Stringbags in Action

By the same author

The Royal Navy Today

The Russian Convoys

British Sea Power

The Rescue Ships (with L.F. Martyn)

The Loss of the Bismarck

The Arctic Convoys

Operation Neptune

The Story of HMS Dryad

The Attack on Taranto

First published in Great Britain in 1973

The Loss of the Bismarck

First published in Great Britain in 1972

Reprinted in this format in 2010

By Pen and Sword Maritime

an imprint of

Pen and Sword Books Ltd

47 Church Street

Barnsley

South Yorkshire S70 2AS

Copyright © The Estate of Vice Admiral B.B. Schofield, CB, CBE, 2010

ISBN 978 1 84884 388 2

ISBN 978 1 84468 267 6 (ebook)

The right of Vice Admiral B.B. Schofield to be identified as the author of this work has been asserted in accordance with the Copyright, Designs and Patents Act 1988.

A CIP record for this book is available from the British Library

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Contents

Foreword

The Attack on Taranto 1940

Introduction

PART I

1   The Mediterranean 1939–1940

2   Operation Mike Bravo Ate (MB.8)

3   The Plan of Attack

4   The Attack Goes In

5   Taranto Night and its Aftermath

6   The Avengers

Epilogue

Plans

The Attack on Taranto, 11 November 1940

Movements of Forces during Operation MB.8

HMS Illustrious showing bomb hits and near misses on 10 January 1941

PART II

Appendices

I       Honours and Awards

II      Summary of Torpedoes fired during the Attack on the Italian Fleet at Taranto, 11/12 November 1940

III    Summary of Ammunition Expenditure by Italian Shore Defences

IV    Fleet Air Arm Personnel taking part in the Attack on Taranto

V     Details of British Naval Aircraft

VI    Details of German and Italian Aircraft

VII  Ship’s Data (British)

VIII Ship’s Data (Italian)

Notes

Acknowledgements

Select Bibliography

The Loss of the Bismarck 1941

Introduction

PART I

1   Moves and Countermoves

2   British Home Fleet Sails

3   Action and Reaction

4   Pursuit

5   26 May – Bismarck Relocated

6   The Final Phase

PART II

Appendices

I       List of Flags and Commanding Officers and Ships Taking Part in Operations Against the Bismarck

II     Ship’s Data (British)

III    Ship’s Data (German)

IV    Air Data

V     Torpedoes Fired at Bismarck

VI    Ammunition Expended During the Final Action Against Bismarck, 27 May 1941

VII     Honours and Awards

Diagrams

1   Operation Rheinübung 23 May 1941. The sighting of the Bismarck

2   Plan of action between HMS Hood and Prince of Wales and the German ships Bismarck and Prinz Eugen on 24 May

3   Bismarck lost after torpedo attacks by Victorious’ aircraft

4   Movements of British Forces after losing touching with Bismarck 0800-2000 on 25 May

5   Bismarck relocated, movements of British Forces from 1030 on 26 May

6   Final action against Bismarck on 27 May

Notes

Acknowledgements

Select Bibliography

Foreword

My Stringbag flies over the ocean,

My Stringbag flies over the sea.

If it weren’t for King George’s Swordfish,

Where the hell would the Royal Navy be?

The popular lyric sung by Fleet Air Arm pilots to the tune of ‘My Bonnie Lies over the Ocean’ during the Second World War makes a valid point. Without the legendary Swordfish plane, the Royal Navy would not have retained its mastery of the seas. Threatened by the Italian Navy in the Mediterranean and German submarines in the Atlantic, if Britain was to prevail in the inevitable naval battles to come, it was essential to have the ability for aerial attack.

‘Stringbags in Action’ tells the story of two major events in 1940 and 1941 – the attack on Taranto and the sinking of the Bismarck - in which the Swordfish played a significant role. With a cruising speed of less than 100 mph, the slow-moving bi-plane had been built in the 1930s by Fairey Aviation Company. Designed to spot the fall of a warship’s gunfire, with a torpedo strapped under the fuselage, the plane was effective both in naval reconnaissance and as an aerial torpedo bomber. Officially called the Fairey Torpedo-Spotter Reconnaissance, with space-saving folding wings, it was given the name Swordfish; the bracing wires between the wings, and its ability to carry an assortment of pieces of equipment - like a housewife’s shopping bag - also meant that the Swordfish was affectionately called a ‘Stringbag’ by the brave young men who flew in it. Against its deficiencies, it surpassed the speedier monoplanes by being easy to handle and was relatively resistant, both against attack and in seaborne sorties in adverse weather conditions. ‘Although obsolescent when the war began,’ writes my father, B.B. Schofield, ‘the Swordfish remained operational throughout the war and proved its value in anti-submarine warfare many times over.’

