HMS Truculent

[John]

Can anyone provide more details on the supposed role of the submarine HMS Truculent at Brighton in 1947? Info below from Wiki..

"Operation Blackcurrant was a Royal Navy peacetime operation carried out in the winter of 1947. During this period a combination of low coal stockpiles and the effects of the cold weather on the transport network led to a shortage of fuel reaching power stations, forcing many to shut down or reduce their outputs. The Royal Navy responded by authorising the Submarine Service to carry out Operation Blackcurrant. The operation involved mooring submarines at harbours and docks and using their onboard diesel generators to provide supplementary power to dockyards and coastal towns. By February conditions had improved and power stations began to receive sufficient supplies of fuel.... as part of the operation the T class submarine HMS Truculent was deployed to Brighton to provide power to the town."

I've looked at the files on Operation Blackcurrant at the National Archives, but there is no mention of Brighton. Wiki, as well as other websites, say that Truculent was sent to Brighton, but all these websites seem to cite each other as sources without an 'original' source coming to light. I will look at the logs for the sub at some point, but in the meantime I'm rather hoping there might be some local newspaper reports or even memories or photographs from residents that might throw more light on this.

[Pete]

Try Shoreham Harbour as the power station was where the new gas one is now, might also be listed under Hove, Southwick or Portslade too 

[John]

Thanks Pete. I'm really struggling with this, still no evidence uncovered at the National Archives regarding Truculent at Brighton - in fact, no reference to any submarine providing power to any civilian area at all. The 1947 Operation Blackcurrant seems to have been concerned purely  with providing power at Naval Dockyards (Sheerness, Chatham, Devonport etc). Maybe the Brighton operation, if it happened at all, was a year later? Still ploughing through the sub's logs, scrutinising for some mention... below is a photograph of Truculent's sister, Token, during Operation Blackcurrant.

[John]

HMS Truculent sank in the Thames Estuary after colliding with the Swedish vessel Divina in the evening of 12th January 1950. There was horrendous loss of life, only a few of the casualties died in the immediate sinking but many of those who escaped from the stricken vessel were washed away by the tide and died of drowning or exposure.

The following information was sent by Doug Tustin..

"I was an 18 year old A.B. onboard the H.M.S. Zest in 1950. The evening of the accident, we were tied up alongside in Chatham Dockyard preparing to sail to Harwich the next day. We did not have a full ships-company onboard but the (jimmy the one) first Lt. was there. Apparently we heard that there was a collision between a Sub. and a Merchant ship and the Sub was sinking. As far as we knew the 1st Lt. sent a signal that we were prepared to sail that evening to pick up survivors; I think the reply was wait until more information was received. The following morning we were instructed to sail to Harwich. Whilst on our journey a merchant ship signalled that they had observed two bodies floating on the surface so we sailed to that area, lowered the Whaler and retrieved the bodies. More senior members of the ship's company were instructed to go out in the whaler to retrieve the bodies and eventually we found six. Of course, we then had to return to Chatham and arrived there late evening.

I remember it was quite dark. We only had two stretchers on the ship so we had to use safari camp beds to put the other four bodies on. They were then covered with flags whilst on the upper deck. The sun was shining in the afternoon and I can distinctly remember seeing their eyes which were open, shining through the flags. When we arrived back in the yard being one of the duty watch I was one of the party instructed to carry the bodies ashore. The one my shipmate and I had to carry up was on one of these camp-beds. Being on the bottom end of the lift, while going up the steps the body slipped and I was left holding the body, it was cold and wet but I managed to hold on. When all the bodies were ashore the sick-bay ratings put them in a large van. Some limbs had to be straightened to make them fit in the vehicle. I suppose I must have been in some sort of shock at the time, all orders were performed automatically. I believe that two of the bodies were dockyardies and the other four were submariners."

Images below - Doug in uniform, and HMS Zest..

[John]

One of the deceased was Stoker Mechanic Anthony Smith, Service Number : D/KX817944, Date of Birth 1st July 1929:

Anthony Richard Smith ('Tony') was born in the Cotswold village of Bibury, near Cirencester, once described by artist William Morris (1834-96) as "the most beautiful village in England".  At the age of five he moved with his family to nearby Calcot, and as he grew up he worked as a roundsman for a local bakery before taking up employment with the War Agricultural Executive Committee. During WWII  his father, Jack Richard Smith, served in the Royal Navy on board the battle cruiser HMS 'Renown', and later on the River-class frigate HMS 'Avon', in the war against the Japanese in the Far East - this doubtless helped to fuel the young Anthony's ambition of joining the Royal Navy himself as soon as he was old enough. This ambition became reality when he was aged seventeen and a half, and he served first on board the Fleet Aircraft Carrier 'Implacable' and then on a corvette before transferring to the Submarine Service on July 3rd, 1948. As with most submariners, his initial posting was to the training establishment at Gosport - HMS 'Dolphin'.

