Forever Vigilant: Naval 8/208 Squadron RAF – A Centenary of Service from Camels to Hawks

By the same author

Men Behind the Medals

The Buccaneers

Men Behind the Medals – A New Selection

Shot Down and on the Run

Shot Down and in the Drink

Royal Air Force – Day by Day

The RAF’s First Jet Squadron

The Battle of Britain Story

The Sowreys

Buccaneer Boys

Airmen Behind the Medals

This book is dedicated to

All who served on Naval 8 and 208 Squadron RAF

Remembering our colleagues who failed to return

Published by

Grub Street

4 Rainham Close

London

SW11 6SS

Copyright © Grub Street 2016

Copyright text © Air Commodore Graham Pitchfork 2016

Copyright foreword © Air Marshal Sir Robert Wright KBE, AFC 2016

A CIP record for this title is available from the British Library

ISBN-13: 9781910690147

eISBN-13: 9781910690789

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means electronic, mechanical, photocopying, recording or otherwise, without the prior permission of the copyright owner.

Artwork Roy Platten, roy.eclipse@btopenworld.com

Printed and bound by Finidr, Czech Republic

CONTENTS

FOREWORD

Today, there are few RAF squadrons able to celebrate a centenary of service whilst still remaining active in service. 208 Squadron is one such unit and its long and rich history over 100 years is the subject of this excellent and superbly researched book by one of its former squadron commanders.

The word ‘unique’ is often over used in today’s society but it is entirely appropriate in describing the history of 208 Squadron. Starting life as the only naval air squadron fighting on the Western Front, it has served almost without a break ever since, a great deal of its time overseas during which it saw action in the deserts of North Africa, in Greece and in the advance through Italy. In more recent times it played a crucial role during the bombing campaign in the Gulf War.

When it was formed in 1916 it was fortunate to have as its first commanding officer, the then Squadron Commander Geoffrey Bromet, whose inspirational leadership was instrumental in creating the spirit on the squadron that led to it becoming one of the most successful scout squadrons of the war. This ‘spirit’ created during those earliest days is the common thread that runs throughout this book and one that has been the key to the squadron’s achievements throughout its history, often under very difficult circumstances.

Such has been the superb camaraderie amongst its members, the Naval 8/208 Squadron Association was one of the first such organisations to come into existence and, with the exception of the war years, it has met every year since and remains one of the strongest such associations in the RAF. This is due, not only to the strong commitment of the squadron, but also to the perpetuation of the squadron spirit created and experienced by those who have served on the squadron over previous decades. They have in turn passed that spirit on to the later generations of air and ground crew who have readily embraced and enhanced the squadron’s heritage and great accomplishments over a centenary of service.

These great chapters in the history of the RAF, as it too approaches its centenary, must be recorded for future generations and we are immensely grateful to Air Commodore Graham Pitchfork who has researched and recorded the history of our great squadron and its abiding spirit in such detail.

Sir Robert Wright

208 Squadron 1979–82

President Squadron Association

INTRODUCTION and ACKNOWLEDGEMENTS

Since first joining 208 Squadron as a flight commander in June 1974, its long and distinguished history has always fascinated me. Through the strong Squadron Association there was the opportunity to meet some amazing people, not least Sir Geoffrey Bromet, Major Chris Draper and some of their First World War colleagues. Likewise, listening to the conversations and banter of the wartime Hurricane and Spitfire veterans and to those who flew the Meteor and Hunter in the Middle East convinced me that I should learn more of their exploits. Returning to command the squadron in 1979 merely reinforced that interest in the squadron’s history and the chance to meet more veterans.

As a result I started to collect material, photographs and memoirs. At the time there was no intention to write a history, since it was only a few years since Wing Commander D.S.B. Marr AFC & Bar, who was a flight lieutenant and one of the squadron’s Hunter pilots in Bahrain, had written a first-class account of the squadron’s activities. However, much has happened to the squadron since that 1966 publication.

For many years, it has always been at the back of my mind that one day a more detailed account would be needed of the squadron’s exploits and what better occasion than in celebration of the squadron’s centenary. I was honoured when the committee of the Squadron Association invited me to take on the project although I recognised that a definitive history was not possible. So, I decided to write a detailed account of the major activities with the intention of highlighting the spirit of the squadron throughout its 100-year history.

