The Magazine of The Society of No. 94 Friends of the Museum February 2019

In this issue

• Christmas Lunch Pictures

• Visit to Aerospace Museum

• HMS Unicorn - Very Special Carrier

• Fleet Air Arm 61 years ago

• From the Archive

• Book Review - After Jutland

Plus all the usual features: Readers’ letters, Snippets from Council meetings, monthly talks programme, Talks Reviews, latest membership numbers etc. The Magazine of The Society of No. 94 Friends of the Fleet Air Arm Museum February 2019

In this issue

• Christmas Lunch Pictures

• Visit to Bristol Aerospace Museum

• HMS Unicorn - Very Special Carrier

• Fleet Air Arm 61 years ago

• From the Archive

• Book Review - After Jutland

Plus all the usual features: Readers’ letters, Snippets from Council meetings, monthly talks programme, Talks Reviews, latest membership numbers etc. Jabberwock No 94. February 2019

PROPOSED BLUE : P7461C SOCIETY OF FRIENDS

Patron: Rear Admiral A R Rawbone CB, AFC, RN President: Gordon Johnson FLEET AIR ARM MUSEUM RNAS BA22 8HT Telephone: 01935 840565 SOFFAAM email: [email protected] SOFFAAM website: fleetairarmfriends.org.uk

Registered Charity No. 280725

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The Society of Friends of the Fleet Air Arm Museum

Life Vice Presidents Rear Admiral A R Rawbone CB, AFC, RN Admission F C Ott DSC BSc (Econ) Members are admitted to the Museum David Kinloch free of charge, on production of a valid Derek Moxley membership card. Members may be accompanied by up to three guests (one Gerry Sheppard guest only for junior members) on any Bill Reeks one visit, each at a reduced entrance Chairman fee, currently 50% of the standard Graham Mottram price. Members are also allowed a 10% discount on goods purchased from the [email protected] shop. Vice Chairman Ivan Childs Note: These concessions are provided at [email protected] the discretion of the General Manager of the Museum and could be removed at Secretary any time. Malcolm Smith [email protected] Copyright Treasurer Jabberwock is a privately-circulated publication and, in general, we retain Martin Turner copyright in any material that we [email protected] publish, whilst always acknowledging Membership Secretary the original author. From time to time, Robert Heath the Editor may contribute extracts from Jabberwock articles to other commercial 30 Royal Sands publications. If you or your estate wish Weston-Super-Mare. BS23 4NH to retain copyright, kindly make this Mob: 07811 254955 plain at the time of submission. [email protected] Contributions Talks and Events Organiser We are extremely grateful to all those Rosanne Crowther who contribute articles and material 01935 822143 to the magazine, even though it is not [email protected] always possible to use every item! Editor Malcolm Smith T: 01935 478304, Mob: 07765 950806 [email protected]

Printed by: Remous Limited, Milborne Port

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CONTENTS

CONTENTS...... 3

EDITORIAL...... 4

LETTERS TO THE EDITOR...... 5

SNIPPETS FROM COUNCIL MEETINGS...... 9

Lynx Wildcat. P 13 MONTHLY TALKS REVIEW...... 12 SOFFAAM CHRISTMAS LUNCH...... 20

MEMBERSHIP...... 22

MONTHLY TALKS PROGRAMME...... 23

VISIT - BRISTOL AEROSPACE MUSEUM...... 24

HMS UNICORN - VERY SPECIAL CARRIER...25

THE FLEET AIR ARM 61 YEARS AGO...... 29 Photographer Ernest Lear. P 20 FROM THE ARCHIVE...... 33

BOOK REVIEW...... 38

HMS Unicorn. P 25

Den Wood, Tiger Bristol Boxkite, Moth. P 6 1910. P33

COVER PICTURE A Wildcat helicopter HMA Mk2 of 700(W) Naval Air Squadron conducting flying trials near HMS HMS Bulwark, Monmouth off the South coast of the UKPhoto: PO Indian Ocean, P 29 (Phot) Si Ethell/MoD

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EDITORIAL

e are sad to report the concern that our public profile is not Wdeath of one of our regular attracting new members, so that our contributors, Mr Keith Chadbourn. membership is steadily declining. He joined the in 1954 We will welcome proposals from and qualified as a pilot, spending any of our readers that would halt his operational career in Gannets. this slow decline. You will also He subsequently continued flying as read that this year sees the 75th a test pilot for Westland Helicopters. anniversary of Operation “Tungsten”, He was awarded a Queen’s the first of the FAA’s attacks on the Commendation for Valuable Service battleship Tirpitz in 1944. The next in the Air in the 1989 New Year edition of Jabberwock will be largely Honours. A full obituary by his friend devoted to this anniversary and will and Flight Test Engineer, David include a detailed description of Gibbings, is on our website the Barracuda, the “ugly duckling” aircraft that was used to carry out e provide a list of forthcoming the bombing attacks. Wtalks on page 23, also details of the planned visit to Aerospace n this issue, member Chris Howat Bristol. This will give visitors the Iprovides a colourful glimpse of the chance to step aboard a British Fleet Air Arm 61 years ago, when icon, Alpha Foxtrot. there were five fixed-wing aircraft Designed, built and tested in Bristol, carriers in commission. His career she was the final Concorde to be spanned the introduction of the built and the last to fly. This will be Wasp helicopter to “small ships” a popular visit, see the application - the designation of and form on page 24. destroyers - and the initial steps towards powerful embarked aviation ur centre-page spread capabilities throughout the fleet, Oillustrates the well-attended which today sees the Lynx Wildcat Christmas Lunch, with thanks to our and the mighty Merlin widely photographer, Ernest Lear. deployed.

n “Snippets from Council Meetings” inally, we once again print Ion page 9, you will read that Fa selection of lively letters Council members discussed the from readers. These are always Society’s approach to publicity welcome! and marketing. There is some

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LETTERS TO THE EDITOR

Hi Malcolm, The lower wings were reduced in span, the wing tip floats removed Please excuse my penchant for and replaced by lighter angled pedantry … again. In your extract plates (not yet fitted in the photo) from Dacre’s Diary in the latest and the fin slightly reduced in area. Jabberwock you have a photo of As such it became known as the a Short 184 labelled as being at “Cut Short”. Gallipoli. Not so. 8090 did not last long in this form. Short 184, 8090, was used It crashed on 28 March 1917, whilst extensively by the East Indies and operating from HMS Raven, and Egypt Seaplane Squadron (EIESS) was written off. There are some from June 1916 from its Port Said photos of the salvage operation in base. 8090 was never at Gallipoli. Samson’s book Fights and Flights, Moreover, the photo shows it late opposite page 324. The EIESS did a lot more messing about with the long suffering Short 184, but that is another story. I am attaching a more appropriate photo that may be of interest. This was taken during an extended series of trials with torpedoes prior to the successful attacks. For more Short184, complete with torpedo and Dacre on the float, information see my being weighed whilst at Gallipoli. Ben-my-Chree book, Chapter 8. in its career in November 1916 after If my memory serves (I have being modified by the EIESS in an had the photo for many years) it is attempt to improve the performance part of the Jack Bruce/Stuart Leslie of the Short 184. collection, so the

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Museum should have a copy on Evaluation Squadron and we used file. to get aircraft that were being put through their paces prior to going Cheers front line and at that time we just Ian Burns had the Sea Vampire 20 and Meteor

Malcolm

Only two things to mention this month: Firstly, on page 12 of Jabberwock 93 the photo of the Caribou is clearly in US Army colours and the USAAF became the USAF in 1947! Secondly, on pages 16 and 17 Martin-Baker’s Meteors are referred to as ‘50 year old’ and ‘50+ year old’. In fact it will be 69 years on 21 November this year since WA638 was delivered to the RAF, and WL419 is not much younger being delivered on 20 August 1952. It didn’t mar my reading Seahawks at RNAS Lossiemouth. Photo by the though, well done. author. Les does not give a date, but probably 1955 or 56 Tony Jupp 7. The Attacker and Scimitar came later. It was rumoured that the Dear Malcolm Attacker was built as a test bed for Just finished reading an old the Nene engine! The aircraft in edition (No.85) of Jabberwock and the picture was to my knowledge would like to make a couple of the Mk1 Fl and were based at Ford observations regarding one or two and were part of HMS Eagle’s CAG of the items. On page 29 there is a but I cannot recall the squadron picture of the Attacker which was number. I have this photo amongst in service about 1952. I joined 702 my collection which has this info on squadron in 1950 which was a Jet the back.

