A.N. Other

Occasional Paper 47: HMAS ANZAC III

March 9, 2019

March 2019

**HMAS ANZAC (FFH150) III**

Al Faw Peninsula Iraq – NGS MISSION

By Dennis J Weatherall JP TM AFAITT(L) LSM

Volunteer Researcher, Naval Historical Society of Australia

It took 31 years for the RAN to go to war and use a destroyer as a gun platform. HMAS Brisbane was the last DDG to serve on the Vietnam Gun Line and its last NGS mission occurred in September 1971.

HMAS ANZAC departed Fleet Base West for her deployment to the Gulf on 28^th October 2002. She was to be the first RAN destroyer since the Vietnam conflict to be used for the duty she was designed, Naval Gun Support (NGS).

ANZAC was under the command of Captain Peter G. Lockwood, RAN, later to become Commodore P.G. Lockwood DSC, CSC, RAN now retired. Commodore Lockwood has been good enough to share his unclassified paperwork with the author.

His Supply officer, CMDR Stuart Wheeler RAN, wrote a paper titled “Five Inch Friday”. This paper was the only article other than the Captain’s post operation report which is still classified. In future this report may become general reading material so there is little information on which to base this paper in open source.

ANZAC was fitted with the following armament:

Single 5 inch 54 calibre (127mm)

Two Raphael Typhoon 12.7mm

Phalanx 20mm close-in-weapons system

Eight Harpoon Surface-to-surface missiles

Mk. 41 vertical launch system – Sea sparrow and evolved Sea Sparrow

Two triple Mk 32 torpedo launchers

Various 12.7mm Browning and small arms

ANZAC third deployment to the Persian Gulf took her through to May 2003, as part of Operation Falconer. On 21^st March, ANZAC was called on to support a Royal Marine assault on the “Al Faw” Peninsula. The Royal Marine’s mission was to capture the peninsula before the Iraq forces could sabotage the oil terminals.

On 19^th March, US Navy Seals and Polish GROM forces commenced a sea and air assault under the command of Naval Special Warfare Task Group (CTG 561). ANZAC stood by to extract forces if required. The US Navy Seals secured both oil terminals. This action was followed by a wave of “Tomahawk” land attack missiles. Over 800 missiles were delivered in the first 24 hours from 35 allied warships and submarines stationed in the Gulf.

On 20^th March, Royal Navy ships Marlborough (Type 23), Chatham (Type 22) and Richmond (Type 23) were detached for bombardment duties.

HMS *Marlborough*, Duke class, Type 23 Guided Missile Frigate Royal Navy image

The Royal Marines were faced by resistance from the Iraq Forces and called for immediate NGS to engage Iraq Command Posts. ANZAC received the first call-for-fire at 05:58. ANZAC fired six ranging salvos followed by a five-round fire-for-effect with the salvoes hitting bunkers and artillery positions. ANZAC answered another call-for-fire destroying a T59 artillery piece in a fire mission of just three rounds. It was extremely accurate fire and at near maximum range.

“Naval Gunfire Support was used to encourage capitulation with success on a number of occasions. It was employed to suppress enemy activity at short notice, to shatter confidence and neutralise fixed protective gun positions. The Battery Commander reported “success on the Al Faw was due to the aggressive use of indirect fire support, especially the swift response to NGS ships which had a huge impact on the ground and shattered the enemy’s will to fight.” A total of 17 fire missions were executed with just 155 rounds of 5 inch and 4.5 inch ammunition being expended”. Vice Admiral Peter Jones: “The Maritime Campaign in Iraq”.

ANZAC completed seven fire missions over a period of three days. The ship received a Meritorious Unit Citation on 27^th November for her service during this deployment. In March 2010, ANZAC was awarded the battle honours “Persian Gulf 2001-03” and “Iraq 2003”.

References:

Semaphore newsletter of the Sea Power Centre Australia Issue # 6, August 2003
Maritime Campaign in Iraq, Vice Admiral Peter Jones AO DSC RAN Rtd.
Battle of Al Faw (2003) – 3 Commando Brigade, Royal Marines
The War in Iraq – ADF Operations in the Middle East 2003, Australian Ministry of Defence – paper
Five Inch Friday – paper by CMDR Stuart Wheeler RAN, HMAS ANZAC Supply Officer
HMAS ANZAC – Ship’s general details RAN ships web page

Occasional Paper 46: Lieutenant Kenneth Robert Hudspeth DSC, RANVR

February 12, 2019

Lieutenant Kenneth Robert Hudspeth, Distinguished Service Cross and 2 Bars, RANVR, WWII

Lieutenant Kenneth Robert Hudspeth, RANVR was one of many Royal Australian Naval personnel whose service in Royal Navy units during the darkest days of World War 2 has gone largely unnoticed in Australia. This story of the self-reliant and courageous LEUT Hudspeth who completed several hazardous missions in the then SECRET, X-Craft (midget submarine) earned him the Distinguished Service Cross and two Bars.

Thanks to a research query about Hudspeth received by the Society, the story of his remarkable war service can be told. This story was researched and compiled by Dennis J. Weatherall JP TM AFAITT(L) LSM an active volunteer of the Society. Dennis is a qualified Australian Military Historian and accredited Member of the International Guild of Battlefield Guides.

Early Life

Kenneth Hudspeth was born in Echuca, Victoria on the Murray River on 31 March 1918. His Father Robert was born in 1891 in Carlton, and mother Ada (nee Sim) in 1894 in Box Hill, Victoria. There were two other brothers born into the Hudspeth family, Bruce in 1919 and Donald 1921 in Hobart, Tasmania.

Robert Senior started work at 14 years of age and studied at night school to become a teacher. He went on to become the first Principal of Hobart Technical College having established the school, recruited and trained staff in the specific trades required.

Kenneth Robert Hudspeth, was encouraged by his father to be aware of the bushland, and became a keen bushwalker in Tasmania’s south-west region. He was also interested in all water activities and subsequently became a Sea Scout and crewed local cruising yachts. With such involvement, Kenneth never lost his deep interest in maritime matters.

