Part one

A V Roe, known from aviation time immemorial as AVRO, at the cessation of hostilities in 1945, had some experience of Maritime Reconnaissance  aircraft design and production; these ranged from the Anson to converted Lancaster ASR Mk 3s,. which could – and did – carry an Airborne Lifeboat. This was promising, and ever like most things promising for Coastal Command, was severely compromised when many were converted back to General Reconnaissance variants, in order to make up a shortfall in that field.  Meanwhile, while our cousins in Bomber Command were re-equipped with four-engined heavies, we in Coastal got their cast-off Whitleys and Wellingtons and a smaller number of Liberators. The latter having four engines, were fairly soon claimed by Bomber Command.

With early marks of  ASV coming into service, the construction of the Wellington meant that the nose-mounted radar could only operate over a 60 degree arc ahead of the aircraft. Being Coastal, 60 degrees was better than nil degrees, and that rather unsatisfactory compromise was what we got, together with the Leigh Light wing mounted searchlight to illuminate  the target ( while providing an aiming point of the aircraft for surface weapons). Improved marks of ASV were appearing, but Bomber snaffled the latest ones, as H2S,  again at the expense of Coastal. However, with U-boat kills and denial of the surface by aircraft increasing,  a  new Air Staff Requirement was issued, too late for WW2 of course, for a new land-based Maritime Reconnaissance aircraft. This culminated in Specification  R5/46, which became the Shackleton GR Mk 1, Type 696.

Originally to be known as the Lincoln  Mk 3, due to its main Spar and wing ancestry, but ‘fatter’ shorter and much more powerful, it was named the Shackleton by Roy Chadwick, who had joined the infant A V Roe as a draughtsman in 1911 aged 18, and rose to become Chief Designer, collecting the CBE, and qualifying as an MSC, ERSA, FRAeS and AMCT over the years. The first prototype VW126 made its first flight on 28 March 1950, with Jimmy Orrel (an ex Halton ‘brat’) at the controls . Sadly, Chadwick did not live to see that  first flight of the Shackleton; he was killed aged 54 in 1947 in the prototype Tudor Mk 11 in the first accident identified  clearly caused by  Murphy’s Law. The aileron controls had been reversed after  the aircraft was serviced.

Did their Airships know what they were starting? Not all the stuff about airframe numbers and issues, but the people. Coastal Command had been long in existence. Now a new breed of aircrew was in the making; the Shackforce. Although as squadrons re-equipped with Shackletons, progressing from Mk 1 and Mk 1As to Mk 2, ( and then back again as did 204 in 1959), and then, to some, Mk 3s of various phases, an ever increasing number became Shackleton men – and very many of them forever. How about us, and some of the little known facts and fallacies about the Shackleton and its interface with those who flew it – and who strangely enough look back to those times with fond nostalgia, some wryness and, possibly, a great feeling of relief for some when it was all over?  I write these words of what may be long known to many, but may perhaps be illuminating to the other members of our Association. There is more to tell than semi line-shoots overheard in certain bars after a drink or six.

Of course, we all know the difference between Mks 1, 2 and 3, and even some of the various phrases, don’t we? However, I am asked, what was the difference between Mk 1 and Mk1A? We didn’t have all that Phase stuff then. Well, typically of the marque  (I know, I know) the Mk 1 had DIFFERENT ENGINES in the inboard and outboard nacelles! AND, they were not interchangeable. Honestly! Our older, trusted engine men may remember the Griffon 57 and the 57A. Anyway, after modification  to production line Marks, and retrofit modification to the engine nacelles of  the Mk 1s already in service, we had as close to a standardisation principal as  was probably ever experienced by the Shackforce, with several  squadrons!

Specification 42/46, issued to cover production aircraft, actually officially changed the designation to Maritime Reconnaissance (Maritime recce for the benefit of those without spellcheckers) and the aircraft hence forward became MR1’s, MR1As and so on, possibly making it  slightly less likely that they would be snaffled by Bomber Command for tasks such as Colonial Policing (Kenya, not Arabian Gulf, as by the time of the Radfan rebels problem, colonial policing had been assigned to Coastal). Naturally, these changes  quickly brought about the development of the more robust Griffon 58, which powered the Mark 2 aircraft, which had 20mm cannon in a fixed nose turret, replacing the originally planned fixed cannon housed in ‘cheek’ barbettes each side of the nose,  a  tail rear observation (and quiet kipping position), retractable twin tailwheels and other less significant changes. 