Since both Doug Marr and I accessed primary sources during our research, it is inevitable that there will be some duplication in our respective works and he has generously acknowledged that this could not be avoided and allowed me to ‘lift’ some elements from his earlier history.

I mention all this since my thanks for the great deal of help I have received extends to many former members of the squadron who, sadly, are no longer with us and will never see the outcome of their generous help and support. It is therefore appropriate at the outset to recognise those great squadron warriors, all of whom I met, some on numerous occasions, and record my admiration for their exploits and the help they gave me. So, thanks to Roy Bowie MBE, Geoff Cooper OBE, Dennis Conroy, Bert Horton, G. Murray-Jones MBE, Peter Perry DFC, Ken Pugh, David Styles and Bill Weeks. I also thank Mrs E. Ingles and Mrs Mary Prenton, relatives of former squadron members.

Many former squadron members gave me a great deal of material and helped in so many ways and I thank all of them. Benny Benson, Mike Bradley AFC, Tony Burtenshaw, Colin Buxton, Bill Cope MBE, AFC, David Davies, Rod Dean, David Drake, Christopher Finn, Jon Ford, Fras Fraser, ‘Judy’ Garland MBE, MC & Bar, Nick Gatenby, David Gill, ‘Hoppy’ Granville-White CBE, ‘Dutch’ Holland, Sid Jefford, Ben Laite, Tony Lunnon-Wood, Brian Mahaffey, Stephen Main AFC, Doug Marr AFC & Bar, Neil Meadows, Frank Mitchell, John Nicholl DFC, Desmond Penrose, Rick Phillips, Phil Pinney CVO, ‘Jock’ Pratt, Iain Ross, Mike Scarffe, David Stanley, Harry Tapner, Al Thomas, Ted Thompson, David Trembaczowski-Ryder, Ron Trinder, Ron Walsh, Malcolm Ward, H. Webb, Tim Webb, AFC, Ian Wedge, David Wilby AFC, Sir Robert Wright KBE, AFC, Eddie Wyer.

I would like to make special mention of my old friend Sir Robert Wright. He was my brilliant deputy when I commanded the squadron and for many years has been president of the Naval 8/208 Squadron Association. No one is better qualified to write a foreword to the book and I thank him for his stimulating and eloquent message.

I am also indebted to the current members of the squadron who have made considerable efforts to provide material and which has interrupted their flying duties. I am extremely grateful to Flight Lieutenant Tom Sawle who has responded superbly to my requests and has proofread and advised on the Hawk era. I also want to thank Wing Commander C.R. Kidd, Squadron Leader Paul ‘Skids’ Harrison, Flight Lieutenants Kev Brown, Richard Frick and Stu Roberts who have given me valuable help. Squadron Leader David Williams and Corporal Andy Ferguson of RAF Valley provided some wonderful photographs. I am grateful to Jay Myers at HQ RAF Air Command for obtaining permission to use Crown Copyright photographs.

There were many with no direct association with 208 Squadron who gave me an enormous amount of help. Without the support of the Head of the Air Historical Branch, Seb Cox, and his superb staff this book would never have been completed. Lee Barton, Graham Day, Mike Hatch and Alan Thomas worked all kinds of miracles for me. In the same vein I must also include Chris Hobson, the Head Librarian at the Joint Command and Staff College, Shrivenham who allowed me to use the library but also provided a considerable amount of detailed information on World War One. Clara Harper of the Shuttleworth Trust gave permission to use a photograph taken by Darren Harbar.

A number of old friends who have helped me in past ventures, once again ‘answered the call’. Many thanks to Jeff Jefford for his help, advice and for producing the maps and to Ian Carter, Ray Deacon, Norman Franks, David Herriot, Stuart Leslie, Chris Morris and Andrew Thomas. Some new friends have also been most helpful, Brian Cleary and Mike Rosel.

Many of those already mentioned have provided me with photographs over the years and I have endeavoured to acknowledge them wherever possible. Many photographs have been donated to both the squadron and to the Squadron Association archives over many years so it has not always been possible to attribute them individually. I hope they will forgive me for indicating that they form part of the squadron’s archives.

Finally, and certainly not least, it has been a great pleasure to once again work with John Davies and Natalie Parker at Grub Street.

