The Official Illustrated History of RAF Search and Rescue

To Ben and Elisabeth, who both think planes are boring

CONTENTS

Foreword

1 Launches and Lysanders

2 Shagbats and Spitfires

3 Rotary Revolution

4 Sea King Superlative

Appendices

Acknowledgements

Glossary

Bibliography

Index

KENSINGTON PALACE

The men and women of the Royal Air Force provided courageous, life-saving rescue services for 75 years, from the formation of the RAF Air Sea Rescue Service in February 1941, to the end of formal, large-scale RAF SAR operations, in the Falkland Islands, in March 2016.

Born through the necessity of war, air-sea rescue employed marine craft working in concert with supply-dropping aircraft and the legendary Walrus, a sturdy amphibian regularly obliged to taxi home over the sea when the additional weight of rescued personnel prevented it from reaching take-off speed. Later, the Hudson and Warwick dropped airborne lifeboats with varying degrees of success.

This combination of vessels and aircraft eventually served in every theatre where RAF airmen were likely to be shot down or forced to abandon their aircraft over water. There were many courageous rescues, but also heartbreaking tragedy. Equipment and techniques were often inadequate for the difficult job in hand and men who might have lived were lost, while the rescuers themselves frequently succumbed to adverse weather, enemy fire, or both.

While the Walrus added relative speed and range to the Air Sea Rescue Service's response, and could alight to recover casualties, it was vulnerable to rough seas and limited in performance. Truly effective rescue from the air required an aircraft that could stop, without landing, collect casualties and then depart with them safely embarked.

Such a reality dawned in 1945, when the Royal Navy and Royal Air Force began investigating the operational possibilities of the helicopter. The RAF's first rescue helicopter, the Sycamore could barely lift its own crew and equipment, although the latter initially extended to little more than a rope ladder.

Many years later, I was privileged to train as an RAF Sea King pilot with what by then had become the Search and Rescue Force. Flying with 'C' Flight, 22 Squadron from RAF Valley and on detachment in the Falkland Islands, I saw at first hand the incredible courage, professionalism and teamwork of the RAF SAR crews.

During my three-year tour we flew missions to gas rigs, winched crewmen from ships and life rafts, and flew into the mountains to the aid of climbers and walkers in distress, often working alongside the volunteers of the Mountain Rescue Service. These were times and experiences that I will never forget.

This beautifully illustrated, carefully researched book is a fitting tribute to Royal Air Force search and rescue. I will always be immensely proud of my time with 22 Squadron and trust that this work will help preserve the memories and ethos of 75-years of RAF lifesaving and all those who served in it.

CHAPTER 1

LAUNCHES AND LYSANDERS

MARINE CRAFT SECTION

On 1 April 1918, the Royal Flying Corps (RFC) and Royal Naval Air Service (RNAS), the aerial branches of the British Army and Royal Navy respectively, merged to create the Royal Air Force (RAF). The change had come as a direct result of the need to defend Great Britain against attack by heavier-than-air bombers and airships. Such defence had proven complex and difficult to implement but placing responsibility for air power under a single organisation was seen as an important step in ensuring the safety of the British public in their homes.

There was a gradual transition to new rank structures and uniforms over the next 12 months or so, while the nascent RAF’s leaders came to terms with a massive air arm – among the largest in the world at the end of World War I – that numbered a sizeable fleet of seaplanes among its equipment. With seaplanes came the need for tenders, small boats equipped to service aircraft moored just offshore. The RNAS was replete with tenders and crews, these forming the nucleus of the RAF’s Marine Craft Section (MCS), formed on 12 April 1918.

Under the MCS construct, Lieutenant Colonel GRA Holmes was appointed Senior Officer for Marine Equipment. It was therefore to Holmes and MCS colleague, Captain WEG Beauforte-Greenwood, that the task of assessing the MCS inventory fell later in 1919. Under constant harassment from senior British Army and Royal Navy officers, Major General Sir Hugh Trenchard had returned as Chief of the Air Staff on 11 April 1919, having resigned the post on 14 April 1918 after difficulties at the Air Ministry. Determined to establish the RAF as a permanent service, Trenchard called for a complete audit of personnel and equipment, reasoning that it was impossible to establish a separate service without knowing its complement.

It was no straightforward task. Some vessels, loaned to the RNAS by the Admiralty, were now Royal Navy property, while others now appeared to belong to the RAF but were under Royal Navy control. With the audit underway, Holmes defined the RAF’s post-war marine craft requirement as 73 seaplane tenders, including 32 capable of going to sea; 92 docking lighters; 18 aircraft ferries; six kite balloon craft; and a similar number of compass barges. He estimated a force of just fewer than 2,500 personnel would represent sufficient manning for the emerging MCS. There was no mention of vessels or men assigned for rescue duties.