                                                        

If really interested in exactly who got what, when and why, refer to Aircraft Profile No 243, by Peter Howard, published by Profile Publications. Also the excellent ‘Avro Shackleton’ by Barry Jones, an expensive tome from the Crowood Aviation Series, albeit with a few incorrect statements, (you must ask, and I will tell) and ‘Shackleton at War and Peace, by John Chartres, published by Ian Allan Ltd. These volumes give all the facts,  figures and dates, with not a few pictures. However, for instant reference and to settle a few differences of opinion, the first squadron to get the Shack was…….no, NOT you lot with a short(ish) squadron number (we all know who you are, rhymes with ‘who?))  but 120! On 3rd April 1951 VP 258 was delivered to 120Sqn at Kinloss. As a suitable reward, the squadron was moved to Aldergrove leaving a nucleus which became 240Sqn in 1952 and receiving  VP255.  269Sqn then at Gibraltar received VP256 in February 1952, and as a punishment, the whole squadron was moved to the cooler climes of Ballykelly, (where it remained until renumbering as 203 some years later with Mk 3s.) 

PART 2

Around the time of the early 50s, , investigations started regarding the exhaust tail pipe problems that were emerging; most of Mk1 and 2 veterans can remember ‘losing an exhaust stub’ when one of the short exhaust ‘stub’ pipes either became detached or burned through. As a result the engine had to be shut down and sorties aborted. When the offending exhaust was outboard of the nacelle, there was some quite interesting and potentially dangerous burning of the cowling. It looked quite spectacular in some cases at night. Although some time in delivery and fitment, the new exhaust tail pipes not only got round this problem, but also, to some extent, reduced the blackening of upper wing surfaces, and, it was rumoured, slightly reduced noise levels.

A note here about noise levels: The pre-production Shackletons included fairly copious noise deadening inside the fuselage. Naturally, as this was Coastal, it was not present in models delivered to squadrons, causing dismay, if not astonishment to those who had been aware of the promised land. Who knows, the famous Shackleton Ear syndrome may not have developed had it remained, but as a lucky recipient of a gratuity in compensation for my loss in hearing acuity in the 4 – 8 kHz range, of between 1 and 5%, I was quite pleased; I needed to retain a Civil ATCO Licence! It is believed that some persons, not bound by similar strictures, ‘heard very little indeed’ during the acoustic tests, and received a Tax free, Index linked ‘war pension’ of about £3.5K p.a. (1980 level). However, my Certificate of being a ‘War Pensioner’ does get me, even now, into museums in France and the USA free, and even half price green fees at some golf courses in those countries. If you have a similar – or more grandiose certificate, give it a try, especially if accompanied with silver topknot! The mention of noise levels brings to mind an incident of an overspeeding prop just as we lifted off in WB825, a Mark1. The revs went up to over 3200, the noise was deafening, with the prop tips possibly making the supersonic crackle of half a dozen Harvards, but over it we heard Don Wimble and Noman Skivington (pilots) sort it out. ‘Nose up – reduce to 125 kts’ will forever be engraved on my mind. It was the correct drill and revs on the now windmilling prop were brought down to about 1700 – the prop would not feather, and we made an overweight landing. A pity that that this particular overspeed drill was apparently not taught and later used on other similar incidents, which resulted in serious accidents and loss of life. Mind you, with the noise, and resulting difficulty in maintaining full control, the pilots certainly did not have time to refer to Notes.

Some shortcomings of the Mk 1 variants were emerging. Also, we did not have enough of them, and 36 Sqn at Topcliffe and 217 at Kinloss were equipped with Neptune P2V5s as a stop gap, pending delivery of more Shackletons. However, the situation was exacerbated in later years, when the Americans, in a fit of pique about the Suez adventure in 1956, demanded their Neptunes back, earlier than had been originally planned and agreed. (It was not their war, so they were not going to play). Anyway, an amended Requirement had been issued in high hopes of solving all the Shackleton Mk 1 problems in 1950, and the first true prototype Mk 2 flew in June 1952. This was after several ‘modded’ Mk 1 experiments had helped the evolutionary process. The first ‘real’ Mk 2 and the only real prototype, was WB833, getting airborne from Woodford on 17 June 1952. This aircraft had the 20mm nose turret guns and the mid-upper, so beloved of former air gunners turned signallers. As I write these words, I can see on my study wall, a Water Colour of just such an example, painted by Tony Dowling and wearing the markings of ‘D’, WL 727, of 42 Squadron, dated 1983. That must have been the date of the painting, not the operation of the aircraft.

