jabberwock jabberwock - Society of Friends of the Fleet Air Arm
Transcription
jabberwock jabberwock - Society of Friends of the Fleet Air Arm
JABBERWOCK The Journal of the Society of Friends of the Fleet Air Arm Museum IN THIS EDITION: • • • • • • • News from NMRN Operation Judgement A Special Reunion An Appeal for Volunteers Airship Incident The Unknown Fleet A Minor Mystery PLUS .... All the usual features, news from the Museum, letters to the Editor, nippets from Council meetings, monthly talks programme, latest membership number. No. 75 May 2014 Published by The Society of Friends of the Fleet Air Arm Museum Jabberwock No 75. May 2014 Patron: Rear Admiral A R Rawbone CB, AFC, RN President: D S Moxley JP FLEET AIR ARM MUSEUM RNAS Yeovilton Somerset BA22 8HT Telephone: 01935 840565 SOFFAAM email: sof@fleetairarm.com SOFFAAM website: fleetairarmfriends.org.uk Registered Charity No. 280725 1 Jabberwock No 75. May 2014 The Society of Friends of the Fleet Air Arm Museum Vice Presidents Captain K A Leppard CBE, RN Rear Admiral R C Dimmock CB, RN Rear Admiral A R Rawbone CB, AFC, RN F C Ott DSC BSc (Econ) Lt Cdr Philip (Jan) Stuart RN Squadron Leader Maurice Biggs RAF David Kinloch Chairman Richard Hufton sof@fleetairarm.com Admission Members are admitted to the Museum free of charge, on production of a valid membership card. Members may be accompanied by up to three guests (one guest only for junior members) on any one visit, each at a reduced entrance fee, currently 50% of the standard price. Members are also allowed a 10% discount on goods purchased from the shop. Vice Chairman Mike Strang strangfiveways@gmail.com Secretary Malcolm Smith smalcolm355@aol.com Treasurer Gordon Johnson gordon.j.johnson@gmail.com Membership Secretary Robert Heath 8B Cecil Road Weston-Super-Mare BS23 2NQ soffaam.mem@gmail.com Note: These concessions are provided at the discretion of the Museum Director and could be removed at any time. Talks and Events Organisers Rosanne Crowther, Ian Mackinnon Editor Malcolm Smith T: 01935 478304, M: 07765 950806 smalcolm355@aol.com Printed by: Remous Limited, Milborne Port 2 Jabberwock No 75. May 2014 CONTENTS CONTENTS...................................................................3 EDITORIAL...................................................................4 LETTERS TO THE EDITOR.........................................5 MEMBERSHIP...............................................................9 SNIPPETS FROM COUNCIL MEETINGS................10 NMRN...........................................................................11 NEWS FROM THE MUSEUM....................................12 MONTHLY TALKS PROGRAMME - 2014...............17 RECENT MONTHLY TALKS.....................................18 OPERATION JUDGEMENT........................................23 A SPECIAL REUNION...............................................26 AIRSHIP INCIDENT...................................................28 THE UNKNOWN FLEET............................................34 A MINOR MYSTERY..................................................40 Cover Pictures: Clockwise from the main picture: Veterans of the Arctic convoys at the presentation of the Arctic Star at the Museum on 10 January 2014. HMS Vindex, a US-built Escort Carrier, one of many HM vessels that protected the Arctic convoys. The flight deck party of HMS Vindex, dressed for Arctic weather early in 1945. The Arctic Star, a long-awaited recognition of the bravery of these men. All the photographs in this publication, unless otherwise credited, are Crown Copyright and reproduced by kind permission of the FAAM. 3 Jabberwock No 75. May 2014 EDITORIAL It is pleasing to report that the Society’s membership is steadily increasing, as reported in the minutes of the recent Council meeting. This may be due to the power of advertising, because, as pointed out by our Membership Secretary, applications have come from a variety of sources, including as downloads from the website. We have recently started to distribute posters to many aviation-related societies across the country and hope that this will increase interest and help to swell membership numbers. In this edition of the Journal, you will find news of the Museum’s 50th Anniversary celebrations, also coverage of the recent ceremony for the award of the Arctic Star to veterans of the Arctic convoys. We include an article on the “Forgotten Fleet” of Merchant Aircraft Carriers, otherwise known as MAC-ships, written by a veteran of those vessels. Another veteran, SOFFAAM Vice President Captain Keith Leppard, contributes a desription of Operation Judgement, one of the last offensive actions carried out by the Fleet Air Arm in 1945. Articles of this nature are always popular among our members and we welcome such contributions warmly. The SOFFAAM talks evenings are continuing to be a rousing success, usually attracting a capacity crowd. See the programme of future talks on page 17. The new on-line booking system is working well and those who use it can be assured of a seat! Details can be found on the website at fleetairarmfriends.org. uk, which now also carries links to a variety of other naval aviation organisations. The website will soon include a new page: “From the Archive” and members should feel free to comment on this and any other features of the site. On the subject of the talks evenings, please see the request for more volunteers to help with the refreshments. This convivial service is probably taken for granted, but relies on loyal volunteers to keep it going. The Museum will be presenting another Film Night on 16 May, see the advertisement on page 16. Another selection of archive films from the priceless Museum collection will be shown at this always-popular event. SOFFAAM members may be interested in the new membership scheme for the National Museums of the Royal Navy (NMRN). In this scheme, a single annual subscription will give access to the four major Museums and also to various other attractions. Note that our own membership scheme remains unchanged. 4 Jabberwock No 75. May 2014 LETTERS TO THE EDITOR Dear Malcolm, any thanks for the superb magazine, which I read from cover to cover every time. When Germany surrendered and the war in Europe was over, on May 8, 1945, I was exactly 14 years and three weeks old, living in Bergen, Norway. after five years of German occupation. The following weeks disappeared into a blurred mess of jubilation, celebration, relief, wild hopes M Taken on the quayside. The sailor in the middle is Ralph Butler, from Leicester. Tony corresponded with him for many years. Photo: Tony Fauske HMS Vengeance alongside in Bergen in May 1945. Photo: Tony Fauske and expectations, but I seem to remember that the first two Royal Naval vessels that came to Bergen were the two cruisers HMS Suffolk and HMS Norfolk. A little later the aircraft carrier Vengeance (which took me a long long time to pronounce properly) arrived. She was small enough to come alongside, and she docked at exactly the same spot as where the German cruiser Königsberg had stopped on 9 April 1940 when Germany invaded Norway – and where she was sunk on 10 April by Blackburn Skuas from Hatston in the Orkneys. The attached photographs were taken by me, borrowing my father’s old 6X9 box camera. And that’s about it. Regards, Tony Fauske Cheltenham 5 Jabberwock No 75. May 2014 Dear Malcolm, have been following the recent articles about the early RN Hoverfly operations with interest and dug out the enclosed rather poor photos taken from my scrapbook. They were I taken aboard HMS Searcher at anchor in Scapa Flow between January and late April 1945. At the time I was a pilot embarked with 882 Squadron (Wildcats) and remember my first ever sighting of a Hoverfly helicopter doing “courier” duty around the Home Fleet Anchorage, where we returned between operations against German naval targets in northern Norway. It was probably in late April 1945 when the sailing orders referred to were in regards to Operation Judgement in May 1945, believed to be the last major air strike of the European war. I enclose what I have been able to dig out about this operation. My account of the operation was from the 882 Squadron point of view. The bombing of the Avenger squadrons was superb – seven direct hits and four near misses on the depot ship which blew up and U711 and a tanker sunk. In 2008 I was approached by Lieutenant-Colonel Harold Isachsen, a retired Norwegian army officer, who was writing a book on the Fleet Air Arm attack on the U-boat base at