jjabberwockabberwock · 2013. 8. 3. · qualified pilots they thought it would be a bright idea to...

The Journal of the Society of Friends of the Fleet Air Arm Museum

IN THIS EDITION:

A first hand dim view - Norway 1940 Reminiscenses of a flying career A holiday in Corfu Swordfish schematic The first Royal Marine private to fly Tales my grandfather told Report on the AGM

PLUS ....

All the usual features, letters to the Editor, snippets from Council meetings, monthly talks programme, latest membership numbers and last but not least, the application form for the Christmas lunch.

Contributors to this issue include Peter Dallosso, Keith Chadbourn, Sandy Saunders, Jim Humberstone, Roy Swales and (from the archive) Dickie Rolph. Photographs were contributed by Richard Hufton and Tim Smith and Merv Ellis

No. 69 November 2012Published by The Society of Friends of the Fleet Air Arm Museum

JABBERWOCKJABBERWOCK

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Jabberwock No 69. November 2012

The Society of Friendsof the Fleet Air Arm Museum

Patron: Rear Admiral A R Rawbone CB, AFC, RNPresident: D S Moxley JP

FLEET AIR ARM MUSEUMRNAS YeoviltonSomerset BA22 8HTTelephone: 01935 840565SOFFAAM email: [email protected] website: fleetairarm.com

Registered Charity No. 280725

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Vice PresidentsCaptain K A Leppard CBE, RN Rear Admiral R C Dimmock CB, RNRear Admiral A R Rawbone CB, AFC, RNF C Ott DSC BSc (Econ)Lt Cdr Philip (Jan) Stuart RNSquadron Leader Maurice Biggs RAFJim Standfield

ChairmanRichard Hufton

Vice ChairmanMike [email protected] [email protected] [email protected]

Membership SecretaryRobert HeathHalden HouseNew StreetWells BA5 [email protected]

Talks and Events OrganiserRosanne Crowther

EditorMalcolm SmithT: 01935 478304, M: 07765 [email protected]

Printed by: Remous Limited, Milborne Port

The Society of Friends of the Fleet Air Arm Museum

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CONTENTS

CONTENTS........................................................................................3 EDITORIAL.......................................................................................4 LETTERS TO THE EDITOR.............................................................5 MEMBERSHIP.................................................................................10 SNIPPETS FROM COUNCIL MEETINGS.....................................11 33rd ANNUAL GENERAL MEETING............................................12 MONTHLY TALKS PROGRAMME - 2013....................................14 RECENT MONTHLY TALKS..........................................................15 FRIENDS’ VISIT TO RNHF.............................................................18 A FIRST HAND DIM VIEW - NORWAY, 1940...............................20 REMINISCENSES............................................................................24 A HOLIDAY IN CORFU...................................................................25 SWORDFISH SCHEMATIC.............................................................28 JOHN EDMONDS - THE FIRST MARINE PRIVATE TO FLY....29 TALES MY GRANDFATHER TOLD...............................................36 REMINISCENSES (Continued)........................................................37 SOFFAAM CHRISTMAS LUNCH..................................................39

All the photographs in this publication, unless otherwise credited, are Crown Copyright and reproduced by kind permission of the FAAM.

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EDITORIAL

We open again with an apology, this time concerning the article “Down Memory Lane” in Jabberwock 68, which was attributed to David Marchant. He reminds us that it was written by his father, Ron Marchant, and published in the Coastguard Magazine in 1975. David also provided the photographs.

The new franking machine was put to good use in dispatching the Journal. Since the franked logo also includes a return address, this has had the unexpected effect that several recipients have returned the Journal as no longer required.The request for members to opt to receive the Journal by email has brought a favourable response, although we expect that the majority of members will still wish to receive the Journal in hard copy.

The Annual General Meeting was held on 7 October and the proceedings included elections to the Council. More details on page 12.

Friends paid another couple of visits to the RN Historic Flight on 3 and 4 October. See the colour spread on pages 18 and 19.

In this issue, following from the Skua item in Jabberwock 68, we include an article from the archive

by Telegraphist Air Gunner Dickie Rolph. This tells a hair-raising tale of an attack by Skua aircraft on German warships in Norway in 1940.

Also in this issue, you will find the booking form for the Christmas lunch, to be held in the Warneford Restaurant in the Museum on 12 December. The form can also be downloaded from the Society’s page on the Museum website.

Whilst on the subject of the Society’s page, please note that this is updated from time to time and gives links to (for example) the joining form. New members have already joined us by downloading the form from the web site.

Former Westland Test Pilot, Keith Chadbourn, provides an anecdote from his days delivering Sea King aircraft to Egypt and Sandy Saunders tells another of his “Tales my Grandfather told me”.

We do not often hear from the Royal Marines, so it is a pleasure to include the story of an aviator from the very early days of naval flying, the first Royal Marine private to learn to fly.

Finally, the first of the 2013 talks have been agreed. See page 14 for details of these popular events.

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LETTERS TO THE EDITOR

Dear Editor,

I am thoroughly enjoying the new format of the “Journal”, and can’t for the life of me understand why the newsletter was not incorporated years ago? The cost of air post has also concerned me, and I think I have written previously that as it is very unlikely that I would be able to attend any of the functions, its eventual arrival was all that really mattered. As suggested the obvious solution is to email it, and although it wouldn’t be quite as attractive not printed on glossy paper, the content would be the same. I am therefore totally in agreement with this form of distribution.

Although it is unlikely that I would be able attend the AGM I would like to tender my apology, on the odd chance that someone who knew me will read it. That’s probably unlikely as of the 20 who left New Zealand, I think there is only one other, John Maybank, who now is a permanent UK resident, alive today. There may be a few from 896 Squadron still above ground, or haven’t yet gone up in smoke, and I still correspond with several of them.

Please give my kind regards to Keith Leppard, whom I met for the first time since the war, a few years ago at the last luncheon party of

the 48th Pilot’s Course at the Army & Navy Club. I would dearly have loved to visit the FAA Museum again on that visit, but time would not allow.

With very best wishes.Yours sincerely,Alan L Mason MNZMFeilding 4702New Zealand

An email from Mrs Barbara Gething to the Membership Secretary, Robert Heath, informing us of the death of her husband:

Dear Mr Heath,

Pete Gething died on 25 May 2012, aged 90. Pete graduated as a teacher just as WW2 broke out and having been accepted by The Fleet Air Arm was sent to Canada for flying instruction. He had a lengthy stay in Ceylon with 832 Squadron aboard HMS Begum prior to joining 828 Squadron aboard HMS Implacable. Early in 1945, en route to Australia to join the Pacific Fleet, he was sent out with other pilots on a Radar Calibration Exercise. They were instructed to go in any direction and at any altitude. The ship’s radar had to locate their returning positions and, having done so, Seafires had to scramble and intercept them. One of the Seafires crashed into Pete’s

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plane and, literally, cut his Avenger in half. Pete’s TAG, Observer and the Seafire pilot were all killed.

Pete took to his parachute and made a lengthy descent into the Indian Ocean. He found the dinghy’s gas bottle was U/S and he tried to use a small hand pump. A fellow Avenger pilot witnessed one parachute leaving the wreckage and observed the dinghy wasn’t being inflated. His TAG, Gordon Passmore, slung his dinghy out - which was no small feat - holding a rear hatch open against the 120 knot slipstream. A comrade Avenger did a “Chase me Charlie” and a distant Air Sea Rescue vessel eventually homed in and took him in.

As soon as he was demobbed Pete started teaching. He married Eileen Jenkins in 1949 and was widowed in 1984. He leaves behind his widow, Barbara, whom he married in 1997, and stepdaughter Ainslie.

Kind regards,Barbara Gething

Dear Editor,

I have been asked by the Fly Navy Heritage Trust to write the forthcoming Haynes Swordfish Manual. The Manual will be a companion volume to their well known publications on Lancaster, Spitfire and Hurricane. This is a joint venture which will

it is hoped, generate income for the Trust as well as bringing the unique qualities and history of its pride of place aircraft to a wider audience.

