Daring class destroyer (1949)

The end of a cycle ! The Daring class were the very simultanously the very last ww2 British destroyer design, last conventional Royal Navy destroyer, and the first cold war destroyer design to enter service. The next ones would be indeed the radically different County class guided missile destroyers. They were planned in 1943 already, the first two ordered in 1943, but most in 1945 when the design was ready. They were the largest British destroyers ever built so far, to replace notably the ageing 1936 Tribal class destroyer and almost taking on the role of substitute cruisers on distant stations. They had the best possible artillery and radar combination of their day with war experience, and nothing to envy the US Gearing class. In all 16 were ordered for two flotillas, also called the “D class” in 1943(2) and the remainder in 1945. Thus, only half were completed postwar, the remainder cancelled. Launched from 1949 to 1952, they were completed 1952-54. They served well for the early part of the cold war, “East of Suez” but were decommissioned in 1868-70 due to their large crew and operating cost compared to modern frigates. The Australians were interested, and four were ordered by the RAN as the V class, built at Cockatoo 1952-59. They were modernized and Vampire was still around as training ship until 1986…

Development

The genesis of the D class, a logical choice to follow the reboot of the “C” class of 1943 (Ca-Ch-Co-Cr) was a follow on of the latter, rather that specialty destoryers like the Battle and the Weapons class. But they followed the evolution of radars and weaponry. The general lines was still to conceive a multipurpose destroyer with all the bells and whistles to be equally capable for AA, A/S and ASW combat by the standards of the day, with an emphasis on AA. To be financially justifiable, they were supposed to succeed also to the now already ageing Tribals class (in 1942 there were already some losses in class) but central to the design was their new dual purpose QF 4.5 inch/45 (113 mm) Mark V guns in twin mountings UD Mark V that promised, thanks to their associated new fire control system, completed by the promising 40 mm Bofors STAAG mounts, to be the best dual purpose destroyers in the fleet.

When the drawings were sealed in February 1945 this class incorporated the latest ideas in fleet destroyers, but their construction was greatly delayed, as they were laid down in 1945-49 and completed in 1952-54. The beam/depth ratio was larger than in previous destroyers, and metacentric height was about 3.2ft at light and 3.5ft at deep load. Tactical diameter was 500-560yds at full speed. The turbines were designed by Pametrada in five of the class, but in Diamond oniy the LP were of this type, the HP being Brown BTH, and Decoy and Diana had Yarrow EEC HP and LP. Steam conditions were 650 psi and 850°F. The 4.Sin were in 80° mountings, the Bofors in two STAAG, and one biaxial and a Squid was mounted in place of 70 DC.

First orders were made on 5 June 1943: HMS Ypres (initially this was to be one of the Battle class, but reallocated to the Daring class) was renamed HMS Disdain, and eventually when laid down in 1943 HMS Delight, pennant I05, later D119. Both Danae and Delight were indeed originally part of the Battle class, The second was at first HMS Vimiera, she was renamed Danae, pennant I06, but never laid down and cancelled. These first two were delayed in construction as the design evolved, and was finalized only by February 1945 as seen above. Thus, both were an exception. The first true ship in class to be properly laid down after the 24 January 1945 order was HMS Daring, first laid down on 29 September 1945, first launch on 10 August 1949, the post war conditions in Britain explaning slow construction and many delays. They also encompass all the lessons of WW2.

Eight of the class were cancelled: Danae (ex-Vimiera) (Cammell Laird), original Decoy and original Delght (Vickers-Armstrong, Tyne), Demon (Swan Hunter), Deruish (White), Destre and original Diana (Hawthorn Leslie) and Desperate (John Brown). Three ships of a slightiy modified type, Vampire, Vendetta and Voyager, were built in Australia but not laid down until 1949-52 and completed in 1957-59. A fourth, Waterhen, was cancelled. Decoy and Diana were renamed Ferre and Palacios in Peruvian service. Duchess was transferred to the RAN in 1964 to replace the cancelled ship of the V class.

Design of the class

The Daring class were the largest and best British and commonwealth destroyer ever. In Australia despite their late completion, they were almost considered as substitute cruisers, with almost the same operating costs and close capabilities. Unlike the Tribals of old, which really were tailored for the Pacific and to go toes to toes with the finest Fubuki-derived Imperial Japanese Destroyers, the Daring class were not tied to any particular opponent or theater in mind, and were found more as a continuation of WW2 flotilla destroyers, including the emergency ones, but incorporating all the well-digested lessons of WW2 into the very best possible package with the technologies of the day. They were cutting edge, but the new semi-automated turrets, the hefty dedicated fire control systems, all the radars, the new heavy stabilized Bofors mounts, keeping all their ten torpedo tubes ands a full ASW suite meant they were very large to stay stable. This imposed a serie of adjustments on a brand new hull, not just a repeat design.

Hull and general design

The Daring class were built in two groups, one with the traditional DC electrical system, for Daring, Dainty, Defender and Delight, and for the remaining Decoy, Diamond, Diana and Duchess not cancelled, they had the modern AC system instead. They were of all-welded construction, apart the earlier Daring, Decoy, and Diana still had a composite of welding and riveting. Largest destroyers ever built by 1949 standard, at least for the RN, they had a displacement of 2,830 tons light or standard, but 2610 tons as designed, and 3,820 tons fully loaded (other sources like conways 3,580 tons), but 3,360 tons as designed. Actual displacement was the result of all postwar additions. They had a length of nearly 390 feet (120 m) overall or to be more precise 118.87 meters overall (notably in Conways), 111.6 meters betwene perpendiculars, a beam of 43 feet (13.11 m), and a draught of 12.75 feet (3.89 m) light and 14.1 feet (4.32 meters) mean.

Now, for their general outlook, they looked well-proportioned still, with a nicely shaped clipper bow, a near constant beam for 70% of the lenght, with the hull narrowing from “X” mount level down to the flat transom stern, maximizing habitability. The forecastle was generous, about 8/10 of the lenght, with the large bridge just before the cut, followed by the first funnel almost amidship, completely encased in the main lattice mast. This was the first “mack” British design. Like the Tribals of old, they had a single pentad torpedo tubes amidship, with a flying bridge above, and a long, large aft quartedeck structure starting with the aft funnel “island” which comprised forward a fire control system for the TTs, and aft a STAAG Bofors mount.