Kilbotn near Harstad in the Lofoten Islands where he lived. I helped him with his 6 Jabberwock No 75. May 2014 research, which was unusual in that it covered the points of view from the British Norwegian and German perspectives. The account of the attack and some of my photographs in the book published in November 2008, were included, but unfortunately only in Norwegian. Yours sincerely, Keith Leppard By the Editor: The photographs from Captain Leppard’s album are entitled “Helicopter arrives with sailing orders”. Read his account of Operation Judgement on page 23. Dear Malcolm, he accompanying little anecdote probably is too tenuous a FAA connection to be of present-day interest but is sent nevertheless. On page 35 of November’s excellent Jabberwock, Keith Chadbourn’s interesting article arouses other memories from the mists of time. Another flying student of the “Tiny Tyrant”, Joane Hughes, was Miss Sheila Van Damm. From her father, she had inherited the Windmill Theatre (which famously never closed during Hitler’s London blitz). Sheila also was a successful, international rally driver for the Sunbeam-Talbot team. She generously offered her services for the 1956 SSAFA Military Tattoo, which in those times, was held annually in the White City Stadium. T For the act, my FAA Whirlwind Mk 1 was based at Northolt. For a week, every evening and twice on Saturday, responding to a Verey light signal, it would descend into the arena and come to a brief hover whilst members of a Royal Marine Commando went down the dangling rope. Their duty was to rig and noisily execute a spectacular ambush of an enemy VIP (acted by Capt John Lovell RM). He was driven into the arena by a “double agent”, acted by Sheila Van Damm at the wheel of Hermann Goering’s preserved Mercedes staff car. After the action, the captured VIP and driver were bundled into the hold of the chopper which had been recalled by another Verey light. We flew off to Northolt where the chopper was exchanged for my Morris Minor Mk 1 (of the low power, side valve engine and split windscreen). The little car made what speed it could along the Great West Road and back to the arena. On arrival, if we could hear the rousing notes of “Westering Ho!” from the RM band, we knew we were in time. We mounted the Mercedes for a triumphal circuit of the arena before coming to rest before the Royal box. Sheila remained at the wheel, John Lovell and I dismounted on opposite sides of the car, the drums rolled and we came to the salute for the closing anthem. It was stirring stuff! All good wishes for 2014 Roy Hawkes Teignmouth, Devon 7 Jabberwock No 75. May 2014 Dear Mr Heath, Further to my application for SOFFAAM Life Membership, my application is most probably the only one you have received from somebody who spent three years on 771 Squadron when it was a Mosquito squadron based at RNAS Ford. During my 22½ years valuable service in the air in my last Squadron (847) for the “Ennerdale Incident” in the Seychelles in 1970. All this detail is my assurance that I was in the Fleet Air Arm and not an imposter. Mike McSorley Newport, Isle of Wight BH7 Hovercraft of the Interservice Hovercraft Trials Unit service as a Naval Airman, Pilot’s Mate, Petty Officer Mechanic, Air Mechanician 1st class (the latter as a watch chief for 12 years) I worked on Sea Hawks of 802 and 806 Squadrons, Sea Furies of 738 Squadron, BH7, SRN6 and SRN5 Hovercraft with the Inter-Service Hovercraft Trials Unit and Wessex Mk 5 helicopters with 848 and 847 squadrons. My only award over this period was the Queen’s Commendation for Dear Malcolm, With reference to the letter from Richard Doherty concerning lack of information about MAC ships, I wonder if the enclosed article might be of some interest. Best wishes Jack Thomas Ex Sub Lt (A) RNVR, pilot in J Flight 836 Squadron [MV Alexia] and Batsman in V Flight [MV Empire MacKendrick]. By the Editor: See the article on page 34 8 Jabberwock No 75. May 2014 MEMBERSHIP Annual membership is still £12! Bankers Standing Order Membership cards enclosed for May, June and July 2014. (Please note that receipt of a card does not confirm receipt of payment). Welcome to the new Members who have joined us since the last magazine issue. 3336 - Mr E. Chandler 3337 - Mr J. Whale 3338 - Mr C. Burton 3339 - Mrs R. Gourlay 3340 - Mr G. Gourlay 3341 - Mr B. Henshaw 3342 - Mr G. Baker 3343 - Mr W. Morley 3344 - Mr J. Whitfield 3345 - Mr R.D. Bannister 3346 - Mrs S.E. Clapp 3347 - Mrs L.Hadley 3348 - Mr G.P.Howard 3349 - Mr M.E. Clothier 3350 - Mr L.Wise 3351 - Mr R. Love 3352 - Mr N. Mingo 3353 - Mr V. Southan 3354 - Mr D. Tucker 3355 - Mr J. Gleeson 3356 - Lt Cdr H.C. Lewis 3357 - Mr A. Manickam Draycott, Somerset Marnhull, Dorset Sherborne, Dorset Taunton, Somerset Taunton, Somerset Brent Knoll, Somerset Amesbury, Wiltshire Gillingham, Dorset Langport, Somerset Cheltenham, Gloucestershire East Coker, Somerset Worle, Somerset Wyke, Dorset Bradford Abbas, Dorset Yeovil, Somerset Butleigh, Somerset Bishops Hull, Somerset Bayford, Somerset Nailsea, Somerset Dublin, Eire Martock, Somerset Ilchester, Somerset Total Members: 1037.Life Members: 231.Pay by Standing Order: 634 Members who have made a Gift Aid Declaration: 676 Members who pay by cheque are reminded to post their renewal fee to the Membership Secretary (see page 2 for his contact details) when it is due. To save on postage, we do not routinely send out reminders. To save this annual task, members are encouraged to pay by standing order. 9 Jabberwock No 75. May 2014 SNIPPETS FROM COUNCIL MEETINGS From the March Meeting: We will revise our bid and resubmit later in the year. Even if the bid he meeting was held in the is successful, it will be the end of FAAM on 10 March 2014. 2017 before the new build will be complete. Membership of NMRN • Minutes of the previous means that the Museum will be meeting: able to take advantage of their fund Two actions are still raising expertise. outstanding. In a discussion of Installation of the World War 1 leaving presents for departing exhibition is now underway and is members, It was generally agreed expected to open in June. that Society funds should not be used to buy leaving presents • The Chairman reported: for anybody, regardless of the As confirmed at the January contribution they may have made meeting, the NMRN Membership to the Society. On the subject of scheme is to go ahead. Once wreaths for deceased members, the scheme is in operation, we opinions were divided. It was will consider giving it publicity in generally agreed that in some Jabberwock and on our website. circumstances, the provision of a To support the commemoration wreath by the Society could be a of the 50th anniversary of dignified and welcome gesture. the Museum, he had offered to provide some material to • The Director reported: illustrate the contribution made The Museum had used a by SOFFAAM. He would like to Groupon promotion from November highlight the contribution made to January. This had received a by Group 1 to engine and aircraft phenomenal response, followed restoration and preservation and by strong performance over the he asked members to consider half term weekend. Total visitor providing relevant material. numbers could reach 110,000 by The Secretary volunteered to the year end, even though anxiety coordinate any such material. in the public about access to the The Film Night had been most Museum because of the floods had successful. This was the first somewhat affected attendance. occasion at which tickets could The Museum did not get the Stage be pre-booked. 