Sunderland Flying Boat
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A Brief Resume
After basic training,Crew training on Wellington T10 at Swinderby,I completed 241 OCU Dishforth on Hastings and was posted to 24 Sqdn. Lyneham,bound for route flying. Whilst on end of course leave.I received a telegram telling me to report to 202 Sqnd.Aldergrove.Somewhat mystyfied on arrival I was informed my crew was to fly the "Bismuth" weather recce daily flights,whilst the remainder of the Squadron converted from the Halifax. After seven months,a posting arrived,No1 MRS St Mawgan ? No amount of explaining I was Transport Command achieved any result.You are now Coastal Command and you have not completed the appropriate OCU. Pissed off, I turned up at St Mawgan to find it was Lancasters,futher compounded by the fact that the postings would be Ballykelly or Kinloss. I hated N.I. and Scotland didnt appeal,but after prolonged bitching I was offered Sunderlands,with a posting to FEAF. I was happy to accept this,especially as the Old Man had been on boats with Imperial Airways at Southampton,and we lived at Hamble,just across from Calshot.
Sunderland OCU
Joining 235 OCU Calshot Nov. 1950 I was soon to find this was an entirely different world to that which I had been used to!
Just one crew.Informed we had to be on FEFBW by Jan 51.It was to prove a rapid transformation.
First week ground school. Not your average subjects! first lesson,How to splice a wire rope! taken by a hairy old matelot,who was not satisfied until all our tender hands ran with blood.[ Some 60 years later I can still splice a wire rope] second lesson.Flag Hoists,the nautical side of the training came thick and fast. After lunch,dinghy sailing,to understand deep nautical mysteries of tidal rips,tacking cross wind,down tide,up tide.To prove very necessary when trying to pick up the buoy on crowded mooring trots. And so it went ,the transformation to a combined Aviator/Sailor. At the end of the week we had our first visit to the aircraft.
Nautical traditions are strictly adhered to Captain is last to board the launch which takes you from the pier to the aircraft and first to disembark at the forrard door.The Sunderland is a twin deck aircraft and to run you thro the layout,on boarding, to the left anchor winch,twin 303's port and starboard fixed,pilots for the use of.Front turret,retrackable for mooring,twin 303's.right entrance to forrard wardroom,centre stairs to flight deck,far right Heads,with china flushing loo(engineers job to ensure header tank was full of seawater for flushing]. Thro wardroom,centre table two bunks,the galley,compared with other aircraft quite spacious,worktable fore and aft,twin primus stoves with oven,wash basin and plenty of stowage space.Opening hatches port and starboard for deployment of water drogues,centre ladder to flight deck.Next came the bomb room,two large hatches port and starboard which allowed the bomb racks to slide out under the wings.Plenty of space to stow internal carried bombs and/or baggage.Next came the aft wardroom,twin bunks,next port and starboard .5 machine gun platforms with opening hatches.Past these on stbd. side rear door[rarely used] port side workbench and vice,then up a catwalk to the rear turret,4x303's in a Fraser Nash turret. All doors are half hatches,you had to step over,in case of a hole in the hull,hopefully flooding could be contained in one compartment.
Coming forrard,steps up from the .5 platforms onto the radar deck,scanners uder each wing,outboard of 1&4 engines,throhatch,ladder back down to galley,radio and nav equipment port side,engineer stbd.over main spar,Nav to stbd, W/op to port ,behind Nav, Radar tent.centre stairs down to forrad door.Pilots port and stbd.Using the excellent internal views posted by S'land,you should be able to follow the walkround. Between the nav and w/op was a table,directly above the astro dome,which was also the access to the top of the fuselarge and the wings.Having had the conducted tour,we all assembled on the stbd. wing to be shown the apu[no trolley accs. on boats] refuelling points,yes you do your own refuelling.Its why you are taught flag hoists,T over E on the mooring mast to indicate to the skipper of the Cowes ferry to slow down,I am loading high explosives!!!
Now this next bit I am rather embarassed about. BLOODY SEAGULLS roost on the wings at night,nobody mentioned this,we we all wearing the old style flying boots with rubber soles,being a junior I was edging around the back to get a better view,when very gracefully I slid off the wing.It was like a skating rink.remember this was the Solent in November, as this was just a visit the launch was still there to take us back,he shot around to pick me up. Subsequently,when I raised the question why we were not warned,I was politely advised its a necessary learning curve,and anyway the staff have a raffle on which silly bugger will be the first!! Part and parcel of learning nautical ways.One hand for you,one for the boat.I now began to realize this was a somewhat different OCU!!
After basic training,Crew training on Wellington T10 at Swinderby,I completed 241 OCU Dishforth on Hastings and was posted to 24 Sqdn. Lyneham,bound for route flying. Whilst on end of course leave.I received a telegram telling me to report to 202 Sqnd.Aldergrove.Somewhat mystyfied on arrival I was informed my crew was to fly the "Bismuth" weather recce daily flights,whilst the remainder of the Squadron converted from the Halifax. After seven months,a posting arrived,No1 MRS St Mawgan ? No amount of explaining I was Transport Command achieved any result.You are now Coastal Command and you have not completed the appropriate OCU. Pissed off, I turned up at St Mawgan to find it was Lancasters,futher compounded by the fact that the postings would be Ballykelly or Kinloss. I hated N.I. and Scotland didnt appeal,but after prolonged bitching I was offered Sunderlands,with a posting to FEAF. I was happy to accept this,especially as the Old Man had been on boats with Imperial Airways at Southampton,and we lived at Hamble,just across from Calshot.
Sunderland OCU
Joining 235 OCU Calshot Nov. 1950 I was soon to find this was an entirely different world to that which I had been used to!
