Michael D.Heath-Caldwell M.Arch.

Naval Diary 1949

Friday 4^th February 1949

H.M.S. Illustrious – At 0800 the ship was warped out of No.10 dock into the Hamoaze via No.5 Basin after the caisson had been removed. The ship anchored in Plymouth Sound at 0930 when an aviation patrol lighter came alongside  to fuel us. We were fuelled with oil fuel while still in dry dock by an oil tanker which came alongside the caisson in No.4 Basin.

The ship did not sail till 1930 because the Captain did not arrive onboard till then, having been attending a conference at the Admiralty all day.

At 2000 the ship was darkened as we had H.M.S. Contest in company and it would have been our last chance for about 3 weeks for another ship to inspect us after dark at sea.

[C.O. comment – Too short. You are overdue for a sketch. Your writing is very much improved. P.J. Morgan Lt Cmdr. 9.2.49]

Saturday 5^th February 1949

H.M.S. Illustrious – H.M.S. Implacable has completed most of the Deck Landing Training programme in the Moray Firth ahead of schedule. In consequence H.M.S. Illustrious will not have to complete the training programme.

As time is of no consequence it was decided to anchor on our way up to the Moray Firth and give leave to the ship’s company. At 0830 the ship anchored in Lamlash Bay and soon afterwards all the boats were landed; 2 motor boats, 2 motor pinnaces, 2 motor cutters and the 35ft fast motor boat. This was the first time the 2^nd motor boat had been lowered since being hoisted onboard after the ship came out of floating dock last year. All the boats were working correctly by 1200, circulating water defects having been cured in two boats. Some of the gear in the boats, which hadn’t been hoisted out for a long time, was missing or not in the boats, but that has since been put right. The 25ft fast motor boat was not lowered because it has no batteries, and it seems that it will not be lowered unless the manpower situation in the ship eases up and a crew can be allocated to man it. Even if this is the case it would still be worthwhile to get the boat in running order, in case other boats break down, and use it for boat practice. Kitchen rudder boats are a class of boat in themselves; a single screwed boat takes more skill to handle properly, and it would be a useful experience for coxwains of boats to have a little practice with the 25ft motor boat for that reason.

During Sunday afternoon a water bus service was run from ship to shore, boats leaving the ship and shore regularly at a little less than half hour intervals. Many of the ship’s company availed themselves of the service mainly to stretch their legs ashore. The weather was foggy and rather cold most of the day, though the sun broke through towards dusk.

Lamlash pier is made of wood and is not in very good repair. In fact there is a notice at one end which says anybody using the pier does so at their own risk. The Lamlash Estates, which used to own the pier, are not liable for any accidents which may happen to unwary promenaders.

Monday 7^th February 1949

H.M.S. Illustrious – The ship weighed anchor at 0730. It was intended, weather permitting, to carry out turning trials off Arran. This would have entailed the lowering of the seaboat with somebody in it to take ranges of the ship at certain intervals while the ship was turning. The wind put these trials out of the question, firstly, the wind would have had a large effect on the ships turning circle, and secondly it was rather rough to lower a boat in any case. Instead stopping trials were carried out to provide useful data for the information of the Captain and Navigator and for the Navigation Data Book.

Wednesday 9^th February 1949

H.M.S. Illustrious – The ship anchored of Cromarty at 1345. H.M.S. Implacable entered the Firth at 1600 and anchored about 4 cables to seaward from us while the hands were at evening quarters on the flight deck.

Invergordon is about 2 miles to the westward and the boat trip there, by slow motor boat (average speed 8 knots) takes from 25 to 35 minutes depending on the state of the tide. The tide ebbs and flows at about 3 ½ knots here where the Firth is narrowest. At Invergordon the tide is also very fast running because there again the Firth is narrower.

The pier at Nigg is very difficult to come alongside at ebb tide when there is a westerly wind. It is advisable to come alongside at the end of the pier, and stem the wind and tide, rather than to come alongside the landing stage on the East side of the pier. If it is necessary to do this the bows of a kitchen rudder boat should be brought in first. The bowman should then secure to the pier with his painter after which the stern can be brought in by going astern and putting the wheel to port, or towards the jetty.

Engineering on Passage.

During the passage up to Scotland I kept a one in three watch in the Boiler Rooms, Engine Rooms and Machinery Control Rooms. Our group split into pairs which stayed together in the various machinery compartments.

While we were in Devonport we learned the Engine Room Department’s routine in harbour and dry dock, but we did no watch-keeping.

On passage the ratings on watch in Boiler Rooms and Engine Rooms seem to have very little to do because no manoeuvring has to be done. The stokers on watch, apart from taking their hourly dial readings and thermometer temperatures, are employed in cleaning the brightwork and generally cleaning up the machinery compartments. When entering and leaving harbour, manoeuvring and when flying is in progress the Boiler Rooms and Engine Rooms are scenes of great activity. The E.R.A.’s and Chief Stokers watch their pressure readings carefully and are prepared for any emergencies. The stokers are kept busy opening and closing valves indicated by the E.R.A.’s (in E.R.’s), and the Chief Stoker (in the B.R.’s).