Close view of HMS Dainty (D108) in 1961
The other two were either side of the bridge. The aft structure supported a mlarge fire control system and “X” turret was placed high up on the structure. Instead of depth charge throwers or racks, they had instead their SQUID AWS mortar on the poop deck, so not to interfere with operations with “X” mount. The bridge was still roughly shaped with a wedgy but broader face, enclosed level and open bridge behind, to maximize fire angles rearwards for “A” and “B”. It was modified on some ships, taller and more compact on Daring for example before her late 1960s refit. Overall they looked like “busy” ships in dire need for stability. Despite all-electric lighting they still had classic portholes fore and aft. The hull had two counterkeels, a large rudder and strutted shafts.

Powerplant

On that matter, the Darings were inspired by the Weapons class. Their machinery were arranged on the ‘unit’ principle with boiler rooms and engine rooms alternated for redundancy in case of a hit. The Foster Wheeler boilers were the most advanced in the Royal Navy, using levels of pressures and temperatures unheard of, at 650 psi (45 bar), and running at 850 °F (454 °C), bringing great improvements in efficiency while keeping the same size and weight. Despite their large size, this promised a good top speed hopefully up to 34+ knots on trials. Due to the wide spacing between boilers there were widely spaced funnels, the first one as seen above in a Mack and truncated to exhaust at rear instead of above. None had casing. The aft funnel had just a stump amidships.
There were changes however due to yard’s choices:
Dainty, Defender, Duchess had two sets Pametrada geared steam turbines, and two Foster Wheeler boilers
Daring, Delight had two sets Pametrada geared steam turbines, and two Babcock & Wilcox boilers
Decoy, Diana had two 2 sets of Yarrow geared steam turbines, and two Babcock & Wilcox boilers
HMS Diamond had two sets Pametrada/Brown BTH geared steam turbines, and two Foster Wheeler boilers

This made for an add profile compared to traditional designs. Some disliked the result and the Darings were rarely mentioned in the RN as “handsome ships” especially for older generations. In fact the criticism frew some improvements attempts like adding streamline case to the aft funnel, but this was later removed. The steam geared turbines were all Parsons for 54,000 shp (40 MW) total on two shafts, wit classic 3-bladed fixed pitch propellers. The RAN destroyers instead had English Electric turbines. On trials, the Darings managed to reach 34.75 knots as best possible speed. However in service, when fully loaded in normal conditions they ran at 30 knots (56 km/h; 35 mph). As for the range, the larger hull allowed a better fuel storage, 590 tonnes of fuel oil, for 4,400 nautical miles (8,100 km; 5,100 mi) at 20 knots (37 km/h; 23 mph) in most sources, which was well enough for “east of suez” cruises as well as protecting British carrier groups in the Atlantic for long deployments.

Protection

This was a mix of classic choices, with slight improvements compared to earlier classes, without the need of armour protection, albeit there was 3/8-inch armour plating on the turrets, the bridge and the fire control cable runs. As seen above the machinery was widely spaced, alternating boilers and turbines for redundancy and suvival in case of flooding after a hit. One full power unit would be preserved. The ships also had extra diesels for emergency power. There were the usual fire control systems, a mix of bottle fire exininguishers in various posts and pumps with hosed to pour seawater in chase of a large blaze. Despite their completion in 1950+ these ships did not received any NBC protection (nuclear, bacteriologic, and chemical threats). There was an improved sealing for all extrenal doors and hatch and a basic air conditioning, but on that matter, internal accomodations were still WW2 inspired. On that matter the Australian V class had a true air conditioning and were “tropicalized” whic came in handy for their deployments in Indonesia and Vietnam. The swap from AC to DC for electric circuitry on board also participated to extra safety against sparks.

Armament

As the last conventional gun destroyers of the RN, they sported the new QF 4.5 inch /45 (113 mm) Mark V guns in three twin mounts UD Mk.VI (later Mark N6). They were controlled by a director Mark VI and its Radar Type 275 on the bridge plus the director CRBF (“close range blind fire”) aft and its Radar Type 262 for ‘X’ turret and its aft arc. Remote Power Control (RPC) meant the whole armament was directed from the bridge in a well coordinated manner. Overall, this enabled this class to fire accurately 16 rounds per minute and per gun, 100 rounds per minute total on any target, on sea or in the air. That by itself justified the whole enteprise. This was the same firepower and capability of a Gearing class albeit it might be argued one system was superior to the other, on either side in some areas.

This was completed with an all-Bofors armament for closer AA defence. In late 1943 and by 1945 when the plans were finalized, it was understood the 20 mm Oerlikon, the “pom-pom” or the quad Vickers 0.5 in were all powerless to stop the new generation of fast piston-powered aircraft and early jets capable of 700 kph and more. The cornerstone of this AA defence were a triangle protecting al corners, three twin 40 mm /60 Bofors mounts STAAG Mark II. Two abaft the bridge, one aft of the funnel stub. However the STAAG, on paper a very capable radar-assisted, all stabilized mount overpromised but under-delivered. It had many issues, starting wiht vibrations that made the radar useless. Thus, the midship mount was later replaced by the lighter, more reliable twin Mount Mark V. But overall the Darings could engage two targets at onces at long range and two at close range all under full automatic radar direction. This was a considerable step. They were better than the Weappon/Battles or any precedding destroye class in the RN for that matter. Being completed later, with British experience with the STAAG available, the Australian Darings had two twin and two single classic Bofors mounts and used the Type 293 radar on the foremast for target indication.

The A/S and ASW capabilities were not forgotten either. Since A/S or antiship warfare odds were lower by that stage, there was the residual capacity of the “pentad”, the new quintuple 21 inches or 533 mm bank not reloadable. The caliber allow in the future to test and install more evolved torpedo models (see below), including heavyweight ASW models if required. In 1945, the effectiveness of depht charges, already used both in rack and launcher form was fading rapidly as too indirect. Results had been poor overall, with records postwar showing statistically most submarines survived such attacks, even sonar-assisted. War experience led to better results with the Hedgehog, and finally the latter drew a new branch of technology that led to the first modern, sonar assisted system in the RN, the Squid A/S mortar instead. The Darings were the first RN destroyers to sport this modern system from the get go.

