Library Reference Number: 206
No.22 (SAAF) Squadron - Gibraltar 1944
Gibraltar is a huge limestone rock, 1,300 feet high and is linked to Spain by a narrow isthmus of flatland that was used mainly as the RAF Station North Front. In 1942 the runway had been extended out into Gibraltar Bay, making the runway double the length and useable by the largest planes of that time. The aircraft we were about to fly were Lockheed Ventura PV1s. They had two Pratt and Whitney radial engines each developing 1,800 hp.
The wireless receiver and transmitter was a Bendix model and the radar was the latest air-to-sea model. The crew comprised one pilot, (in my case Captain Hadley Golding from Capetown), one navigator and three wireless operator/air gunner/radar operators. The reason RAF members were taken on was because the aircraft had only four of a crew and needed another to make it up to five. All the SAAF aircrew were officers, so we thought we would be commissioned but this was not to be.
Also based in Gibraltar was 455 New Zealand Squadron whose CO was Wing Comm. James. They flew in Wellingtons fitted with Leigh Lights (searchlights to light up any submarine detected at night) and of course they carried out the night patrols on anti-submarine searches while we flew during the day. There was also a squadron of flying boats, Sunderlands and Catalinas, in Gibraltar harbour. Sometimes in calm weather we would see an American blimp from Port Lyoutey down the Moroccan coast patrolling the straits.
There were a number of unusual events. One afternoon an American Dakota landed, to be followed a minute later by another, then another and another and another until the aerodrome was covered by 100 Dakotas parked at one side of the runway. In the morning they set off again flying east. We realised that they were going to Italy. The planes arrived back a few weeks later but we saw only 92 this time. The crews told us that they had participated in parachute drops in Italy where there was furious fighting. Sometimes one of our Venturas 'Failed to Return' which was always a sad occasion. A couple of planes would be sent out to look for wreckage but we never saw anything. We lost five crews, 25 men.
One day one of our Venturas was unable to stop when landing and went off the west end of the runway, into the sea. The crew managed to get out safely but the plane was a write-off. The pilot claimed that the brakes had failed. A flight commander ticked off the erring pilot, reminding him that there was an emergency braking system that could have been used. The pilot said he thought the emergency system was unworkable in the circumstances. He was told it was perfectly simple. All you had to do was to run to the end of the runway, pull up a lever that locked one of the wheels, the plane would then spin round and when it faced the opposite way, the lever should be released and the plane would run back down the runway until it stopped. He then announced that he would give a demonstration the next day. Everyone thought he was very courageous, except his crew who would have to fly with him. They said it was a rash and very dangerous project and urged him to think again, however the pilot looked forward to showing everyone what he could do and could not be dissuaded.
The next morning the plane took off and flew round the other side of the Rock and appeared over the Bay of Gibraltar ready to touch down on the west end of the runway which jutted out into the sea. The pilot intended to run down to the wider end, approach close to the side of a large brick wall surrounding the' graveyard' where remains of crashed planes were dumped, and turn round there and run back again. I was not flying that morning so was able to join the crowd of onlookers anxious to see this amazing feat. The plane touched down and bounced up as usual, then after some small bounces, ran smoothly along the tarmac rushing past us at speed until it reached the side of the brick wall when there was a loud screech from the wheels and the plane turned.
Something had gone wrong, however: the plane turned the wrong way. There had been a miscalculation. Instead of turning right, onto the other side of the runway where there was plenty of room, it turned left going headfirst into the brick wall. We saw the nose crumple up like an eggshell and the two engines bury themselves into the wall before the plane stopped. The fire engines raced down the runway but the plane did not catch fire. The aircrew were extricated from the wreckage and taken to the Medical Room but were not hurt. Although the scheme had not come off and a plane had been lost, the flight commander's reputation for bravery had been enhanced. It was a story that was retold many times - and those who were not there were sorry to have missed it.
I liked to practice and test the .5s every time we flew, so my armament mechanic had to clean the guns on my plane ‘S’ for sugar after every flight. It was not a big job but the armament mechanic was not too happy about cleaning the guns so often. The next time we flew, I noticed that the dial indicating the amount of power from the generator to the battery was showing nil. I discussed this unusual matter with the skipper, as I thought that possibly the battery was not being charged.
He ordered that the wireless and the radar should be switched off to conserve power and we returned to base in worried silence. We got back alright and I had to face up to the Major who did not agree with my assessment. He claimed that the battery would be fully charged and that I had made a mistake and that we should get into the plane and fly it. I said that I did not want to fly in it. Fortunately the skipper agreed with me and demanded another plane. The Major was extremely angry, but he gave us 'Y' for Yankee to use and off we went to complete our task which we did without any more ado. We got back alright, had a meal and got to bed.
In the middle of the night we were awakened to go on Air Sea Rescue. One of our planes had not come back and we were to go out over the area and search for wreckage. Which plane was it I asked? 'S for Sugar' I was informed. In my opinion, they must have sent out the plane without having it checked over and the plane and a crew of five were lost.
Edited Extract from “Aircrew in Wartime - Personal Experiences” - Norman Fidler, Scottish Saltire Branch, ACA