The M.C.R. has repeats of all the main pressure and temperature readings in both boiler and engine rooms. The Engineer Officers of the Watch keep an eye on these readings and can communicate with any machinery compartment by telephone or Machinery Compartments talk back if anything goes wrong. Because the M.C.R. is the centre of the E.R. Department it is also the standby or secondary D.C.H-Q.

There are two E.O.O.W.’s so that one can go on rounds during the watch to visit outlying compartments and to inspect running machinery locally. This is to ensure that the watchkeepers are doing their jobs properly and that all dial readings are within the safe limits.

The E.O.O.W. who remains at the controlling position co-ordinates the running of the boiler rooms and engine rooms. Thus if the bridge rings down for more revolutions the boiler rooms are ordered to increase oil fuel pressure on the sprayers or to increase the number of sprayers. These orders are transmitted either by telegraphs or by electric lights. While the Boiler Room is raising, or beginning to raise more steam, the Engine Room is ordered to open up the main cruising nozzles on the turbines.

The M.C.R. provides cocoa for all the engine rooms. This function seems to me to be very important because there is nothing like a large, hot cup of cocoa at 3.am for strengthening the constitution and keeping one awake and up to the mark.

Monday 14^th February 1949

H.M.S. Illustrious – At 0930 the hands went to General Quarters. This meant that every man in the ship closed up at his action station, no departments being excluded. This was done to ensure that every action station was filled, that everybody had an action station. While all the hands were closed up Damage Control parties had plenty of scope for carrying out exercises under realistic conditions. This was because nobody was below decks carrying out normal domestic duties, and consequently there were not steams of people opening hatches below all the time.

The first equipment to be tested on closing up to General Quarters was communications gear. Every position checked up on its sound powered phones, headsets, microphones etc and any defects were reported, and when possible defective equipment was replaced by new gear from the electrical department stores. Communications numbers established contact with their opposite numbers and learned who they were. Guns crews closed up with tichler tins and seaman’s knives, to oil communication locker clips in any spare moments that they had between drills, and to scrape off superfluous paint. This was most necessary because when the ship was painted at Devonport a lot of paint was slapped onto the moving parts of guns, onto screw threads and nuts and bolts and so on.

Each department and almost every operations room organised exercises for the ratings manning the positions in them. Thus in the B.P.R., where I closed up we first of all tested communications and checked that all the gear was working correctly, then we commenced a plotting exercise on the L.O.P. and G.O.P. in conjunction with the Radar Display Room. The A.D.R. did the same as us, and the Ops Room co-ordinated the efforts of both compartments. Damage Control parties, below decks patrolling in their various sections, carried out small exercises, realistic conditions being produced by the stopping of Turbo-Generators and the consequent failure of lights etc.

Everybody closed up to his action station with gas masks and these were donned locally to enable the hands to learn how to work in gas masks. The reason why this was only done locally was because in actual practice not every compartment would be affected at once by a gas attack. For instance the Flight Deck would never be dangerous because the fresh air would blow all poison gas away. On the other hand accidental poison gas below decks would be likely to linger locally in compartments. It would impair the fighting efficiency of the ship considerably if aircraft handling parties and A.I.G. crews had to wear gas masks on the flight deck and in the island first because there was some poison locally in the engine room.

As soon as the hands dispersed from G.O.’s special sea dutymen were closed up and the ship weighed anchor off Cromarty and proceeded to sea. As soon as we were far enough off the coast the ship turned into the wind, towards the West, and both Fireflies of the ship’s flight were flown off. These then flew around in the vicinity to enable the A.D.R. to carry out a plotting exercise.

It was important to get back into the Cromarty Firth and up to the Flagship buoy, 300yds off ‘A’ pontoon at Invergordon, to shackle onto the buoy before the tide was at full ebb. [C.O. comment – No, not as much] As it was there was about a 3 knot current when we shackled on. The first bridle was shackled on without mishap, the buoy being under the hawze pipe throughout the operation, but there was a delay in getting the second shackle on because the 2^nd buoy ring was fouled. Communications between the fo’c’sle and bridge were poor because the bridge did not receive enough of a running commentary about the position of the buoy, and consequently they did not know exactly what the position was at the buoy.

Boat trips from the Flagship buoy to ‘A’ pontoon at Invergordon take about 5 minutes. From ‘A’ pontoon to the recreation and playing fields is about 10 minutes walk. it was worthwhile, therefore, to organise many games of hockey and soccer ashore and Tuesday and Thursday afternoons were really recreation afternoons for teams.