On finishing school Kenneth, following in his father’s footsteps became a trainee in the Tasmanian Education Department and was assigned to Hythe area school in the suburb of Southport following training.

Early Career

Following the outbreak of WWII, Kenneth offered his service to the Navy and was selected as a Sub Lieutenant RANVR. His first posting being to HMAS Cerberus for induction followed by HMAS Rushcutter to undertake Anti-Submarine warfare training in the newly established school commanded by CMDR Harvey Newcomb RN.

During the Battle of the Atlantic up to 20 percent of all A/S Officers were Australian RANR/RANVR serving in the Royal Navy (RN).

Hudspeth departed for the UK in the “Imperial Star” in January. Postings then followed in quick succession and included; HMS Ferret and HMS Clarkia. After gaining his Bridge Watchkeeping Certificate and serving 15 months on North Atlantic convoy escort duties in 1941 & 1942, he volunteered for submarines and was posted to HMS Dolphin, HMS Cyclops (Submarine Depot Ship) and from October 1942 to August 1944, HMS Varbel I and II.

He was promoted LEUT RANVR on 15^th January 1943 and assigned for commanding officer duties in Midget Submarine “X-Craft”. His first command was X-Craft X10.

HMS Varbel I – named after CMDR’s Varley and Bell, both RN Engineers who designed the X-Craft prototypes. Originally the “Kyles Hydropathic Hotel” requisitioned by the Admiralty, located at Port Bannatyne on the Isle of Bute, Scotland.

“Bute’s War”, locations of HMS Varbel I and II

HMS Varbel II – “Ardtaraig House” was also requisitioned by the Admiralty early in the war and became HQ for the 12th Submarine Flotilla, located at the head of Loch Striven Scotland.

Hazardous service

The Admiralty had requested volunteers for special and hazardous service, stating they must be below 24 years of age on selection, unmarried, be good swimmers and of strong and enduring physique”. After volunteering and selection interview at HMS Dolphin Hudspeth was accepted without an explanation of what ‘hazardous service’ was. He was subsequently posted to HMS Cyclops then HMS Varbel where he commenced training (and was told what hazardous service he’d just volunteered for). Training commenced immediately in the new midget submarines known as X-Craft.

HMS Cyclops (F31) depot ship for the 7th Submarine Flotilla home based at Rothesay 1940-1946. Originally the passenger liner “Indrabarah” built by Laing and Co. for the Indra Line Ltd. Purchased by the Admiralty whilst under construction on 27th October 1905, scrapped in 1947. Photograph taken on the Rothesay Bay Firth of Clyde Scotland.

X-Craft Surface running possibly the X21 with LEUT J.V. Terry-Lloyd SADF as CO standing on the casing.

C-Craft control room, craft number unknown. This image shows the very limited crew space available.

HMS Bonaventure (F139) was designated as depot ship for all Midget Submarines. Built by Greenock and Grangemouth Dockyard Co. in Greenock, Scotland for the Scottish “Clan Line”, it was to be launched as “Clan Campbell” but the Admiralty requisitioned her on the day she was launched – 27th October 1942 – and once converted was commissioned into the RN on the 26th January 1943.

Operation Source: 22^nd September 1943

Operation Source was a Top Secret Operation to neutralise three German Capital ships, SMS Tirpitz, Scharnhorst and Lutzow. Hudspeth was one of six midget submarine CO’s detailed to attack these vessels. His target was the battleship SMS Scharnhorst, later downgraded by the RN to a Battlecruiser due to carrying only 11 inch main guns. All were at anchor in the Kaa Fjord.

X5 was the Mission commander commanded by Commander LEUT “Henty” Henty-Creer RN who was Australian born. X6 was commended by LEUT Donald Cameron RNR and X7 commanded by LEUT Godfrey Place RNR. These three X-Craft were detailed to attack the SMS Tirpitz. X5 was lost with all hands either during the attack or withdrawal (there is no definitive record), although the Admiralty refuses to dive on the wreck (located in 1974) to check if, in fact, they had deployed their two tons of explosives and were actually sunk on their escape from completing their attack on Tirpitz. Both X6 and X7 succeeded in damaging their target, although both X-Craft were forced to the surface within the anti submarine net around the Tirpitz. Both were craft were scuttled. Two X7 crew members never escaped their craft. The six surviving crew members were taken as prisoners of war (POW’s). Both CO’s Cameron and Place were awarded the Victoria Cross.

On the 18^th September 1943, X8 commanded by LEUT J Smart RNVR was en-route to attack the SMS Lutzow (Pocket Battleship). It was under tow by its mother submarine, HMS Sea Nymph when the tow line parted. It was found the next day. As LEUT Smart had been forced to jettison both saddle charges during the passage X8s participation in the mission was cancelled. Unfortunately, X8 was scuttled on the 18^th September and the crew returned to the “mother” submarine for passage home.

X9 commanded by SBLT E.V. Kearon RNVR and X10 were designated to attack SMS Scharnhorst on the 16^th September 1943. Unfortunately, X9 under tow from HM Submarine Syrtis had dived and failed to surface on the same day. It was found the towing hawser had also parted. All four of its crew were lost.

X10 Crew: Left to right: SBLT G Harding; LEUT K.R Hudspeth CO; SBLT B Enzer; SBLT E Page (Passage CO) and seated left bottom ERA Tilley.

Other crew members of X10, unofficially named “Excalibur”, the legendary sword of King Arthur, included; SBLT Bruce Enzer RNVR, 1st LEUT SBLT Geoff Harding RNVR and Diver, ERA Tilley (who been seconded from fleet submarines). Harding was the youngest of all X-Craft crewmen, he’d just turned 19. Passage CO was “Ernie” Page, a tall, red-bearded Irishman.

X10’s target was the SMS Scharnhorst, believed at the time of departure from home base to be at anchor astern of the SMS Tirpitz in the Kaa Fjord. Unknown to X10 as at 1300, 12 September when she left base under the tow of HM Submarine Sceptre, the Scharnhorst had slipped her moorings on the morning of 22 September and headed to Alten Fjord to undertake Gunnery practice. Subsequently, Scharnhorst received a signal from Tirpitz advising she’d been under attack and had been torpedoed. As a consequence, Scharnhorst did not return to her berth in the Kaa Fjord. This situation unknown to LEUT Hudspeth became important post mission.

