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- HMS Devonshire 1st Commission 1962-64
HMS Devonshire 1st Commission 1962-64
- By Robby G
- Published 05/6/2008
- HMS Devonshire
- Unrated
THIS WAS YOUR LIFE
As seen through the eyes of the Chief’ Petty Officers, Petty Officers, Leading Hands and Junior Rates who collaborated to produce this section
Upper Deck
It was a cold November morning when we first saw her out of sleep filled eyes! This was to be the “haven of rest” for the next eighteen months for some sixty ratings, four P.O.’s and the Chief Buffer—or did they think so?
“Come on then lads; scrub down; take two to clean the brightwork Hookey!” The Fo’castlc was in full swing. The ship had left her berth in Birkenhead and was headed For Greenock. For the following month we were to do trials. It seemed that the Q.D. under Petty Officer Gardner were due for a quiet time. The part of ship which everyone had worked hard to clean looked like Hiroshima—Blast Trials had begun. However everyone worked together and, despite other setbacks like the “Stoker’s” blowing soot, the ship was in good condition when she entered Portsmouth for Xmas leave.
The ship spent the last month of 1963 quietly in Portsmouth. During this time the R.P.’s were called to Dryad to try out the new G.M. Destroyer Model, a welcome break from shipboard routine.
The early part of 1964 was to be spent carrying out trials of Radar and A/S equipment and so we were in and out of Portsmouth Dockyard. This was to our advantage for we soon learned the routine for bringing her alongside, and coming to anchor. It was also during this time that we found out that the mast would have to be washed regularly. The Boat Party featured prominently in this evolution. This was a somewhat hazardous task as a few onlookers found when a bucket of water came cascading down.
On April 1st we sailed for the “Med” and the sunshine. Whilst the Upper Deck had been thinly populated during the trials off Fishguard, it now became well cluttered with “Goofers” and sun bathers. Now scrubbing the For’d Screen was no longer an irksome job but a good excuse for getting “bronzy for leave.” We stopped at Gib. and then went on to Malta where A/B’s Fitchett, Rowlands, and yours truly were among those who satisfied the Advancement Board that they would make good Leading Seamen, whilst L S Driver and Dowling qualified for P.O. We were in and out of Marsaxlokk regularly and the experience of A B’s Hooper and Connolly as Buoy Jumpers was put to good use. After a good run in Barcelona we returned to Malta before making our way back to Portsmouth, where we arrived on 10th June.
During this period the ship was in Dock and the routine was relaxed slightly. However the work went on and on. We ranged the cable and took the opportunity to clean up all the working parts. The Side Party amalgamated with the Dockyard in an effort to touch up the ship’s side.
On 23rd September, 1963, we set sail for the West Indies and America in company with RFA WAVE RULER, whom we were to get to know pretty well during the next three months. The colour watches competed strongly to see who were the best at “RASing.” The Commander gave the verdict to BLUE watch although there was very little to choose between them.
The Boat Party were justly proud of their new acquisition, the “Huntress,” and P.O. Poling was soon to be seen putting her through her paces.
On arrival at Hamilton, Bermuda, things were not all they should be, the facilities of Pompey Dockyard were not here and whilst the “TOP BRASS” waited to board the Special Parties under L /S Castell sweated it out heaving the gangways in by hand.
The ship was now in tip-top condition for her visit to the “States,” and in the early part of October “the good ship lollipop” berthed in Philadelphia. The visit was a huge success and the high standard gained the praise of our American friends. After all the hard work put in for the American trip we were allowed to relax a little with some quiet runs ashore in Curacao, San Juan and Barbados before making the home run in the early part of December.
From the Sporting point of view we have done well in winning the Cricket Interpart Cup and being runners-up at Football. At Hockey L/S Fitchett and L /S Newman have represented the ship, whilst A /B Connolly, Dryden, Weaver and 0/S Baxter represented us in the Cricket 1st Xl. A/B Hooper, Sullivan, PTI Ballantine and myself also played in some enjoyable matches for the 1st XI. Whilst in San Juan the Upper Deck thrashed the RFA. WAVE RULER by 5 goals to I. We also had A B’s Flinn, Raine and Lampon (call me mister!) in the 1st XV at Rugby.
Altogether it has been a case of work hard and play hard in order to maintain a high standard of efficiency required of the Department. However those who have served on this first commission of H.M.S. DEVONSHIRE will go away with a lot of new friends, and in knowledge that they are handing over a well-kept ship to the next commission.
Communicators
When we commissioned, it appeared to many that with 48 Communicators aboard a “Destroyer” we were in for a pretty good loaf. Events proved otherwise. Communal party, the telephone exchange and the innumerable working parties all help to keep us happy in harhour and at sea it’s the whole division into “Two Watches” at anything approaching a major exercise.
We’ve had our ups and downs. General toothsucking amongst the (T)’s when they had to change their badges but they didn’t allow “Bunts” to be forgotten -semaphore still rides supreme when alongside another hip, and Doug Whatton, when he isn’t playing his guitar, can still make the sewing machine sing, or perhaps it should be swing. The (W )‘s still find it hard to make anyone believe that they do any work behind the locked door of the E.W.O. The general opinion is that there’s an extended course on how to drive the Land Rover. However the fact that Ron Strangeway is the only (W) who hasn’t achieved advancement (and he can’t go any higher) during the commission must mean something. The (G)’s -well they never really change, do they?
Our achievements during the commission? In the Sports field the Communicators formed the nucleus of the ship’s Soccer team and ably led by the Yeoman carried off the inter-part Soccer trophy. LRO Smith has been a bulwark of the ship’s sailing team, and Osbiston and Park beat the ship from Portsmouth to Plymouth on their bicycles. At Indoor Sports we won the ship’s Team Quiz competition and we now know why it’s called “Harry’s” Nitery.
For the records we’ve had six marriages, produced six infants during the commission and with half the marriages completing l00% Comms. partnerships we reckon the
Communicators in 1984 will be all right.
Our quotations all come from the (T)’s:
WHO wanted to salute F.O. Gib. with 13 GINS?