There are not many forms of artificial recreation ashore, consequently everybody, to make the best of their stay here, should indulge in team sports or something like walking, running, bicycling or climbing. In fine weather Mt Ben Wyvis is well in striking distance of here provided the most intelligent use is made of the transport available, bus, train or bicycle.

The ratings in the Seaman’s Platoons of the Landing Party were lectured, briefed and drilled during the week. These men will land sometime next week for a route march with full equipment. The Landing party organisation is designed to cope with several emergencies ashore; for garrisoning a town; helping the police against rioter; assisting rescue parties ashore in catastrophes and so on. The landing party’s arms may range from Lanchester carbine and rifle to pick and shovel, depending on the circumstances. To bolster morale ashore the dress of the men should be smart and impressive, but for fighting, full arms would be carried and clothing would depend on the terrain and cover ashore.

[C.O. comment – signed Lt Cmdr P.J. Morgon 21.2.49]

Friday 18^th February 1949

H.M.S. Illustrious –

2^nd General Quarters.

The hands closed up at General Quarters during the forenoon. This time, from the lesson learned last Monday, communication numbers checked their lines a little quicker and so the general exercise started off sooner than usual. Nevertheless the actual exercise didn’t start as quickly as desired and a further improvement in testing communications will be required next time.

The A.D.R. and gun layers, trainers and aimers have had exercises during the week with aircraft from Lossiemouth. These stayed in the vicinity of the ship for about an hour, during two forenoons, and made dummy low level and dive bombing attacks. These exercises are most necessary for keeping close range weapons aimer’s eyes in. Sometimes the airmen (aimers?) are told to follow the edges of clouds with their sights. This practice may give them a little exercise, but not nearly so much as following in the real aircraft moving at three hundred and fifty miles per hour. Besides the fact of having aircraft attacking the ship makes the exercise more realistic and the men more interested.

Sunday 20^th February 1949

H.M.S. Illustrious – after church three of us landed at ‘A’ Pontoon with our bicycles. Wehad considerable misgivings about the success of our expedition to Bonar Bridge as soon as we landed because we could see the rain clouds coming towards us from the western end of the Cromarty Firth. Between Invergordon and Alness we ran into sleet and rain, but this gradually ceased after we started gaining height, after turning right the other side of Alness. He mountains on our left gave us a great deal of shelter from the wind and most of the rain seemed to be falling in the Cromarty Firth as if the water was acting as a funnel for collecting rain clouds. The higher the road climbed the warmer we became, partly because the sun came out, and partly because the road was pretty steep. At 1200, when we reckoned we had reached the highest point of the road between Invergordon and Bonar Bridge, we sat down by the roadside and had our picnic lunch.

We reached Bonar Bridge at 1330 after one hours ride from our lunch place, which was downhill all the way. The actual village itself wasn’t very interesting but the Dornock Firth to the east and the river, running into it, to the west were well worth seeing. To the west as well, in the background we could see snow capped Ben Wyvis, and further away still Ben Beary.

We returned to Invergordon via Tain, taking the road which runs all the way all the south side of Dornoch Firth. The going was very easy because the road was flat and we had the wind behind us. We didn’t bother to hurry because we had plenty of time to reach Tain, and besides the scenery on our left, to Dornoch Firth and the country the other side was magnificent.

At Tain we had hoped to find a hotel which would provide us with an adequate tea. In this we were disappointed, I suppose because the hotels at Tain don’t have the Navy’s patronage every Sunday, and therefore don’t expect to have to provide reasonable meals on that day, especially in mid-winter. We therefore decided unanimously to press on relentlessly towards Invergordon, to finish up the day with a high tea there. We weren’t disappointed that time.

Monday 22^nd February 1949

H.M.S. Illustrious – During the forenoon 1,2,3 & 4 Seamen’s Landing Party platoons were ashore for a short route march, and some company drill on the games fields at Invergordon. Everybody who went ashore carried a rifle or revolver, a steel helmet and full webbing gear, but nothing, except a Burberry or oilskin, in his haversack.

The reason for having a route march was to make every member of the ship’s  landing party acquainted with his part in the organisation, and to teach everybody the various functions of a landing party.

The most important requirement of a landing organisation is to land the men, with their equipment, in the shortest possible time, and for the men to look smart when they do get ashore. This is because naval landing parties are required, nine times out of ten, to help the civil powers keep order ashore, and the importance of the traditional sailor’s uniform for inspiring confidence cannot be overestimated. Landing parties may also be called upon to give succour and aid ashore after disasters, after earthquakes for instance. Ships have often been the first outside authorities to render assistance to earthquake victims in coastal areas.

