Types	40	Practice Flying
Commercial Aviation	120	Commercial Aviation

In 1919, Barker returned to Canada and civil aviation. In 1922 he rejoined the Canadian Air Force with the rank of Wing Commander. Served successively as Officer Commanding Camp Borden and Acting Director of the Air Force.

Canadian War Painting’s Exhibition

Photo: LCol William George Barker standing beside the engine and fuselage of his Sopwith Snipe. Canadian War Memorials Exhibition in London in February 1919.

Barker (still convalescing from the wounds to his left arm), eventually killed in an air crash at Ottawa on 12 March 1930. The Snipe is on permanent display at the Canadian War Museum in Ottawa.

Canada War Museum

This the fuselage of Barker’s Sopwith Snipe at the Canada War Museum. He flew it during his Victoria Cross-winning action on 27 October 1918.

LCol William George Barker crashed after the battle, but the plane recovered and designated an official War Trophy. The Snipe had two Vickers machine-guns and could carry four small bombs.

Postwar Service of LCol William George Barker

LCol William George Barker and the Prince of Wales

Hounslow Aerodrome

On 20 April 1919, LCol William George Barker gave an aerial demonstration at Hounslow Aerodrome. Barker took up Sopwith’s new two-seater Dove. He stunted for half an hour over London with H.R.H. the Prince of Wales. 

On returning to Canada in June of 1926, LCol William George Barker resigned his commission. He later went into the aviation business with Billy Barker.

In June 1924, LCol William George Barker proceeded to England as the Royal Canadian Air Force Liaison Officer. Remaining in England until he had completed the Royal Air Force Staff College Course.

At the time of his death, LCol William George Barker the General Manager of the Fairchild Aviation Company of Canada.

Death of a Hero

In March of 1930 Fairchild demonstrating their newest two-seater aircraft to the Department of National Defence. Before the formal tests with the military in presence, Barker decided to take the aircraft “up for a flip”. He took off from Rockcliffe Aerodrome, just outside Ottawa (now the home of the National Air Museum) in the untried aircraft.

After some 10 minutes he returned to the airstrip flying at full throttle very low. Just over the aerodrome he pulled up into a steep climb. Rose to nearly 200 feet before the engine seemed to stall. He levelled out briefly but then flipped over and crashed nose-first onto the ice. LCol William George Barker VC killed instantly.

“My Great-uncle Francis Vernon Heakes, later an Air Vice Marshall in the RCAF, told me that he was there working in his office. He heard the crash and rushed outside. He saw the a wing falling like a leaf. He later salvaged the last few feet of the fuselage of the wreck, which was made of metal tubing, and he made a small table with it. I have that table now. There are other photos of the wreck, of Major Carter and of the funeral. These were donated to the Canadian Museum of Flight and Transportation (now CMF in Langley, BC, Canada) but they lost them. Happily Wayne Ralph, aviation historian and author of “William Barker, V.C.”, had copies made before that loss.”

Colin MacGregor Stevens CD

There had been no indication that the engine was faulty. It was capable of climbing well, although it is possible that he had put it into too high a climb. But LCol William George Barker an excellent pilot, and should have known, or at least respected, the capabilities of the plane. Other people have suggested that he committed suicide, as his years after the war filled with constant pain, debilitation, and depression. He missed the hard and fast life of combat, as did Bishop and Beurling. It is impossible to know just what happened at Rockcliffe that afternoon. It really doesn’t matter.

Family

Dr Robert O Barker, (Director of FASH, American Society of Heraldry) wrote to the RCAF Air Ministry in 1990, mentioning he was his nephew. Though never had met him, and interested in supplying his biography. Robert Barker entered the RCAF in 1941, and later, two of his female cousins enlisted in the RCAF.

Mount Pleasant Cemetery

LCol William George Barker buried in the family plot, Room B, Crypt B, Mount Pleasant Cemetery, Toronto, Ontario.

A plaque at Mount Pleasant Cemetery recognizes LCol William George Barker. “The most-decorated war hero in the history of Canada, the British Empire, and the Commonwealth of Nations”. A further plaque inside the memorial lists the accolades awarded to this great hero.

LCol William George Barker Awards & Honours

• Victoria Cross, Authority London Gazette No 31054, Dated 30-11-1918.
• Distinguished Service Order, Authority London Gazette No 30530, Dated 18-2-1918.
• Bar to Distinguished Service Order, Authority London Gazette No 30989, Dated 2-11-1918.
• Military Cross, Authority London Gazette No 29898, Dated 10-1-1917.
• Bar to Military Cross, Authority London Gazette No 30188, Dated 18-7-1917.
• 2nd Bar to Military Cross, Authority London Gazette No 30901, Dated 16-9-1918.
• Silver Medal for Military Valor (Italian – twice), Authority London Gazette No 30895, Dated 12-9-1918.
• Croix de Guerre (France), Authority London Gazette No 30913, Dated 21-9-1918.
• Mentioned in Despatches (three times)
• 1914-15 Star
• British War Medal
• Victory Medal

Research

S.F. Wise. Canadian Airmen and the First World War. The Official History of the Royal Canadian Air Force. Volume 1. University of Toronto Press, Toronto. 1980

The Aerodrome, Aces and Aircraft of World War I, Copyright © 1997-2024

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