4-in(120mm)/45 Mk 6

The QF 4.5-inch /45 (113 mm) Mark V was a highly capable British naval gun designed during the late World War II era to replace aging destroyer weapons. Intended from the start as a rapid-fire, dual-purpose weapon, it was engineered to tackle surface ships, aircraft, and shore targets. Despite being named “4.5 inch”, all British guns in this family actually featured a bore diameter of 4.45 inches (113 mm).
Unlike its predecessors (Marks I through IV), the Mark V featured several revolutionary upgrades meant to maximize automated performance:
-Remote Power Control (RPC): The gun mountings could automatically train and elevate to track targets directly via the ship’s fire control director radar/computers.
-High-Angle Engagement: It was heavily optimized for anti-aircraft duty, capable of elevating rapidly to engage fast-moving planes.
-Advanced Ramming Mechanism: It utilized an automated loading tray and hydraulic rammer that pushed clear of the gun’s axis as the breech closed. However, this complex ramming system was notoriously prone to jamming in actual service.
Implementation: The Mark V gun was most famously used in the iconic Mark 6 Twin Mounting (enclosed turret) and was a staple of post-war Royal Navy ship design. Notable classes that carried it include: the present Daring-class destroyers, which inaugurated its use, the County-class guided-missile destroyers (serving as secondary armament), the Type 12 (Whitby-class) and Type 12M (Rothesay-class) anti-submarine frigates and Type 81 (Tribal-class) frigates. The QF Mark V family eventually began phasing out in the 1970s following the introduction of the completely automated, single-barrel 4.5-inch Mark 8 naval gun.

Technical Specifications

Bore & Calibre: 4.45 in (113 mm) at 45 calibres (meaning the barrel length is 45 times the diameter of the bore).
Rate of Fire: Up to 24 rounds per minute per gun under full power loading. It dropped to about 12–14 rounds per minute if manually hand-loaded.
Ammunition: Two-part ammunition (separate shell and cartridge case). 55-pound (24.9 kg) high-explosive (HE), semi-armour-piercing (SAP), or anti-aircraft (AA) shells.

40mm/60 Bofors STAAG Mk 2

The 40mm/60 Bofors STAAG Mk 2 (Stabilised Tachymetric Anti-Aircraft Gun) was a highly advanced, revolutionary British post-WWII naval anti-aircraft gun mounting. Conceived as one of the earliest spiritual predecessors to the modern Close-In Weapon System (CIWS), the STAAG was designed to give a warship completely self-contained, automated radar tracking and blind-fire capabilities against fast-moving aircraft.
The Core Concept: During World War II, anti-aircraft guns usually relied on a central fire-control director located elsewhere on the ship to send them targeting data. The STAAG system flipped this concept on its head by mounting the radar, computer, and guns onto a single, fully integrated platform. The Weapon was a twin-barrel, water-cooled version of the ubiquitous Bofors 40mm L/60 autocannon (specifically the Mark X gun). The Radar was the Type 262 set designed for short-range blind-fire tracking.The Computer: An on-mount tachymetric predictor computer that instantly calculated target lead.
STAAG Mark I (Prototype) placed the Type 262 radar dish directly over the gun barrels but the extreme muzzle blast and shockwaves from firing frequently damaged or misaligned the delicate radar antenna. This arrived the STAAG Mark 2 for Production, as to fix this issue, the Mark 2 relocated the radar dish to the roof of the enclosed operator control cabin on the side of the mount, protecting it from direct blast forces. Albeit it was brilliantly Accurate, it was also infamously Unreliable: In ideal conditions, the STAAG Mk 2 was incredibly accurate. Royal Navy legends note that during target practice, the Type 262 radar was so precise it would lock onto a towed target sleeve, shred it, and then track straight up the metal tow wire toward the tug aircraft, forcing crews to switch to nylon ropes for safety. But despite its accuracy, the system was a logistical nightmare in practical service: Placing early, sensitive vacuum-tube (valve) electronics and mechanical computers directly onto a high-recoil, high-vibration gun mount caused frequent hardware failures. At 17.5 tons, it severely overloaded the top decks of smaller vessels. Sea spray, salt, and constant mechanical strain required round-the-clock maintenance from highly specialized technicians. As a result it was phased out early, replaced by mucgh lighter and reliable Mark V mounts. The Darings in fact retained only the two STAAGs abaft hte bridge for all their career.

Technical Specifications

17.5 tons (17.8 tonnes), which was massively heavy for just two 40mm barrels.
Rate of Fire: 120 to 140 rounds per minute per barrel.
Mount with “Pseudo-triaxial” platform (including a third axis for lateral deflection).
Traverse & Elevation Speed 35 degrees per second.
The rest was “stock” Bofors capability is range.

40mm/60 Bofors Mark 5

Albeit the Daring class was designed for three STAAG mounts, for the reasons described above, the third, amidship mount was replaced (see modernizations) by a lighter, simpler, reliable Mark V.
The Twin Bofors Mark V Mounting was introduced in 1944, and was a crucial bridge between manual wartime armaments and complex postwar systems. Unlike the highly volatile STAAG mount it helped replace, the Mark 5 mounting was a simplified, unstabilised “utility” platform based closely on the highly reliable American twin Mark 1 mounting. It was engineered to be cheaper to produce, easier to maintain, and far more dependable at sea.
It typically paired two water-cooled 40mm Quick Firing (QF) Mark XI barrels (the British designation for the legendary Swedish Bofors 40mm L/60 autocannon).
The Mounting: The Mark V platform featured integrated electric motor-driven power for elevation and training. It removed complex, on-mount radar setups to prioritize mechanical reliability.
The Mark 5 could be operated via local hand control using basic correctional sights. Crucially, it could also hook directly into a ship’s centralised Close-Range Blind Fire (CRBF) director radar network, allowing the guns to track and target threats automatically from a remote station. Liquid Cooling: The barrels utilized a liquid-cooling jacket system. This permitted continuous high-volume fire during prolonged air attacks without the risk of the barrels warping or cooking off ammunition.
Clip-Fed Reloading: Ammunition was continually fed manually by the crew using 4-round stripper clips dropped straight into the top loader hoppers.
Because the heavy, over-engineered STAAG mountings frequently suffered from electronics failures due to gun vibrations, the Royal Navy heavily leaned on the Bofors Mark V as a robust alternative.
It was widely deployed across dozens of British and Commonwealth vessels throughout the late 1940s, 1950s, and 1960s, including HMS Belfast (where preserved examples can still be viewed today), Hunt-class destroyers, and the Australian aircraft carrier HMAS Melbourne. The Mark 5 was gradually phased out starting in the 1960s as early guided surface-to-air missiles like the Short Seacat took over medium-range air defense.