We were to have slipped from the flagship buoy at about 1500 today, at slack water. Unfortunately a gale blew up very quickly between lunch time and our time of departure, and the Firth became so rough that the blacksmith was unable to unshackle the cable. With the turn of the tide the ship still pointed towards the west, so special sea dutymen were fallen out, but cable watch was set. The ship could not have left the buoy while still pointing up the Firth because of the very limited room in which the ship would have to have been turned. The wind reached 65knots at times and the crests of waves were whipped into clouds of spray.

Tuesday 22^nd February 1949

H.M.S. Illustrious – Cable party was closed up at 0400 to wait for the moment when the wind should drop and enable the blacksmith to climb down to the buoy to unshackle. Just after 5am the wind did die down and the ship swung round to point to the Firth entrance and the ship subsequently slipped from the flagship buoy at 0558

The passage to Rothesay was uneventful though it was rough. When we rounded John O’Groats and turned to the Westwards into the Pentland Firth we ran into a heavy Atlantic swell from right ahead. Because of these conditions we had reduce speed from 20 knots to 8 knots. At 1800 when we rounded Cape Wrath the swell came from the starboard beam and made the ship roll considerably. I turned in before dinner in preparation for the middle watch.

I had the middle in the B.P.R. with 1^st Lieut Brownridge to get some experience of what goes on there. Unfortunately weather conditions for radar were good and we only detected one ship, nevertheless I saw what the general form was.

[C.O. comment – Too loose!]

Thursday 24^th February 1949

H.M.S. Illustrious – At 1430 the ship anchored off Rothesay, Isle of Bute. At buoys off the pier are the 2 submarine depot ships, H.M.S. Montclare and H.M.S. Mull of Kintyre, together with about 8 submarines, most of which are at sea during daylight hours. Last week the U.S.Submarine Dogfish, damaged during her Atlantic passage, came to Rothesay to have her conning tower repaired and also to carry out some A/S exercises with the 6^th Destroyer Flotilla.

Rothesay pier, about ten minutes boat trip from the ship, is a very awkward place for going alongside as there is very little water by the steps at the west end of the pier. The way to come alongside there is to put the bows in first, secure with the rope provided, and then bring the stern in by going astern with wheel to port.

The town itself has many evening entertainments for the ship’s company including three cinemas and a dance hall. I was sorry I didn’t have the time to get out of the town itself, for the country round there is well worth exploring, given a day with good visibility.

Trials of the Arran - Measured Mile

For the rest of the week, up to Sunday, it was the daily routine to weigh anchor so that the ship was off the measured mile by daylight. To do this it was necessary to weigh everyday at 0645.

A team of naval construction and engineers were onboard to obtain data from the trials. On the bridge a party of these men timed the ship’s runs along the measured mile to find out what revolutions were required for various speeds. To work out their calculations they found it necessary to know the ship’s trim to the nearest quarter of an inch. Down after a few more trials representatives took readings on an instrument to find out the vibration of various parts of the ship at various speeds. The Sal log was checked during the trials as was the Pitometer log.

On Sunday everybody thought that the trials would be completed in time for the ship to anchor at 1230. Unfortunately at 1200 we were asked to complete two more extra runs which caused much annoyance.

On Saturday we did not weigh anchor till 0800 owing to a delay on the cable deck. This was the result of a wrong order being given, namely when the cable holder veered, instead of heaving in, when the riding slip was still on. The result was that the cable between cable holder and slip came bar taut, the cable holder jammed and would not heave in, the cable became jammed round the cable holder itself and lastly, the cause of all the trouble, the riding slip could not be knocked off.

The first efforts to ease the cable between the cable holder failed even after the port cable had been broken. After that an attempt was made to heave in the cable by bringing the picking up rope to the centre line capstan, shackled onto the cable by a joggle shackle. This method was not used because too much strain came on the P.V. rope.

The problem was solved by breaking the starboard cable by the anchor swivel, and reversing the lead of the cable round the starboard cable holder, then joining starboard to port cable. To prevent the cable taking charge at any time and running down the naval pipes, two tommy bars were placed at the top of the pipes, through the cable. The cable was heaved in without incident and stowed in the sheet cable locker. During the forenoon the cable was heaved back round into its proper cable lockers, although the 2^nd to 9^th shackles were stowed the wrong way round so that now the 3^rd shackle of cable consists of two half shackles instead of the eighth.

Monday 28^th February 1949

H.M.S. Illustrious –

Passage to Invergordon.

The ship got under way at 0400 because an early start was desirable since it was intended to go via the inland route for the first part of the passage. Met. reports said that visibility would be good all day, but were quite incorrect. In fact we ran into patches of very poor visibility going up the Jura Sound and we very nearly had to turn back before we reached the Korrievreckan Passage (Corryvreckan). The radar, operating on short pulse was reliable in these channels because the cliffs gave very clear coastline pictures on the P.P.I. However when actually passing through the passage we couldn’t see what was on either beam because the ground wave extended across the breadth of the channel.

