Tag Archives: Belfast

Bomber Harris, not a happy man (4)

One point the author, Roy Irons, makes very strongly in his excellent book “The Relentless Offensive”, is that at the beginning of the war, Bomber Command had some really dreadful aircraft in service. The Armstrong Whitworth Whitley had, according to pilots, “little inherent stability”. It was “heavy and unpleasant on the controls” and “fatiguing to fly”. It was “difficult to navigate” and the most subtle of all, “as a flying machine, the Whitley has a very good undercarriage”. The Whitley also flew habitually at around 30° below the horizontal which caused an enormous amount of drag and very poor fuel consumption because of it:

The Hampden was a shocker, and a very narrow shocker at that, with a fuselage only three or four feet wide. Members of the crew could not pass each other, the body of the plane was so tight:

When the heavier bombers came in, two of them, in Harris’ view, were pretty useless. These were the Short Stirling and the Handley Page Halifax. Here is the Short Stirling:

The Short Stirling had “some vicious flying characteristics during take-offs and landings”. On take-off it exhibited a dreadful tendency to ground loop, which usually involved a collapse of the incredibly complex landing gear and the subsequent detonation of the bombload which would take the fuel tanks with it. On landing the Stirling had an unfortunate tendency to drop the last few feet, rather like the abrupt delivery of a hundred thousand bricks off the back of a lorry. This too would cause a collapse of the landing gear and a fire. Notice in this crash landing, how the front of the aircraft is completely burnt out. That, of course, is where the crew would have been:

It should perhaps be said that the argument could be put forward that the Stirling might possibly have been a much better aircraft if the original design had been followed. It was meant to be essentially a land-based Sunderland with a number of other modifications. This might well have produced a decent aircraft, but the Air Ministry also demanded a number of “extras”. It had to be easy to convert the bomber into a troop transport and there was a maximum figure not to be exceeded for the wingspan. With those “add-ons” the Stirling stood no chance.

Harris, though, was in no doubt whatsoever. He laid the blame fairly and squarely at the feet of the  the people in charge at Shorts:

“We shall get nothing worth having out of Shorts until Oswald Short and a good many others in the firm are thrown out on their ears. Sir Oswald Short is just an incompetent drunk. There should be a wholesale sacking of the incompetents who have turned out approximately 50% rogue aircraft from Short & Harland Belfast.”

Don’t hold back, Arthur, tell it to them straight!!

Here’s Sir Oswald:

As it was, Short’s didn’t do a great deal in six whole years of war. In satellite factories at Aldergrove and Maghaberry near Belfast they produced just under 250 Stirlings with a further 600 produced at Austin Motors at Longbridge in Birmingham. Blackburn Aircraft in Scotland produced 240 Sunderlands and a number of Handley Page Herefords which was a variant of the Handley Page Hampden. Both aircraft were shockers.

Can you spot the difference? No, it’s NOT that one of them is in the sky.

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Three war crimes, two Sunderlands and one Ashley Wilkes (1)

One of the world’s most bewitching aircraft is the Sunderland flying boat. When I was a boy, I never did save up enough pocket money for the Airfix kit, although it was only fifty pence or so in the 1960s. I should have bought it then, though. They’re fifty pounds now!

The Short S.25 Sunderland was a flying boat patrol bomber operated not just by RAF Coastal Command but also by the RAAF, the RCAF, the SAAF, the RNoAF and the Marinha Portuguesa. The last one’s a bit of a give away, but did you get all of the rest? This one’s Australian:

The Sunderland was designed and built by Short Brothers of Belfast, and the cynic inside me says that it was the only decent aircraft of their own that they made during the war. This model of the aircraft was numbered the S.25 because it was a warplane but it was a direct descendant of the S.23 Empire flying boat, the flagship of Imperial Airways. Here it is, a beautiful aircraft:

The new aircraft S25 was very well designed for its purpose. The Sunderland had a wingspan of 112 feet, a length of 85 feet and a height of 32 feet. It was a big aeroplane! Even the stabilising floats on the wings were as big as a rowing boat or a small plane. Compare one of them with the man with a pram, and the Walrus behind them both:

A Sunderland had four Bristol Pegasus XVIII nine-cylinder radial engines which gave it a total of 4,260 horse power:

And those powerful Pegasus engines gave it a range of around 1800 miles at a cruising speed of 178 mph Don’t fly too fast when you’re doing maritime reconnaissance!

