There was insufficient fuel to divert to another airfield, so we were instructed to hold off for about fifteen minutes when the storm was expected to clear. Bill was leading and immediately reduced power to 6,500 rpm to conserve fuel. Had we been warned of the storms two minutes earlier we would certainly have remained at high altitude where a lower fuel-consumption rate would have allowed us to divert to Bulawayo.
We orbited a little away from the edge of the dark rain line nearest to the end of runway 31 until it became clear to us that the storm was moving so slowly that we would be out of fuel before it cleared. So Bill requested that the runway lights be switched on to maximum brightness for a landing in rain. He then lined up on two references he assured me were on a direct line with the runway.
We had both lowered undercarriage and flaps when Bill disappeared from my view into heavy rain. I entered it about five seconds later. Visibility through the FB9’s armour-glass was poor in such heavy rain, but out of the corner of my eye I saw the rail and road pass under the aircraft and picked up the blur of runway lights a little to my left. Having landed, I could just make out a large white blob of spray ahead with Bill’s wing tips showing on each side. Seeing this, I instinctively moved to raise the flaps to reduce any damage from the high-pressure spray coming off the main wheels. As I did so, my nose wheel collapsed and the aircraft skidded along the runway noisily in a steep nose-down attitude. When the aircraft came to a halt, I advised the controllers that my nose wheel had collapsed on landing and that I was on the extreme right-hand side of the runway, well clear of the centre line.
Fire engines emerged out of the gloom as I climbed out onto the runway. The tarmac surface was so close that I did not have to await extrication of the fuselage footstep for the usual climb down to ground. Having pulled the canopy closed, I ran across to the nearest fire vehicle in heavy rain. When I looked back at the FB9, my heart sank. Not only had the nose wheel collapsed, both main wheels were partially retracted and pressed against the runway surface. Flight Sergeant Jimmy Dumas, the senior fire-fighter, followed me back to the aircraft. I slid the canopy open and we both looked in to see the positions of the flap and undercarriage levers. Both were fully down.
Jimmy Dumas took me back to the control tower, which was halfway along the runway and set back about 300 metres. No sooner had I climbed the steps up to the third storey and into the actual control tower than Wing Commander Wilson came running up the steps and it stopped raining. He passed me not saying a word and set about ensuring the safe return of the airborne formation.
Watching the CO go about his business with the two controllers at their consoles, I wondered where I stood. My FB9, now clearly visible, was lying on its belly because of my own error. Added to this were my secret marriage, hypoxia, flame-out and electrical failure at night—all so close together that I felt the CO might give up on me now.
Flight Lieutenant Mac Geeringh, the ever-helpful friend to students, took me aside. Mac had originally served with the South African Air Force and had seen service in Korea where the loss of a nipple on his chest bore witness to one of the injuries he sustained when his Mustang fighter-bomber struck a landmine on a taxiway. He asked me what had happened.
I told Mac how I went to raise flaps but obviously moved the undercarriage lever instead. The downward forces when the fuselage dropped onto the runway would have brought my arm down and reset the undercarriage lever into the ‘down’ position.
Without hesitation Mac Geeringh told me not to say a word about this. “Just say the undercarriage collapsed on landing. Say not a word about lifting flap. Too much has happened to you already. Take no chances.”
Although I understood what Mac was saying—and why—I decided to repeat to the CO exactly what I had told Mac. I am glad I did.
Wing Commander Wilson knew that the undercarriage lever should have locked the moment the weight of the aircraft was on the wheels. He told me not to be too concerned for the moment because he had initiated a technical investigation to establish why the micro-switch in the undercarriage bay failed to energise the lock plunger on the undercarriage-operating lever. The answer to the CO’s queries was given by the STO (Senior Technical Officer) very promptly. He reported that the micro-switch on the port oleo worked normally until subjected to high-pressure water spray.
Notwithstanding the technical defect, I felt very embarrassed about this incident because I had been taught never to tamper with flap or undercarriage controls on the ground. Not long after this, Keith Corrans, flying with his instructor John Mussell, made an unavoidable wheels-up landing in a TII because of a punctured port wheel jamming the undercarriage in the retracted position. I have to say that when I saw this aircraft lying on its belly on the runway, I did not feel quite so bad about my cock-up, even though mine had been caused by my own piloting error.
