Surviving the Skies by Joe Bamford

Author:Joe Bamford
Language: eng
Format: epub
ISBN: 9780752490533
Publisher: The History Press
Published: 2012-09-19T00:00:00+00:00

CHAPTER 8

NEW YEAR, NEW AIRFIELDS

After his lengthy spell of leave, Captain Vickers faced a long train journey from Stockport to Dover or Folkestone, before he sailed across the Channel by boat. For a few lucky airmen with the right connections there was another way of getting back to France, and pilots could apply to ferry an aircraft to an RFC depot. At the end of their leave, a pilot could travel to an aerodrome on the south-east coast, such as Lympne in Kent, and request that they might be given an aircraft to return to France.

Not surprisingly, this unofficial practice came to the attention of the authorities and in late 1917 the RFC attempted to tighten up the regulations. Those who wanted to ferry a machine back to France were ordered to report, either by letter or telegram, to the Director of the Aircraft Acceptance. Prospective pilots had to declare what types of aircraft they were qualified to fly and give an approximate date for their return to duties in France. If their application was accepted, pilots were then ordered to report to the Officer Commanding Ferry Pilots at Lympne. They then had to provide their own flying clothing and maps, as further strict regulations stated that none should be provided.

After the short flight to France, a pilot would safely deliver his aircraft to the RFC depot at St Omer, where he might then beg, steal or borrow another aircraft to return to his forward airfield. If that request failed then he would try to get a lift in an RFC tender and travel the last 50 miles or so to his unit by road. There are no entries in Captain Vickers’ log book to suggest that this is how he returned to France in 1918, but not all flights were recorded. Flights of an unofficial or an illicit nature would have been a well-kept secret, unless something went wrong and they were found out!

In the New Year, the pattern of operations remained very much the same as before Christmas, with the airfield at Maria-Aalter being the main objective until 4 January, when Ramegnies-Chin became the primary target. January was a busy month for 101 Squadron and an important change occurred on the 8th, when it ceased to be part of IX Wing. Technically, 101 Squadron was recorded as still being part of IX General Headquarters (GHQ) Brigade, but was actually attached to 5th Brigade for administrative purposes in locating the units.

It was general practice that RFC brigades supported the armies to which they were attached, and as 101 Squadron was about to start operations in support of the Fifth Army, it became a part of the 5th Brigade. From 8 January, 101 Squadron came under the control of 5th Brigade HQ, but for several weeks most of its orders still originated from 101 Squadron’s commanding officer, Major Hargraves. However, although he wrote up the orders, the objectives were almost certainly selected by either officers at wing staff or brigade HQ.

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