To this end I wish to enlist as much help as I can from those who flew and serviced this remarkable aeroplane during its service career or were involved with its manufacture. Recollections especially of an anecdotal nature will make an invaluable contribution to the quality of the book and help to achieve success with this joint Trust/Publisher venture.

I shall be delighted if former RN personnel and others will contact me with such material. My email address is [email protected] tel no 01202 632577. Alternatively my address is 10 Holton Heath Park, Wareham Road, Poole BH16 6JS

Yours sincerely, Jim Humberstone

Swordfish LS326 of the RN Historic Flight (Photo: Ken Chapman)

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A letter to Robert Heath asking for help from our members:

Dear Mr Heath,

I thought you would be interested in the enclosed picture from the Portsmouth News. I would very much like to have the words of the Naval prayer and the WRNS prayer and I hope you will be able to help me.

For many years I have been a member of the Society of Friends and always look forward to your Jabberwock news.

Hoping you can help me,Yours sincerely,Audrey Whitehead(Widow of Peter Whitehead L/Fx

75985)

The caption to the picture reads:“HMS Ganges Association

standard bearer Terry Higgins raises the standard at the Fleet Air Arm Association service. The ex-servicemen stood ... for a reunion at the Fleet Air Arm memorial on Marine Parade West, Lee-on-the-Solent. They laid wreaths, sang hymns and said prayers - including the Naval prayer and the WRNS prayer - in memory of lost comrades.”

Dear Editor,

I have been a member of the Society for many years due to an interest in aeroplanes, although my profession is that of a solicitor (retired) and these days come from Poole to lectures with my friends William Mutlow, Russ Foot and Rob Winslow (you may have seen us).

You might be interested in a “hairy moment” which I recount below...

When working as a solicitor in Frome, Somerset, on the 8th April 1973 a court case came up for hearing in Leeds which required the employment of a barrister. My barrister knew our opposing barrister well and as both were qualified pilots they thought it would be a bright idea to hire a plane and pilot to take us there and back. A 4 seater Cessna 182F

Skylane registered G-ASJR was duly hired plus a recently qualified commercial pilot.

We set off from Bristol airport in fine spirits but in deteriorating

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weather with me in the back right seat. The plane had a ceiling compass which as the flight progressed I noticed kept moving very slightly round which puzzled me somewhat. After we had flown over a motor race track for what appeared to me to be the second time I commented on that fact and the rotating compass whereupon the pilot took due note, tried calling Leeds Airport but the reply was inaudible even though by then it should have been strong. Our pilot then announced that he was lost but the general opinion was that we had been going round in a 20 mile circle! Visibility had deteriorated badly

By then visibility had deteriorated badly with some snowflakes. Our pilot said we must descend until we could get a visual check of the ground so we gently descended until we saw the ground about 100 feet below us; low enough to cause sheep to run in panic. We looked for distinguishing features but saw none. Our pilot became really worried saying that if we met a TV transmitter we would inevitably hit a supporting cable and that our situation was serious. Suddenly, like an answer to prayer, we flew into an open sunny patch and in the centre was an airfield with AD printed on the roof of a building.

We had landed at Aston Down airfield in Gloucestershire and their initial frosty reception

melted when we told our story and we were given directions back to Bristol Airport which we reached by the simple expedient of following the motorway. Having landed safely we then proceeded to Leeds in my Mini GT; a hazardous journey in itself through increasingly deep snow.

Yours faithfully,Richard Snow Ll. B

On behalf of aero-modellers, Nick Carlyon asks about the purpose of the little windows in the leading edge wing root of Barracudas.

Dear Malcolm... after a lot of more and

less well-informed speculation, we have decided (post 71) that what we really need to do is ask a former Barracuda airframe mechanic. It strikes me that the SOFFAAM would be the likeliest channel through which we could establish contact with one. Would you be able to help make that contact?

One possible lead, which I owe to Len Dowsett, is Cdr Bert Vigrass, the former CO of 818 (Barracuda) Squadron, though of course he was a pilot and, while possibly a useful source of further speculation, may not actually know for certain. From Len’s account he still sounds pretty spry so may still be in contact with former maintainers from his squadron.

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PS: No, the answer is not to be found in Barracuda From The Cockpit (to which Bert is one of the contributors).

Regards,Nick CarlyonBy the Editor:Nick’s original letter contained a

link to an aero-modellers’ website. I would be happy to put any members who wish to respond to this mystery in touch with Nick.

An email from member Merv Ellis:Dear Richard,

Ithought this might fall into the category of now for something completely different .... Last Saturday the Birmingham

branch of the Aston Martin Owners

A view from the web site of the Barracuda and wing root “windows” (Photo Aeroplane 2009)club visited the Museum. Attached you will find two photos of the line up in the car park. I would guess that a fair proportion of SoFFAAM members have an interest in cars and it is rare to see so many (£s) lined up in FAAM car park.

Merv

One of the Aston Martin photos by Merv Ellis

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MEMBERSHIP

Bankers Standing Order Membership cards enclosed for November, December and January 2012-13. Welcome to the new Members who have recently joined us.

3232 - Mr C. Cole Bidford on Avon, Warwickshire3233 - Lt. R.K Cooper RN (Rtd) Gorlston, Norfolk3234 - Mr E.R. Queripel Castel, Guernsey3235 - Mr P.D. Phipps Langport, Somerset3236 - Mr P. Moorehead Wells, Somerset3237 - Mr B.A. Akhurst Wincanton, Somerset3238 - Mr C. Godber Copmanthorpe, York3239 - Mr D. Wright Wincanton, Somerset3240 - Mrs J. Wright Wincanton, Somerset3241 - Mr A.J. Collyer Duston, Northampton3242 - Mr F.O.Donnelly Milverton, Somerset3243 - Mr John Carlton Sherborne, Dorset3244 - Mr John Sanders Merriott, Somerset

Total Members: 1016, Life Members: 231, Pay by Standing Order: 549. Members who have made a Gift Aid Declaration: 634

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 £6.50 per head. MeMbers are also allowed a 10% discount on goods purchased froM the shop.

Note: These concessions are provided at the discretion of the Museum Director and could be removed at any time. They also do not apply to any other of the Museum’s features, such as the Restaurants and Simulator. Cobham Hall

Cobham hall is the home of the museum’s ReseRve ColleCtion, whiCh inCludes many histoRiC aiRCRaft, engines and numeRous otheR items of inteRest, both to amateuR histoRians and the publiC in geneRal. the faam opens Cobham hall to the publiC on CeRtain days. these “open days” do not Come undeR the aRRangements that membeRs have foR entRy to the museum and, theRefoRe, must be paid foR aCCoRding to the taRiff set by the museum.

Annual membership is still £12!

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SNIPPETS FROM COUNCIL MEETINGS

From the September Meeting:• The Museum Director

commented: “Visitor numbers have been encouraging, considering the economic climate and the Olympics. Although August was 8.5% down on last August, footfall was 5.5% above target. Allied to some very good months earlier in the year we stand at 64,508, 8% up on the same time last year. We are very close to submitting a Pre-Application Form to the Heritage Lottery Fund in respect of the new entrance building. It seems a long way away but if we are successful we would hope to have that up and running by the summer of 2016.”

• The Chairman said that after the July Council meeting, we held an electronic vote to gain approval to print 3,000 copies of the new Join leaflet, also to procure the franking machine. The franked logo, which contains a return address for Robert Heath, had produced a response from several correspondents, to say that the Journal was no longer required.

• Six speakers had already given provisional agreement to providing talks in the 2013 programme. Richard said that a definitive programme would be agreed in time for publication in Jabberwock 69.

• Membership figures have changed quite markedly (down) and probably are more accurate than they have been for some while, said Robert Heath. This is due largely to 10 copies of Jabberwock being ‘returned to sender’ resulting from inclusion of my address on the envelope (another benefit derived from mail franking).