Air Commdore Graham Pitchfork

Chapter One

FORMATION

Field Marshal Sir Douglas Haig, the commander-in-chief of the British Expeditionary Force (BEF) in France, opened his great offensive on the Western Front on 1 July 1916. The Battle of the Somme was to rage for the next five months. Crucial to any success was the support of the Royal Flying Corps (RFC) in France commanded by Major General H.M. Trenchard CB, DSO who was a great admirer of Haig and who enjoyed a close personal relationship with him.

During the first months of January 1916, the RFC had been expanded and Trenchard re-organised his squadrons, increased their strength and introduced them into a brigade formation.¹ He received more capable aircraft and, with further decentralisation during the build up to the battle, he developed a policy of aggressive offence. By 1 July the RFC had created a measure of superiority over the German Air Service.

The Battle of the Somme was originally planned as a battle of attrition and the offensive had started with the objective of relieving the enemy pressure on the French armies at Verdun. It was also hoped to stop the transfer of German forces to the Russian fronts.

The infantry attacks on the Western Front commenced on 1 July and lasted until the 14th followed by a long-drawn-out struggle for the main ridge of the uplands, which ended with the capture of Ginchy on 9 September. The third and final phase began with an advance resulting in the capture of Beaumont Hamel on 13 November followed by the Battle of Ancre, which led to the last big British offensive in 1916 with the Allied armies advancing to the outskirts of Grandcourt.

Until the middle of July, the RFC had enjoyed considerable dominance when powerful enemy air reinforcements arrived at the front to challenge this British air superiority. However, Trenchard, whose air formations had also been reinforced, continued to pursue his determined offensive policy of fighting over enemy territory. This forced the German Air Service to continue using its eminently suitable attack aircraft in a defensive role. Finally, the RFC enjoyed superior aircraft.

This situation prevailed until the middle of September when there was a distinct change due, in the main, to a reorganisation in the German High Command and a major revision of policy. New pursuit squadrons, the Jagdstaffeln, (often abbreviated to Jastas) with more capable aircraft such as the Halberstadt and Albatros types, were created and there was a greater concentration of fighters on the Somme front. The RFC continued with its policy of attacking targets, including airfields, behind enemy lines but Trenchard realised the significance of the change in enemy air policy and capability and he recognised that without additional fighting squadrons, the RFC’s ascendancy would be seriously threatened.

With RFC casualties mounting as a result of the new drive of the German Air Service, Trenchard alerted the War Office on 29 September that he intended to invite Sir Douglas Haig to ask for reinforcements. Haig wrote to the Army Council of the ‘urgent necessity for a very early increase in the numbers and efficiency of the fighting aeroplanes at my disposal’.² Later the same day he wrote a personal letter to Field Marshal Sir William Robertson, the Chief of the Imperial General Staff, reinforcing his demand and concluded with the telling remark:

‘Losses in the last fortnight of September meant that we were doing less distant fighting with a result that an increasing number of German machines now come up to the lines, and a few cross them, whereas practically no German machines crossed the line in the first two months of the battle. It is the fighting far behind the lines that tells most.’³

Although Haig signed the letter, it had all the hallmarks of having been drafted by Trenchard.

When the War Committee met on 17 October, Haig’s letter was discussed and it was agreed that the Royal Naval Air Service (RNAS) should provide a squadron to support the RFC on the Somme. The following day, the Admiralty wrote to the admiral commanding the Dover Patrol:

‘The Admiralty have decided on the urgent representation of the Army Council, to detach at once a Squadron of eighteen Fighting Aeroplanes from the Dunkirk command for temporary duty with the British Expeditionary Force.’⁴

Trenchard had been casting envious eyes over the eighty RNAS machines at Dunkirk for some time and was hoping for a bigger contribution but he had at least secured some machines to supplement his force. Matters moved very quickly after this policy decision and within a week No. 8 Naval Squadron was formed. Wing Captain C.L. Lambe (later air vice-marshal) the Officer Commanding, Dover Command RNAS, which included units based at Dunkirk, was ordered to form the squadron.

The Naval Aeroplane Unit at Dunkirk, which had been operating over the Belgian coast since September 1914, consisted of three separate wings, No. 1 at St Pol, No. 4 at Petite Synthe and No. 5 at Oudekerke. Each of these was tasked to provide ‘one flight of fighting aeroplanes to form a composite squadron to meet the Army’s demand’.⁵ The three Wings operated different types of aircraft so Naval 8 was born with three flights, one each of Sopwith Pups, six Nieuport 17 Scouts and six two-seat Sopwith 1½ Strutters. Appointed to command this new squadron was Squadron Commander G.R. Bromet who had been in charge of the air station at Dover.