Keith’s T11 belly-landing.
Shortly after this our operational conversion was complete and all ten members of my course were offered a Medium Service Commission for regular service in the Royal Rhodesian Air Force. Nine of us accepted. Ian Ferguson opted to return to his first love, farming. This meant that No 10 SSU, with a 90% return on training costs, became the most fruitful of any SSU course ever trained by the Royal Rhodesian Air Force.
Beryl and I went on Christmas leave to Northern Rhodesia where Mum and Berry met Beryl for the first time. We had collected my grandmother on our way through Salisbury and returned her there, having enjoyed a magnificent time at Mkushi.
Chapter
3
No 1 Squadron
ON 3 JANUARY 1959 WE returned from Christmas leave and I was very pleased to learn that I had been posted to No 1 Squadron together with Dave Thorne, Eric Cary, Bill Galloway and Keith Corrans. Before being split up to go our various ways, my course was summoned to Wing Commander Wilson’s office to take commissioning oaths and sign a ten-years’ Medium Service contract. (On completion of ten years, one could apply for permanent service.)
Only after this had been done did the CO tell Group HQ about my marriage. As expected, he got one hell of a rocket for withholding this information for five long months. The next day I was called to his office again to be told that I would be called to Group HQ in the near future for an interview with the Chief of Air Staff, Air Vice-Marshal Ted Jacklin. In the meanwhile I was to get on and establish myself as a useful squadron pilot.
No 1 Squadron was a regular-sized squadron in terms of its fifteen pilots but was very short staffed on the technical side with only thirteen technicians led by a frosty, no-nonsense old timer Scot, Flight Sergeant Jimmy Stewart, who was the NCO in charge of all technical matters.
Flight Lieutenant Colin Graves commanded the squadron with Bob Woodward (ex-RAF Central Flying School) and Flying Officer Norman Walsh as his flight commanders. Three of the PAIs who had instructed my course on weapons, Randy du Rand, Justin Varkevisser and Peter McClurg, remained with No 1 Squadron. Basil Green, Eddie Wilkinson, Ted Stevenson and Mike Reynolds made up the balance of our numbers.
Frank Mussell, Ted Brent and Brian Horney had been posted off the squadron to join other pilots for a conversion onto Canberra bombers at RAF Bassingborne in the UK. Sandy Mutch also left the squadron for a Staff position in Group HQ.
Thornhill worked different hours to both Group HQ and New Sarum. The aircrew workday commenced at 06:30 in the station briefing room where OC Flying covered any non-routine events. This was followed by that day’s meteorological forecast given by the resident meteorologist, Mr Harvey Quail. Thereafter everyone went about his normal business and regular work ceased at 13:30.
Everyone was free to do his own thing in the afternoon. For the most part this involved sports followed by a few drinks in the all ranks Sports Club or within individual messes. A pilot’s life in those days seemed to be more like being on permanent holiday than working for a living.
Interview with Commander
I HAD BEEN DREADING MY INTERVIEW with the Air Force Commander, which occ
urred on 3 February 1959. Having been authorised to fly myself to New Sarum in a T11 for the occasion, I was pleased to be approached by Mike Reynolds who wanted a lift to attend to private business in Salisbury. We landed at New Sarum a whole hour ahead of my 10:00 appointment and Mike raced off immediately saying he should be back at lunchtime.
Because I was so nervous about the interview, Beryl had approached a chemist friend who gave her a small white tranquilliser tablet and a larger one to offset drowsiness induced by the first. These were to be taken thirty minutes before my interview.
Ten minutes before due time I reported to Group Captain Harold Hawkins. This large, good-looking man was much gentler than I had expected. He told me to relax and said, “The old man is going to give you a going over like you will never have to face again. But don’t worry, all will be fine." ‘Harry the Hawk’, as he was known, was not to know that I was so relaxed by the tranquilliser tablet I had taken twenty minutes earlier that my fears were all but gone.
