MOBILE SIGNALS UNIT #5836 BECOMES OPERATIONAL

The tank was always kept topped up.  All auxiliary batteries were kept charged and topped up.  While we were near camp we had a long land line that supplied power direct from the camp diesel generators, but we could operate efficiently on our own.   AND THEN! -  one day we were in business, that is, totally operational.  We could go anywhere at a moments notice, and we did, but for now we were located on this high point of ground amid the rice fields about a 20-minute walk from our basha.  We were Mobile Signals Unit # 5836 and from here we commenced to operate three Beaufighter squadrons, 27, 177 and 211, from our own strip, and any other aircraft requiring assistance. 

A small ditch about ten feet wide, which was actually one of the winding little tributaries of the Irrawaddy river, came very close to our tender.  We had to build another little bridge across it on the top of large empty fuel drums.  When the tide was out, miles and miles away, the drums rested on the ground.  When the tide was fully in, the bridge rode high on the drums in the water.  On shift in the still of the night it was quite eerie to hear the gurgle of water as the tide slowly "crept" in.

The airstrip was about a ten minute walk away. Our actual living quarters bashas, were on the other side of the airstrip and were made entirely of bamboo.   We didn't have windows as such; just open areas that could be filled as required with drop-down bamboo windows, but open in the hot season.  There was no electricity, just lamps, candles or flashlights.  We were about eight miles from Japanese lines, but between us and them was a very, very thick, almost impenetrable jungle. 

Some chah wallahs (tea & goodies) who could freely roam the camp were bribed by friends of the Japanese [Indian or Bengalies], to toss grenades in the open-windowed bashas. During my time there I didn't hear of any deaths as a result of this.  It didn't happen to me in my basha.  Some lads elected to sleep on the ground between the bashas and take their chances with snakes.  This (grenade) situation was short-lived and soon corrected.

One nice feature of the camp was that there was practically nothing on which to spend money.  It was easy to save.  If you didn't need,  or didn't want to go on pay parade you didn't  A list was put up in the cookhouse, the Tuesday before parade.  If you wanted some money  you just wrote your name on the list with the amount required.  Then you went and got it,  just like you would at a bank and without all of the coming to attention bullshit, "SIR! Stofer, 801"  It was great.

To begin with we went on a four-watch system, which gave us plenty of time off to write letters home, do our washing etc.  There were quite a few new guys here and I only list their names, so that they will not be forgotten:  Les Warren, Len Baxter, Sid Clayton, Arthur Godfrey, Dick Hawkes, Frank Laundon, Pete Humphreys and Ron Hinton.  It wasn't long before Arthur Godfrey got ex-Burma on medical grounds, then Les Warren was posted on a Combined Ops course.   Then Dick Hawkes left ex-India medical grounds.  Pete Humphreys was posted home to UK as he was nine days over his four year tour of duty.   As a result, our time on shift became more frequent. 

I think this is a good time to tell you what I was doing. Our Mobile Signals Unit was required, at a moments notice to service any aircraft in need at any time. From our airstrip we operated three Beaufighter Squadrons, 177, 211 and later 27.  A squadron consisted of 12 aircraft each when all were fully operational.  

Depending on the age of each aircraft and what damage it had received in action, we were generally operating only about nine of the 12.  This would be about 27 aircraft at one time.  We were a sort of control tower working in conjunction with the operations room that was located right on the air strip.  Missions for the day or night, would be discussed and planned in the Ops room.   We would be given the orders of the day, or night, squadron numbers involved, departure times and approximate arrival times.  We were never given the target destination of our aircraft.

Every squadron had a name and each flight of three or four aircraft in each squadron had a colour, such as BLUE, GREEN, YELLOW or RED.  So if a flight consisted of three,  there would be a Blue One, Blue Two and Blue Three.  Same for the other colours.   Each squadron would also have another designation such as FOXTROT or WITCHCRAFT or TOMAHAWK.  Names were chosen that had a sharp and distinct sound on the R/T.  When an aircraft was about to take off and become airborne, the pilot would call us.  We were called BENTON, while at Chiringa.  The pilot would simply say, "Hello Benton this is Foxtrot Blue One, about to Scramble."  This was his way of telling us his squadron,  his position in the squadron, and that he was taking off on his mission.  Each aircraft would follow this procedure.  When they were all airborne the flight leader would usually be the No. 1 man and on spotting all of his mates, he would chat with them getting them to fall into line and off they would go.  TO BE CONTINUED