One of the first, and some would say most important, tasks that a novice submariner had to undertake was to receive training in the use of the Davis Submerged Escape Apparatus (DSEA) equipment that was designed to enable personnel to escape from a stricken submarine. Anthony underwent this course within a fortnight of arriving at HMS 'Dolphin' and, after a further three months practical training in the classroom, he was posted to his first submarine in October - the recently completed Amphion-Class boat HMS 'Andrew' (P423) which had been launched in 1946 but only finished in March 1948. A year later he joined another A-Class submarine with the 3rd Submarine Flotilla at Rothesay in Scotland, HMS 'Astute' (P447), messing in the depot ship 'Montclare'. A group photograph shows Anthony standing with his shipmates, tattooed arms bare, on the casing of an A-Class boat moored alongside a depot ship, and this picture was identified by the RN Submarine Museum as being taken on HMS Andrew. On 26th October 1949, Anthony Smith joined HMS 'Truculent' at Chatham.

Whilst on Christmas leave, Tony had told his parents that Truculent was undergoing a refit and would shortly be undertaking engine trials - no one could have imagined that he would lose his life so tragically in the next few weeks through such a mundane task. His father had survived the dangerous war years in the Royal Navy and emerged unscathed, but the post-war period brought tragedy to the family - a cousin of Anthony's, Peter Bartlett, had died in May 1948 when a Fleet Air Arm aircraft crashed at Salisbury. Anthony came from a large family and, as well as his parents, his death came as a massive blow to his three brothers (John aged 13, Keith aged 7, Christopher aged 1) and two sisters (Mary aged 16, and Yvonne aged 10). But the biggest loss of all was felt by his wife, Beryl, who was left to raise their four month old daughter Mary. Shortly after the loss of her husband Beryl discovered that she was expecting another child - Anthony never knew that he had fathered a son, who was born in September 1950 and named Terry. Beryl was awarded a pension of £1.15s per week, and an additional child's pension of 11/- per week (For other deaths, the sum of 11/- was granted to all dependants but the main pension varied greatly).

Picture 1: Tony Smith on right of group.
Picture 2: Tony Smith on HMS Andrew, right foreground.
Picture 3: Wedding day.
Pictures 4 and 5: Self explanatory.

[John]

Daily Graphic, January 13th 1950.

[John]

The list of casualties from Truculent.