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The letter from Mr Rowland on left the FAA assembling Hunters page 6 refers to the Flying Tigers for India and Peru but left after of 814. In fact this bit of nostalgia about a year as I couldn’t stand reminded me of when I joined the strikes and disputes. I decided 804 squadron, our CO being to leave, trained as a telegraphist the great Eric (Winkle) Brown. with Cable and Wireless and We changed from Sea Furies to retired in 1989 after 30 odd years Seahawks and were domiciled at with BT as it became after many Lossiemouth after a brief stop- name changes over the years!! off at Lee-on-Solent prior to the Keep up the good work- your move north of the border and we efforts are appreciated to keep the became the Flying Tigers, and had journal going. the logo of a tiger’s head. I have Regards, enclosed copies of some of our Les Biggs (Membership No. aircraft which shows the head with 3436) a large sword in its mouth! The 804 aerobatic team were formed by Cdr Brown and used to put on great displays long before the Red Arrows. Wonderful memories and Dear Malcolm we were proud of our input from the ground. Den strikes again! Following his I like to read the magazine flight in a 2 seat Spitfire at Biggin and enjoy the nostalgia and Hill, SOFFAAM member Den comments made. I had a spell on Wood took to the air again. This 848 Squadron in Malaya during time it was a trip in a Tiger Moth the emergency there (the first from Henstridge airfield (formerly Junglies) and still keep in touch HMS Dipper and a satellite field with some of the old comrades, for Yeovilton), accompanied by although there are not many of us fellow SOF members Peter Hoskin left to “swing the lamp”. Our CO and Jack Sweet who also chanced was Bill Stanley, another great their arm. character. Den got happily into the front We were the first frontline seat and enjoyed a 20 minute helicopter squadron to see flight over the Dorset countryside, active service. I have been down flown by Annabelle Burroughes, to Yeovilton several times for a fully qualified aerobatic pilot. reforming and disbanding over the Needless to say, not too many years. I hear it is now disbanded aerobatics on this particular day for the last time. I worked for but Den did get his hands on the Hawkers for a short while when I

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Peter Hoskin

Rosanne Crowther has asked us to include the following:

Dear Rosanne,

Good to hear of your experience in the WRAF – do you know about the RAF Stories project I’m currently leading for the museum? We are recording stories from anyone with any connection to the RAF and creating an online collection www.rafstories.org

You could share your stories via our new app, in which you Den Wood prepares for his Tiger Moth use a phone or tablet. Or, next flight from the airfield at Henstridge year I’d be keen to link up with air/ stick. He did very well for a 94 military museums to come and do year old but then it transpired that some recordings for the project, he has got at least 100 hours on the of any staff or visitors who’d like type. to share their experiences or any Please note the back to front family stories. We did a pop up baseball cap, Den might be 94 but event a couple of weeks ago and he’s still trendy! The folks at Tiger gained 27 great additions to the Moth Training were a joy to chat to – collection. Let me know if this Annabelle, Kevin Crumplin (an ex-FAA might be of interest at the Fleet observer on the Sea Vixen) and Clive Air Arm Museum. Davidson, a qualified flying instructor who told me he had flown a Hurricane. Kind regards, If you ever feel like a real open cockpit experience or want to buy Jess Boydon that special friend or family member Community Engagement Officer a present, have a look at the Tiger : RAF Stories Moth Training website (www. Royal Air Force Museum tigermothtraining.co.uk). You won’t be T: 01902 376 237www. disappointed. rafmuseum.org

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SNIPPETS FROM COUNCIL MEETINGS

From the September Meeting: on the flight deck in December. The flight deck continues to be a • The Chairman opened the significant driver for visits to the meeting. Museum and is often rated on He welcomed the attendees and visitor surveys and such sites as said that Bill Ellison had retired Tripadvisor as being a favourite or from the Council at the AGM. He memorable part of the Museum visit. had sent him an email to thank him It is great to be able to communicate for his valuable contribution to the upgrades of this type. Society, in particular in organising Work also continues within the Grand Draw. the WRNS gallery as part of our planned refurbishment of this area. • The General Manager gave Bomb Lift. The Museum has also the following report: recently tendered a project to either Capital Works. The Museum modernise or replace the Bomb Lift has successfully completed its of the Flight Deck. We have not yet bridge repairs. This has seen made a decision on how to take this significant conservation work and project forward but are aiming to refurbishment carried out over the have the works complete ahead of last few weeks. It has been a very main season in 2019. busy few months within facilities at FAAM, but we hope that all • The Chairman gave the following stakeholders will see progress being report: made around the site. He had no report on this occasion Events. Tours to Cobham Hall and instead asked the FAAM continue to be popular and continue Development Manager, Mr Chris Hill, to sell well. Tickets are £12 and to give the meeting his report on the available now from the Museum progress of development activities, as website and Ticket Desk. All tickets follows: for the Cobham Hall tours on the The FAAM Development 6th of December are now sold out. Programme, simply put, is exploring Tickets are also selling well for the best way to invest in the Museum the 7th March 2019, despite being to make it a world-class museum some three months away. and attraction for the rest of the 21st Flight Deck Upgrade. The century, while dealing with some major Museum will begin work to upgrade operational challenges. It will lead to elements of audio visual displays major bids for funding.

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Challenges include the following: Museum might recognise 2019 as “the • The lease ends in 15 years Year of the Barracuda”, since it would • The proposed closure of the be the 75th anniversary of the several B3165 Fleet Air Arm attacks on the Tirpitz. • A new junction on the dualled In discussions of the Barracuda re- A303 build, the General Manager confirmed The development programme is that this was going well. The Museum currently in Stage 1. Two major pieces held a fragile copy of film of the Tirpitz of foundation work are underway, attacks, which would need to be led by Consultants. These are re-mastered before it could be made Hoskins Architects as project leaders available for viewing. (supported by Jura and Metaphor) The Chairman opened a brief and Fourth Street, responsible for discussion of the various proposals Locations Appraisal. from Chris Penney regarding the The project timetable is as follows: Society’s publicity and marketing 13 December 2018 – Project strategy. Among the points raised Board, seeing first draft of Locations were the following: Appraisal. • In the eyes of the public, the January 2019 – NMRN Board Society lacks a defined identity. Location Appraisal complete. • Most Societies today have June 2019 – Vision work a presence on social media. We completed. should find a person with the relevant 16/17 July – NMRN Away Day experience to institute such a at FAAM to consider all reports and presence. Phase Two. • We should review our logo and January 2019 – SOFFAAM consider whether the stylised Sopwith Consultation. Baby is still a relevant image. Stage 2 will consist of the • Would there be any advantage in development of the major funding bid. setting up Society branches in other He recognised the role of SOFFAAM geographical locations? This led to a as a stakeholder and would keep the brief discussion of the geographical society informed of progress. The distribution of our members. proposals relate to a long term plan Post meeting note: Robert and it was essential that revenue subsequently reviewed locations and kept flowing in the Museum as it showed that the majority of Society exists today. Marc emphasised the members lived in Somerset and the high quality and experience of the adjoining counties. Consultants, David Hill formally The Chairman suggested that all thanked the Society for its continuing Council members should review the support. Penney submission. Perhaps we Chris Penney suggested that the should establish a sub-committee to