On 25 October, Squadron Commander Bromet crossed the English Channel in HMS Nubian to Dunkirk where the following day he picked up Lieutenant J. D’Albiac RMA, who was to be the squadron record officer. They drove to Vert Galant near Amiens where they were met by Flight Commander B.L. Huskisson (the second in command) and Second Lieutenant V.P. Spurway RFC, the equipment officer, and a small advance party of men. The aircraft set off in various formations but it was late in the day and the weather was poor and they became scattered and a number of pilots decided to land at various airfields and others in fields. Some strayed dangerously close to the front line and some aircraft managed to descend through cloud only to find that they were on the wrong side of the Allied balloon line. It was to be three days before all eighteen arrived at Vert Galant.

Squadron Commander G.R. Bromet. 208 Squadron Association

Thus within a week of receiving the Admiralty’s orders, the squadron had been formed and was becoming established on its aerodrome. It was attached to the 22nd Wing of the 5th Brigade RFC attached to General Sir Hubert Gough’s 5th Army. Naval 8 Squadron thus had the distinction of being the first complete squadron of the RNAS to work with the army on the Western Front.

The squadron soon started to receive visitors, the first being Trenchard on 27 October, to be followed over the next few days by General Gough, Brigadier General C.A.H. Longcroft (commanding 5th Brigade), and Wing Captain Lambe. By 29 October virtually all the aircraft had arrived and settled into the three flights:

A Flight with six Nieuport 17s – Flight Lieutenant C.R. Mackenzie

B Flight with six Sopwith Pups – Flight Lieutenant S.J. Goble

C Flight with six Sopwith 1½ Strutters – Flight Lieutenant J.C.P. Wood

In addition to an armament officer (Sub Lieutenant H. O’Hagen), a stores officer (Warrant Officer H. Brice) and a ground officer (Flight Sub-Lieutenant N.R. Cook), 120 chief petty officers, petty officers and men made up the full complement of the squadron. It was said that all the initial members of the squadron were volunteers. It attracted some outstanding officers and men, with many going on to achieve greater fame.

The first week spent at Vert Galant stood out in the memory of those who survived the war as some of the most uncomfortable days they had to endure throughout the war. The weather was appalling with sleet and rain, the airfield was covered in mud and the accommodation was extremely basic.

In the first few days after the squadron’s arrival, gun firing and formation flying was practiced and pilots flew observation flights to become familiar with the local area and the front line. On 3 November, Mackenzie led the squadron’s first operational sortie, a formation of four Nieuports on a line patrol but without encountering any Huns (as the German Air Service was known by all on the front line). Poor weather intervened over the next few days but spirits were high and none more so than on the 5th when Trenchard arrived with Field Marshal Sir Douglas Haig visiting the following day when he met the officers and men. Finally, on the 9th the squadron had its first full day of operations.

Chapter Two

INTO ACTION

Squadron Commander Bromet wrote in his diary:

‘9 November – Fine day. All machines out. Six combats. One HA (hostile aircraft) probably downed. 45 hours 35 minutes.

‘10 November – Fine day. Much flying. Four combats. Galbraith got a ‘Roland’ down. 36 hours flying.’¹

The weather had finally cleared and it was a fine morning when Mackenzie and Flight Sub-Lieutenant the Hon. A.C. Corbett took off at 0615 hours to fly a line patrol. Mackenzie got on the tail of a LVG two-seat reconnaissance aircraft but his guns jammed and he was denied the squadron’s first success. During the day, squadron pilots intercepted other enemy aircraft but gun jams occurred on almost all the engagements.

One of the pilots in action was the teenager Flight Lieutenant R.J.O. Compston who would become one of the squadron’s greatest pilots. He attacked a white Aviatik C at 13,000 feet when flying over Bapaume but he was forced to break off the engagement when his guns jammed. He followed the two-seat aircraft down until it entered cloud. Another pilot to see action on this first day was Canadian Flight Sub-Lieutenant D.M.B. Galbraith, who had already achieved success with 2 Naval Squadron, in his Sopwith Pup (often referred to as the Sopwith Scout). At 17,000 feet near Albert, he saw two enemy aircraft and dived on a blue two-seater bi-plane. He fired at the rear gunner to eliminate this threat before he attacked the second. Again he fired at the gunner but his engine started to misfire and he was forced to head for a friendly aerodrome.