 ALEXANDER, Ernest W, Admiralty Civilian, (none given), killed
 AUSTIN, Edward, Admiralty Civilian, (none given), killed
 BAILEY, Philip J, Admiralty Civilian, (none given), killed
 BARNDEN, William E, Admiralty Civilian, (none given), killed
 BROOKES, Ernest, Stoker Mechanic, P/SKX 834163, killed
 CAMPBELL, Eric, Stoker Mechanic, C/SKX 771241, killed
 CHILD, John G, Steward, C/LX 610757, killed
 DAW, Leonard A, Stoker Mechanic, D/SKX 790457, killed
 DENNY, John H, Engineering Mechanic, C/M 769280, killed
 DIGHTON, Warren E, Able Seaman, C/JX 163469, killed
 DONNELLY, Patrick, Engineering Mechanic, C/MX 855629, killed
 DORN, Alfred P, Stoker Mechanic, P/SKX 770263, killed
 DRING, Gordon R, Leading Seaman, C/JX 292569, killed
 EDWARDS, Kenneth K, Admiralty Civilian, (none given), killed
 EDWARDS, Thomas C, Leading Radio Electrical Mechanic, D/MX 766065, killed
 ELDRIDGE, George T, Petty Officer, C/JX 156154, killed
 ELLIS, Frederick G, Stoker Mechanic, C/KX 804235, killed
 FARMAN, Nigel, Sub Lieutenant, killed
 FIRBANK, Walter J, Leading Stoker Mechanic, D/KX 161252, killed
 FOX, Francis R, Leading Seaman, D/JX 151623, killed
 FROST, Ronald A C, Engine Room Artificer 3c, D/MX 70161, killed
 GUTRIDGE, Maurice F, Able Seaman, C/JX 778120, killed
 GUTTERIDGE, George, Admiralty Civilian, (none given), killed
 HANCOCK, Donald A, Admiralty Civilian, (none given), killed
 HARLING, Robert W, Admiralty Civilian, (none given), killed
 HARRISON, George W J, Able Seaman, P/JX 581983, killed
 HEAD, Percival A T, Leading Seaman, P/SSX 29670, killed
 HELLIWELL, Ronald W, Stoker Mechanic, P/KX 786841, killed
 HIGGINS, Leonard C, Leading Telegraphist, C/JX 246011, killed
 HINDES, Frederick J, Lieutenant, killed
 HINE, Francis W, Chief Engine Room Artificer, P/MX 47321, killed
 HOLMES, Arthur A T, Admiralty Civilian, (none given), killed
 INGLE, William, Able Seaman, P/SSX 747938, killed
 JENNER, Albert E, Admiralty Civilian, (none given), killed
 JOHNSON, Robert, Leading Signalman, P/JX 158183, killed
 JOHNSTON, Mervyn B, Petty Officer Stoker Mechanic, C/KX 85491, killed
 JONES, Harry G, Stoker Mechanic, D/KX 663987, killed
 LIKELY, Michael J, Stoker Mechanic, P/SKX 788502, killed
 MACKENZIE, Gordon E, Steward, D/LX 702249, killed
 MANLEY, Jack S, Electrical Artificer, D/MX 57836, killed
 MCINTYRE, John F, Chief Electrician, P/JX 134955, killed
 MCLAUGHLIN, John, Admiralty Civilian, (none given), killed
 MELVILLE, John E, Admiralty Civilian, (none given), killed
 MILLS, Norman A, Admiralty Civilian, (none given), killed
 MURPHY, Michael A, Able Seaman, C/JX 371908, killed
 MYATT, Francis G, Petty Officer, C/JX 161880, killed
 NEIGHBOUR, Russell A, Stoker Mechanic, P/KX 83137, killed
 NOON, Kenneth C E, Able Seaman, C/SSX 837436, killed
 OLIVER, William A, Able Seaman, C/JX 325747, killed
 PHILLIPS, Edward G L, Petty Officer Telegraphist, D/JX 162131, killed
 PHILLIPS, Terence P, Engine Room Artificer, C/MX 64343, killed
 POTTS, Charles W S, Admiralty Civilian, (none given), killed
 POWELL, Dennis N, Able Seaman, C/SSX 789251, killed
 PROUSE, Kenneth R, Able Seaman, P/SSX 832021, killed
 PURKISS, Brian S, Leading Seaman, P/JX 712689, killed
 READ, John L, Leading Seaman, C/JX 246474, killed
 RICHARDSON, Thomas, Leading Stoker Mechanic, P/KX 164200, killed
 ROBINSON, Peter R, Stoker Mechanic, C/SKX 789598, killed
 SMITH, Anthony R, Stoker Mechanic, D/KX 817944, killed
 STRICKLAND, Robert H, Admiralty Civilian, (none given), killed
 SWIRE, William, Able Seaman, P/JX 760475, killed
 TAYLOR, Clifford, Stoker Mechanic, P/SKX 789598, killed
 TESTER, Herbert G, Admiralty Civilian, (none given), killed
 WOOD, Edward G, Stoker Mechanic, D/KX 841026, killed

[John]

SS Divina

DAMAGE TO DIVINA
SEAMAN’S ACCOUNT OF ACCIDENT
FROM OUR SPECIAL CORRESPONDENT
SHEERNESS, JAN. 13
With her stem twisted and a shapeless mass of metal at the waterline, the Swedish motor-tanker Divina was tied up early this morning alongside the destroyer Undine at moorings in the Medway off Port Victoria. Her bow compartment was flooded. Other obvious signs of the collision with the submarine were a damaged anchor and a length of steel plating, apparently from the Truculent, attached to her starboard bow. The ship, of 643 tons, was on passage from Purfleet to Ipswich with a cargo of paraffin when the accident occurred last night. Captain Hommerburg described to-day how he ordered the crew, who include four Swedes, four Germans, and two Spaniards, to launch a boat in which they picked up eight of the submarine’s crew. The account was amplified by the only Englishman aboard, a deckhand named Clarence Downs, 21, of Byker, Newcastle Upon Tyne. Engaged on his second sea voyage, he had been below for a few minutes after coming off watch when, he said, there was a crunching sound forward and the ship lost way with a jerk. When the crew emerged on deck they found that the ship’s floodlights had illuminated the surrounding water.