• Richard said that two more visits to the Historic Flight and Cobham Hall were planned and these were being well supported. There were no firm plans for next year’s visits yet.

• Moving on to the Council re-elections, to be held at the AGM on Sunday, 7 October, Richard said that all members had agreed to stand again, with the exception of Pete Trickey.

• During the discussion of the David Braine lecture at Item 6, the comment had been made that there was no loop for the hard of hearing in the Swordfish Centre. Gerry Sheppard thought that this should not just be taken for granted, it disadvantaged the hard of hearing and prevented their full appreciation of the talk. After some discussion it was agreed that this issue should be raised at the next Council meeting.

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33rd ANNUAL GENERAL MEETING - 7 OCTOBER 2012

The 33rd Annual General Meeting was held in the Auditorium on Sunday 7 October 2012. The meeting was attended by 19 members (plus one member’s guest) and the Museum Director. A summary of the proceedings follows. A full copy of the minutes may be obtained by application to the Secretary.

• There were no matters arising from the minutes of the 32nd AGM.

• The Chairman reported that the Society’s assets remain strong. The Council has been busy in all departments. During the last 12 months we have:

a) Introduced a new colour quarterly Journal (Jabberwock)

b) Introduced a new updated colour membership form

c) Purchased a postal franking machine.

Recruitment of new Council members has proved challenging. For the past 12 months there has been a vacancy but member Bill Ellison has recently put his name forward. Three of our Councillors have each served for over 20 years and have indicated that 2012 might be their last year. If this happens and members do not come forward, the Society may have to consider a further amendment to the Constitution to reduce the number

of serving Council members.• The Museum Director reported

that the tourist business is currently difficult and visitor numbers are around 80% of our budgeted numbers. However, we still hope that visitor numbers will exceed 100,000 by the year end ... the business is in good form. The FAAM continues to improve its product, including the display on the Channel Dash. The Falkland 30 exhibition is extensive and includes several genuine veteran aircraft from the Falkland crisis. Looking to the future, we hope to be able to display the seaplane lighter – the last surviving and oldest aircraft carrying vessel in the world.

• The Treasurer, Gordon Johnson, reported that, as you will see from the accounts, your society is in a healthy financial state. Gift Aid continues to provide us with about £2,000 per year and I thank all members who Gift Aid their subscriptions. We try to keep the cost of running the society to a minimum but we were dismayed in April when there was a steep rise in the cost of postage. Our solution was to buy a franking machine for £1,074. We now pay 31p for second class postage as opposed to 50p for a stamp. Allowing for the depreciation of the equipment, savings are about £500 per annum.

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• The Membership Secretary, Robert Heath, said that there is still a gentle decline in membership, but it is encouraging to see that new members are joining from far afield and not simply because they live nearby. We now have a new and attractive ‘Join’ leaflet, which he will be circulating far and wide. He is also working on setting up a modern membership database to replace the now ancient system that has served us so well.

• Richard reported that it has been a good season for talks and we have enjoyed a varied programme of good speakers. Average attendance continues to increase and there has been a full house in the auditorium on several occasions. In April there was a very popular visit to RAF Brize Norton, also two visits to RNHF and Cobham Hall. In June we travelled to Gosport to meet Friends of the RN Submarine Museum.

• The Jabberwock Editor, Malcolm Smith, said that letters to the Editor are always welcome, as are potential articles and anecdotes. It is notable that the Jabberwock archive contains very little material on the mighty Corsair, but any new material will add to the variety of the Journal.

• The Grand Draw organiser, Mike Strang, repored that this year’s unofficial figures look about the same as last year’s. He thanked all the members who have very kindly donated prizes

for the raffle and money for our funds.

• Richard announced that the Christmas lunch will be held in the Warneford Restaurant starting at 12.30 on Wednesday 12 December. The post-lunch talk, entitled “The Role of the RAF in the Falklands Conflict” will be presented by Maurice Biggs.

• The Director invited the meeting to re-elect Derek Moxley as President, since he was the only nominee for this post. The meeting agreed that the proposal be carried, with one dissenting vote. Derek is duly re-elected as our President.

• The Director invited the meeting to elect Richard Hufton as Chairman. The meeting agreed unanimously and Richard is formally elected.

• The Director announced that Pete Trickey had resigned from the Council and from the position of Vice Chairman. The meeting agreed to record a formal vote of thanks to Pete for his service throughout the year. Mike Strang had offered to stand for this post. There were two vacancies on the Council. Bill Ellison and Claude Patten had put their names forward. The meeting agreed unanimously to elect Mike Strang to the post of Vice Chairman, to re-elect the remaining members and to accept Messrs Ellison and Patten as new Council members.

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MONTHLY TALKS PROGRAMME - 2013

Talks are held in the FAAM auditorium onthe last Thursday of each month at 19.30. Cost still only

£4, although this is under review. Pay at the door. Non members are welcome. The price includes light

refreshments, including a glass of wine.

29 November: Cdr Sue Eagles, Campaign Director, Fly Navy Historic Trust

“Preserving our Naval Aviation Heritage”

31 January: David Morris - Curator of Aircraft‘FAAM conservation and restoration’

Barracuda, Corsair, Gladiator, Martlet

28 February: ‘Society Film Night’Curatorial Department present a selection of

rare footage from the FAAM archive

28 March: Cdr. Colin Hague OBE RN Retd.‘Test flying the EH101

Merlin Helicopter’

Programme correct at the time of printing.

Sopwith Baby on the slipway

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RECENT MONTHLY TALKSSummarised by Robert Heath and Richard Hufton

JULY TALK - The R101 Airship Disaster Revisited, by Peter Davison, RAeS and Dr Giles Campion RAeS

Aviation historians Peter Davison and Dr. Giles Camplin, supported by a wealth of drawings and photographs, transported our audience back to the 1930s as a fascinating but somehow inevitable horror story unfolded. In the early hours of Sunday 5 October 1930, Imperial Airship R.101 crashed and burst into flames near Beauvais in northern France, taking the lives of 12 passengers and 36 crew members. This was a long lecture supported by much technical detail, which helped to explain how the authorities collectively found themselves in a ‘no turning back’ situation, even though the warnings were clear and risks apparent to those in the know.

Following a successful round-trip crossing of the North Atlantic in July 1919 by military airship R.34, Government attention switched to providing reliable and comfortable air links with the Empire

countries. Thus was born the ‘Imperial Airship’- two of which were ordered by the Air Ministry: R.100/G-FAAV built by Vickers in Howden and R.101/G-FAAW constructed by the Royal Airship Works at Cardington. Both craft were of similar design

Both craft were of similar rigid design, having a padded metal framework covered in doped linen containing bags filled with hydrogen. Vickers (whose Chief Designer was Barnes Wallis of later “bouncing bomb” fame) chose six Rolls-Royce Condor petrol engines to power their R.100 while the Ministry specified R.101 would be fitted with five Beardmore

Piston from the Beardmore Tornado engine and other original equipment from R101

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Tornado diesels. Both airships were completed in 1929 and in July 1930 R.100 left for a trouble free round-trip flight to Canada. R.101 however was back at Cardington for major modifications following disappointing flight trials. To increase lift the RAW designers inserted a new 45 ft central bay and additional gas bag.Imminent departure for Karachi...

Reconstruction was completed on 1 October and after a satisfactory 17 hour trial flight in calm conditions, Air Minister Lord Thompson instructed R.101 be made ready for an imminent departure to Karachi. It was a matter of concern at the RAW that she had not yet been tested at her maximum design speed or in rough air. In a desperate effort to reduce weight formal dining tables in the passenger compartment were replaced with card tables, biscuits were removed from tins and placed in paper bags. Conversely the Minister’s considerable personal effects included a large Indian rug!

