My father had a good war.

I was looking through a box file of my late fathers papers and memorabilia looking for the menu for his 1944 Christmas dinner in Ostend. I post this in the article below together with material from a number of other documents. I hope it is of interest.


My father had a good war.

This is the story of my father’s experiences in WW2, his desire to serve on RAF Air Sea Rescue launches and the adventures of High Speed Launch 2561.

Born in 1911 my father enjoyed life in the 1930’s. Growing up in Whitby, a market town, a fishing harbour and head office of small tramp steamer companies, he was isolated from the troubles which affected cities. He and his friends were playboys on a small scale. The sons of small business men they had boats and cars, spent their time in the cocktail bars of hotels and dancing in hotel ballrooms.

Father had a motor boat, which he maintained himself. The wooden hull needed constant attention, as did the marine engine. He was a founder member of the Whitby Yacht Club. He also had the use of the family car, a Rover Light Six Sportsman’s saloon. No one else drove it but it was chosen for its dual roles. Rover was known for quality, reliability and comfort, but by 1930 was considered rather dull. The Light Six was designed to compete with the sports saloons from Alvis and Bently. With a six cylinder, 45 horse power engine it was able to accelerate from 0 to 60 miles an hour in 40 seconds.

When war came father’s age meant that he was not liable for conscription for some time. However when he heard that the RAF was recruiting for the Air Sea Rescue service, which used high powered, high speed motor launches he decided to volunteer. He drove the 20 miles to Scarborough, the nearest recruiting office, but found that they had recruited their quota. He was offered various other roles but decided to wait until he was called up.

In the meantime he attended training in Coastwatching and Life Saving Apparatus, this being kept very close to where he lived. However he was not required for Coastwatching due to his age. At 29 was he too old or too young? Probably he was not required because he would be called up soon.

11 May 1940.
To whom it may concern, I certify that Mr. L. Simpson of Whitby has attended at the Coastguard Station for training in Coastwatching and Life Saving Apparatus, as his services are not required in the Coastwatching Organisation owing to his age, I can recommend him as a keen, intelligent and reliable man.
District Officer, HM Coastguard.

At this time mother was a volunteer ambulance driver. She was never called on to serve. Only one bomb dropped on Whitby.


105 Squadron RAF and 23 Air Sea Rescue Unit.
Father was eventually called up to serve in the RAF from 16 January 1941 and was surprised to be sent for training as a Fitter, Aircraft since he was used to working on the engines of his boat and car. On finishing training he was sent to 105 Squadron, Swanton Morley and Horsham Saint Faiths, operating Mosquito light bombers. His job was to service the Rolls Royce Merlin engines. Before long he attracted the attention of the Group Captain and became his personal fitter, servicing his personal De Havilland Tiger Moth. This involved flying with the Group Captain when he flew to other airfields for meetings, briefings etc. It was his job to see that the Tiger Moth was inspected and refuelled and generally ready when the Group Captain was ready to leave. Like a chauffeur he was usually told, ‘Shan’t need you till 4 o clock’. Father then managed to get a lift into the nearest town to have a look around. I imagine that a Group Captain’s personal mechanic would be well treated.

Swanton Morley and Horsham Saint Faiths are in Norfolk. Swanton Morley is some 40 miles north of Norwich while Horsham Saint Faiths is now a civil airport on the outskirts of Norwich.

Then one day, out of the blue and totally unexpected father was told that he was to go to Calshot and attend a conversion course to Fitter, Marine. On completing the course he was posted to Wells on Sea, on the Norfolk coast, to work on the maintenance of RAF craft. At this point he worked mainly on engines which had been removed from the launches for servicing or repairs. This was a nice quiet posting to a small, self contained unit in a pleasant small sea side town, when the north east wind was not blowing. Father was able to arrange for my mother and myself to stay nearby for some time.

The Marine Section RAF based at Wells on Sea was too small to need an officer and was commanded by a Flight Serjeant with a Serjeant as second in command. On 13 November 1942 both of those NCOs were away from the section. Father was a humble Leading Aircraftsman but found himself to be the senior person and was given the following:


From: NCO in charge Marine Section, Wells on Sea.

To: Senior Leading Aircraftsman, Marine Section, Wells on Sea.

