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Cycling The Ho Chi Minh Trail Tour,Biking in Ho Chi Minh Trail

 

Cycling in Ho Chi Minh Trail Tour

Code: VNBKTD18 Duration: 14 & 15 Days
Itinerary in brief
Day 1: Arrival in Hanoi
Day 2: Hanoi - Phu Yen.
Day 3: Phu Yen - Mai Chau.
Day 4: Mai Chau - Tan Ky.
Day 5: Tan Ky - Phong Nha.
Day 6: Phong Nha - Dong Hoi.
Day 7: Dong Hoi - Khe Sanh.
Day 8: Khe Sanh - Hue.
Day 9: Hue - Hoi An.
Day 10: Hoi An.
Day 11: Hoi An - Kon Tum.
Day 12: Kon Tum - Buon Ma Thuot.
Day 13: Buon Ma Thuot - Nha Trang.
Day 14: Nha Trang. Farewell lunch.
Day 15: Departure

Detail Itinerary

OPTION: 01

Day 1: Arrival in Hanoi
Arriving in Hanoi, you will clear customs and immigration. Leaving the airport, you will be met by your guide, holding a sign with your name on it. He will transfer you to your hotel. The rest of day is free to wash up and rest.  
In the evening we will attend the famous Water Puppet Show, with its introduction to Vietnamese history and mythology.  At night, you will have a Welcome dinner with local delights. Overnight in Hanoi.

Day 2: Hanoi - Phu Yen
Ride to Phu Yen on country road with a stop in Son Tay. On November 20-21, 1970, a joint force composed of USAF Special Operations and rescue personnel and U.S. Army Special Forces, supported by U.S. Navy Carrier Task Force 77, made a daring raid on the Son Tay prison camp located less than 50 miles from Hanoi. The objective was to rescue as many as 100 U.S. captives thought to be held there. The assault troops, in six ARRS helicopters accompanied by two C-130 aircraft, flew 640km to Son Tay from bases in Thailand. U.S. Navy pilots made a diversionary raid while 116 USAF and Navy aircraft from seven air bases and three aircraft carriers flew refueling, surface-to-air missile suppression, fighter cover, close air support, early warning, communications support and reconnaissance missions. There was no prisoners found in camp.
After lunch, ride on the winding mountain road to Phu Yen to take in some of the best mountain views in Northwest Vietnam and overnight in Hoang Gia Hotel.(L, D)
Cycling : 80km

Day 3: Phu Yen - Mai Chau
There are many small roads that lead into the mountains around Mai Chau so we'll take the chance to ride out to isolated H'mong, Dao and Thai villages. We will take on the challenge of an old road built by the French army and spend the afternoon exploring nearby villages. Overnight in a Thai ethnicity stilt house in Mai Chau. (B, L, D)
Cycling: 80km

Day 4: Mai Chau - Tan Ky
Ride on a small, spectacular and paved trail along the Ma river until Cam Thuy town where we stop for lunch. Hit the Ho Chi Minh trail (now a newly built highway) all the way to Tan Ky town where we spend the night in a hotel. (B, L, D)
Cycling: 90km

Day 5: Tan Ky - Phong Nha
Ride on Ho Chi Minh Highway until Pho Chau where we stop to visit the HCM Trail victory monument which is in fact the real starting point of our HCM Trail ride.

Ride all the way to Phong Nha - Ke Bang, the biggest and also the most beautiful cave in Vietnam and Indochina and is now a UNESCO World Natural Heritage site. The karst formation of Phong Nha-Ke Bang National Park has evolved since the Paleozoic (some 400 million years ago) and so is the oldest major karst area in Asia. Subject to massive tectonic changes, the park's karst landscape is extremely complex with many geographic features of considerable significance. The vast area, extending to the border of the Lao People's Democratic Republic, contains spectacular formations including 65 km of caves and underground rivers. (B, L, D)
Cycling: 80km

Day 6: Phong Nha - Dong Hoi
Boating and exploring World Heritage site of Phong Nha where local civilians and military sheltered from incessant bombing during wartime. Then we drive down to the coastal town of Dong Hoi, which was heavily shelled by US warships during the war. At a hotel over looking the beach, we can take in some sunbathing by the beach. Overnight in Dong Hoi. (B, L, D)
Cycling: 60km