Technical Specifications

Ammunition: 40 × 311 mm R (High Explosive/Armor Piercing) Projectile Weight ~2.2 lbs (0.9 kg)
Muzzle Velocity c2,822 to 2,890 feet per second (860 to 881 m/s)
Rate of Fire: 120 to 140 rounds per minute per barrel
Maximum Effective Range: 3,200 to 4,000 yards (2,900 to 3,650 m) against aircraft

Pentad 21-in(533mm) TTs

The “Pentad” describes the configuration of the mount (meaning it is a quintuple launcher consisting of five barrels clustered together). This classic configuration was instroduced by the Tribals in 1936 and became standard on late British destoyers. They were the PR (Pentad Revolving) mountings maximized the number of torpedoes a ship could fire in a single salvo. Depending on modifications, some variants had a circular, fully enclosed operator housing or a lightweight open shield. They were likely of the PR Mark III Fitted onto the later Battle-class destroyers. These used highly detailed machinery for manual or power-assisted training.
These destroyers like their predecessors used the Mark IX torpedo. The Mark IX design started in 1928. It was first deployed in 1930, and the design being considerably improved until 1939. The Mark IX was a larger and longer-range Mark VIII essentially. It kept for propulsion a very similar four-cylinder radial kerosene-air burner-cycle propulsion system and replaced the Mark VII in most RN ships in WW2.
The main version used postwar was the very last Mark IX*** which took up the extra space for a planned, but cancelled new propulsion system by enlarging the warhead to 930 lb (420 kg) of Torpex. Sources diverged on their deployment but they only arrived by the end of the war in 1945, by which time the enlarged warhead became unnecessary. This and the Mark IX** remained in service throughout the 1960-70s.
It’s possible some Darings could have tested the “Bidder” (Mark 20) acoustic passive-homing 21-inch torpedo, but unsure if it was deployed.

12-in(305mm) Squid Mark 4 ASWRL

The Squid completely revolutionized anti-submarine warfare (ASW) by allowing escort ships to attack submarines while maintaining sonar contact, fixing a deadly flaw inherent to traditional depth charges dropped over the stern. It fired its projectiles 250 yards (230 m) ahead of the ship in a traingular pattern close around the target, allowing the vessel to attack while the sonar operators still had a clear, active lock on it. It was fully integrated as a weapon system with the ship’s Type 144/147 sonar sets, but also on the Type 170 family. It used the “Squid Box” Cluster. The three barrels were arranged in a frame that could be tilted back to the deck for automated reloading, or trained slightly to compensate for the ship’s roll. The three barrels were deliberately misaligned by a few degrees. When fired, they launched three large bombs simultaneously, creating a triangular pattern roughly 40 yards (37 m) wide at a predetermined depth. This triangle was designed to crush a submarine’s hull via massive underwater shockwaves. The ship’s sonar computer continuously calculated the submarine’s depth. This data was automatically transmitted via a remote power control system to the Squid mount, where mechanical time fuses in the bombs were set automatically right up until the moment of firing. The Squid entered service in 1943 on Castle-class corvettes and Loch-class frigates, instantly proving to be far more lethal than standard depth charges. Post-WWII, it was carried over to modern destroyers like the Battle-class and early Daring-class, where it was typically mounted on the quarterdeck or “X” gun position.The Squid was so effective that it served as the direct design foundation for its post-war successor, the Limbo (Three-barrel Mark 10) mortar system, which introduced a fully variable range and automated loading.

Technical Specifications

Bore/Calibre: 12 inches (305 mm)
Configuration: Three-barreled mortar fixed in a parallel frame.
Projectile Weight: 390 lbs (177 kg) total weight per bomb.
Explosive Charge: 200 lbs (91 kg) of Minol II explosive.
Range: Fixed at 250 yards (230 m) ahead of the ship.
Sinking Speed: Exceptionally fast at 22.5 feet per second (6.9 m/s).

Sensors

Type 262 Radars

The Type 262 is an X-band (I-band) British naval fire control radar developed during and after World War II, primarily used to automatically track targets and aim 40 mm anti-aircraft gun mountings (such as the STAAG – Stabilised Tachimetric Anti-Aircraft Gun) and later the Sea Cat surface-to-air missile system.
Operating Band: X-band (I-band)
Primary Role: Naval fire control and target tracking
Associated Weaponry: STAAG Mk. II mountings with 40 mm Bofors guns, and close-range Sea Cat missiles
Maximum Range: Approximately 9 nautical miles (approx. 16.5 km)
Design Feature: Utilized a very narrow beam optimized for precision tracking and locking onto targets rather than general all-round searching

Type 274 Radar

The Type 274 was a British naval main battery fire control radar introduced during World War II. Designed to aim and guide the main armament (heavy guns) of large warships like cruisers and battleships. Served as a centimetric replacement for the older Type 284 radar. Became operational in 1944.
Operated on a 10 cm wavelength (F-band).
Power Output: Peak power of 400 kW.
Maximum Range: Roughly 16 nautical miles (30 km).
Antenna Design: Used a distinctive “Double-Cheese” (type AUM) antenna array.
Accuracy: Approximately 100 yards (90 m) in range and 0.05 degrees in bearing.

Type 275 Radar

The Type 275 was a British naval dual-purpose/anti-aircraft fire control radar introduced at the tail end of World War II to provide blind-fire capabilities against aerial and surface targets. Acted as a centimetric replacement for the older Type 285 metric radar, guiding the main armament of destroyers and the secondary dual-purpose batteries of capital ships. Development was fast-tracked late in the war, with sea trials starting on a destroyer in early 1945.
Operated in the F-band with a wavelength of 8.5 cm (approximately 3,526 MHz).
Power Output: Peak power of 400 kW.
Maximum Range: Instrumented out to 16 nautical miles (30 km), with reliable target tracking under 25,000 to 30,000 yards.
Antenna Array: Consisted of twin 4-foot (1.22 m) paraboloid dish antennas (one separate for transmitting and one for receiving).
Unlike its predecessor, which used crude “lobe switching” and struggled to provide highly accurate altitude data, the Type 275 was the first Royal Navy radar to employ the Conical Scan on Receive Only (COSRO) technique.
The transmitting antenna projected a steady, fixed central beam (6° wide by 8.2° high). The receiving antenna’s diagram was eccentric to the transmitter and rapidly rotated around its central axis. This setup allowed the radar to generate continuous, highly precise data for target range, bearing, and elevation simultaneously—allowing fire control systems to “lock on” and engage in true blind fire against fast-moving aircraft. The Type 275 was typically paired with the High Angle Control System (HACS) Mark VI or Mark 6M director towers, as well as modified American Mark 37 directors. The radar electronics were housed inside two air-conditioned nacelles directly attached to the sides of the director tower. It saw extensive use on late-war and post-war Royal Navy warships, including Battle-class and Daring-class destroyers

Type 291 Radar

The Type 291 was a highly successful British naval air and surface search radar widely deployed during World War II. Introduced in late 1941/1942, it was specifically designed as a lightweight warning system for smaller vessels.
Purpose: Primary air and surface warning for small combatants.
Operated in the VHF metric band at 214 MHz with a wavelength of roughly 1.4 metres.
Peak Power Output: 100 kW.
Beamwidth: 40°, offering broad directional coverage.
Detection Ranges: Aircraft: Up to 35 nautical miles (65 km) for high-altitude bombers. Destroyers: Roughly 6 nautical miles (11 km). Submarines: Roughly 3 nautical miles (5 km).
The radar was a major refinement of the older Type 286 series and inherited its “lazy H” dipole array antenna construction. Early configurations required separate transmitting and receiving antennas. Engineers quickly introduced a transmit/receive (TR) box, allowing a single combined antenna to handle both functions. Upgrades: The original base model featured a hand-steered antenna operated with a manual crank. This configuration was phased out for the Type 291M, P, and Q variants, which added power-assisted training and an intuitive Plan Position Indicator (PPI) radar screen. Because the Type 291 was compact and required only about a week to install, it became near-universal among smaller Royal Navy hulls. By 1945, it was fitted to almost every British and Commonwealth destroyer, frigate, and corvette.