At 1130 we passed through the Corrievreckan Passage and passed from sheltered waters out into the open sea. Here we began to feel the effects of a 30 knot wind from the South West. Going head on into the seas the flight deck received clouds of spray all the time, this was of course because we were doing 20 knots in a fuel expenditure trial. We would have passed through the Sound of Mull had the weather been better, but as it was, the Captain decided that the dangers of the narrow navigable channel at the near end of the Sound were not worth risking in such circumstances. Instead we skirted the islands of Mull and Iona and passed through the Tiree passage.

Once north of the Minches and in the vicinity of Cape Wrath we again ran into very heavy seas and a gale force wind. Once way lifted the Captain’s motor boat off its chocks and let it down with its stern resting against the crane; another wave lifted the sea boat up in the same manner and it was holed when it came down again: the port lower boom was bust in three places by the force of the waves, the centre section being washed overboard; besides those bits of damage the D.L.C.O’s safety net torn down by a wave.

The radar did not give good results in these weather conditions with hail, sleet and snow storms. Most of the output of the aerials was reflected by these showers and by the choppy seas, making the spotting of small echoes very difficult, if not impossible at times. This may have been due to inexperienced R.P. ratings, but I don’t think that that was the case.

Tuesday 1^st March 1949

H.M.S. Illustrious – The ship took rather a long time to get her cable when we anchored off Cromarty at 1145. This was because we came in with the flood tide with us and a westerly wind against us. When we anchored we wanted the ship to swing round and stem the tide. Going astern tended to bring the ship’s stern up into the wind in the opposite direction in which we wanted to swing.

Before tea all the boats were lowered and hoisted again, after a circuit of the ship, to exercise both boats crews and the officer in charge of hoisting boats. The idea behind the exercise was to see how quickly the boats could be hoisted out and in and to find out the best methods of avoiding delays. The sea was very choppy off the starboard bow because there the swell coming towards the ship from the beam was in phase with the reflected swell off the ship’s side. On the port side there was a complete lee, with hardly a ripple, where the boats lay off before being hoisted. This practice held up operations a little because those at the crane were unable to see the boats to give them the signal to come alongside.

Wednesday 2^nd to Friday 4^th March 1949

H.M.S. Illustrious

D.L.T. Programme.

We weighed (anchor?) every day at about 0700 to be able to fly off aircraft as soon as the light permitted. The first two days, when we weighed off Cromarty, we were delayed by the ship taking such a long time to turn round towards the entrance to the firth. So on Thursday evening we anchored off Dornoch, both to get away quicker from the anchorage and to get to leeward as quickly as possible for operating aircraft.

On most days while we were at sea we ran into fleets of fishing vessels in the Moray Firth. They are presumably making the best of present calm seas.

[C.O. comment – signed Lieut-Cmdr P.J. Morgan RN. 14/3]

16^th March 1949

H.M.S. Illustrious

Italy and the Atlantic Pact

The discussions on the Atlantic Pact have put a severe strain on the Italian Republic. The Communists, of course, are bitterly opposed to Italy’s joining the pact and in this they are backed by Signor Nenni’s Socialists. These two parties between them obtained over 30% of the total votes at the general election and still constitute a formidable minority. Unfortunately Signor De Gasperi’s Government is not entirely united, being made up of the Democratic Socialists and Christian Democrat Parties, whose leaders hold varying views on the Atlantic Pact.

Signor de Gasperi might have postponed his reply to the invitation to join the Atlantic Pact countries in view of the opposition but he decided to go ahead right away and to consult the Italian Parliament. The Communists and Nenni Socialists, outmanoeuvred and out voted in the Chamber resorted to their usual blackmailing tactics outside by inciting riots and calling strikes. Luckily, however, the strikes and trouble were not whole-heartedly supported by the Italian proletariat who are no doubt gradually beginning to see through all the promises of the Communists.

The final decision will have to be left to the Italians themselves. The Western powers, meanwhile, must make it clear to the countries of Europe, and Italy in particular, that the Alliance is a purely defensive one. In London we may know that the Alliance is a defensive one, but we must not let the Communists have any grounds for exploiting the fear of the European peoples of a war incited by the Western World. The need is to make doubly plain the peaceful purposes of the Western Powers, as well as to build up and to proclaim their strength.

Akaba in the News Again.

Last week the Government of Transjordan asked for United Nations observers to be sent to Akaba and the Negev to watch Jewish troop movements. Since January British troops have been garrisoning Akaba and fears of a clash between Jewish forces and ours have quietly being dying down. Last week’s Israeli troop movements, however, again raised the alarm in Transjordan (See Jas. Journal)

Both Palestine and Transjordan have direct access to the head of the Gulf of Akaba without violating each others frontiers, and the coastal strip they divide between them provides the only direct communication which either possesses with the Red Sea. Both Israel and Egypt admit that the Port of Akaba stands in Transjordan territory. Saudi Arabia, on the other hand, does not recognise Transjordan’s title. King Abdul Aziz Ibn Saud had neither withdrawn nor enforced his own claim to Akaba.