Day 7: Dong Hoi - Khe Sanh
We strike south through foothills which were once sprayed heavily by Agent Orange towards the former DMZ. There is still much evidence of bombing on the mountain sides and from time to time we will see remnants of the original Trail. We take in the Vinh Moc tunnel, the famous Hien Luong Bridge (former demarcation line between North and South Vietnam, the Truong Son Cemetery and finally Khe Sanh (former US Marine base). Overnight in Khe Sanh. (B, L, D)
Cycling: 90km

Day 8: Khe Sanh - Hue
In the morning we head south over the Da Krong Bridge (built by the Cubans in 1973) into the infamous A Shau valley, an area of intense wartime activity. Passing Hamburger Hill and mountains still barren due to the extended effects of Agent Orange, we arrive at A Luoi, where there are many Bru Van hill tribe people. Then, cruising through green back country down the steep Me Oi Pass, we continue on to the beautiful city of Hue which lies along the banks of the Perfume River. Overnight in Hue. (B, L, D)
Cycling: 80km

Day 9: Hue - Hoi An
See the Forbidden Citadel in the morning. Join the National Highway 1 and head up the Hai Van Pass (Cloudy Pass) before the World Heritage site of Hoi An, a major trading centre in SE Asia in the 16th and 17th centuries. Overnight in Hoi An. (B, L, D)
Cycling: 80km

Day 10: Hoi An
Whole morning exploring the old town of Hoi An. Afternoon at the Cua Dai beach, about 6km from the old town.

The former harbour town of the Champa people at the estuary of the Thu Bon river was an important Vietnamese trading centre in the 16th and 17th centuries, where Chinese from various provinces as well as Japanese, Dutch and Indians settled down. During this period of the China trade, the town was called Hai Pho (Seaside Town) in Vietnamese. During the French colonial period (1883 - 1945), it was called Faifo. Originally Hai Pho was a divided town, because across the "Japanese Bridge", it used to be the Japanese settlement (16th - 17th century). The bridge (Chua Cau) is a unique covered structure built by the Japanese, the only known covered bridge with a Buddhist pagoda attached to one side.

The town is known to the French and Spanish as Faifo, and by similar names in Portuguese and Dutch. A number of theories have been put forth as to the origin of this name. Some scholars have suggested that it comes from the word "Hai pho" meaning "sea town", while others have said that it seems more likely to simply be a shortening of Hoi An pho, "the town of Hoi An", to "Hoi pho" which became "Faifo".

In 1999, the old town was declared a World Heritage site by UNESCO (the United Nations Educational, Scientific and Cultural Organization) as a well-preserved example of a Southeast Asian trading port of the 15th to 19th centuries, whose buildings display a unique blend of local and foreign influences.

Today, Hoi An is still a small city, but it attracts a fair number of tourists, also being a well established place on the backpacker trail. Many visit for the numerous art and craft shops and tailors, who produce made-to-measure clothes for a fraction of the western price. (B, L, D)

Day 11: Hoi An - Kon Tum
We strike back up to the mountains, rejoining the Trail at Phuoc Son (also known as Kham Duc). From there we head up the towering Lo So Pass, passing through remote areas thinly populated by peoples of the Ba Na ethnicity. Edging close to the border with Laos, where a number of Trail arteries crossed over in Laos, we continue on to Kon Tum.Overnight in Kon Tum.
Cycling: 80km

Day 12: Kon Tum - Buon Ma Thuot
In the morning we head south through the Central Highlands, passing Pleiku and the Ia Drang valley battlefield, before continuing onto Buon Ma Thuot (also known as Buon Me Thuot), the city where northern forces launched their final assault on the then Saigon. Buon Ma Thuot produces most and best coffee products in Vietnam.Overnight in Buon Ma Thuot.
Cycling: 80km

Day 13: Buon Ma Thuot - Nha Trang
We take an easy drive back down off the Tay Son highlands towards the coast, arriving at Highway 1 some 30 km north of Nha Trang. Taking in this scenic coastal stretch past turquoise waters and scarlet fishing boats, we arrive in the bright lights of Nha Trang and its relaxing holiday options.Overnight in Nha Trang.
Cycling: 80km

Day 14: Nha Trang (relax)
A free day by the beach before gathering for a seafood feast to recount our adventure and toast the Ho Chi Minh Trail. There are two options: Return to Hanoi on train or by air or go down South on your own.