An order for twenty (more) Mk 1 aircraft was amended half-way through delivery to Mk 2s, after about 20 Mk 1s had been built. ( Note: I was not married at that time, but had I been, I would have been convinced that my mother-in-law was, and had been for some time, Head of Procurements at the then Air Ministry)…… A later, new Order, was then made for lots more (40 is rumoured) Mk 2s. The first of the new batch, WL737 flew on 17 November 1952. At that time, NONE of the ten already built had yet been allocated to Squadrons! It was a bit like those television cooking programmes - ‘now here is one that we built earlier’ – but nobody getting to taste the new job. Eventually, bodies like Manby , Boscombe Down, Farnborough etc, gave up some. Only two, WG 557 and 558, went direct to squadrons; after which we had to wait for the WL series of Mk 2s. This took some years of trials and faffing about by my Ma-in Law.

Eventually Mk 2s were delivered to 38, 42,120, 204, 206 and 210 Sqns. It is interesting to note that the thirteenth aircraft of the latest batch of that time, WL749, which was issued to 120 Sqn at Aldergrove on 20th April 1953, was probably the shortest-lived squadron aircraft. On 14 May of that same year, it was landed short of the runway at Aldergrove; its port undercarriage collapsed and the aircraft finished its operational life in the runway controller’s caravan (no injuries apart from the customary bruises from being pushed out (of the way) by large, frightened crew members). The aircraft was struck off charge immediately and became an airframe for component spares, although without the more insidious Christmas Tree syndrome. 205 Sqn, who had re-equipped from Sunderlands to Mk 1 Shacks, also got Mk 2s, but I don’t know when. Similarly, 37, moving from Malta to Aden, went through the change (ma-in-law again) before leaving Malta, some time in the late 50s, but the dates escape me. Until I joined 38 in late 1962, I had been instructed by old hairies not to have any truck with squadrons with only two digits to their number; something to do with ‘that lot wot got the railway engine plaque for a time’, I think. Anyway, the result was a bit of a hotchpotch of Mk1s and 2s, so by 1954, ‘it was decided’ to rationalise to ‘one squadron, one type’ philosophy. This certainly did not work out everywhere. 220, in 1956/8 and 204 in 1960/2 had mixtures of 1s and 2s. See later for exciting news about when 220/201 started getting Mk 3s.

PART 3

Meanwhile, development on ancillary equipment had progressed, albeit on a somewhat piecemeal basis. Saunders Roe, still very much in ‘boats’ mode, between 1952 and 1957, built about 50 airborne lifeboats for carriage by Shackletons. They were attached through a single point hole in the bomb bay, and a cluster of 4 parachutes was intended to provide a soft, bows up, landing on the water. There are two points of particular personal interest to myself here that I cannot resist recounting. I was working at the RAE Farnborough throughout 1952, on parachute and ejection seat R & D. It befell my lot to go flying in this strange aircraft – (when I first met the late Bob Becker, who was the Flight Engineer. We mostly operated  with Lancs, Halifaxes and  Hastings, and he was the Eng for all of them).  I observed, and operated recording equipment when we dropped the lifeboat off Felixstowe. It appeared to go OK, but after that the trials were transferred to Manby; Felixstowe was  obviously much to up-market for us.

The other point was the Vincent 500cc motorcycle engine that was fitted to the lifeboat; In 1955, I bought, at enormous expense, a Vincent HRD 500cc motorbike, fitted with that model engine, and I would never have let it even get wet with sea water, let alone be party to dropping it in the oggin. I also went to the 1953 Farnborough show (ticket from my old department, as I was now a prospective demi-god in blue aircrew trainee), and I saw a white  Mk 2 Shack do a fly past, with airborne lifeboat underneath  and engine numbers 1, 3 and 4 stopped with feathered props. I think that they dived in during the feathering cycle and restarted  on the climb-out, but it looked very impressive. Many years later I learned about which engines had the hydraulic pumps, which explained why it was number 2 still under power. That was less impressive than having only an outboard running, but a certain nastiness  at a flying display in Gib, many years later, in 1957,  took the ‘more impressive’ theme a bit far. I am reliably informed that ‘the noise and the people’  was worse than D-Day. However, I digress; the airborne lifeboat idea lost favour and Lindholme Gear was introduced, initially with three containers and later marks with two.