52 tickets had One pass for funding from HLF. been bought online, and 13 more T 10 Jabberwock No 75. May 2014 bought in the shop. The advanced information given by pre-booking would enable a decision to be made as to moving the venue to the Swordfish Centre. • The Secretary reported: He had gained sufficient experience in updating the SOFFAAM website to be able to introduce new information. There was now an additional page entitled Useful Links, and this had already been populated with links to other organisations, such as the Fleet Air Arm Officers’ Association and the RN Submarine Museum. • The Membership Secretary reported: Overall membership has increased by five since the January meeting. For the record, of the 13 application forms received since the January meeting, three are from ‘Join’ leaflets held by libraries, four downloaded from the web site, five are from the ‘Join’ leaflets in the FAAM and one is a letter. I have hundreds of other addresses of flying clubs and flight training schools, plus model making clubs, but unfortunately only e-addresses. They all need to be searched to find the mailing address. I do not have the time to do this. The meeting agreed that we should advertise for clerical assistance for Robert in the next Jabberwock. NMRN New Membership Scheme for the National Museums of the Royal Navy s reported elsewhere on this page, the Membership Scheme of the National Museum of the Royal Navy (NMRN) is to go ahead. Writing in “Scuttlebut”, the magazine of the NMRN, Commodore Peter Wykeham-Martin RN, the organisation’s Chairman, writes: “... the Chairmen of the Friends of the four major constituent Museums ... have reached a pragmatic way forward, which will allow each of us to retain our independence whilst working in concert with the National Museum. The new Membership scheme [provides] ... the opportunity to visit the Museum’s various sites. An added bonus is that as a Friend, you are entitled to a reduced membership fee. By working with the National Museum ... we are able to take advantage of their professional marketing expertise.” embers of SOFFAAM can be reassured that our terms of membership remain unaltered. As an independently registered Charity we will continue to maintain our original aims and objectives set up when the Society was formed in 1979. There is a link to the NMRN website on the SOFFAAM site “useful links” page. A M 11 Jabberwock No 75. May 2014 NEWS FROM THE MUSEUM STARS OF THE ARCTIC SHINE BRIGHT AT MEDAL PRESENTATION V eterans in their 90’s alongside families of veterans were honoured at the Fleet Air Arm Museum for their role in the Second World serving north of the Arctic Circle. Medals by the Commanding Officer of Royal Naval Air Station Yeovilton, Commodore (Cdre) Jock Alexander OBE, with David Laws MP, Mayor Manny Roper and Mr Graham Cole, Chairman of AgustaWestland, to acknowledge their unparalleled contribution. The Arctic Star medal was commissioned earlier this year to David Laws MP addresses the Arctic Veterans. Also in the picture are Commodore Jock Alexander (centre) and Vice Admiral Terry Loughran (next but one to the Commodore’s right). Photo FAAM Six Veterans between the ages of 86 and 96 years old and three families representing those veterans recently deceased met on 10 January 2014 to be presented with their Arctic Star recognise the outstanding bravery of the servicemen who delivered vital aid to the Soviet Union between 1941 and 1945. These men were under constant threat from enemy submarine, air and 12 Jabberwock No 75. May 2014 surface ship attacks. Additionally, (92) from Chard in Somerset who they had to deal with terrible served with the Fleet Air Arm and weather conditions dedicated a chapter and glacial arctic in his book ‘Golden temperatures – Wings and Navy these were truly Blue’ to the Arctic perilous journeys. Convoy Experience. Cdre Alexander Roderick addressed the Raymond (87) Veterans and their years of age from families and said; South Cadbury “A pilot by trade, Somerset said: I was the Captain “You had to chip of a small ship for ice off the deck a short time doing and the guns by fish protection hand!” He added duties, so I know “I remember what rough weather one particular is all about. engagement However, I can’t with the German comprehend the battleship weather you went Scharnhorst on through north of 26th December the Arctic Circle! The Arctic Star is a six-pointed bronze 1943. We fired on I’d like to thank star similar in appearance to the other the Scharnhorst Campaign Stars awarded for service with the HMS Duke you for allowing in World War II. The obverse has a me the honour of of York and escort central design of the Royal Cypher presenting you with destroyers. I was of King George VI surmounted by a this medal.” part of the torpedo crown. crew at the time and still have the signatures from the Scharnhorst survivors who were picked up by the HMS Gordon Smart (94) completed Jamaica.” 10 Arctic Convoys to Murmansk Joyce Bentley was at the FAA and Archangel in HMS Beagle. Museum to accept the medal on When asked if he could sum up behalf of her late husband Herbert his experience, he said: “Blasted Bentley, who sadly passed away cold!” A sentiment echoed by the on Christmas Eve 2013. For Joyce other five surviving veterans at the it was understandably emotional, presentation, including John Fay so soon after losing Herbert, but “Blasted cold!” he said 13 Jabberwock No 75. May 2014 The veterans pose with pupils from Year 6 of Huish Primary School, Yeovil. The children are dressed as World War 2 evacuees, as they are studying rationing during the Second World War. she felt that it was important to be there for him. Joyce said; “Although I am so very sad, I am here for him. He had been so excited about coming to the presentation too.” She added “it’s been a lovely thing, I’m so glad I came with my family”. stranded and starving on an island close to Norway.” Rear Admiral Terry Loughran CB, Chairman of Fly Navy Heritage Trust, opened proceedings at the presentation for the veterans and their families, while David Laws MP summarised their outstanding contribution and the debt we all owed them. Seaman on two convoys in 1944 and 1945. He went to radar school and was involved in the use of the ship’s radars. He said; “On the way back from Russia I was involved in a rescue mission to help save 200 people who were The instigator of the presentation, when he encouraged veterans and their families last year to contact him, David Laws said: ‘It is really important that we take a moment to recognise the Joined the Royal Navy at just 15 years old... They performed a heroic At 89 Cyril Tolchard was just duty in frightening 15 years old when he joined the Royal Navy and served as an Able conditions... 14 Jabberwock No 75. May 2014 astonishing bravery of these men. They performed an heroic duty in truly frightening conditions and we should never forget their contribution to Britain’s war effort. It is about time that contribution was formally recognised.” Others receiving medals were Thomas Warden (86), Cyril Small (89) from Yeovil who was a torpedo operator and Roy Young (96) of Yeovil. Roy said ; “I am no hero, I just survived.” Also at the presentation was Andrew Jones, who represented his late Father William George Charles Jones, and Katharine White was presented with the medal on behalf of her The Arctic Star is awarded for operational service of any length north of the Arctic Circle, defined as 66° 32’ North Latitude. The inclusive qualifying period of service is 3 September 1939 to 8 May 1945 Grandfather Gordon Mason. Year 6 from Huish Primary School, was invited to the ceremony as they are studying rationing during the Second World War. The children, dressed as World War 2 evacuees, had the opportunity to meet the veterans and hear their recollections. Surviving families can also apply for the Arctic Star... The medal is awarded to members of the British Armed Forces and the Merchant Navy who served north of the Arctic Circle during the Second World War in Arctic Convoys to help the Russians. It is thought that there are between 200 and 400 surviving sailors who endured this perilous journey, whilst the families of those no longer alive can also apply for the Arctic Star to commemorate their loved ones’ service. Thanks to Tracey Clempson, Public Relations Officer for RNAS Yeovilton. It’s our Birthday! Calling all past employees of the Fleet Air Arm Museum. It’s 50 years since the Fleet Air Arm Museum in Yeovilton first opened its doors to the general 15 Jabberwock No 75. May 2014 public. M NIGHT L I F A TT M The Museum was formally opened on 28th May 1964 by HRH The Duke of Edinburgh. Over the ensuing years, the Museum has expanded to become the largest Naval Aviation Museum in Europe and the second largest worldwide. In 1964 when the museum was first opened, its single hangar contained eight aircraft. Four years later there were ten and by 1973, there were 18. Today, we have over ninety aircraft, 2 million documents, 800,000 photographs and 30,000 artefacts and the Museum is one of the leading tourist attractions in the South West. The Museum has seen many milestone events during the last half century, from visits from the Royal Family, Prime Ministers and politicians to the flying-in of Britain’s first Concorde and the opening of the award winning Aircraft Carrier Experience. The Museum’s conservation work has become recognised around the world as leading the way in conservation