After slipping her tow from HM Submarine Sceptre at 2000 on 20 September, X10 dived to test her trim. All was satisfactory, so course was set for the allocated target SMS Scharnhorst. Given known technical reliability issues with the X-Craft it is not surprising that Hudspeth was beset with multiple mechanical break downs. First the periscope motor started to smell pungent when raised and lowered, then the motor burnt out and the craft filled with fumes. Next the Gyro compass failed as did the magnetic compass light, finally the boat started to leak above the switchboard and all fuses blew. Every crew member, regardless of trade, was put to work in an endeavour to rectify the defects and hopefully resume X10 its mission. At 0215, X10 bottomed out at 195 feet just 4 miles from Kaa Fjord and where it was presumed SMS Scharnhorst was at anchor. Finally, one of the two side saddles (explosives) flooded. It seemed little else could go wrong?

LEUT Hudspeth asked his crew if they wanted to proceed to their target in the condition they now found themselves in. All responded yes. After serious consideration as their CO and having heard multiple explosions at 0815 from the other attacking X-Craft, he weighed carefully if he should continue and if forced to the surface, the consequences of losing both his craft and crew. He also considered the impact on other craft successfully attacking their targets. X10 stayed bottomed all day then at 1800 Hudspeth called off the mission and limped back down the Fjord to the rendezvous for return to Loch Striven, Scotland.

Map of Kaa Fjord showing the location of SMS Tirpitz and where Scharnhorst should have been on the day of the attack.

Commanding Officers of X-Craft on Operation Source with the exception of X5 CO LEUT “Henty” Henty-Creer RNVR. Left to right; LEUT T Martin RN X9, LEUT Kenneth Hudspeth RANVR X10, LEUT Basil McFarlane RAN X8, LEUT Godfrey Place RNR X7 and LEUT Donald Cameron RNR X6.

LEUT Hudspeth was awarded a DSC (Distinguished Service Cross) on 11 January 1944. His citation read: “For outstanding courage whilst in command of HM Submarine X10 during Operation Source in September 1943. This submarine penetrated Alten Fjord on 22 September 1943 to within four miles of where Tirpitz was lying. LEUT Hudspeth bottomed in this position in enemy waters throughout 22 September while he and his crew worked in trying conditions to make good the vessel’s defects. The attempt was in vain and LEUT Hudspeth had to come to the correct though bitter decision to withdraw, when so near his goal. The successful double passage of the approaches to Alten Fjord required determination and skill of a high order. The application and endurance shown in the attempt to remedy defects deserve credit. The information this Officer was able to bring back was of great value”.

Operation Postage Able: 17 to 21 January 1944

As the planning went ahead for the invasion of Europe, scheduled for the summer of 1944, it was realised that the Admiralty had no close inshore charts of the French coastline. Therefore, towards the end of 1943 (December) a group of specialised servicemen arrived at the X-Craft Scottish base to check out if it was possible to use these craft to gain the information required for the upgrade of what would become the “invasion charts”. The name of the group was Combined Operations Pilotage Parties (COPP) their role was to gain all possible information on the shore line both above and below the expected tide levels. The Normandy coast was their target shoreline. COPP was a mixture of Naval and Army personnel, the latter being trained commando swimmers. It was Navy’s job to take these commandos, land them unseen to reconnoitre ashore before returning to their X-Craft for passage home.

Two X-Craft (X20 and X23) were shipped by rail from Loch Striven (Scotland) to Portsmouth (south coast) for the operation. The original crew from X10 that was scuttled on its return from the aborted SMS Scharnhorst raid (Sep 43) were reassigned to X20 where they practised passage in the shallow waters of the Solent. Due to last minute “second thoughts” by senior officers, the first planned COPP mission was carried out by small surface craft. The planners were concerned about the possible discovery by the enemy of an X-Craft operation close inshore.

LEUT Hudspeth was awarded a bar to his DSC on 4 April 1944 for his missions in landing COPP personnel on enemy held coasts, his citation reads; “For outstanding courage and devotion to duty whilst commanding HM Submarine X20 in hazardous operations. He showed great coolness, grasp and ability in manoeuvring his X-Craft submerged in shallow water close under enemy defences during the first attempt at putting Combined Operations Pilotage Parties on beach reconnaissance on a heavily guarded position of an enemy coast, in unknown and unpleasant conditions during the period 17 to 21 January 1944”.

Operation “Gambit”: 2 to 6 June 1944 of the Normandy Coast

Following the successful charting of the Normandy coast X20 and X23 were retained for the subsequent operation, Operation Gambit. LEUT Hudspeth continued in command of X20 whilst LEUT George Honour RNVR was CO of X23. For this operation the the crew of each was to be five men. Originally designed for a crew of three, each carried divers and one other. Conditions were cramped!

This operation was part of the overall D-Day Naval Operation known as “Operation Neptune”. Basically both craft had to approach the British / Canadian allocated sector beaches and position themselves at the outer markers of Sword (X23) and Juno (X20). Their role was to sit it out until the allocated time and date of the invasion, then surface and act as navigation beacons for landing force craft heading to the two beaches.

Map showing Normandy beaches Sword (British) and Juno (Canadian) 6th June 1944

With D-Day set for Monday 5 June 1944, both X-Craft left their berths at Fort Blockhouse and set course to exit the east gate on the Portsmouth Boom Defence. Operation “Gambit” had commenced. It was Friday 2 June at 2130 hours. The X-Craft were under tow by two trawlers the Darthem (X20) and the Sapper (X23), they broke their tow the next day and headed for what are now known as Sword and Juno invasion beaches. They positioned themselves (submerged) on the 4 June to be the leads for the biggest invasion force the world had ever seen.

