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Marine dock at Mountbatten at lunchtime was in general a quiet place, most personnel had gone to lunch, or whatever they wanted to do at that hour, a couple of the unit bodybuilders used to go to the gym and do a few weight training circuits, and then pose in front of the mirror pulling their bodies int strange shapes to show off their muscles, mainly to any members of the WRAF who happened to be there. To be fair to the girls I still don’t know whether they were amused or bemused.
If however it was a nice sunny warm summers day they may omit the gym and do a few excercises and poses on the dock jetty, this generally depended on the amount of female presence who they thought were watching for them.
On one such day the netball team had been out for a jog and had decided to have a breather near the dock. One of the trainee Mr Universes not passing up a chance like that was in his swimming trunks and halfway down the jetty in seconds, a few muscle curls and stretch poses and then the finale. Making sure of his audience and not concentrating exactly where he was going he made his way to the end of the jetty, stood with his back to the water and did a back somersault into a Gemini moored below.
Climbing out of the dock, he received the adulation he obviously craved, the girls applauded.
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Not a Happy Memory
Bridlington disaster - September 1969 The loss of Pinnace 1386. The mk2 63ft pinnace were in my opinion and of many who served on them the most seaworthy of the launches we used, and the most stable. No pinnace had ever been lost due to weather or sea conditions. 1386 from the MCU at Bridlington had been working with helicopters from Leuchars, and was returning to base on passsage from Dundee due to the sea conditions the skipper decided to stop over at Amble Harbour.
Capsized in 20-30 ft waves near Amble. Of the crew of eight, four were pulled from the sea by small craft. Vessel was towed into shallow waters near the south pier by the Amble Lifeboat. Four men were trapped in the upturned hull, lifeboatmen smashed through the hull to rescue a deckhand who had been trapped for 6 hours. Three lives lost. Two Bravery awards were granted for this incident, one to a member of the helicopter crew, and one to a crewmember of the launch, both citations were published in the Supplement to the London Gazette of the 22nd May 1970, (26th) as follows: "Air Force Department Central Chancery Of The Orders Of Knighthood St. James’s Palace, London S.W.I. 26th May 1970. The QUEEN has been graciously pleased to approve the award of the British Empire Medal for Gallantry (Military Division) to the undermentioned: H4165934 Sergeant Robert Francis MOORE, Royal Air Force. Sergeant Moore was Marine Fitter on board a Royal Air Force Pinnace when, without warning, the vessel capsized and foundered in mountainous seas approximately one mile off Amble Harbour, Northumberland, on the evening of the 29th September 1969. Sergeant Moore found himself trapped in the foc’sle of the upturned vessel with two Senior Aircraftmen. They were in darkness and with the normal exit totally obstructed. There had been no time for the crew to don life-jackets or take other safety measures. Sergeant Moore instantly rose to the occasion and displayed qualities of leadership and coolness which were a magnificent example to his fellow crew. He assessed that the only means of escape was to open the foc’sle upper hatch which was then underneath them, dive downwards and then upwards, surfacing alongside the upturned hull and to hold on to it until rescued. Regardless of the danger he worked under water to clear the hatch of debris and after a strenuous effort the hatch was opened. Sergeant Moore then arranged for his subordinates to escape first. One of them left the vessel and was eventually picked up by an Inshore Rescue Boat. The other was unable to swim and Sergeant Moore twice endeavoured to dive down with him, before finally escaping himself. The air pocket in the foc’sle was diminishing but the airman chose to remain in the vessel. After escaping, Sergeant Moore managed to clamber on to the upturned hull almost exhausted. Still with complete disregard for his own safety, when he saw the coxswain some 30 yards away in serious difficulties and calling for help, he tried to clear the line on a lifebuoy that was floating alongside the vessel, intending to swim with it. As he got the line free a rescue helicopter ran in to pick up Sergeant Moore but he waved it away, directing the winchman to the coxswain, who was on the point of exhaustion. When the Amble life-boat came alongside, Sergeant Moore, knowing that an airman was still inside the Pinnace, asked for an axe to cut open the hull. As it was considered that this would release the air lock, causing the vessel to sink completely, the lifeboat coxswain decided to take the upturned hull in tow to shallow water where it was grounded and the airman eventually rescued. The Pinnace then broke up. Throughout the accident Sergeant Moore displayed outstanding courage, fortitude and unselfishness in keeping with the highest traditions of the Royal Air Force. The QUEEN has been graciously pleased to approve the following award: Queen’s Commendation for Valuable Service in the Air L0593549 Sergeant Alan Tom JONES, Royal Air Force. For his skill, courage and determination as winchman of the helicopter which was sent to assist crew members of a Royal Air Force Pinnace, which had capsized in heavy seas approximately one mile from Amble Harbour, Northumberland. Sergeant Jones went to the aid of the exhausted coxswain who had been washed away from the upturned hull of the Pinnace. Because of the twenty to thirty foot waves, which engulfed them both, he could not fix the rescue strop round the drowning man, but by sheer determination and unfailing will snatched him from the sea and held on to him—although he was a heavier man than himself—while being winched up to the aircraft. "
The Royal National Lifeboat Institution recognised the bravery of their own volunteers and two RN Divers during this incident with the following awards:
Bronze Medals (4) Coxswain William Henderson; crew members James Stewart, Andrew Scott* and Robert Stewart*.