In Israel great value is attached to the narrow strip of coast near Akaba where the Negev touches the sea. At present it is only occupied by a few fishermen’s huts, but it has great possibilities as an outlet for Israel to the Red Sea once Israel has made good her claim to the Negev.

The ostentatious activities of Israeli troops near Akaba may be explained by the fact that Israel is getting impatient about the Israelo-Transjordan peace talks. She may now think that her position is unassailable, and the though illegal, her movements in the Negev may produce the desired result.

H.M.S. Vengeance Returns from the Arctic.

A large volume of scientific and other valuable data was secured by the warships which, headed by the Vengeance, spend a month on experimental exercises in Arctic waters.

One of the purposes of the cruise was to test the reactions of men and equipment to Arctic conditions. The cruise yielded many valuable lessons, and inspite of the raging blizzards which upset plans for the flying trials it was considered that the cruise was 95% satisfactory. The cruise was rather spoilt because the Arctic conditions prevailing were much warmer than for many years in this season.

Noting was done that aircraft carriers did not do during the war in the defence of convoys to Russia, but during the war everybody was too busy to make records. Vampire aircraft, (actually only one, because only one Vampire pilot went on the cruise) were successfully flown from the flight deck. The trials showed that there is no reason why jet aircraft should not be flown under arctic conditions, though of course heavy seas and poor visibility make the operation of aircraft, jet or otherwise, impracticable the world over.

Burma

Since Burma gained her independence it has become increasingly clear that her government was not fitted for the task, nor the population of Burma sufficiently united. The population of Burma consists of the valley dwellers, the Burmans, and various tribes of hillsmen, the Karens, Kachins and Chins.

During the war, and indeed many times before the last war, the Karens were loyal supporters of the British troops and British administration. After the war they petitioned the British authorities to allow them to remain in the British Empire, or associated with the Empire, and separate from the Republic of Burma. No notice was taken of this appeal, and after the war a considerable part of the Burmese Army was made up of Karen battalions, the hillsmen being the fighters of Burma, rather than the merchants. Several months ago 2 battalions of Karens and Kachins mutineed, and from their bases in the hills they, with their fellow tribesmen, started a war with the Burmese Government. Unfortunately the Karen fighters have become associated with the White Band P.V.O.’s, the Burmese communists. This has blighted their cause in the eyes of the world, which today is always too ready to lay all blame at the Communist’s door.

The position in Burma today is that the Government controls only a small area round Rangoon, for all communications have been disrupted by the insurgents. Mandalay has fallen and Karens or Communists are daily reported to be making raids on the outskirts of Rangoon even.

The result of the catastrophic state of affairs is that the valuable Burmese rice crop is not being exported to the hungry countries of the Far East. The danger lies in the fact that Communism appears to thrive on disorganisation and empty stomachs, for which the Communists always blame the Capitalist bourgeois reactionaries of the West.

The Navy Estimates Debated in the House.

The menace of the submarine in any future war was the central point of interest in the debate in the Nave Estimates in the House of Commons. Mr Dugdale, Parliamentary Secretary to the Admiralty, talked about the new submarines, fitted with ‘snort,’ which could stay underwater for weeks at a time and would be capable of higher speeds than the old submarines which spent most of their time on the surface.

Mr Dugdale asked the House to suppose that the underwater speed of submarines could be increased from 8 knots to 15 to 20 knots. This opened up the possibility of undersea as well as surface battles. At the moment our scientists were working on these problems, but no details could be given because the work was highly secret. There was no reason to suppose that other nations were not experimenting on the same lines and having equally successful results.

As frigates were the submarine’s greatest enemy we were concentrating on the production of faster vessels of the type. Two destroyers were actually being converted, and if the conversion proved successful, a bigger conversion programme would be carried out later.

For defence against air attack on convoys and for air attack against enemy shore bases strongly supported carrier forces were thought to be the answer. Talking about the atom bomb Mr Dugdale said that the danger lay in the threat of attack to our dockyards and show establishments, but not to the ships at sea. Nevertheless the use of atomic bombs and weapons really depends upon the number of bombs available for use by any one side in the next war – and the write, like the vast majority, hasn’t any idea of the cost of manufacture or whether the cost of manufacture will go down as more experience is gained by our constructive scientific geniuses.

The opposition expressed the view that aircraft should be used in the furture to a greater extent than before for anti-submarine warfare. The reason for this was because our 23 knot frigates would be too slow to combat the 20 knot underwater submarines. Mr Alexander said that it was better to prepare fast anti-submarine vessel prototypes now and to experiment rather than to commit the Navy to a large escort vessel building programme now which might not give the best results if we were to go to war with Russia. Better to experiment now and to build fast and furious when the worst comes to the worst.