Forecast weather on the morning of 4 October predicted deteriorating conditions with a moderate wind strength and low cloud over France. Departure was set for late afternoon and at 18.30 R.101 left Cardington for Egypt heading south east at 1500 ft just below the cloud base. Three hours later she crossed the English coast reporting an increase in

wind strength. Crossing the French coast at St. Quentin, R.101 signalled ‘after an excellent supper passengers have smoked a final cigar and gone to rest’. At about 02.00 witnesses glimpsed airship lights through broken cloud to the east of Beauvais. The airship entered a steep dive

On board the watch had just changed and surviving crew members recalled the airship entering a steep dive. The control car watch officer is said to have ordered ‘engines low power, full up elevator, release nose ballast’ but after a second dive R.101 struck the ground in a level attitude at a low forward speed. Fire immediately broke out, consuming the airship as the gas bags exploded. Among the passengers lost was the Director of Civil Aviation, Sir Sefton Brancker. Only six crew members survived to give evidence ...

Only six crew members survived to give evidence at the subsequent Court of Inquiry. Our speakers, members of the Airship Heritage Trust, ended their talk with a summary of the many causes of Britain’s worst inter-war civil aviation accident. However, all who attended this lecture had probably already reached their own conclusions.

Richard

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SEPTEMBER TALK – ‘Weather Forecasting – past, present and future’ by David Braine, BBC Spotlight, Plymouth

‘I wonder if it will rain?’ Rather unkindly, I am sometimes inclined to think the answer we are given is hardly more reliable than the ‘Stars’ in the newspaper telling your fortune for the day. However, David Braine’s very enjoyable talk showed how forecasting really is getting better, but is subject to so many unpredictable variables. David is a professional meteorologist, not just a TV presenter. After leaving university, he became a research diver on North Sea oil platforms, before being attracted by an eight year Fleet Air Arm commission as an Observer in Sea Kings in 1987. It was here that he specialised in Meteorology and Oceanography. He left the Navy and after an audition with Bill Giles at the BBC, David quickly became a part of the BBC weather team in Plymouth.

His message was that there is no money to be made in simply forecasting the weather, improvements in forecasting have been driven by events and disasters.

It was in 1850 that the Met Office was established by Admiral Fitzroy (Captain of HMS Beagle on Charles Darwin’s voyage), because hundreds of ships were being lost in storms – the need driven by crisis. Wireless Telegraphy in 1909, WW2 in 1939, early computers in the new Bracknell centre in 1962, satellites and now super-computers have been the milestone stimulants for progress.

Anxious moments before D-DayAn example of the crucial

importance of forecasting is the anxious moments before D-Day in June 1944, when forecaster Group Captain Stagg was able to predict a brief lift in the atrocious weather to enable General Eisenhower to order the invasion to proceed.

Today, weather computers make 1,000 billion calculations per second and satellites chart the size, speed and direction of waves world-wide and predict how it will affect our weather. One thing that never changes is the consistent powerful influence solar energy has on our weather. So far away, but don’t we just feel it. With

all the wonderful technology now available we think we are clever, but whatever we do, raw nature is still sitting there with a cheeky grin on its face. A good evening, with good questions from our packed audience. Thank you all.

Robert

A fictitious synoptic chart of an extratropical cyclone affecting the UK and

Ireland.

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FRIENDS’ VISIT TO RNHF - 3 & 4 OCTOBER

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(Above) Lt. Cdr. Mike Abbey RN explains finer details of handling the RNHF Fairey Swordfish LS326 to SOFFAAM members. (Photo: Richard Hufton)

(Top left) SOFFAAM members with Lt. Simon Wilson RN in front of FNHT owned Hawker Sea Fury T20 VX281/G-RNHF. Photo: Tim Smith)

(Bottom left) SOFFAAM members get a view of the cockpit of Swordfish LS 326. (Photo: Richard Hufton)

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A FIRST HAND DIM VIEW - NORWAY, 1940 By Telegraphist Air Gunner Dickie Rolph

Some events have had a fair share of publicity, some have been casually mentioned as of little consequence and some a mere whisper of a mention in passing. There are those who have said (if a disastrous cock-up was made) that such events are best forgotten. But that view is hardly fair to those who had to carry the can, and certainly not fair to the memories of those who failed to return. Above all, it was unfair to those who came after because they were denied the benefits of the lessons learned from those experiences.

Having covered the withdrawal of British, French and Polish troops from Narvik to a little north of Trondheim, the ships carrying them back to England and France were being escorted by units of the Home and other fleets. In the afternoon of 7 June 1940, HMS Ark Royal was closing HMS Glorious and we were treated to the sight of five Hurricane fighters being landed on Glorious by RAF pilots who had not seen a carrier’s deck before and did not have the benefit of arrester gear. All made a good landing and we thought that perhaps this would be a starter for a better fleet fighter. We in Ark Royal and attendant destroyers parted company to go about our

own business of providing wide cover for transports whilst Glorious and her destroyers set off for Scapa Flow. The German heavy ships,

Scharnhorst and Blucher, caught up with them early the next morning and sank the lot before any clear alarm signal was transmitted. Later that evening, Ark Royal changed course towards the Norwegian coast. The German heavy ships had come to rest in Trondheim and secured close to the town jetty.

An attack on these ships was planned, using 15 Skuas, armed with 2501b SAP bombs. We were to have the protection of six long range Blenheim 4Fs as fighter cover and six Beauforts of Coastal Command, which would bomb Varnes airfield near Trondheim to keep the numerous German fighters on the deck. The scheme of the attack was that the Beauforts were to attack at 01.58 and our attack was to begin at 02.00, using our usual kind of approach, gliding

Scharnhorst and Blucher caught up with them ... sank the lot before any alarm signal ...

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from 13,000 ft to about 9,000 ft before going into the final dive for dropping the bombs. We had a bit better briefing than before on such occasions, but much was still left unanswered, particularly so when we were handed £40 in Norwegian money - its import was not lost upon us. We were also given better maps and a departure point for return.

All aircraft were ranged and loaded by about midnight. In those latitudes at that time of the year it

was dusk, but by 01.00 it would be clear daylight again. My aircraft was on the starboard side, right aft, the last one to go and a long way to walk with all the bits and pieces one had to carry. My pilot, Petty Officer Monk (later Lt Cdr

DSM Retd) and I shared the same mess and had had some discussions about our antics in the air against German fighters. We had come to the conclusion that since we were much slower it would serve us best if we flew slower still under provocation. You see, even though we were fighter dive bombers, no effort had been made to drill us in any form of air evasion tactics. Air fighting was hardly ever discussed by anybody. It was assumed that you would automatically know all about it.

The sky was clear of cloud, and we could see for miles as we came in from the sea. At the beginning of our glide I could see the hangars on an airfield some miles from Trondheim well alight and on looking up I saw six twin-engined

Skuas of 800 Squadron embarked in HMS Ark Royal, c. 1940

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aircraft some 3,000 feet above us. I reported to my pilot that they were the long range Blenheims. Shortly afterwards these aircraft put their noses down and their twin tails came into view. I changed my report to Me 110s, and by this time

there were more than six. At this time also all the AA guns in the world seemed to open up on us, heavy stuff from the ships, batteries along the jetties and main streets of the town, and short range stuff so thick that there wasn’t a gap to get through at all. It looked as if a circle of people were standing around throwing up handfuls of lighted stones. The Me 110s were almost shoving each other out of the way to have a go.

As I started firing at the first one, I was sure that I was about to accomplish the air gunner’s dream by shooting down an attacking fighter because there were flames coming out of the front of it. I soon realised that the flames were from his cannon and machine guns fitted in the central nacelle and his shells and bullets were going above, below and either side of our aircraft. I thought that his harmonisation was pretty poor but realised that he was inside his

normal harmonisation range. He had to alter course violently

as my pilot really did his stuff in bringing the Skua almost to a stop. The 110 pulled up very sharply followed by others. Each time PO Monk carried out the same stunt - back throttle, up nose, turn towards. There was one occasion when there was a group of 110s tearing round in a circle just below us, about eight of them, all their rear gunners having a go at just us! I thought that it was a bit unfair. I hope that I was faring better than they were. Finally they gave us the benefit of their departure for which we were thankful. By this time we were miles away from the target area without bombs, having got rid of them during the first attack. Heading north up the fiord away from Trondheim we had a discussion and decided to make for the island given us as a departure

point. From there we set course for the carrier.