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POST CHRISTMAS LUNCH review the issues raised and make proposals for future policy changes. By Chris Penney eter Jinks was our post Christmas • The Talks and Visits Organiser Plunch speaker - a gentleman of gave the following report: 97 years who could still stand stock The next Visit will be to Aerospace straight and recall his experiences Bristol on 16 May, 2019. in the rear seat of windswept Fairey The Council has approved the Swordfish. He survived no less than booking for Candida Atkins, who will seven crashes amongst hundreds talk about her late mother Jackie of hours of wartime flying escorting Moggridge, famous Air Transport convoys across the Atlantic. Peter Auxiliary (ATA) pilot. The talk will be in was a Telegraphist Air Gunner (TAG) October 2019. who began his training in late 1940. An action was taken by David Hill After training, he was posted to to ask David Morris if he would give Jamaica to join newly formed 834 a talk on the Barracuda in November Squadron in HMS Archer, the first 2019 and to endeavour to restore the of the US-built escort carriers, a Tirpitz film before the lecture. product of US-UK Lend Lease. In November 1942 Archer took part in • The Membership Secretary gave the first operation by US troops in the the following report: European theatre - the Torch landings Total members: 1030. Since the last in French North Africa. Peter showed meeting, membership numbers have a photo he’d taken of Curtiss P-40 fallen by 8 (18 lost and 10 gained). Of Warhawks on the flight deck waiting the 10 new applications received since to be flown ashore. After some time the September meeting, 7 have been disembarked in the UK including downloaded from the web-site and 3 flying Swordfish on Channel patrols are from ‘Join’ leaflets picked up in the from Exeter, 834 embarked in HMS FAAM Hunter to cover the Salerno landings in September 1943. After Salerno, • Any other business: 834 embarked in HMS Battler and Gordon Johnson informed the spent the rest of the war in the Committee that this would be his last Indian Ocean. Heavy weather was a year as President, as he would be frequent problem and Peter recalled standing down at the next AGM. how on one occasion a Seafire broke loose in the hangar deck and By the Editor: The Society would destroyed the entire complement welcome comments from members of Seafires. Thank you Peter for a on our recruiting activities and public truly remarkable and frank account profile. of life aboard an escort carrier.

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MONTHLY TALKS REVIEW Summarised by Robert Heath

OCTOBER 2018 TALK On qualification, Simon was posted to Middle Wallop for Operational “A Career in Army Aviation Training on the Lynx helicopter. - From Sand to Sea” by Major Following that, you could say Simon F.D. Pope, AAC that Simon’s training in depth was undertaken at quite a frenetic ow times change. I have rate. By 2005, he found himself in Halways associated the Army Air Bosnia, thankfully when the war Corps with Middle Wallop, but now, had become quieter. What was Major Simon Pope is Commanding not quieter was the weather, which Officer of 659 Squadron AAC, Simon found to be quite challenging. based at Yeovilton. Consolidation of Just a year later in 2006, he had services makes sense, but sadly, it moved on to Iraq, around the sounds as though Middle Wallop, time when Lynx XZ614 was shot as a base, might be just a memory down in Basra, killing the Officer before long. A politician would call Commanding and crew (five in all). that progress. This was the first aircraft shot down Simon Pope’s experience as a in combat for many years and was helicopter pilot is based primarily deeply felt. Later in the same year around the Lynx/Wildcat. His Simon was posted yet again, to career started in 2002 at the Royal serve in conjunction with 847 Naval Military Academy, Sandhurst and on Air Squadron, on deployment in completion of this training he was Sierra Leone, aboard HMS Ocean. appointed as an Infantry Platoon That was a very new experience, to Commander in Northern Ireland, land a skid-mounted Lynx on board to get his feet on the ground and a carrier whose deck was heaving put into practice what he had been up to 30ft each way. As the saying taught so far. In 2003 Simon was goes ‘timing was everything’. It was accepted for a pilot’s course and not helped by the fact that the Army went off to RAF Cranwell for basic Lynxes were positioned at the bow training on fixed wing aircraft. of the ship, where the extremes Having got his ‘wings’ he then of motion are best experienced! moved on to the Defence Helicopter Other than that it was a delight to Flying School at RAF Shawbury, work with the Royal Navy and to where pilots from all three armed compare the different methods of services receive rotary wing training. operation for what was essentially

12 Jabberwock No 94. February 2019 the same aircraft. One of the main busy generated heat. Illumination activities was as a show of force in the snow holes was typically against insurgents. This entailed provided by candles and they in turn flying into jungle holes, where the provided a delightful display of art in trees towered 200, sometimes 300 nature, because as the candle wax feet above you. It is a very sobering melted, it was so cold that the wax experience to drop down into these froze again instantly creating a tall vertical tunnels. At this time, his lattice column with a light inside it. Lynx squadron carried a .50 calibre Having mastered hot flying in gun in the doorway and confidence Sierra Leone, then cold flying in and faith in the gun-operator Norway, it seemed very appropriate providing situational awareness, that Simon should practise some was paramount. The capital city high flying (of the practical sort of Sierra Leone, Freetown, was a rather than career-wise). For this he truly dirty and smelly place to find was sent to Gap, in the Haute Alpes yourself in, whereas once outside in France to gain experience in of the city and in countryside mountain flying. Even this required the villages were a much more special techniques, because the picturesque and pleasant contrast. thinness of the air at altitudes Sierra Leone is hot, so where around 10,000ft meant that it was next? Norway and temperatures far more difficult to hold station closer to -25 to -30C. In talking with and not overshoot your objective. servicemen, there can be few who Similarly, judging the angle of have not at one time or another mountain slopes was a lesson in done their stint of ‘Arctic’ training. itself. From a pilot’s point of view it can be Training, training. Every activity very difficult indeed, because of the had a training element about it. The blowing snow creating a white-out, list went on and on, but in 2007/08 giving the pilot no vision, nothing Simon found himself back in Iraq to focus on. What it did focus and within 30 minutes of landing was the pilot’s mind - the level of they came under mortar attack, concentration was intense. On top causing several casualties. A quick of that came the Survival Courses. reaction force was set up, but each With just four hours of daylight, time they arrived on location no you dare not waste a minute. What one was there. Very simple, the fascinated Simon was that in spite attackers were using egg timers to of the low temperatures, you don’t remotely fire the rockets. Simon was get cold because you are so busy involved with several convoy escorts digging snow-holes to snuggle and in due course he trained as a into. Obviously everyone wore Forward Air Controller. Both the US appropriate survival gear, but being and RAF were good at responding

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to attacks and on one particular inflatable boat with a rigid hull) slung occasion the group he was with on underneath it and all of a sudden the ground came under heavy fire. several bodies appeared out the On making the call for help, it was helicopter, and lowered themselves with great relief that in no time at into the boat, while still in flight, all the friendly aircraft was on site. ready for its launch in due course. By doing this, Simon was able to That was a new one on me and it see the troops’ predicament from looked very businesslike. the opposite end and it made him We also watched film of a US a better aviator in response to their hostage rescue event filmed from calls. one of the participating helicopters. It was around this time that As usual the aircraft flew in low Simon had a lucky, but dramatic to avoid small arms fire (but still escape. He had just fired up the much higher than UK forces fly, Lynx ready to go on an operation, remarked Simon) and then landed when there was a loud bang and a inside a confined walled yard behind ground crew member indicated that a building. In this process, one of the tail rotor had stopped turning. the helicopters actually struck the Simon showed us photographs of wall with its tail creating a large the damage: the skin on the rotor fin opening, through which ground had ruptured and two halves of the troops dashed. Within 17 seconds of broken shaft protruded through. It the touchdown, the helicopters were was a very unusual event that had flying out again with the hostage caused a lock-up in the tail rotor, on-board. No time wasted there. leading to the shaft fracturing. If it I was distracted making my notes had happened after take-off it would and never did establish whether or have been catastrophic. As if that not the hole knocked in the wall was was not enough, several weeks later intentional. Simon was asked if he could do an At this point Simon related how air test and lo and behold, it was the aircrew are trained to react if they same aircraft ready to go back into were shot down inside a city. Having service after being repaired. extricated yourself from the downed As I mentioned earlier, training aircraft, you had to make your way was a constant theme throughout to a roof top where other US troops the talk and appropriately we were would be put down with you to shown film of typical commando provide support, until ground troops operations involving Chinook, Lynx, came to the rescue. It was certainly Hercules, etc., all flying at very low encouraging to know that a process level. One sequence particularly existed - perilous as it sounds. impressed me. It showed a In referring to his postings, helicopter with a RIB (powerful Simon named his as just about