[C.O. comment – signed Lieut. Cmdr. P.J. Morgon.]

6^th March 1949

H.M.S. Illustrious

Weekend at Anchor of Cromarty.

2 other midshipmen and myself decided to take advantage of fine weather over the weekend, so we decided to make an expedition on bicycle to Inverness.

At 1045 on Sunday we landed at Cromarty from the Motor Cutter and from there we set off up the 3 mile gradually sloping road to Fort Rose.

We made very good way till 1155, when, coming down the steep road into For Rose, the leading cyclist ran into the bridge towards the bottom, damaging his face and buckling his bicycle. After wandering about for about an hour with a gory face companion in search of medical help, we at last landed up at the local district nurse’s house. There, while the casualty was patched up within, the two of us patched up and straightened out the damaged machine.

We nearly decided to return to Invergordon, by the shortest route after that affair, however we decided it would have been a pity to have done that as we had gone so far. Instead we decided not to make for Inverness but to return to Invergordon via Conor Bridge and Dingwall.

At Conor Bridge we stopped for refreshment at the Conor Bridge Hotel. There we were provided with an excellent meal with very little delay by a very obliging waitress. After tea we continued on towards Invergordon making good way along the road by the Cromarty Firth with the wind behind us.

Tuesday 7^th March 1949

H.M.S. Illustrious – This was the last day of the D.L.T. and D.L.CO. programme which passed without anything worse than one Firefly folding up its undercarriage on landing.

During the last few days the ship has not been pointing seawards on weighing. This, coupled with a westerly wind, had caused the ship some delay each morning before getting to sea to begin flying because of the time it has taken to turn. The time factor here may be a little exaggerated because I was always on the cable deck with the cable party all the time.

Wednesday 9^th – Saturday 12^th March 1949

H.M.S. Illustrious – We were on passage to Portsmouth. The weather was beautiful every day, so clear was visibility on two days that we were able to fall out from the bridge plotting room.

The hands went to P.T. on the flight deck instead of quarters twice and, I think, as usual they enjoyed the exercises as well as benefited from them. I did anyway.

Early on Saturday morning we anchored at Spithead. An oiler came alongside and we were refuelled and some of the pilots in the Carrier Trials Unit joined the ship for the forthcoming D.L. practices.

Monday 14^th March 1949

H.M.S. Illustrious – The ship weighed at 1100 and left the Solent by Nab Tower on passage for Weymouth Bay and for some flying on the way. Had a Sea Fury and Hornet been serviceable that day we should have carried out some D.L.P.’s with them as intended, instead two Fireflies were landed on and used instead.

At about 1400 we were nearly in collision with a United States liberty ship. This vessel was approaching on a steady bearing on the port bow, and instead of altering to starboard it altered to port. We went half astern together, and the other ship passed about a cable ahead of us. The flag deck tried to call her up by flashing after this affair but could get no intelligible reply. The incident was reported to the Admiralty.

Tuesday 15^th March 1949

H.M.S. Illustrious – The D.L.P. programme was continued today with an Avenger and Sea Fury, and towards the end of the afternoon with a Sea Hornet.

In between flying we carried out a shoot with the forward group of 4.5” guns. This was to give the gun’s crews a little practice before the gun trials and to make certain that there were no mechanical defects in the gun mountings when the gun trials come off.

In the afternoon the wind dropped and the Sea Hornet D.L.P.’s had to be stopped. Having the afternoon spare a shoot was carried out by the Close Range anti-aircraft armament at a splash target towed by H.M.S. Roebuck.

Aiming was reasonable when the guns were fired individually, but when all the armament on the starboard side opened fire together, some tracers fell very close to H.M.S. Roebuck’s stern. After the shoot safety training officers on the guns were reorganised.

During the day we went so far to the west that it was decided to anchor the ship in West Bay, instead of Weymouth Bay, weather conditions being stable.

Thursday 17^th and Friday 18^th March 1949

H.M.S. Illustrious – On these days we continued the gun firing trials off Portland, firing all the 4.5” guns and the C.R. armament. The port side C.R. weapons did a spectacular shoot at the aircraft’s drogue which was shot down twice.

At 1330 we entered Portland Harbour and secured to a buoy. This went off without a hitch, weather conditions being ideal.

An aviation fuel lighter came alongside when we were secured and refuelled us for the second time since the leave period.

Tuesday 22^nd March 1949

H.M.S. Illustrious – After spending the night at sea, having finished the 4.5” firing trials and the C.R.AA. firings the previous day, we entered Plymouth Sound and secured to ‘C’ buoy.