On nearing the coast with our departure island a long way ahead, we met a group of German twin-engined aircraft, which we took for JU88s returning from bombing the fleet. It was a case of closing one’s eyes, and hoping

All the AA guns in the world seemed to open up on us ...

We met a group of four-engined German aircraft ...

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that you would not be seen. We believe that the Jerries must have done the same for no violence was forthcoming and we passed slightly below them well to one side. On leaving our departure point, the Island of Hitra lighthouse, we climbed so that I could quickly get a good signal from the homing beacon, from which we calculated our course to steer back to the Ark. This was successfully obtained and PO Monk showed great faith in accepting my new course to steer - a difference of some 60 degrees. After what seemed a very long time we sighted Ark Royal dead ahead.

It appeared that much had been going on since our departure some three hours or so before, fog was responsible for a collision, I believe. There were also some attacks by the Luftwaffe. We were not kept waiting long before being allowed to land on. We were

the first back and were hustled up to the “office” to report to VAA (Vice Admiral Wells). It went something like this:-

“Well, Monk, what happened?” “Sir, the bloody fool who laid

this trip on ought to have his head tested!”

“Now now, tell me all about it.” … and PO Monk did do that. I

was hardly spoken to. I offered a drawing I had made of the ships’ positions in Trondheim and the torpedo nets, but no one seemed to want that kind of thing. No- one seemed interested in the air

fighting part of the trip. We were ushered down to the wardroom, and I was offered a pot of very flat beer. Now I ask you – flat beer, empty stomach, `shaky do’ just completed and all I wanted to do was to tell someone how successful our tactics had been in getting the better of a huge gaggle of German fighters. Not a soul seemed interested!

Five Skuas returned from this attack. Our CO Captain Partridge RM became a POW, his observer Lt Bostock (my boss) was killed. A colleague, PO rating Observer H G Cunningham (later Lt Cdr Cunningham DSM Retd.) who was navigator of the Red sub flight (pilot Lt Finch Noyes) was shot down by two Me 110s carrying out a scissors attack, had the experience of using a smouldering parachute when he had to bail out. He was rescued from the fiord and taken before the German Naval

“Sir, the bloody fool who laid this trip on ought to have his head tested!”

I was offered a pot of very flat beer ..

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Captain for interrogation. On being pressed to admit that he came from the Ark Royal, he had the pleasure of telling the Captain that was

impossible since the Germans had already sunk it twice. I understand that the Captain was far from amused!

It was this attack and the indifference shown that made me specialise in air gunnery when the opportunity came. I was able, when I was the Chief Air Gunnery Instructor at the TAG school in Canada, after a struggle, to arrange for fighter evasion exercises to be a part of the air gunnery course, using a Canadian built Hurricane for the purpose. It is perhaps ironical that I and five other CPO (A) air gunnery instructors later spent some months with the RAF and qualified as Air Gunnery Instructors and Gunnery Leaders, in which all the lessons learnt were used to the full.

Who can say what such an attack was worth? It was an awfully long time ago.

This first-hand account of Skua operations is provided as a follow-on to Tony O’Toole’s article in Jabberwock 68. It is reprinted from Jabberwock 20, of July 1988.

“... the Germans had already sunk Ark Royal Royal twice ...”

REMINISCENSESBy Peter Dallosso

During my 13 years flying in the RN, several incidents occurred on which I look back with amusement on some, but not with others. Here are a few of them. They are in roughly chronological order; names have been reduced to initials to save embarrassment.

Readers familiar with the Stearman N2S will remember the one-way speaking tube (Instructor to Student). The student could only respond by looking into the rear view mirror and shaking or nodding his head as appropriate. My Instructor (Ensign J P) did not like the British. I progressed very slowly, probably partly because I suffered occasions when the stick was rattled against my knees, and his voice came through: “Ok, you g____ d____ Limey, fly the s__ of a b_____ how you like”. Fortunately I got a change of instructor and was relieved to get off solo after 14 hours.

I did not enjoy my first solo in the Corsair – hydraulic failure! Fortunately it occurred before I got the wheels up. To add to the general confusion, the wind had changed 180o in my absence – enough said.

Who remembers ADDLs? Aerodrome Dummy Deck Landings. The Corsair, with its very long nose, needed a curved approach and short

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straight final. With the CO ‘batting’, a certain Sub Lieut (A) TD, who is of rather short stature, made an off centre landing and disappeared off into the grass. Later I heard the CO say “Well T, what were you up to?” T replied “Well sir, I can either see out or keep straight, but I can’t do both”.

For general pleasure, seaplane flying is probably my favourite – particularly the water handling – picking up a buoy, slick or choppy water approaches. The Walrus, with a “pusher” propeller could be managed solo – set the cockpit controls for starting, crank up the inertia starter on the engine, pull the starter toggle and as the engine fires jump in the cockpit, slip the buoy line and away. I used to practise the manoeuvres in Padstow Harbour with my new wife waving from the jetty.

Another pleasure - after practising landings in the Solent, returning to Lee could be made on the surface – up the slipway, across the main road, stopping the traffic and dripping your way through the large gates into the airfield.

I only “ditched” once, a Firefly, and swam away from it, so I consider it a good “ditcher”. We were catapulted off HMS Glory for ASPRO duty, carrying two depth charges. At about 800 ft the Rolls Royce Griffon gave up. Luckily I remembered to jettison the depth charges, as they exploded on impact (an impossibility according to the TAS Officer later). I turned along the swell and put

her down. The crew were using “low level mode” of dress – oxygen disconnected, parachute harness undone but dinghy secured to Mae West. The aircraft settled evenly. By the time I stood up I was up to my waist in water (survival suit being worn, sea temp 39oF). My observer was also quickly out and 15 minutes later we were picked up by the USS Hanna, and an hour after that back on board Glory by jackstay transfer, in exchange for two dozen bottles of whisky.

Sea time followed and a watch keeping ticket. How pleasant to serve in HMS Gambia, a comfortable Colony Class cruiser, instead of an overcrowded carrier.

I’ve flown two aircraft with certain handling difficulties, a Gannet T5 and a Firefly 4. The Gannet troubles are described in my article in “Jabberwock” no. 52, Autumn 2004. The Firefly incident occurred at Arbroath. The take off was directionally very uncertain as was the initial climb. A few minutes reverse thinking and I worked out that the rudder trim was connected in reverse (all other trims and controls were normal). I returned to Arbroath with the trim central and took a deep breath.

Drogue towing and target towing were interesting, and occasionally exciting, tasks. Towing with a Corsair involved laying the drogue ahead of the aircraft and then, with plenty of flap, lifting off, abeam the

(continued on page 38)

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A HOLIDAY IN CORFUBy Keith Chadbourn

In 1975/6 my Westland Test Pilot colleagues and I were required to ferry Commando helicopters, a Sea King derivative, to Cairo. The route was from Yeovil to Bournemouth (to clear Customs) then Lyon (refuelling) Nice (overnight) Naples, Corfu (overnight), Athens or Heraklion (overnight), Alexandria, Cairo. Four days and 20 or so hours flying. There were always two of us and occasionally an Egyptian pilot on board to learn the route, with a view to ferrying their own aircraft in future. They never did. Perhaps

sleeping most of the way didn’t help. Some of them had bought furniture and carpets in England (I know, carpets to Egypt?) but they had. Anyway the carpets made acceptable beds. The then Chief Test Pilot had said that the senior ones of us would not have to do many trips, but I did six, five there and one back (more of this later), and enjoyed all of them.