Just one crew.Informed we had to be on FEFBW by Jan 51.It was to prove a rapid transformation.
First week ground school. Not your average subjects! first lesson,How to splice a wire rope! taken by a hairy old matelot,who was not satisfied until all our tender hands ran with blood.[ Some 60 years later I can still splice a wire rope] second lesson.Flag Hoists,the nautical side of the training came thick and fast. After lunch,dinghy sailing,to understand deep nautical mysteries of tidal rips,tacking cross wind,down tide,up tide.To prove very necessary when trying to pick up the buoy on crowded mooring trots. And so it went ,the transformation to a combined Aviator/Sailor. At the end of the week we had our first visit to the aircraft.
Nautical traditions are strictly adhered to Captain is last to board the launch which takes you from the pier to the aircraft and first to disembark at the forrard door.The Sunderland is a twin deck aircraft and to run you thro the layout,on boarding, to the left anchor winch,twin 303's port and starboard fixed,pilots for the use of.Front turret,retrackable for mooring,twin 303's.right entrance to forrard wardroom,centre stairs to flight deck,far right Heads,with china flushing loo(engineers job to ensure header tank was full of seawater for flushing]. Thro wardroom,centre table two bunks,the galley,compared with other aircraft quite spacious,worktable fore and aft,twin primus stoves with oven,wash basin and plenty of stowage space.Opening hatches port and starboard for deployment of water drogues,centre ladder to flight deck.Next came the bomb room,two large hatches port and starboard which allowed the bomb racks to slide out under the wings.Plenty of space to stow internal carried bombs and/or baggage.Next came the aft wardroom,twin bunks,next port and starboard .5 machine gun platforms with opening hatches.Past these on stbd. side rear door[rarely used] port side workbench and vice,then up a catwalk to the rear turret,4x303's in a Fraser Nash turret. All doors are half hatches,you had to step over,in case of a hole in the hull,hopefully flooding could be contained in one compartment.
Coming forrard,steps up from the .5 platforms onto the radar deck,scanners uder each wing,outboard of 1&4 engines,throhatch,ladder back down to galley,radio and nav equipment port side,engineer stbd.over main spar,Nav to stbd, W/op to port ,behind Nav, Radar tent.centre stairs down to forrad door.Pilots port and stbd.Using the excellent internal views posted by S'land,you should be able to follow the walkround. Between the nav and w/op was a table,directly above the astro dome,which was also the access to the top of the fuselarge and the wings.Having had the conducted tour,we all assembled on the stbd. wing to be shown the apu[no trolley accs. on boats] refuelling points,yes you do your own refuelling.Its why you are taught flag hoists,T over E on the mooring mast to indicate to the skipper of the Cowes ferry to slow down,I am loading high explosives!!!
Now this next bit I am rather embarassed about. BLOODY SEAGULLS roost on the wings at night,nobody mentioned this,we we all wearing the old style flying boots with rubber soles,being a junior I was edging around the back to get a better view,when very gracefully I slid off the wing.It was like a skating rink.remember this was the Solent in November, as this was just a visit the launch was still there to take us back,he shot around to pick me up. Subsequently,when I raised the question why we were not warned,I was politely advised its a necessary learning curve,and anyway the staff have a raffle on which silly bugger will be the first!! Part and parcel of learning nautical ways.One hand for you,one for the boat.I now began to realize this was a somewhat different OCU!!
Last edited by Old Hairy; 23rd Jun 2008 at 14:51.
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Old Hairy:
Excellent so far. I never realised that you needed so much nautical knowledge for the Boats. Navigation, understanding a bit about tides, etc. yes, but the rest of it I never even guessed at.
You mentioned that you qualified on a Wellington and then flew Hastings. Did you also get to fly the Lancaster that you also mentioned?
Please do not take offence, but I had to laugh at the idea of you slipping on the seagull sh!t.
More please.
Excellent so far. I never realised that you needed so much nautical knowledge for the Boats. Navigation, understanding a bit about tides, etc. yes, but the rest of it I never even guessed at.
You mentioned that you qualified on a Wellington and then flew Hastings. Did you also get to fly the Lancaster that you also mentioned?
Please do not take offence, but I had to laugh at the idea of you slipping on the seagull sh!t.
More please.
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S'land, Glad you liked it,we aim to please. Yes I did 94.35 in the Maritime Lancaster on course.
Henry, One did not proceed at a slow pace practicing Broken Float Drills
I will tell you about it later.
Further episode tonite.
Henry, One did not proceed at a slow pace practicing Broken Float Drills
I will tell you about it later.Further episode tonite.
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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
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
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Old Hairy:
Great Stuff, keep it up.
A couple of videos that may be of interest.
The first has some very good shots of the inside of a Sunderland.
http://www.youtube.com/watch?v=Lsru2cxodFs
The second shows the Sunderlands on the Berlin Airlift sixty years ago.
http://www.youtube.com/watch?v=lFH2OZD-TcU
Great Stuff, keep it up.
A couple of videos that may be of interest.
The first has some very good shots of the inside of a Sunderland.
http://www.youtube.com/watch?v=Lsru2cxodFs
The second shows the Sunderlands on the Berlin Airlift sixty years ago.
http://www.youtube.com/watch?v=lFH2OZD-TcU
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Part 3.
Airborne 8 Hour Evaluation.
18th Dec. dawned bright and clear, we were airborne by 0800,heading for the Western Approaches.The crew of eight,plus the Boss and three trappers.Im sure you have all endured these flights.We were put thro our paces .Emergencies and drills etc. All performed with no comment,just silently observed.Bombing.Gunnery,short OFE.then back to Calshot. I think even the quality of the meal served in transit was critically judged.Back at Calshot for several approaches,more emergencies,then the final approach.We knew we were in for the dreaded Broken Float Drill!!