Curtiss H16 Large America N4060, is typical of those used by the Royal Naval Air Service against submarines and Zeppelins, and for air-sea rescue, between 1917 and 1918. Around 69 of these large flying boats passed to the RAF, of which approximately 39 were serviceable.

Beauforte-Greenwood delivered the audit in autumn 1920, by which time a strength of 191 craft had been agreed upon. Primary responsibilities were seaplane handling and work in their take-off and alighting areas, moving personnel and equipment, checking for semi-submerged obstacles and other general duties. Responsibility for buoys and moorings was added subsequently.

More significantly, that same year, the Air Ministry issued an order including the following statement:

At all units where large boat [flying boat] or seaplane flying is carried out, or at any other unit which is provided with motorboats where overseas flying is carried out, a motorboat will be detailed to stand-by in case of any accident occurring while flying is in progress. This boat will either be under way in the flying area or standing by at the pier. If standing by at the pier, the engine will be run for a few minutes before flying starts and at least once every hour in the summer and every half-hour in the winter.

The seed that would germinate into the Air Sea Rescue Service in 1941, and eventually evolve into the Search and Rescue Force (SARF), had been sown.

By the mid-1920s, first-aid training had become a standard component for new recruits, but the suitability of existing MCS vessels for rescue work was becoming questionable. Their obsolescence became more obvious when the Marine Aircraft Experimental Establishment moved from the Isle of Grain to its new base at Felixstowe. It brought with it the latest aircraft, typically larger and or faster than their predecessors, and therefore requiring vessels of greater capacity and performance in support.

Meanwhile, the Schneider Trophy, a pre-war competition for seaplanes, had returned in 1919 and the RAF established its High-Speed Flight in 1927, with a primary focus on winning the trophy after a number of poor showings. Flying from the major RAF seaplane base at Calshot, the Flight demonstrated the speed of its optimised single-seat racing aircraft, while simultaneously highlighting the inability of the old MCS boats to reach an accident scene quickly and then to have the capacity to deal with it.

Three 54ft Thorneycroft coastal motorboats (CMBs) were borrowed from the Royal Navy as an interim measure. Capable of 35 knots in calm conditions, the CMBs had the performance for the job but lacked manoeuvrability and were difficult to slow down. Worse still, their engines had a tendency to catch fire on start-up, such an incident accounting for one of the RAF’s borrowed trio. There remained clear need for a purpose-designed vessel.

Major General, later Marshal, of the Royal Air Force the Viscount, Trenchard, the first Chief of the Air Staff.

© Royal Air Force Museum

In a peculiar twist, the push that finally convinced the Air Ministry that it ought to enter the boatbuilding business came from TE Lawrence, none other than Lawrence of Arabia. His connection with the RAF had begun in 1922 when close relationships with the Secretary of State for Air, Winston Churchill, and Trenchard, saw his entry into the service on dubious grounds. In 1927, he was posted to Karachi, returning to Britain, after an epic military campaign, in January 1929.

Still with Trenchard’s ear, Lawrence found his way to Calshot, where he joined the MCS crews on rescue duties. Attending a Blackburn Iris crash on 4 February 1931, he assisted in the rescue of six casualties by diving into Plymouth Sound, but six others died in the incident. Lawrence was quick to pass his observations up the chain of command. His thoughts, added to those of Wing Commander Sydney Smith, the Officer Commanding RAF Mount Batten, where Lawrence was based, and Beauforte-Greenwood, both of whom had been pressuring the Air Ministry, finally forced change for the better.

The Air Ministry commissioned boat and aircraft designer Hubert Scott-Paine, at the British Power Boat Company, to develop a purpose-built launch. The first 200-class Royal Air Force Seaplane Tender (RAF 200) began sea trials on 19 February 1931, meeting with instant success. Eight more boats were ordered, but a fire destroyed all but ST 201, which became a training vessel. Production restarted with ST 202, an improved RAF 200 that became the basis for a variety of special-purpose craft including, from 1933, rescue.

Lawrence transferred to the Marine Aircraft Experimental Establishment (MAEE) at Felixstowe on 28 February and remained intimately involved in the design of high-speed rescue launches for the MCS. Two years later, he left the RAF and just a few weeks after that died as the result of injuries sustained in a motorcycle accident. His legacy to the MCS was as a vociferous supporter and promoter of new technology, and his influence helped steer the unit into a new era, long after his passing.