At Corfu on the fourth journey the Service Engineer who was with us would not sign the aircraft as fit to fly as one of the main rotor

Westland Sea King Commando. (Photo:WHL)

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blade tell-tales was showing black. Sea King/Commando blades are filled with pressurised nitrogen so that if the blade develops a crack the gas will leak and the lack of pressure will show at the blade root. It may well have been that the tell-tale was faulty, but of course we had to believe it.Likely to be there for some time ...

The aircraft was likely to be there for some time, so my co-pilot flew back to UK. Arrangements were made to ship a new blade

out by Hercules on its routine flight to Cyprus and to pick up the unserviceable one on the way back in three days time.

I arranged to borrow a set of hand-pumped airstairs from Olympic Airways and by using two seat-back cushions and some concrete blocks the Service Engineer and I were able to take the weight of the blade and un-ship it, lowering it gently to the ground. We didn’t need to be particularly gentle but we used the manoeuvre as a training exercise for the fitting of the replacement.We only had one screwdriver ...

The Hercules duly arrived and off-loaded the crate containing the

new blade. The crate was made of wood and some 20-odd feet long, with a lid held on by screws, every foot or so. As we had only one screwdriver, the lid removal took some time, but the sun shone and we were visited on the hardstanding by curious onlookers, some of whom were more distracting than others. When we came

to fasten the box lid we discovered that the screws were different lengths, which we hadn’t noticed before. Now a short screw will go

“Some of the onlookers were more distracting than others” Stewardesses from Sterling Airways

(Author’s photo)

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in a deep hole, but it’s not until you try to put a long screw in a shallow hole that you find it won’t go. Westland’s Export Packing Department was not our most favourite at that moment. A length of wire and a piece of chalk made life easier. We had it all battened down just in time for the returning Hercules.

New blade fitted, we then had to track the rotor, but without tracking equipment. Reckoning that the new blade would show as the odd one out we made sure it would be the low one and took it up bit by bit until a test flight showed that the aircraft was fit to fly, albeit not terribly smoothly, to Cairo.Pittard’s best quality calfskin ...

As to the aircraft coming back to UK, Westland had made two VIP Commandos for President Sadat. These were soundproofed and fitted with armchairs for the VIPs and tables and chairs for aides, secretaries and so on. Tables and chairs were covered in Pittard’s best quality white calfskin, gold tooled. The aircraft was coming back for updating before final specification of the second one. At the meeting to settle this we were asked if we would replace the table-top leather with Formica, as leather was very cheap in Egypt and Formica much prized. A quotation from the Koran

The Egyptians left a quotation from the Koran in brass to be

attached to the door between the Presidential compartment and the flight deck. The brass carving proved to be too long to fit on the rather narrow door so in order to avoid offence by cutting some off, not knowing what it said anyway, it was left on one of the seats for when the aircraft was delivered. When I was next in Egypt I discovered that a piece had been sawn off and the brass nailed (yes, nailed) to the door, the nails protruding on the other side.The President was complaining

I was in Egypt on this occasion because the Egyptians had complained that the Presidential aircraft had developed a high vibration and the President was complaining. I discovered that they were flying at Vne and above. I should explain that Vno is velocity normal operating, and Vne is Velocity never exceed. They explained at a meeting attended by Colonel Gohari and Colonel Nabil, the President’s pilots, that the President always wanted to get to where he was going early, and was not good at arriving in time for a prompt take-off. I couldn’t see a way out of this, but light dawned and I pointed heavenwards and said that he would get where he was going before his time if they kept exceeding the aircraft’s limits. They concurred.

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SWORDFISH SCHEMATICPart Two of an occasional series by Jim Humberstone

The drawing is of an oblique view of the nose and engine of the aircraft looking forward from the port side. The detail shown is of a Mark II aircraft fitted with the Pegasus IIIM3 nine cylinder radial engine delivering 775 horsepower at sea level.

The Townend ring, named after its scientist inventor, was the outcome of research carried out using NPL wind tunnel tests. Ring cowlings serve to reduce the drag around the engine and improve cooling. The leading edge of the Townend ring is, in effect, a thickened pipe, collecting exhaust gases, which are discharged behind the engine on the starboard side.

Starting the engine requires an inertia flywheel to be spun up via a detachable crank handle turning a chain drive. To facilitate this exercise high up on the side of the aircraft, a step is provided for the operator at the top of the undercarriage leg covering.

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JOHN EDMONDS - THE FIRST MARINE PRIVATE TO FLYBy Captain R C Swales BSc RN

Naval Aviation reached its centenary year in 2009 and it is timely to recall the part played by the Royal Marines in the earliest days of naval flying. The first naval officers to qualify as pilots were granted their certificates by the Royal Aero Club in late April and early May 1911. Major Eugene L Gerrard RMLI was one of the pioneering four who were trained at Eastchurch. Other RM

officers would follow his example over the next three years. By the time that the 500th Royal Aero Club Certificate was issued in May 1913, nine members of the Corps were qualified as pilots. Eight of these were officers, but one man - the third member of the Corps to learn to fly - did not hold a commission.

John Edmonds was born in Walworth, London on 4 December 1881 and by the age of 18 he was earning a living as a slater’s labourer. In 1912, at the age of 30, he became the first non-commissioned pilot of the Royal

Navy, the twentieth qualified naval pilot and one of the earliest pioneers of manned flight. He achieved this singular distinction as a private in the Royal Marines Light Infantry (RMLI).

Edmonds enlisted on 29 June 1900, at the age of 18½. He followed the usual recruit training at Deal until February 1901 and

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for the next ten years he followed a typical career. His first draft was what must have been a pleasant three years (1902-05) in HMS Terror, the base ship on the island of Bermuda, for duty at the “Commissioner’s House”. His sea time was spent mainly in cruisers, including two years on the China Station in HMS Astraea and 21 months in the scout cruisers Attentive and Foresight. Throughout this time he remained a private RMLI, consistently assessed as ‘VG’ and being awarded two Good Conduct Badges, with no time forfeited. His ‘crime sheets’ show a couple of minor offences: one charge of “Parading with his rifle in a filthy condition” shortly after leaving Deal and a charge of “Idling on the works” one (probably sunny) afternoon in Bermuda. A run ashore in1908 resulted in one more serious charge: “... did return from leave drunk and remained unfit for duty 9 hours”. In April 1911 he was drafted to HMS Wildfire, the shore base at Sheerness. His careeer took a major change of direction ...

In September 1911, his career took a major change of direction. He was drafted to HMS Actaeon, also at Sheerness. Actaeon was the depot ship for torpedo training, but she was also the pay and administration base for the Naval Flying School, which had just been established on the Isle of Sheppey at Eastchurch, the cradle of Royal

Navy aviation. John Edmonds was formally drafted into the Royal Naval Air Service from this date (he was, presumably, a volunteer for this exciting new trade), retaining his RMLI register number and rank of private. (Strictly speaking, the RNAS did not yet exist. The Naval Flying School, Eastchurch, and the Air Battalion of the Royal Engineers were the aviation units in 1911. The Royal Flying Corps was formed on 13 April 1912 and absorbed these two units, but the staunchly independent Eastchurch organisation was soon known as the Naval Wing. On 1 July 1914 the Naval Wing became the Royal Naval Air Service under direct RN control.)Under Samson ... he was taught to fly

From September 1911 until May 1913, Edmonds served at Eastchurch as a private, but was undoubtedly employed as an aircraft mechanic. His record of service gives no indication as to where a former slater’s labourer acquired any technical skills. Presumably, like most early aviation experience, it was gained on the job. The Commanding Officer at Eastchurch was Lieutenant Charles Rumney Samson RN, the first qualified naval pilot. It must have been under Samson’s patronage that John Edmonds was taught to fly. Why an RMLI private should have been the first man selected for this training is unclear, because the Eastchurch

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school had many more senior and more experienced technical ratings than Edmonds. One of Edmonds’ flying instructors was Captain Robert Gordon, RM, who was noted as having flown with him in the “School biplane” on 13 July at Eastchurch. ‘Flight’ magazine recorded that on Friday 26 July John Edmonds “… went for his brevet, but was unable to land within the specified distance of the landing spot. He again tried on Saturday, but had to come down owing to engine trouble, which was apparently due to castor oil having found its way into the petrol feed through a leak in the tank. This was rectified, and on Monday he successfully accomplished the test.”