WHO called the excercise a “BASTARD FLASH”?
and WHO said we couldn’t raise the WAVE RULER because of “RADIO PROVOCATION”?
R.P.’s
The 30 R.P.’s borne are only with the Operations Department during full exercises and spend the remainder of the time between Forecastle, Quarterdeck and Boats. No doubt their individual exploits are noted in other parts of this book. The LOP Team for passage watchkeeping has been a regular feature of the Operations Room, but the switch from marlin spike to Fluorograph pencil hasn’t always been successful, which accounts for many a scratched plotting movement.
The Ship’s Flight (Golden Ducks)
The flight formed up at the Naval Air Station, Culdrose, in March 1962, to obtain the necessary experience before embarking.
It must be borne in mind that the flight is virtually the guinea pig for small ships’ flights in the fact that it has been, and in fact still is, employed in evaluating the necessary requirements for operating a helicopter from a small ship.
On the initial formation of the flight it came under the care of 706 squadron, the Wessex training squadron, where the ground crew obtained the knowledge required to look after its own Aircraft, this milestone was reached in March on the receipt of a brand new Wessex which was to become better known as 989, its Call Number.
This period at Culdrose, the first of many, was spent in flying practice which at first was only permitted over land, due to an engine restriction. This state of affairs lasted for roughly three months when an “Overwater Engine” was obtained and fitted. As soon as 989 could fly over water the flight then proceeded with the next stage of its work up period. namely Anti-Submarine practice and night flying patrols.
In June this first phase of the work up period ended with the flight moving to the Heli-port at Portland for advanced Anti-Submarine practice and Dummy Deck landings on a mock up of Devonshire’s flight deck. At first the 901 radar suffered considerably, but eventually fairly comprehensive After Section of Devonshire was erected.
After one more short stay at Culdrose the flight moved to R.A.F. Sealand prior to embarkation for the Commissioning Ceremony. The stay at Sealand proved to be quite pleasant, with very lenient closing hours in the Club. much to the flight’s delight.
On November 12th came the day for which all the working up led to—Embarkation on H.M.S. Devonshire to become the first single Helicopter to be used as part of a small ship’s Armament. The actual means of embarkation must have caused a great many comments around the meal tables in Scouseland that evening, what with a helicopter landing in the Dockyard, then being pushed by sturdy? Naval Airman through the Dockyard to the ship, where it was hoisted onboard by crane. Let me hasten to add here that it was not due to lack of qualified pilot but the ship did not have an A. R. B ticket. So when the ship was commissioned three days later the flight was there as an intregal part of the ship.
And SO to sea, straight into a Force nine which produced a flight of green looking airmen.
After the first week’s sea trials the helicopter trials started off the Cornish coast, using our own Pilots assisted by a test Pilot from Boscombe Down, Lt Cdr Leonard. A week was set aside for these trials trials, which were a complete success success with over 400 deck landings being achieved. As a result of these trials our A R B was soon received.
After a further two weeks at sea it was up gear and away to Culdrose for a heavy maintenance period, followed by Christmas leave.
On rejoining the ship after Christmas the flight was given the job of progressing on with landing limits both by day and night; this extensive Flying programme was the result of the comment “Who are those starving creatures up there?”
But all bad things come to an end eventually, though in this case not as expected; on the day prior to entering Barcelona, just after take off the engine decided to give up the ghost; a skillful landing was effected by the pilot for our initiation on board of an emergency landing. As a result an engine change was carried out in Barcelona, in between runs ashore and hang-overs. On the subsequent ground runs numerous snags were encountered which were not ironed out until Malta and a Rolls Royce rep. were reached.
On leaving Malta the ship’s engines developed a snag off the coast of Africa, which entailed a limp back to Malta for repairs. Whilst the ship was undergoing these repairs the flight disembarked to Halfar. During the stay at Halfar arrangements were made for members of the flight to fly in R.A.F. Shackeltons on long range patrols; these lasted from 8 hours to [5 hours and even though slightly tedious were enjoyed by all.
After ten days a decision was reached to sail the ship back to Portsmouth for more lengthy repairs to the engine. On arrival the flight was once again disembarked, this time to Lee-on-Solent. This period at Lee- on-Solent was rather a hectic time, with trips to Portland for A/ S practice and participation in Air Day at Lee.
At the latter we stole the show by staging a Ban the Bomb demo., which entailed lifting an old car by the Helo and dropping it literally from a great height on to the airfield. The remainder of Air day was spent by the Maintenance party, Aircrew being in hiding by now, explaining to Admiralty police, the Commander and not a small amount of black, vicious dogs that in fact it wasn’t the Captain’s car!!
Air Day was followed up by a Three Day Camping Expedition to Salisbury Plains, known as Exercise Mudbath. The man must have been psychic as that was exactly what it turned out to be. This exercise proved invaluable for obtaining experience in sleeping in wet sleeping bags and tents, except for one person who, rumour has it, struck off to the local tavern—who says money can’t buy luxury? During this exercise trouble reared its ugly head again in the shape of a u/s starter; this was soon overcome with the aid of an Army Air Corps helicopter flying the C.O. to the ship for a spare injector and some good maintenance by the ground crew.
Embarking again at the end of August, this time heading for Bermuda and the States.
In Philadelphia the flight members visited Boeing helicopter works, making a mental comparison between this massive works and Westlands “Mission huts.” From the States down to Puerto Rico where, at San Juan, 989 developed vibrations in flight. This was eventually found to be a u/s damper and damage to the scissors. Due to lack of spares the Golden Duck remained in its shed until one was borrowed (legally of course!) from our American cousins in Roosevelt Roads.
On to Curacao, which was highlighted by one flight member seeing others at the dreaded campus. No names! No wet dinghy drill!!
Starting troubles winged their way into our system on reaching Barbados and were not properly cleared
until arrival back in Pompey.
On arrival the flight was on its travels once again, this time to sunny?
-—okay maybe not—Cornwall, where we met our younger brothers from Hampshire, Kent and London; we like to think they benefited from our sea stories.
After Christmas leave it was back on board for a month’s exercises. The first week being spent with our three sister ships, purely for propaganda we think.