Thanks of the Institution Inscribed on Vellum (5) to Second Coxswain John Connell, Acting Bowman Ronald Falcous, Mechanic Ronald Sabiston, Assistant Mechanic Hugh Matthews and Crew Member Hugh R Matthews; Framed Letters of Thanks to the Royal Navy divers J B Sample and E Brahma. *The awards to Robert Stewart and Andrew Scott were the first medals for a service carried out in an inshore lifeboat. Robert and Andrew were also awarded the Ralph Glister Award for the most meritorious service of the year carried out by the crew of an inshore lifeboat. (information courtesy RNLI)
The Marine Branch’s biggest loss since the end of WW2
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Torrey Canyon
These are three of the emails that were on the ASR Website. They concern part of the clean up operation on the Torrey Canyon. That the Navy tasked the RAF with. These postings were by some of the Officers and crew who were there.
The two Mount Batten RTTLs, 2760 and 2772E, Flt.Lt. Mike Head, were tasked with keeping track of the main oil slicks, so that the spraying craft, including ours, the RN and contracted fishing vessels, could attend most effectively with the detergent. F/Sgt John Hunter was with me on 2760, we were ordered not to enter the slicks nor did we do any spraying. Does anyone remember the infamous ’wick’, which was built at great expense and delivered to Newlyn on orders from on high, to ignite the oil. If I remember Graham Duffy and his crew had to tow it out, the ’on high’ designers had omitted to consider the fact that the sea is wet, as was the ’wick, as most of it was submerged. Despite all the efforts of the crew it was a total and utter failure. Also in that category were the eye protection goggles sent for the spraying crews use, these were ’Goggles anti- nuclear flash’ once put on the wearer was blind, useful when working on deck.
Hi John, you are right about the ’wick’ or ’oil swab’ and Duffy had the job of towing it out, but it did not get far, or even happen. It was useless and he told them as much, giving it a more appropriate name!
Graham Duffy was a character with what seemed little regard for authority or anyone else for that matter, especially if he was rattled! After the food embargo, resulting in sarnies and flasks and in a state of hunger; along with being fed up with bland sandwiches being given to the crew, we were sent 5 loaves of bread only - the resultant call ashore that followed, was exactly this:
"Thanks for the 5 loaves, now send 5 fishes so we can have another f*****g miracle, over"
The "Wick" Newlyn march 1967,It was a quiet morning, the old gennies were running,trawlers were waking,the peace was shattered by the arrival of a high revving Fordson v8 naval three ton truck,stopped opposite 5001,out stepped a naval officer resplendent in what appeared to be newly issued sea boots,socks,and the cleanest white sweater, putting us crew to shame, told us bystanders to keep what we were about to see secret, he repeated it constantly. The tail flap lifted,and there was the new weapon that would save the environment.....The Wick, lifted on board using the starboard davit it was approx 7/8ft in dia, 12/18ins deep, the shape of the old thruppence, bottom of which was covered in 2in chicken wire; scavenged from all departments of the dockyard, were rags, cotton waste,ropes ends, in fact anything that would soak up the 3or4 jerry cans of petrol that were to be poured over the wick when we found the ideal slick..’ I believe it didn’t take long before we found a slick: over the side and at gunnal height, poured the petrol over the waste which of course it went straight thru, lowered into the slick it went and settled at the same height as the slick, asked to use the Very Pistol I went up to the jack staff. Starting around 75yards, I fired, got near but didn’t ignite, further attempts were made,each time getting closer to the wick,finally with each hand signal to close up further I found that I was firing straight down into the wick. which then did ignite, disappointingly it was just as a Christmas candle, after a few seconds,it went out! ......thinking about it later,I am glad it was useless as we would have all been incinerated!!!!!!!!the Naval guy swiftly disappeared, probably promoted. the secret is now out!!
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I wonder if he appologised?
I see no reason why the Royal Navy should not get a mention in these recollections, in particular the Queens Harbourmasters Office in Plymouth. The Longroom; and that a known fact that if a Royal Naval Officer says that something “is”, it “is”, even if it is not, unless a more senior Officer decides it is not. You will therefore appreciate that an enlisted person, who dares to say, something “is not”, when a Naval Offices says “it is” is wrong by default .
The Longroom at Plymouth is the Office of the Queens Harbourmaster, who is a serving Royal Naval Officer, a Commander, he has deputies, normally Lt Commanders. The Longroom has views across Plymouth Sound and is situated within the Royal Marines Base at Stonehouse.