The X-Craft needed to ventilate every five hours to draw in fresh air. They also had to confirm their allocated station by periscope sightings each evening. At 2200 daily they tuned into the BBC news broadcast for any coded message that would confirm the landings would commence the following morning. During one such broadcast, the code was transmitted that the invasion landings would be delayed due to weather (at the UK end) for a day. As their supplies were limited, especially oxygen backup (in bottles) this message caused some concern onboard X20. Their mission on D-Day was to illuminate mast head beacons (to sea) from the deck and periscope to give the landing armada a tested navigation course to their landing beaches of Sword and Juno.

The allocation of operation names is of interest. In this case the Admiralty had chosen Gambit which, as in Chess, a piece is risked so as to gain advantage later! No words were ever so true for X20 and X23.

For this mission not only did they carry extra crew but enough equipment to open a deep sea fishermen’s store! Before departure Portsmouth they stowed onboard the following kit:

Two coastal quick release anchors,
Three flashing lamps with batteries,
Several taut-string measuring reels,
Two small portable radar beacons,
One 18 foot sounding pole with two telescopic masts of similar length and
Twelve extra bottles of oxygen in addition to the X-Crafts normal fixed supply.

The crew were given fake identification papers and told if the mission was aborted they were to swim ashore make contact with the local resistance who would help them return to England. That is of course, if they weren’t drowned or shot by German sentries. If they survived and escaped, they still had to find the local resistance which was easier said than done. Essentially, they were on their own if the mission was aborted.

X20 positioned herself off Juno Beach less than a mile and a half from the coast on Sunday 4 June 1944. When the coded message was received it simply read “trouble in Scarborough” so X20 manoeuvred into deeper water to wait until Tuesday 6 June, the new D-Day. At 0502 the periscope was raised along with the telescopic mast, lights affixed (looking seaward) the radio beacons and echo sounders activated……the final phase of the invasion of Europe was about to commence!

X20 had completed her mission successfully so had X23, so the crew hunkered down had breakfast and waited until it was time to get themselves off the beach and rendezvous with their two craft for a well-deserved return to Portsmouth.

For this operation, LEUT Hudspeth was awarded a second bar to his DSC on 28 Nov 1944. The citation read: “For gallantry, skill, determination and undaunted devotion to duty whilst commanding HM Submarine X20 during Operation Gambit, the Combined Operations Pilotage Parties beach reconnaissance of the French coast prior to Operation Neptune and the landing of Allied Forces on the coast of Normandy”.

After D-Day LEUT Hudspeth was posted back to HMS Varbel (12^th Submarine Flotilla – Midget X-Craft) and was involved in training new crew, he also wrote a manual on X-Craft operations, something he was well suited for having been a teacher prior to his war service.

HMS Orwell (G98) in her war time camouflage paint

On the 23 September 1944 LEUT Hudspeth was posted to HMS Orwell (G98) an Oscar Class destroyer and back to his old trade as an Anti-Submarine Officer. The Orwell had been launched on 2 April 1942, commissioned 17 October 1942 and assigned immediately to North Atlantic and Russian Convoy duties. LEUT Hudspeth served under LCDR John Randall Gower, CO from 15 July 44 through to 16 October 1945. During Hudspeth’s time onboard most sailings were on the Russian run north until returning to Scapa Flow at the end of April 1945 Orwell rejoined the Home Fleet and assumed duties as required. During this period LEUT Hudspeth served as First Lieutenant until released from his RN service.

On 10 September 1945 LEUT Hudspeth was posted to HMS President pending return to Australia and demobilisation. He embarked on the passenger liner “SS Aquitania” leaving Southampton on 28 October and arrived in Tasmania in early December 1946. His service concluded at HMAS Huon on 5 February 1946

Post demobilisation, Hudspeth continued to serve in the Reserve, was promoted to LCDR on 31 December 1951 eventually resigning his commission on the 21 January 1965. Thus ended, a distinguished career of 25 years in war and peace in the RN, RANVR and post war RANR.

Post war Hudspeth obtained his teaching diploma and returned to his pre-war occupation as a teacher with the Tasmanian Department of Education. He became the warden of “Werndee”, a hostel in Hobart for junior and trainee teachers. Then followed several appointments to several schools in northern Tasmania before becoming Principal, and Superintendent of Building for the Education Department throughout Tasmania. Kenneth Hudspeth retired from education in 1979 aged 61.

Kenneth married an English woman, Audrey Nicholson in 1959. They produced three sons: Andrew, David and Donald. None followed in their father into the services. In retirement Kenneth followed his interests in music and literature, although his chief interest was anything maritime and his love and involvement in the Tasmanian Maritime Museum.

Kenneth & Audrey Hudspeth in retirement.
Image supplied by son, Andrew Hudspeth

Kenneth Robert Hudspeth passed away on the 3 December 2000 at the age of 82 years. He was a war time hero, a volunteer, a Reservist and one of the most decorated Australian Naval Officers of WWII.

Midget Submarines Specifications – X-Craft

Overall length: 52 feet

Displacement: 30 tons

Propulsion: Diesel engine and Electric motor

Range: Approximately 1,000 miles

Speed: 6.5 Knots surfaced, 2 knots submerged economical speed

Armament: Two crescent sectioned charges 30 foot long each with two tons of explosives

Crew: Three to five subject to mission

Diving depth: 300 feet

References:

Royal Navy National Museum Portsmouth UK George Malcolmson Curator Archives and Images
X-Craft X20 In the English Channel LCDR K R Hudspeth RANR Rtd paper
“Above Us The Waves” C E T Warren & James Benson George G Harper UK 1953
“Midget Submarines of the Second World War” Chatham Publishing 1999 Paul Kemp
“Skill & Valour” James J Atkinson Spink & Son Australia 1986
“Bravo Zulu Honours & Awards” Vol 1 1900-1974 Ian Pfenningworth 2016
“Semaphore Operation Neptune D-Day 6 June 1944” John Perryman RAN Rtd paper
Naval Commander Force “J” HMS Vectis Report 179/323 25/09/43 Archives RN
Supplement to The London Gazette Rear Admiral C B Barry Tirpitz report 11/02/48
Defence Media Network “Operation Source X-Craft Raid on Tirpitz” Dwight Jon Zimmerman 19/09/2013 paper
Lost Heroes of the Tirpitz Dr Eric Grove 17/02/2011 paper
Major British Warship Losses WWII Submarines & Midget Submarines Gordon Smith
“Service Histories of RN Warships in WWII” LtCdr Geoffrey B Mason RN 2003
“Bute at War” www.buteatwar/gallery
Australians in Midget Submarines Ray Worledge 11/08/2013
U Boat Net – Allied war ships HMS Orwell G98 Oscar Class Destroyer
War Hero – Educationalist Ray Worledge paper
Operation Gambit “Fighting Spirit” Gavin Mortimer interview with S/Lt Jim Booth X23
Foxtrot Alpha Net “How the RN’s X Class Midget Submarines helped make D-Day Tyler Rogoway 2015 paper
Journal of the Australian Naval Institute. “The RANVR and the Normandy Landings” John Connor School of History ADFA paper
National Archives of Australia A3978 Barcode 30964422 & CA 38 / 587 – Canberra.
Dominion Yachtsmen Scheme DRA paper Ms Janet Roberts Billett paper
“Hudspeth Family 2018” via direct contact Mr Andrew Hudspeth eldest son of Kenneth and Audrey Hudspeth, family history – photographs.

Occasional Paper 44: The Fairey Gannet A/S1

February 12, 2019

By CMDR (P) R. V. Morritt, RAN Rtd

The Fairey Gannet A/S 1 aircraft was introduced into the Royal Australian Navy (RAN) Fleet Air Arm (FAA)

in 1955. When embarked in the newly acquired HMAS Melbourne, Australia’s Naval Air Anti-Submarine

power during the fifties and sixties was the most modern and technically advanced in the whole of South

East Asia.

Not a ‘glamour’ aircraft by any stretch of the imagination, the Fairey Gannet was perhaps one of the most interesting at that time. Its unique engine arrangement, mission profile and capability, and large size and beautiful inverted gull wing still attract admiration and attention from aviation aficionados and enthusiasts alike. A twin turbo-propeller aircraft; it was fitted with an Armstrong-Siddeley Double Mamba turbine engine, driving the contra-rotating propellers via a central shaft and gear box, which in turn was lubricated by engine oil from a single oil supply tank. Herein lay one of the two stings in the tail of the Gannet upon which I shall enlarge a little later.

I seemed destined to set off a string of ‘firsts’ when, in 1953, having been selected for National Service Training, our course would be the first to undergo Flying Training, and I was selected in this first training group to be trained on Tiger Moths to Private Pilot License standard. Upon completion of NST I decided to join the RAN Fleet Air Arm and continue training to Wings standard. Upon graduation, I was awarded the Weapons trophy and the Goble Trophy for the Most Proficient Pilot on course. Having been trained in the Tiger Moth, followed by Wirraway, Firefly Mk V1 and Sea Fury FB11 aircraft, the shock and awe upon being confronted by the increasing size and complexity of each succeeding model was difficult to overcome. However, the sheer bulk of the Gannet was something to behold when standing next to it trying to work out how to gain entry to the cockpit!

It had a crew of three, pilot in front of course, Observer (Navigator/Tactical operator) in the center cockpit, and Radio Operator in the rear cockpit – facing rearwards. The fuselage was a huge, slab-sided affair with the cockpit some ten feet above the ground. Entry was by means of a three-step ladder, which was lowered and raised by hand, followed by a series of indented foot/handholds ascending in a large diamond pattern. When commencing training on this aircraft the very first lesson was to establish which foot to place in the lowest step in order to ascend successfully into the required cockpit! Start with the wrong foot and one could easily find oneself led into the wrong cockpit. One could only undo this error by descending and re-commencing with the correct foot!

I was very fortunate in that my Flight Instructor, Lieut. Herbie Becker, was an excellent instructor who knew the aircraft inside out and was able to pass this knowledge on to me. I am sure that had it not been for him I would almost certainly not have had the in-depth understanding of the Flight Fine Pitch Stop system in the Gannet which stood me in such good stead later; knowledge which went a long way towards saving my life and those of my crew.

When embarked, the Gannet aircraft routinely averaged sortie times of around 3-4 hours. Anti-Submarine equipment was not much more than the MK1 Eyeball! A basic radar (ASV19B), a mix of mainly non-directional and a small number of directional sonobuoys, and a small number of hand launched smoke markers completed the A/S detection kit. It was also possible to carry two homing torpedoes, a few depth charges or a small number of 250 lb. bombs either in the bomb bay or on wing racks, and occasionally 60lb rockets. That completed the ASW capability.

Engine failures

Standard operating procedure called for normal cruise configuration to be on single engine in order to conserve fuel. Anti-submarine search operations were routinely below 1500 feet in all weather, day and night. The single-engine cruise protocols called for the operating engine to be swapped hourly in order to even out the running hours. Operations were normal for the first year or two utilizing the above-mentioned protocols. However, it was not long before aircraft began suffering engine failures at a disturbing frequency, almost always preceded by a rapid loss in oil pressure. This resulted in an increase in single engine deck landings, something to which pilots did not look forward, particularly in heavy seas and/or bad weather. Eventually Fairey Aviation discovered that the prolonged single engine cruising was causing ‘Brinelling’, or pitting, of the propeller bearings in the feathered propeller. This in turn was causing metal particles to be distributed through the oil into both engines and propellers due to the single oil supply tank … the first of the two stings in the Gannet tail!

The quick fix was to change the single engine cruise protocol to ensure equal distribution of the time in the feathered position; rotating the feathered engine slightly every ten minutes, and changing operating engines every 30 minutes. All this had to be accomplished while possibly actively tracking a submarine, often at 300 feet on a pitch-black night and possibly in bad weather – and no co-pilot to assist! There were many single engine landings, both day and night on board Melbourne, caused almost exclusively by this problem. This was worrying enough without the knowledge in the back of the pilot’s mind that the pieces of metal in the joint oil supply could result in the second engine failing at any time! Many times the pilots missed the wires due to float, deck movement or both – resulting in a BOLTER. However, on 6 June 1958, on completion of a night flare dropping exercise, I again experienced an engine failure – which resulted in a dreaded night BOLTER followed by a successful recovery. Another ‘first’.