techniques. As part of the Museum’s 50th Birthday celebrations all staff and previous employees are invited to reunite at a celebratory gathering which will take place on Wednesday 28th May commencing 3pm. If you worked at the Fleet Air Arm Museum and would like to attend, please contact Sue Wilson 01935 842624 or suew@fleetairarm.com. H E M US E U As part of the national campaign to open museums at night, the Museum is screening some rare films from the Museum’s Archives of Fleet Air Arm activity from the 1930s through WW2 to jets and helicopters. The Film Night will take place in the Museum’s Swordfish Centre on Friday 16th May and will commence at 7.30pm. (Note that these will be different films from those shown at the recent SOFFAAM film night!) Tickets available on-line, in person from the Museum Shop or on the door on the night at £5 for Film only or £12.50 for Film & Supper. Bar and food available. Restaurant opens from 5.30pm, Bar opens at 6pm. 16 Jabberwock No 75. May 2014 MONTHLY TALKS PROGRAMME - 2014 Talks are held in the FAAM Auditorium on the last Thursday of each month at 19.30. Entry price is £5, pay at the door. To be sure of a place book your tickets on-line in advance at www.fleetairarm.com/ events, or buy from the Museum shop. Non members are welcome. The price includes light refreshments, including a glass of wine. 29 May Col. Steve Ladd DFC - USAF (Retd.) ‘Flying the mighty F4 Phantom’ Combat operations during the Vietnam War 2 6 J une S q n L dr Colin Pome r oy - RAF (Retd .) ‘ T h e Royal A ir F or ce in Dorset’ A u t h o r of ‘ Wings O v e r Weymouth ’ 31 July Wg Cdr Phil Burton MBE AFC - RAF (Retd.) ‘The Kipper Fleet’ RAF Shackletons and the RN 25 Sept Alec Ayliffe - QinetiQ ‘RPAS operations’ Unmanned Aircraft Systems Programme correct at the time of printing Both the Auditorium and the Swordfish Centre are now equipped with inductive loops for the hard of hearing. 17 Jabberwock No 75. May 2014 RECENT MONTHLY TALKS Summarised by Robert Heath JANUARY TALK – ‘The Development Process - from Concept to Replacement’ by David Gibbings MBE L ike most of our speakers, David has been in aviation all his life, starting as an RAF Apprentice. This was followed by a career as an engineer and navigator, plus Flight Test Engineer in the RAF. After the RAF, David started a new and long flight testing career with Fairey and Westland, flying in most of their aircraft, including the Rotodyne and the Lynx. David learned a great deal about the lengthy development of an aircraft from its original concept to entering service. As an example, the ‘new’ Merlin helicopter design originated in the 1970s and the aircraft entered service in 2000. Cost becomes king ... David’s talk covered just about every element of the process. Once the requirement is drawn up, cost becomes king, which is why international programmes are now so commonplace. This spreads the financial and engineering load, but adds enormously to bureaucracy and timescales. A critical feature of military aircraft is their electronic systems, which provide a multitude of functions, from controlling its flight path to aiding self-defence. Long before an aircraft flies, new concepts are tested on other aircraft, e.g., the Lynx rigid rotor, which was first trialled on a Scout. The good old Wessex carried out endless icing trials - helicopters previously avoided any risk of icing; and a modified Sea King trialled the complex radar and electronic systems used in the Merlin. Additionally, ground rigs for just about every aspect of the aircraft are built to stretch components and systems to their limits. When the aircraft finally flies, it is unlikely that there will be any significant surprises or major modifications necessary. From David’s talk, it was easy to see, but hard to believe, how the hours of labour turned into decades before the product entered service. FEBRUARY TALK – ‘Society Film Night’ presenting rare footage from the FAAM Curatorial Archive. I t fascinates me that we now live in a world of instant visual access: endless TV channels; computer searches on any subject you can imagine; and now the same 18 Jabberwock No 75. May 2014 access via your mobile ‘phone while you are walking down the street – and yet, two magic words can still grab your attention and whet your appetite ‘Film Night’. Why? Atmosphere has to be one reason, we all there by choice on a subject of common interest, plus of course we are in the rare position of being able to see archive film, not normally accessible. This was a real treat ... drills, and training in seamanship, gunnery and signalling. This probably came as quite a shock for many. The remainder of the film programme was flying, much of it very exciting, for example in 1945, Corsairs, Barracudas and the dear old Walrus (stately as a galleon) flying off and back on to HMS Venerable in 1945. I particularly loved seeing the ‘barn-door’ flaps hanging below the Corsairs and Barracudas as they landed on. By contrast, ‘Hands to Flying Stations’ took us into the jet age of 1975 on board HMS Ark Royal. Here the camera captured the almost hyper-activity and buzz of preparing the aircraft, preparing the ship and detailed crew briefings prior This was a real treat. Once again the programme covered most aspects of naval aviation operations. The seven different titles were a mix of old projection film (chattering and juddering, just like the good old days) and film digitally transferred for computer projection. The earliest film was ‘Raising Sailors’. This was produced during WW2 and showed us how raw recruits off the street were transformed into sailors, following everything done en-masse, e.g. medicals, shedding The Colossus-class HMS Venerable underway in 1945. Two Barracudas civilian clothes are visible on deck. Venerable had a brief career in the RN, just missing and donning a hostilities in the Pacific. She then went to the Netherlands and subsequently uniform, then served with the Argentine Navy as the Vienticino de Mayo. 19 Jabberwock No 75. May 2014 to the day’s operations. In quick succession off went the plane guard Wessex, then the Gannet, followed alternately by the roar and dash of Buccaneer and Phantom launches. After the flight exercises, organized mayhem returned with the aircraft landing back on. Darkness brought no respite as the night launches commenced. Helicopters were the feature of ‘Jungle Bird’ After this excitement, helicopter operations were the feature of ‘Jungle Bird’ with 848 Sqdn in Borneo flying the Wessex in the 1960s, followed by ‘Highlands Emergency’, a modern day documentary showing 771 Squadron Sea King SAR operations from HMS Gannet on and around Ben Nevis. Finally, after a flight safety film, we were treated to ‘HMS Heron flies South’, a reflection on the part played by RNAS Yeovilton, in supplying aircraft and personnel at extremely short notice for the Falklands Conflict. Narrated by the then captain of the Air Station, this showed the enormous and successful achievement of the Station in supporting hostilities in the South Atlantic. This was our first event where you could pre-book your ticket to guarantee a seat and it worked well, with about two-thirds prebooked. The remaining seats were soon filled by those paying at the door. Thank you to the FAAM archivists Barbara and John, plus the SOFFAAM backroom team for a lively, enjoyable evening. MARCH TALK – ‘The new generation of maritime helicopters Wildcat & Merlin Mk2/Mk4’, by Commodore Andy Lison RN. ‘Very exciting, very exciting’ – two words repeated time and again throughout this lively talk by Commodore Andy Lison. In fairness, I am inclined to agree. Did you know that worldwide, no other helicopters can match the specified capability of these two aircraft? Wrongly, I tend to think of Britain today as being a poor relation to just about anywhere you care to name, but listening to what is being successfully achieved is most invigorating. Andy speaks with first-hand knowledge of his subject. He is ‘Head of Helicopters 1’, which makes him responsible for the acquisition of Wildcat and Merlin Mk2/Mk4. Andy started his career as an Artificer Apprentice ... Andy’s RN career as an Air Engineer started in 1985 as an 20 Jabberwock No 75. May 2014 Artificer Apprentice. Following time at sea; at Westland on Merlin Mk1acquisition; then NATO; then involvement with the new aircraft carrier HMS Queen Elizabeth, Andy renewed his relationship with Westland for these new aircraft projects. Merlin Capability Sustainment Programme (MCSP) is reaching