Date: 13th November 1942.

Authority.

1. From 0830 hours on 13th November 1942 you will be in charge of the Section until the return from detachment of Sergeant Hill or until the return from detachment of Corporal Swinburne, whichever is the first. During this period you are instructed to maintain discipline and work in the Section. Seaplane Tender 350 on the slipway is to be cleaned and anti fouled with one thin coat and the numbers painted yellow.

2. Should any official visitors arrive in the section during this period they are to be informed that Seaplane Tender 350 is on the slipway for periodical underwater inspection and that Sergeant Hill has coincided this operation with his temporary detachment to Lowestoft to collect Pinnace 1241 on the instructions of HQ No 16 Group. The estimated time of arrival of the pinnace is 1400 hours 14th November.

3. A letter of instruction addressed to Corporal Swinburne is to be delivered to him should he return to this section during this period and this letter will be found pinned to the desk in the office.

4. Record of all work is to be kept in the book provided for that purpose to be found on the office table.

5. Serjeant Hill will phone this section at1600 hours on Friday 13th November in order to keep in contact with the Section.

What could go wrong. Remember the old adage, ‘What can go wrong will go wrong, and at the most inconvenient time.’

From a letter written by my father in the 1980s.
‘I was called into the office by the aircraftsman on phone watch to take a call from Wallsingham Police Station. An American said something like ‘Say guy can you send a boat to look for two of the crew of a ‘Fort which is going to crash into the sea’. Thinking that this could be a hoax I told him to hang up and I would ring back.

On calling the Police Station this is the story I got. A USAAF B17 Flying Fortress had damaged its tail on take off and would not be able to land again. All the crew except the pilot and co pilot had parachuted down over land and the two pilots were taking the plane out to sea where they could safely jettison their bomb load. They were then going to set the plane to crash land in the sea while they parachuted themselves into the sea. At this time there were three craft stationed at Wells on Sea, two Seaplane Tenders 249 and 250 and a Pinnace (241). The Pinnace was at sea and without wireless. Seaplane Tender 250 was on the slipway. As senior man ashore I had to take charge. I could get no help from Bircham Newton, our parent station, or the Coastguard so I sent Seaplane Tender 249 with a scratch crew.

While all this was going on another the crew of another Fortress from an airfield in North Norfolk called to confirm the first call.

The two pilots jumped as arranged and landed safely in the sea. The seaplane tender picked one man up and returned to Wells. They had to wait for the tide to rise before they could clear the harbour bar and enter. He was able to walk to the waiting ambulance. The other man tried to swim to shore and was picked up by the Sheringham Lifeboat but unfortunately he died before he could be landed. It was my unenviable task to break the news to his pal.

The outcome of this was that I was nearly put on a charge for sending a boat to sea without proper authority. However shortly afterwards, during a visit by an inspecting engineering officer, I said that I did not think that Leading Aircraftsman gave me sufficient standing, being responsible for seven engines. He agreed and I was promoted to Corporal soon afterwards.’

Lessons.
Initiative in the armed forces is a dangerous thing.
Success excuses all.

Although not wishing to be one father was quite comfortable mixing with officers and VIPs and had little patience with those who misused their authority. Around this time he went home on leave and one evening went for a drink in the cocktail bar of the Royal Hotel, one of his pre war haunts. He was chatting with the barmaid, who had worked there before the war and whose family was known to him, when an army officer came in and without preamble said ‘What the devil are you doing here. Officers only here.’ The barmaid said ‘Leave him alone he is home on leave and used to drink here before the war.’ The officer was not impressed so father asked politely on whose authority the bar was declared Officers Only. ‘If it is a local unit order then it cannot apply to me since I am not of your unit. If it is by order of the Provost Marshall it does not apply to me since I am not in the army.’ Game set and match I think.

About this time the RAF acquired the old cinema and dance hall on Park Road, Wells on Sea. It was converted to billets, including separate small rooms for NCOs and a proper cook house complete with cook. As the number of personnel grew the section also acquired an elderly Flight Lieutenant and a Warrant Officer who paraded the whole unit, properly dressed, through the town to the base.

Father was sent to Thorneycroft's at Reading for a two weeks course on their new RY 12 engines but he never saw one again.