Type 293Q Radar

The Type 293Q was a post-WWII British naval short-range air-search and target designation radar. Introduced in the early 1960s, it represented the final and most powerful evolution of the wartime Type 293 series. While it utilized a similar S-band transmitter system as its wartime predecessors (which was shared with the Type 277 surface-search radar), the Type 293Q introduced extensive structural modifications: -The 12-Foot “Cheese” Antenna: The signature trait of the 293Q was its massive 12-foot (3.7 m) “Outfit ANS” stabilized cheese antenna. This replaced the 6-foot wartime AUR antenna and the 8-foot post-war AQR antenna.
-Narrower Beamwidth: The larger antenna significantly tightened the horizontal radar beam down to 2° (compared to 4° on the original version), drastically increasing target precision. The vertical beam stayed broad at 30° to effectively scan for aircraft above the ship.
-Sea Return Protection: The entire antenna was tilted upward at a 15-degree angle to minimize sea clutter interference near the horizon.
-System Metrics: It retained an operational rotation speed of 15 rpm and pulsed a highly accurate signal
-Weapon Integration: The Type 293Q was built to feed coordinates directly into automated combat systems. It acted as a subsystem for the Gunnery Direction System (GDS-2*), mapping targets onto a Plan Position Indicator (PPI) display and utilizing a Target Indication Unit (TIU) to pass vector lines onto individual gun directors.

Type 170/74/77 Sonar

The Type 170, Type 174, and Type 177 systems formed the premier post-World War II anti-submarine warfare (ASW) sonar suite for the Royal Navy. Introduced in the 1950s, these three hull-mounted sonars were designed to operate in tandem on British frigates and destroyers to detect, track, and ultimately destroy fast modern submarines. Rather than relying on a single all-in-one system, the Royal Navy split search, tracking, and mortar-fire calculations across this integrated trio.

Type 177 Sonar:

The Primary SearchlightIntroduced in the mid-1950s, the Type 177 was the first British scanning sonar. It acted as the long-to-medium-range “eyes” of the ship. Omnidirectional medium-frequency search. Operation: It scanned a full 360-degree area around the vessel. It utilized a flat sector-scanning transducer that produced five 10-degree transmitting beams in a rapid ripple sequence. Maximum Range: Nominally 3.2 nautical miles (6,000 metres) under optimal conditions, though reliable tactical tracking in deep water was typically closer to 2,500 yards. While highly innovative for its time, it struggled to maintain a lock on the faster, deeper-diving nuclear submarines emerging in the 1960s. It was eventually phased out for the Type 184 sonar.

Type 174 Sonar:

The Slant-Range Calculator. The Type 174 entered service slightly earlier (around 1951) and functioned as an intermediate stepping stone and auxiliary system. Medium-range search and depth/slant-range processing. Positioned chronologically between wartime gear and the Type 177, it acted as a precursor system. When operating alongside the suite, it focused on establishing a target’s depth relative to the ship (slant range). Beyond its military role, the Royal Navy famously used the Type 174’s precise charting capabilities in the 1960s to navigate and map uncharted, hazardous passages through the Great Barrier Reef.

Type 170 Sonar:

The Attack Director. Once the Type 177 or 174 established a target, the Type 170 took over to coordinate the kill. High-frequency, narrow-beam attack sonar. Rather than sweeping the ocean, this was a “searchlight” sonar. It locked its highly concentrated, narrow acoustic beam onto a known target to provide continuous, high-precision telemetry.Weapon Integration: It was directly linked to the ship’s fire-control system to automatically aim and calculate firing solutions for the Limbo (Mark 10) anti-submarine mortar, steering anti-submarine torpedoes and depth charges right to the drop point. It featured an attack tracking range of roughly 8,200 feet (2,500 metres) and was widely deployed on Blackwood-class and Whitby-class anti-submarine frigates.

appearance (profile awaited)

⚙ specifications
Displacement	Standard: 2,830 tons, Full load: 3,820 tons
Dimensions	390 x 43 x 12.75ft (120 x 13 x 3.89 m)
Propulsion	2 shaft Parsons steam turbines, 2 Foster Wheeler boilers 54,000 shp (40 MW)
Speed	30 knots (56 km/h; 35 mph)
Range	4,400 nautical miles (8,100 km; 5,100 mi) at 20 knots (37 km/h; 23 mph)
Armament	3×2 QF 4.5 in/45 Mark V, 2×2 40 mm/60 Bofors STAAG Mk.II, 1×2 40 mm/60 Bofors Mk.V, 1×5 21-in Mk.IX TTs, Squid A/S mortar
Sensors	Radars Type 293Q, 291, 274, 275, 262, 903/MRS-3
Crew	297

Modernizations

In 1958-1959, all lost one of their pentad 533mm or 21 inches torpedo tube bank. Instead accomodations were built. Some later lost the second one for even extra accomodations. In 1963, HMS Decoy saw the replacement of two 40mm/60 Mk 5 Boofrs by a single quad Sea Cat GWS20 SAM (8 Sea Cat) for trials. It was later removed. No Daring class was modernized with these. In 1963-1965 Dainty, Daring, Defender and Delight lost two twin 40mm/60 STAAG, their second Pentad TT bank as well as their type 262 and type 275 radars were removed. Instead they the Bofors were replaced by trusted twin 40mm/60 Bofors Mk 5 mounts and the type 903 radar and UA-3/4 ECM suite were installed. Also Decoy, Diamond, Diana, Duchess, the DC current ships, went over the same but with single 40mm/60 Mk 7 instead of fual Bofors to reduce top weight. type 903 radar, UA-3/4 ECM suite. Decoy in c1967-69 had the Sea Cat SAM replaced back by a twin 40mm/60 Bofors Mk 5 as seen above. Both the Peruvian and Australian ships were also heavily modified.