A quick word of explanation. Should one be unlucky enough to lose a float for whatever reason comes the time you have to alight,and on stopping "Murphys Law" says you will fall on the wing sans float and capsize,ie. you turn turtle.So a drill was evolved whereby the entire crew,except the Captain and engineer assemble on the wingtip with a float forcing that down.The pinnace would position under the other wing,until help arrives. Did I hear you say simple enough?? Let me run you thro.
Touchdown.....".Broken Float Port" The W/Op seated next to the astro hatch,leaps up open hatch, grabs the end of a coil of rope permanently stowed and secured by the hatch and runs to the end of the starboard wing ,sits and pulls rope taut. He is followed by the rest of the crew,until all are seated on the wingtip....I forgot to mention.......the Captain must retain enough speed,around forty knots to have aileron effectiveness to hold wings level.You have to run 5 to 6 feet behind two Pratt & Whitney Twin Wasps.If you run too slow you will be blown off,too fast,can you stop? The wing is covered with the remains of seagull crap ....and its bloody December and its getting dark. Get the drift? During this the pinnace,who knows what going to happen runs behind to pick up any poor bugger who's gone "Oggin Bobbin".
We did okay. no one fell off.We taxied in,moored up refuelled and put the aircraft to bed,meanwhile the Boss and the Trappers left without comment.
The following morning we had a pre-planned visit to Saunders Roe at Cowes.We had the conducted tour of SRA 1 and the Princess Flying Boat.A big beautiful aicraft.The flight deck was huge.It was such a pity no suitable engines could be found. They were mothballed at Calshot for several years before being scrapped.After lunch on the Company,we returned to Calshot on the Pinnace to get exam results and final assessment.
We met with our respective examiners for a fairly detailed rundown on the evaluation flight.Points where we could improve,pithy comment.After all this was a jealously guarded exclusive band we were attempting to join!!
We then gathered in the main lecture room to be addressed by the Boss. I remember his remarks to this day..." Congratulations Gentlemen" You are now that enviable combination of Aviator and Sailor. You have reached Valhalla.The cream of His Majesty's Royal Air Force.Your efforts to complete this Course in a small amount of time are noteworthy,but you still have much to learn and We wish you well. You will now leave on 14 days embarkation leave before your posting to Far East Flying Boat Wing,Seletar ,Singapore.
It may be over dramatic,but I'll tell you anyway. Can you imagine my feelings?? I was 21 years of age,to quote my old English Master "I had reached the Acme of my Pinnacle"...the world was my oyster and.....I was a FLYING BOAT MAN.
Now entitled to have verdigre on my hat badge,walk with a roll and the final accolade. Spit to windward.
I can look out my lounge window,over Southampton Water to Calshot,see Calshot Castle,the old Sunderland Hangers,now a Activities Centre.Nearly sixty years have passed but gentlemen some things have not changed. I can still splice wire ropes read flag hoists,love that aircraft and still hate bloody seagulls!!!
S'land thanks for the links.Great stuff,will bookmark for my files.
Thats the end of conversion.Can pen some more of my time in the Far East If you like.Your call?
Airborne 8 Hour Evaluation.
18th Dec. dawned bright and clear, we were airborne by 0800,heading for the Western Approaches.The crew of eight,plus the Boss and three trappers.Im sure you have all endured these flights.We were put thro our paces .Emergencies and drills etc. All performed with no comment,just silently observed.Bombing.Gunnery,short OFE.then back to Calshot. I think even the quality of the meal served in transit was critically judged.Back at Calshot for several approaches,more emergencies,then the final approach.We knew we were in for the dreaded Broken Float Drill!!
A quick word of explanation. Should one be unlucky enough to lose a float for whatever reason comes the time you have to alight,and on stopping "Murphys Law" says you will fall on the wing sans float and capsize,ie. you turn turtle.So a drill was evolved whereby the entire crew,except the Captain and engineer assemble on the wingtip with a float forcing that down.The pinnace would position under the other wing,until help arrives. Did I hear you say simple enough?? Let me run you thro.
Touchdown.....".Broken Float Port" The W/Op seated next to the astro hatch,leaps up open hatch, grabs the end of a coil of rope permanently stowed and secured by the hatch and runs to the end of the starboard wing ,sits and pulls rope taut. He is followed by the rest of the crew,until all are seated on the wingtip....I forgot to mention.......the Captain must retain enough speed,around forty knots to have aileron effectiveness to hold wings level.You have to run 5 to 6 feet behind two Pratt & Whitney Twin Wasps.If you run too slow you will be blown off,too fast,can you stop? The wing is covered with the remains of seagull crap ....and its bloody December and its getting dark. Get the drift? During this the pinnace,who knows what going to happen runs behind to pick up any poor bugger who's gone "Oggin Bobbin".
We did okay. no one fell off.We taxied in,moored up refuelled and put the aircraft to bed,meanwhile the Boss and the Trappers left without comment.
The following morning we had a pre-planned visit to Saunders Roe at Cowes.We had the conducted tour of SRA 1 and the Princess Flying Boat.A big beautiful aicraft.The flight deck was huge.It was such a pity no suitable engines could be found. They were mothballed at Calshot for several years before being scrapped.After lunch on the Company,we returned to Calshot on the Pinnace to get exam results and final assessment.
We met with our respective examiners for a fairly detailed rundown on the evaluation flight.Points where we could improve,pithy comment.After all this was a jealously guarded exclusive band we were attempting to join!!
