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HMS Rodney — My first few days

My first few days on board were spent trying to find my way around and marvelling at the massive size of everything. The aircraft was mounted on the top of a turret manned, as tradition demanded, by the Royal Marines. They invited me into the turret and what an experience that was. Three massive gun breeches and three sets of operating mechanisms, no automation, everything controlled by hand. Breech open, up from below would come the massive shell weighing one ton, into the breech followed by the cordite, breech closed, gun ready. Each gun barrel weighed 100 tons. How slick it all was, and I was reminded that just a year previously these were the guns that had pounded the Bismarck.

I was part of the Fleet Air Arm Crew: The CO was a Sub Lt RNVR (Observer), the pilot was a well known Petty Officer (Hooky) Walker, Telegraphist Air Gunner (TAG) engine, airframe, electrical and ordnance mechanics, parachute packer, and photographer.

For me those early days were a series of firsts. The first time aboard a sea going ship and getting acquainted with the stomach churning motions. My first time in a hammock. I have never claimed to be a gymnast and my clumsy efforts to swing myself up into that canvas bag suspended from the deckhead were a source of much amusement to my messmates.

Launching the Walrus
There were two ways of getting airborne. At sea the aircraft was launched by the catapult. First we had to get the engine started. This was achieved by means of an inertia starter, a small, heavy flywheel was energised by means of a starting handle inserted into the engine nacelle, it took a bit of effort to get the flywheel turning, when up to speed, judged by the noise emitted, the handle was removed, a toggle pulled and a ‘throw in’ gear enabled the stored energy to be transmitted to the engine crankshaft through a claw dog turning the engine. If the cockpit drill was correct, the engine would start, if not we had to start the procedure all over again. Once the engine was started the turret was traversed athwartships the catapult extended and the aircraft traversed the full length and returned to the rear end. The catapult crew then inserted a cordite charge into the breech, the engine run to full power, a signal from the cockpit and the cordite charge fired and hopefully, the aircraft launched safely.
In harbour the aircraft would be hoisted over the side and would take off from the water.

Recovering the Walrus
At sea this was a tricky manoeuvre. The ship would make slick, an area of calm water, by making a sweeping turn, the pilot would land in this area and taxi to the port side of the ship. The TAG would climb on the top of the centre section, release the sling and clip on the hook, which would be lowered to him from the crane — the hook would be on a light wire to facilitate easy handling and when hooked on, the crane driver would release the ‘Thomas Grab’ which would send down the heavy hoisting cable and lift the aircraft out of the water. Meanwhile handling lines would have been attached enabling the deck crew to handle the aircraft. The aircraft would be hoisted clear of the water and manoeuvred over the catapult, a delicate job in rough weather because there was only six inch clearance between the aircraft and the crane as it was swung over the catapult. It was then lowered on to the launching frame of the catapult. We never had a handling accident during this operation.

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