AVM Jacklin.
At precisely 10 o’clock I was ushered into the Chief of Air Staff’s office. I had only seen this revered man once before at our Wings Parade and the Wings Ball that followed it. Having saluted him I remained at attention in front of his desk. Looking me straight in the eye, the CAS started off in a quiet voice with the words, “So you are the puppy who chose to disobey Air Force regulations and undermined the standards of my Air Force!” His voice rose steadily as he lectured me on his intolerance to indiscipline and had resorted to thumping his desk with his fist to emphasise points by the time he had come to shouting his words.
The tranquilliser’s effects on me made everything seem quite unreal. I was taking in the words and the scene thinking: ‘He is really having to work at raising his anger.’
The next moment the Commander started to cough and reached into a drawer for a small container from which he inhaled spray. Later I learned that he was an asthmatic but at that moment he was red-faced and struggling for breath. I remained dead still knowing instinctively that I would be doing the wrong thing to offer help. The CAS was still struggling to breathe when I said, “Sir, may I tell you my story." He nodded and signalled me to sit down.
By the tine I had finished telling him how and why I had married Beryl, the CAS had fully regained his composure. His first words were very reassuring. “Son, I am so pleased you did not have to get married and that your wife is not pregnant now. I hate shotgun marriages in my force.”
For over forty minutes AVM Jacklin, all the time referring to me as “son”, told me all about his plans and dreams for “my Air Force”. He ended up by saying I was to take six weeks’ paid leave so that Beryl and I could put our lives into good order.
The Commander then telephoned Mr Lionel Harris of Bannett and Harris, a well-known, high-quality furniture shop in Salisbury, and requested that he attended to our needs; the Air Force would stand guarantor to Beryl and me. He told me I was to ensure that we set out in our married life with the best-quality furniture and a good clean home. Today, over forty years on, we still have much of the furniture we bought from Bannett and Harris in 1959 and Beryl has always kept a very clean home.
I was about to leave his office when the Commander asked me how I had come up from Thornhill. Still a bit tranquillised I unthinkingly said I had flown up in a Vampire. This news sent the Commander through the roof.
Knowing that I must have been pretty stressed ahead of this interview, he could not understand why I had not been flown up by one of the squadron pilots. When I revealed that Mike Reynolds had hitched a lift with me, Group Captain Hawkins was called in and told to change the flight authorisation for Reynolds to captain the return flight to Thornhill. As I marched out, Air Vice-Marshal Jacklin was already on the phone to Wing Commander Wilson. I felt really bad about my CO having to take another blasting from CAS because he had done more to protect me than I deserved or expected.
Beryl and I found a lovely apartment in Shema’s Flats in Gwelo that we furnished to our liking. Beryl’s dad helped us with half the money to buy a second-hand Vauxhall Velox so we were well set and happy by the time I returned to duty and Beryl to her hairdressing job.
Air Force life was idyllic. Flying was a joy and the squadron crew room was a happy place. There was always a great deal of chatter, leg pulling, reading or playing cards, Scrabble and other games. One day we acquired a chess set. Those who had not played the game before chose to ignore it. Two of these were Justin Varkevisser (Varky) and Randy du Rand, but when I came in from a sortie one morning, I was surprised to find these two playing each other at chess. I moved closer and was astonished to see that Varky had Randy’s king off the board. “You cannot do that”, I told Varky. “The king never leaves the board." Other pilots gathered and were amused to hear Randy say, “You play to your rules and we will play to ours!”
Eddie Wilkinson had a dog named Pickles who followed him everywhere. Pickles was allowed into the squadron building where his presence was hardly noticed because he was very well behaved. The one thing that amazed us all about this dog was that he was only noticed when Eddie went out to his aircraft or taxiied into dispersals. He would follow his master right through the pre-flight inspection then move off the hard-standing to watch Eddie taxi out towards the runway. Pickles would not be noticed again until he leapt up and ran out to the flight line to meet Eddie as he taxied in. Only a dog could differentiate between the many Vampires Eddie flew. They all sounded the same to us!