High Speed Launch 2561.
‘Before D Day most of the personnel began to be posted away and the Wells section was run down until it had only the two old seaplane tenders and some fifteen men. Finally it was closed altogether except for an old corporal in charge of the building. I was posted to 23 Air Sea Rescue, a mobile unit formed at Gorleston for D Day. Although Wells on Sea was closed down I was posted back to deal with three target boats. These were unmanned and radio controlled. They were powered by Ford 10 engines. There was also an old sea plane tender, single planked and powered by three Ford six cylinder engines, all different.

In early June I was sent to Calshot to take over High Speed Launch 2561.’

This was one of the latest Type 3 launches, nicknamed the Hants and Dorset since its high superstructure reminded one of buses run by that company.

D Day.
There was hardly time for the crew to settle in and get to know their way around before 2561 was on its way to the Normandy beaches. The following is an account by a LAC fitter on the craft. Apart from father, Corporal fitter, there were also a LAC fitter and two aircraftsmen who could stand a watch in the engine room.

‘We left Calshot about 6am on D Day and made full speed with hundreds of other craft. We first covered the area off Gold Beach but in the afternoon we were directed to the Le Havre area. The sea was rather choppy but we were moving when Sergeant Cameron shouted down the engine room hatch that an aircraft towing a glider had ditched. (Sergeant Cameron was not officially a member of the crew but was attached from Headquarters signals). Soon the engines slowed down and the coxswain brought 2561 alongside a dinghy and the pickup was made. Attempts were made by wireless to find a hospital ship in the beach head area so that the casualties could be transferred. One of the crew that we picked up was in a bit of a mess and the sick berth attendant was worried about his condition. The skipper dished out a good helping of rum to the rescued aircrew.

That night 2561 returned to the assault area where they spent the night. During the night however they were fired on by destroyers who were nervous and a high speed launch looks much like an E boat in the dark.

At first light 2561 headed at full speed for the south coast of England. When they were in mid Channel another dinghy was spotted. This turned out to contain a Canadian fighter pilot who had been adrift for three days. He had seen the all the planes flying over but no one had sighted him. The medical orderly told us that apart from hypothermia and exposure he was alright.

Once again 2561 made full speed and saw the cliffs of the Seven Sisters near Eastbourne and we thought the Skipper would make for Newhaven where there was an ASR base but he was ordered to go to Calshot where ambulances and medical staff were waiting to deal with our pickups.’


Air Sea Rescue.
The RAF Air Sea Rescue organisation was very active at this period. Most of the activity was on the flanks of the cross Channel sea routes since as far as possible aircraft avoided flying over shipping. Experience suggested that ships and craft were naturally nervous of any aircraft flying over them and were liable to open fire. It only needed one nervous gunner to fire and others would soon join in. Rescue in the swept channels was the task of US Coast Guard cutters.

From first light on D Day there were RAF high speed launches operating off the Normandy coast. Each of the three Fighter Direction Tenders off the beaches had two of these craft attached to them. Their task was to rescue aircrew of aircraft engaged in the many support missions including fighter cover, reconnaissance, spotting, fighter bombers and light bombers. These aircraft were tracked by the Fighter Direction Tenders and Headquarters Craft and the Fighter Direction Tender dispatched launches if required. Fighter pilots were ordered to bale out rather than ditch since a fighter approaching at low level would attract fire from the ground and from shipping. Larger aircraft were to ditch.

For the first three weeks the two RAF launches were relieved each day by fresh ones from Calshot on the Solent, the base of 32 Air Sea Rescue/Marine Craft Unit. There was no support organisation on the far side at this time. From 26 June two high speed launches were stationed at each of the British Gooseberries harbours. A small maintenance party was established on HMS Adventure, a repair ship at Arromanches.

From 7 July 32 and 33 Air Sea Rescue units were attached to Headquarters Allied Expeditionary Air Forces and gradually moved to the Continent.

