Part Two.
Having completed the first week,we were advised due to weather ,the programme would be on an opportunistic basis.If the weather clamped,ground school,we had no letdown aids,we could get a cloud break from Tangmere and leggit at low level across the Solent,But Sunderlands dont really mix with fighters.The alternate was Pembroke Dock,but as the majority of training was to be circuits and alightings,it would be played by ear.
First Flight.
Going out in the launch,slightly misty,the Sunderland looked very big,very majestic,if you ingnored the oil stains and seagull crap! One circuit of the boat,checking it was still in one piece,along side ,Captain off first,the crew had two important first actions ,start the APU and get the boat on short slip .
The engineer would get out on top and lower a section of the leading edge,inboard of No3,which gave him a platform to stand on. Then using a rope starter,just like a lawn mower,he would start the APU [Vincent Black Shadow Motor Bike Engine] we now had 24v.
One crew member,usually a W/Op would wind back the front turret,errect the bollard and wind in the anchor chain,which would bring the strop up to the bollard.On one horn of the bollard fit the eye of a eight foot long rope,put the end thro the eye of the buoy strop,then figure of eight round the horns,unshackle the anchor chain and the aircraft wire strop ,which had to be stowed under the forward nav window.All very nerveracking with cold fingers,greasy wires,god forbid you should drop it in the oggin.Now on intercom advise Captain "On short strop". No's 1 & 4 engines started and when T's & P's were okay,stop the APU and button up.Sound S ... on the klaxon.bowman would unwind rope from bollard and shout clear,raising arm above head, pilot would carefully bring buoy down port side keeping clear of hull and float.Crew menber in galley would advise when buoy was clear of aircraft.Bollard stowed,front turret forward and locked,taxi out and start 2 & 3 Engines.
I n those days there was certainly less water traffic than now,but still plenty to keep an eye on.One assumes all sailing craft and small boats are manned by morons and given plenty of room.You are accompanied by a pinnace,like a mobile runway caravan ! which warns off craft that might be a problem,also keeping an eye out for debris.
Runup engines in pairs,equipment check and when ready line up into wind,advise pinnace and pre take-off checks and open up,MUST KEEP WINGS LEVEL if you dip a float at speed ,you will be sans float and you have problems,sixty knots on the step,ninety knots ease back lift off ,ease forward up to one hundred and ten and climb away.After that its like any other large aircraft,albeit rather slow! In fact almost stately
Our first trip with the instructor demonstrating stalls, steep turns and before we could have a go the weather started to clamp.So it was a demonstration alighting [Please note,One does not land a flying boat.One Alights} and he decided we could spend a couple of hours learning the art of mooring.
Mooring takes six crew members,two pilots,two bowmen and two crewmembers on drogues in the galley.You have to contend with tidal currents,can be running at six knots on Spring Tides,wind has quite an effect on the large fin,its possible to almost sail the boat. So whilst its always best to approach the buoy into wind due to other moored aircraft/vessels its not always possible.If you dont know what tidal current you are expecting ,hold off and observe effect on other boats,how are they laying to their moorings.Having chosen your approach,and most importantly your escape route in the event you miss the buoy,shut down inboard engines and start to approach countering tide/wind to bring the buoy just off the port bow. Up front ,the two bowman have retracted the turret,errected the bollard and placed a small ladder clipped on the portside, One bowman perches on the ladder,holding on with right hand,ready to grab the buoy strop with the otherhand. The other chap can if the pilot cocks it up,make a grab with a boathook.But its unweildy and rarely if ever used. Having put the buoy in the correct spot,the strop is grabbed ,held up,second bowman puts free end of rope strop thro strop eye,figure of eight round the bollard and shouts "Cut" There are other actions going on.It may be necessary to approach the buoy at a fair old rate of knots to stem the tide/wind.just prior to catching the buoy the drogues are streamed to cut the speed.if you dont,the buoy strop can pin the chap on the ladder ,and taking the strain of 30 ton of boat across your legs can be dangerous! We practised about six differing approaches until we were all happy we knew what we were doing.Then called it a day.
Alighting, landing if you must!. Day approaches like any other aicraft,flare reduce power,advantages,you rarely have short landing area's,you can nearly always land into wind.Problems,waves or swell,can quite easily deal with moderate amounts,but danger of porpoise, Must keep wings level until low speed to avoid losing a float. Night landings were another matter.No approach lights,no Vasi. Pinnace will anchor six little lite boats,about the size of a small rowing boat,in a line along the best path. He will patrol along the port side,you land on the stbd.side.Make a normal approach,at 500 feet throttle back, trim nose up up and sink on.Try to flare at night and if you misjudge,go in nose first!! remember you have little or no vertical reference, she will flip.Another nautical touch. You had to be able to read the running lights of other craft.Are they moored/ moving,which way.As this was the approach to two busy ports,Southampton and Portsmouth,plus ferries,tankers for Fawley,could be quite busy.Plus four active aerodromes ,So a lookout was always in the astrodome,keeping a lookout, advising the pilot.He also manned a searchlight when mooring at night to illuminate other boats and craft on approach to the buoy.
We completed ninety hours of training.sixty day,thirty night. Bombing,gunnery,convoy patrols,but a lot of circuit work and then we were ready for our final assessment