Career of the Daring class

The two groups, Daring, Dainty, Defender and Delight and Decoy, Diamond, Diana and Duchess were known as the 2nd and 5th Destroyer Squadrons, respectively. They served until the late 1960s and for some early 1970, roughly 15-20 years service. Eight more were ordered for the RN but cancelled on 27 December: HLS Danae, Decoy, Delight, Demon, Dervish, Desire, Desperate and Diana. They had been originally ordered as Disdain, Dogstar, Dragon and Druid and renamed as Delight, Defender, Decoy and Diana to perpetuate names of original “D-class flotilla” of the 1930s based on D-class cruisers. The 4th Australian Daring, HMAS Waterhen, was laid down in 1952 but cancelled in 1954, scrapped on slip due to cost-cutting measures to maintain a naval aviation with two aircraft carriers in Australia.

These were ex-Daring class destroyers built at Yarrow as HMS Decoy and Diana, a postwar design with twin turrets. They served with the RN until sold. They were acquired in December 1869 as Ferre and Palacios respectively. In 1970-73 they stayed in Camell Laird, Birkenhead for a modernization, with an enclosed funnel-stack foremast, a Plessey ASW-1 radar installed plus eight exocet SSM missiles installed aft, both being recommissioned in February and April 1973. In 1977-78 they underwent another modification with a landing pad installed aft, and the aftermost turret removed later, a hangar fitted, later removed but the turret never returned. The aft funnel was raised, steamlined, two Dardo Breda 40 mm mounts replaced the single mounts on the bridge wings and a Selenia NA-10 FCS installed aft. Both the old Squid mortar and sonar were removed, all done at SIMA dockyards in Callao. They saw the end of the cold war, Ferre being dicarded in 2007 (preserved) and Palacios in 1993.

Profile (Conways)

Ferre preserved in 2007.

I05, later D119 HMS Delight was originally the ex-Disdain, ex-Ypres, she was ordered from Fairfield Shipbuilding and Engineering Co. on 5 June 1943, laid down on 5 September 1946, launched on 21 December 1950 and completed/commissioned on 9 October 1953. In 1956 she formed part of the Royal Navy’s force used during the Suez Operation. In 1959 Delight was involved in a collision in the Mediterranean with the cruiser Birmingham. Two ratings died during damage control activities. She was broken up at Inverkeithing in 1971.

I06, later HMS Danae (ex-Vimiera) was ordered from Cammell Laird on 5 June 1943 but Cancelled on 13 December 1945, never laid down.

I15, later D05 HMS Daring, the lead vessels, was ordered from Swan, Hunter & Wigham Richardson on 24 January 1945, laid down on 29 September, launched on 10 August 1949 and completed and commissioned on 8 March 1952. She was assigned to the 2nd Destroyer Squadron. After commissioning she completed her trials and was opened to the public at Devonport before final trials at Portland. On 7 May 1952 she followed her unit in the Mediterranean, Gibraltar and Malta, from 16 May. She was inspected by CiC Admiral Lord Louis Mountbatten of Burma (captain of an ealier HMS Daring). On 19 June ammunition exploded, and she later gained the reputation as an ‘unhappy ship’ when Captain Vernon John St. Clair-Ford died suddenly in August. Captain Gick restored confidence and she became again an efficient ship, stopping at Syracuse, Navarin, Tripoli, Toulon, Golfe-Juan and Naples before operation in the Suez Canal Zone by October 1952. By March 1953 she was at NATO exercise “Spring Cruise” ad was refitted until July at Gibraltar. On 26 July she was sent to help after a collision in fog between the Culrain and the Duero (1,375 GRT), sunk but all 27 crew rescued and transferred to Daring to land at Gibraltar.

On 12 August she was recalled to take 200 tons of stores for Argostoli and disaster relief (Kefalonian earthquake). Her crew even setup an emergency hospital and she ferried some victims to Zante of 18 August via the Corinth Canal and to Piraeus. She made afterwards an Arctic cruise and then back out to the Mediterranean, then back to Devonport in mid August 1954 and an exercise at Tromsø, Norway.
She was underway to the Kiel Canal when reditected to Londonderry and to the Mediterranean via Gibraltar, to Malta to receive a new crew, flown out from UK by November 1956 in order to take part in the Suez Crisis operations. Once done she was back to the Western Mediterranean. With three sisters she had training in Golfe du Lion, French Riviera including high speed night maneuvering at 30 knots. She was in line abreast when signalled by Capt. ‘D’ to turn starboard 90 degrees into line ahead while at the end of the line with HMS Diana starboard. However she failed to respond and turned directly at her instead, so 1st lieutenant on bridge on the repeater punched “Full Astern”, to be obeyed immediately regardless of damage. Safety valves lifted within seconds and shut off steam to the ahead turbine and pressured fell to 150psi before starting to recover and one of the two units managed to reverse more quickly, narrowly avoiding the worst. She made it to Gibraltar on a single shaftand had three months dockyard refit until January 1959, paid off in Devonport for the modifications decribed above. On 20 January 1959 she was ready for operations under command of Captain C. P. Mills. She left on 26 January for trials and fixes to her gunnery system at Devonport, then shakedown on 5 March and entry to Portland on 11 March for final work-up.

After a leave in the second half of April before sailing for the Mediterranean, further faults were discovered in the gunnery system, she spent two more weeks fixing them, and another work-up at Portland until 29 May. On 14 June she left for the Mediterranean via Gibraltar, Malta and hosred the Flag Officer Flotillas, Mediterranean Rear Admiral Ewing, joining NATO Exercise Whitebait off Libya, followed by a Cyprus Patrol 6–26 July, Athens visit and R&R on 16-18 July. She arrived at Malta on 29 July, and prepared for the Fleet Regatta at Augusta in August. Later she visited Monaco, returned to Malta for R&R and then exercise ‘SeptEx’ over 2 weeks. Next she sailed for Venice (21-26 Sept.) then Dubrovnik. While there on 29 September there was a fierce gale and not to drag her anchor, she departed ro ride it, and came back to puckup the remainder of her crew. She regained Malta to replenish and the Mediterranean Fleet for exercises with the Spanish Navy at Palma and Mahón, Balearic Islands. She visited Tunis for a British trade fair and was inspected. On 20 November she trained with the Marina Militare in Taranto and joined the aircraft carrier Victorious. Later she had an oiling connection fractured, repaired overnight at Fiumincino plus cleaning of oil. She met HMS Battleaxe for a trip to Civita Vecchia. She took the head of the 2nd Destroyer Squadron for a farewell to the Flag Officer on HMS Tiger.