RAF Mountbatten for those who do not know it, was on the Mount Batten Peninsular at the end of the peninsular is a Mount, which is about 100ft high with a round fortress on top of it, to the west of the fortress was a flag pole. The flag pole was in full view of the Longroom.
You will now see why I have set the scene.
I was Orderly Corporal, it was 20:00hrs on a warm late spring evening1974. The phone rings.
“Good Evening, RAF Mountbatten Corporal Davies”.
“There’s a strong wind warning marker flying from the flagpole yard on the Mount.”
“I’m sorry, sir, to whom am I speaking?”
“Queens Harbour Masters’ Office, of course, Lt Cdr Tandy”
It must have been a Naval game (“Guess who’s on the phone”)
“I’ll go and see to it myself sir, it’ll take about five minutes to get up there”
Click! Buzz end of conversation.
I climbed up the mount looked at the flagpole nothing, the strong wind marker is an inverted triangle about four foot long painted red and white, had it been flying from the yards at fifty foot I would have seen it. So how the Longroom could see it from ¾ mile away is a mystery.
Back to my little Orderly Corporals office.
Twenty minutes later phone call.
“Good even.......”
“get that bloody marker down Corporal”
“there is nothing flying from the flagpole Sir, except for the Wing Commanders burgee, I’ve just been up to have a look”.
“Don’t contradict me just get that thing down”
“ there is nothing to get down Sir”
“Get me your Orderly Officer” “Aye, aye sir”
Orderly Officer not answering his phone, better check the mess. Rings Mess bar, the steward informs me that the OO is out and about having a look round, “I’ve got the duty Marine Craft Officer here”
“he’ll do”
“Sqn Leader Goodchild”
Even better!
I explained the situation.
The Sqn Ldr said “I can see the flag pole from the mess, I can see there’s nothing flying from it. Leave it with me I’ll ring the long room”
Five minutes later, an irate Sqn Ldr enters my abode, “Pompous b******”
“who sir”
“You Know who I’ll” teach him to try and pull rank on me. Come on we are going up the mount to see what that idiot thinks he’s looking at.”
Up we went while there was still enough light to see what was what.
We stood in front of the flag pole and looked towards the Longroom. Steve Goodchild ( I only ever called him that after we left the Airforce) turned 180degrees and looked past the flagpole towards the village of Turnchapel. “Got the B*****r come on!”
I only heard one side of the conversation,
“Sqn Leader Goodchild, duty Marine Officer at RAF Mountbatten, I want to speak to the duty Harbour Master.”
Pause.
“Lt Cdr Tandy, as you have seen fit to waste the time of the duty corporal here, and called into question my ability to read nautical aids to navigation, I would like to inform you that I have held a Masters Ticket for the last twenty years, and I am quite capable of recognising the Port Authority’s “Aids to Navigation”,. I presume you have a chart of Plymouth Sound in front of you! If you project a line on that chart starting at the Longroom through the Mount Batten flagpole and continuing that line to the quarry wall at Turnchapel what is marked on the chart.”
Pause
“Absolutely correct! Good night.”
From the Longroom on the projected line that went through the flagpole and finished at the quarry wall, is a Port Authority Transit Marker, an inverted triangle painted red and white.
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Flags
As anybody who has served knows that sunrise and sunset is not defined by nature, it is defined by the Royal Navy, who if they say it is sunrise at 8 or 9am then 8 or 9 it is the convenient time to raise ensigns.. Sunset is not defined by the sun slipping beneath the horizon it is when the RN decides it is time for the Ensigns to be lowered.
There was a large flagpole at RAF Mountbatten on the mount which the Orderly Sergeant had to climb up to twice a day, to put the RAF Ensign up or down, it could be quite a feat on a windy day as it was a large ensign about 6’ x 4’, and could take off like a kite.
At the appointed time the OS would blow his whistle raise/lower the ensign and blow the whistle again when this act was completed, the object of the exercise was to get personnel to stand still between whistle blows as the flag ceremony progressed.
The whistle blowing exercise was a complete waste of time a Mountbatten as nobody in their right mind ever passed that way, so nobody would hear the whistle.
The raising of the Service Ensigns was usually a simultaneous happening as places like Mountbatten and the Citadel would take the their cue from the Long Room, the Queens Harbour Masters office at Stonehouse Barracks.
At 09:05 one very cold morning the Station Warrant Officer, heard a whistle blowing and was still being blown 10 minutes later. After about an hour the SWO fed up with the sound of whistles blowing sent a minion to investigate who the idiot was who was blowing the whistle. It was the Orderly Sergeant, on top of the mount trying to attract somebody’s attention, as he had slipped and broken his leg. He was not amused at the fact that his blowing of the whistle for over an hour nobody took the time out to find out if anything was wrong and that nobody had missed him.