Day 15:  Departure
Free until time to be transferred to the airport for your flight home.

OPTION: 02

Day1: Hanoi Arrival
Arriving in Hanoi, you will clear customs and immigration. Leaving the airport, you will be met by your guide, holding a sign with your name on it. He will transfer you to your hotel. The rest of day is free to wash up and rest.  
In the evening we will attend the famous Water Puppet Show, with its introduction to Vietnamese history and mythology.  At night, you will have a welcome dinner with local delights. Overnight in Hanoi.

Day 2: Hanoi - Mai Chau - Biking to Pu Luong (Hang Village)
Leave Hanoi at 8 am. We drive southwest to Ma Chau, the gateway to the impressive mountainous area of northern Vietnam. The drive is very nice with stunning view of mountains, valleys, sugarcane farms and rice paddies. We would have a stop en route for refreshment. Upon arrival in Mai Chau we have a lunch stop in Pom Coong, a village of Thai ethnic minority. We will have lunch in a local house. After lunch we embark on a biking on village road to Hin, a village of Thai minority group which is located within Pu Luong Nature Reserve. We will first bike on beautiful tar road through Mai Chau valley before jumping into undulating dirt paths. We reach Hang Village around 5 pm. We will have dinner and overnight in a traditional stilt-house of a Thai family. (B, L, D)
Biking:40km - unpaved bumpy road - Moderate grade

Day 3: Climbing mountain slopes to Hin Village
Today is a tough day with long climb on mix of dirt paths and village roads. In the morning we climb mainly. In the afternoon we enjoy easier ride slightly downhill to Hin, a village of Thai minority. Great mountain view and scenic villages. Lunch in local house en route. Dinner and overnight in Hin village. (B, L, D)
Biking:30km - unpaved bumpy road - Challenging grade

Day 4: Downhill ride to Canh Nang Town - Ngoc Lac
After breakfast we say good bye to the villagers and ride toward Ma River passing expansive maize fields. Near the river we would see many water wheels which used by the local to water their farms. We cross the river on bridge and have lunch in Canh Nang town. After lunch we can continue biking along Ma River with the road gets more beautiful the closer you ride to Ngoc Lac with looming karst limestone cliffs and lush vegetation. The route is tarmac all the way, but quite hard riding due to the undulating terrain. Overnight in local hotel Ngoc Lac. (B, L, D)
Biking: 80km - unpaved bumpy road - Moderate grade

Day5: Ngoc Lac - Thai Hoa
Ride for the first time on the newly built two lanes Ho Chi Minh Highway. It hardly warrants two lanes as there is no traffic! The road makes for smooth fast riding, and for those who prefer there is always the old highway dirt and gravel - that weaves around the new highway allowing for plenty of exploring possibilities along the way. 
Ride to Muc Son, on the banks of River Song Chu. On the outskirts of this small town are the famous Kan Linh historical relics - a pagoda where the first king of the Ly dynasty, Le Thai To, ruled, in 1428. Continue riding on the trail to Yen Cat. The distance covered today is quite long and there will be the chance to transfer some sections by the back-up vehicle to rest weary legs. There are fewer villages today as the route cuts through forests and jungle. Picnic lunch en route. Overnight Thai Hoa guesthouse. (B, L, D)
Biking: 80km - Moderate grade

Day6: Thai Hoa - Nghe An
Continue riding the incredible Ho Chi Minh Trail. Have lunch in Lat town. In Kim Lien visit the famousmuseum and birthplace of Ho Chi Minh in 1890. This province has a reputation for producing charismatic revolutionary leaders; not only Ho Chi Minh but also Phan Boi Chau – another fervent anti colonialist -was born here. Overnight in Nghe An Town (B, L, D)
Biking: 80km - Moderate grade

Day7: Nghe An - Khuong Khe
After a relaxing breakfast continues riding on the Ho Chi Minh Trail. The trail is still a dream to ride on. Again there is virtually no traffic. Transfer if tired in the afternoon to Huong Khe for overnight in a local guesthouse. (B, L, D)
Biking: 80km - Moderate grade