There had never really been euphoria about Shackletons while they were in service, but even their Airships, some of whom had risen from Shack men, accepted that it was not really an ideal aircraft from the crew point of view for 15 hour +  flogs. Noisy, gloomy, ergonomic nightmares, sods to land gracefully and, the source of ‘informed criticism’, physiological tests showed that crews were comfortable on less than 1% of their entire trips! It was thus decided in November 1953 that the balance of  Shackleton orders would be filled by a redesigned aircraft, and this became the design of the Shackleton Mk 3. Design changes were sufficiently radical enough to merit a new type number. Goodbye Avro Type 696, and hello to Type 716. To fully justify the changes, investigations by the Institute of Aviation Medicine were made with (eager?) co-operation of 240 Squadron. Surprise, surprise, it was found that intensive flying in the Mark 2s caused great loss of efficiency, buzzing in the ears and sleeplessness (when not flying, one presumes). Urgency was therefore  accorded to the Design and Development, especially as the last Sunderlands were due to be pensioned off at the end of their fatigue lives.

Avro really got their fingers out, and after normal ground testing, the Mk 3 prototype, WR970, made its maiden flight from Woodford on 2 September 1955, taking part in the SBAC show at Farnborough three days later. By now, Avro was becoming part of the Hawker Siddeley Group, although it would always be referred to as the Avro Shackleton.. Following the emergence of poor stalling characteristics, especially with the bomb doors open, further tests were carried out from Woodford.  Some three months after the first flight of the prototype, in a tragic accident, killing the four Avro test crew on board, the prototype was lost during stall tests,. It was surmised that in a full stall, the aircraft dropped a wing, became inverted and the engines stopped.  Subsequently, stall warning equipment in the form of a stick shaker was installed, and stringent measures were developed for C of G limitations. It had been found that with a C of G of more than about 4’6” aft of the datum, the aircraft could become unstable, wallow and become liable to easily stall (OK, Engineers, the distance may not be exact, but that was the principle). When nose guns were not fitted, concrete ballast was sometimes placed in the nose.

 PART4

Another feature now entered the Mk 3 Shackleton story. The South Africans had been looking for a Sunderland replacement and had decided upon the Shackleton, Following the development progress, and with greater interest in the Shackleton that had derived from experience of goodwill visits by Mk 2 equipped squadrons (42 and 204, I believe), the South African Air Force (SAAF) in March 1994, placed an order for eight Mk 3 aircraft, for delivery in 1957. In February of that year, the SAAF contingent underwent intensive familiarisation with the type at Woodford, and then, after the first flights of the first two of their allocation, they took them  to St Mawgan on 21 May and participated in a joint exercise with Coastal Command. I can vouch that members of the then 220 Sqn, who hosted the SAAF, felt considerable chagrin at seeing the first Mk 3s being flown by and delivered to another nation.

The Mark 3 could even be described as a smooth and handsome aircraft. An improved canopy, getting away from the old war-time styled cockpit appearance, Tricycle undercarriage, with twin, smaller wheels, Nosewheel steering , tip tanks, nose hatch, it looked purposeful on the ground.  Maxaret brakes and power assisted controls made it popular with most pilots. The Maxaret brakes (also) worked through the Parking brake. We noted this on landing a new delivery from Woodford, with the Parking brake on. It was probably the shortest landing run ever, and a super method of clearing up all the loose articles – rivet heads, split pins, bits of wire etc – that were in the aircraft. They were deposited ready for collection in the nose bomb-aimers position. Apart from that, landings were as a matter of routine so smooth that the pilots no longer got caustic comments from the back. After a couple  of  Mk 3 conversion first trips,  captained by  one Flt Lt Holmes, a genuine  Shackleton expert and owner of probably the best collection of Shackleton photographs in existence conversion of many of the 220Sqn pilots was carried out by our captain, Don Wimble, in October 1957.