After Italy’s entry into the war in June 1940, Swordfish planes, based in Malta, started to attack Italian shipping in the Mediterranean, sinking on average 50,000 tons of shipping per month. Then came the ambitious plan to attack the Italian fleet based in southern Italy in the harbour of Taranto. Twenty-one Swordfish planes were used ‘on which,’ my father writes, ‘the success or failure of the operation depended.’ The following year, the German battleship, Bismarck, embarked on her first and only mission, leaving the safe haven of the Baltic Sea with the heavy cruiser Prinz Eugen. With a speed surpassing any of the British battleships, the Bismarck posed the greatest threat yet to Britain’s merchant shipping. Once intelligence reports were received that she was heading for the Atlantic, the British Home Fleet seized the opportunity to deploy a large force, involving Royal Navy battleships, destroyers, cruisers and aircraft carriers, to attack her. After the disastrous sinking of HMS Hood, the pursuit of the Bismarck became an epic battle to find and destroy her, before she could reach safety in the French port of Brest. Yet again, the Stringbags were in action.

Victoria Schofield, 2010.

The Attack on Taranto

1940

Introduction

It is not really surprising that there was a great deal of opposition to the introduction of aircraft into the Royal Navy. The Service had only recently adjusted itself to the revolutionary change from sail to steam and, at first it appeared that here was yet another invention threatening to cause a new upheaval. So when, in March 1907, the Wright Brothers offered the Admiralty the opportunity of acquiring the patent rights of the flying machine in which, three years previously, they had made history by achieving the first sustained flight, it was politely declined. Almost alone amongst senior naval officers of that period, the First Sea Lord, Admiral Sir John (later Lord) Fisher realised the possibilities of this invention. A year later he sent an officer, Captain (later Admiral Sir) Reginald Bacon, to France to report on the first international air race which took place at Rheims. In that year Louis Bleriot flew across the Channel and Britain’s insular security was breached. Fisher could see, in the ability to fly, a means of obtaining intelligence of the disposition of an enemy fleet both in harbour and at sea and it was natural that, at first, the lighter-than-air ship appeared more suited to this role than the heavier-than-air craft. The German Navy was of the same opinion and gave Count Zeppelin every encouragement with the development of the famous rigid airships named after him.

The first British naval airship was the 512ft (155½ m) long Mayfly. She took two years to build but she had a life of only four months, being caught by a gust of wind and destroyed as she emerged from her hangar on 29 September 1911. The disaster somewhat dampened the Navy’s enthusiasm for aviation and it was due to two members of the newly formed Royal Aero Club, Francis McLean and C.B. Cockburn, who offered to lend the Admiralty aircraft and teach selected officers to fly, that the spark was rekindled. In response to a call for volunteers over 200 names were sent in, but only four were chosen, subsequently increased to five, and all gained the Royal Aero Club’s Aviator’s certificate within six weeks of commencing training. Meanwhile another officer, Commander Schwann, who had been connected with the building of the ill-fated Mayfly, had bought an aircraft with private funds which he had fitted with floats and with which it was demonstrated that an airplane could take off and land on the water. The enthusiasm of these early aviators soon led to flights being made from special platforms erected on warships and also to the construction of seaplanes. The Admiralty, now impressed by all these activities, was moved to set out the duties which they considered naval aircraft should be capable of performing. These were:

Reconnaissance of enemy ports;

Reconnaissance of the area surrounding a fleet at sea;

The location of submarines;

The detection of minefields;

Spotting the fall of shot for the guns of the fleet.

The year 1912 saw the beginning of the Naval Air Arm. In November of the previous year the Prime Minister, Mr Asquith, invited the Committee of Imperial Defence ‘to consider the future of aerial navigation for both naval and military purposes; the means which might be taken to secure to this country an efficient air service; and also whether steps should be taken to co-ordinate the study of aviation in the Navy and the Army.’ A technical sub-committee, appointed to consider the matter, recommended that a single service be formed to be known as The Royal Flying Corps, which would comprise two wings, one naval and one military, and the formation of an Air Committee of twelve members. A central pool of pilots was to be created, drawn from officers of both services, trained at a central school and available for duty with either of them. These recommendations were approved by Parliament on 11 May 1912.

The Admiralty at once objected to the interchangeability of pilots because of the very different conditions pertaining to operations over the sea and the land. Thanks to the eloquence of the First Lord, Mr Winston Churchill, the Cabinet was won over to the Admiralty’s point of view and on 1 July 1914 the naval wing of the Royal Flying Corps formally assumed the name by which it had already become known - The Royal Naval Air Service - and became an adjunct to the Royal Navy. While these deliberations had been in progress, the naval aviators had been considering the problem of bombing ships and flying off them under way, and they had made considerable progress with both of them. Also, thanks to Mr Churchill’s ready support, the new service was steadily expanding, so that when war broke out in 1914, the RNAS could boast of seven airships, 52 seaplanes and 39 aircraft with a personnel strength of approximately 138 officers and 600 men. As the Royal Flying Corps was now part of the Army and would therefore have to accompany it to France, the RNAS was made responsible for the defence of Great Britain from air attack, a task for which it was not really suited and which later was partly responsible for its undoing.

