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Every aircraft had a sort of log book where everything that was done to that plane was recorded. The first thing to be done after our arrival at the section was to go to every plane and give it a daily inspection. This was done by all trades. The book was then signed by the airman of each trade and finally by the N.C.O. in charge of each section. So you see, if anything was wrong with that plane, it could be traced back to who had done the job. The aircrews then came to give the planes an air test, on completion of which any faults would be reported to the Flight Sergeant in charge of the flight. Then any faults would be rectified. Once the aircraft was fully serviceable it was then put on readiness for the night's ops, if there were any. I think there were always about four planes on readiness and others on standby. The first job I had to do on night duty was to change an oil temperature gauge. To do this in daylight was quite a big job but doing it in the dark, with the light of torches, was quite something. This instrument consisted of the gauge itself attached to a long flexible capillary tube on the end of which was a brass bulb of some 4" in length. This was filled with ethyl ether. As the oil got warmer so the ether expanded in the bulb and tube, moving the pointer on the gauge. The capillary had to be threaded from the instrument panel in the cockpit, through the wings and then the brass bulb was screwed into a copper pipe that contained oil at the rear of the engine. One man had to remove the old bulb with another man standing by with the new bulb ready to insert it quickly into the copper pipe. But no matter how quick you were, oil would gush out and run down your arm before you had got the nuts screwed up. Invariably the oil was hot. A very messy job. The nut was then locked with copper wire. All nuts on aircraft, if not the self-locking type, had to be locked to stop them coming undone. One morning I went to work without making up my bed. Of course, it would have to be the day the CO made his inspection, so for me that meant trouble. I had to go before "Max" and he gave me four days' "jankers": that meant confinement to camp and every evening after work I had to report to the guard room carrying full back pack. That entailed a long walk there and back again, all in darkness. That was the only time in my service career that I was in any trouble. Some time in January 1942 I was told that one of us from the section was to go overseas. It was a toss-up between myself and another chap. Needless to say, I lost the toss. So off home I went on two weeks embarkation leave. Reporting back to High Ercall I found there were about six of us to go overseas. There was Corporal Tommy Shambrook, Bert Payne and Taff Griffiths, all Engine Fitters. We were put on a train to a transit camp at West Kirby on the Wirral. Here we were kitted out with tropical kit, khaki-drill shorts, shirts, trousers, tunic etc. and one of those stupid British topees. This meant another kit bag had to be carried. Looking back, I sometimes wonder how on earth we carried all that kit, but carry it we had to. After a few days at West Kirby one evening we boarded the train and the next morning when daylight came we were approaching Glasgow. This being winter time, the mountains of Scotland were covered in snow. The train ran onto the dockside and lined up there were numerous large troopships. The one we were to board was the "S.S. Ormonde", it was a two funnel ship, all dark grey in colour , but what struck me most was how very tall the funnels seemed. I thought "if this ship rolls over too far it would never come upright again". I think it had been a troopship in the First World War. Once on board we found our Mess, which was at the stern of the ship, one deck down. The Mess Deck was where we ate, slept and it was to be our home for some time. Each man had a hammock to sleep in. There were stowed in a wooden cage. In the evening the hammocks were strung from hooks in the roof I found I could not sleep in mine for as the ship rolled I had the feeling the roof was coming down to meet me. So, after all had put up their hammocks, I got down in the empty cage and I slept very well. Late in the afternoon the ship started to move off and proceeded down the river, with waves and cheers from people on the river side. We then anchored off Greenock and this was where the convoy was formed up. The date was 15th February 1942, just one year since I joined the R.A.F. We went to sleep that first night aboard and when we woke in the morning we were out in the Atlantic Ocean, with quite a swell on, too. When we went up on deck I could see that this was a very large convoy. Quite a large number of merchant and troopships. It was escorted by two aircraft carriers, the "Illustrious" and "Eagle", and one large cruiser. Surrounding the convoy numerous destroyers were dashing about. The thing I feared most was enemy submarines., especially at night time. The Mess tables were made to accommodate between 16 to 20 men seated on long benches each side of the table. All this was fastened to the deck and side of the ship. Every meal time two men went to the galley to collect the food etc, for all at their table. You had to hang on to your plate and mug or you lost it all when the ship rolled from side to side. During one very rough weather period I saw a table come adrift and slide across the deck with all its men hanging on to it. Every morning after breakfast everybody went up on deck to their boat stations for emergency drill. Every man was issued with what I will call a life saver, it certainly was not a life jacket. It consisted of two small pillows joined together, worn one on your chest and the other at the back. I suppose it would have kept you afloat for a time. It was with you at all times. After the drill the rest of the day was spent either playing organised Tombola or cards or just lazing around on deck., weather allowing. Then after dinner, off to bed. This was the procedure for as long as we were at sea. |