On 30 July 1912 John Edmonds was granted Aviator’s Certificate No. 262, qualifying at Eastchurch on a Short Biplane. ‘Flight’ magazine of 3 August 1912 records:

“First Marine Private Gets Certificate. The first private to qualify for the Royal Aero Club certificate at the Naval Flying School at Eastchurch is a “soldier and sailor too”, Private J. Edmonds, of the Royal Marines.

He has been serving under Commander Samson, and used one of the Short biplanes.”Edmonds qualified as a pilot two

weeks before “the Father of the Royal Air Force”, then-Major Hugh Montague Trenchard CB (Cer-tificate No.270), who had been a difficult pupil and was considered a poor pilot. He embarked in HMS Hermes

During the next two years, Edmonds remained at Eastchurch, except for the period May to December 1913 when he embarked in the cruiser HMS Hermes. She was an old light cruiser which had been converted to carry seaplanes. Private Edmonds joined her on the day she re-commissioned after conversion. During the

Short Folder seaplane (S.64), serial number 81, being hoisted out from HMS Hermes. (Photo IWM)

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remaining months of 1913 a series of successful seaplane launching and recovery trials were held in her. Hermes became the embarked HQ of the RFC Naval Wing and in July 1913 she participated in the annual naval manoeuvres to demonstrate the new capability of aerial reconnaissance at sea.Clearly, not all this period was em-barked. ‘The Aeroplane’ magazine

of 13 November 1913 records:“At Eastchurch Naval Flying School much

flying has been done, despite the weather … Thursday was a very busy day as most of the machines were out for tuition flying and cross-country trips. The pilots flying included: Capt. Lushington, RMA; Capts. Courtney and Barnby, RMLI; Lieuts. Davis, Miley and Osmond, RN; Eng. Lt. Briggs RN; Asst. Paymaster Finch Noyes, RN; Sub.

Lieuts. Rainey, Marix, Pierce, Young and Littleton, RNR; Petty Officer Andrews RN; Ldg. Seaman Bateman, RN; and Private Edmunds [sic], RMLI.”

It is interesting to note that among these early naval aviators, some of whom would go on to illustrious careers in flying in WW1, Private Edmonds was the most senior by date of qualifying as a pilot. On final disembarkation, just before

Christmas 1913, Edmonds and the rest of the Eastchurch squadron were transferred to the books of HMS Pembroke III and the admin-istrative HQ Naval Wing moved to Sheerness. Through 1914, Ed-monds still appears in the ranks of active pilots at Eastchurch.

‘The Aeroplane’ of 30 April 1914, p.507 notes:

Short S34. Pusher biplane, which Edmonds was recorded as piloting in May 1914. This was an ‘improved S27’ fitted with a 50hp Gnome and a nacelle for the crew of two in

tandem.

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“Their Majesties’ Aerial Escort. At Eastchurch [on Tuesday 21 April] … Comdr. Samson, RN (BE No.50), Eng. Lieut. Briggs, RN (Blériot No.39), Lieut. Osmond, RN (Caudron No.40), Lieut. Littleton, RNR (Sopwith No.27), Sub. Lieut. Peirse, RNR (Avro No.16), Sub. Lieut. Rainey, RNR (Short No.3) and Pte. Edmunds [sic], RMLI (Short No.34), all flew to Dover and flew over the Royal Yacht at their Majesties’ departure for France. … On Thursday … Lieut. Osmond, RN (Short No.65) … and Pte. Edmunds [sic], RMLI (Short No.34) were scouting. … On Friday, Comdr. Samson (Short No.10) … and Pte. Edmunds (Short No.2) were out.”

‘Flight’ of May 1914 reports from the “Royal Aero Club Eastchurch Flying Grounds” the following activity for the last days of April:

“Tuesday – The following made a fine flight to Dover, flying over the Royal yacht in harbour before leaving for France and returning [seven machines led by Cdr. Samson and including] 34 Short, 50h.p., Private Edmonds, RMLI.

“Wednesday – Fine morning, storm midday. The following were scouting nearly all day [four machines including] Short No 34, 50h.p., Private Edmonds, RMLI.”

Private Edmonds was similarly recorded as airborne in the Short No.34 on the next two days and also in the following 1914 editions of the magazines when “Quite a lot of scouting was done” from Eastchurch. Edmonds, as usual, was the only private among a group of pilots who were commissioned officers.

On 1 July 1914, the day the

RNAS was formed, Edmonds was advanced to Leading Mechanic. On 20 July every serviceable naval aircraft was launched to fly in formation over the Fleet Review at Spithead and Edmonds was surely one of the pilots. (Ed: This was the first time that aircraft had appeared at the Fleet Review.) Two weeks later Britain declared war on Germany and it appears that Edmonds’ active flying career came to an end as the RNAS went to war. Samson was ... ordered to the Continent

In late August Flight Commander Samson was ordered to take his Eastchurch (Mobile) Squadron over to the Continent, initially to support the RM Brigade at Ostend. In his book “Fights and Flights”, published in 1930, Samson commented on this operational deployment:

“… the aeroplane men … were about seventy in number … I may add that among my aeroplane men were five or six whom we had taught to fly at Eastchurch. The whole lot were a splendid set of fellows, and were in fact the finest body of men it was possible to command. Practically every one of them had been personally selected by me, in the early days of Naval aviation, out of volunteers from the Navy. Never once were we let down by our men, and both in France and the Dardanelles they worked like slaves … They were the very pick of the RNAS, which means that they were absolutely second to none. I must mention some of their names …” [among a list of fourteen names – nine RN, five RM – is that of Leading Mechanic John Edmonds].

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Samson contrived to remain in France and Belgium until February 1915, leading a mixed RNAS force of aircraft (now re-named No.3 Squadron RNAS) in the air and an innovative unit of armoured cars (the ‘Motor Bandits’) on the ground. Jointly planned and executed operations by the aircraft and armoured cars introduced a new, ground-breaking method of warfare. During this period Edmonds is recorded by Samson as being present as his “personal servant” but he was clearly more than just a batman. A typical ‘stunt’ by this pioneering unit was recorded by Samson when, in October 1914, Flight Lieutenant Marix, RNAS, had been left with an armoured car party guarding an unserviceable aeroplane in hostile territory:

“… to a man of Marix’s disposition a long wait was rather boring, so he had set off to see if he could come across any Uhlans who might still be lurking in the neighbourhood. He took with him eight men, including Private Edmunds [sic], my servant, and Gunner Allen, one of our old Eastchurch Marines, and went towards a château in which Uhlans were reported to be. Placing his party so that they surrounded the building, he advanced towards it with Edmunds and Allen. Before he got within

200 yards of it more than twenty Germans dashed out, some mounted, others on foot. He opened fire and gave chase. … The chase resulted in the death of one German and the capture of the officer and one trooper, who surrendered. The officer was very angry when he saw the small numbers of the party who had defeated him.”Samson had a high opinion ...

Samson had a high opinion of certain men in his force. He later recalled an armoured car patrol in Belgium:

“I took … the 3-pounder [gun] lorry and two armoured cars. [Lt] Warner acted as gunlayer to the 3-pounder, a job he kept throughout; he was a very fine shot, and would not let anybody else fire it. Armourer’s Mate Hughes and Gunner Platford were his chief assistants, and Private Edmunds always used to come as well. With this doughty four one felt confident to take on anything.”