Day8: Huong Khe - Phong Nha National Park
From Huong Khe the mountains rise and the road winds up, down and along the hillsides. The scenery is spectacular, the road tranquil. Ride up to 80km then transfer the last few km to Phong Nha National Park. The park contains one of the most spectacular caves in Vietnam; it is a true speleological wonder. Visit the cave by boat then wander through the cavern, past the foundations of ancient Cham ruins. Pause to admire the incredible formation of stalactites and stalagmites. Formed approximately 250 million years ago and during the American war, the North Vietnam army had used Phong Nha cave as a hospital and ammunition depot. The entrance still showing evidence of fighter aircraft attacks. There are community projects underway with Flora and Fauna International and it may be possible to visit village initiatives and learn more about the forests of the National Park. Overnight at the National Park. (B, L, D)
Biking: 55km - Moderate grade

Day9: Phong Nha - Dong Hoi
Boating and exploring World Heritage site of Phong Nha where local civilians and military sheltered from incessant bombing during wartime. Then we drive down to the coastal town of Dong Hoi, which was heavily shelled by US warships during the war. At a hotel over looking the beach, we can take in some sunbathing by the beach. Overnight in Dong Hoi. (B, L, D)
Biking: 50km - Moderate grade

Day 10: Dong Hoi - Dong Ha -Vinh Moc - Dong Ha
Today we continue south along Highway 1 using both our bicycles and our support vehicle. We reach the town of Dong Ha where we stay for the night. In reaching Dong Ha we pass through the DMZ (Demilitarized Zone), scene of some of the bitterest fighting during the American War. Here we will visit Vinh Moc tunnels to see at first hand how the Viet Cong fought. The stretch of tunnels runs for nearly 3km and have not been altered for the tourists benefit. (B, L, D)
Biking: 63km - Moderate grade

Day 11: Dong Ha - Hue
Today we drive to the former Imperial capital and cultural centre of Vietnam, Hue. After all check-in formalities are done, we set out our bike and explore this ancient city. (B, L, D)
Biking: 78km - Moderate grade

Day 12: Hue - Hoi An
Hue was the capital of Vietnam under the Nguyen Dynasty of emperors from 1802 till 1945. In the morning cycle to the elaborate mausoleums of Emperor Tu Duc and Khai Dinh along the banks of the Perfume River . Leave Hue in the afternoon for the ancient trading port of Hoi An 120km to the south via the spectacular Pass of Ocean Clouds . Arrive in Hoi An late afternoon and transfer to hotel. Overnight in Hoi An. (B, L, D)
Biking: 70km - Moderate grade

Day 13: Hoi An
Leave Hoi An after breakfast and cycle to the sacred Marble Mountains where caves contain dozens of Buddhist shrines. Stop off at Da Nang to visit the famous China Beach , once a 'rest and recreation' resort for American servicemen. Return to Hoi An for lunch and spend the afternoon discovering the delights of Hoi An's historic town centre or perhaps cycle to Cua Dai Beach 5km away. Overnight in Hoi An. (B, L, D)
Biking: 30km - Moderate grade

Day14: Hoi An Departure
today we have free time until transfer to airport for your departure . (B)

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Royal Air

Royal Air Force uniform

Current uniforms

Official numbering

The RAF currently numbers the various uniforms which may be worn. The following table summarizes the numbering:

Number

Name

Notes on use

No 1

Service Dress

In temperate regions.

No 2

Service Working Dress

In temperate regions.

No 3

Operational Clothing

Different patterns for different climates.

No 4

Interim Mess Dress

For personnel without No 5 dress.

No 5

Mess Dress

In temperate regions.

No 6

Service Dress

In warm weather regions. In stone colour, except for 6A (full ceremonial) which is white.

No 7

Service Working Dress

In warm weather regions. In stone colour.

No 8

Mess Dress

In warm weather regions. Jacket in white.

No 9

RAF Music Services uniform

For Directors of Music, bandmasters and musicians

No 10

RAF Music Services uniform

For Directors of Music, bandmasters and musicians

No 11

RAF Music Services uniform

For Directors of Music, bandmasters and musicians

No 12

Physical Training Instructor Dress

Various patterns

No 13

Physical Training Instructor Dress - Parachute Jump Instructor Duties

With helmet or beret

No 14

Flying Clothing

Various patterns. Consists of a flight suit and optional jacket

Service dress

Air Commodore Scarlett wearing 1920s service dress

The RAF's service dress is worn on formal and ceremonial occasions. In temperate regions, it is the most formal uniform in use at present. It remains essentially unchanged from the service dress uniform adopted in the early 1920s. It consists of a blue-grey jacket and trousers (or skirt for female personnel). A great coat may be worn at ceremonial events when the weather is cold.