On departure from our sister ships and three weeks and fifty flying hours later we found ourselves at Lee-on-Solent trying to avoid an angry Submarine Commander who may have had personal contact with our light stores carrier. Who says we need missiles or torpedoes?
During our stay at Lee the crew effected two big modifications ; an engine change and gearbox removal. How frustrating to all when it went to Fleet-lands for finer details as out came our engine, followed by two more. Only by holding up the ship’s sailing time did we manage to retrieve our own helicopter, at one period London’s Helo was being run up.
So to sea with a brand new engine for exercise Magic Lantern, where we proved our worth by bringing about the destruction of a Submarine.
Our programme holds in store for us a lot more flying as we are still evaluating limitations for the operating of Wessex from D.L.G.’s.
As a parting note, let us say that our value has been recognised by one of the flight crew being the recipient of a Herbert Lott award.
CANNONS AND CHAOS
The Guns
The highlight of the P.C.T. period at H.M.S. Cambridge was the “shelling” of the Eddystone Lighthouse which is reputed to have led to Trinity House requesting a “Spotting Course” for lighthouse keepers.
Once under way the guns’ crews had their first of many firings, starting with Final Acceptance Trials followed by Comprehensive Blast Trials— a seaman’s reaction to which is What Clots, they build a ship and then blow it to pieces”.
Gun drill was always appreciated by C.O.A. Pearson, who rigs the special rails which catch the “fired” shells.
The G.D.P.’s crew seemed to find the winter a little arduous. C.P.O. Beach and A.B.’s Sweeney and Constable have all imitated blue monkeys, though all have avoided frost bite.
The control of the guns was well supervised by that North Country Gentleman, Lt.-Cdr. Hibbert, and then by that well known T.V. personality, Lt.-Cdr. Jones. Both were ably assisted by C.R.E.A. Holmes-the man who smells targets befrre they are indicated, and by C.E.A. Kibell who has screw drivers growing out of his hands. There was also the O.A. who wore canteen socks still does.
Gunnery shoots have been few because of ship’s other duties and bad weather, but results are improving, and the future is before us.
Seaslug
The long years of development came to fruition when Devonshire fired her first missile at Aberporth. To see and hear seaslug fired is like rolling all the November 5th’s you have known into one.
After the firing, Lt. Berry’s remark to the Q.D. Officer that “we seem to have smudged a bit of painiwork” was not well received. We are still trying to find the blast proof covers fitted to the equipment on the Q.D.
That spacious palace (Seaslug T.S.) was ruled by C.R.E.A. Swann, Lt. Webb and Lt.-Cdr. Aylward in that order! The other palace “The Palace of Varieties (Seaslug Test Room”) is controlled by LtCdr. Howard, assisted by a camera-fixing, tame steeple-jack named Barrett.
Robinson’s Mechano Special (Seaslug Magazine) really works under the capable hands of “three armed,” oil-breathing maintainers. Seacat
One Director each side of the ship manned by would be cinders if the Gas Turbines light-up much more. During one night start P.O. Featherstone thought lie had passed on and was doing his stint below.
Only a few Seacat firings, containing both good and bad. The concentration required compares with that prior to taking a penalty goal in a goal—less Cup Final with one minute to go. You are on your own and everyone thinks he can do better than you.
Behind the scenes C.R.E.A. Bach and his team worked long hours to provide the hardware for the firing teams to lire, control and hit those little targets.
Supply and Demand
Ships Galley
The Commission really started with the arrival of the Maltese cooks and stewards, about 1700 one evening. Shortly after arriving onboard they cooked tea for all the Advance Party and then turned to work through the night so as to be ready to give the whole Ship’s Company breakfast the next day. Charlie Vella had a good team and alt went well that day and at the Commissioning the next day when there were 200 extra guests to feed.
We then sailed from Birkenhead and looked forward to a period to settle down. However a few hours later the Victuallers were to be seen digging out from jam packed store rooms, in a Force 9 gale, sufficient bedding for the hundred or so workmen from Cammell Lairds, who were stranded onboard.
At the same time it seemed that there was a concerted attempt by all departments to remove in hours from the Naval Store what had taken months to put in, and it took all the efforts of S.P.O.’(s) Chandler and his team to keep pace.
After a couple of months things had fallen into place. It was reported that Charlie Vella had been seen asleep uid (unconfirmed) Bugeja to smile. However, we were soon to fall when, in the Soccer match with Hampshire’s Maltese Division we lost in spite of having the referee. After this we decided to stick to blood sports and 18 Mess won the Deck Hockey, while Steward Consiglio achieved fame in mistaking one of his opponents’ heads for the puck.
Our visit to Malta followed, and the families of the Cooks and Stewards were entertained onboard. This gave us some experience for the Children’s Party at Barcelona we thought. But on the day the Spanish children ate their tea in five minutes flat and it was then a race to provide food faster than they could devour it. Thank heaven for a provision lift.
After a spell in Portsmouth the Ship was stocked right up for the America trip. While in America there was a noteworthy expedition from Philadelphia to Washington by W.T.R. Mordue and L.S.A. Bryan. who took the P.O. W.T.R. and the Secretary with them to provide a sobering influence. S.A. Foulkes went to New York ostensibly to return Air Stores via the Cunard Office, while the Maltese Division visited numerous relatives spread over 1500 miles of the North American Continent.
In Curacao, that luscious island set in a tropical sea, the cockroaches were so big that they nearly carried the potatoes aboard, and it took the valiant efforts of L.S.A. Bryan two weeks to kill them.
It is true to say that, in more ways than one, we left our mark where- ever we went and in this we were ably led by Chief Petty Officers Parry and Chandler affectionatley known as “Parry and Riposte, the duelling twins.”
Early in the new year our Maltese Division left and was relieved by another which soon found its feet, though its sealegs took a little longer.
The Ship’s Office
As we draw near to the end of the first commission, we look back and wonder how we ever managed to pay your £232,920 5s Id; type and post 2,000 letters, and receive even more. This task was helped by the co-operation of all, some late nights, and countless gallons of goffa.
This has not stopped the staff having a good time in numerous ports and sampling the local wines. Enough said!!