SUPERMARINE WALRUS

Today most readily associated with the Spitfire, Supermarine had based its aviation business on seaplanes, among them a series of single-engined biplane amphibians culminating in the Fleet Air Arm’s Seagull Mk II. From this, Supermarine developed the Seagull Mk V, flying a prototype on 21 June 1933. Orders came from Australia and the RAF, the latter renaming the type Walrus in August 1935, long before its first example flew on 18 March 1936. With 285 Walruses completed, Supermarine gave production over to Saunders-Roe late in 1939, releasing factory space for building Spitfires.

The majority of aircraft delivered for RAF ASR were therefore Saunders-Roe built, production continuing into January 1944, by which time 746 aircraft had been completed. In October 1941, 275 and 278 Squadrons took the first ASR Walruses into RAF service, with 277 and 276 Squadrons following by January 1942. In RAF service the Walrus was habitually known as the ‘Shagbat’, a moniker for which no explanation can be found.

Number 283 Squadron debuted the Walrus in overseas ASR service at Algiers in April 1943. Initially covering the North African coast, it subsequently moved into Italy alongside 284 Squadron. Meanwhile, 294 Squadron began flying Shagbats over the Eastern Mediterranean and Persian Gulf in September 1943.

The Walrus reached the Far East in February 1944, when 292 Squadron began covering Burma from Jessore, just as 269 Squadron began covering the mid-Atlantic out of Lagens on the Azores. The latter served until March 1946, withdrawing shortly before the Sea Otter replaced the Walrus in the ASR squadrons during April.

SPECIFICATION

SUPERMARINE WALRUS MK II

Powerplant one 775hp Bristol Pegasus VI radial piston engine

Length 37ft 3in (11.37m)

Height 15ft 3in (4.66m)

Wingspan 45ft 10in (13.97m)

Wing area 610sq ft (55.67m2)

Maximum speed at 4,750ft 135mph (217km/h)

Range 600 miles (965km)

Service ceiling 18,500ft (5,640m)

Armament one 0.303in Vickers K or Lewis machine gun in the bow, plus one or two similar weapons in the midships position for self defence

This Walrus is believed to have been serving either 276 or 277 Squadron. It was photographed at Warmwell, Dorset, on 8 January 1944.

Still the pace of aircraft development was outstripping the capabilities of the MCS fleet, however. RAF 200 proved triumphant, remaining in production until ST 324 was completed in 1940, but further designs were needed to suit the larger, heavier flying boats that were emerging.

In 1936, therefore, plans were made for a new 64ft high-speed launch (HSL), capable of accommodating a crew with living and workspace, and suitable for tender and rescue use. In the event, the RAF 100-class was an adaptation of a Royal Navy motor torpedo boat (MTB) evolved from a design developed by Beauforte-Greenwood, Lawrence and Scott-Paine and put to industry by the Admiralty, on the RAF’s behalf, in June 1935. A triple-engined craft capable of 35 knots, it accommodated a crew of eight and had space for a sick bay. The resulting HSL prototype for the RAF was launched in May 1936, departing for sea trials on 23 May.

The Air Ministry ordered numbers 101 to 114 for delivery in 1937, adding 115 and 116 in 1938, and 117 to 132 in 1939. In fact, production ceased at 121, the final 11 craft being completed in 1941 to a revised standard.

Seaplane Tender Mark I ST201 speeds down the Cattewater, passing a 10 Squadron, Royal Australian Air Force Sunderland moored at Mount Batten, Devon, in late 1940. Aircraftman Shaw, in reality TE Lawrence, used ST201 to train RAF coxswains during 1931.

INADEQUATE SERVICE

Terror had been visited upon the British public during World War I, as airships and giant bombers delivered their weapons against what were very often the wrong targets – navigation was difficult and bombing accuracy poor, generating random results that might hit a target of military or industrial value but might just as easily hit civilian housing. Later, the Allies took the offensive to Germany, attacking industrial and military targets in the world’s first properly planned strategic bombing campaign.

There was agreement among air warfare strategists that the bomber would be decisive in any future war and no doubt among senior officers at Royal Air Force Bomber Command that it would be sending bombers across the North Sea when it was called into action. Another theory, misguided as it turned out, was that the bomber would always get through, thanks to its combination of performance and defensive firepower.

Nonetheless, bombers were likely to be lost during a sustained campaign and some means of recovering their crews from the North Sea was required. Aircrew were costly, time consuming to train and tended to be more motivated if they felt there was a sporting chance of rescue in the event of ditching. It should be remembered that casualty rates in peacetime were high, through navigational error, equipment failure and human factors. Even during wartime, training and non-operational accidents were often as lethal, if not more so, than the enemy.

