蜜芽传媒

A TRUE STORY OF THE FIRST OPERATIONAL
UNDERGROUND SUPPLY TRIP TO NORWAY.

38 GROUP
295 SQUADRON
鈥楢鈥� FLIGHT
RIVEN HALL. ESSEX.

Norway Supply Chapter 3

鈥淪kip, we have used half our fuel.鈥� I had been expecting this news. Climbing with full load in these conditions played the devil with fuel consumption. However we had a big bonus, plenty of height.
鈥淪cottie, can you give me an E.T.A (expected time of arrival) for the dropping zone?鈥�
鈥淪hould be there in twenty minutes Skip.鈥� Hm, that鈥檚 forty minutes flying time over the limit, longer if we drop. If we drop, and I thought that extremely unlikely, we shall be a few tons lighter but we have to climb over the mountains again, it looks like a diversion to Kinloss our old O.T.U.
鈥淪cottie, have you the maps out for Kinloss.鈥�
鈥淎ye Skip, and it will save us at least one and a half hours. I鈥檒l make out a flight plan.鈥�
鈥淭hanks Scottie.鈥� Trust Scottie to think ahead.

We were now at 13600 feet, the highest we and 鈥楰鈥� king have ever been, the violent turbulence had eased for some time but it was still pitch black outside and king was floundering. We had hit the dreaded super cooled water droplets and already I had to make massive column control movements to keep 鈥楰鈥� king level on course. I could feel the ice breaking away from the hinge points and partly jamming the controls. We hadn鈥檛 much more time.

It was at this point that I said my prayer.
鈥淟ord, we have a few problems and really need your help.鈥� Almost immediately the action to take seemed clear.
鈥淪cottie, I鈥檓 changing course 30 degrees to starboard.鈥� 鈥淛ohn, I鈥檓 increasing power on the three good engines to just below take off boost and revs and holding it for five minutes.鈥� The lightning had moved to the port of our track and so turning to starboard seemed the sensible way ahead.

I couldn鈥檛 risk dropping a wing to turn; the loss of lift would have changed the delicate flying balance. I had to gently skid king around on a flat turn with rudder pressure. It seemed to take a long time, but at last the repeater compass notched around onto the new course, and I was able to try to gently ease the nose of 鈥楰鈥� king down to gain extra speed.

At this point it was impossible to drop our containers. Opening the bomb bay doors would have destroyed the aerodynamics and we would have dropped like a stone.

The minutes ticked by and I was listening to the engines and by the same massive control movements was helping 鈥楰鈥� King to keep airborne. Gradually I sensed it was not quite as dark, and then things happened quite quickly. We had flown into an occlusion a bank of warm air forced up by the cold front.

John came onto the intercom shouting; 鈥淎ll engines clear Skip.鈥� The banshee wailing died and vanished, and King began to fly again, gaining speed and climbing.

I reduced power to normal cruising and continued on course. It was definitely lighter and suddenly we brushed aside the clouds and burst into beautiful brilliant moonlight. What a relief. The memory of that moment remains with me just as clearly to this
day. Glancing around, on the port side we had the black, billowing cumulus clouds towering up into the heavens, but in front and all around as far as we could see was a flat glistening sea of white undulating cloud. It was a very special view.
鈥淭urning onto original course, Scottie, and flying straight and level.鈥� Les had already moved into the astro dome, and Sandy was there to pass the readings to Scottie. Minutes passed and then Scotties intercom crackled.
鈥淪kip, we are there, the frozen lake dropping zone is over to port underneath that mass of cloud.鈥�
鈥淭hanks Scottie, there鈥檚 no point in wasting time, with 10/10 cloud and mountains underneath, we鈥檙e going home.鈥�

鈥淪cottie, at the moment, as you know, we are low in fuel, can you change your flight plan marking a turning point for Kinloss, an hours flight time from now. 鈥楰鈥� king and I have something up our sleeve, we might still reach base. Can you give me the new heading and I鈥檒l turn onto course now.鈥�
鈥淢axie, will you check on the call signs and frequencies for Kinloss, but don鈥檛 call them yet, there will be plenty of time later.鈥�
鈥淥k Skip, no problem, I鈥檝e been in contact with base and given the no drop signal.鈥� Hm, they will be disappointed. Hope the Groupie and Bill made it. Right 鈥楰鈥� king we鈥檝e got to do our stuff.

When we first joined our squadron we were issued with our own aircraft, this for us was 鈥楰鈥� King. My most interesting challenge was to fly King to use the least amount of fuel. This meant very careful selection of manifold pressures, propeller pitch settings and carb mixture. But also, and this was very important, the aircraft trim settings. With Stirlings I found, although they were reluctant to gain height,- in fact on our particular missions where we had to lose height to 500 feet we seldom climbed over 6000 feet,- Stirlings were also reluctant to lose height if you went about the right way

After a good deal of patient experimenting I found the design of the wings with their low aspect ratio was perfect for speed and retained height if the nose was inclined down at exactly the right angle. It was possible to gain and hold a high speed, reduce your throttle settings and manifold pressures quite substantially and lose very little height. It was remarkable and exhilarating.