In 1947, the temperate officers' services dress jacket was altered. The lower side pockets were removed and the single slit was replaced by two hacking jacket style slits. The lower button was moved up to a position behind the belt and silk embroidery flying badges were replaced with ones in bullion embroidery. These changes were unpopular and in 1951, with the exception of the lower button move, the former uniform style was re-adopted.

Service dress takes the following forms:

No. 1 Service Dress, for temperate regions. Blue-grey colour.

No. 1A Service Dress (Ceremonial Day Dress), for temperate regions and for air officers only. As per No. 1 Service Dress. Air vice-marshals and above wear a ceremonial sash and shoulder boards. Entitled air commodores only add the ceremonial sash.

No. 6 Service Dress, for tropical regions. Stone colour.

Service working dress

Sir Barry Thornton in service working dress (short sleeve order)

Service working dress, officially designated Number 2 Dress, is the routine uniform worn by most RAF personnel not on operations. It is analogous to the Army's barrack dress. RAF service working dress comes in a number of variations:

No 2: Long sleeve shirt with jumper, tie optional

No 2a: Long sleeve shirt with tie, jumper not worn

No 2b: Short sleeve shirt without tie, jumper optional

No 2c: Long sleeve dark blue shirt without tie, jumper optional (certain trades only)

The RAF stable belt may be worn with all forms of service working dress, except for No 2c.

Operational clothing

Flying duties

Aircrew-specific uniforms are officially designated as Number 14 Dress by the RAF. Aircrew on flying duties wear an olive drab flying suit in temperate regions or a khaki flying suit in desert regions. A leather flying jacket, purchased at individual expense, may be worn with the flying suit but only while the wearer is on the ground.

Ground duties

Desert Combat Dress, as worn by Air Commodore Bryan Collins

RAF personnel either on operations, on exercise or in certain formed units wear a disruptive pattern material uniform which is essentially the same as the British Army's operational uniform. In temperate regions Combat Soldier 95 uniform is worn and in desert regions, Desert Combat Clothing is worn.

In order to distinguish RAF personnel from Army personnel, in 2006 an operational clothing identity patch was introduced with the text "ROYAL AIR FORCE" in black capitals on a green background. The patch is worn over the right chest pocket, the Desert Combat DPM dress also features this "ROYAL AIR FORCE" text but it is not mandatory to have this patch whilst operationally deployed.

Also in 2006 a 45mm squared tactical recognition flash was introduced for all personnel to wear on their operation clothing.

The operational clothing identity patch

The tactical recognition flash

Mess dress

In the RAF mess dress, officially designated Number 5 dress, is worn at formal evening functions. All regular officers possess mess dress whereas warrant officers and senior non-commissioned officers wear mess dress if they choose to purchase it. The current mess dress for men consists of a high waisted blue-grey single-breasted jacket fastened at the front by a single link of two RAF buttons connected by a link clip, white marcella shirt, bow tie, waistcoat or cummerbund and blue-grey trousers. Rank, for officers, is indicated in gold braid on the lower sleeve.

The first RAF mess dress was introduced in 1920 and it featured a high waisted single-breasted blue-grey jacket which tapered to a point at the front below the waist. A blue-grey waistcoat, trousers and black shoes were also worn. Rank was indicated on shoulder boards in gold lace. This uniform was modified in 1928 when the shoes were replaced by boots and overalls with gold lace and bright blue stripes were introduced. This modified form of the uniform lasted until 1934 when it was replaced by a version similar to the current mens' mess dress. The wearing of mess dress was suspended during World War II.

For women, mess dress currently consists of the same style high waisted blue-grey single-breasted jacket and white marcella shirt as men, a small bow tie and cummerbund and a straight ankle length blue-gray skirt, worn with patent-leather court shoes and barely-black tights or stockings. From the 1970s and prior to the introduction of current women's mess dress in 1996, female officers wore a royal blue "Empire line" dress made of crimplene material with a loose mandarin neck, long sleeves and an ankle length hem. Rank was indicated on a small enamelled brooch worn near the neck.