Lieutenant Porter, Leading Writer Brandham and Writer Morduc. with three other menibers of the supply staff, embarked on a very interesting land rover tour from Philadelphia to Washington, while the ship did the trip the easy way.
Lieutenant Porter, P.O. Writer Hardy, Leading Writer Ellis, and Writer Mordue commissioned the ship, and were shortly after joined by Writer McCallum. Leading Writer Ellis has since left us for Civvy Street, and his chair is low hued by Leading Writer Brandham.
Finally, as the ship rocks and rolls towards the Azores on her seaworthiness trials, we attack the new pay rise, which we hope will make you all barons. The endless tray full of typing still remains, but we will spare a moment to wish you all Good Luck and calm seas on your next ships.
Marine Engineering
It has fallen to my lot to report on the life of the Marine Engineering Department during this DEVONSHIRE’S first commission. All in the department will, I feel, agree that, from the work point of view, it hasn’t exactly been a bed of roses,
Those of us who joined at various limes previous to commissioning will remember thinking that we were joining a different Navy, where everything worked at the flick of a finger; and, with the latest design throughout, breakdown maintenance would be a thing of the past. We who enjoyed the “fleshpots” of Birkenhead remember phrases like. “But Chief, modern valves don’t leak!”
Whilst this did not make all of us complacent, even the most pessimistic among us thought that a few months away from the makers would be long enough to “get on lop of things.” As the whole ship’s company knows, it didn’t work out quite like that.
Before long in commission other departments were coming to us asking when we expected to return to harbour! On a few occasions their joy was our gloom. The most notable (and spectacular!) defect, of course has gone down in history as “C.E.R.A. Gilbert’s Dilemma” when the Port H.P. steam turbine tried to do a jig round the engine room! If this meant a lot of hard work by all concerned, it at least proved the value of gas turbines as an alternative means of propulsion, the ship travelling from Malta to U.K. on “G.6’s.”
To go into details of the lesser, but no less jarring, breakdowns, would take more space than is available. Sufficient to say that from top to hot torn the department has worked as a team and if they haven’t been so well represented in the ship’s social and sporting world it could well he because they’ve been very well “exercised” below.
It remains for me to mention the latest “arm” of the Marine Engineering Department, and, despite its “thinness” one which has never Failed. Ably led by Chief Shipwright Parr, the “Chippys” have never been without lacking, and many of us remember the hours of their own time they devoted to making the children’s parties such a success wherever we went. We’re proud to have them.
Finally, congratulations to C.E. R.A. Munroe on his Herbert Lott award for ‘‘Services over theyears!’’ To Chief Shipwright Harden, Ch. M(E) Roberts, P.OM.(E) Coultas and POM(E) Rogers on their promotions and to the man who gave us reasonable mess conditions to “flake out in !“ (Meantimes let us not forget those among us who keep them comfortable.)
Condolences to the Senior Engineer, who doesn’t want to leave the ship ( ?) and to Lieutenant Cribb who has to stay.
Commiseration to C.E.R.A. Redpath, who had to write this and M.(E.) Steedon who ditched the gash in San Juan! Let’s hope we meet “old ships” again to talk about the “good old days” on DEVONSHIRE. We may not want the same experience again—hut at least we’ve had it!
Weapons and Radio
The W/R organisation was new to almost all of us when the commission began.
However, everyone soon slipped into gear and worked together Our lust two months were quite hard going, especially for the ML section, which at that time came under the control of the engineers.
Things did not go too well at the beginning and after our first seaslug firings we had to fervently defend the system against sarcastic remarks from other branches.
However, soon we were off to the Med. and things began to improve. It was in Malta that our first bright sparks showed themselves. EMs Ashworth and Cattlewood attacked and destroyed a large proportion of the Maltese fleet at its base at Manole lsland. R.E.A. Denham serenaded the barmaids of Gzira with P.O. Poline. Unfortunately as he said later, ‘‘Tom dropped me as I was picking him up.” The patrol disagreed.
In Barcelona O.A. Raymond started a new hobby; collecting sausages. Very loyal sausages too, for when O.A. Raymond grew a beard so also did one of his sausages. Too bad that it had to be buried at sea, but it matured rather early in life.
Back to U.K. and leave; and thence once more to Aberporth to prove ourselves fit to go to the U.S.A. A tense time, but we came through with flying colours, thanks to some hard work put in by the seaslug section.
In America we had a fine cruise and we thoroughly enjoyed ourselves. We can say with some satisfaction that no branch were smarter in appearance, and that we were second to none in equipment availability.
In the West Indies we sampled the native rum, and R.E.M. Abbot found a pet and went to sleep with it on the quarterdeck.
Back home again with a bag full of “rabbits” and Christmas with the family. Then came Exercise Phoenix; this was hard graft for everyone. Worth noting was the two extremely good seacat firings.
Everyone has worked hard and well, and the various sections have gone out of their way to help each other. This has welded the branch into a close knit unit from officer to junior rate. We can proudly say that we have as hard a working and playing branch as any throughout the Navy.
Medical
The Commissioning completed, the medical department was soon shuffling its job cards. A planned maintenance schedule was quickly established, on a monthly, annual, and four-yearly basis.
During the first few months little was seen of S.B.A. Hillier. It was later discovered that he had been camping out in the Crash boat. Surgeon Lieutenant-Commander Conway with the help of the Canteen Manager began to purge the ship’s company of certain “restrictive’ practices.
Meanwhile, from the master record, S.B.C.P.O. Coles was sorting the job cards and appointing the daily breakdown defects (there was no truth in the rumour that the mass inoculations thus arranged were an attempt to sabbotage the trials).
This small department was soon to make its presence felt, helped considerably by the needle sharpening service provided by O.A. Pearson. By June 1963 the medical department had TABbed its way through Gibraltar, Barcelona, and Malta (and most of the ship’s company). it was good to know that these services were appreciated. L/CK. Scibberas, for example, came round, and received second helpings.