As we settled on course for base, I set King for this best flying angle - I had an indelible mental mark on the artificial horizon, honed the trim settings to fly 鈥榟ands off,鈥� reduced the power, made the final trim setting and having spun the gyros, clicked in 鈥楪eorge鈥� the automatic pilot. By the greatest of good luck, or the grace of God, the cloud formation behind the cold front was tapering down and the flying angle of King and the tapering angle of the cloud matched perfectly. King was in his element, no vibration, engines quiet and yet we were moving fast in brilliant moonlight, seemingly to be gliding down a snow slide of cloud. 鈥淛ohn, will you take a close petrol consumption check over the next hour. You must be certain of your figures, otherwise we must change course for Kinloss.鈥�
鈥淟es, how about coffee and sandwiches?.. Good lad.鈥� I sat there munching and drinking while Les took regular astro shots for Scottie to plot. Half an hour passed and John broke the silence; 鈥淚t鈥檚 looking good, Skip, can we hold these settings to base?鈥� 鈥淵es, down to the 2000 feet safety height, John, we鈥檙e at 12700 feet now so it should work out just about right.鈥�

We still had our containers on board but we were hanging on to them unless something drastic happened. The engines had taken a beating, but at the moment by the sound of the exhaust they were almost snoring all was well.

Half an hour later John confirmed the petrol position as OK, and we really relaxed. Kinloss, our best hope, was almost certainly involved in that mass of cloud, and although there was an approach over the sea to the main runway, the wind would have to be in the right direction and the runways could be a trifle short for Stirlings. It could have been a tight squeeze.

It was over four hours later when I clicked out George and took over controls as we sank into deep cloud at 5000 feet, wet and mildly turbulent cloud but friendly and not a problem.
Scottie was on 鈥楪EE鈥� and it seemed very little time before we were
in contact with base, had confirmed our Q.D.M (course to steer) set our new Q.F.E., and were approaching the drome circuit lights switched to full brilliance.
鈥淐ontrol, K King, permission, please, to join circuit and land.鈥� 鈥淧leased to hear from you K King, you are on your own, no one else flying. Just let me know when you are on the final approach and I鈥檒l have the crew wagon standing by.鈥�

My gosh, we鈥檙e getting the red carpet treatment tonight chaps. As we peered through the cockpit screen at the rain twinkling in the runway lights 600 feet below, Les selected full flap and I called control;
鈥溾�楰鈥� King in funnel final approach.鈥�
鈥淎ll yours, 鈥楰鈥� King, by the way there is rum at briefing, I let them know you were in circuit.鈥�

Rum at briefing, that didn鈥檛 happen very often. We taxied to our hard standing with the help of our patient, wet but cheerful ground crew, switched off engines, and then contrary to our normal practise, just sat in silence. My thoughts had wandered back to my plea for help, and the immediate answer. It had to be more than coincidence. Today, I am still convinced that help is always there if you genuinely need it and ask for it sincerely and clearly. I never mentioned my plea to the crew, it wasn鈥檛 the sort of thing you talked over, which in hindsight was a pity.

The meditation was broken by Phil, 鈥淗i Skip, we want to get to bed, and the crew wagon鈥檚 waiting.鈥�
鈥淪orry Phil, it was quite a trip, and the containers are still on board. We will tell you about it over a beer, but tomorrow, will you check the engines, they had a rough ride. By the way, thanks, you and your lads did a wonderful job.鈥�

We left Phil and his crew to fix the waterproof engine covers, lock all the movable controls and various other tasks. We boarded the crew wagon and very soon had splashed our way to the crew room discarded our flying gear, and were now entering the debriefing room to be greeted by a small group of strangely quiet people. Piping hot, strong black coffee laced with rum was shoved in our hands with the welcome;
鈥淧leased to see you back, how was the trip, we understand you didn鈥檛 drop.鈥�
鈥淛ust a moment鈥�, I interrupted, 鈥渉ow did the Groupie and Bill Stewart manage?鈥�
鈥淲ell S/LDR Stewart after an hours flying, developed severe engine vibration due to iced up propellers and had to return. Group Captain Surplice flew into severe ice conditions over the target area. He managed to control the a/c for his crew to bail out and they landed on the frozen lake. The Norwegian underground have taken care of them. Apparently there are no casualties in the crew. However it would seem that Group Captain Surplice went down with the aircraft. The underground will be searching the area and will radio back more information as it becomes available.

In the event, it was not until the spring and the thawing of the
snow, that Group Captain Surplice was found still at the controls
of the crashed Stirling. George, the automatic pilot, wasn鈥檛 designed for coarse movement of controls and so there would have been no chance for Groupie to reach the parachute exit hatch in the nose before the Stirling started its curving dive into the deep, snow filled ravine.