The S 25 Sunderland featured a hull even more aerodynamic and more advanced than that of the S23. You can see why it’s called a “Flying Boat”:

Here’s lengthways:

Here’s the nose end of that hull:

Weapons included machine guns in front and rear turrets. The front turret had rather weak 0.303 guns which could not always penetrate thick metal, but at least I got a good shot of it:

I even got a good shot of the three jokers who seemed to be making off with the plane from the Hendon museum, trying to push it backwards through the very large French windows:

Here’s some close-ups for the wanted posters:

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I didn’t get any good photographs of the rear turret but it had heavier 0.50 calibre machine guns. You can just about spot it among the bits of other aircraft. It’s slightly right of centre:

There was also a heavy machine gun firing from each of the beam hatches. You can just about see one poking out here:

The Sunderland made extensive use of bombs, aerial mines, and depth charges. Here are four which have been winched out ready to drop. Hopefully, they are dummies:

Here they are in close up.

The Vickers Wellington’s immensely  powerful Leigh Lights, designed to light up U-boats on the surface at night, were rarely, if ever, fitted to Sunderlands.

Next time, a look inside the mighty Sunderland.

 

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The Gateshead Gnomes, and more Little People

Liverpool and the leafy parks and graveyards in its suburbs was not the only place to be involved in the Great English Fairy Flap of 1964.

In June 1964, strange things started happening in Gateshead, a very ordinary, humdrum town in the north east of England. It is a suburb of Newcastle-on-Tyne, where polar bears and walruses (or should that be “walri” ?) roam regularly in colder winters. Look for the orange arrows:

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At ten past four in the afternoon of June 2nd 1964, four boys were playing together in Leam Lane Estate, Gateshead. This looks a fairly desolate site, right on the shores of the freezing, windswept North Sea:

leam laneee

Looking at the map, though, as it does have one or two of the features that would link it with Celtic fairy sites, and indeed, with the old idea of dimensional portals out of which ghosts, goblins, UFOs and lots of other exciting beings may emerge:

leam lane

First of all, it is (or was then)  heath covered waste land with gorse and bracken, the very landscape beloved of fairies in Cornwall. It also has a very ancient Roman road, which would have been built directly over a Celtic track. Indeed, the reason that Roman roads across Western Europe are so unbelievably straight, is that Celtic tracks were. Quite a link, therefore, with times long, long ago.

Another indicator of pathways into other dimensions is the presence of any natural water, such as streams, and, for me, what clinches the deal, a natural spring. (that is what the blue “spr” stands for, at the centre bottom of the map). You can’t tell from this map. but I have looked at some larger scale ones, and the area also has a couple of cemeteries, absolutely classic places for crossing over into other realities.

Back to those four boys who were playing together at ten past four on that early June afternoon. They reported having sighted:

“a silver domed object about the size of a table, with portholes around the top and three legs. It was seen falling like a leaf through the sky making a low buzzing noise descending approximately 120 yards away from where they were standing.”

Here is the closest the Internet has to offer. It is in actual fact, the new Smart Car:

ufo-progress19

At half past five in the evening, another, fifth boy, Mark Smith, aged 14, decided to walk down to the farm to collect some straw for his rabbits. When he arrived, he saw a group of around ten children, standing about twenty yards away from a haystack. This was followed by the startling sight of:

“around six or eight tiny human beings on top of the stack: they were about two and a half feet tall and dressed in bright green suits. They appeared to be digging into the haystack, as if searching for something. Their hands seemed like lighted electric light bulbs.”

Alpha-7-CLOSE-2

Mark went home and told his parents what he had seen and decided to make his way back to the scene, but he was stopped by the farmer. Mark says that he was told by another child that:

“she had seen a circular silvery object take off from the ground with a spinning motion giving off an orange glow.”

flpalmharborpark8jan13_

On June 6th, 1964 several members of the local UFO Organisation visited the locality concerned and spent some considerable time speaking to many of the residents and children about the matter.

One child who admitted having seen “the little green men” told them:

“the leader of the little men was dressed in black and carried a baton with pink stripes.”

Another girl claimed:

“He was sitting on the roof of the barn watching us.”

Another girl told them that she had seen ‘him’ riding on the back of a cow whilst others claimed the whole thing was a hoax. The farmer who owns the land said

“All the claims are a load of nonsense. If anything has landed I would’ve known about it. I have a dog kept in the yard, he would warned me if anybody had been prowling around the farm.”

And that was not the end of it. Three months or so later…

It was claimed that a “Leprechaun” had been sighted in Tamar Street East in Belfast on or about September 10th 1964.

leprechaun

In fact, this particular Little Green Man was later identified as six-year-old Billy Knowles.