Surgeon Lieutenant-Commander Conway was promoted to Commander at Christmas 1963. A new medical officer has brought new problems to some of the plumper types on board. If Dr. Hatfield’s diet fails, a fault-finding machine can quickly be constructed from electronic equipment already on board.
As seen through the eyes of the Chief’ Petty Officers, Petty Officers, Leading Hands and Junior Rates who collaborated to produce this section
Upper Deck
It was a cold November morning when we first saw her out of sleep filled eyes! This was to be the “haven of rest” for the next eighteen months for some sixty ratings, four P.O.’s and the Chief Buffer—or did they think so?
“Come on then lads; scrub down; take two to clean the brightwork Hookey!” The Fo’castlc was in full swing. The ship had left her berth in Birkenhead and was headed For Greenock. For the following month we were to do trials. It seemed that the Q.D. under Petty Officer Gardner were due for a quiet time. The part of ship which everyone had worked hard to clean looked like Hiroshima—Blast Trials had begun. However everyone worked together and, despite other setbacks like the “Stoker’s” blowing soot, the ship was in good condition when she entered Portsmouth for Xmas leave.
The ship spent the last month of 1963 quietly in Portsmouth. During this time the R.P.’s were called to Dryad to try out the new G.M. Destroyer Model, a welcome break from shipboard routine.
The early part of 1964 was to be spent carrying out trials of Radar and A/S equipment and so we were in and out of Portsmouth Dockyard. This was to our advantage for we soon learned the routine for bringing her alongside, and coming to anchor. It was also during this time that we found out that the mast would have to be washed regularly. The Boat Party featured prominently in this evolution. This was a somewhat hazardous task as a few onlookers found when a bucket of water came cascading down.
On April 1st we sailed for the “Med” and the sunshine. Whilst the Upper Deck had been thinly populated during the trials off Fishguard, it now became well cluttered with “Goofers” and sun bathers. Now scrubbing the For’d Screen was no longer an irksome job but a good excuse for getting “bronzy for leave.” We stopped at Gib. and then went on to Malta where A/B’s Fitchett, Rowlands, and yours truly were among those who satisfied the Advancement Board that they would make good Leading Seamen, whilst L S Driver and Dowling qualified for P.O. We were in and out of Marsaxlokk regularly and the experience of A B’s Hooper and Connolly as Buoy Jumpers was put to good use. After a good run in Barcelona we returned to Malta before making our way back to Portsmouth, where we arrived on 10th June.
During this period the ship was in Dock and the routine was relaxed slightly. However the work went on and on. We ranged the cable and took the opportunity to clean up all the working parts. The Side Party amalgamated with the Dockyard in an effort to touch up the ship’s side.
On 23rd September, 1963, we set sail for the West Indies and America in company with RFA WAVE RULER, whom we were to get to know pretty well during the next three months. The colour watches competed strongly to see who were the best at “RASing.” The Commander gave the verdict to BLUE watch although there was very little to choose between them.
The Boat Party were justly proud of their new acquisition, the “Huntress,” and P.O. Poling was soon to be seen putting her through her paces.
On arrival at Hamilton, Bermuda, things were not all they should be, the facilities of Pompey Dockyard were not here and whilst the “TOP BRASS” waited to board the Special Parties under L /S Castell sweated it out heaving the gangways in by hand.
The ship was now in tip-top condition for her visit to the “States,” and in the early part of October “the good ship lollipop” berthed in Philadelphia. The visit was a huge success and the high standard gained the praise of our American friends. After all the hard work put in for the American trip we were allowed to relax a little with some quiet runs ashore in Curacao, San Juan and Barbados before making the home run in the early part of December.
From the Sporting point of view we have done well in winning the Cricket Interpart Cup and being runners-up at Football. At Hockey L/S Fitchett and L /S Newman have represented the ship, whilst A /B Connolly, Dryden, Weaver and 0/S Baxter represented us in the Cricket 1st Xl. A/B Hooper, Sullivan, PTI Ballantine and myself also played in some enjoyable matches for the 1st XI. Whilst in San Juan the Upper Deck thrashed the RFA. WAVE RULER by 5 goals to I. We also had A B’s Flinn, Raine and Lampon (call me mister!) in the 1st XV at Rugby.
Altogether it has been a case of work hard and play hard in order to maintain a high standard of efficiency required of the Department. However those who have served on this first commission of H.M.S. DEVONSHIRE will go away with a lot of new friends, and in knowledge that they are handing over a well-kept ship to the next commission.
Communicators
When we commissioned, it appeared to many that with 48 Communicators aboard a “Destroyer” we were in for a pretty good loaf. Events proved otherwise. Communal party, the telephone exchange and the innumerable working parties all help to keep us happy in harhour and at sea it’s the whole division into “Two Watches” at anything approaching a major exercise.
We’ve had our ups and downs. General toothsucking amongst the (T)’s when they had to change their badges but they didn’t allow “Bunts” to be forgotten -semaphore still rides supreme when alongside another hip, and Doug Whatton, when he isn’t playing his guitar, can still make the sewing machine sing, or perhaps it should be swing. The (W )‘s still find it hard to make anyone believe that they do any work behind the locked door of the E.W.O. The general opinion is that there’s an extended course on how to drive the Land Rover. However the fact that Ron Strangeway is the only (W) who hasn’t achieved advancement (and he can’t go any higher) during the commission must mean something. The (G)’s -well they never really change, do they?
Our achievements during the commission? In the Sports field the Communicators formed the nucleus of the ship’s Soccer team and ably led by the Yeoman carried off the inter-part Soccer trophy. LRO Smith has been a bulwark of the ship’s sailing team, and Osbiston and Park beat the ship from Portsmouth to Plymouth on their bicycles. At Indoor Sports we won the ship’s Team Quiz competition and we now know why it’s called “Harry’s” Nitery.
For the records we’ve had six marriages, produced six infants during the commission and with half the marriages completing l00% Comms. partnerships we reckon the
Communicators in 1984 will be all right.
Our quotations all come from the (T)’s:
WHO wanted to salute F.O. Gib. with 13 GINS?
WHO called the excercise a “BASTARD FLASH”?
and WHO said we couldn’t raise the WAVE RULER because of “RADIO PROVOCATION”?