Night BOLTER

It was a very warm night in South East Asia and the sea was relatively flat with only about 10 knots of wind. Having suffered what was now a routine engine failure, I elected to perform a straight in landing. This was probably an error in that it caused difficulties in attaining and holding the correct approach speed, such that the aircraft was approximately 5 knots fast over the round-down and floated over all the arrestor wires. I immediately applied full power to the operating engine and raised the undercarriage but was unable to climb away. The aircraft settled towards the water but held altitude just above the surface in the ground effect. The altimeter was reading zero, and the needle on the Radar Altimeter, calibrated in 10 feet increments, was hovering just above zero – but not even half way to the 10 feet marker. As the aircraft passed down the port side of the Rescue Destroyer stationed on the Starboard Bow of the Carrier, the Port Running Light on the bridge was above the eye level of the crew in the Gannet. After what seemed an eternity, the Radar Altimeter began reading a healthy 50 feet above the water, and raising the flaps was commenced in stages. A very wide, climbing circuit was established, levelling at 1,000 feet down-wind. From there, a normal single-engine landing was completed, followed by several medicinal rums in the sick bay afterwards! This was the first and only successful night bolter and recovery ever in either the RAN or RN. I believe it remains so to this day. My crew comprised Lieut. Evans (Observer) and Obs. 1 Hancox (Tel).

Sting in the tail

Getting back to the Gannet peculiarities, the second sting in its tail – which caused many accidents and injuries, including death – was a little thing called the Flight Fine Pitch Stop. Essentially, this was a pin which prevented each propeller from moving into the fully fine position when the throttles were retarded as for landing, unless the landing gear was down and locked. This stop was actuated (inserted) by the landing gear coming up, and removed by it on lowering for landing. When the propellers were allowed the full movement into the full fine position, they effectively presented two solid disks to the airflow, causing enormous drag and potential for uncontrollable loss of altitude. Of course, this was of little concern when at altitude or when within inches of the ground in the normal landing with the gear down. However, in the single engine configuration, this drag was not at all desirable – so there were two Flight Fine Pitch Stop Override (FFPSO) switches in the cockpit with which the withdrawal of these pins (one on each propeller) was prevented, either individually or together when the landing gear was lowered. Of course, when attempting a single engine landing, the lack of this drag in the final landing phase (assuming the pilot had remembered to make the FFPSO switches) could result in a float before touchdown. This was of no consequence when landing on a runway – but caused untold difficulties in the final phase of a deck landing! It was invariably this, in association with possible deck movement, which caused the aircraft to float over the wires and BOLTER!

The ability of the Gannet to fly around at low level on one engine with hook down, bomb-bay doors open and radome lowered made the aircraft a great crowd pleaser at flying displays. This act was sometimes varied by turning down wind at the end of the runway after the low fly-past, closing the bomb-bay doors, raising the hook and radome while in the turn, and then lowering the undercarriage to complete a single engine landing as a finale. This always impressed the crowd. However, had the pilot not taken the precaution of selecting the FFPSO ON for the live engine, the lowering landing gear withdrew the FFPS – with the resulting uncontrollable drag and inevitable catastrophic crash! This occurred at NAS Nowra on one occasion, and resulted in very serious injury to the Gannet pilot. This accident resulted in such demonstrations being banned in the RAN.

One-wing salute

The odd double vertical folding arrangement for the wings made for quite small ground coverage, but a need for lots of headroom. It did, however, lend itself to inventive initiative at times. Admiral’s inspection at NAS Nowra was always a painful day – and one to be dreaded. Very rare was the day when the inspecting Admiral was not displeased about something. On one particular occasion a flight of Gannets provided a short air display for the Admiral’s benefit. Upon landing, the four taxiing Gannets passed in front of all the Divisions drawn up on the Hard Stand with the Admiral waiting for them to march past in salute. An astute Air Engineering Officer of the Gannet Squadron had disabled the folding mechanism of the port wing in all the four aircraft prior to take-off. As the flight passed the Admiral in line astern formation, the leader ordered the flight to ‘fold wings’. Lo and behold, all starboard wings folded as one in salute to the Admiral, and then spread again after passing the dais! The Admiral was so pleased that he gave the Air Station full marks for their inspection (so the story goes).

Notwithstanding all that has been said, the Gannet was a delight to fly, very light on the controls, very manoeuvrable, with excellent visibility from the very roomy cockpit. Like the albatross and the pelican, which look most ungainly when on the ground, the Gannet was in its element once it shook itself free of the ground and soared into the air. As described by one pilot ‘it was like the fat lady at the barn dance, who you find surprisingly light on her feet, that is how it flew. ’

Occasional Paper 43: The Press vs RAN Cricket Match 25 January 1933

December 17, 2018

Following the 1932-33 Ashes series held in Australia in which English captain Douglas Jardine employed ‘Bodyline’ tactics to combat the batting skills of Don Bradman a much lighter match was played between the Press and Royal Australian Navy on the eve of Australia Day 1933. There were some famous names amongst the players.

Our thanks go to Alf James and Ralph Derbidge for providing the scorecard for this match and drawing attention to newspaper reporting of it. Some of those stories are included below.

PRESS V NAVY
The Sydney Morning Herald Tuesday 24 January 1933

A cricket match between pressmen and the Royal Australian Navy has been arranged to take place at Rushcutter Bay Oval on Wednesday. Play is to commence at 11 a.m., and a naval band will be in attendance during the afternoon. J B Hobbs the former English test batsman will probably play for the Press.

CRICKET PRESS DEFEATS NAVY HOBBS AND BRADMAN HALF- CENTURIES.
Daily Examiner, Grafton, Saturday 28 January 1933

Attracted by the presence of international players, fully 3000 persons watched the cricket match at the Rushcutter Bay Oval on Wednesday, between the Australian Navy and the Press. The Press team included a number of cricketer-writers, including J. B: Hobbs, D. G. Bradman, J.H. Fingleton, C. G. Macartney, A.M. Mailey and Dr. E. P. Barbour. In the first innings Navy were dismissed for 82 runs, Mailey taking three wickets for 25, and Fingleton two for 12. The Press declared at three wickets for 173 (Hobbs 50, Bradman 53 not out). In their second innings Navy could score only 85, and Press thus won by an innings and six runs. Macartney took four wickets for 13, Mailey three for 33, and Hobbs one for 4.