"There was then no sign of the submarine, and at first we who had been below did not know what the trouble was,"  he continued. "On instructions from the Captain, we launched the ship’s lifeboat to help the men who were shouting in the water."  Some of those picked up were wearing lifebelts. None was fully dressed, and all were affected by oil from the submarine which had entered their eyes. They were transferred later to the frigate Cowdray, which reached Chatham shortly before dusk to-day. Captain Hommerberg said: "We had picked up a pilot, and both the pilot and myself were on the bridge when the collision came. It was dark but clear, and we saw the submarine ahead and gave warning of our approach. The crash came with an impact that shook us from stem to stern, and we saw the submarine sink immediately – in one minute. We saw men in the water, and my crew rushed to get them out. Ropes and lifebelts were thrown to them, and we also launched our boat. We managed to pick up eight survivors and two dead men. We gave the survivors a cup of coffee, and then the lifeboat took them off and transferred them to a destroyer. We stayed on the scene cruising around for four hours, continuing to search for survivors."

SHIP DETAINED
The Admiralty stated last night that the Divina has been detained. The order for her detention was read over to the ship’s master in his cabin during the afternoon by a local customs official, in the presence of Lieutenant Commander Nils Skaar, Swedish Assistant Naval Attaché in London. The notice of her detention was nailed to the mast of the ship. This is the usual practice in such cases. The procedure is that the Divina will remain off Sheerness until instructions are given for her release; these will presumably come after the Swedish Embassy in London provides the formal undertaking that all necessary papers and persons will be produced at any court of inquiry that may be held.

Three pictures below show an (inaccurate) artist's impression of the collision, a newspaper photograph of the damaged bows of Divina, and the submarine's skipper, Charles Bowers
 

[John]

Stag Magazine, an American 'sensationalist' magazine, looks back on the sinking of HMS Truculent..

[John]

.

[John]

The salvage operation that took place much later was carried out successfully and HMS Truculent was raised from the bottom and beached at Cheyney Spit off Sheppey. Patches were welded over her, and the boat was taken to dry dock in Sheerness for detailed examination.

[John]

Moving back to the day of the accident, there were five more casualties - the crew of a Royal Air Force Lancaster in Scotland which crashed in flames shortly after takeoff. When the 'SubSmash' procedure was initiated after reports of the sinking of HMS Truculent reached the Admiralty, all units that were able or likely to assist in the rescue operation were contacted - this included RAF and Army units. Naval divers were needed urgently, and although HMS Reclaim (the dedicated submarine salvage and rescue vessel) was laid up in Portsmouth while undergoing maintenance, her divers set out immediately for Kent. Other divers were set to assemble at RAF Leuchars in Scotland, and transport to the South of England was required urgently. By a strange twist, an anti-submarine warfare squadron based at RAF Kinloss was selected to pick up the naval personnel and take them to Kent - a role reversal for crews trained to seek out and destroy submarines. At No.236 Operational Conversion Unit, a fast turn-around was ordered on Lancaster SW.363 which was returning to Kinloss from a training mission, and a replacement crew for the flight was chosen.

The picked crew for Lancaster SW.363 was made up of highly experienced officers and men who had been selected for their extreme competence and abilities - each was an instructor in his chosen field, and between them they had the experience and knowledge to carry out the task allocated to them successfully. Due to their positions as instructors they were 'self-briefed' before take off. It was probably unfortunate that on the night of 12th January 1950, when the call came through to find an aircraft and crew to ferry naval divers from Leuchars to Manston to take part in the rescue efforts for HMS Truculent, all of the officers had been attending a 'dining in' night at Kinloss. Although each officer had been drinking, the Board of Inquiry that followed the crash examined the Mess returns for the evening, and decided that no officer had drunk more than four sherries and that therefore alcohol played no part in the accident. Although in today's society, driving a car after drinking four sherries would undoubtedly lead to complications, I've got to agree with the Board of Inquiry - the time between the Mess event and take off, combined with the competence of the crew and the urgency of their mission, would have left them clear-headed and up to their task. The fault that caused the mid-air fire was certainly beyond their control, and the officers at the controls of the Lancaster had only seconds to react. Although the fire extinguishers hadn't been triggered, everything else showed that they attempted an immediate 'wheels-up' landing.