its conclusion at AgustaWestland, with the incorporation of entirely new and powerful technology, from wiring, to hardware and software. ‘Open Systems Architecture’ has also been a key element to ensure that systems can now be updated as required, whereas in the past this has been a problem. At the same time the Mk 2 has Merlin Mk1 has been in service been engineered for flexibility and for around a decade and although versatility, so that anti-submarine Merlin Mk1 systems are now outdated ... Merlin Mk 1 in flight with its undercarriage extended. The radome under the nose, which protects the 1-metre wide radar scanner, is clearly visible a magnificent aircraft, its avionics and systems are now outdated. The demise of the highly-capable Maritime Reconnaissance Nimrod means that an upgrade to the Merlin’s search radar and antisubmarine systems is urgently needed. Consequently, the warfare is just one of its roles. Project ‘Crowsnest’ will provide in addition, Airborne Surveillance and Control (ASAC) to replace the aging Sea King Mk7. Two major suppliers are competing for this contract and all 30 Merlin Mk 2s will incorporate the capability. The 21 Jabberwock No 75. May 2014 total budget for this upgrade is a significant £850m. In parallel, all 28 ‘Green’ Merlins, currently operated by the RAF, are to be upgraded from Mk 3/3A to Mk 4/4A and transferred to the RN as utility helicopters. The upgrade will include navalising them so that the cockpits will be identical ‘all-glass’ computerised panels as in the Mk2, new avionics and in due course, powered-folding main rotor blades and tailcone - a further £330m investment. Wildcat is a completely new aircraft ... Meanwhile, also in parallel is the development of Wildcat, which, as Andy strongly emphasized, is not an updated Lynx, but a completely new aircraft. The requirement for Wildcat is ‘find, target and attack’. From the outset, it has been a digital design – no drawings. The only recognizable items carried over from the Lynx are its latest rotor hub and blades, although, obviously, legacy knowledge from Lynx has also been incorporated. The Army took its first delivery in 2012 and three are now on trials service at sea with the RN. Avionics improvements are very similar to those of the Merlin, with modern cockpit touch-screen instrument panels and radar systems. In all, Wildcat is an absolute step change from the Lynx, with a budget of £1.6 billion – big money! The safety and airworthiness of these aircraft is being assured by the Military Aviation Authority (MAA) which governs all aspects of military aviation, including authority for issuing a Release to Service (RTS). The Commodore briefly mentioned the report by Charles Haddon-Cave QC into the loss of Nimrod MR2 XV230, whose recommendations led to the introduction of the MAA. Other significant gains emanating from these projects are much closer integration of industry and military project teams (sharing offices and facilities); and new contractual arrangements whereby the RN operates the aircraft, but the manufacturer provides a much higher degree of ground support and back-up. The new simulators are the best in the world Finally, for both projects very advanced simulators (‘best in the world’) have been installed at RNAS Culdrose to provide full aircrew training and similar facilities to instruct on all aspects of engineering. Thank you Commodore Andy Lison for a splendid evening and to the back-room boys for feeding and watering another near fullhouse. 22 Jabberwock No 75. May 2014 OPERATION JUDGEMENT By Captain Keith Leppard CBE, RN bombing, strafing, rocket firing, fighter cover and bombardment spotting. The commanding officer was Lt Cdr “Dickie” Bird DFC, RN with Lt Hugh Morrison RNZNVR, as Senior Pilot, one Chief Petty Officer pilot, three Lieutenants and 21 Sub Lieutenants RNVR. (The average age of the Squadron air crew was 21.) The squadron flew on board HMS Searcher ... In January 1945 the squadron flew on board HMS Searcher (Captain J. W. Grant RN) off the Orkneys without incident. The ship was a Ruler class escort carrier, built in the United States The author, as a Sub Lieutenant in 1945 and launched in 1942. It carried fter wartime carrier 24 Wildcats and two Fairey operations in the Firefly night fighters. With several Mediterranean, 882 other escort carriers the ship Squadron returned to the UK and was assigned to the 1st Cruiser was disbanded. It re-formed with Squadron, an offensive Home Fleet mainly new personnel in autumn force under the command of Rear 1944 at Long Kesh in Northern Admiral R. R. McGrigor, DSO, Ireland (later to become the Maze with the task of attacking German prison). The rest of the year was coastal shipping and bases in spent working up in preparation for northern Norway. The attack on offensive carrier borne operations Kilbotn was the culmination of with the Home Fleet based at Scapa strikes during the first five months Flow. The Squadron was equipped of 1945 by 882 Squadron, during with single-seat Grumman Wildcat which time they shot down three fighter/bombers, aircraft well suited Messerschmitt 109s. to the multiple roles required – As the 1st Cruiser Squadron, A 23 Jabberwock No 75. May 2014 with Admiral McGrigor flying his flag in HMS Norfolk, with the carriers Searcher, Trumpeter and Queen and seven escorting warships turned into wind to launch the airborne attack, snow-capped mountains were including Harald Haarfagre, an exNorwegian warship commandeered by the German Navy. Each Wildcat was armed with four 0.5 calibre machine guns. A further four Wildcats provided top cover against any Wildcats in HMS Searcher, about to launch an attack on German shipping visible low on the Norwegian horizon some 40 to 50 miles away. The weather was fine with some broken cloud and excellent visibility. The task was to provide flak suppression ... intervention by German fighters. Green flight was allocated the antiaircraft cruiser as its target, led by the Squadron second-in-command Lt Morrison, with myself as his wing man, plus Sub Lieutenants Ecob and Lock in the other section. Our target was sighted without difficulty ... The task of the squadron was to provide flak suppression whilst the Avengers of 846 and 853 squadrons were in their bombing approaches. 16 Passage from Searcher to landfall Wildcats were allocated to this duty in was below 500 feet to minimise the flights of four aircraft, spread among chance of early radar detection, the known anti-aircraft locations aircraft then climbing to about 8000 24 Jabberwock No 75. May 2014 882 Squadron aircrew in 1945. On the left, the CO, Lt Cdr “Dickie” Bird, DSC. Then left to right, the other three members of Green Flight, Sub Lt Ecob, Lt H. Morrison and Sub Lt P. Lock feet. Our target was sighted without difficulty and Green leader winged over into a steep strafing dive. It was immediately clear that the target ship had been alerted to our saw the whole of his right wing blown off at its fuselage root. I didn’t see the aircraft hit the water but the exact location was revealed subsequently from a photograph HMS Searcher in Norwegian waters in 1944. The merchant-ship hull design is clearly visible. approach and flashes and smoke were clearly visible. I was flying on the starboard side and slightly rearward of Lieutenant Morrison, some two or three wingspans away. Halfway through our firing run, I taken by one of the Avengers. Aircraft recovery to Searcher was quite straightforward but it was a relief to find out that only one Wildcat was lost. 25 Jabberwock No 75. May 2014 A SPECIAL REUNION A report from the “Dereham Times” of 23 January 2014: They survived the fall thanks to their silk parachutes and instinctive actions. And now 50 years later the hey both agree they pair have reunited to celebrate the shouldn’t be alive today after anniversary and remember their lucky both the engines failed on escape. Mr the Fairy Gannet they were T Jones, who lives in LItcham, near Dereham, flying on a training said “I just crossed my legs and exercise, pilot John Middleton and jumped out. We could have been Observer Oboe Jones made the split ashes and dust. I have had 50 years second decision to bail out, jumping of life – 100 years between us – 1,000 feet. which we might not have expected.” 