On 10 November it was another clear frosty morning and Mackenzie was away first with his flight of Nieuport scouts. He and his pilots had a number of engagements but the squadron’s first success eluded them. At lunchtime, Goble led his flight of Sopwiths. They crossed the German lines when Galbraith spotted five ‘Roland’ bi-planes south of Arras, (the aircraft were Albatros Scouts) and he broke away from his flight commander Goble. He attacked with the sun behind him and opened fire at forty yards. The Albatros immediately pitched up and spun away. It was later confirmed that the aircraft had crashed and Naval 8 had achieved the first of its many successes. Galbraith made much of this success later in the evening, which did not endear him to his colleagues.

The weather was so poor over the next few days it was not until the 16th that the squadron was back in action. Goble’s B Flight flew the morning patrol when they sighted an LVG. Protected by his two wingmen, Goble attacked and sent the enemy aircraft down out of control. Later in the afternoon, B Flight flew another offensive patrol. Galbraith spotted an LVG, manoeuvred beneath its tail and, from a range of twenty yards, fired about twenty shots, which sent the reconnaissance aircraft down in a spin east of Cambrai. During the day, C Flight had taken their 1½ Strutters to the RNAS depot at Dunkirk to exchange them for the excellent Sopwith Pup.

Sopwith Pup ‘Tickle’. Norman Franks

The following day Flight Sub-Lieutenant S.V.H. Trapp forced a hostile aircraft down before five enemy scouts set upon him and he escaped by climbing away. The Australian Flight Sub-Lieutenant R.A. Little forced an enemy aircraft to land. The flight commander, Goble went one better and shot down a hostile aircraft in flames.

On 18 November, the army launched the last of the desperately costly attacks on the Somme but the bad weather returned and prevented flying for another week. With Spartan living conditions, rain, sleet and snow and intense cold at the heights the aircraft were flying, the pilots were operating under extreme conditions. Some had special fur flying coats and trousers made and frostbitten faces were not uncommon. Most of them had to be helped from their machines after landing.

The squadron was back in action on the 23rd when A and B Flights were particularly busy encountering an unusual number of German two-seaters. Little saw two enemy reconnaissance aircraft and scored what is considered his first confirmed victory when he attacked one of the LVGs at 7,000 feet and sent it down in flames. He was immediately attacked by two enemy scouts and had to break off the engagement. Unfortunately there was a price to pay when the Argentinian-born Flight Sub-Lieutenant W.H. Hope failed to return. He came down behind the German lines and died the next day. Leutnant Franz Ray of Jasta 1 claimed Naval 8’s first loss.²

In the morning C Flight flew their first patrol since receiving their Pups. After lunch B Flight took off for Cambrai and, once again, Galbraith broke away from his flight when he saw six large two-seaters, which he thought were LVGs. He attacked a straggler, unaware that five enemy scouts were above. He fired fifty rounds into the enemy aircraft and watched as the wing folded back by which time the enemy scouts were on his tail and he had great difficulty in escaping. Many on the squadron had felt for some time that Galbraith was suffering great strain and after this encounter he had a breakdown and left the squadron a few days later.

Bromet’s sympathetic handling of this unfortunate situation attracted considerable praise from his men. Galbraith was unpopular with his fellow pilots and some avoided his company. Yet, when he had to leave, the squadron commander paid him a handsome tribute:

‘No Hun retreated too far behind the line and no formation was too formidable for this stout hearted Canadian to attack. He had remarkable courage and brains and, although a curious sort of fellow who took a bit of understanding, he was a jolly good chap right through.’³

Galbraith recovered and later flew with the Dover Defence Flight, which was not a particularly onerous task. In February he was awarded a Bar to his DSC earned earlier in the war. Since he had not participated in any operational flying since leaving Naval 8, Bromet was almost certainly responsible for the award.⁴

On 27 November, Goble led his flight as they escorted a small force of FE2bs on a raid. The combat report he filed after the sortie is worth quoting in full. It gives a vivid impression of the almost primitive way of aerial fighting and the physical ordeal experienced by the early fighter pilots, not to mention their great courage flying without oxygen or parachutes:

‘Escorted FE2bs on raid. A number of machines of various types followed FEs around, quite a distance in the rear, but did not make any attempt to attack.