Statement of Flying Officer Archibald Dick
"I am an Air Traffic Control Officer at R.A.F. Kinloss. I was on duty in the Control Tower at Kinloss on the night of 12th January 1950. at the time when Lancaster SW.363 took off for Leuchars. I had been on duty in the Tower until proceeding to the Officers' Mess for supper at ceasation of the night flying program. While in the Mess I was informed of the intended flights to Leuchars and Manston, and returned to the Control Tower to make preparations for the flight. I made arrangements for the "Homer" and the Crash Crew with vehicles to stand-by. As there was only one aircraft to take off I did not consider it necessary to recall the airfield controller. I also switched on the airfield obstruction lighting, perimeter track lighting, flare path on 21 runway and the appropriate funnel lights. I prepared a Flight Plan for my own information; the details of aircrew, aircraft, destination etc, I received from Sqn. Ldr. Craig the Chief Flying Instructor, who was arranging the flight. For this intended flight it was not necessary for the Captain of the aircraft to prepare a Flight Plan, as he was not proceeding out of the United Kingdom, or into or through, a Control Zone. When the aircraft was about to taxy I sent the Crash Tenders and Crews out to the take-off end of the 21 runway. The aircraft taxied out after receiving taxying instructions from me, and with the normal delay required for pilots checks previous to take-off, the Pilot received take-off clearance, and took off at 23.26 hrs. When airborne the Pilot called "Airborne" in the R/T, and was given the Northern Scottish Regional Q.F.F. which he acknowledged. No further contact was made with the aircraft. I now produce a certified copy of the R/T Operators Log (Exhibit "A") and I wish to draw attention to the discrepancy of 2 minutes between this log and my record. It transpired that the R/T operators watch was 2 minutes slow. I did not see the aircraft after it became airborne, nor did I see it crash. I then despatched the crash tenders and ambulance to the scene of the crash."

Statement of Squadron Leader Alan Craig
"I am Chief Flying Instructor at No.236 O.C.U., R.A.F. Kinloss. On the evening of 12th January, 1950, I was present at a 'Dining In Night'. After the 'Port' had been passed, I was advised by Wing Commander Holgate that the Station Commander had excused my further attendance at the table since the O.C.U. had been ordered to stand-by a crew to fly on a special sortie that night. He asked me to choose a crew for a possible flight in a Lancaster from Kinloss to Manston via Leuchars and return. I left the Dining Room and warned the officer in charge night flying to prepare an aircraft for such a flight, and started to consider the selection of a crew. At this time, the dinner concluded and I was joined at the telephone in the hall by Wg. Cdr. Holgate, and several of my flying instructors. We were then informed that the purpose of the flight was to ferry twelve Naval divers and their equipment from Leuchars to Manston for rescue work in connection with 'H.M.S. Truculent'. There were many volunteers to form the crew of the aircraft, and I selected Flt. Lt. Harris as captain, Flt. Lt. Williams as Co-pilot, and Flt. Lt. Stevens as Flight Engineer. This selection was approved by Wg. Cdr. Holgate. Nav. II Cunningham and Signaller I Geal were selected by the leaders of their Sections. The crew members had been selected because of their ability, experience and fitness to carry out this particular flight. About this time information was received from Wg. Cdr. Holgate that the aircraft should take off as soon as possible for Leuchars. The detailed crew dispersed to prepare themselves for the flight. I remained at the telephone in the Mess to make further administrative arrangements, such as parachutes for the divers and victuals for the crew and passengers etc. When these were completed I left the Mess intending to go to the Hangar in my car to see the aircraft off. As I opened the door of my car, I heard the aircraft engines 'rev up', and reflected as to whether the engines were being test run, or being opened up for take-off. In a few seconds it was clear to me that the aircraft was taking off. Knowing that No.21 runway was in use I decided to remain by my car to watch the final stages of the take-off over the trees at the windward end of 21 runway. No. 21 runway is not normally used for flying training, since the trees at the windward end of the runway make a gradient of obstruction equivalent to 1 in 27 instead of the regulation maximum gradient for obstructions of 1 in 50. I saw the aircraft clear the first trees by about 50 ft., and and climb steadily away in a perfectly normal manner. I last observed the aircraft at between three and four hundred feet before getting into my car. I started the car, backed out of its parking position, drove in front of the Mess, a distance of about thirty yards, and intended to proceed to the hangar to check administrative details such as 'duty crew' for their return. As I was turning away from the Mess, my attention was attracted by a steady and increasing 'bright yellow orange glow' in the sky. I stopped the car, opened the door, and got out, whilst continuing to watch the glow. Almost immediately I heard the engines 'whine' as though going into 'fine pitch' under increased power. Within two or three seconds there was a cut in noise as if the engines had been throttled fully back, or cut. Approximately three seconds afterwards I saw an explosion of flame and smoke, and heard after a few seconds the noise of the crash. In conclusion, I have retimed my actions from the stage when I first saw the glow in the sky, to the time when I saw the explosion in the ground, and estimate that this time interval was 'ten seconds', and so assessed by the court."
 