We then gathered in the main lecture room to be addressed by the Boss. I remember his remarks to this day..." Congratulations Gentlemen" You are now that enviable combination of Aviator and Sailor. You have reached Valhalla.The cream of His Majesty's Royal Air Force.Your efforts to complete this Course in a small amount of time are noteworthy,but you still have much to learn and We wish you well. You will now leave on 14 days embarkation leave before your posting to Far East Flying Boat Wing,Seletar ,Singapore.
It may be over dramatic,but I'll tell you anyway. Can you imagine my feelings?? I was 21 years of age,to quote my old English Master "I had reached the Acme of my Pinnacle"...the world was my oyster and.....I was a FLYING BOAT MAN.
Now entitled to have verdigre on my hat badge,walk with a roll and the final accolade. Spit to windward.
I can look out my lounge window,over Southampton Water to Calshot,see Calshot Castle,the old Sunderland Hangers,now a Activities Centre.Nearly sixty years have passed but gentlemen some things have not changed. I can still splice wire ropes read flag hoists,love that aircraft and still hate bloody seagulls!!!
S'land thanks for the links.Great stuff,will bookmark for my files.
Thats the end of conversion.Can pen some more of my time in the Far East If you like.Your call?
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Old Hairy:
Many thanks for the story so far. You really did have the best of it. Not only did you get to fly some of the most fantastic aircraft (Wellington, Hastings, Lancaster), you flew Sunderlands and saw the Princess Flying Boat close up. I have only seen photographs and a couple of videos of the Princess. Agreed it was a shame that she did not go into service, but progress with land bound aircraft had already overtaken her.
If you were at Seletar, you were at the at the RAF base that saw the last operational flights for a number of aircraft (Singapore, Sunderland, Mosquito, Beuafighter). Were you there in the insurgency?
So, yes, more please.
Many thanks for the story so far. You really did have the best of it. Not only did you get to fly some of the most fantastic aircraft (Wellington, Hastings, Lancaster), you flew Sunderlands and saw the Princess Flying Boat close up. I have only seen photographs and a couple of videos of the Princess. Agreed it was a shame that she did not go into service, but progress with land bound aircraft had already overtaken her.
If you were at Seletar, you were at the at the RAF base that saw the last operational flights for a number of aircraft (Singapore, Sunderland, Mosquito, Beuafighter). Were you there in the insurgency?
So, yes, more please.
Old Hairy,
I think you have quite a readership by now!!
Please continue your account of the delights of the big boats.
From my viewpoint you achieved an enviable combination of skills that I personally always wanted to bring together, given that I have been a yacht master and navigator as well as a professional aviator for many a year.
I think you have quite a readership by now!!
Please continue your account of the delights of the big boats.
From my viewpoint you achieved an enviable combination of skills that I personally always wanted to bring together, given that I have been a yacht master and navigator as well as a professional aviator for many a year.
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So pleased you like the stories so far.Its my pleasure to recall my youth and yes I do think I flew some fantastic aircraft.All a result of being in the right place in interesting times. I went on to fly all three Shacks.Managed to have a nine year break from Coastal Command and flew all three V Bombers.Two Squadron tours and then a spell at Boscombe Down,before returning to St Mawgan for the conversion to Nimrod before hanging up my flying helmet.but back to the Sunderland.
Arriving at Changi,ironically in a 24 Sqdn. Hastings.The unit I was originally posted to.Via El Adem,
Habbaniya,Karachi Negombo and Butterworth.The crew was split three ways between the three resident squadrons,88,205 and 209. we only flew once again as a crew,Tourex, bringing a boat back to Pembroke Dock.
I was to join a crew consisting of all old hairy's,been on boats thro WWII and had "More time on boats than you have had hot dinners's lad" a phrase I was to hear often!! I did the neccesary thing ,tugged my forelock,stayed shtum and walked the regulation two paces behind the Skipper,with perhaps the occassional "Aye Aye'.
FEFBW's area of operations was vast,from the Maldives,Ceylon in the West,to Japan/Korea in the East.North to Hong Kong and South to the Christmas Isles. We carried out SAR for most of that area,although the USN was responsible for the Phillipines and Japan.The Wing carried out strikes in Malaysia against the Communists.Kept three boats at Iwakuni,rotated month and month about between the three squadrons.Flying Anti-Sub and weather recce for the two Carrier Task Forces east and west of Korea,plus anti shipping patrols on Tushima Straits between Korea and Japan. Anti Pirate patrols between N.Borneo and Southern Phillipines.Malacca Straits.Exercises with the French Navy off Indochina,USN,RAN and RN.Plus of course the odd "Jolly"
SAR ment keeping a boat at China Bay ,Trincomalee Ceylon and Hong Kong,occassionally Glugor ,Penang.These were all regular units with marine craft support.We also had a commitment in N.Borneo,where we operated unassisted.I was most impressed ,that whether it be land in the sea or on a river,within minutes of arriving a "Shell" boat/canoe or scow would appear loaded with fuel in 5 gallon tin cans! which then had to be lugged up on the wing and poured into the tanks via large funnels and chamois leather filters.Fascilities ashore were nonexistent.There were no hotels,we occassionally were put up in a Goverment Rest House.But as we had to maintain a boat guard,and being the junior,I often stayed onboard.For which we were paid the lordly sum of sixpence a day"Hard Lying Allowance" It was no hardship,we had bunks,a galley and could fish,or use the wingtip as a diving board for a swim.Shangri-La.
Each crew had their own aircraft and as we flew in just a pair of shorts and a headphone crews kept their kit on board,we did not wear Mae Wests and only used winter flying kit in Japan during the cold weather,but more of that ,later.