R.P.’s
The 30 R.P.’s borne are only with the Operations Department during full exercises and spend the remainder of the time between Forecastle, Quarterdeck and Boats. No doubt their individual exploits are noted in other parts of this book. The LOP Team for passage watchkeeping has been a regular feature of the Operations Room, but the switch from marlin spike to Fluorograph pencil hasn’t always been successful, which accounts for many a scratched plotting movement.
The Ship’s Flight (Golden Ducks)
The flight formed up at the Naval Air Station, Culdrose, in March 1962, to obtain the necessary experience before embarking.
It must be borne in mind that the flight is virtually the guinea pig for small ships’ flights in the fact that it has been, and in fact still is, employed in evaluating the necessary requirements for operating a helicopter from a small ship.
On the initial formation of the flight it came under the care of 706 squadron, the Wessex training squadron, where the ground crew obtained the knowledge required to look after its own Aircraft, this milestone was reached in March on the receipt of a brand new Wessex which was to become better known as 989, its Call Number.
This period at Culdrose, the first of many, was spent in flying practice which at first was only permitted over land, due to an engine restriction. This state of affairs lasted for roughly three months when an “Overwater Engine” was obtained and fitted. As soon as 989 could fly over water the flight then proceeded with the next stage of its work up period. namely Anti-Submarine practice and night flying patrols.
In June this first phase of the work up period ended with the flight moving to the Heli-port at Portland for advanced Anti-Submarine practice and Dummy Deck landings on a mock up of Devonshire’s flight deck. At first the 901 radar suffered considerably, but eventually fairly comprehensive After Section of Devonshire was erected.
After one more short stay at Culdrose the flight moved to R.A.F. Sealand prior to embarkation for the Commissioning Ceremony. The stay at Sealand proved to be quite pleasant, with very lenient closing hours in the Club. much to the flight’s delight.
On November 12th came the day for which all the working up led to—Embarkation on H.M.S. Devonshire to become the first single Helicopter to be used as part of a small ship’s Armament. The actual means of embarkation must have caused a great many comments around the meal tables in Scouseland that evening, what with a helicopter landing in the Dockyard, then being pushed by sturdy? Naval Airman through the Dockyard to the ship, where it was hoisted onboard by crane. Let me hasten to add here that it was not due to lack of qualified pilot but the ship did not have an A. R. B ticket. So when the ship was commissioned three days later the flight was there as an intregal part of the ship.
And SO to sea, straight into a Force nine which produced a flight of green looking airmen.
After the first week’s sea trials the helicopter trials started off the Cornish coast, using our own Pilots assisted by a test Pilot from Boscombe Down, Lt Cdr Leonard. A week was set aside for these trials trials, which were a complete success success with over 400 deck landings being achieved. As a result of these trials our A R B was soon received.
After a further two weeks at sea it was up gear and away to Culdrose for a heavy maintenance period, followed by Christmas leave.
On rejoining the ship after Christmas the flight was given the job of progressing on with landing limits both by day and night; this extensive Flying programme was the result of the comment “Who are those starving creatures up there?”
But all bad things come to an end eventually, though in this case not as expected; on the day prior to entering Barcelona, just after take off the engine decided to give up the ghost; a skillful landing was effected by the pilot for our initiation on board of an emergency landing. As a result an engine change was carried out in Barcelona, in between runs ashore and hang-overs. On the subsequent ground runs numerous snags were encountered which were not ironed out until Malta and a Rolls Royce rep. were reached.
On leaving Malta the ship’s engines developed a snag off the coast of Africa, which entailed a limp back to Malta for repairs. Whilst the ship was undergoing these repairs the flight disembarked to Halfar. During the stay at Halfar arrangements were made for members of the flight to fly in R.A.F. Shackeltons on long range patrols; these lasted from 8 hours to [5 hours and even though slightly tedious were enjoyed by all.
After ten days a decision was reached to sail the ship back to Portsmouth for more lengthy repairs to the engine. On arrival the flight was once again disembarked, this time to Lee-on-Solent. This period at Lee- on-Solent was rather a hectic time, with trips to Portland for A/ S practice and participation in Air Day at Lee.
At the latter we stole the show by staging a Ban the Bomb demo., which entailed lifting an old car by the Helo and dropping it literally from a great height on to the airfield. The remainder of Air day was spent by the Maintenance party, Aircrew being in hiding by now, explaining to Admiralty police, the Commander and not a small amount of black, vicious dogs that in fact it wasn’t the Captain’s car!!
Air Day was followed up by a Three Day Camping Expedition to Salisbury Plains, known as Exercise Mudbath. The man must have been psychic as that was exactly what it turned out to be. This exercise proved invaluable for obtaining experience in sleeping in wet sleeping bags and tents, except for one person who, rumour has it, struck off to the local tavern—who says money can’t buy luxury? During this exercise trouble reared its ugly head again in the shape of a u/s starter; this was soon overcome with the aid of an Army Air Corps helicopter flying the C.O. to the ship for a spare injector and some good maintenance by the ground crew.
Embarking again at the end of August, this time heading for Bermuda and the States.
In Philadelphia the flight members visited Boeing helicopter works, making a mental comparison between this massive works and Westlands “Mission huts.” From the States down to Puerto Rico where, at San Juan, 989 developed vibrations in flight. This was eventually found to be a u/s damper and damage to the scissors. Due to lack of spares the Golden Duck remained in its shed until one was borrowed (legally of course!) from our American cousins in Roosevelt Roads.
On to Curacao, which was highlighted by one flight member seeing others at the dreaded campus. No names! No wet dinghy drill!!
Starting troubles winged their way into our system on reaching Barbados and were not properly cleared
On arrival the flight was on its travels once again, this time to sunny?
-—okay maybe not—Cornwall, where we met our younger brothers from Hampshire, Kent and London; we like to think they benefited from our sea stories.
After Christmas leave it was back on board for a month’s exercises. The first week being spent with our three sister ships, purely for propaganda we think.
On departure from our sister ships and three weeks and fifty flying hours later we found ourselves at Lee-on-Solent trying to avoid an angry Submarine Commander who may have had personal contact with our light stores carrier. Who says we need missiles or torpedoes?