26 Jabberwock No 75. May 2014 Based at RAF Watton and part of the Royal Naval Air Station Culdrose, Mr Middleton, now 74 and Mr Jones, 75, thought their jamming radar and radios exercise near Newquay was routine. But once one engine went, the crew a parachute to bail out of a failing aircraft. Mr Middleton, a former training pilot for British airways, who now lives in Somerset, was responsible for the crew. He said “I quickly realised we were going to have to jump because John Middleton and “Oboe” Jones celebrate with friends and family. They are eating “Gannet pie”. from 831 Squadron knew there was no time for a Mayday call and they leapt from the plane. The crew, which also had a third man on board – lofty Nash – who has since died, believe they are the only crew to have bailed out successfully from a Gannet. The model they were flying was a rare ECM Mark 6. All three were awarded the Caterpillar badge, which honours those who have used there was no way of landing safely. Our only chance was to jump – there was no time for anything else. It was just a case of making a decision and doing it. I said ‘bail out, bail out, bail out’, it was instinctive. Because it was so close, every 23 January I open a bottle of something or other and think ‘I really shouldn’t be here’.” 27 Jabberwock No 75. May 2014 AIRSHIP INCIDENT By Wilfred E Jones (Originally published in Jabberwock 25) I n October, 1917, I enlisted in the Royal Naval Air Service as an aircraftsman. After a preliminary training at the Crystal unbroken land within a few miles of the Lizard and Land’s End. The country is, for the most part, open and bare but about half Control car of the SSZ airship. The scoop behind the propeller directs air into the ballonets. Palace and Fort Tregantle, Cornwall I was drafted to one of the largest airship stations in the country, Goonhilly Downs, a dreary and desolate tract of a mile from the camp there are dense woods, admirably suited for the purpose of mooring out the smaller type of airship when no accommodation can be found for 28 Jabberwock No 75. May 2014 them in the main sheds. On the night of 15 December 1917, I was one of a party of six detailed off as “gas guard” to the airship SSZ 15. The weather for some time previously had been on its very worst behavior and consequently the ground surrounding the woods was nothing more than a quagmire. The airship was positioned in a large hollow, six feet deep, to allow the car to rest in, leaving the envelope just above the surrounding ground the trees, and that the car is well weighted down with ballast bags. The method of keeping up the pressure is as follows. A small hand-blower is fixed some few yards away and connected to the envelope by means of a fabric hose twelve inches in diameter; so that when the pressure is decreasing, the blower is started, thus pumping air into the proper chambers inside the envelope which is duly registered by the manometer. We came off duty at eight p.m., and tried to get “forty winks” in our bell tent, but it was too cold to sleep, and we were not sorry when the time came to relieve our companions. All The pit was fully a foot deep in went well during the night, there being scarcely a breath of air, slimy, sticky mud, and it was no but towards three o’clock on the unusual thing to find one of your Sunday morning the sky became gumboots missing when walking or, rather, paddling through it. The overcast and threatening and a two coxswains in charge arranged slight breeze sprang up, which necessitated re-securing the guy for us to work in watches, two ropes. Our fears and anxiety as to hours on and two hours off. My the condition of the weather were companion and I took the first not without reason, and when my watch and everything went well, companion and I went on watch the pressure being maintained at six a.m., a stiff breeze was without any difficulty at all. Here blowing which caused the ship to I might add that the first and toss and roll about like a vessel in foremost duty of a “gas guard” a stormy sea. is to see that the air pressure in the envelope is maintained at a certain figure, registered by a clock-like instrument fixed in the car, known as a manometer. He is also responsible for the wellbeing In addition to this, the pressure of the airship, seeing that the was now going down very rapidly, guy-ropes are firmly secured to which so alarmed the coxswains ... deep in slimy, sticky mud ... The pressure was now going down rapidly ... 29 Jabberwock No 75. May 2014 in charge that they decided to report matters to the duty officer at the camp. At first we put the decreasing pressure down to a leakage in the valves, but learned afterwards that the rolling of the ship had gradually torn a hole in the bow of the envelope - a fact which I was to be very thankful for, few yards away on the bank whilst I occupied the pilot’s seat. I installed myself in the car, which was sunk down into the pit below the surface of the ground; but, what with the intense cold and wet (it was now raining steadily) and the continual rolling, dipping and plunging of the ship, my position SSZ airship in flight. Although these craft were slow and unwieldy, with their crews very exposed to wind and weather, they provided a vital service in anti-submarine patrols. as the following events will show. Before going, one of the coxswains said that one of us should sit in the car and keep an eye on the manometer continually, as the pressure was fluctuating so considerably, and also to make additional ballast. I agreed with my companion that he should work the blower some was far from being an enviable one. But still worse was in store. Suddenly, without any preliminary warning, a terrific gale burst upon us. I learned afterwards that in scientific terms it was known as a “cyclonic suction”, blowing at over sixty miles an hour and its occurrence in this country is very uncommon. The first effect it had 30 Jabberwock No 75. May 2014 upon the airship was to uproot the car and dash it wildly against the sides of the pit, which were luckily in an extremely soft and muddy condition, thus leaving the sides of the car undamaged. by the car striking the ground, mercifully without exploding the two one-hundred -pound bombs with which she was armed), and the next minute I found myself thrown into the mud, clear of the car. My mind was in a very confused state, but it did not take me long to decide to get away from the Almost simultaneously she wreckage. I struggled to rise but shook herself like huge dog could not, as when I was thrown and shot upwards, ripping the out of the car I had caught my legs guy rope attachments off the and feet in the wire suspensions, side of the envelope like paper. and was now held captive by Imagine, if you can, my horror. the monster. Misfortunes never Here was I, quite a novice of the come singly, and in a few seconds service, alone in an uncontrollable the gale again increased in fury leviathan of the air, and absolutely causing the airship to career off helpless. I raised myself from the wildly across the open ground, dragging me with it. Over and bottom of the car, where I had been thrown after the first jolt, over I was tossed like a cork in and looked over the side. Never a raging storm, helpless. The to my dying day shall I forget the terrific thuds and bumps as I came sickening sensation that went in contact with the ground were through my whole system. It was something cruel, nearly driving me still dark and raining very heavily, to distraction. so that I had great difficulty in discerning my position. A terrific crackling and tearing told me that we were dragging our way through the trees. No sooner were we Never in all my life shall I forget clear of the branches than another that journey. Every now and again sudden gust caught us in its grip, I would find myself engulfed in the and the next minute we were folds of the envelope, and to this dashing headlong for the ground. day I still have a remembrance The realisation of this proved too of the horrible stench of the stale much for me and I swooned off gas in my nostrils. Gradually I into unconsciousness. I have a could feel my strength ebbing very faint recollection of feeling away, and I felt that surely the end a terrific thud (probably caused must come soon. Trivial incidents She shook herself like a huge dog ... The horrible stench of stale gas in my nostrils ... 