大象传媒

The return to Gibraltar was in July 1941. By that time the war had moved on to Russia as Germany invaded and was engaged over many fronts. The Malta convoys were still important to supply both Malta and the North African Desert battles. It was no surprise that we took part in a large convoy with Force 鈥淗鈥�. The role of Firedrake was to lead the ships when going past Pantellaria and the Sicilian Channel. This time we had paravanes out on each side of the ship to sweep for mines, and for which they were designed. They consisted of small torpedo like metal constructions, let out by attached wires to the bows of our ship. As we went at medium speed they swept out and with a set of cutters at the nose end could cut away any the mines so as to bring them to the surface and be detonated by gunfire. It was necessary to keep a course straight ahead as far as possible. I was at action stations in the wheelhouse on the revolutions control, setting the speed as directed. We had been warned of bombers approaching and the atmosphere was tense. When the bombers attacked in waves they dropped their bombs all together in a group. The captain studying calmly picked the moment, and altered course to starboard as he saw the bombs descend. The next thing I remember was a huge explosion and violent shaking sensation with dust flying everywhere. We had been hit a glancing blow or very near miss on the starboard side, which opened the hull in number one boiler. Part of the bridge was blown away. The signaler on the signals platform, whilst unhurt, saw the bridge lockers vanish overboard. Amidst all the confusion, I was summoned from the bridge, via the voice- pipe, by the captain to seek out the ships engineering officer to see what the position was. I made my way down the ladder and passed where the engine room people were being rescued on my way to the quarterdeck. I found the engineering officer and put the question to him- when would he be able to make steam? etc. I heard him say about 20 minutes. I returned to the bridge and relayed the message. This meant that the captain was able report that we could make our way soon and escape back to Gibraltar or whatever was to be attempted. An escort Hunt Class destroyer was ordered to tow to us away until we could raise steam and proceed independently. Our correspondent on board recorded the incident and I have included a copy of his account. He refers to the messenger episode as doubtful, but I can confirm that I was a part of the episode quite unknowingly, and we did make the journey back to Gibraltar despite all the hazards.

A problem I remember so well was that we had no water for a couple of days until the condensers were repaired. One solution was to buy tins of fruit and drink the juice, sweet though it may have been. Washing was also possible with seawater.
We had one snooping plane appear which we fired on without success but it did go away and we had no problems from that quarter again.
The final experience of this adventure was on our approach to Gibraltar. A message was made known to the ships company that Admiral Somerville was to lead Force 鈥� H 鈥� past us in a most stirring salute. In celebration of our escape, every ship available, led by the Ark Royal and then H M S Nelson, was to steam past with lower decks cleared and a formal cheer as they passed. I was on the upper deck to share in this most emotional ceremony and marveled that in time of war such an honour was paid to us. We were given a formal reception on entering harbour with the Marine Band playing and various officers and men lining the quayside as we entered. I have pictures of the big ships as they steamed past and one of the Firedrake (see earlier) with her gaping hole showing as a white spray. I must be on this picture but exactly where I do not know.
Again we were in dry dock to be made seaworthy.
This was our second spell in the dry-dock. By now we were quickly organized to go back to Catalina Bay and enjoy life, swimming and buying refreshments as if we were on holiday. Shore leave meant we could eat and drink in the cafes, and buy fresh fruit for the mess. We slept in hammocks on the open deck most nights, and enjoyed card games and the occasional Housey-Housey, the bingo type gamble. This strangely was authorised from time to time, and sailors from adjoining ships were always invited. 3 pence per card I remember, and special coded rhymes were used to shout certain numbers, a bit more racy than in England now. Number one was always called as鈥� Kellys Eye鈥�, with a response from those present 鈥斺�渆xpletive in the expletive鈥�
It was some weeks after we were in dry dock that I was given a choice for my future service. There was posted on the ships notice board an invitation to any seaman with matriculation certificates in Physics and Mathematics to go for training in radio technology. This was in fact a security cover up. I was in fact being invited to volunteer to learn Radar as a radar mechanic. I decided this was a good way out of being a seaman. Whilst I enjoyed my job as quartermaster there was no guarantee that I would retain that role. I made application to my Divisional Officer to volunteer. He made a quite surprising offer. He was about to recommend that I be put forward to enter a Commissioned Officer course. This was very much of a surprise and he added that if I were to go for Radar, the Commissioned Officer option would lapse. I quickly assessed the two options and decided that I was not really attracted to being an officer in a seagoing capacity, as I had little experience of ships and the skills required. I decided to go to England and take my chance as a mechanic. It was a decision I was never to regret although I do not know obviously what the alternative would have turned out to be like. The result was that I soon was on my way to England as a passenger in a Sloop, I think the Rochester, going as Convoy escort. The leaving of the Firedrake was more emotional than I thought it would be as I had made friends with quite a few鈥� Hostilities Only鈥� shipmates. I was to remember this later when I heard that a submarine in the Atlantic in 1942 sank the Firedrake. The story after I left was that the repairs needed to the Firedrake had to be done in Boston Dockyard in America and then she resumed as escort to North Atlantic Convoys. It was then in 1942 that she was torpedoed by one of the new acoustic torpedoes, and sank with 168 casualties.
I reached Liverpool safely with but one scare in St Georges Channel. During the early evening a German Bomber attacked the convoy at low level and sank a cargo ship just ahead of us. We had sailed in convoy through the threat of U boats without incident until this new threat emerged.

I duly completed my training as a Radio Mechanic, with special training at HMS Valkyrie in the Isle of Man on Radar. My first posting in 1942 was to have been the Corvette HMS Hydrabad at Liverpool. She had sailed before I arrived in Liverpool and so I waited at the Liverpool Destroyer Depot in Bootle till she returned.
Circumstances changed so that I was made permanent on the Gladstone Dock shore based maintenance facility, dealing with the Convoy Escort flotillas operating from Liverpool. I served for a short time on HMS Dartford with Captain Walkers Group, before finishing my service on HMS Scott in November 1945. I was demobbed in February 1946, after over 6 years service, with the rank of Petty Officer Radar Mechanic.

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