‘In the period after D Day we remained stationed at Calshot, going over to the Normandy beaches for about seven days at a time. We patrolled in the daytime and usually moored in one of the Gooseberries at night. We could collect stores from the NAAFI boat but also scrounged from the Navy. The US Navy were particularly generous and had items not seen in Britain for a long time. Tinned meat, tinned strawberries and even ice cream on larger ships. We were not supposed to go ashore but sometimes the skipper found reasons to send me on some errand and while ashore I managed to buy fresh fruit and vegetables, and eggs which were seldom seen at home. We refuelled from small petrol tankers. Conditions were rather cramped as we carried twelve men at this time and lived on board for a week at a time’.

The ‘NAAFI boat’ was a floating kitchen converted from a Thames barge.


Friendly Fire.
On Sunday 27 August 1944 2561 took part in its largest and most dramatic pickup(s). Nearly three months after the Normandy landings Royal Navy minesweepers were still having to clear mines from the bay. The Germans still occupied the area around Le Havre and had small craft operating from the port. The Royal Navy were naturally somewhat nervous about having enemy naval forces still able to mount attacks on shipping off the Normandy beaches and the approaches to them. On this day four Royal Navy minesweepers set off from their base at Arromanches to clear mines off Cap d’Antifer. They had ben working there for the previous four days and were due to move elsewhere. However since the mine clearing was incomplete the flotilla officers asked permission to continue. This permission was granted but due to some oversight this information was not available to naval controllers. When the presence of craft was reported it was thought that they could not be friendly and so an attack by the RAF was requested.

Sixteen rocket firing Typhoons with an escort of twelve Spitfires from Airfield B3 arrived over the area at 1315 hours. They circled to identify the ships and reported that they appeared to be British. They were ordered to attack anyway and for eleven minutes the Typhoons dived and fired rockets at the ships which did not return fire. The minesweepers Britomark, Jason and Hussar were sunk and Salamander was a floating wreck. Two accompanying trawlers were damaged. In all 78 officers and men were killed and 149 were wounded. Many of the survivors were rescued by the two trawlers and by 2561 which had been patrolling the area and was soon at the scene.

There is some disagreement about how many of the seamen were rescued by 2561 since some of them were put aboard the trawlers but 2561 took as many as it could carry and delivered them to a hospital ship at Mulberry Harbour. 2561 received a signal from the Naval Flag Officer British Assault Area congratulating it on its good work.

Ostend.
As the Germans retreated and the Allies advanced 22 and 23 Air Sea Rescue Units were withdrawn to Dover and then gradually moving to Ostend on the Belgian coast. The port of Ostend was quickly cleared and opened for the landing of vehicles and supplies for the Allies. Two HSL were send initially but eventually there were sixteen boats in all. They were well placed to patrol the Channel and North Sea.

The boats were based in the E boat pens at Ostend. These were very solid concrete structures designed to withstand bombs. They also had water pipes and electricity cable laid on. Personnel were billeted in a commandeered hotel. At this time father was the oldest sea going crew member, aged 32. In November father was promoted to sergeant and moved into the Sergeants Mess which was in a café in the centre of Ostend.


Christmas 1944.
The crew of High Speed Launch 2561 had a meal at Restaurant ‘Winston’, 3 Rue de Flandre. An amazing meal when compared with what most people in England would have.

The Menu.

Les Hors d’Oeuvres varies a la Russe.

Le Consomme clair en tortue.

La Limande Sole belle Meuniere.

La Poularde de Bruxelles en Cocotte.
Petits pois a la Francaises.
Pommes Parisienne.

Le Xmas Pudding Flamb au Rhum.

Frisandises – Café – Fruits.


Norway.
After VE Day in May 1945 2561 went to Felixstowe to refit before going to Norway. After refitting 2561 moved up the east coast to the Firth of Forth before crossing to Norway. It was to stop overnight at Grimsby and Blyth. On the way it passed fathers home town of Whitby but his attempts to persuade the skipper to go into Whitby ‘with engine trouble’ were unsuccessful as the harbour was not recommended in ‘The Coastal Pilot’ because at low tide the boat would be ‘dried out’ – sitting on the mud and unable to move. What happened next was unbelievable, indeed the skipper did not belief it. Father arranged for his Leading Aircraftsman fitter to take his watch in the engine room so that he could at least go on deck and see Whitby as they passed. After about ten minutes the LAC came on deck and said that there was an oil leak on the port gearbox. Father went to have a look and then went to report to the skipper that the port engine would have to be shut down. The skipper refused permission, accused him of ‘trying it on’ and hoping to put into Whitby and refused permission to shut down the engine but continue to Blyth. Father protested his innocence and requested that the order to continue to Blyth be repeated in front of the coxswain as witness and enter it into the log. A wise precaution since when they arrived at Blyth father was nearly put on a charge for ruining the port engine. 2561 had then to go up to Aberdeen on two engines to pick up a replacement engine and fit it using a hand operated crane on the fish quay. It would be another year before he returned to Whitby.

