1917 - 1918 Draper 10

It was a difficult decision to make at the time, with events following so quickly one upon the other, but I felt that the personnel were of much greater value than the machines. Sixteen Camels went up in smoke and La Gorgue was completely overrun in the German advance the same afternoon.


We re-formed at a very large aerodrome at Serny, where we found three

other Squadrons, Nos. 18, 22 and 103, and it says a good deal for the Supply Depots that we got our full complement of 20 new machines within 48 hours. Unfortunately, coming from the old R.F.C. network, they were Clerget-engined and considered inferior to our late B.R.1-engined machines. Within a few days one was back at a repair depot after Flight Suh-Lieutenant E. G. Johnstone was literally blown over by a heavy gust of wind as he was landing. Up to the formation of the R.A.F., the aircraft supplied by the Navy from Dunkirk were, in finish, workmanship and performance, superior to anything supplied by the R.F.C. While the R.F.C. had Camels from ten different contractors, ours were mainly of Sopwith’s own manufacture.


In retrospect, our "inferior" Camels may have been a mixed blessing, for the B.R.1-engine was giving trouble. This was traced to the products of an engine contractor - a well-known British firm.


We operated from Serny for nearly four months and had a total of 103 combats, accounting for 86 of the enemy whilst suffering only six casualties ourselves. This was most heartening after the loss of our aircraft at La Gorgue, and we were further encouraged by the receipt of the following letter from our old Skipper at Dunkirk, Captain Lambe.


22 April, 1918.


“Dear Draper,


Hearty congratulations to you and the Squadron on the success of yesterday. I hope you will keep it up. I am glad the Squadron is doing so well.


Yours sincerely,

(sgd) C. L. Lambe.



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