GESCHWADER FLIGHTS
In the autumn of 1916, Boelcke divided his twelve pilots into two Ketten. He made each of these five to six aeroplanes strong. Six to seven aircraft are best suited to be led, watched over and manoeuvred, by one leader. In general, this combat strength is sufficient even today.
Regarding Geschwader flights, the British have the greatest experience and are formed up in that manner most of the time. During very strong British aerial operations, however, one is forced to work with stronger Geschwader; I take off with 30 to 40 machines in a Geschwader flight (Reason: inferior German fighter aircraft or strong enemy Geschwader activity.)
The formation of a large Geschwader like this is as follows:
The Geschwader-kommandeur is the furthest out, and lowest. Staffel 1 to the left. Staffel 2 to the right. Staffel 3 100 x metres above the Kommandeur.
Staffel 4 at the altitude of Staffel 3, as the last behind the Kommandeur. Distance: 150 metres.
Staffeln follow their Staffelführer, the Staffelführer follows the Kommandeur.
Before every take-off, one has to discuss what one wants to do (e.g. the direction in which I will fly first). The discussion before take-off is just as important as the one after the flight. A Geschwader flight takes more preparation than a Staffel flight. Therefore, it is necessary to give notice prior to a Geschwader flight. To give an example: I announce in the evening that from 7 o’clock on the following morning the Geschwader will have to keep itself ready for take-off. In this respect I understand ‘ready for take-off’ to mean: being fully dressed for flight, each pilot next to his machine and not perchance in a ready room without being dressed in flight suits. The mechanics are standing by their machines which are fully ready for take-off. As I cannot know if enemy