Varky, Peter McLurg, Randy and Dave Thorne.
Nyasaland emergency
THE FEDERATION OF RHODESIA AND Nyasaland was facing opposition from black leaders who wanted the three territories of the Federation to be dissolved and independence bestowed upon each under ‘black governments’. Rioting broke out in Nyasaland and blood had been spilled before the Police and Army moved in to quell the unrest. Nos 3 and 4 Squadrons (Dakotas, Pembrokes and Provosts) were dispatched to the troubled region immediately and No 1 Squadron was put on standby. Then on the first day of April we deployed to Chileka Airport near Blantyre.
The Dakotas and two Pembrokes were still engaged in positioning ground forces around the country and Provosts had already flown missions in active support of Police and Army units serving as airborne observers and laying tear-gas screens when needed.
The Vampires were only there to ‘wave the flag’, uphold the spirits of the ‘goodies’ and undermine the confidence of the ‘badies’. Ours should have been a very soft number but the first flag-waving flight was a pretty hairy experience for me. A formation of six Vampires was to expose our presence in and around Zomba, the seat of government.
Pembroke landing at New Sarum.
Norman Walsh led the formation of six aircraft. We took off from Chileka Airport in pairs under ‘chiparoni’ conditions of low cloud with drizzle (known to Rhodesians as guti and normal wet weather in Britain). Because we entered dense stratocumulus shortly after take-off, Norman instructed us to hold a particular heading until above the cloud where we would link up. I was No 2 in the second pair and saw Norman and his No 2 as soon as we came into clear air in a cloud valley with higher banks to right and left of our flight line. We linked up and I became No 4 on Norman’s lead. The third pair reported being above cloud but could not see our formation. After orbiting for about three minutes Norman decided that link-up would not occur and instructed the unseen pair to return to Chileka.
The cloud opened about twenty kilometres northwest of Zomba sufficiently to allow for a visual descent. Norman picked up the main road from Lake Nyasa to Zomba and flew us fast and low in tight battle formation along the road just below thickening low cloud. I was slightly stepped up in the starboard outer position where I could see the three aircraft as well as the reaction of people along the road. Most had not seen jets at close range before and were diving for cover as Norman swept over them.
The northern slopes of Zomba mountain suddenly appeared out of the gloom, its base reaching down to the m
ain road. This forced both of us on the starboard side to step higher and steepen the echelon angle, placing me at cloud base close against the mountainside.
As the outskirts of Zomba came into view I suddenly saw a heavy cable at such close range that I had to make a violent break to port to avoid it. I then had to repeat the manoeuvre in the reverse direction so as not to lose sight of the other aircraft, now on my right side. It became so dark over Zomba town, in moderately heavy rain, that Norman considered it unwise to make the planned orbits of the town, so he led us straight back to Chileka Airport.
On the ground we learned that the line I had so nearly hit was an old hawser cable that used to transport timber from the top of Zomba mountain down to its base. Norman expressed his relief that the third pair had been dropped because, with six aircraft, the unmarked hazard may have proven fatal.
4 Squadron guys who went to Nyasaland. Standing: Flt Lt Ken Edwards (OC) and Flt Lt Mike Saunders.
For the next few days the weather was good and we flew a number of sorties over troubled areas. We got to see much of truly beautiful Nyasaland and crystal-clear Lake Nyasa that, like Lakes Albert, Kivu and Tanganyika, is a water-filled section of the Great Rift Valley running down the eastern side of Africa.
Mount Mlanje, the highest feature in the territory, was surrounded by a vast spread of well-manicured tea estates having lines of magnificent acacia trees that acted as protective windbrakers. Norman was leading as usual when he turned our formation of four FB9s towards the mountain for a zoom climb up a well-defined gully running from the base of the mountain to its summit. Full power was applied as we commenced the ascent in loose line astern. I was No 3 and soon became concerned when the mountain seemed too steep and high because I was dropping back from the two aircraft climbing ahead of me. Keith Corrans flying No 4 passed on my right side waving at me as he flew by.
Winds of Destruction: The Autobiography of a Rhodesian Combat Pilot Page 10
