FIRST IN WORLD

Dunstan Times, 13 March 1933, Page 3

FIRST IN WORLD

BRITISH SEAMANSHIP THE FLYING ANCHORAGE SPECTACULAR WORK At a time when the standard of seamanship in the Royal Navy is coming in for criticism by elderly officers ol the “ shell-back ” school, and the revival of training in sail for young officers and ratings is being seriously considered by the Admiralty, it seems opportune to present a few lacts which suggest that our modern naval men can stiTi handle their ships with a smartness that should delight the heart of any old salt, writes Hector Bywater in the London ‘ Daily Telegraph.’ Not so long ago a correspondent wrote to the ‘ Daily Telegraph ’ recalling an occasion when a British destroyer, having a foreign potentate on board, astonished and apparently disconcerted the exalted passenger by coming to her anchorage at high speed. “ Flying anchorages,” as they are termed, have always been a specialty, if not a monopoly, of the Royal Navy, and many thrilling stories might bo told about them. This particular evolution demands seamanship of the highest order. It is impressive enough to see a single ship make a flying anchorage; when a whole squadron peri onus this manoeuvie the effect is magnificent. Afore recently, when a Dinted States squadron was visiting Gibraltar, oui Mediterranean Fleet arrived to pay its respects. As a graceful gestuie to the visitors our battleships made a flying anchorage, and so perfectly was the manoeuvre carried out that the American admiral hoisted a congratulatory signal. Fifteen knots is the highest speed at which a destroyer has ever made a flying anchorage. A decidedly ticklish operation even in open water, it calls for consummate skill and unerring judgment when the harbour is crowded with ships. HOW IT IS DONE. A destroyer carries eight shackles of cable d 12i fathoms, or 75ft) on her starboard anchor, and six shackles on her port “ mud hook.” When about to make a flying anchorage the ship stops both her engines, which are immediately afterwards put full speed astern together, while at the same moment five or six .shackles of both cables are let go. As the anchors take the. ground their pull, combined with the backward impulse of the reversed propellers, checks the momentum of the ship, and, given good judgment, the instant at which she loses way and becomes motionless on the water can be calculated to a nicety. Needless to say. the manoeuvre is one which only practice can make perfect. The operation is much more difficult to perform with the modern turbinedriven vessel than with one propelled by reciprocating engines, owing to the small proportion of driving power which is available astern with turbine machinery. Flying anchorages are not infrequently made by our largest battleships, but in this case the procedure is different. The engines have to be stopped, then reversed, about a mile away from the point of anchorage, and even then the drag on the massive cables and anchors barely suffices to bring the 30,000-ton floating mass to a standstill at the required position. WHAT CRUISERS WILL DO. Light cruisers can anchor at speeds up to ton knots, when their cables are “ run out to a clinch,” which .signifies to full length. The manoeuvre is often carried out when our cruisers visit foreign ports, and never fails to excite admiration. All of which is good lor the national prestige. Speaking from considerable personal experience gained in warships of many nationalities, .1 should say that the British Navy is still easily first in seamanship—which is simply the art oi handling any type of craft, from small boats to super-dread noughts. We have admirals and captains who do not hesitate to handle their commands in a way that would appal the more conservative seamen of other navies, yet such is their skill and judgment that accidents hardly ever occur. It is a wonderful experience to stand on the compass platform of a warship beside a commanding officer who knows exactly what his will do, and who can drive or ” gentle ” her just as an experienced horseman handles his mount. Some years ago a British squadron was due to pay a courtesy visit to a foreign port. A few hours before its arrival a dense log descended on the sea. Pilot boats sent out to meet the British ships turned back to harbour, assuming that our squadron would not attempt to make port before the fog lilted. According to the original programme the squadron was due to reach its moorings by 3 p.m. Judge, then, ol the astonishment ashore when, exactlv at the appointed hour, the thunder of saluting guns reverberated across the Day, and. as the fog slightly lifted, the British ships were seen to_ he moored in perfect alignment at their appointed stations.