Statement of Flt. Lt. William Howie
"I am the Senior Medical Officer at R.A.F. Kinloss. At about 23.50 I saw a light in the sky after hearing an aircraft take off. I phoned air traffic control and had permission to take the crash ambulance to the crash, from the Duty Control Officer. I arrived at the crash accompanied by Fg. Off. Clark who is also a Medical Officer at R.A.F. Kinloss, and the duty orderly. We were summoned first to Flt. Lt. Harris who was severely injured but still alive, we carried him into the ambulance where he died three minutes later, from multiple injuries and shock. We then saw Flt. Lt. Stevens and Williams who were lying forward and slightly to the right of the main wreckage, both were dead. Flt. Lt. Stevens died from multiple injuries, and Flt. Lt. Williams from severe burns. Signaller I Geal who was lying slightly to the rear of the main wreckage was also dead from multiple injuries. Navigator II Cunningham was found next morning under the port mainplane. I consider that he was killed at the time of the crash, and died from a fractured skull and other injuries. The bodies were conveyed to the mortuary at Station Sick Quarters, R.A.F. Kinloss."

Statement of A.C.I. Leslie Kennard
"I am an A.C.I. Engine Assistant in 236 O.C.U., R.A.F. Kinloss employed in Flying Servicing Section. On the night of 12th January, 1950, I was on night flying duties in my section, and at approximately 22.10 hrs I was working in the Hangar, and was called to the duty N.C.O.'s office and instructed by Sgt. Middleton to refuel Lancaster SW.363 when it came in to dispersal. Shortly afterwards the aircraft arrived and within a few minutes the Petrol Bowser arrived at the aircraft. I asked A.C.II Brown another engine assistant to help me refuel the aircraft, which he did. I topped up tanks numbers 1 and 2, Port and Starboard, they were not permitted to overflow. I was actually in the mainplane, A.C. Brown was on the ground by the bowser, and Sgt. Middleton was also on the ground by the Bowser, he was the Flight Duty N.C.O. After the tanks were topped up I replaced and locked the filler caps, but on replacing the filler cap of No.1 Port Tank, I found that the locking nut was unserviceable, that is to say, the lock nut could be moved up and down, and would not tighten, I reported this to Sgt. Middleton who came up on to the mainplane, and examined the lock nut. Sgt. Middleton gave me a 2 BA plain nut to screw on top of the lock nut, which I did. I do not remember replacing the split pin, Sgt. Middleton supervised the fitting of the plain nut. I then replaced and secured the filler cap panel on top of the main plane."

Statement of A.C.I Leslie Kennard (on being recalled)
"When I first attempted to screw the 2 BA steel plain nut down on to the top of the locknut of the filler cap on No. 1 Port Inner Tank, I found that I could not turn it sufficiently with my finger, because parts of the light alloy thread of the locknut was embedded in the thread of the trunion bolt. I there-upon cleaned the thread with a mandrill off a pierced rivet which I had in my pocket. This enabled me to tighten the 2 BA nut down on to the light alloy locknut with my fingers. As I had a set of Terry spanners in my pocket I used it, and further tightened the 2 BA nut approximately two full turns. I have read and signed as having understood all "Flight Orders" in my Section. I recall having read about seven days ago, an order issued in relation to the Bending Sockets, situated near the filler cap on the Fuel Tanks. This to my knowledge is the only order existing in strict relation to Filler Caps, but in the normal refuelling orders it stated that the Filler Caps must be secure. On tightening the 2 BA nut with the Terry Spanner I do not consider that I overtightened the "Trunion bolt." I was aware that these locknuts should not be overtightened, because on a previous occasion I overtightened one, and cracked the Filler Cap. This was during my improver course, and before I gained experience of working on aircraft, and resulted in disciplinary action being taken against me."