John Edmonds was advanced to Petty Officer Mechanic on 1 January 1915. The buccaneering

RNAS armoured cars at Cape Hellas, 1915 (Photo IWM)

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exploits of 3 Squadron with the BEF came to an end when they returned to England in late February of that year and they were ordered to deploy to the Dardanelles to support the Mediterranean Expeditionary Force in the Gallipoli campaign. The advance party under Samson’s command was established ashore on the island of Tenedos by 26 March. Bombing of Turkish positions began on 2 April. Edmonds remained with the RNAS on Tenedos and, later, Imbros until September 1916 when he returned to England. The next part of his service is recorded as being at RNAS Cranwell, a main training base, from September 1916 to December 1917, during which period he was advanced to Chief Petty Officer Mechanic 3rd Class on 30 April 1917. In 1918, CPO Edmonds’ naval career ended

On 31 March 1918 CPO Edmonds’ naval career ended when he was transferred to the Royal Air Force, which formed the next day. His entry in the RM Medal Roll shows that he was awarded the 1914 Star and Clasp (for his service, under enemy fire, with No.3 Squadron) and the British War and Victory Medals. The 1914 Star was issued to him on 24 July 1919 at 38th Training Squadron, Tadcaster, where he was serving with the RAF. His other two medals were issued to him personally and his Clasp was issued to him on 8

November 1921. It is probable that he had by this time left the RAF.

In 1930, Samson noted of his early ‘aeroplane men’ from Eastchurch:

“I am glad to say that a large number of these men now hold His Majesty’s Commission as officers of the RAF; but not one ever received adequate advancement.”

John Edmonds, the RMLI private who led the way in those early days of flying, was not among those who were commissioned.

Editor’s note: This an abridged version of an article originally published in “The Sheet Anchor”, the Journal of the Royal Marines Historical Society.

HMS Hermes was a Highflyer class protected cruiser, commissioned in October 1899. She was re-commissioned as a seaplane carrier in May 1913. At the start of World War 1 Hermes was used to ferry aircraft to France. On 30 October, she was torpedoed off Dunkirk by U-27 and sank with the loss of 22 of her ship’s company. Her captain, who survived, was Charles Lambe, who transferred to the newly-formed RAF in 1918 and retired as an Air Vice Marshal.

HMS Hermes in 1910, before her conversion

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TALES MY GRANDFATHER TOLDBy “Sandy” Saunders

It was in the days before the Sea Vixen saw service that I flew out to Malta in the back seat of a Meteor TT 20, having taken off from what is now one of HM Open Prisons, then the Naval Air Station at Ford. It was then called an indulgence passage, at a cost of one day’s pay, (37 pence in today’s currency) to enable me to visit the Wren who had left Brawdy for Hal Far a few months previously. I was navigating by DR using the back of a small sheet of plywood as my chart table, a sheet personally drilled around the edges to take woven basketwork under the supervision of the Chippy, for me (ever the big spender) to give her as a memento of my visit. We landed to refuel, first at Istres, near Marseilles, and then on to Decimomannu Air Base, at Cagliari on the island of Sardinia. There we had to climb on to the wing to self refuel, as the natives were having their midday siesta and not to be disturbed at any price, and certainly not at their Lordships’ behest.

Suffering blisters from the heat of the metal searing through the soles of our shoes, we climbed back under the canopy and set off on the third stage of our passage. I was nervously scouring the sea for a first sight of our destination but Malta remained obstinately hidden to the naked eye ….. and we had no radar. Our ETA came, and went, and this time

there were two pairs of eyes keenly searching to port and starboard, our search pattern veering no less than 20 degrees either side of our ESE course, praying that we might find an island, any island, and get down in time for tea.

We took some consolation that in this direction we must find land, providing we didn’t first run out of fuel. The coast was eventually spotted, and with my dawning concerns now fading, I called up RAF Luqa on the R/T. However, the widening amount of land on the horizon, stretching at least 100 miles both easterly and westward, re-awakened my anxieties, as Air Traffic Control at Luqa insisted we were not on their radar. Fast approaching Tunisian airspace ...

Simultaneously my pilot realized we were fast approaching Tunisian air space, and then, without the normal courtesies of informing me of his intentions, he went into a stall turn, dived to pick up speed, put on full opposite rudder, climbed steeply, rolled off the top of a loop, and reversed course.

All manoeuvres were so quickly executed that we avoided the need for the Tunisian defence force to be scrambled. Perhaps understandably, although he enjoyed the aerobatics, my pilot was not amused, at least

38


not until we finally landed at Luqa. We were then taken in the crabfat’s equivalent of a Tilly to the officer’s mess, where all was forgiven, as we downed two double iced gins and tonics, both at my expense. We parted on the best of terms, he recognising that it had just been my bad luck that a pocket sized handkerchief of cumulus in an otherwise cloudless Mediterranean should have chosen to hover just above Malta to coincide with my original flight plan.

I took a taxi to Hal Far, found my

Wren on the beach at Kalafrana, took her to the Phoenicia for afternoon tea, and got lucky. The sheet of plywood, now turned by her at EVT into a basketwork tray, survived at least the first dozen or so years of our marriage, which has since continued for a total of some 19,723 days.

Cartoon courtesy of Bill Reeks and 852 Squadron line book c.1944 (Some things never

change)

... drogue. Then followed a ‘stooging’ session while your friends fired painted bullets at the drogue and occasionally hit it.

Tugging a 32 ft winged target 6,000 ft behind the tug (the Short Sturgeon, a gentleman’s aeroplane) was much more interesting. The target was lifted off at short tow and winched out to 6,000 ft on approaching the range. After the exercise the target was winched in to short tow. Guided by a GCA controller (outside the van), the order “cut” was given, the Aircrewman did his duty and the target landed and kept straight on – or more likely careered off on to grass. The inability of ships to hit the target – given target height, course and speed before starting firing – was remarkable. In those days the “box barrage” remained the best way to defend the fleet against aerial attack.

May I close by blowing my own trumpet? I completed about 4,500 hours in the Navy on about 20 types without culpable accident, managing to walk away from two cases of undercarriage collapse on night circuits (Firefly), one ditching (Firefly) and two crash landings on the airfield (Corsair, Gannet). Somebody was looking after me!

REMINISCENSES(continued from page 25)

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38

SOFFAAM CHRISTMAS LUNCHWednesday 12 December 2012

Once again it is time to plan for the SOFFAAM Christmas lunch, to be held this year in the Warneford Restaurant on 12 December. The menu appears overleaf on page 40.Would you please complete the application form below and return

it with your cheque (made payable to SOFFAAM) for £20.50 by Wednesday 21 November. Please arrive at Warneford by 12.00. Lunch will be served at 12.30.

Wine or fruit juice will be served with the meal and is included in the price.

Maurice Biggs has a kindly agreed to give an illustrated talk on “RAF involvement in Operation CORPORATE (The Falklands conflict)” in the Westland Auditorium after lunch. Members and guests are most cordially invited to remain to listen to this talk.

To: Mrs Rosanne Crowther, St David’s, 5 Church Street, Martock, Somerset, TA12 6DS:

Name: .......................................................................................................

Name of Guest(s): ....................................................................................

Address: ...................................................................................................

.................................................Post Code..................................................

Telephone: ..........................................

Please indicate your choice of menu by ticking the boxes:

Beef BourguignonRoast Turkey Lasagne

Christmas Pudding Fruit Torte

40


SOFFAAM CHRISTMAS LUNCHMENU

Complimentary glass of mulled wine or orange juice on arrival

Roast Turkey and trimmingsor

Beef Bourgignonor

Spinach, ricotta and pine nut lasagne (V)

all served with seasonal vegetables and potatoes

Traditional Christmas Pudding with brandy sauce (V)or

Fruit Torte with cream

Mince Pies (V)

Coffee or tea, mints Crackers

£20.50

Published by The Society of Friends of the Fleet Air Arm MuseumNo.68 August 2012 No. 69 November 2012

Published by The Society of Friends of the Fleet Air Arm Museum

Cover design by Malcolm Smith

jjabberwockabberwock · 2013. 8. 3. · qualified pilots they thought it would be a bright idea to...

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