Officers serving at Scottish stations may wear the RAF tartan with their mess dress. The tartan was designed in 1988 and it was officially recognised by the Ministry of Defence in 2001. The tartan is also worn by the RAF's voluntary pipes bands, although not as part of an official RAF uniform.

RAF personnel without No 5 dress, such as airmen, junior officer cadets and some non-regular officers, wear No 1 dress with the blue shirt and tie replaced with a white marcella shirt and black bow tie should the need to wear mess dress arise. This dress pattern is officially designated Number 4 Dress and was previously known as (Interim) Mess Dress.

Historic uniforms

Initial uniform

With the establishment of the Royal Air Force as an independent service on 1 April 1918, orders were issued detailing new uniform patterns. Major General Mark Kerr designed the first officer uniform which was largely pale blue with gold braid trimmings. Additionally, the Royal Flying Corps' use of khaki was continued. It has been suggested that the pale blue colour was adopted as the cloth had been intended for use by the Imperial Russian Cavalry and, following their disbandment after the Bolshevik Revolution it became available at low cost. As it was the responsibility of officers to buy their own uniforms, a wearing-out period for old uniforms was allowed and the change-over to the air force uniform was slow.

The 'wearing out' period also applied to other ranks. Former members of the Royal Flying Corps and the Royal Naval Air Service continued to wear their old uniforms. New recruits into the newly formed Royal Air Force were often issued with the khaki Army Pattern General Service Tunic. Later in 1918 a belted khaki uniform was adopted for other ranks, and it was these tunics that first carried the RAF eagle badges on each shoulder.

The pale blue colour for officers' uniforms was unpopular and impractical and John Slessor who was later promoted to Marshal of the RAF described it as "a nasty pale blue with a lot of gold over it, which brought irresistibly to mind a vision of the gentlemen who stands outside the cinema". A little over a year after its introduction, the pale blue colour was discontinued. On the 15 September 1919, Air Ministry Order 1049 replaced it with the blue-grey colour which has remained in use to this day. The khaki uniform continued to be worn until 1924 when it too was replaced by a blue-grey colour.

Full dress

Air Vice-Marshal Lambe wearing full dress

In April 1920 Air Ministry Weekly Order 332 detailed a full dress uniform. It consisted of a single-breasted jacket in blue-grey with a stand-up collar. Rank was indicated in gold braid on the lower sleeve and white gloves were worn.

Initially the full dress uniform was worn with the service dress cap. However, in 1921 a new form of head-dress was introduced. It was designed to resemble the original flying helmet and it consisted of a leather skull cap trimmed with black rabbit fur. The helmet also featured an ostrich feather plume which was connected at an RAF badge. This helmet was never popular and junior officers were eventually permitted to wear the service dress hat on full dress occasions.

Group Captain HRH the Duke of York (later King George VI) wore RAF full dress at his wedding to Lady Elizabeth Bowes-Lyon in 1923. The Duke wore or carried the full dress headgear rather than the service dress cap.

Today the blue-grey full dress uniform is no longer worn, except in a modified form by RAF bandsmen.

There is also a full dress uniform for use by officers in the tropics, officially designated as No.6A Full Ceremonial Dress (Warm Weather Areas). It consists of a white tunic with stand collar, matching trousers, blue-grey peaked cap and black leather shoes. It is only issued to specific appointment holders (e.g. aide-de-camp and air attach), and even then these are hardly ever worn. Other officers may purchase the uniform at their own expense but few choose to do so.

Air Chief Marshal Tedder wearing war service dress

War service dress

War service dress, also known as battle dress, was introduced in 1940 as a blue/grey version of the British Army's battle dress. Initially, war service dress was only worn by air crew. However, in 1943, its use was authorised for all ranks and trades. War service dress continued to be worn after the end of World War II. It was significantly altered in 1948 and not phased out until 1973.

1972 pattern service working dress

During 1973 the wartime "Hairy Mary" working dress uniforms were replaced for all ranks with the 1972 pattern No 2 uniforms. Made of a smooth woollen and man-made fibre mix material the jacket was a loose blouson design with a front zip fastener and epaulettes. Earlier RAF blue crew-necked woollen pullovers were replaced with a new V-neck design featuring blue-grey cloth elbow and shoulder patches plus a pen holder patch on the left sleeve.