During our stay at Lee the crew effected two big modifications ; an engine change and gearbox removal. How frustrating to all when it went to Fleet-lands for finer details as out came our engine, followed by two more. Only by holding up the ship’s sailing time did we manage to retrieve our own helicopter, at one period London’s Helo was being run up.
So to sea with a brand new engine for exercise Magic Lantern, where we proved our worth by bringing about the destruction of a Submarine.
Our programme holds in store for us a lot more flying as we are still evaluating limitations for the operating of Wessex from D.L.G.’s.
As a parting note, let us say that our value has been recognised by one of the flight crew being the recipient of a Herbert Lott award.
CANNONS AND CHAOS
The Guns
The highlight of the P.C.T. period at H.M.S. Cambridge was the “shelling” of the Eddystone Lighthouse which is reputed to have led to Trinity House requesting a “Spotting Course” for lighthouse keepers.
Once under way the guns’ crews had their first of many firings, starting with Final Acceptance Trials followed by Comprehensive Blast Trials— a seaman’s reaction to which is What Clots, they build a ship and then blow it to pieces”.
Gun drill was always appreciated by C.O.A. Pearson, who rigs the special rails which catch the “fired” shells.
The G.D.P.’s crew seemed to find the winter a little arduous. C.P.O. Beach and A.B.’s Sweeney and Constable have all imitated blue monkeys, though all have avoided frost bite.
The control of the guns was well supervised by that North Country Gentleman, Lt.-Cdr. Hibbert, and then by that well known T.V. personality, Lt.-Cdr. Jones. Both were ably assisted by C.R.E.A. Holmes-the man who smells targets befrre they are indicated, and by C.E.A. Kibell who has screw drivers growing out of his hands. There was also the O.A. who wore canteen socks still does.
Gunnery shoots have been few because of ship’s other duties and bad weather, but results are improving, and the future is before us.
Seaslug
The long years of development came to fruition when Devonshire fired her first missile at Aberporth. To see and hear seaslug fired is like rolling all the November 5th’s you have known into one.
After the firing, Lt. Berry’s remark to the Q.D. Officer that “we seem to have smudged a bit of painiwork” was not well received. We are still trying to find the blast proof covers fitted to the equipment on the Q.D.
That spacious palace (Seaslug T.S.) was ruled by C.R.E.A. Swann, Lt. Webb and Lt.-Cdr. Aylward in that order! The other palace “The Palace of Varieties (Seaslug Test Room”) is controlled by LtCdr. Howard, assisted by a camera-fixing, tame steeple-jack named Barrett.
Robinson’s Mechano Special (Seaslug Magazine) really works under the capable hands of “three armed,” oil-breathing maintainers. Seacat
One Director each side of the ship manned by would be cinders if the Gas Turbines light-up much more. During one night start P.O. Featherstone thought lie had passed on and was doing his stint below.
Only a few Seacat firings, containing both good and bad. The concentration required compares with that prior to taking a penalty goal in a goal—less Cup Final with one minute to go. You are on your own and everyone thinks he can do better than you.
Behind the scenes C.R.E.A. Bach and his team worked long hours to provide the hardware for the firing teams to lire, control and hit those little targets.
Supply and Demand
Ships Galley
The Commission really started with the arrival of the Maltese cooks and stewards, about 1700 one evening. Shortly after arriving onboard they cooked tea for all the Advance Party and then turned to work through the night so as to be ready to give the whole Ship’s Company breakfast the next day. Charlie Vella had a good team and alt went well that day and at the Commissioning the next day when there were 200 extra guests to feed.
We then sailed from Birkenhead and looked forward to a period to settle down. However a few hours later the Victuallers were to be seen digging out from jam packed store rooms, in a Force 9 gale, sufficient bedding for the hundred or so workmen from Cammell Lairds, who were stranded onboard.
At the same time it seemed that there was a concerted attempt by all departments to remove in hours from the Naval Store what had taken months to put in, and it took all the efforts of S.P.O.’(s) Chandler and his team to keep pace.
After a couple of months things had fallen into place. It was reported that Charlie Vella had been seen asleep uid (unconfirmed) Bugeja to smile. However, we were soon to fall when, in the Soccer match with Hampshire’s Maltese Division we lost in spite of having the referee. After this we decided to stick to blood sports and 18 Mess won the Deck Hockey, while Steward Consiglio achieved fame in mistaking one of his opponents’ heads for the puck.
Our visit to Malta followed, and the families of the Cooks and Stewards were entertained onboard. This gave us some experience for the Children’s Party at Barcelona we thought. But on the day the Spanish children ate their tea in five minutes flat and it was then a race to provide food faster than they could devour it. Thank heaven for a provision lift.
After a spell in Portsmouth the Ship was stocked right up for the America trip. While in America there was a noteworthy expedition from Philadelphia to Washington by W.T.R. Mordue and L.S.A. Bryan. who took the P.O. W.T.R. and the Secretary with them to provide a sobering influence. S.A. Foulkes went to New York ostensibly to return Air Stores via the Cunard Office, while the Maltese Division visited numerous relatives spread over 1500 miles of the North American Continent.
In Curacao, that luscious island set in a tropical sea, the cockroaches were so big that they nearly carried the potatoes aboard, and it took the valiant efforts of L.S.A. Bryan two weeks to kill them.
It is true to say that, in more ways than one, we left our mark where- ever we went and in this we were ably led by Chief Petty Officers Parry and Chandler affectionatley known as “Parry and Riposte, the duelling twins.”
Early in the new year our Maltese Division left and was relieved by another which soon found its feet, though its sealegs took a little longer.
The Ship’s Office
As we draw near to the end of the first commission, we look back and wonder how we ever managed to pay your £232,920 5s Id; type and post 2,000 letters, and receive even more. This task was helped by the co-operation of all, some late nights, and countless gallons of goffa.
This has not stopped the staff having a good time in numerous ports and sampling the local wines. Enough said!!