The buoy came onto the port bow during the operation, but came round to the starboard side after we had hove in on the P.V. rope. This happened because the ship swung a little too far to starboard when practically stopped when coming up to the buoy. To start with the buoy was a little too far away from the bows with the result that, when the motor cutter went off to the buoy at full speed, a few yards away from it the boat lost steerage way and the P.V. rope took charge. This happened twice but the third attempt, when the ship had come closer to the buoy, the wire was slipped on successfully.

Wednesday 23^rd March 1949

H.M.S. Illustrious – The C-in-C, Admiral Burnett, was to have inspected the ship today. Unfortunately he was unable to come because he was away attending the funeral of Admiral of the Fleet, Sir James Somerville. Vice Admiral Nicholson, the Admiral Superintendent, inspected the ship in the absence of the C-in-C.

The ship was remarkably clean for the visit inspite of the fact that the ship has been at sea for the last month. The inspection did, of course, give the men something definite to work for, which was a good incentive for work.

Sunday 27^th – April Fool’s Day 1949

H.M.S. Illustrious

D.L.T. and D.L.CO. Training Programme - Moray Firth.

(Deck Landing Training & Deck Landing Commanding Officer)

On Sunday we weighed anchor at 0830 and flying started as soon as Church was over. This was done to take advantage of the fine weather while it lasted because every hour saved was an hour nearer the Easter Leave period. In all we completed 169 landings during the day, having only small delays caused by burnt tyres etc.

In the evening we anchored in the Dornoch Firth, to be in a better position to begin the flying the next day. The disadvantage of starting off each morning from Cromarty is that very often the ship does not point seawards, which, as I have explained before, causes some delay and moreover the ship has always to go some distance before flying off aircraft on the lee side of the Moray Firth.

Monday 28^th March 1949

H.M.S. Illustrious – Today we had just the right weather for flying with a fresh wind from the east. Because of this we never had to turn round and make some distance to leeward to recommence flying. By 1730 we broke the ships previous record of 253 landings completed in one day by doing 275. Today all the landings were done by expert pilots for D.L.C.O. training, all of them experts who appear to fly round the circuit and land on just as though they were simply taxying around the perimeter track.

The Americans teach their D.L.C.O.’s by making them work with pilots doing deck landing training. This means that American pilots in this case always obey the D.L.C.O. who consequently has some effect on the landing of the aircraft. The instructor has to watch the D.L.C.O. as well as the aircraft and has to try to foresee any mistakes made by either the pilot or the D.L.C.O.

When Bristol D.L.C.O.’s are learning to ‘bat’ down the aircraft piloted by experts, the pilots seldom take any notice of them, preferring to trust to their own judgment, formed by experience, rather than the directions of the D.L.C.O.  It does, therefore, seem to be rather a waste of time spending days and days of flying time up in Scotland doing D.L.C.O. training when we could be doing more D.L.T’s and D.L.C.O. training at the same time on the American system.

Tuesday – On Tuesday visibility started closing down and the wind dropped.

We stopped flying for the day after on Firefly crashed over the side. When coming in to land it lost its undercarriage on the round down, and floated over the port side, cutting the topping lift of the crane as it passed. The pilot managed to get clear in the water and was picked up soon afterwards by the attendant destroyer, H.M.S. Contest. We sent the seaboat over to the destroyer with a surgeon lieutenant and an A.B.A. with medical appliances soon after, but luckily the doctor’s services were no required. The pilot, although suffering from severe shock and bruises was otherwise whole.

From the point of view of those on the bridge there was nothing to be done after the crash, the aircraft was in the water in any case, long before anything could have been done.

Wednesday – We remained at anchor all day, a thick fog preventing us from doing any flying.

Thursday - The Captain decided to go north during the day in the expectation of finding better visibility.

By midday the captain’s expectations were fulfilled and the visibility and wind were satisfactory for the operation of aircraft. The furthest position north which we reached was 60ºN 00ºW when we finished the day’s flying. In all we completed 140 landings which finally broke the back of the D.L.C.O. programme.

Friday – All the programme was finished by 1015 and all serviceable aircraft took off at 1115 to take their departure for Lossimouth.

[Saturday crossed out], Friday – Operation Bannockburn – The Scotsmen go on Leave

The ship came to anchor off Cromarty at 1240 and immediately the 2 motor cutters, 2 pinnaces and the 1^st slow motor boat were hoisted out.

All the advanced leave officers and ratings, and the officers onboard for the flying course, were massed in the drifter lobbies and at the port after gangway.  Before the ship had swung round to the anchor I had left the gangway with a load of officers and petty officers. At the pontoon at Invergordon we unloaded and set off straight back to the ship, preparing the slings for hoisting on passage. All the boats had the crews in the stern sheets to make the best possible speed on the way back.

Luckily the boats reached the ship in the right order for being hoisted, with the right intervals between boats so no boats had to wait. The ship left Cromarty with both pinnaces still on the crane purchase and the whole operation was completed by 1355