STARBOARD THEORY: Navy at Sea on The Land, GREAT MATCH
By Arthur Mailey
The Sun, Sydney NSW 26 January 1933

The result of the Navy v Press cricket match proved that the pen is mightier than the sword, at least as far as the game itself was concerned.
But leaving out fine leg glances, cover-drives, back-cuts and other technicalities, I must admit that the Navy was the greater team, despite the fact we had such world-renowned players as Hobbs, Macartney and Bradman. The Navy began the day well by inviting the Press to lunch on the Australia. This, in addition to the fact that an armed guard was in the vicinity, probably influenced Jack Hobbs, who, after winning the toss on a perfect wicket, sent the Navy in to bat.

Port Side Field

I began bowling with a port-side field four men aft three amidships and a couple forward.

I have heard cricketer complain about the size of the stumps, but have never heard an umpire object to the state of the brasswork. Captain Bradley of the Australia, who kindly consented to be umpire, walked over to the stumps examined- the stumps and flew into a rage.
“Tch! Tch! Tch!” he said. “Who is responsible for these stumps? Look at the brasswork. It has not been polished since the days of the Armada. Take them away! Take them away!”
When It was explained to the captain that the batsmen would complain if the brass tops were polished, he calmed down and ordered the game to proceed, not with the familiar old order to “play” but, “clear the decks for action.”
The sea dogs collapsed in their first innings. Judging by the number of agricultural shots played by the Navy, l am Inclined to think quite a number or these good fellows were brought up on the land. Still, unlike Test cricketers, they did try and hit the ball.

Placing the Field

Two fairly decent batsmen, Hobbs and Fingleton, opened for the Press, and Captain Moyes, of the Navy team, barked his field into place with “Hasker, you go to on the port side just a little aft; Woolcott, lee scuppers; O’Hara, stand by on the port bow; you other fellows take up positions, and when Bradman comes in, retire and await developments.”
Umpire Captain Bradley rendered great assistance to the Navy by giving Hobbs out l.b.w. I found out later that when Admiral Dalglish was asked if Captain Bradley might play, the Admiral replied, “No. sir! Captain Bradley can render greater assistance to the Navy if he is umpire. Jack Hobbs decision proved that the Admiral was right.
Only Fingleton, Hobbs, Bradman, Macartney and Barbour batted for the Press. There were far more interesting batsmen to follow. Mr. Hobbs, I believe, was a little annoyed at being given out l.b.w., because he said that the tail-enders arranged it with Captain Bradley at lunch time.
The climax came when the Navy had one wicket to fall in the second Innings. O’Hara, of the Navy, came in, took block, looked around and saw a sinister leg field placed. “Struth,” he said, “so this Is what we’re up against! Fancy them placing a starboard field to ME.”
Hobbs, strange to say, was the bowler and his first ball rapped the unfortunate O’Hara on the shins. I believe this starboard theory would have continued, but the fieldsmen found out that Mr O’Hara was a naval policeman or marine something, and the field automatically drifted across to the offside.
O’Hara played one into the slips, and that ended one of the most delightful matches ever played.
Thinking over that last wicket incident reminds me that a couple of policemen in the next Australian Eleven would be handy.

THE PRESS vs THE AUSTRALIAN NAVY

Played on Rushcutters Bay Oval on 25 January 1933

AUSTRALIAN NAVY

Cdr JR HASKER	c. Barbour, b Fingleton	4	run out	24
Cdr AR WOOLCOTT	st. Moyes, b. Mccartney	1	c. Fingleton, b. McCarney	19
A/C WA BRADLEY	b. Mailey	10	b. Mailey	0
Sub-Lt PERRY	b. Fingleton	1	b. Mccartney	0
Lt-Cdr WR MARSHALL a DEANE	c. Fingleton b. Mailey	14	b. Mccartney	0
Sub-Lt TK MORRISON	c. Fingleton b. Barbour	10	b. Mailey	3
Cdr JM FLATTERY	b. Mailey	7	st Moyes b. Mailey	4
Lt-Cdr GL CANT	b. Bradman	18	b. Mccartney	3
P/O DJ SHEPHERD	b. Greatorex	2	not out	14
Inst Cdr MH MOYES	c. Bradman b. Greatorex	4	b. Kann	9
Const P O’HARA	Not out	4	c. Fingleton b. Hobbs	6
Extras		7		3
Totals		82		85

	O	M	R	W		O	M	R	W
Macartney			15	1	(3)			13	4
Fingleton			12	2
Mailey			25	3	(2)			33
Barbour			12	1
Greatorex			10	2
Bradman			1	1	(1)			20	0
Kann					(4)			12	1
Hobbs					(5)			4	1

THE PRESS

JHW FINGLETON	b Moyes	36
JB HOBBS*	lbw, b. Morrison	50
DG BRADMAN	not out	53
CG MACARTNEY	c,Moyes, b.Morrison	10
EP BARBOUR	Not out	21
AG MOYES+	did not bat	–
MA NOBLE	did not bat	–
EN GREATOREX	did not bat	–
AA MAILEY	did not bat	–
EW KANN	did not bat	–
AN OTHER	did not bat	–
Extras		3
Total	3 wickets (dec) for	173

	O	M	R	W
Flattery			16	0
O’Hara			27	0
Moyes			50	1
Bradley			15	0
Morrison			28	2
Woolcatt			34	0

The Press won by an innings and 6 runs.

The Navy Team

In 1941 Surgeon Captain Hasker and CPO Shepherd went down with HMAS Sydney. Commander Marshall a Deane went down with HMS Greyhound. Woolcott and Flattery became surgeon-captains and Bradley, a wing commander. Morrison and Perry were promoted rear admirals and Cant a lieutenant commander. Morton Moyes, whose brother “Johnnie” played for The Press, was an Antarctic explorer with Douglas Mawson. Neville Greatorex had played two internationals for the Waratahs in 1927.