Meanwhile, the Admiralty had discovered that seaplanes lacked the range to carry out their primary duty of scouting ahead of the fleet and in consequence would have to be carried in ships to the scene of operations. This led to the conversion of the old cruiser, HMS Hermes, and certain selected merchant ships into seaplane carriers. They were equipped with facilities for servicing the seaplanes and for hoisting them in and out. From the start, the German Zeppelins were made a priority target by the Government because of their ability to drop bombs on Britain and also because they were used by the German Navy for reconnaissance of the North Sea. As a result, plans were worked out for attacking the Zeppelins from both sea and land in their sheds in various parts of Germany. In order to reach some of the more distant ones RNAS aircraft were sent to Belgium from whence, after two unsuccessful attacks, they succeeded in destroying one, the Z.9, at Dusseldorf. An attack on Cuxhaven, although doing little damage, induced part of the German fleet to move to the Baltic. All in all the first four months of war vindicated the faith of those who believed that aircraft would be able to make a useful contribution to the war at sea, despite the fact that the German fleet had been somewhat coy in showing itself.

The Admiralty, to which Fisher had now returned as First Sea Lord, had, under his dynamic direction, embarked on an extensive programme of expansion of the RNAS, especially since the U-boat menace was beginning to make itself increasingly felt. It appeared that one way to get on top of it was to bomb the submarines in their lairs, but it was not long before it was discovered that such a form of attack was singularly ineffective. As an alternative, some small non-rigid airships were built to patrol the waters around the British coast in which the U-boats were operating. These, at least, had the effect of making it more difficult for the U-boats to operate on the surface and sink ships by gunfire, and it also enabled their positions to be reported so that surface craft could be sent to hunt them.

The Zeppelin raids on Britain once again focused attention on the need to find ways and means of destroying them and the RNAS gained its first Victorian Cross through the action of Flight Sub Lieutenant Warneford. While flying a Morane aircraft he destroyed LZ.37 in the air over Belgium. However it was apparent that seaplanes were not as suitable as land planes for attacking airships since they did not have as good a rate of climb, the secret of success being the ability to rise above the airship and attack it from there. The Commander-in-Chief of the Grand Fleet, Admiral Sir John (later Admiral of the Fleet Viscount) Jellicoe, was also asking for aircraft fitted with radio to scout ahead of the fleet, but, as mentioned, the poor endurance of the seaplane was a handicap and the available seaplane carriers were not fast enough to keep up with the fleet. In an endeavour to comply with his request, the Admiralty acquired a former Cunard passenger ship, the Campania, and fitted her with facilities for operating seaplanes, but two more years were to elapse before the problem of operating wheel-fitted aircraft from ships was to be solved satisfactorily.

Abroad the RNAS was adding to its laurels in support of operations at the Dardanelles and history was made when, on 12 August 1915, Flight Commander C.H.K. Edmunds, in a Short seaplane with a 14in (356mm) torpedo slung under its fuselage, released it against a 5,000 ton Turkish supply ship lying off Injin Burnu. The ship listed and sank. The success was repeated in double measure five days later. On 19 November the service gained its second Victoria Cross when Squadron Commander R. Bell-Davies, flying a single-seater Nieuport aircraft, alighted in enemy territory and, under fire, successfully rescued the pilot of another aircraft which had been obliged to force land.

Another type of operation involving the use of aircraft took place off the coast of German East Africa where the cruiser Königsberg, after a brief cruise as a raider in the Indian Ocean, had taken refuge in the delta of the Rufigi River beyond the range of the guns of a watching British cruiser. She was ultimately destroyed by fire from shallow draft monitors assisted by spotting corrections passed from a Short seaplane brought from Bombay and flown by Flight Lieutenant J.T. Cull with Sub Lieutenant H.J. Arnold as his Observer.

The heterogeneous collection of aircraft, with which the RNAS was now equipped, was creating difficulties of maintenance and spare parts, and early in 1916, the Admiralty set about re-organizing the whole service. It was decided to concentrate on three main types of aircraft, viz. a large bomber with a range of 300 miles, able to carry a bomb load of 500lbs (227kg); a fast single-seater fighter with a high rate of climb and armed with a machine gun firing through the propeller; and a seaplane capable of carrying a torpedo. At the same time, attempts were to be made to design more powerful engines and better radio sets. Fortunately too, at this time, it was decided that the Royal Flying Corps should relieve the RNAS of responsibility for the air defence of Great Britain.

In March 1916, it was decided that an attempt should be made to discover and destroy the Zeppelin sheds thought to be located at Hoyer, a small town on the Schleswig-Holstein coast, opposite the island of Sylt. The seaplane carrier Vindex escorted by the Harwich Force of cruisers and destroyers was selected for the task and was supported by the battle-cruiser force. Although three out of five seaplanes which took part in the attack failed to return, and the Zeppelin sheds were further inland at Tondern, the raid caused the High Seas fleet to raise steam and almost precipitated the fleet action which took place two months later off the coast of Jutland. In this action, which occurred on 31 May, the Germans had planned to use their Zeppelins but were prevented from doing so by the unfavourable weather conditions. Both the British Grand and Battle-cruiser Fleets had seaplane carriers attached to them. Just before the action began, the Engadine, attached to the former, launched a seaplane which sighted and shadowed a part