HSLs 122 and 142 were British Power Boat Company HSL 100 Type Two craft, similar to the original HSL 100, but 1ft shorter and equipped with turreted armament as standard. Completed to an early standard and photographed on 7 April 1941 off Dover, Kent, these boats have single 0.303in Vickers guns in each of their turrets. The Type Twos were nicknamed Whalebacks for their cabin and hull shape.

In December 1938, therefore, Air Officer Commanding (AOC) Bomber Command, Air Chief Marshal Sir ER Ludlow Hewitt called a conference, at which the inadequacy of MCS rescue coverage was addressed. Just six HSLs covered the east coast from Donibristle and Tayport, Fife, in the north, to Calshot, Hampshire, in the south, with a seventh boat assigned to Pembroke Dock, Pembrokeshire. A further challenge emerged in 1939, when the need was identified for 13 HSLs to serve abroad; individual boats had reached Aden, Basra, Kalafrana (Malta) and Singapore by the outbreak of war in September.

It was an expanded HSL fleet that enabled the MCS to give a good account of itself during the Dunkirk evacuation, although not through aircrew rescues. Working from Malta, HSL 107 provided rescue cover for Hurricanes making the hazardous overwater flight to the beleaguered island, ironically recovering an Italian pilot from the sea but no British personnel, at least officially, until 12 June 1940.

Back home, the RAF was engaged in the Battle of Britain, with no less than the end of the British way of life at stake. History records that Fighter Command was successful against the odds, but at the cost of many fighter pilots, a large number of whom were lost in the English Channel and North Sea. Those who were rescued gave thanks to a motley selection of civilian craft, RAF HSLs and other boats, Royal Navy vessels and Royal National Lifeboat Institution (RNLI) lifeboats. The RAF contribution included just 13 HSLs, three of which were generally unserviceable or otherwise unavailable – engine problems were frequent – while only ten covered the Channel and North Sea.

LOCKHEED HUDSON

In June 1938, the British Purchasing Commission in the US ordered a military version of the Lockheed 14 Super Electra commercial transport as the Hudson. It was intended as a navigation trainer for the RAF. The first example flew on 10 December and featured a bomb bay as well as provision for a reasonable defensive armament, regardless of its proposed second-line role.

Powered by the 900hp Wright Cyclone R-1820-G102A, the initial Hudson Mk I aircraft arrived in Great Britain on 15 February 1939, by which time the type’s training mission had been abandoned. Subsequent variants introduced revised powerplants, improved armament and performance increases. Although the Hudson was primarily a maritime reconnaissance and anti-shipping/anti-submarine type, some were also equipped to drop airborne lifeboats for ASR work.

At least two lifeboat-capable Hudsons served 251 Squadron from its Reykjavik base, while 269 Squadron operated similarly equipped Hudson Mk IIAs from the Azores between March and November 1944. Number 279 Squadron formed on the Hudson in 1941, operating Mk III, V and VI aircraft successively, and using them with airborne lifeboats from early 1943. Finally, the Hudson served 281 Squadron, alongside the Warwick, after its re-formation in November 1943. The RAF’s final Hudson operator, 251 Squadron, withdrew its last Mk IIIs in August 1945.

SPECIFICATION

LOCKHEED HUDSON MK VI

Powerplant two 1,200hp Pratt & Whitney R-1830-S3C4-G Twin Wasp radial piston engines

Length 44ft 4in (13.53m)

Height 11ft 11in (3.63m)

Wingspan 65ft 6in (19.99m)

Wing area 551sq ft (51.19m2)

Maximum speed at 15,000ft 261mph (420km/h)

Range 2,160 miles (3,476km)

Service ceiling 27,000ft (8,230m)

Armament two 0.303in machine guns each in fixed forward positions and dorsal turret, plus one 0.303in machine gun in a ventral position. Provision for two similar additional weapons in beam positions; up to 1,000lb of bombs and other stores

This dramatic photograph was taken during the evacuation of the British Expeditionary Force from Dunkirk in June 1940. It shows a 220 Hudson over the beach, with burning oil tanks in the distance. A general reconnaissance unit, 220 added ASR to its duties later in the war.

Malta’s air-sea rescue provision initially comprised only HSL 107, seen here moored in January 1941.

In the last three weeks of July 1940 alone, 220 RAF aircrew went missing or were confirmed killed at sea, 260 more joining them by the end of October, at which time the Battle of Britain was transitioning into the Blitz. The losses and the country’s inability to reach survivors were shocking. A Sea Rescue Organisation was established in August 1940 to coordinate rescues in the Channel and North Sea, much of the task falling to RAF Coastal Command.