She remained in Malta for Xmas, but had a short visit to Annaba in Algeria and a drydocking and refit at Malta. She left on 14 March 1960 in Squadron and returned to Algiers, then Gibraltar and back to the Home Fleet for Exercise Dawnbreeze V in poor weather off Cape Trafalgar. She was later anchored in Jenny Cliff Bay, Plymouth. Back at Portland for weapon training, she headed for Portsmouth and then Bremen with HMS Crossbow and two subs for a week visit and the Elbe estuary and Canal in thick fog to the Baltic Sea. There, the RN helped the Bundesmarine watching over the Soviet Baltic sea Fleet. She stopped in Helsinki on 26 May. The she crossed westwards to Scotland, Campbeltown, Loch Eriboll via Orkney and a NATO exercise from Rosyth and back east to visit Bergen and Horten and leave at Devonport.
For her 4th commission she concluded by an Iceland patrol, first Cod War and was paid off in December 1960 back home, in reserve until April 1963 at Devonport followed by a long refit planned for completion by October 1964 but delayed until December 1966.

For her 5th commission starting by November 1966 she had preliminary sea trials, pre-commissioning courses, Sea Acceptance Trials, Work-up at Portland. She visited Cherbourg by mid May 1967 and was prepared for deployment East of Suez from Plymouth on 17 July via Gibraltar, Freetown and a ‘Crossing the line’ on 30 July. She stopped at Simonstown and was part of the Beira Patrol and sailed to Far East via Gan. She spent Xmas at in Singapore and Hong Kong by 31 December 1967. There, she stand ready after the seizure of USS Pueblo by North Korea. She visited Australia, Darwin, Sydney, Melbourne and completed the trip with HMS Troubridge and Cavalier over 3,000 mile to Mauritius and another 5 weeks of Beira Patrol and back home via Gibraltar. In August 1968 she was stationed at Gibraltar as guardship visited again by Earl Mountbatten of Burma. By late September she was in Stockholm for “British Week”. On 9 October she started inactivation preparations and by December 1968 she was placed in reserve, later decommissioned and sold for BU.

I35, HMS Demon was ordered from Swan, Hunter & Wigham Richardson on 24 January 1945 but never laid down at cancelled on 13 December 1945.

I52, later D108 HMS Dainty was ordered from J. Samuel White, Cowes on 24 January 1945, laid down on 17 December 1945, launched on 16 August 1950 and completed/Commissioned on 26 February 1953. She joined the Mediterranean Fleet, 2nd Destroyer Squadron which akternated with the Darings of the 5th squadrons completed with AC electric, with the Home Fleet. Dainty was laid up in reserve in December 1955, and active from February 1956 to test fast reserve reconditionment. But she was back in reserve by April, and reactivated later. By 29 April 1957 she delivered relief help, blankets and tents plus food and medical supplies and doctors to Fethiye, Turkey after earthquakes. On 2 April 1958, she collided with HMS Solebay coming alongside Solebay at Portsmouth. Damage was light and followed by a short refit. On 16 April her torpedo tubes was removed for a deckhouse and extra accommodation, given the larger crew. She had another refit on 20 January 1959 until paid off into reserve from January 1961. She was refitted in 1962 to 1964 with nex armamennt and sensors; extra accomodation and simplied maintenance. From April 1965 she joined the 23rd Escort Squadron Mediterranean/West Indies stations in alternance. She was in home waters from 31 May to 1 June 1966 to greet the German frigates Karlsruhe and Braunschweig for 50th anniversary of the Battle of Jutland. She was also recommissioned from April 1967 in Home, West Indian, Far East Waters until paid off for disposal at Portsmouth, 31 July 1969, stricken, sold on 1 January 1971, BU at Cairnryan.

I73 HMS Dervish was ordered from J. Samuel White, Cowes on 24 January 1945 but never laid down, cancelled on 13 December 1945.

I40 HMS Decoy was orddered from Vickers-Armstrongs on 24 January 1945 but never laid down, Cancelled 13 December 1945.

I45 Delight(ii) was ordered at Vickers-Armstrongs on 24 January 1945, never laid down, replaced by the ex-Disdain, and Cancelled on 13 December 1945.

I81, later D35 HMS Diamond was ordered from John Brown and Co. on 24 January 1945, laid down on 15 March 1949, launched on 14 June 1950 and completed/commissioned on 21 February 1952. She took part in the Fleet Review for the Coronation of Queen Elizabeth II and on 29 September 1953, collided with the cruiser Swiftsure in Exercise Mariner resulting in severe bow damage off the coast of Iceland. In 1956 Diamond was sent to the Zuez cana zeone and enterer Port Said to show the flag. Later she would take part in Operation Musketeer, the Franco-British attack and landings there. She was then refitted in 1959 at Chatham and by 1964 involved in another collision, with the frigate Salisbury, in the Channel as part of a demonstration. In 1970, she was reinstated and adaptated to become a harbour training ship, moored at Priddy’s Hard jetty, Gosport for the Marine Engineering School, establishement HMS Sultan. She was relieved in this role by HMS Londonderry but all this time her steam plant remained operational to be recommissioned as frontline asset in case of war. The engines were also used for watchkeeping familiarisation purposes. She was eventually decommissioned all this time, now she was striken in 1980 and solf for BU, scrapped in Rainham, Kent in 1981.

I87, HMS Desperate was ordered from John Brown and Company on 24 January 1945, never laid down and cancelled on 27 December 1945.

I19 HMS Desire was ordered from R. & W. Hawthorn, Leslie and Com. on 16 February 1945 but never laid down and cancelled on 13 December 1945.

I77 HMS Diana was ordered from R. & W. Hawthorn, Leslie and Co. on 16 February 1945, never laid down and cancelled on 13 December 1945.

I47, later D114 HMS Defender (ex-Dogstar) was ordered from Alexander Stephen and Sons on 16 February 1945, she was laid down on 22 March 1949, launched on 27 July 1950 and completed; commissioned on 5 December 1952. In 1953 she was part of the Coronation Fleet Review for Queen Elizabeth II. She was sent to the Far East in 1953-1954, at the tail end of the Korean war and with the US Navy in Japanese waters. Her final career records included a Korea war award. In 1954 while off Singapore she she located the wreck of Prince of Wales. and she took part in the Malay Emergency, firing on insurgents with a coastal bombardment on the Johor coast and entered the Johor River 9 miles (14 km) deep. In 1955 and 1958 she took part in operations against EOKA in Cyprus as well. On 19 July 1956 she hosted King Faisal II of Iraq across the Channel to Dover for a state visit to UK, and escorted the Royal Yacht at Stockholm and Copenhagen, then for its cruise on the Baltic Sea.