Meanwhile, by means not divulged, and we didn鈥檛 ask, the Groupies鈥� crew were returned by the underground to the squadron to resume there duties. Unfortunately, one man had lost two toes because of frostbite. One flying boot had fallen of f when his parachute opened, and although the underground reached them fairly quickly and found a bag for his foot, it was already too late, it had frozen on the way down.

Crews very seldom talked about trips unless they were easy ones, but when the Groupies crew returned Scottie and I had a quiet chat with the Groupies navigator.
鈥淚t was rough going鈥�, he said, 鈥渂ut we were coping very well and hoping to break cloud over the frozen lake, when out of the darkness came this silent, invisible opponent, clear ice. You really have very little time, and before we could change course or take positive evasive action the Skipper called 鈥榓bandon aircraft.鈥� We hated leaving him but we had no choice. But jumping out over the mountains in the dark and into cumulus cloud was no picnic, I wouldn鈥檛 want to do it again.

The next day after debriefing a squadron member just back from leave shouted across the mess, 鈥淭he Norwegian trip, old boy, a piece of cake?鈥� Scottie and I looked at each other before commenting;
鈥淲ell yes you could say that, 鈥榓 piece of cake.鈥欌��

It was the following evening after the early morning debriefing. We had kipped down, awakened late afternoon, completed our ablutions, dined in a very subdued mess, and were now as a crew sipping our final beers in the local pub. We were relaxed and not in a hurry for we had no ops the next night, and were not even listed for a morning test flight.

Phil and his crew had mentioned during the evening that 鈥楰鈥� King was OK apart from some loss of power on the port outer engine. It had to be stripped for a check, and so with extra work to their normal daily routine they had reluctantly retired earlier.

At a moment when conversation was flagging and we were each occupied with our own thoughts John said, 鈥淲e did well with the engines, Skip.

I had wanted to congratulate my crew for a job well done, but wasn鈥檛 quite sure how to approach the subject, until Johns comment gave me an opening.

鈥淛ohn, you were superb. I hadn鈥檛 discussed with you the possible extra time we had in hand for decoring the engines, I honestly didn鈥檛 think it would happen, but you didn鈥檛 flinch when we went over the 20 seconds with the high revs, although you must have known the consequences if I had it wrong. You carried on without comment as if it was a purely routine engine setting, and that took a lot of courage and discipline. Additional to that your petrol consumption figures for the trip back were 鈥榮pot on鈥�. It was a very professional effort.

In fact everyone in the crew were top class and I am very proud of you all. Scottie for his flight plans and anticipating our diversion to Kinloss, Les and Sandy for having paper and pencils to hand when the Saint Elmo鈥檚 Fire temporarily blocked the intercom, Maxie with the calm way he dealt with base and Kinloss, Sandy for making himself useful all the time, and Les, for his astro shots and after his front turret snow report, accepting without question that we were 鈥榩ressing on鈥� instead of making the sensible turn back to base. However I promise not to place your lives at risk for weather reasons again. I now know the outside temperatures, to be avoided at all costs. We shall avoid them. Last night we faced all the weather perils, and with help came through. I always knew we were a good team, now in my book you are without question the
best. Certainly I wouldn鈥檛 change any one of you for all the tea in China.鈥�

This was an unusual speech coming from me, and as I finished I thought the ending was a bit lame, but it was the only thing I could think of on the spur of the moment. However, everyone seemed very pleased, and finishing our beers we were in a exuberant mood, with a fair amount of good natured banter, as we ambled outside to head for base and kip.

As we approached base Scottie and I waved cheerio to the rest of the crew and were heading for our Nissan hut quarters when Scottie asked, 鈥淲hat help did we get Skip?鈥� 鈥淥ne day I will tell you, Scottie, but not tonight.鈥� There was silence for a few moments then Scottie said; 鈥淲e鈥檇 go through hell with you Skip.鈥� 鈥淭hank you Scottie.鈥� It was my turn to feel very pleased, very proud, and at the same time very humble.

Postscript

In 鈥楽tirlings at war鈥� by Johnathon Falconer, published by Ian Allen, London, there is a reference to Group Captain Surplice.

鈥楽tirling IV LK171. (was) skippered by 32 year old Group Captain Wilfred Surplice DSO, DFC, Station Commander at Rivenhall Essex. Because LK171 was placed at the personal disposal of Surplice it did not carry the regular squadron code of either of the Rivenhall squadrons, instead bearing his personal initials, WES. These it bore until the day it crashed in bad weather on a supply drop to Norwegian resistance forces on the 2nd and 3rd November. Surplice ordered his crew to bail out after the Stirling iced up and became difficult to handle. All of the crew managed to escape from the doomed aircraft before it crashed into a mountain near Rjukan at Skarfjell, killing Surplice.鈥�

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