The majority of flights involved a large amount of transit flying,usually in excess of 10 hours,operational flights between 12 and 15 hours and 100-120 hours monthly totals were the norm.
In flight rations were always bulk rations.Meat,Veg usually canned and in some places were of dubious quality,so each crew had a lockable tin trunk on board where we accumulated tinned goodies,mainly acquired from our American cousins at Sangley Point,very generous,help yourself.Tinned Ham,Fruit ,Welches Grapejuice etc. Each crew had two Gunners,whose only flying tasks occured on operational trips.They usually were the cooks. we had two Primus stoves in a built in unit with a Oven/Hotbox between and it was the same unit used by the Empire Flying Boats so we ate well usual fryups,but on winter patrols up north it was large bowls of rib sticking mutton stew washed down with fruit and custard. The crew was divided into Port and Stbd. watches,those not flying helped in preparation,peeling spuds,chopping up various items it worked well and in my time we fed members of the Royal Family on a tour of Borneo.Various Senior Officers of all three Services ,who seemed to like flying with us .An Arch Bishop and last but not least ladies from the Foreign Office in Hong Kong to Seletar on indulgence.No complaints. Although I must tell this one.At Iwakuni,we were supplied inflight rations by the Australian Army Service Corp. The meat always seemed to be scrag end of mutton!! It was either get back at the Poms,or it was all the Aussies fed their troops on. Our equivalent of Gordon Ramsey was a dour Scottish Highlander Gunner,rarely did an emotion of anything other than distain cross his features! but he was a talented cook,or so we thought,and he kept a stock of secret herbs for his stews.We often had requests from American Air Force Officers to fly with us out of Iwakuni,something to do with the award of the "American Air Medal" if they completed a operational flight. On this occassion,winter,bloody cold,no heating on the aircraft,stew,in large quantities was the order of the day.This particular Major had somehow got up Jocks nose,probably said something rude about his coffee. He sat down in the wardroom with the skipper to have Jock serve his lunch.having tasted it.he congratulated Jock on the dish and asked what it was? The skipper swears Jock without batting an eyelid,explained that in Korea,the crew developed a liking for dog stew,it was his pleasure to serve it whenever he could manage to get one,and today it was a particularly nice little bitch that he managed to procure.!! I think he is still spitting,however,after that the story got around and American visitors used to bring their own rations,plus some for the crew.So we all did well.
Before you all start thinking it was all just a swan,with tropical sunshine and brown maidens.I will tell it as it was.Although we did live it up,we did play hard and work hard,as and when required.By todays standards in somewhat primitive conditions at times.
Arriving at Changi,ironically in a 24 Sqdn. Hastings.The unit I was originally posted to.Via El Adem,
Habbaniya,Karachi Negombo and Butterworth.The crew was split three ways between the three resident squadrons,88,205 and 209. we only flew once again as a crew,Tourex, bringing a boat back to Pembroke Dock.
I was to join a crew consisting of all old hairy's,been on boats thro WWII and had "More time on boats than you have had hot dinners's lad" a phrase I was to hear often!! I did the neccesary thing ,tugged my forelock,stayed shtum and walked the regulation two paces behind the Skipper,with perhaps the occassional "Aye Aye'.
FEFBW's area of operations was vast,from the Maldives,Ceylon in the West,to Japan/Korea in the East.North to Hong Kong and South to the Christmas Isles. We carried out SAR for most of that area,although the USN was responsible for the Phillipines and Japan.The Wing carried out strikes in Malaysia against the Communists.Kept three boats at Iwakuni,rotated month and month about between the three squadrons.Flying Anti-Sub and weather recce for the two Carrier Task Forces east and west of Korea,plus anti shipping patrols on Tushima Straits between Korea and Japan. Anti Pirate patrols between N.Borneo and Southern Phillipines.Malacca Straits.Exercises with the French Navy off Indochina,USN,RAN and RN.Plus of course the odd "Jolly"
SAR ment keeping a boat at China Bay ,Trincomalee Ceylon and Hong Kong,occassionally Glugor ,Penang.These were all regular units with marine craft support.We also had a commitment in N.Borneo,where we operated unassisted.I was most impressed ,that whether it be land in the sea or on a river,within minutes of arriving a "Shell" boat/canoe or scow would appear loaded with fuel in 5 gallon tin cans! which then had to be lugged up on the wing and poured into the tanks via large funnels and chamois leather filters.Fascilities ashore were nonexistent.There were no hotels,we occassionally were put up in a Goverment Rest House.But as we had to maintain a boat guard,and being the junior,I often stayed onboard.For which we were paid the lordly sum of sixpence a day"Hard Lying Allowance" It was no hardship,we had bunks,a galley and could fish,or use the wingtip as a diving board for a swim.Shangri-La.
Each crew had their own aircraft and as we flew in just a pair of shorts and a headphone crews kept their kit on board,we did not wear Mae Wests and only used winter flying kit in Japan during the cold weather,but more of that ,later.
The majority of flights involved a large amount of transit flying,usually in excess of 10 hours,operational flights between 12 and 15 hours and 100-120 hours monthly totals were the norm.