Teething problems arose with the new Mark. At the drop of a hat, I can, and will, tell about landing with the  nosewheel unlocked on two consecutive trips, but that has appeared before. It was reported elsewhere as due to hydraulic failure following leaks, but it was certainly not (Ask Felix Smith, verified by the late Roger Bowen and the pilots who were actually on the trips concerned). One cause was found to be slight airframe distortion in the nosewheel bay, with the result that once unlocked for ‘wheels up’, the nose wheel could not be locked down again, as the geometric lock could not function. The second one had been set up with insufficient ‘override gap’ for the geometric lock to be made. Neither failure had anything to with the hydraulics, but, on the first one, we had to follow the drills and try emergency air. All that did was to leave insufficient residual hydraulic fluid in the system to get full flap down…… We also had to land downwind, due to fears that we would go off the other end and explore the valley; while landing downwind, we had lots of overrun at Trebelzue.  Next time, no Emergency Air, and came to rest before the end of the runway, well short of Trebelzue. There were several other instances of nosewheel problems later, and a new drill was introduced whereby the Eng had to keep feeler guages in his trusty Eng bag (instead of his car toolkit at home), and check, every so many landings, that the override gap in the gear had not reduced below a specified figure. I do not know if this was still in force after 1960; perhaps some of the Engineers can let us know.

Another phenomenon, not at all welcome, that arose, was the odd engine fade/failure on take off (and at other times, too). A bit hairy, making our crew glad of Don Wimble (captain), ex NCO, and Norman Skivington, then a F.Sgt, as co-pilot, both of whom had bags of experience and knew what to do, aided by Smudge Smith, the Eng. Anyway, it was decreed that the squadron would do some intensive flying trials, to get all matters sorted out, with a special procedure of purging the fuel system  of vapour before take off. No really dramatic trips during the trials, but a history of odd engine faults took some time to be sorted out.

Another new, non emergency related, situation arose with the Mk 3s. The station at that time was not equipped to change the tyres of the new aircraft! Ma-in-Law’s department had not thought about it. At least two wheels were taken down to Hawkey’s garage in Newquay to have the tyres changed. Just as well that the wheels could easily be removed from the aircraft and  taken to the garage in an RAF 3 tonner.

PART5

All of the time, more and more equipment was being added, increasing the maximum permitted all-up weight. This was pre Viper time, and with Kiwi Manning, who had succeeded Don Wimble, as Captain

 we did the first 100,000lb take-off. The maximum AUW went on rising, and eventually, using the Vipers, 115,000 became the max(unless anybody can contradict that). The ultimate result was that Mk 3s reached their maximum fatigue life before the remaining Mk 2s, and also the early T4s, converted from our old and friendly (if not loved) Mk1s. Later, the Mk 2s were converted to Maritime Trainers or to  AEW versions.

 

We non-AEW people rejoiced in saying ‘And we thought that our ordinary Mk 2s were a bit ugly, but…’ And many died in the wool Maritime Shack people insist  that applied to the AEW crews as well.

A mention of Daring Rescues by Dashing or Iconic/Ironic male demi-gods in blue (oily, perhaps). Women’s Own magazine actually featured ‘the bravest handsomest men of all’ (including, to my knowledge, Harry Fisher and Derek Francis!  Excruciating. Enough of them, and more of me.

 

The first Daring Rescue of which I had personal knowledge, was for two young children who had stolen a dinghy from Bexhill on Sea (The address indicates that they were pretty posh, if delinquent). Anway, after a suitable absence, their own absence was seen to coincide with that of the dinghy.

It was a dark and stormy night (as such stories commence), in January 1957. The local lifeboat requested help from Mountbatten RCC, and our 220 Sqn crew were scrambled from St Mawgan. It was my second ever squadron trip. Exciting!

We actually picked up the dinghy, homed in the lifeboat, illuminating with flares. RTB, with two senior Flt Lts, (models for Tiny Potters’s drawings of Shack crews in the MOTU Coffee bar in the 60s over 12 years in the rank, each with 3 rows of medal ribbons, non for bravery), at the controls. Landing from the Trebelzue end of the short runway, an overshoot first time and another approach. Last words before rounding out from the Captain ‘What a **??!! Awful approach’. As we hit, the port tyre burst and the port leg collapsed (not necessarily  in that order). Down in the area of the flare dischargers, everything stopped going forwards and changed to a sideways direction, causing painful blows to Dave Winks and myself as the empty flare cases hit us. As we came to a halt, the expected rush to the back door. Here is a useful object lesson; the rear door jams when the aircraft has contacted the ground like that. Pulled the jettison handle, by which time Bobby Langton and Colin Hayday were climbing onto our shoulders. Out with the door, which was very closely followed by Dave Scarle (How did he get in front? Experience!). Result was no more opportunities for daring rescues for a few weeks, pending Board of Enquiry. Thanks from grateful parents etc? you must be joking. After repairs and reallocation the aircraft was agreed as ‘never flying proper’ again and it was eventually sold for Airfield Fire Service Training of the CAA. I arrived at Stansted Airport in later years, just hours too late to snaffle the Maker’s Type Identification plate from down near the Elsan, where it was placed, presumably to provide reading matter while in repose or having a honk. I actually saw it go up in flames, deliberately started, as opposed to the usual method.