14 Jabberwock No 94. February 2019 every conflict zone we see and aircraft then send their Hellfire, hear about in the news. In between or whatever, missiles down the these postings he was of course laser beam. Laser illumination is training, in Belize, Denmark, France held-off until the last second to and goodness knows where. It is a prevent the enemy detecting it and taking avoiding action. Thus, six seconds elapse from illumination to missile hit. That is quick. Wildcat upgrades and refits of new radars and other systems are in development along with weapon systems to match. All in all it is an impressive package and Simon A Wildcat helicopter HMA Mk2 of 700(W) Naval Air Squadron conducting flying trials near HMS Monmouth repeatedly said off the South coast of the UK that a career in the Photo: PO (Phot) Si Ethell/MoD Army (Air Corps in particular) is a very busy life. In due course, the Lynx good choice for anyone to make was retired and the Wildcat took its right now. place and is unquestionably a great Thank you Major Simon Pope for improvement in Simon’s opinion. a very detailed, fast moving picture More powerful engines, glass of life in the modern Army Air Corps. cockpits with far more information Exciting stuff! available, significantly better systems, etc., altogether a much nicer place to work in. Now, with a NOVEMBER 2018 TALK full fuel load and crew, the Wildcat can still lift 700kg. Operational “Navy Wings” by Commodore emphasis is on co-ordinated attacks Jock Alexander, OBE, MA, FRAeS in conjunction with Apache attack (Rtd), Chief Executive Navy helicopters, UAVs (Unmanned Aerial Wings Vehicles - aka drones) and other strike aircraft, in which the Wildcat t was almost a wordless finds targets and ‘illuminates’ them Iintroduction to this talk. Having by means of a laser. The attack introduced himself, Commodore

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Jock Alexander immediately projected a fast moving, colourful the future and not the past. RNHF ‘Navy Wings’ promotional film suddenly felt a financial draught and telling us in just a few minutes has had to become very resourceful what the organisation does, why it in keeping money coming in from does it and how it achieves it. The wherever possible. Figures of Fleet Air Arm of today is a relatively £800,000 to £900,000 per year small organization. At its height in are quoted as being the budget World War 2 there were 40 RNAS needed. At present, RNHF enjoys squadrons, with an engaging free access to the Yeovilton airbase, variety of aircraft that still fascinate hangars and maintenance staff. and hold people’s attention today. However, only a blindly optimistic The film took us through glimpses Rip van Winkle could believe this of many of these aircraft, from the will continue unchanged. These inevitable Swordfish, right up to considerations also lead to the date to the latest F35 Lightning. question of ‘ownership’. The aircraft Many of the older aircraft are were all registered and operated as classics and to still see them flying military aircraft. Was this the best and, of course, to hear them is a way forward? Would transfer to joy in itself, let alone a privilege. civilian registration offer benefits? The Royal Navy Historic Flight Operators of other historic (RNHF) has enabled this thankfully. aircraft with Royal Naval service The Flight was established in background were already happy to 1972 as a living memorial, when a discuss co-operation with RNHF by Swordfish was handed over to the offering and making their aircraft unit. available to the Flight for training (such as the North American Today, RNHF has grown to Harvard), plus the appeal of linked include: two Swordfish, a Mk I, appearances at air displays. s/n.W5856 (often referred to as Gradually, they all joined the a Blackfish, because it was built conversation about their particular by Blackburn Aircraft); and a Mk ambitions and constraints and it II, s/n. LS326 (also a Blackfish): became obvious that by working a FB.11, s/n. together, rather than in isolation, VR930; a much more could be achieved. FGA.6, s/n WV908; and finally a From this emerged what is now de Havilland Chipmunk T.10, s/n very appropriately called ‘Navy WK608. Operating these aircraft Wings’. It is all in the name. The is an expensive business and with simple objective of Navy Wings is the financial constraints imposed to: ‘Inspire future generations by just about everywhere the MoD bringing together aircraft, people decided its priorities must look to and the story of flying from ships’.

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Central to all this is the fact that hydraulic failure, resulting in a belly Navy Wings comprises only aircraft landing on the runway. The drop that can fly. Once they stop flying tanks took much of the impact, they become static museum pieces but nevertheless the tail assembly and no longer of direct interest to was badly stressed. The estimated Navy Wings. In simplistic terms, rebuild is in the order of £500,000 Navy Wings comprises the RNHF; and a “white knight” is being sought the Fly Navy Heritage Trust (FNHT), to step in and fund it - here is your which is the charity behind Navy chance. That is on top of the day- Wings and in turn to-day running of the organisation. Ltd. which is the operating company Consequently many high profile actually owning the Sea Fury events have taken place and are T20 and the Sea Vixen XP924, planned for the future to raise generously donated by Julian Jones, awareness and more importantly, plus of course the Navy Wings money. Names of several legendary Associates collection of privately rock band members and other owned aircraft. The intention is celebrities with enthusiasm for to demonstrate samples from the aviation appear regularly, not only entire period of naval aviation. To as donors, but also as a draw for date the Associates add a further other people and Corporations to impressive range of aircraft, attend and make their contribution. including: WW1 era - three Avro As an example, Boeing have now 504K bi-planes; a 1915 Bristol Scout twice used Navy Wings facilities to bi-plane rebuilt around an original hold their AGM. There are several control column and rudder pedals; activities on the go including WW2 era - North American T6 ‘Swordfish’ beer, for which 5p is Harvard/Texan; three Supermarine donated to Navy Wings for every Seafires; a de Havilland Tiger pint sold - this is my chance to make Moth; Stinson Reliant; Post-WW2 a notable contribution. – three helicopters; But, what of our speaker, Jock Westland Gazelle; Westland Alexander, the Chief Executive Wessex V; two Westland Whirlwind; of Navy Wings? Jock started his Sea King Mk V; and two Sea career in the Royal Navy as a Harriers in the offing. Altogether, this university cadet at Dartmouth. By is a very impressive collection of 1981 he was a Sub Lieutenant naval warbirds for the display circuit, Diving Officer, then in 1983 he a photographer’s dream. moved on to flying training and Making all this happen is not subsequently joined 820 (Anti- for the financially faint-hearted, as Submarine Warfare) Squadron on shown earlier. For example, last front-line service in 1985. After this, year, the Sea Vixen suffered a total in 1987, he completed an Helicopter

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Warfare Instructor (HWI) course, to the rank of Commodore, Jock followed by two years as HWI was in command of the RNAS with 819 Sqn. In the 10 years Yeovilton Air Base between 2012 between 1989 and 1999 Jock took - 2015. Retirement from the Royal command of a ship, an essential Navy came on 26 February 2016. career move; took further courses The Question and Answer at Greenwich; went on to the staff session raised some further, at Northwood; was Commanding interesting issues, such as what Officer of 819 Sqn; and was was behind the slashing of the promoted from Lieutenant to British armed services resulting in Lieutenant Commander. After the Harriers being sold to the USA that, Jock’s career continued for a trivial sum? In his answer, upwards with promotion to Jock alluded to inter-service Commander, resulting in yet more rivalry. He was pleased to say numerous, more responsible that after a difficult period, funding roles including ‘Commander Air’ for two new aircraft carriers was in HMS Illustrious. This involved approved. In Jock’s view aircraft working closely with the US carriers represent good value as forces and also involved taking UK territory floating to wherever Chinook helicopters on-board, it is needed world-wide. Likewise, which was an experience in Jock opines that the US and itself. By this time, the number Russia spend significantly more of staff roles were increasing on defence than UK, but they do and included manpower studies not gain significantly more relative and encouraging other nations value. to contribute to the fighting in Another question was: why Afghanistan, which I can imagine are our new carriers not nuclear- required imagination, a sharp powered? The short answer is mind, and incisive, articulate cost, but also many countries will ‘arguments’. not allow nuclear-powered vessels By 2007, Jock was elevated in their territorial waters. to the rank of Captain and was Finally, said Jock, both the responsible for the training of US Navy and the French Navy the RN and US Marine Corps in are setting up organisations Basra, Iraq, followed by working very similar to Navy Wings, to with the CinC Fleet (Commander- preserve and present in the air, in-Chief Fleet), by running the their historic aircraft. Thank you programme. Later Commodore Jock Alexander for he was transferred to the MoD as a very interesting and informative Naval Staff Air Advisor to the First evening. Sea Lord. Finally, once promoted

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NEWS FROM THE HISTORIC FLIGHT s we heard in the recent talk from theA Chief Executive of Navy Wings, changes are afoot this year in the Royal Navy Historic Flight. From April, ownership and all responsibility for the Flight’s aircraft, including the three priceless ,will pass to Navy Wings. This is a registered charity, established to preserve and promote the nation’s naval aviation heritage. As a result of this change, the Historic Flight’s aircraft, which up until now have been subject to the Royal Navy’s regulatory regime, will all be transferred to the Civil Aviation register. (Above) Mk I Swordfish W5856 with rear fabric covering removed. This reveals the robust but heavy tubular frame structure, common to of this and earlier eras. (Right) Mk II Swordfish LS326, veteran of Atlantic convoys and the tiny MAC aircraft carriers, undergoing winter TLC. The nine-cylinder Bristol Pegasus engine has been removed for servicing, a useful facility enjoyed by Swordfish maintainers.