2561 then crossed the North Sea to Norway. Setting sail on 7 June 1945 2561 went first to Stavanger and then to Bergen, Alsund, Christiansund and finally to Trondheim where they took over a German seaplane base. They remained there until October and patrolled the coast and fiords to show the flag and discourage pro German Quisling supporters. Very little happened at Trondheim but it was a pleasant place and apparently father spent time with a young lady called Gerde. There exists a photograph of her with the inscription, in Norwegian, ‘It was good to meet you and I enjoyed your company’. Of course it would be out of character to avoid some brush with authority. It was not considered safe for British personnel to leave their base without side arms. Side arms in this case were Sten guns for other ranks. Father drew one from the armourer before going to the local cinema. When it came to leave his Sten gun was missing. Very serious indeed. Noticing his distress some locals told him where he would find someone who could help. The someone sold him a Sten gun which he returned to the armourer on returning to the base. The problem was that not only was it not the gun that he had been issued with but it had an army serial number instead of a RAF one. No doubt the armourers were used to such happenings.

In October 2561 returned home, slowly. First journey was to Oslo, visiting almost every port on the way. Oslo was the headquarters of 23 ASR. Then on to Gothenburg and Copenhagen and across the North Sea to Gorleston. Father was sent home on two weeks leave but was recalled after three days and sent to a holding camp at Blackbush for demobilisation. There he was held in a hut with more than thirty other senior NCOs for four weeks and finally released and got home four days before Christmas.

Much Later.
That is the end of the story of father’s war but not the end of 2561’s story. She still exists as a houseboat moored at Haylings Island, Portsmouth. She achieved stardom when she appeared in the leading role, alongside Dirk Bogard, in the film ‘The Sea Shall not Have Them’. For some time after the war 2561 serves as a target tug, being stripped of armament and having a reduced crew. She was sold out of service and converted into a houseboat which a divorcee called Babs bought in the 1980s. She got to wondering what 2561 was like when still in service, and wondering about the men who served in her. She managed to contact most of the crew and corresponded with them. First finding one survivor who knew the whereabouts of another survivor and so on. She even located some US airmen who had been rescued by 2561.

2561 is now known as Blue Leader. An old call sign.


33 Air Sea Rescue Mobile Unit.

Craft deployed in Normandy.
HSL 2579.
HSL 2560.
HSL 2689.
HSL 2561.
HSL 2559.
HSL 2696.

2579 was replaced by 2556.


Craft deployed in Norway.
Oslo.
HSL 2556.
HSL 2560.

Bergen.
HSL 2696.
HSL2559.

Trondheim.
HSL 2689.
HSL 2561.

The crew of 2561 on D Day.
Flying Officer Bond. Captain (Skipper).
Flight Sergeant Greenhill. Coxswain.
Corporal Simpson. 2nd Coxswain
Corporal Stewart. Crew.
Leading Aircraftman Lithgow. Crew.
Aircraftman Taylor. Crew.
Aircraftman Russel. Crew.
Sergeant Cameron. Wireless Operator.
Sergeant Rundle. Fitter Marine.
Leading Aircraftman Kain. Fitter Marine.
Leading Aircraftman Brooksbank. Medical Orderly

It was difficult to find the right people to form a crew. There were many tasks to be carried out but not much space. Eleven men are listed. Some are specialists but really most had to perform more than one task.

The Captain.
The Captain was the only officer, a Flying Officer or Flight Lieutenant. They tended to be pilots who for one reason or another were not fit to fly or who had failed to qualify as a pilot. In either case they would have one essential skill, that of navigation. Some were former Merchant Navy officers.

The Coxswain.
The officer might command the craft but the Coxswain, usually a Flight Sergeant, ran the craft. He translated the Captain’s orders into actions. He was also responsible for discipline and for actually handling the boat.