In flight rations were always bulk rations.Meat,Veg usually canned and in some places were of dubious quality,so each crew had a lockable tin trunk on board where we accumulated tinned goodies,mainly acquired from our American cousins at Sangley Point,very generous,help yourself.Tinned Ham,Fruit ,Welches Grapejuice etc. Each crew had two Gunners,whose only flying tasks occured on operational trips.They usually were the cooks. we had two Primus stoves in a built in unit with a Oven/Hotbox between and it was the same unit used by the Empire Flying Boats so we ate well usual fryups,but on winter patrols up north it was large bowls of rib sticking mutton stew washed down with fruit and custard. The crew was divided into Port and Stbd. watches,those not flying helped in preparation,peeling spuds,chopping up various items it worked well and in my time we fed members of the Royal Family on a tour of Borneo.Various Senior Officers of all three Services ,who seemed to like flying with us .An Arch Bishop and last but not least ladies from the Foreign Office in Hong Kong to Seletar on indulgence.No complaints. Although I must tell this one.At Iwakuni,we were supplied inflight rations by the Australian Army Service Corp. The meat always seemed to be scrag end of mutton!! It was either get back at the Poms,or it was all the Aussies fed their troops on. Our equivalent of Gordon Ramsey was a dour Scottish Highlander Gunner,rarely did an emotion of anything other than distain cross his features! but he was a talented cook,or so we thought,and he kept a stock of secret herbs for his stews.We often had requests from American Air Force Officers to fly with us out of Iwakuni,something to do with the award of the "American Air Medal" if they completed a operational flight. On this occassion,winter,bloody cold,no heating on the aircraft,stew,in large quantities was the order of the day.This particular Major had somehow got up Jocks nose,probably said something rude about his coffee. He sat down in the wardroom with the skipper to have Jock serve his lunch.having tasted it.he congratulated Jock on the dish and asked what it was? The skipper swears Jock without batting an eyelid,explained that in Korea,the crew developed a liking for dog stew,it was his pleasure to serve it whenever he could manage to get one,and today it was a particularly nice little bitch that he managed to procure.!! I think he is still spitting,however,after that the story got around and American visitors used to bring their own rations,plus some for the crew.So we all did well.
Before you all start thinking it was all just a swan,with tropical sunshine and brown maidens.I will tell it as it was.Although we did live it up,we did play hard and work hard,as and when required.By todays standards in somewhat primitive conditions at times.
JetBlast member 2005.
JetBlast member 2006.
Banned 2007
JetBlast member 2006.
Banned 2007
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Fantastic. Keep it up. More 'prune at its best'.
One tip though, with such long passages, you might consider entering them into Word and then copying and pasting them into prune. I've had a few occasions where I typed up a long piece only to loose it during the posting process. The difference is that mine are generally worthless, whereas yours are excellent reading.
More please!
One tip though, with such long passages, you might consider entering them into Word and then copying and pasting them into prune. I've had a few occasions where I typed up a long piece only to loose it during the posting process. The difference is that mine are generally worthless, whereas yours are excellent reading.
More please!
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The crew I joined had the Wing IRE as skipper,caused me to go a bit Crinkle Chip,but he proved to be not only the wings most experienced pilot,but a first class chap,took me under his wing and taught me to a standard that was to stand me in good stead in years to come.
Our aircraft DP198 "Oboe",yes we used the old phonetic alphabet,had just come off major servicing,so a shake down trip was in order. 14.15 hours to the Andaman Isles,overfly and return.No snags.Now ready for my first detachment of the tour.
We departed Seletar in the wee hours,one could not land at Kai Tak at night,too many unlit junks and sampans.In a emergency a flarepath could be provided in a bay 5nms away,followed by a long taxi escorted by marine craft. Sometimes we routed via Sangley Point in the Phillipines,usually in the Typhoon season.
Halfway we changed from Singapore to HK area of responsibility and although we called theFrench in Saigon,they rarely answered.The W/Op would pass our ETA,request latest weather etc and ask the HK operator to book a table for ten at Tshenkos Russian Restaurant in Kowloon,and order a roast sucking pig.This was a first night HK ritual.These boys knew how to live! Arriving at Kai Tak,refuelled ,went ashore for a quick shower,change of clothes and piled into two taxis for the fleshpots of Kowloon. After a sumptuous meal of Borch,Roast Sucking Pig and all the trimmings,we departed for a short walk to the renown "Hotel Peninsular" a right den of iniquity!! where "Ladies of the Night" sat lined up on barstools,high heeled shoes hooked over a rung so the soles of their shoes were visible,thereon was displayed in HK Dollars the price of their "Service" It was soon made apparent to me that as an apprentice,I could look but not touch Bugger!!
After a couple of drinks,back to base,we had another 10 hour trip tomorrow. Another dawn takeoff,detour around Formosa and the long haul past the Phillipines,Okinawa to the Inland Sea,passing myriads of small islands,heavily cultivated with terraced fields to alight at Iwakuni,an ex Japanese Navy base,comprised of a seaplane base,airfield,barrack complex,Hospitals,Messes married quarters. A joint Australian/Anglo/American combined organisation.For some strange reason,not understood at that time,each crew was accomodated in Married Quarters amid American dependants.Each crew had a house and a bungalow for Officers,we also had two Japanese housemaids to clean and do laundry
It was bitterly cold,I had left Singapore in the 90's 48hours ago,now there was snow on the ground.To exacerbate the situation I had a severe case of sunburn,trying to emulate my brown crewmates,Id overdone it.the transit flight was very uncomfortable.So I was packed off to the Base Hospital.Dont let anyone tell you Aussie Nursing Sisters have an ounce of compassion,they don't.Even my boyish good looks counted for zilch. I suppose when you are used to dealing with wounded from Korean battlefields,a berk with sunburn does not rate much in the way of sympathy.A dollop of something like "Hellmans Mayonnaise and I was sent packing.
Iwakuni was a vast complex. It handled troops in transit,troops on R&R,wounded,all three Services were involved of at least three nations and the infrastructure was accordingly large. We had the PX,Naafi,a unit called Comex.Huge entertainment theatre,where I was privileged to see "The Bob Hope Show" Marilyn Monroe [she had just married Joe Di-Maggio,the baseball player] Terry Moore and Jane Russell in tiger skin bikinis!! There were many more,including the latest film releases. This was the scale of the American contribution.ENSA our organisation to provide entertainment for the troops was not to be beaten!!! One show I remember had some old biddy who played"Greensleeves on the piano and a burke who told"Max Millar" jokes! There were times I was ashamed to be a Brit.