Introduced at the same time was an RAF blue nylon foul weather jacket and overtrousers. Although not initially intended it quickly became standard practice for officers and other ranks to attach rank badges to the lapels and wear the nylon jacket in place of the uniform raincoat, as a more practical modern wear.

References

Hobart, Malcolm "Badges and Uniforms of the Royal Air Force", ISBN 0-85052-739-2

Royal Air Force - uniforms

External links

Royal Air Force - uniforms

See also

Aircrew brevet

Notes

^ Royal Air Force 1947 Uniform

^ http://www.kamrafa.co.uk/

^ a b M E F Kerr_P

^ Royal Air Force 1918 Light Blue Uniform

^ http://www.raf.mod.uk/rafcms/mediafiles/F21C6257_ABD1_7132_E8716B8C2DA98948.pdf

^ http://www.britairforce.com/imagepages/raf_uniform_music.htm

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this is Royal Canadian Air Cadet Ranks not any other cadets.(please be advised)

You have many good opportunities to become an officer of the Royal Canadian Air.

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Lafayette Escadrille

World War 1 Patriots: The Aces

World War 1, also known as the Great War, saw the advancement of technology like no other war. This war was the first to have air combat in the history of the world. With the invention of the plane, the Great War produced numerous heroes that risked their lives for their country using a new machine called the air plane. Such a machine had great potential and none was greater than to be used as a method to keep our nation free.

Initially, Europe would be the first to apply this new technology in a combat situation. Much had to be learned within a short amount of time. Who would even dare to sit behind a powerful engine and fly at heights that were unforgiving in emergency situations? However, many Americans came to the call of duty and took the first steps into the future of our now Air Force military branch of service. These men include people like Lieutenants Frank L. Baylies and David E. Putnam.

LT. Frank L. Baylies

Lt. Baylies volunteered to serve along side the French to assist in sustaining their liberty. Like those French soldiers who aided the Americans in the Revolutionary War, Lt. Baylies was compelled to assist France. Initially, he drove an ambulance as his first position of duty. He later transferred to aviation and attended training school at Avord and became a member of the Lafayette Escadrille. When American finally entered the war in 1917, he chose to remain with the French service to continue flying and fighting the Germans.

In February 1918, Lt. Baylies shot down his first plane. He would eventually shoot down twenty enemy planes, of which only twelve would be officially recorded. On June 17 of that same year, Lt. Baylies found himself engaged with three German tri planes. A fourth plane appeared out of the clouds in a surprise maneuver from the rear of his plane. Lt. Baylies lost the battle.

His fearless and heroic fighting in the skies was respected by both friendly and foe. On July 6th, a few weeks later, a German plane respectfully swooped low over French lines and dropped a weighted banner that read: " Pilot Baylies killed in combat. Buried with military honors."

Lt Baylies represented the spirit of patriotism and willingness to fight for a cause greater than himself. His small part in the war contributed immensely to the success of aiding the French and saving the people of Europe.

Lt. David E. Putnam

Lt. Putnam was a descendant of General Israel Putnam of the American Revolutionary War. He was a fierce pilot who faced the odds with optimism. In June of 1918, Lt. Putnam attempted to stop a German attack on Paris. While German planes were in route to Paris, Lt. Putnam pursued the German planes while flying low with seemingly complete indifference to the bullets from the ground which damaged the wings of his plane. Because of his flying skills, he caught the Germans in massed formations and sprayed them with machine gun fire. This act thwarted their plans and Lt. Putnam lived to fight another day.

On June 10th, Lt. Putnam faced two combats behind enemy lines. His unbelievable skills resulted in bringing down 5 German planes. Unfortunately, on September 18, 1918, Lt. Putnam was killed, ending the life of a true patriot.

Both Lt Putnam and Lt Baylies proved to be successful pilots who helped in winning the war. While their service was short-lived, they represent the spirit and courage of all those who took up the charge to protect freedom from tyrants. It has been over 90 years since these great men flew in the skies over France, but their stories will live forever as patriots and heroes of America.

For more stories like this, check out www.patriotman.com.

About the Author

Duane Shoemaker has managed websites for the past five years. He also has 16 years of experience as an instructional designer for a major corporation. Check out www.patriotman.com

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