[John]

Attached image shows all five crew members of Lancaster SW363. Back row L-R: Ernest Geal, Richard Williams, John Cunningham. Front L-R: Leslie Harris, Alfred Stephens. Brief biographies as follows..


Sig 1 Ernest Geal
Service : Royal Air Force
Service Number : 615197
Unit : 236 O.C.U, RAF Kinloss
Date of Birth : 9th March 1916
Date of Death : 12th January 1950
Buried : Cheadle Churchyard, Staffs

Sig.1. Ernest Geal had first come to R.A.F. Kinloss as a student on one of the O.C.U. courses. The high ability he showed during his training, coupled with obvious enthusiasm for his work, resulted to his being posted immediately to the Staff as an instructor on completion of his training course. He was devoted to flying and although he had been offered other employment, nothing had been able to persuade him to leave the R.A.F. He had logged more flying hours than any other instructor, over 3500, which was a remarkable record. It was noted that his keenness was always evident, and whenever a signaller was required he would invariably have been the first to volunteer for duty.
 
When Lancaster SW.363 took off on the evening of January 12th, Sig.1. Ernest Geal was occupying the Wireless Operator's seat. At the crash site his body was found to the rear of the main wreckage, and it was decided that he had died instantly from multiple injuries.
 
Buried at Cheadle Churchyard, Staffordshire, Ernest Geal was survived by his wife and four children, two boys and two girls.



Flt Lt Richard Gwynn Williams
Service : Royal Air Force
Service Number : 166553
Unit : 236 O.C.U, RAF Kinloss
Date of Birth : 28th June 1924
Date of Death : 12th January 1950
Buried : Kinloss Abbey, Kinloss
 
Flight Lieutenant Richard Gwynn Williams (known as Gwynn) joined the Royal Air Force in March 1943, undertaking his flight training at Rissington (where he 'wrote off' an aircraft), Ansty, Oakesfield, Dewinton and the United States Naval Air Station at Grosse. Throughout his training, and despite his accident, he obtained ratings from his instructors ranging from 'average' to 'high average'. He was commissioned in September 1944 and granted his permanent commission in October 1948. He had been at Kinloss for over two and a half years, having been posted there in November 1947, and by the date of the fatal crash had logged over 1300 flying hours. At age 25, he was the youngest of the flying instructors on the Station, and was regarded as an excellent instructor with the ability of imparting knowledge with clarity and ease.
 
Flt. Lt. Williams was widely experienced in Coastal operations, particularly in the development of anti U-Boat weapons, having been on the Staff of the Anti-submarine Warfare Development Unit prior to his posting to Kinloss. For a considerable period of time he combined his instructional duties with those of Intelligence Officer at 236 O.C.U., a role he had only recently given up. He was also in charge of the Sailing Club - as a keen yachtsman he was highly regarded at the nearby Findhorn Yacht Club. He was also well known in the area for his choice of automobile, a vintage 1923 Rolls Royce touring car, which was often to be seen on the local roads.
 
At the time of the fatal crash, Flt. Lt. Williams was occupying the 2nd Pilot's seat in the Lancaster. He was pronounced dead at the scene of the accident from severe burns. Unmarried, and having lost his only brother in WWII, he was survived only by his widowed mother. The funeral took place at nearby Kinloss Abbey on Monday 16th January, with the cortege led by Squadron Leader Craig and a guard of honour. The Station pipe band played as the procession moved at the slow march, and the service was conducted jointly by Padre Jamieson from the Station, and Canon Lake from Forres.




Nav 2 John Cunningham
Service : Royal Air Force
Service Number : 1671629
Unit : 236 O.C.U, RAF Kinloss
Date of Birth : 21st February 1923
Date of Death : 12th January 1950
Buried : Jarrow Cemetery, Co. Durham

John Cunningham joined the Royal Air Force in 1941 and served throughout WWII in Bomber Command as a Navigator. He originally went to R.A.F. Kinloss as a pupil on a conversion course in June 1948, and on completion was posted to 120 Squadron, anti-submarine warfare specialists. However, his skills as a navigator led to him returning to 236 O.C.U as an instructor in February 1949. Nav.2 Cunningham was known as a quiet and unassuming man, an excellent instructor, and at all times thoroughly dependable.
 
At the time of the crash, John Cunningham was occupying the Navigator's seat in the Lancaster. During the search for survivors, his body was overlooked as it was beneath the remains of the port wing and he was initially listed as missing - he was discovered the following morning and his body moved to the Station Mortuary alongside his crewmates. It was believed that he had died instantly from a fractured skull and multiple injuries.
 