We had 24 hours off. The aircraft were to be armed and got ready for Ops. we had to draw winter flying clothing which was a farce.I appreciate that we could not be equipped and retain Irving jackets and trousers.in a tropical enviroment,they would have been covered in mildew within a week.We had enough problems with our UK uniforms but some bean counter in FEAF worked out that as only three crews would be deployed at any one time.ergo,three sets of Irving Jackets and Trousers Now I am 6ft.4inches tall allow for the fact the "Old Hairys had it all worked out long before me. I got what was left.I could be recognised from a mile away.I ended up with a set belonging to a dwarf! my sleeves ended just below the elbows and my trews well above the ankles.but I learnt fast for future deployments. So you see when it comes to equipping the boys for the job in hand,nothing has changed.Bean Counters always win.
The RAF shared the operational commitment with a USN VP Squadron of fifteen Mariners>the Flying schedule was Operational flight,Day Off,Duty?Standby Crew.Repeated every three days.So in the usual month you would fly 10 Operational Flights.then return south.
Tomorrow my first Operational trip.
Our aircraft DP198 "Oboe",yes we used the old phonetic alphabet,had just come off major servicing,so a shake down trip was in order. 14.15 hours to the Andaman Isles,overfly and return.No snags.Now ready for my first detachment of the tour.
We departed Seletar in the wee hours,one could not land at Kai Tak at night,too many unlit junks and sampans.In a emergency a flarepath could be provided in a bay 5nms away,followed by a long taxi escorted by marine craft. Sometimes we routed via Sangley Point in the Phillipines,usually in the Typhoon season.
Halfway we changed from Singapore to HK area of responsibility and although we called theFrench in Saigon,they rarely answered.The W/Op would pass our ETA,request latest weather etc and ask the HK operator to book a table for ten at Tshenkos Russian Restaurant in Kowloon,and order a roast sucking pig.This was a first night HK ritual.These boys knew how to live! Arriving at Kai Tak,refuelled ,went ashore for a quick shower,change of clothes and piled into two taxis for the fleshpots of Kowloon. After a sumptuous meal of Borch,Roast Sucking Pig and all the trimmings,we departed for a short walk to the renown "Hotel Peninsular" a right den of iniquity!! where "Ladies of the Night" sat lined up on barstools,high heeled shoes hooked over a rung so the soles of their shoes were visible,thereon was displayed in HK Dollars the price of their "Service" It was soon made apparent to me that as an apprentice,I could look but not touch Bugger!!
After a couple of drinks,back to base,we had another 10 hour trip tomorrow. Another dawn takeoff,detour around Formosa and the long haul past the Phillipines,Okinawa to the Inland Sea,passing myriads of small islands,heavily cultivated with terraced fields to alight at Iwakuni,an ex Japanese Navy base,comprised of a seaplane base,airfield,barrack complex,Hospitals,Messes married quarters. A joint Australian/Anglo/American combined organisation.For some strange reason,not understood at that time,each crew was accomodated in Married Quarters amid American dependants.Each crew had a house and a bungalow for Officers,we also had two Japanese housemaids to clean and do laundry
It was bitterly cold,I had left Singapore in the 90's 48hours ago,now there was snow on the ground.To exacerbate the situation I had a severe case of sunburn,trying to emulate my brown crewmates,Id overdone it.the transit flight was very uncomfortable.So I was packed off to the Base Hospital.Dont let anyone tell you Aussie Nursing Sisters have an ounce of compassion,they don't.Even my boyish good looks counted for zilch. I suppose when you are used to dealing with wounded from Korean battlefields,a berk with sunburn does not rate much in the way of sympathy.A dollop of something like "Hellmans Mayonnaise and I was sent packing.
Iwakuni was a vast complex. It handled troops in transit,troops on R&R,wounded,all three Services were involved of at least three nations and the infrastructure was accordingly large. We had the PX,Naafi,a unit called Comex.Huge entertainment theatre,where I was privileged to see "The Bob Hope Show" Marilyn Monroe [she had just married Joe Di-Maggio,the baseball player] Terry Moore and Jane Russell in tiger skin bikinis!! There were many more,including the latest film releases. This was the scale of the American contribution.ENSA our organisation to provide entertainment for the troops was not to be beaten!!! One show I remember had some old biddy who played"Greensleeves on the piano and a burke who told"Max Millar" jokes! There were times I was ashamed to be a Brit.
We had 24 hours off. The aircraft were to be armed and got ready for Ops. we had to draw winter flying clothing which was a farce.I appreciate that we could not be equipped and retain Irving jackets and trousers.in a tropical enviroment,they would have been covered in mildew within a week.We had enough problems with our UK uniforms but some bean counter in FEAF worked out that as only three crews would be deployed at any one time.ergo,three sets of Irving Jackets and Trousers Now I am 6ft.4inches tall allow for the fact the "Old Hairys had it all worked out long before me. I got what was left.I could be recognised from a mile away.I ended up with a set belonging to a dwarf! my sleeves ended just below the elbows and my trews well above the ankles.but I learnt fast for future deployments. So you see when it comes to equipping the boys for the job in hand,nothing has changed.Bean Counters always win.
The RAF shared the operational commitment with a USN VP Squadron of fifteen Mariners>the Flying schedule was Operational flight,Day Off,Duty?Standby Crew.Repeated every three days.So in the usual month you would fly 10 Operational Flights.then return south.