‘After bombing completed escorted FEs on offensive patrol S and SE of Bapaume. At somewhere about 1030 hours observed 3 HA at 12,500 feet trying to get behind FEs. I dived and two turned E and I chased the other right down to the FEs firing about thirty to forty rounds. The FEs then attacked it and it appeared to go down out of control. I climbed back to 13,000 feet and attacked three Halberstadts. Got under tail of one and fired about 100 rounds whilst circling round on steep bank. This machine dived towards Bertincourt in a very erratic manner and the other two machines turned E. One of the latter’s observers was firing at me whilst I fired at the first one and several tracers went very close to me.

‘A few minutes afterwards at 14,000 feet I was dived at by several machines. I hoiked and found two in front of me and some in rear. Got about thirty rounds at one and forty at another when a machine appeared close to me and alongside. After some manoeuvring I got behind this machine and fired a few rounds at it and it dived very steeply in an easterly direction. I circled around and got a few more shots in at machines, which were probably some previously mentioned when I got a jamb in Vickers gun in 3rd position. Whilst trying to clear this jamb three Halberstadts dived at me. I hoiked again but one kept above me and chased me round trying to get an attacking position. I spiralled steeply right trying to clear jamb and we passed within 20 yards of each other several times when my machine spun 3,000 feet and I then dived towards our lines, where I cleared the jamb.

‘I climbed back to 14,000 feet and met two HAs and both turned E. I followed and fired my remaining ammunition at one of them, which dived towards Bertincourt.

‘I found it extremely difficult to keep in close touch with the FEs after they dropped their bombs as their formation was not good due probably to the very heavy AA fire they experienced.’⁵

Flight Lieutenant S.Q. Goble. 208 Squadron Association

This graphic account is typical of numerous of the combats of Naval 8 pilots and highlights many of their qualities, not least perseverance.

Snow and bleak winds again interfered with flying until 4 December when squadron pilots claimed four enemy aircraft on a day described by Bromet as ‘busy’. During the morning Goble and Little escorted a bombing force of eight FEs on a bombing raid to Béhagnies aerodrome. Little spotted an enemy scout approaching and turned to meet the German and fired one round before his gun jammed. He was then attacked as he tried to clear the gun and was chased across the lines. The engine of his Pup started to run rough and a determined enemy forced him to land in a field. He cleared his gun and took off again and, after thirty minutes, found the FEs in a fight. He fired a red flare for the FEs to follow him, which they did and the enemy aircraft (EA) dived east. Over Albert he saw a fight and went to the assistance of a British machine. He hit one EA with a burst from fifty yards sending it down vertically into ground mist.

This action was typical of Little who was rapidly establishing himself as one of the squadron’s most determined and aggressive pilots, qualities he was to display in abundance over the following months. The successes of 4 December were marred with the loss during the afternoon patrol of the eighteen-year-old Corbett. He was seen in a fight with two enemy machines and sent one down before he was killed. His Nieuport came down 600 yards inside the lines and, the following day, a party of volunteers under the command of Compston recovered the body. On 6 December Bromet, who described Corbett as ‘a fine youngster with the heart of a lion’, led a party at the burial service at Heilla Cemetery.

The squadron lost another young pilot on 10 December. The Canadian Trapp had started to establish himself as a fine pilot with two successes already to his name when he took up his Sopwith for a test flight. As he pulled out of a steep dive over the aerodrome, the wings folded and he was killed instantly. He was buried at Beauval the following day.

Later that day, Goble gained his fifth and final success since joining the squadron when he sent a two-seater down out of control. The constant rain, sleet and snow prevented any flying for a week but the squadron took the opportunity to prepare for the Christmas concert.

The bad weather relented for just one day but the squadron took full advantage of the good flying weather on 20 December. Little claimed a two-seater but it was the pilots of C Flight that had the most success. Since receiving Pups as replacements for their 1½ Strutters they had enjoyed little joy. On a patrol led by Flight Lieutenant C.E. Hervey they accounted for three EAs. Hervey sent down a white bi-plane out of control and Flight Sub-Lieutenants R.R. Soar and A.S. Todd each were credited with a success.