Meanwhile, the Luftwaffe’s air-sea rescue organisation was setting an exemplary example. Employing a useful mix of vessels and seaplanes, plus German navy E-boats, it also had fixed ‘floats’ at mid-Channel, moored to provide refuge and life-saving equipment at known locations towards which hapless pilots could steer before ditching. Interestingly, both sides worked hard throughout the war to rescue airmen, regardless of nationality.

Coastal Command quickly realised that providing a casualty with flotation equipment, rations, medical supplies and survival gear might dramatically improve their chances of survival. The so-called Thornaby bag was developed along these lines at Coastal Command’s Thornaby base and is notable not only for its life-saving contribution but also the move towards delivering rescue, or at least part of a rescue, from the air. Air-sea rescue was evolving. Thornaby introduced its fabric bag in 1940 and RAF Bircham Newton followed with its ‘barrel’, produced from bomb parts and a cylindrical container, with similar contents.

At RAF Lindholme, the station commander, Group Captain Waring, and his team took the concept a stage further, incorporating a self-inflating dinghy into a 500lb bomb tail section and attaching it by ropes to four 250lb bomb sections containing other equipment and supplies. Pilots were expected to swim to the dinghy, and then haul in the other containers once safely inside. The crews of larger aircraft, bombers and Coastal Command patrol aircraft, enjoyed the slim comfort of knowing their aircraft carried a dinghy and other emergency equipment, but the Lindholme gear and any other help from the air were always reassuring.

But the air-sea rescue service in late 1940 lacked a key ingredient: coordination between RAF commands. No matter how many HSLs were available, there would be no real improvement in efficiency if their crews had little idea where they were needed.

In recognition of this fundamental problem, 24 January 1941 was set as the date for the appointment of a Director of Air Sea Rescue Services (ASRS). Since the organisation was schemed as a joint RAF/Royal Navy effort, its first director was Group Captain Croke of the RAF, while his second in command was Captain CL Howe of the Royal Navy. The ASRS directorate’s headquarters were established alongside that of Coastal Command at Northwood, Middlesex.

Originally formed from Dutch personnel, 320 Squadron began flying the Hudson Mk I on ASR sorties early in 1941.

WESTLAND LYSANDER

Known without exception as ‘Lizzie’ to its crews, the Westland Lysander replaced the Hawker Hector biplane with the RAF’s army cooperation squadrons, beginning with 16 Squadron in May 1938. The type had first flown on 15 June 1936, and served extensively in France with the British Expeditionary Force Air Component from September 1939.

Apart from their primary reconnaissance and artillery spotting missions, the Lysanders engaged advancing German troops in brave bombing attacks for which they were ill-equipped – 50 were shot down during the Battle of France. With France effectively lost, the surviving Lysanders were flown home during May, covering the Dunkirk evacuation beaches from stations in England.

The Lizzie continued on the front line at home and overseas, particularly with the 12 UK-based squadrons assigned anti-invasion patrol duties. These continued into December 1940, by which time the Lysander’s home-based army cooperation role was drawing to a close. With Curtiss Tomahawks and North American Mustangs replacing it, the type was assigned air sea rescue, special duties and target-towing roles.

When Lysander production ceased in January 1942, some 1,366 machines had been completed, in several versions: Bristol Mercury XII-powered Mk I, Mk II (Bristol Perseus XII) and Mk III/IIIA (Mercury XX or XXX). Compared with the Mk III, the Mk IIIA introduced a twin-gun mount for the observer’s defensive armament, and it was this variant that made its way to 275 and 278 Squadrons for ASR duties.

SPECIFICATION

WESTLAND LYSANDER MK IIIA

Powerplant one 870hp Bristol Mercury XX or XXX radial piston engine

Length 30ft 6in (9.34m)

Height 14ft 6in (4.45m)

Wingspan 50ft (15.24m)

Wing area 260sq ft (24.15m2)

Maximum speed at sea level 209mph (336km/h)

Range 600 miles (965km)

Service ceiling 21,500ft (6,400m)

Armament two fixed forward-firing 0.303in Browning machine guns with 500 rounds per gun, plus two similar weapons in the rear cockpit for self defence

RAF AIR SEA RESCUE SERVICE

On 6 February 1941, the Directorate of Air Sea Rescue Services (ASRS), which later became the RAF Air Sea Rescue Service, was assigned three primary tasks:

· To coordinate all sea rescue operations for aircraft and aircraft crews

·