Lieutenant Porter, Leading Writer Brandham and Writer Morduc. with three other menibers of the supply staff, embarked on a very interesting land rover tour from Philadelphia to Washington, while the ship did the trip the easy way.
Lieutenant Porter, P.O. Writer Hardy, Leading Writer Ellis, and Writer Mordue commissioned the ship, and were shortly after joined by Writer McCallum. Leading Writer Ellis has since left us for Civvy Street, and his chair is low hued by Leading Writer Brandham.
Finally, as the ship rocks and rolls towards the Azores on her seaworthiness trials, we attack the new pay rise, which we hope will make you all barons. The endless tray full of typing still remains, but we will spare a moment to wish you all Good Luck and calm seas on your next ships.
Marine Engineering
It has fallen to my lot to report on the life of the Marine Engineering Department during this DEVONSHIRE’S first commission. All in the department will, I feel, agree that, from the work point of view, it hasn’t exactly been a bed of roses,
Those of us who joined at various limes previous to commissioning will remember thinking that we were joining a different Navy, where everything worked at the flick of a finger; and, with the latest design throughout, breakdown maintenance would be a thing of the past. We who enjoyed the “fleshpots” of Birkenhead remember phrases like. “But Chief, modern valves don’t leak!”
Whilst this did not make all of us complacent, even the most pessimistic among us thought that a few months away from the makers would be long enough to “get on lop of things.” As the whole ship’s company knows, it didn’t work out quite like that.
Before long in commission other departments were coming to us asking when we expected to return to harbour! On a few occasions their joy was our gloom. The most notable (and spectacular!) defect, of course has gone down in history as “C.E.R.A. Gilbert’s Dilemma” when the Port H.P. steam turbine tried to do a jig round the engine room! If this meant a lot of hard work by all concerned, it at least proved the value of gas turbines as an alternative means of propulsion, the ship travelling from Malta to U.K. on “G.6’s.”
To go into details of the lesser, but no less jarring, breakdowns, would take more space than is available. Sufficient to say that from top to hot torn the department has worked as a team and if they haven’t been so well represented in the ship’s social and sporting world it could well he because they’ve been very well “exercised” below.
It remains for me to mention the latest “arm” of the Marine Engineering Department, and, despite its “thinness” one which has never Failed. Ably led by Chief Shipwright Parr, the “Chippys” have never been without lacking, and many of us remember the hours of their own time they devoted to making the children’s parties such a success wherever we went. We’re proud to have them.
Finally, congratulations to C.E. R.A. Munroe on his Herbert Lott award for ‘‘Services over theyears!’’ To Chief Shipwright Harden, Ch. M(E) Roberts, P.OM.(E) Coultas and POM(E) Rogers on their promotions and to the man who gave us reasonable mess conditions to “flake out in !“ (Meantimes let us not forget those among us who keep them comfortable.)
Condolences to the Senior Engineer, who doesn’t want to leave the ship ( ?) and to Lieutenant Cribb who has to stay.
Commiseration to C.E.R.A. Redpath, who had to write this and M.(E.) Steedon who ditched the gash in San Juan! Let’s hope we meet “old ships” again to talk about the “good old days” on DEVONSHIRE. We may not want the same experience again—hut at least we’ve had it!
Weapons and Radio
The W/R organisation was new to almost all of us when the commission began.
However, everyone soon slipped into gear and worked together Our lust two months were quite hard going, especially for the ML section, which at that time came under the control of the engineers.
Things did not go too well at the beginning and after our first seaslug firings we had to fervently defend the system against sarcastic remarks from other branches.
However, soon we were off to the Med. and things began to improve. It was in Malta that our first bright sparks showed themselves. EMs Ashworth and Cattlewood attacked and destroyed a large proportion of the Maltese fleet at its base at Manole lsland. R.E.A. Denham serenaded the barmaids of Gzira with P.O. Poline. Unfortunately as he said later, ‘‘Tom dropped me as I was picking him up.” The patrol disagreed.
In Barcelona O.A. Raymond started a new hobby; collecting sausages. Very loyal sausages too, for when O.A. Raymond grew a beard so also did one of his sausages. Too bad that it had to be buried at sea, but it matured rather early in life.
Back to U.K. and leave; and thence once more to Aberporth to prove ourselves fit to go to the U.S.A. A tense time, but we came through with flying colours, thanks to some hard work put in by the seaslug section.
In America we had a fine cruise and we thoroughly enjoyed ourselves. We can say with some satisfaction that no branch were smarter in appearance, and that we were second to none in equipment availability.
In the West Indies we sampled the native rum, and R.E.M. Abbot found a pet and went to sleep with it on the quarterdeck.
Back home again with a bag full of “rabbits” and Christmas with the family. Then came Exercise Phoenix; this was hard graft for everyone. Worth noting was the two extremely good seacat firings.
Everyone has worked hard and well, and the various sections have gone out of their way to help each other. This has welded the branch into a close knit unit from officer to junior rate. We can proudly say that we have as hard a working and playing branch as any throughout the Navy.
Medical
The Commissioning completed, the medical department was soon shuffling its job cards. A planned maintenance schedule was quickly established, on a monthly, annual, and four-yearly basis.
During the first few months little was seen of S.B.A. Hillier. It was later discovered that he had been camping out in the Crash boat. Surgeon Lieutenant-Commander Conway with the help of the Canteen Manager began to purge the ship’s company of certain “restrictive’ practices.
Meanwhile, from the master record, S.B.C.P.O. Coles was sorting the job cards and appointing the daily breakdown defects (there was no truth in the rumour that the mass inoculations thus arranged were an attempt to sabbotage the trials).
This small department was soon to make its presence felt, helped considerably by the needle sharpening service provided by O.A. Pearson. By June 1963 the medical department had TABbed its way through Gibraltar, Barcelona, and Malta (and most of the ship’s company). it was good to know that these services were appreciated. L/CK. Scibberas, for example, came round, and received second helpings.
Surgeon Lieutenant-Commander Conway was promoted to Commander at Christmas 1963. A new medical officer has brought new problems to some of the plumper types on board. If Dr. Hatfield’s diet fails, a fault-finding machine can quickly be constructed from electronic equipment already on board.