It was at this time that A Flight started to re-equip with the Pup. Mackenzie recorded in his logbook:

‘Sopwith Scout 5198 called Peg II 80 h.p Le Rhône No. 1621

First flight in Pup. Not so easy to handle as Peg I [Nieuport 17]. Visibility bad but better than it would seem on the ground. Very fragile feeling and vibration tremendous especially pulling up. Performance wonderful and very easy to land. Gun will take some time getting used to. Fired at target.’⁶

The dreadful weather of December persisted but was welcomed over Christmas. The men entertained the officers with carols on Christmas Eve before a day of full activity to celebrate Christmas. Squadron Commander Bromet records:

‘I remember going to church in the morning, having an enormous meal in the middle of the day, preceded by rounds of the mess decks, playing soccer in the afternoon and taking part in a smoking concert in the transport hangar at night.’⁷

The concert he refers to was a great success with officers and men displaying varying degrees of talent. One of the squadron’s aircraftmen, B.C. Bennett, wrote a few years later:

‘The whole evening went down wonderfully well and everyone was in high spirits. The officers were real pals and supplied us with ample drinks and smokes. The concert was attended by some brass hats from other squadrons and regiments in the vicinity.’⁸

The events over Christmas demonstrated the marvellous spirit that existed between the officers and the men and how quickly the squadron commander and his senior staff had moulded the squadron together. Bromet had rapidly established himself as a caring and considerate squadron commander who shared all the hardships experienced by his men prompting Bennett to express just how much respect there was for him when he went on to say:

‘Tribute has already been given to our commanding officer, Squadron Commander G.R. Bromet and our First Lieutenant, Squadron-Leader [sic], B. Huskisson and I should like to add mine by saying that had it not been for the fact that they were men in every sense of the word, expecting nothing from the lowest to the highest rank under their command which they themselves would not give, life under the dreadful conditions of the 1916 winter would have become unbearable to us. Their cheery smiles and encouraging words made us one large family, which brought out the best that was in us.’⁹

Boxing Day provided a rare day of good flying weather and all the flights were in action. During the morning, B Flight was escorting FE2bs of 18 Squadron when seven Albatros D IIIs attacked them. Compston dived on the rear aircraft and fired a short burst from thirty yards until the enemy aircraft slipped down out of control. Hopelessly outnumbered, Compston was driven down by the remaining enemy aircraft and had to break away. This was the first of his many confirmed successes over the next few months.

Huskisson also sent an EA down out of control, his first success on the squadron, but Hervey had a more unnerving experience, which highlights another aspect of the dangers associated with combat flying during World War One. He was over Delville Wood when his engine ‘petered out’ during a scrap with enemy aircraft but he was able to make a successful landing just behind the British lines. The area was covered with shell holes, craters, barbed wire and other leftover material. Volunteers were called for to attempt to salvage his Pup. Amongst the party of four was Bennett who described their experience:

‘The job was not an easy one but it was a great experience for the lorry drivers and us. Arriving at our destination partly by lorry and partly on foot, marching over duckboards and through mud, with only the light of the star shells to guide us to a dug out in which we slept or, should I say spent the night, part of which was blown away, to the music of heavy artillery with countless rats who kept us company and ate and drank our rations.

‘We sallied forth next morning across shelltorn ground full of craters, mud and old iron to the machine and dismantled it, sometimes under shellfire. The fun began after the engine was taken out for we had to carry this and drag the machine for a mile or so to the nearest road. During this task one of our number fell into a mud pool and was only pulled out with the greatest difficulty. The job was successfully completed and we all landed back at Vert Galland with our prize at 1930 hours without a wound, except the scratches from barbed wire, which is extremely pally when it greets you! Jerry Hervey was ill for some days suffering from shock, but he eventually pulled round and gave the enemy some more fun.’¹⁰

Flight Commander B.L. Huskisson. 208 Squadron Association

So, 1916 came to an end. After just two months a number of the squadron’s pilots had begun to establish themselves as exceptional, none more so than the Australian Little and nineteen-year-old Compston.

The New Year started with a number of promotions including Mackenzie to flight commander. With the weather preventing flying, the squadron played 5 Squadron at rugby and won eleven points to nil and this was followed by a repeat of the squadron’s concert party. Word must have got around about its success as 400 officers and men attended including General Longcroft. Bromet described it as, ‘a topping evening ending up with a cheery supper party’.¹¹

The winter of 1916/17 saw an