Rear Admiral Robin Campsie Dalglish

Rear Admiral Robin Campsie Dalglish served in the Royal Navy from 1985 to 1934. He served as Rear Admiral Commanding the Australian Squadron (RACAS); flying his flag in the heavy cruiser HMAS Canberra from April 1932 to April 1934.

An elite athlete who represented Great Britain, in fencing and sabre during the 1920 Olympic Games, in Antwerp, and in Paris in 1924, his interest in cricket and socialising with Test cricketers is understandable.

While commanding the Australian Squadron the RAN began the slow rebuilding process after the austerity of the Great Depression. The recruitment of officers and ratings had recommenced in January 1932 after a 12-month pause and the ships began to exercise more frequently and conduct port visits to New Zealand, New Guinea and the Netherlands East Indies. The squadron also increased in size with the addition of five destroyers on loan from the Royal Navy (HMA Ships Stuart, Vampire, Vendetta, Voyager and Waterhen )in early 1933 and the survey vessel HMAS Moresby was recommissioned in April 1933 for strategic survey work in northern Australian waters.

Source: Rear Admiral Robin Campsie Dalglish Biography, RAN Sea Power Australia.

Occasional Paper 42: The day the entire German fleet surrendered – 100 years ago 

December 17, 2018

Armistice Day is remembered as the day World War One ended, but for naval historians Britain’s greatest victory came 10 days later. Operation ZZ was the code name for the surrender of Germany’s mighty navy.

For those who witnessed “Der Tag” or “The Day” it was a sight they would never forget – the greatest gathering of warships the world had ever witnessed.

It was still dark in the Firth of Forth when the mighty dreadnoughts of the Royal Navy’s Grand Fleet began to raise steam and one by one let slip their moorings.

The huge shapes of more than 40 battleships and battlecruisers began to ease out, course set due east. As the procession of steel headed for the open water of the North Sea, more than 150 cruisers and destroyers joined them. The mightiest fleet ever to sail from Britain’s shores was heading for a final rendezvous with its mortal enemy – the German High Seas Fleet.

Present were HMA Ships Australia (I) (Captain TN James, RN), leading the British port line, Melbourne (I) (Captain EA Rushton, RN) and Sydney (I) (Captain JS Dumaresq, CB, MVO, RN).

Victory would be total. But there was to be no battle. After four years of naval stalemate, this was the day when Germany would deliver her warships into British hands, without a shot being fired.

The date was 21 November 1918. World War One had ended on land 10 days earlier, but this was to be the decisive day of victory at sea.

HMAS *Melbourne* flying three battle flags and cleared for action on the day of the surrender

After tense negotiation, Germany had agreed to deliver its fleet, the second biggest in the world behind only the Royal Navy, into the hands of the British. The mighty assembly steaming to meet theGermans was a reception committee so overwhelming that it would brook no change of plan.

Operation ZZ saw the mightiest gathering of warships in one place on one day in naval history.

HMAS *Australia* at the surrender of the German fleet in the Firth of Forth

It was a sight those who saw it would never forget. The unnamed correspondent for the Times, watching from the deck of the British flagship the dreadnought HMS Queen Elizabeth, was overwhelmed:

“The annals of naval warfare hold no parallel to the memorable event which it has been my privilege to witness today. It was the passing of a whole fleet, and it marked the final and ignoble abandonment of a vainglorious challenge to the naval supremacy of Britain.”

Two days earlier nine German battleships, five battlecruisers, seven cruisers and 50 destroyers had set sail, heading west. Under the terms of the Armistice which had ended the war they were to hand themselves over in the Firth of Forth, before being brought to the lonely Orkney anchorage of Scapa Flow.

As he led his fleet out of the Firth of Forth, Sir David Beatty could count on an overwhelming superiority to forestall any final show of German defiance. As well as his ships, he was joined by five American battleships and three French warships.

Nevertheless, he was taking no chances. His orders issued the night before were clear – ships were to be ready for action:

“Turrets and guns are to be kept in the securing positions, but free. Guns are to be empty with cages up and loaded ready for ramming home. Directors and armoured towers are to be trained on. Correct range and deflection are to be kept set continuously on the sights.”

As the Grand Fleet sailed into the North Sea, it formed two massive columns, one to the north, one to the south, six miles apart. Just before 10:00 it met the Germans, being led to their surrender by the British light cruiser HMS Cardiff. The Allied columns swung round to due west, forming an overwhelming escort on either side of the Germans.

HMS *Queen Elizabeth* and other British battleships inline

The Times correspondent described the scene:

“Between the lines came the Germans, led by the Cardiff, and looking for all the world like a school of leviathans led by a minnow. Over them flew a British naval airship. First came the battlecruisers, headed by the Seydlitz.”

By late morning it was over. The German ships, missing one destroyer which had struck a mine and sunk, lay at anchor off theIsle of May in the outer reaches of the Firth of Forth, surrounded by their jailers. Beatty rammed home the message with a curt signal:

“The German flag will be hauled down at sunset today and will not be hoisted again without permission.”

The German battlecruiser *Hindenburg* is photographed as it comes in to surrender

Before holding a service of thanksgiving on board HMS Queen Elizabeth, Beatty thanked the sailors of the Grand Fleet.

“My congratulations on the victory which has been gained over the sea power of our enemy. The greatest of this achievement is in no way lessened by the fact that the final episode did not take the form of a fleet action.”

At the surrender each German vessel was assigned to the custody of a British ship, which sent aboard a party to inspect it for hidden explosives and instruct the captain. HMAS Melbournehad responsibility for the German light cruiser Nurnberg while HMAS Australiawas given the battlecruiser Hindenburg. HMAS Sydney was assigned to escort another Emden, the light cruiser named to honour Sydney’s opponent at the Battle of Cocos.

As darkness fell on 21 November 1918 buglers played “making sunset” and cheers rang out from the sailors of the Grand Fleet.