Nav.2. Cunningham had been due to leave the Royal Air Force a few weeks later, on termination of his engagement in the Force, but he had let it be known that he was thinking about staying on for another period. Survived by his wife and two children, John Cunningham was buried at Jarrow Cemetery, County Durham.




Flt Lt Leslie George Harris DFC
Service : Royal Air Force
Service Number : 173753
Unit : 236 O.C.U, RAF Kinloss
Date of Birth : 21st March 1922
Date of Death : 12th January 1950
Buried : Crayford Churchyard, Kent

Flight Lieutenant Harris had first been posted to Kinloss in 1947 after serving in Coastal Command throughout WWII, and by 1950 he was the longest serving instructor on the base and had logged more than 2000 hours flown. In addition to being a flying instructor he was also a training officer to the Squadron, being responsible for drawing up flying programmes and the training record of all courses passing through Kinloss. He was also Station athletics officer, as well as being entertainments officer for the Officers' Mess. It is recorded that in all these duties he always showed unfailing energy and enthusiasm, consistent cheerfulness in the face of all difficulties being his outstanding characteristic.
 
Flt. Lt. Harris had joined the R.A.F. in 1939, serving first as an N.C.O. pilot before being commissioned in March 1944 (he was granted a permanent commission in 1948). His initial training was carried out at Finningley in Yorkshire, with more advanced training at Rismington, and also overseas at the United States Naval Air Station at Pensacola. On operations, he was awarded the Distinguished Flying Cross after ditching his aircraft in the Bay of Biscay while taking part in anti U-boat operations. He successfully ditched in rough seas, and he and his four crewmen survived many days adrift in a rubber dinghy without any food or water until, when the search for them was on the point of being abandoned, they were picked up in an exhausted condition by a British destroyer. The survival of the crew was due to the excellence of his leadership and to the inspiration of his example. After this hazardous experience he insisted on returning immediately to full operational duty without any rest to recover from the trials he had endured.
 
When Lancaster SW.363 crashed on the night of 12th January 1950, Flt. Lt. Harris was at the controls in the 1st pilot's seat. He was the only member of the crew known to have survived the initial impact and the fire, but died from multiple injuries and shock shortly after being placed into an ambulance at the crash site. A spokesman from R.A.F. Kinloss stated that he was universally popular with officers and airmen; his loss on the Squadron, and in the mess, was very great and his death would be deeply felt by all who had worked with him. Leslie Harris was interred at Crayford in Kent, and was survived by his wife and one child.




Flt Lt Alfred Enos Stephens
Service : Royal Air Force
Service Number : 1766162
Unit : 236 O.C.U, RAF Kinloss
Date of Birth : 26th June 1920
Date of Death : 12th January 1950
Buried : St. Mary's Burial Ground, IoW

Alfred Enos Stephens joined the Royal Air Force in June 1940, serving first as a fitter and later as a sergeant flight engineer. He was posted to the West Indies as an instructor, and his exceptional abilities as a lecturer and instructor led to him being granted a commission in April 1944. He remained in the West Indies for four years and was then posted back to the United Kingdom where he met the woman who would become his wife, a flight officer in the W.A.A.F. They married in September 1947. Mrs. Stephens resigned her commission a year later, shortly after her husband was posted to R.A.F. Kinloss in September 1948, and joined him at Forres.
 
Flt. Lt. Stephens was regarded as one of the foremost flight engineers, well known throughout Coastal Command, with few equalling his knowledge of, and ability with, aircraft engines. He was also one of the early editors of the Royal Air Force Magazine that was published in the local Forres, Elgin and Nairn Gazette.
 
At the scene of the crash that killed all five crew members of Lancaster SW.363, the body of Flt. Lt. Stephens was found alongside that of Flt. Lt. Williams. Both were lying forward and slightly to the right of the main wreckage, and Stephens was judged to have died from multiple injuries. He was interred at St. Mary's Burial Ground at Cowes, Isle of Wight.
 
 

[John]

Photographs taken at the scene of the crash of the Lancaster are gathered together below, plus a photograph used at the Board of Inquiry showing the recovered faulty fuel filler cap from the port wing. It can clearly be seen from some of these pictures that the engines were not under power at the moment of impact - the way the propellers had bent, and the lack of furrows on the surface, indicated to the examiners that they had all been shut down before the aircraft hit the ground.

[John]

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