19 Jabberwock No 94. February 2019 SOFFAAM CHRISTMAS LUNCH 15 DECEMBER 2018 Photographs by Ernest Lear

20 Jabberwock No 94. February 2019 SOFFAAM CHRISTMAS LUNCH 15 DECEMBER 2018 Photographs by Ernest Lear

21 Jabberwock No 94. February 2019

MEMBERSHIP

f Standing Order Membership cards enclosed for February, March and April. (Please note that receipt of a card does not confirm receipt ofpayment.) Welcome to the new Members who have joined us since the last magazine issue:

3630 Miss S. Stainer Dorset

3631 Mr S. Drury Hampshire

3632 Mr J. Richmond Dorset

3633 Mr D. Weatherley Devon

3634 Mr R. Sargent Dorset

Total members: 1026 Members who have made a Gift Aid declaration: 721

Annual membership £12 Family membership (Up to two adults and three children) £32 Life membership £180 (£90 for those over 60)

All funds are donated to FAA Museum projects – none is wasted on salaries. Help SOFFAAM to grow by encouraging others to join. It makes an excellent, low cost, but highly appreciated Gift. You will deserve the thanks. Let us know if you would prefer to receive Jabberwock via your e-mail.

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.

22 Jabberwock No 94. February 2019

MONTHLY TALKS PROGRAMME

Talks are usually held in the FAAM Auditorium on the last Thursday of each month (except August and December) at 19.30. Entry price is £7. You can pay at the door, but note that these events are well-supported and total numbers are limited. To be sure of a place book your tickets on-line in advance at www.fleetairarmfriends.org.uk/ monthlytalks, or buy from the Museum shop. Non members are welcome. The price includes light refreshments, including a glass of wine.

28th February 2019 Mr Chris Shores “The Bombing of Sherborne - 30 September 1940”

28th March 2019 Wg Cdr Rtd Tony Davies “From Kittyhawk to Cape Canaveral”

25th April 2019 Mr Rory Smith Trinity Lighthouse

16th May 2019 VISIT TO BRISTOL AEROSPACE MUSEUM (See page 24)

30th May 2019 Mr Peter Jinks TAGging along in a Stringbag

27th June 2019 Mr Paul Beaver Naval Pilots in the Battle of Britain

Note that talks start promptly at 19.30. Entry is via the lower (wheelchair) access. Latecomers should ring the bell at the left of the gate to gain admission

23 Jabberwock No 94. February 2019

VISIT TO BRISTOL AEROSPACE MUSEUM Thursday 16 May 2019

SOFFAAM Member and one guest allowed

Please arrive at the Fleet Air Arm Museum Car Park by 08.45. You will be allowed to leave your car at the museum for the duration of our visit. Depart the museum at 09.00 prompt for the tour which commences at 11.00.

PROGRAMME FOR THE DAY 10:30am to 11:00am – Arrival and free time to purchase your own tea or coffee. 11:15am to 12:15pm - Guided Tour Group 1 12:30 to 13:30pm - Free time to purchase your own lunch 13:45pm to 14:45pm - Guided Tour Group 2 14:45pm onwards - free time to explore the rest of the attractions

After the guided tour you will have approximately 1hr 15 mins to yourself. The coach will depart from Bristol Aerospace Museum at 16.00 with the anticipated arrival time at Yeovilton of 17.30. For further information on the museum please view the website www.aero- spacebristol.org Please complete and return the application form, together with cheque for £25.50p each made payable to SOFFAAM, ideally to reach me by 30 March. Tickets will be allocated on a first come first served basis. I will notify you immediately if for any reason the visit is postponed OR if you have not been allocated a seat. Please note that NO REFUNDS for non-attendance can be given. ------Mrs Rosanne Crowther, St David’s, 5 Church Close, Martock, Somerset, TA12 6DS. Tel No: - 01935 822143

Name:……………………………………

Address...... Post Code......

Membership number……………. Name of guest ......

Please inform me of any special dietary requirements in advance of the trip.

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HMS UNICORN - VERY SPECIAL CARRIER By Jim Humberstone

rguably only one Royal Navy and with the same Light Cruiser Aaircraft carrier can lay claim type twin shaft propulsion machinery to have seen extensive action in with 40.000 shp geared turbines. both WWII and the , as Again, like the Light Fleets, her two well as other lesser emergencies hangars could accommodate 48 that confronted Britain in the years aircraft. An important feature was following VJ Day. HMS Unicorn the pronounced overhang aft. This was very much a one-off and could increased the effective length of the be regarded as a very special flight deck while providing a gantry vessel. for transferring floatplanes and other Unicorn was laid down in June aircaft to and from lighters 1939 at Harland and Wolff’s yard The final stages of the ship’s in Belfast and launched in 1943, building saw an acceleration of designed primarily as an aircraft the work, which resulted in the repair ship. She was the brainchild fitting out of some of her workshop of Admiral Sir Charles Henderson, facilities being postponed for a who as Admiralty Controller later refit. Thus completed in a responsible for the ordering of new slightly depleted form in March ships in the 1930s saw the need for 1943, and after working up in this specialised class of warship, the Firth of Clyde, Unicorn very designed in his view as the Fleet Air quickly assumed operational carrier Arm’s equivalent of the depot ships duties. Initially this debut involved that were attendant on destroyers embarking a Seafire Air Group to and submarines. Additionally, and escort a Gibraltar convoy, whilst of great importance, as it turned ferrying a flight of RAF Beaufighters out, Henderson designed Unicorn to to the Rock. Summer 1943 saw enable her to act as an operational her participate with Home Fleet back up to the armoured fleet units including HMS Illustrious carriers that were entering service at in a diversionary incursion into the time. Norwegian waters, intended to Her specification was very similar draw attention away from the Allied to that of the highly successful Light invasion of Sicily. Fleet carriers that followed her into The next phase of the ship’s service by war’s end. At 14,750 tons career was to prove much busier. displacement, Unicorn was some Aerial protection was needed for 1500 tons or so heavier than the the Allied landings at Salerno, Light Fleets but of similar deck area codenarned Operation Avalanche,

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on the south-western coast of Italy Unicorn was less afflicted, but the in early September 1943. On this Salerno experience underlined the occasion the carrier joined four Fleet’s urgent need for afloat aircraft Escort Carriers (CVE) to provide repair facilities, especially for the close support by flying Combat more accident-prone types then in Air Patrols (CAP) over the task service. These types would continue force. Seafires were embarked to make up a major component of as the sole equipment of the five the Fleet Air Arm’s complement ships, in an attempt to achieve the when the focus of hostilities shifted benefits of a one-type operation. to the Far East. Unicorn embarked 36 aircraft. Returning to Belfast at the end The Seafire proved to be a most of 1943, Unicorn underwent a refit unfortunate choice for the escort that finally incorporated her full carriers. The incidence of light complement of repair workshops winds, the very limited speeds of and stores. January 1944 saw the carrier in company with HMS Renown, Queen Elizabeth and Valiant. together with the fleet carrier HMS Illustrious, acting as a convoy escort for this squadron HMS Unicorn astern of HMS Illustrious in Ceylon, June 1944. The as it sailed higher freeboard of the aircraft repair ship is clearly visible. to form the Eastern the CVEs (maximum 17 knots) and Fleet in the Indian Ocean. During the by then notorious deck handling this passage she flew off anti- difficulties of the Seafire, combined submarine patrols with her small to produce a wholly disproportionate resident flight of Swordfish and spate of accidents and write-offs. also fulfilled the important role (for With her much higher speed and which she was suited) of providing more spacious flight deck, HMS an alternative carrier deck for