31 Jabberwock No 75. May 2014 during my youthful career came crowding through my brain with hideous distinctness and rapidity. I could even picture the salvage party from the camp hunting about among the wreckage for my mutilated remains. I felt myself floating away into space, where, I knew not. A sudden gust of gas from the envelope overwhelmed me, and I remembered no more. When I regained consciousness I found myself lying on my back in a field, and upon looking round I could see, although but dimly, my late captor, some hundred yards distant, being carried away rapidly with the wind. My thankfulness knew no bounds, at last I was free. Although these happenings could only have occupied a few minutes, to me it seemed a veritable lifetime. I tried to get up on to my feet, but stumbled down again, the very effort causing me excruciating pain. I lay still for a few minutes trying to collect my scattered wits, but my brain was in a hopeless jumble and I could scarcely bear to think. Eventually I managed to get up, and tried as well as I possibly could to crawl away from the scene of my misfortune. I was in a pitiable condition ... Truly I was in a pitiable condition. What with my clothes badly torn, my face and head bruised, and caked all over with mud; I must have cut a grotesque figure. I would have rivalled a scarecrow of the raggedest order. I felt numb and stiff in every joint, and could have sworn that every bone in my body was broken; but a rough survey soon eased my mind considerably on that score. It was now pouring in torrents, so I commenced to make my way, feeling more dead than alive, towards a light that I could faintly see in the distance, and great was my joy when I discovered that it belonged to my fellow gas guard. Never was a meeting more hearty and welcome ... Never was a meeting more hearty and welcome. He had seen the ship become uprooted from the pit and carried away on the wind, and had immediately secured a lantern and followed in the same direction, as he jokingly said, “to pick up the pieces”. With his very necessary assistance I eventually succeeded in reaching the camp, and was very quickly installed in hospital. The other gas guards had given notice of the unfortunate happenings, so that things were prepared for our arrival. I was sobbing and trembling all over as though I had the ague, and the hospital orderly told me afterwards that my language almost set their 32 Jabberwock No 75. May 2014 water afire. I was cleaned up and fitted out with dry clothes, so that by the time the doctor arrived on the scene I was feeling slightly better. He was a thorough hard-headed Englishman, not easily roused as a rule, but I shall never forget the excited way in which he subjected me to a most careful and minute examination. He could scarcely believe it possible for anyone to have undergone the knocking about that I had and still be alive, or at least sound in wind and limb. The doctor prescribed absolute rest and no food ... He prescribed absolute rest and no food of any description for a few hours. But I am afraid that the former part of his prescription was not strictly adhered to, because I received visits during the morning from all of the officers on the station, and they made me feel as though I had done something great. To me it was not a case of having done something - it was a case of having been sadly done. Later on in the day I was able to leave the hospital looking a perfect study in bandages, and a few weeks later, save for feeling a bit shaky, had completely recovered from the shock, though the sight of an airship even now sends a shudder through me, as I recall that awful experience. One of the highlights of our talks evenings is the convivial break for wine and cheese. It is easy to take this for granted, but as our Chairman reminded us at the March talk, we rely on volunteers to provide this welcome service.We very much need to swell the numbers of these willing people, as there are relatively few of them and they need more help. If you are willing to give a little of your time to help out, please contact the Chairman or the Editor. If we cannot provide this service ourselves on a voluntary basis, we are left with the choice of paying for it or (even worse) giving it up altogether. CROSSWORD No. 3 – The Korean War Solution ACROSS DOWN 3. Oriskany 1. Sikorsky 6. Kim Il Sung 2. Armed 8. Radar 3. Oiler 10. Seen 4.. Single 12. Kimpo 5. Yalu 14. Panther 7. Banshee 16. Ocean 9. Amp 17. Self 10. Seafire 18. Oars 11. Firefly 19. Sea Fury 13. Meteor 15. One 16. Oro 33 Jabberwock No 75. May 2014 THE UNKNOWN FLEET By Jack Thomas W inston Churchill once said that the only thing that frightened him during World War II was the fear of losing the Battle of the Atlantic. Aided by the breaking of the U-boats’ communication codes and the work of the Hunter/Killer escort groups, together with the deployment of longrange aircraft of Coastal Command, the Allied tide had begun to turn against Doenitz’s “Wolf Packs” by early 1943. Because of this, it is sometimes assumed that the U-boat 1942 there were 320 U-boats in action in the Atlantic and after VE Day 156 surrendered at sea and 226 scuttled themselves in their home ports. There was always the problem of the “Atlantic Gap” ... There was always the problem of the “Atlantic Gap” – the space in mid-Atlantic beyond the range of land-based aircraft. Here the only satisfactory solution was the provision MV Empire MacKendrick at her maximum speed of 12 knots. She was a converted grain-ship with a small hangar capable of stowing four Swordfish. The very small island structure is noticeable. menace had been overcome. In fact the sinkings continued: the last British merchant ship being sunk just a few days before VE Day in May1945. In of permanent air cover, provided by aircraft carriers accompanying the convoys. Large numbers of Escort Carriers were being built in the 34 Jabberwock No 75. May 2014 United States, some of which were earmarked for RN use under Lend Lease arrangements, but for various reasons the first of these did not enter RN service until late 1943. Early in the War, a member of the Ministry of War Transport had a bright idea. Why not take suitable merchant ships and convert them into “mini” carriers by removing the top-hamper, fitting a flight-deck and island bridge. Suitable ships were tankers and grain-ships both of which carried cargoes which could be pumped ashore. Eventually, six grainships and 13 tankers were converted. Eventually six grain-ships and 13 tankers were converted. (See the list at the end of this article.) Coming into service from early 1943, these vessels displaced between 8,000 and l0,000 tons and their flight decks were about 400 feet long by 55 feet wide. The tankers had four arrester wires and a barrier, but no hangar, while the grain-ships had a small hangar but no barrier. Because these ships were slow, with a maximum speed of about twelve knots, the only aircraft that could operate from them safely was the Fairey Swordfish. The Swordfish Mark II was armed with either four 250 lb depth charges or eight 60 lb armour-piercing rockets. These could be fired in pairs, ripple or as a salvo. Later the Mark III came into service with its advanced Air to Surface Vessel (ASV) radar, fitted in a radome between the undercarriage legs. The extra drag caused by these additions necessitated the fitting of a fine pitch propeller to assist the take-off from the short flight deck, but this cut the normal cruising speed to about 70 knots. In addition rocket assisted takeoff gear (RATOG) was used. Two squadrons, based at HMS Shrike, RNAS Maydown in Northern Ireland, were set up. 860 Squadron of the Royal Netherlands Navy, which operated from the Gadila and Macoma, and 836 Naval Air Squadron, which became the biggest squadron in the world servicing the other seventeen MAC ships – as these Merchant Aircraft Carriers were called. In the end there were 83 aircraft in 23 flights with 450 aircrew and 400 maintenance ratings. The whole enterprise was actually commanded by a Lieutenant Commander! Being merchant ships, flying the Red Ensign, they were operated by merchant seamen, with a MN Master who was given a six weeks carrier handling course before taking command As the naval personnel on board were sailing under the Red Ensign, for legal reasons , all officers signed on as “Supernumerary Deck Officers” and all ratings signed articles with the Master. All were issued with Merchant Navy badges to be worn with their naval uniforms. Some of the flights broke international law by painting out the words “Royal Navy” on the side of the aircraft and 35 Jabberwock No 75. May 2014 substituted “Merchant Navy” instead. This meant that, technically, that they were operating as pirates! The Naval contingent on board consisted of the Air Staff Officer (ASO) who was a Lieutenant Commander Observer, a Deck Landing Control Officer, or “Batsman” as he was known, the crews of three Swordfish in a tanker or four in a grain-ship; in each case a pilot, observer and Telegraphist Air Gunner and the maintenance and deck-handling ratings. Having broken the U-boats’ communication codes, the Admiralty could inform the Senior Officer Escort (SOE) and the convoy’s Commodore where the U-boats were lurking. The ASO could then direct the Swordfish to the U-boats’ position. This caused the U-boats to dive when (their underwater speed being slower than that of the convoy) they were left behind. So although no U-boats were actually sunk by MAC ship aircraft, by “preventative medicine” 323 convoys were successfully escorted between the UK and Canada by May 1945 with the loss of only two merchant ships - one tanker and one ammunition s h i p . Patrols were usually about two hours in duration, and were given code names like “Mamba”, “Viper”, “Cobra” and “Crocodile”. Mambas were directed flights to known positions of U-boats and could be up to 70 miles in range, while Cobras were patrols circling the convoy. Another valuable activity was rounding up ships which had strayed during the night and shepherding them back to the convoy. There was a special relationship 36 Jabberwock No 75. May 2014 between RN and MN crews on board a MAC ship. The Master was very proud of his role as the Captain of an aircraft carrier and took great care of his Fleet Air Arm people. One Master even had gold “A”s sewn onto his sleeves above his Merchant Navy rings and signed official documents “Master (A) MN.” The Merchant Navy Chief Engineer was responsible for operating the arrester gear, the barrier and the lift, while the Air Staff Officer service dress and “civvy” rig was often worn. When flying of course, aircrew would wear at least a battledress top as part of their dress, to offer legality in the event of being shot down and captured by the enemy! In preparation for a sortie, the ASO, taking orders from the SOE, briefed the aircrew about the type of patrol, weather conditions etc. The Batsman and the deck-handlers ranged the aircraft for takeoff and ran up the MV Miralda, a converted Rapana class oil tanker of 16,000 tons deep load. The typical low freeboard of the tanker is evident. With no space for a hangar, the three Swordfish aircraft had to be maintained on deck. was in command of all the Royal Navy personnel, each of whom took a pride in their particular areas of work, whether it was flying, aircraft maintenance or deck-handling. Off duty MN crew members were frequent spectators when aircraft were landing or taking off. There was a relaxed attitude to discipline, with no formal parades and the acceptance of personal responsibility for the work in hand. The attitude to uniform was also very informal and a mixture of engines ready for the crews to board. The Master took control on the bridge to turn the ship into wind and the Batsman with a pair of red and green flags, or at night with red and green “lucite” wands, took charge of the take-off. Every effort was made to gain as much speed as possible ... Every effort was made to gain 37 Jabberwock No 75. May 2014 as much speed as possible and by judging the pitching motion of the ship, the Batsman could take advantage of a “downhill run” culminating with an upward lifting of the bows. Patrols normally lasted about two hours and were flown often at about 800 feet, searching both by radar and visually. The Observers’ navigational skills in the open cockpit Swordfish were essential in the wide expanse of the Atlantic. Unpopular patrols were those astern of the convoy, particularly in strong wind conditions. An engine failure ahead of the convoy might possibly mean being picked up in the aircraft dinghy by an approaching vessel but ditching astern of the convoy was not a happy thought. At the end of a patrol the appearance of the convoy on the horizon was always a very welcome sight. next aircraft would land. In the case of the grain-ships, after the hook was released the aircraft would be pushed back on to the lift. The wings would be folded, the lift would take the aircraft down to the hangar and then return to deck-level ready for the next landing. With practice, surprisingly quick landing times were achieved. Flying often took place in extreme weather conditions and with the ship rolling and pitching, good rapport between pilot and Batsman was essential. In one case at least, an Escort Carrier, also with the convoy, reported to the SOE that conditions were too bad for flying but the MAC ship present actually carried out its flying programme. The greatest accolade of all must be given to the maintenance crews who serviced the Swordfish. The batsman’s job was vital ... Servicing had to take place on the open deck ... In landing on after the sortie the Batsman’s task was vital. Because the MAC ship’s deck was so narrow, in the final part of the approach all the pilot could see was the Batsman on his platform, whose signals were mandatory. Landing procedures for tankers and grain-ships were different, particularly if more than one aircraft was airborne. On the tanker, the first aircraft would land with the barrier raised. The deck crew would release the deck-hook from the arrester wire and the pilot would taxi forward. Up would go the barrier again and the On the tankers in particular, where there was no hangar, servicing had to take place on the open deck, with very little protection from the North Atlantic winter weather, other than folding metal “palisades”, which when raised gave only minimal deflection of the bitter winds. In total, the MAC ships spent 4,447 days at sea: 836 Squadron flew 1,187 days in convoy, altogether 9,016 flying hours. Aircrew losses were 6 pilots, 5 observers, and 8 Telegraphist Air Gunners. And very little was ever mentioned in the media about this 38 Jabberwock No 75. May 2014 “Unknown Fleet”. The MAC Ships: Empire Class Grain Carriers: Approximately 8,000 tons deep load, 12 knots, 4 aircraft, crew 107, launched December 1942-January Rapana Class Oil Tankers: 8,000 tons standard, 16,000 tons deep load, 12 knots, 3 aircraft, crew 118 (64 RN plus 54 MN), converted 1942-44. Anglo-Saxon Petroleum Company tankers. No hangar and lift; Members of the air party and two Fairey Swordfish aircraft on the snow-covered flight deck of the British Merchant Aircraft Carrier (MAC) ship MV Ancylus. Photo: Wikipedia Commons 1944. Equipped with hangar and lift. MV Empire Macalpine, MV Empire MacAndrew, MV Empire MacAllum, MV Empire MacDermott, MV Empire MacKendrick, MV Empire MacRae. Empire Class Oil carriers: Approximately 9,000 tons deep load, 11 knots, 3 aircraft, crew 122, launched May–July 1943. BP tankers. No hangar and lift; aircraft maintained and stored on deck. MV Empire MacCabe, MV Empire MacColl, MV Empire MacKay, MV Empire MacMahon. aircraft maintained on deck. MV Acavus, MV Adula, MV Alexia, MV Amastra, MV Ancylus, MV Gadila, MV Macoma, MV Miralda, MV Rapana. Ancylus operated Swordfish II of ‘O’ Flight, 860 NAS Gadila operated under the Dutch ensign with Swordfish of ‘S’ Flight, 860 NAS Macoma operated under the Dutch ensign with Swordfish of ‘O’ (later ‘F’) Flight, 860 NAS. 39 Jabberwock No 75. May 2014 A MINOR MYSTERY By the Editor T he photograph, from the FAAM archive, is of armoured cars of the Royal Naval Air Service (RNAS) possibly in Northern France early in the First World War. I say “possibly” because the picture has no caption. The mystery (at least to me) arises because I cannot identify what vehicles these are. The RNAS used armoured Rolls Royce Silver Ghost cars early in the war and also procured cars from Talbot and Leyland. None of the photographs that I have seen of those vehicles resemble the ones in this picture. We can be reasonably sure that they are operated by the RNAS – they all have spurious HMS names and the accompanying crews wear (admittedly not very smart but recognisable) naval uniforms. I would welcome any information from our readers that throws some light on this picture. It will, in due course, appear in the forthcoming book “Voices in Flight - the Royal Naval Air Service” to accompany previously unpublished anecdotes, including diaries from people of the Royal Naval Armoured Car Division. The history of naval armoured cars is perhaps not as well known as other RNAS activities, so I hope readers will find much to enjoy in this new book. 40 No. 75 May 2014 Published by The Society of Friends of the Fleet Air Arm Museum
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