Tomorrow my first Operational trip.
Old Hairy
Excellent! I'm enjoying every word of your reminisces.
I had several trips in 205/209's Sunderlands whilst stationed at Seletar and China Bay before being posted to Gan.
One particular flight I enjoyed was when I returned to China Bay by Sunderland after a spot of leave in Singapore. Having ovenighted at Glugor (Penang) we took-off on the long flog to China Bay and after an hour or so at 7,000ft or thereabouts to get cool the Captain descended to around 500ft and enquiring of the signaller operating the Primus in the galley why we had descended, was told that the Captain (a Flt. Lt. D. Fairbairn) enjoyed his tea which had to be made in the proper English manner with boiling water, and as any fule no's water boils at a lower temperature when at altitude. Hence the captain descending to make tea at the point where water boiled at the correct boiling point for a perfect cuppa! With the tea made, up we went again.
The navigator on that trip had a Dutch sounding name (Flt. Lt. Van Wadenoijen - not sure if the spelling is correct).
Not sure if the names ring any bells with you, but passed on for info.
Excellent! I'm enjoying every word of your reminisces.
I had several trips in 205/209's Sunderlands whilst stationed at Seletar and China Bay before being posted to Gan.
One particular flight I enjoyed was when I returned to China Bay by Sunderland after a spot of leave in Singapore. Having ovenighted at Glugor (Penang) we took-off on the long flog to China Bay and after an hour or so at 7,000ft or thereabouts to get cool the Captain descended to around 500ft and enquiring of the signaller operating the Primus in the galley why we had descended, was told that the Captain (a Flt. Lt. D. Fairbairn) enjoyed his tea which had to be made in the proper English manner with boiling water, and as any fule no's water boils at a lower temperature when at altitude. Hence the captain descending to make tea at the point where water boiled at the correct boiling point for a perfect cuppa! With the tea made, up we went again.
The navigator on that trip had a Dutch sounding name (Flt. Lt. Van Wadenoijen - not sure if the spelling is correct).
Not sure if the names ring any bells with you, but passed on for info.
Last edited by Warmtoast; 25th Jun 2008 at 15:31.
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Warmtoast, Thanks for the kind remarks.
I was long gone by that time 1954/57.in fact I dont think Gan was in existance as a staging post,probably still being built.
It interests me that DP198 was one of the last aircraft to fly at Seletar,the old girl lasted until the very end of operations.
I was long gone by that time 1954/57.in fact I dont think Gan was in existance as a staging post,probably still being built.
It interests me that DP198 was one of the last aircraft to fly at Seletar,the old girl lasted until the very end of operations.
Old Hairy
Sunderland DP198 in its later years became W for "Whisky" and I took a photo of it alighting at China Bay in the summer of 1957.
And as to the overnight stop at RAF Glugor, I took this photo of the crew refuelling.
Sunderland DP198 in its later years became W for "Whisky" and I took a photo of it alighting at China Bay in the summer of 1957.
And as to the overnight stop at RAF Glugor, I took this photo of the crew refuelling.
Last edited by Warmtoast; 25th Oct 2010 at 21:23. Reason: Restore deleted photos
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Warmtoast.You are a star Sir,I shall cherish that photo of her at China Bay.Its now my desktop.
See how standards have lowered since I departed.They are not flying T over E on the mooring mast
I used to enjoy China Bay SAR detachments.laying about in the sun,fishing,snorkling. There used to be a little handing over ceremony.As we were a lodger unit to the Navy at Trincomalee,accomodation ashore was a bit sparse.A enterprising local had errected a Basha Hut [made of palm fronds],which served the purpose of a bar.This gave way to the following ritual.Each crew would choose their smallest member.A line was drawn on the sand floor six feet from the wall,the four strongest would take an arm or leg and on the count of three,throw him thro the wall.Where his nose came to rest,a small flag would be placedIt was then the turn of the other crew.The losers would buy the beer for the rest of the night!! A small reimbursement was made to the owner to effect repairs. Okay,pathetic,but there was little else in the way of entertainment
Thanks once again,you have helped add a bit of colour to my stories
See how standards have lowered since I departed.They are not flying T over E on the mooring mast
I used to enjoy China Bay SAR detachments.laying about in the sun,fishing,snorkling. There used to be a little handing over ceremony.As we were a lodger unit to the Navy at Trincomalee,accomodation ashore was a bit sparse.A enterprising local had errected a Basha Hut [made of palm fronds],which served the purpose of a bar.This gave way to the following ritual.Each crew would choose their smallest member.A line was drawn on the sand floor six feet from the wall,the four strongest would take an arm or leg and on the count of three,throw him thro the wall.Where his nose came to rest,a small flag would be placedIt was then the turn of the other crew.The losers would buy the beer for the rest of the night!! A small reimbursement was made to the owner to effect repairs. Okay,pathetic,but there was little else in the way of entertainment
Thanks once again,you have helped add a bit of colour to my stories
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Warmtoast:
Excellent photographs, thanks.
Currently PPRuNe has two superb threads running. For those who have not yet seen it may I recommend the Gaining An R.A.F Pilots Brevet In WW11 on the military board.
http://www.pprune.org/forums/militar...evet-ww11.html
OK. I have to admit that there are many more than two superb threads, but I must admit that reading these two are giving me a lot of pleasure.
Excellent photographs, thanks.
Currently PPRuNe has two superb threads running. For those who have not yet seen it may I recommend the Gaining An R.A.F Pilots Brevet In WW11 on the military board.
http://www.pprune.org/forums/militar...evet-ww11.html
OK. I have to admit that there are many more than two superb threads, but I must admit that reading these two are giving me a lot of pleasure.