 

 PART 6

Later  rescues of  special note include taking photos of Eric Smith on the very wet end of the strop, saving a crew member from trawler ‘Jean Goodgy’. An epic tale in itself.

 

 In the mid 60s, a trawler crew, minus their trawler,  from Aberdeen, not really seen by the SAR crew but a marker was released by Reg Rowe, who saw a ‘bit of yellow’ in the water. Surface craft homed in and entire trawler crew was rescued. The (Shackleton) crew (probably captained by Bill Houldsworth)  was invited to Aberdeen from BK for a civic reception dinner and a night stop; they did not reappear for about 4 days, and were then still in fairly bad shape.

 

 The Cable Layer ‘Ocean Layer’ had been on fire at about 20.30W. We took press photographers to get their pix – including an old bat from the Daily Herald, who was not supposed to be on board, but, at the end of the runway, climbed up the nose hatch of our pretty new Mk 3.  Located the ship, did many photo runs, with old bat complaining about our ‘expensive, luxurious seating in a warplane’ A nameless Eng, - let’s call him Smith – somehow put the idea of a whip-round from the reporters for the crew. They obliged; we had a dinner to spend the proceeds at St Issey, and then all eleven  crew visited the nameless  (antipodean)  Captain’s quarter at St Eval, where a nameless ‘wide’ signaller, almost caused a riot. Lips are sealed. Gave another nameless signaller, of royal descent, known therefore as ‘Rex’, a lift in my car, down the side of which, en route, he provided an advertisement for red wine. With yet another ‘Busy-busy’ signaller, to Rex’s  home, entered his bungalow, propped him against bedroom door and left him to explain to his bride of 5 weeks.

 

  Med, 38 Sqn: The luxury liner ‘Canberra’, on fire  with many passengers on £10 trips to OZ . (their eventual arrival by flights from Malta, probably prepared Oz for the later arrival of the founder members of the Association). Anway, took daring photos etc, attributed in local press to wrong crew member. Later, received  invitation for visit aboard. Sounded great, but not much in the way of free booze. A nameless wife wore a huge hat, which really made the occasion for some of us, but  unfortunately, there was certainly no real royalty aboard, so none of us got medals.

 

Going to War (Sort of). Suez! Packing pongoes into fuselages for return journeys. 22 December, another trip requested; 220 Sqn nominated.  Both Flight Commanders volunteered as pilots. Nav Leader as Nav. Eng Leader as Eng.  Sigs Leader detailed two Sergeants. Got back on Christmas eve. Hope that Santa forgot that  Sigs Leader!

Cuba Crisis: Emergency wills, leaving all debts to relatives and friends. Nasty weapons; all came to a halt, without any further problems.

Radfan rebels; 20lb bombs and 20mm canon. Double stoppage after 17 rounds; no medals.

Cyprus, pre invasion: Buzzed by Turkish fighters. Beat up the odd car on the panhandle road. Fuselage fire, started in starboard electrical trough drama. No medals, or even legal Duty Free, as we were not UN forces.

 

In writing this lot, I am grateful for inspiration from many people more august  than I, for gen, plus what Autolycus picked up. Also, for the memories of many friends, with whom I have flown, lost in accidents and in other events; Notably:

 

Glenn (Jock) Stewart                  Bob (Lofty) Becker          Don Grafham               

Dennis Evans                            Bob Law                         Brian Mercer           

Ken Geatorex                            Pete Gibbons                  Bob Wilson

Len Scholfield                            Mike Hibberd                   John (Wee Jock) Young           

David Winks                              Len Rose                         Pop Gladstone         

Fred Buttimore                           Spider Webb                    Ivor Stanley

Neil Adams                                Gwyn Reece                    Roger Bowen                                 

 

And many others, too numerous to mention, including my Ma-in-Law                                

And, of course, certain  b@?!*+%5 who survive, to this day. In Coastal, we all knew who they were.

 

 

Bill Billing