Turnberry
We arrived at R.A.F. Station Turnberry late in the evening and checked into our four star hotel, which was the usual Nissan hut, only this one was divided into four separate single rooms. This gave each of us a lot of privacy, however we all tended to congregate in the room of the chap who had received the latest food parcel from home.
I was awakened early the next morning by a pretty W.A.A.F. bat-woman who offered me a cup of hot tea. I immediately began to like our new quarters.
The station at Turnberry was located on part of the famous golf course, with the one and only runway crossing the north end of the course from the high hills on the East to the Firth of Clyde on the West. With the prevailing winds blowing from the west, we would normally be landing by making a steep turn to the east end of the runway by the bottom of the hill, and then hope that we could get the Beaufighter stopped before we ran out of concrete.
Our stay at Turnberry was to be about four weeks during which time we would take an advanced course in flying Beaufighters equipped with torpedoes and rockets. The Beaus we got to fly were advanced Mark 10's with a bulbous nose housing the radar equipment. This enabled the navigator to home the aircraft towards enemy ships even in poor weather conditions.
After a few days of ground instruction we were ready for our first flight carrying the "tin fish". Exact flying skills were obviously going to be required. First of all the torpedo had to be dropped from 50 - 150 feet above the water, with the aircraft absolutely dead level. Any slight "nose-up" or "nose-down" attitude in the plane would cause the torpedo to dive into the sea or else malfunction.
On our practice runs we would usually fly in a "V" formation of five aircraft at 100 feet above the water. This height was O.K. if you were the leader, but as a second or outside wing man it could be a bit "hairy” if the leader decided to make a relatively steep turn and you happened to be on the inside of the turn. It was essential that your attention be riveted on the plane next to you on the inside of the "V". If the leader made a major mistake and hit the drink he would have lots of company.
After a week or so of practice, I was promoted to the position of leader for the following day. I was quite nervous and hoped that the water would be rough in the Firth of Clyde. Flying at 100 feet over very calm water is much more difficult than if there is a good chop with lots of white caps. Being responsible for four other aircraft and nine aircrew was quite a load to bear.
Fortunately, my day dawned sunny and bright with a brisk west wind. Also there was a clear horizon which made it easy to fly without the aid of instruments. My test as leader went very well: even Art Butler said he really enjoyed the ride.
On our practice torpedo runs the leader would pick up the target ship on his radar and at about ten miles out he would issue the order to "deploy". The two aircraft on his right would swing out in an arc to that side while the two on the left would swing out in the same manner on the other side, The two on the right would drop down to 50 feet while the left two would climb to 150 feet. The leader would stay at 100 feet and zigzag slightly as it approached the target.
The ship being attacked would pick up the aircraft on its radar and immediately take evasive action, and it was to counteract this action that the five aircraft would fan out prior to their torpedo run. In order to maximize the chance of a hit it was essential that the torpedo be dropped at an angle between 30 - 60 degrees to the bow. If the attack was carried out to perfection the five aircraft would converge over the bow of the ship at the same time and at least two of the Beau's would have a good shot at dropping the fish within the proper angle perimeters.
On our practice runs we would usually fly in a "V" formation of five aircraft at 100 feet above the water. This height was O.K. if you were the leader, but as a second or outside wing man it could be a bit "hairy” if the leader decided to make a relatively steep turn and you happened to be on the inside of the turn. It was essential that your attention be riveted on the plane next to you on the inside of the "V". If the leader made a major mistake and hit the drink he would have lots of company.
After a week or so of practice, I was promoted to the position of leader for the following day. I was quite nervous and hoped that the water would be rough in the Firth of Clyde. Flying at 100 feet over very calm water is much more difficult than if there is a good chop with lots of white caps. Being responsible for four other aircraft and nine aircrew was quite a load to bear.
Fortunately, my day dawned sunny and bright with a brisk west wind. Also there was a clear horizon which made it easy to fly without the aid of instruments. My test as leader went very well: even Art Butler said he really enjoyed the ride.
On our practice torpedo runs the leader would pick up the target ship on his radar and at about ten miles out he would issue the order to "deploy". The two aircraft on his right would swing out in an arc to that side while the two on the left would swing out in the same manner on the other side, The two on the right would drop down to 50 feet while the left two would climb to 150 feet. The leader would stay at 100 feet and zigzag slightly as it approached the target.
The ship being attacked would pick up the aircraft on its radar and immediately take evasive action, and it was to counteract this action that the five aircraft would fan out prior to their torpedo run. In order to maximize the chance of a hit it was essential that the torpedo be dropped at an angle between 30 - 60 degrees to the bow. If the attack was carried out to perfection the five aircraft would converge over the bow of the ship at the same time and at least two of the Beau's would have a good shot at dropping the fish within the proper angle perimeters.