A-Little-Boy-Wearing-A-Green-Robin-Hood-Costume

He was playing at Robin Hood, dressed in his nice new costume:

robin-hood-costume

He was playing in a derelict house, something Belfast was not short of at the time:

Dumurray-Blaze-1_-Lewis

Poor little Billy was soon chased away by police who were frightened for his safety.

Too late!!!

The hint of a real life Leprechaun, and a real life pot of gold, triggered off the local people’s imaginations. Vast numbers of them descended into the streets causing massive disorder. Ironically the crowds that gathered there included not just children, but many adults. The incident, which involved the police and the fire service in some numbers, also attracted the presence of David Bleakley, the Labour MP for Victoria, who handed over a hastily written petition to Belfast Corporation, demanding action to keep the crowds and children away from the embankment and the many derelict houses there. One senior police officer was quoted as saying:

“A grown man, cold stone sober, insisted to me that he had seen a leprechaun.“

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Frank Roy Daughton, friend of S.A.Casswell

A little while ago, I wrote about a Schoolboy’s Diary which I had bought on ebay. The 1935 diary had been owned by S.A.Casswell , who lived in Lincolnshire, at Sutterton near Boston. Only a few minutes searching on the Internet revealed some rather sad details about the one single person listed by S.A.Casswell in the address section of his Diary.
Frank Roy Daughton had lived firstly at 385, Kings Road Chelsea and then at 5, Gerald Road S.W 1. He was an officer originally in the RAFVR, the Royal Air Force Volunteer Reserve, and then in the RAF.
Given that Daughton’s job was to fly aircraft over long distances, both within Great Britain and abroad, he was surely continually in search of meteorological information before he set off on any of his trips. What more logical person to consult than his friend S.A.Casswell, who we know worked on the staff of the Meteorological Office as a Meteorological Officer?
Roy Daughton was born in London around 1915. His father was Frank Daughton and his mother was Bertha Daughton. The first personal detail that I have been able to trace is that before the war he was a member of the Metropolitan Police. His warrant number was 124334. He joined the force on July 15th 1935, and he left on February 25th 1944. His last posting was as a Police Constable in the C.I.D in X Division.

During the war, Roy Daughton was a Flying Officer, Number 133684. He began his career as a pilot with 9 OTU (Operational Training Unit) who were tasked with training long-range fighter aircrew. They operated from RAF Aldergrove in Northern Ireland, eighteen miles from Belfast. Roy Daughton must have served with 9 OTU at some point between 1942-August 11th 1944, as they were a comparatively short lived organisation.  He had received his commission on February 2nd 1943.

2' 2'43  supplement to LOndon Gazette
Roy Daughton then served with the OADU, the Overseas Aircraft Despatch Unit.  Their difficult and dangerous job was, quite simply, to co-ordinate the ferry flights of military aircraft, perhaps, for example, from the end of a factory production line in the United Kingdom to their new home on some distant foreign airbase. The commonest destination was North Africa or the Middle East. Sometimes, they ferried American aircraft which had just been flown across the Atlantic Ocean. This latter task in itself could be enormously dangerous, especially in the case of relatively small aircraft such as the Lockheed Hudson. The Overseas Aircraft Despatch Unit operated from RAF Portreath in west Cornwall.

The OADU’s very first customers were four Boeing B17C Flying Fortresses bound for Egypt. Other frequent flyers were Bristol Blenheims, Bristol Beaufighters, and Vickers Wellington bombers.

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Roy was to die on February 25th, 1944 aged only 29. I have been completely unable to trace the circumstances of his death, although it was presumably either while or after delivering an aircraft from the United Kingdom to North Africa.

map of rabat

Roy is buried in Morocco, a very long way indeed from his cosy home in London. He lies in Rabat European Cemetery, Mil. Plot 21. Grave 673.

Daughton_F_R grave

Roy is one of only nine war casualties in this far flung cemetery.

gereman websiteAt the time of his death Frank was a married man. His wife, who was about a year younger than him, was called Doreen Margaret Daughton, and the family home was in Maida Vale in London. In addition, I also discovered that in 1946, a Doreen M. Daughton left the port of Southampton in England and sailed to Halifax in Nova Scotia, Canada. She later crossed the border into the USA, but after that, the trail has, as they say, “run cold”.
And that is it. Frank Roy Daughton’s life, or what I personally have been able to find out about it. No medals, no fanfares. Nobody even seems to remember why he died at that premature age of around twenty nine years, or how or exactly where. What was he doing when he was killed? Was it his fault? Was he flying? Did he run out of fuel? Was he just walking perhaps, tired and inattentive, across a busy Moroccan street? And did S.A.Casswell ever know that his brave young friend was dead?

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