26 Jabberwock No 94. February 2019 deck landing practice for the other operations in support of US forces carriers on station. From February in the Okinawa campaign, the ship until November 1944 Unicorn kept returned with the Fleet Carriers to to a busy schedule ferrying and their base at Sydney, at which their repairing aircraft whilst based at crews celebrated.VJ Day in August Trincomalee, Ceylon (now Sri 1945. Lanka). At the outbreak of the Korean But now the Fleet Air Arm’s War in June 1950, HMS Unicorn inventory was changing. In addition was at Singapore as part of the to newly arrived Barracudas, RN’s Far East Fleet. The Light Fleet American Lease lend Corsairs Carrier HMS Triumph was already were being taken on charge. off Japan with a US Navy fleet and These represented a new repair Unicorn was ordered to support challenge with their different Triumph in the replenishment specifications, affecting everything role. In the event whilst Unicorn from instruments to screw threads was carrying out ferry operations and tools. from Hong Kong to Japan, she With the prospect of the Royal was diverted to act as a makeshift Navy joining forces with the US troopship, ferrying a battalion of Fleet in the Pacific, the focus of the Middlesex Regiment with their naval war shifted eastwards and transport and equipment, from the by February 1944 the carrier was at Sydney. The final link up with the Americans was at Leyte Gulf by which time Unicorn and the four Fleet Carriers were now constituted as part of The British Pacific HMS Unicorn in 1950 at the beginning of the Korean war, Fleet (BPF). anchored in a Japanese port, probably Sasebo. Photo US Navy She formed part of the Fleet Train, repairing and colony direct to the Korean port of supplying replacement aircraft for Pusan. the Fleet Carriers. Further ferry duties followed After completion of BPF’s with the carrier supporting HMS

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Theseus, Triumph’s successor following months to see further on station. She then assisted action off the Korean peninsula. Australia’s contribution to the She accompanied Ocean during conflict by ferrying a squadron of July 1952 on strike missions Meteors from Singapore to Iwakuni and subsequently assisted that in March 1951. (Iwakuni was the carrier with CAPs in a September principal British and Australian air engagement. base in Japan and a focus of the Ferrying duties continued into Commonwealth contribution.) 1953, although not without incident Ferry runs on the Singapore - it appears. On one occasion in July Hong Kong - Japan route continued 1953, en route to Japan, Unicorn throughout the spring of 1951. received a distress signal and as During this time Unicorn extended a result steered to the rescue of the proliferation of types she had a merchant ship beset by pirates. carried since her first commission. Once arrived, the threat of the ship’s RAF Vampires and AOP Austers guns at close range was enough to were to be added to that extensive discourage the pirates who promptly list. By now the RN had established fled the scene. their Aircraft Holding Unit (AHU) at HMS Unicorn finally returned the Japanese base and this facility to the UK in November 1953 after complemented the work of Unicorn four years service in foreign waters. in assembling and supplying There then followed the familiar replacements for the RN carriers process of passing into reserve after stationed off Korea. final disposal for scrap, which took Unicorn continued in her place at Dalmuir in Jen 1959. supporting role off Korea. As if to HMS Unicorn was a workhorse emphasise her flexibility, during by any standards and her time in company with HMS Ocean, achievements were highly she had the distinction of being impressive, even by comparison the only RN Carrier to engage in with other hard working Royal Navy shore bombardment. This occurred ships stationed in far-flung climes. when she attempted with her main Few of her contemporaries matched armament to take out a group of her record for sheer versatility. North Korean shore watchers’ The way in which she measured positions on the coast. up to the needs of the moment in After an eventful October 1951 whatever form they took, however when she encountered 100 mph taxing they proved to be to her men winds and mountainous waves and officers, must have set a fine as well as colliding with power example, with few equals in war or lines in the narrow strait near peacetime. Iwakuni, Unicorn went on in the

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THE FLEET AIR ARM 61 YEARS AGO By Chris Howat

y first ship after initial the different parts of the world. Mtraining at Dartmouth was HMS Bulwark. She was still a Not long after joining I was fixed wing carrier and about attached to an observer, Cyril to set off on a world cruise; Meek, assisting him in talking first to the West Indies with down aircraft on to the deck at the Home Fleet on their spring night using a Venom nose radar mounted on the after part of the Island. Action stations for me was in the director of the six barrelled Bofors gun on the flight deck below the bridge. For obvious reasons we had a very limited arc of fire, out to starboard only, and it was during a practice shoot that a round HMS Bulwark on passage in the Indian Ocean, 1958 of brown smoke puffs jammed in cruise. Trinidad, Bequia in the one barrel and Grenadines and Jamaica were the mounting caught fire. The gun our list of ports of call. Our crew leapt off, I evacuated the captain, Percy Gick, of Bismarck director and the flight deck party fame, wanted a sub lieutenant put the fire out before the ready to look after his 24-foot dinghy, use rounds cooked off! The gun Fairy Fox, and said so when I was never repaired but off loaded happened to be bridge watch in Singapore. That would not keeping. I volunteered, and we happen these days! had a lot of fun sailing her in all So, I was assigned as FDO 4, assistant to that delightful

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gentleman, then Lieutenant, Robin prior to taking an O level in that Doe, as FDO 2, to work watch subject. I took the exam in the and watch about with FDOs 1 middle of a South East Asia Treaty and 3 on the flight deck. This Organisation (SEATO) exercise was all very new to untrained and (and passed!) before the fleet inexperienced me and exciting. repaired to Trincomalee for rest We would set up the mirror and recuperation. landing aid before flying stations On the way out to the Far and sit there during recovery East, Bulwark was rammed by stations on the sponson over the an Egyptian pilgrim ship at 02.00 sea, with a wire mesh net beneath on a dark night in the Red Sea. us if we had to jump for our lives Her captain and mate were both in the event of a dodgy landing. drunk, so after ascertaining the My job was to fire a Very light ship was not about to sink, we if the aircraft coming in was not continued at high speed down best placed for landing. When the Sea, dented and holed on operating with the Americans, the starboard quarter above the Robin would go aft to bat them in. I ended my six months general time onboard working in 801 squadron, helping carry out Maincheck 4s and 5s on their Seahawks; my first introduction to air engineering. Daddy Nicholls was the AEO. After the West Indies, we sailed to Bermuda and on to “Last one on”. A Skyraider Airborne Early Warning a very cold Halifax, (AEW) aircraft is prepared to mave forward from its Nova Scotia, before landing position. The ship has just started turning away sailing to Gibraltar from the recovery course. to dry dock for a fortnight. My job for those two waterline.on arrival at Singapore, weeks was to attend the Dockyard Bulwark anchored offshore. apprentices’ school to carry out Another job I had was assistant practical chemistry experiments Confidential Books (CB) officer,

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while Bulwark was in Mombasa, with the crew enjoying trips to Nairobi and the Game Parks. The 2nd Battalion of the Cameronians were embarked with all their stores and vehicles and taken up to the head of the Gulf of Aqaba to be landed in Jordan. All this was whilst in expectation Two piston-engined Whirlwind helicopters of 845 Naval of being attacked with Air Squadron two Seahawks ready spending hours checking and burning out of date CBs with a rather florid RM Captain. He sent me ashore to collect two large bags of CBs from the dockyard which meant a boat ride to the pier then a taxi to the dockyard. I felt very vulnerable on my return standing with two large bags of secret books on a crowded pier waiting for a boat back to the ship, wondering what to do if I was attacked! Jump into the sea and hope the bags sank! And so to Hong Kong and alongside in the dockyard there. What a feast of new experiences, rattling trams and Wanchi Burberrys and so much to see and explore. After two weeks it was time to return home via the Cape. That plan went wrong because nationalists decided to Crossing the Line ceremony. The Captain assassinate King Faisal of Iraq is welcomed by Neptune’s court

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on the catapults with orders to land made it finally to Muscat where the ashore as the flight deck was out of Admiralty had all the fuel removed. use, covered in army lorries! For the whole operation the RN That job done, we sailed to Aden ships companies involved were awarded £100,000. My share was £75, probably worth ten times that much in today’s money. After this excitement and boredom of sitting in Aden for so long, Bulwark finally returned home. We went, not via South Africa as planned, but through the canal again to Cyprus and HMS Bulwark towing SS Melika off the Omani coast, 1958 Malta, then back to Portsmouth and pay in support of army operations. We off for conversion to a Commando were there in the harbour for a total Carrier. I joined HMS Starling to of 56 days in that stinking heat! On complete my engineering experience one trip out, our aircraft bombed and get my engine room watch rebel forces in the Omani hills, but keeping certificate. the most exciting thing was when After engineering training lasting two tankers, the SS Melika and four years I returned to the FAA Fernand Gilabert, collided not far and served in 705, 707 and 819 away from us, With the scent of squadrons, Ark Royal and on the salvage money in the air we went to staff of Flag Officer Carriers and the rescue to find theMelika on fire Amphibious Ships (FOCAS) in which and abandoned. We managed to appointment I briefly served with save some of her crew while other your Editor. ships tended to the other vessel. We All photographs are by the author. then set about landing a fire party onboard and getting the stricken tanker in tow. Her steering gear was out of action and towing was difficult, eventually it became necessary to use the Puma astern, but we