2nd Coxswain.
The Coxswain obviously could not carry out all his duties and be handling the boat all the time. The 2nd coxswain needed to be able to relieve the coxswain at the wheel and thus have some experience of handling craft. He was not responsible for discipline etc.

Wireless Operator.
Sitting out in the North Sea the HSL needed to be able to communicate with shore based communications. Some launches were fitted with VHF radio and could communicate with aircraft but orders, directions and grid references from shore were sent by Morse wireless.

Fitters Marine.
Generally the senior fitter was qualified in maintenance of the boats hull while the other was qualified to attend to the engines. The second coxswain was also a Marine Fitter and had overall responsibility for the engines.

Crew.
The Corporal and three aircraftsmen were responsible for the general maintenance of the craft, mooring and casting off, lookout, manning the defensive armament, and one at least able to stand a watch in the engine room and another capable of keeping a wireless watch.

Medical orderly.
The craft had a reasonably well equipped sick berth for rescued personnel, and a trained medical orderly to carry out inspections and first aid.

The craft.
Built by British Power Boat Company.

Length 68’
Beam 17’
Draught 4’ 3’’.

Powered by three Napier Sea Lion engines each delivering 500 horse power.
Speed 28 knots.
Range 580 miles.

Mike.

 

Hello Mike. Excellent report, and your sharing it is very much appreciated.

I guess you will have seen this previously, but if not I hope there's a picture of your pop with 2561 amongst the few photos.

Kind regards, always,

Jim.

2561 Blue Leader | National Historic Ships

 

Fascinating, really very interesting indeed - thank you for sharing that, Mike.

 

Thank you for your kind words Jim and Pat. Of course credit should be given to my father who was never reluctant to talk about his wartime experiences. He also left his jottings.

I have a number of photographs but at the moment not the means to share them. I have a new computer and operating system which I have nearly mastered, and a new copier/printer which is largely a mystery still.

Mike

 

The August 1944 friendly fire incident involved 263 & 266 Squadron’s RAF. My mother’s cousin was an RCAF pilot in 263 Squadron.

SINKING OF HMS BRITOMART AND HMS HUSSAR BY FRIENDLY FIRE

Steve

 

Great story, Mike! Thank you for sharing. Learnt a lot.

Wolfgang

 

I can see that my post has been well received. Thank you to all who have read and liked it.

Mike

 

Very interesting!

That was a pretty awful friendly fire incident. Very much enjoyed reading your father's stories.

 

Thank you for sharing your father's story Mike.

Lesley

 

A few that I took within Thame Museum, Oxon. 2018. Don't know if this display is still in use. A few months ago there was a Robin Gibb display in the Museum, very good too ! He lived just a few hundred yards away.

 

Mike I've just seen and read your account of "My Father Had a Good War", a fantastic piece. I own and have lived aboard 2561 for 30+years and have gathered my own archive of photo's and letters. Thank you for the detailed account from your dad's records. If you're in the Hayling Island area anytime please look us up, especially over the 80th D Day anniversary period. Regards Babs

 

I replied to you but as a novice on this site I'm not sure I've done in correctly. In case not I'll repeat it here. Your account of your dad's war was fantastic thank you for writing it. I have collected my own archive of letters and photo's over the years. I believe your dad may be Les Simpson if so I have letters from him too. If you're ever in the Hayling Island area please look us up especially over the D Day 80th anniversary period. Regards Babs Little

 

Well done Babs, and well said; a lovely sentiment.

Good luck for the 80th, and beyond.

Kind regards, always,

Jim.

 

Hello Babs
I've sent Mike a private message alerting him to your reply. Hopefully he'll get back to you soon.

Lesley

 

Babs,

Good to hear from you. My father talked about you and I know that you exchanged Christmas cards for some years. He died in 2007. Of course he went with some style. As President of his local British Legion the approach to the church was lined with members of the Legion. the colours were dipped and Last Post was sounded on the bugle, by the Vicar.

I have had enquiries about you and 2561, some from distant places, but I have been unable to give any recent information.

Perhaps you would like to round off this thread by telling us about yourself, your boat, and the other crew members you contacted. Or start a thread of your own.

Best wishes,
Mike