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FROM THE ARCHIVE By Flight Lieutenant E L Ford, RNAS

ew of us who learnt to fly during Boxkite was a novel and exhilarating Fthe early days of the 1914/1918 experience because one was War fully appreciated that we neither on, nor in, the machine but were indulging in a dangerous sort of in front of most of it except bout with the elements. Although the elevator. One sat on a tiny at that time it really wasn’t natural wickerwork affair attached to a to fly at all, we budding airmen framework built out from the leading thought otherwise and blithely edge of the lower main plane - it undertook risks which, even today seemed to be a long way out too - when I think of them, send shivers and from this airy perch, with legs rippling down my spine to tickle outstretched, feet on an open-air up my third lumbar vertebra which rudder bar out front, firmly grasping fractured during my last crash. As the joystick to starboard and engine a Sub-Lieutenant, probationary, switch to port, we made our early Royal Naval Air Service, I was attempts at flight, and actually flew! taught the preliminaries of flight When airborne there was at the Grahame White Flying absolutely nothing but lots of space School, Hendon. Here our civilian and air, between one’s seat and instructors, Mr Marcus Manton and the ground below; the view looking Mr Winter, took us aloft in Bristol down between one’s outstretched Boxkites. Flying these machines legs was definitely bird’s-eye and of wood, wire and canvas was the completely unrestricted `look allowed only in practically still air around’ quite fascinating, as was conditions which usually ushered also the discovery to most of us that in the dawn, hence the necessity the horizon was terribly important for waking up our instructors and always at one’s eye level. The before the air got weaving, said instructor sat on a few wooden laths awakenings being nobly borne by behind the pupil, slightly higher so our tutors. They realised that we that he could lean over and grasp were an irresponsible but keen the joystick - he could also reach the bunch of Quirks (Service nickname) engine switch, but had no physical and there was a war on. control whatever over the rudder bar Atmospheric conditions at the moved by the pupil to instructions aerodrome were ascertained by shouted into his ear above the din of holding aloft a silk handkerchief; an unsilenced engine’s exhaust. if it remained limp or fairly so, we Boxkites were equipped with one flew - if it flew, we didn’t! Piloting a “instrument”, a drip-feed oil pulsator

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which one watched as closely as taken during this vital operation. circumstances permitted - say - Stalling a Boxkite was when flying level or straight ahead. dangerously easy and at the low If the oil was seen to be dripping heights we flew of 100 to 200 feet, regularly and at the correct rate of a distinct hazard, as the space flow then one knew the engine was required in which to recover from getting its quota of oil and should a stall simply wasn’t there. The be OK, but if there were pauses in margin of error between stalling and the visible oil supply then one nosed flying speeds was so narrow that to earth immediately with engine one could not truthfully term that switched off and landed as best one margin a safety factor! Of this we could. Quirks were blissfully unaware as The Gnome rotary engine ran at we meandered around on the fringe full pelt and one’s speed through the of both safety limit and aerodrome feeling, as we were, on top of the world at that particular spot, even during those so early hours at dawn and in the softness of a tranquil evening the sheer delight of those ambling early flights was indescribable. So calm was the air as we practised that when executing our “figures of eight” and flying dead level we’d pass through our own Bristol Boxkite at Durdham Down in November 1910. Sir George White, who founded the Bristol Aircraft backwash of disturbed Company with his brother Samuel, is standing in front air when crossing over of the aircraft at the centre of the eight from one loop to air as well as the niceties of landing the other; we’d get mightily bumped were governed by a switch one whilst doing this and the old flicked on or off, thereby blipping the Boxkite would wobble and heave engine for more or less momentum uncomfortably, but that was good as required. If one paused too long flying. between blips one ran the risk of To qualify for one’s Brevet or losing the engine, so care had to be Ticket one had to carry out quite

34 Jabberwock No 94. February 2019 a programme, consisting of take- 20 and 30 hours total flying to offs, landings, left and right hand one’s credit. The advanced types level circuits, a climb to a minimum consisted of Bleriot monoplanes and height (or higher) with a barograph Curtiss biplanes, but there was also in a sealed box slung around one’s a sprinkling of Boxkites, Maurice neck, execute good figure eights, Farmans and Caudrons. It was here and finally volplane or glide in with that I went through what I believe engine dead and hand held well still is a truly unique experience. I away from the switch, then make am pretty certain that no pilot has a smooth landing and come to a ever purposely spun a Bleriot and standstill within thirty yards of official got safely away with it, nor have Royal Aero Club observers who I heard of any unintentional spins were on the ground watching one’s followed by one-piece landings. flight. All this required pretty good In fact I am convinced of the judgement, yet the surprising thing impossibility of spinning a Bleriot was the large number who passed and coming out whole because the the tests with flying colours. machine was so slow in responding We were taught to fly and to the controls. The reason for judge our speed by capital F Feel this was its reliance on warping and capital S Sound - a sense of the wings when manoeuvring - it balance and the noise made by lacked the more sensitive ailerons. the air whistling through wires and Wing-warping was a cumbersome around struts. Never, we were strong-arm job. I know it called for told, NEVER rely on instruments; a considerable effort from myself, a sensitive seat and delicately tuned mere five feet one inch of pilot, but ear were much more reliable! A even taller and heftier men with total flying time of six hours and longer arms and in consequence 24 minutes, of which one hour greater powers of leverage have and six minutes were flown solo, told me that flying Bleriots was hard accounted for my Brevet and during work. As for anyone being able to my tests I, being light and small, control a spinning nose dive, I am attained the terrific height of seven sure that no wing-warping aircraft hundred and eighty feet - a Hendon of any make could be expected Boxkite record which stood for some to obey instructions in such a considerable time! circumstance! After Hendon came Eastbourne I had flown the Bleriot for a where there were more advanced total of around 80 minutes or so types of aircraft to be flown in brief practice flights of 10 to before being posted to an active 15 minutes duration and on this service station as a fully qualified memorable occasion had been operational pilot, with between up higher and longer than I’d

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ever flown solo before, enjoying anything but feel very frightened myself thoroughly. In the near and bewildered, bracing myself distance, high over the aerodrome for whatever was coming and perimeter to the west, I spotted a vaguely expecting to hit something lovely large solid-looking cloud - a somewhere hard and fast, when real beauty - and as I’d always suddenly I shot out from the cloud wanted to see what the inside of base to find myself spinning such a cloud was like I headed around on an almost vertical for it and plunged smack in near axis, the twirling gasworks below the top. “Smack” is the operative approaching at a horrifying speed. word, because as I shot into To this day I do not know what I the thick grey mass I received a did or whether I did anything at all smart kick in the pants followed except to switch off the engine, immediately by a sickening falling but I do know I felt a cracking sensation, and then everything bump, then a sideways tearing happened with startling rapidity; tummy wrench, the earth stopped the old Bleriot went berserk, spinning and I found myself completely out of my control, the steeply banked and turning, able engine revved up and vibrated to regain control of sorts as both so violently that I switched off in joystick and rudder unfroze, and a hurry and there was I hanging lucky enough to be in such a on like grim death to a joystick position that I could nip in between which had become rigid, pressing the tall chimney stack and on a rudder bar gone solid, and gasholder which were adjacent being tossed about within a dense to the aerodrome, straighten mass of something which was up, flatten out and make quite a nothing and yet everything, if you presentable forced landing on the get me! I had not the remotest aerodrome. idea of what was happening - that Looking back, I think the I was in a spinning nose dive - famous “bump” over the gasworks but only knew that I was flying threw the old Bleriot out of its “blind” and hurtling down through spin into a tight turn from which I a frightening cloud in a quivering recovered and regained control. I machine which howled its protest cannot imagine any other solution by shrill-pitched wires from whose except that of an act of divine note I realised that we were Providence. Feeling distinctly limp travelling at an excessive rate of and shaken, I climbed out of the knots, too fast for that machine. machine and tottered towards Tensely gripping the joystick the CO, whom I’d spotted striding and literally standing on the hurriedly towards me, the late rudder bar I was unable to do Flight Lieutenant Commander

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Sheppard, RN (his rank at that crashes occurred during take- time) - one of ’s pioneer offs and were nearly always airmen. He greeted me with “What due to engine failure at these the blazes have you been up to, critical moments. Drummed into Mr Ford?” I replied that I was us was the instruction that the sorry, Sir, but I really didn’t know first thing to do as soon as we as I’d just fallen out of a cloud and left the ground was to look for a felt a bit sick, Sir; he gave me a place to land on. By assiduously penetrating look and said, “I saw obeying that instruction throughout you - AND heard you - frightened my flying career as well as the life out of me - thank God you continuously practising forced made a good landing - report to landings (with engine switched me later. Meantime, you’d better off) from varying heights - good take up that Curtiss, you’ll be for judging distance, angle of alright and feel better.” So I did - glide in, number of circles down, and was! I flew clear of cloud ever etc. - I was able to bring off a after if it was possible to do so great many landings without and never enjoyed flying in them engine, and without damage, all for quite a long time after that of them somewhat trying as with experience and was never really a pukka forced landing one has comfortable in them. only one chance of bringing it off The Bleriot I’d spun in was in safely - just one! I was always a pretty bad state and the riggers lucky in finding the right spot large had to just about rebuild it before enough to get into; sometimes, as it was fit for further service - all I became experienced, by side- wires were slack, wings soggy, slipping into it and then kicking the engine loose in its housing, in fact machine round into the wind on the machine was on the verge touch-down, thereby shortening of collapse and doubtless would the landing run, a trick possible have done so in the air had I with the small light machines of been unable to land immediately; those days. a lucky escape if ever there was one. We had no wheel brakes This is an edited version of material or air brakes in those days, and originally published in “Jabberwock”. the number of crashes I’ve seen The full version, together with a wide due solely to “inability to stop range of anecdotes about the RNAS, within a desired distance on can be read in “Voices in Flight - the landing”, especially when a Quirk Royal Navl Air Service during the Great committed the cardinal sin of War”, published by Pen and Sword, landing downwind instead of into ISBN 978 1 78346 383 1 it, are legion. Mostly, however,

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BOOK REVIEW By Malcolm Smith

Fleet’s almost complete lack of ability in night-fighting had allowed the German High Sea Fleet, some of whose ships were almost near sinking from battle damage, to avoid further battle overnight and escape to its home ports. Even though the RN had invested in aircraft-carrying ships, which might have improved the reconnaissance information available to the Command, a muddle over signalling meant that the most capable vessel (HMS Campania) was left behind when the Grand Fleet deployed. One seaplane reconaissance sortie was flown from HMS Engadine, but the enemy sighting report from Published by Seaforth. the pilot (Rutland of Jutland) ISBN 978 1 5267 4298 8 did not reach the ears of his Flag he Battle of Jutland was a Officer, Admiral Beatty. Tclimactic event in the life of the It is against this disappointing Royal Navy - a battle that had been background that James Goldrick, eagerly anticipated by both sides a retired Rear Admiral in the and expected to settle the command Royal Australian Navy, tells the of the seas once and for all. The post-Jutland story of the naval results were inconclusive and gave war in northern European waters. the Service a great deal to consider: He describes a sortie by the some of its ships had proved to High Sea Fleet in August 1916, be unexpectedly vulnerable and aimed ostensibly at bombarding the Fleet’s freedom of manoeuvre Sunderland,`but really intended had been significantly affected by to draw out the Grand Fleet. The the potential threat from torpedoes German Admiral Scheer had and mines. Worst of all, the Grand designed a complex plan, involving

38 Jabberwock No 94. February 2019 the support of submarines and combined attacks by German Zeppelins. In the event,the two fleets torpedo boats and submarines on the did not meet in strength, but the defensive barrage in this important outcome was that two British fast waterway. The presence of the destroyers were torpedoed and sunk, powerful new torpedo boats of the while a British submarine torpedoed German Sixth Flotilla in Flanders and severely damaged a German led to sustained air attacks by the battleship, the Westfalen, Even RNAS on Bruges and other locations. though none of the capital ships fired Spasmodic attempts by Admiral a shot, the encounter proved to be Bacon to attack the Bruges lock gates a turning point in naval strategy. The with surface forces revealed a lack of apparent invincibility of the Zeppelins cohesion in the Admiralty’s strategic led to urgent development of large planning. The need for re-organisation British , such as the Coastal was partly resolved by the efforts of class, which were deployed in bases the Convoy Committee, which led to along the eastern coast of the UK. the general introduction of convoys They began to work co-operatively later in the year, supported by an with the British fleet; while effective submarine tracking room in seaplanes, now fitted with wireless, the Admiralty. began to play a more active role from !918 saw the continuing difficulties shore bases. experienced by the RN in countering Scheer’s own plans for increasing German light forces and submarines. co-operation of all three arms This led to the plans to attack the were frustrated by a lack of central German bases at Zeebrugge and direction of the German naval war Ostend. After several false starts, effort. The Zeppelin force was the Zeebrugge attack, intended to commanded by KorvettenkapitÄn completely block the exit channel Peter Strasser, who believed his from the port, went ahead on 22 force would be better employed in April. This was an audacious plan strategic bombing than in routine and great bravery was shown by the patrols over the fleet. The German forces involved. Although it was only submarine force was also partly partly successful, it ensured a huge directed away from North Sea patrols increase in morale, both in the RN by the decision of the German high and generally in the country and allied Command to re-start unrestricted nations. attacks on merchant shipping in In a chapter entitled “End Game January 1917. This fateful decision in the North Sea” Admiral Goldrick caused the United States to declare describes the deterioration in the High war on Germany in April 1917. Sea fleet, faced with increasingly The author focuses on the battles effective joint operations by the RN in the Dover Strait in 1917, involving and USN; weakened also by fuel

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shortages and worsening material Regrettably this revolutionary design condition of its ships. Both of the appeared just too late to take part in allied navies were improving their the War. anti-submarine effectiveness and the A final wartime aviation innovation RN was making ambitious efforts to was the conversion of lighters to employ aircraft offensively. carry wheeled fighters, leading to the The Harwich Force acquired a successful interception on 10 August new capability in the form of lighters, of the Zepellin L53 by Lieutenant each carrying a single flying boat, Stuart Culley, who had been launched which could be towed at high speed from a lighter towed by the destroyer by destroyers. The intention was HMS Redoubt. to launch them in mid-channel to Admiral Goldrick concludes this provide a deterrent to zeppelin patrols. well-researched book by asking how However, once floated off from their effectively the Germans employed lighters, the seaplanes often failed to the navy it had created. He answers get into the air because of wind and his own question: not well. The High sea conditions. In June, a Sopwith Sea Fleet was always limited in fuel Camel was launched from the cruiser and material, but it was not employed Sydney and intercepted a German as aggresively as it might have seaplane, “the first engagement by been. He levels many criticisms of a ship-launched aircaft of another the RN’s leadership and slowness to heavier-than-air machine”. bring together an experienced staff HMS Furious, in her latest to manage strategic planning. He embodiment of the aircraft carrier recognises the difficulties faced by concept, was capable of deploying those developing ship-borne aviation, a sizeable force of fighter-bomber but states that the widespread aircraft, while having the speed embarked deployment of fighters and endurance to keep up with the and reconnaissance aircraft by fleet. Additionally, many more ships, the end of the war “represented a including light cruisers, carried a formidable capability”. He disproves fighter aircraft. On 19 July,Furious the popular misconception that the launched a strike of seven Sopwith Battle of Jutland signalled the end of Camels, each armed with two 50-lb offensive operations by the High Sea bombs, against the hangars Fleet, whilst demonstrating that it did at Tondern. The raid was successful; initiate widespread improvements in leaving two Zeppelins destroyed and the operational capability of the Royal another hangar damaged. The raid Navy showed the way ahead for British This is a scholarly book, carrier capability, concurrently with with copious notes, extensive the conversion of a liner into the bibliography and a full index. first true aircraft carrier, HMSArgus .

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