She was then sent to the Mediterranean and Suez, for the Port Said landings and cover operations. In 1958 she had a first major refit, completed by July 1959 and returning to the Mediterranean. From 1963 to 1965 she had her second major and last refit, and took the West Indies Station. She was present in Barbados on 30 November 1966 for the Independence ceremony hosting the Duke & Duchess of Kent. On XMas Eve in 1966, she left Bermuda to St Vincent due to anticipated political unrest. However in 1967 she was back off Suez again, as ASW cover for the task force withdrawal from Aden. She continued to take station to the Far East until 1969. Back home, she was decommissioned and spent months in the Firth of Forth as target ship, then sold for BU.

I56, later D106 HMS Decoy (ex-Dragon) was ordered from Yarrow and Co. on 16 February 1945, laid down on 23 September 1946, launched on 29 March 1949 and commissioned on 28 April 1953. Like her sisters she took part in the Fleet Review at Spithead and by September 1954, her unit (5th Sqn.) was deployed to the Mediterranean. In 1956 she took part in Operation Musketeer, the landings at Port Said to retake the Suez canal. On 4 September 1957, she run aground at Portland after a failure of her steering gear. She could free herself and damage wa slight. She was back in the Mediterranean until July 1958.
From 1960 to 1962 back home she started to test the new Sea Cat missile system, a small single quadruple launcher port aft replacing her Bofors mount for trials for a large class-wide possible adoption. However it was removed at the end of the trials and the measure was deemed too costly. The Sea Cat was a small, short range 1st gen SAM intended to replace Bofors mounts on a one-to-one basis.
After a first major refit at Devonport, HMS Decoy was recommissioned on 9 April 1963 and reassigned to the 21st Escort Squadron (Berwick, Dido, Corunna, Cavendish). By 1966 she returned to reserve for her second and last major refit and modernization at Portsmouth, until 15 August 1967. She alternated between the West Indies and Far East Stations, after atteding Portsmouth Navy Days. In 1968 she escorted a Hong Kong-flagged vessels to Gibraltar at the ship’s Master’s request after crew’s unrest. She was eventually decommissioned and sold to Peru in 1969 with sister HMS Diana, renamed Ferré, after war hero Diego Ferré of the Battle of Angamos, Pacific war.

I26, later D126 HMS Diana (ex-Druid) was ordered from Yarrow and Co. on 16 February 1945, 3 April 1947 launched on 8 May 1952, and commissioned 29 March 1954. In 1956 she was sent for tests in the radioactive fallout zone of British atomic Mosaic 1 and Mosaic 2 tests, near Monte Bello Islands (Indian Ocean). Fitted with many sensors and a few specialists, she was taking the measure of the effects of atomic fallout, for herself and the crew of 308. Apart the few specialists, the exposure of the crew was fatal and controversial to this very day. Around two-thirds died later, survivors having typical fallout-related diseases. Then Captain John Ronald Gower, who died in 2007 and wrote about the even her immensely disliked having to serve on such an exposed ship. Still by January 2008, the British MoD refused to pay compensation to the survivors. It was delayed until 2012 but there were by then no survivors. Back on 26 January 1968, Diana sailed from Gibraltar to Malta until diverted to search for the missing Israeli submarine Dakar, a former T class just purchased from Britain. In Malta she took up a medical officer and diving experts and went to the area where a distress signal came from the Spanish tanker MV Bahia on fire. She helped putting it up, after which she looked for survivors in the area until 31 January. Like her sisters she also receive dtwo refits, but was due ti decommission in 1968. She was acquired by the Peruvian Navy in 1969 with HMS Decoy, renamed BAP Palacios (DM-73) and refitted at Cammell Laird before transfer (article in redaction).

I94, later D154 HMS Duchess was ordered from John I. Thornycroft and Co. Woolston Yard on 29 March 1945. She was laid down on 8 July 1948, launched on 9 April 1951 and commissioned on 23 October 1952.
Duchess was in the Home Fleet from January 1953, in training exercises and by 26 January she suffered a furnace explosion while in Portland Harbour with an oil fire that killed a stoker and severely burned three others. It was mastered and she could sail the afternoon but ten work of repair were needed. By February-March, she sailed to Gibraltar for exercises and in April was in maintenance, and by May in training. By late May Duchess, Daring escorted the cruiser Swiftsure to London, for the coronation review of Queen Elizabeth II. She visited the Isle of Wight before going to Spithead on 15 June. The end was marke by series of east coast ports visit, and exercises in Invergordon. Duchess became a plane guard for HMS Eagle. She had a maintenance refit in Portsmouth this summer. On 1 Septembershe was back to Eagle CBG for Denmark Strai exercises until 3 October. She carried personal from 812 NAS to Loch Goyle and back to Eagle for their training qualifications. On 6 October, one helicopter trying to deliver mail on her dec crashed. One of the crew was rescued. She was detached on 24 October for Portsmouth and ended in refit until early 1954.

On 5 February, Duchess joined the Spring Training Cruise in the Mediterranean, visiting Oran, and she was back to Portsmouth on 23 March. On 29 April, she returned to Gibraltar to escort there the royal yacht Britannia with the Queen on the last leg of her Commonwealth Tour back home, detached in the Thames Estuary on 13 May. She sailed to Invergordon for Home Fleet exercises and on 19 June, with HMS Diamond she was detached for a show the flag cruise in the Baltic, via Oslo, Copenhagen, Stockholm and back to Portsmouth. On 31 August she was paid off and later reassigned to the Mediterranean Fleet. On 10 September she sailed to Malta. On 15 October she was part of a naval demonstration to the Emperor of Ethiopia. NATO Exercises follwoed like Novex 54, and a visit to Elba with Jamaica in November 1954. By January 1955 she visited Algier.s On 24 March, while in Naples she was accidentally rammed by SS Excambion. The bow, starboard plates and superstructure had temporary repairs completed at Malta from 30 March, until 22 May, cruising the eastern Mediterranean, via Istanbul, Alexandria, Cyprus and Malta on 22 June. Dhe then departed to Portsmouth via Gibraltar, arrived on 1 July and drydocked for maintenance until 28 September.

She later trained in and off the Clyde, and had plane guard duties with HMS Eagle. She visited Hamburg, and returned to Portland. On 21 February she paid off, recommissioned at Portsmouth and on 3 March, was back to the Mediterranean Fleet for exercises, and Medflex Dragon in April. Later she had 6 weeks maintenance, visited Istanbul and Golcuck, Cyprus to intercept Greek weapons smugglers and to Malta by mid-July. She was then prepared for the Suez Canal crisis, started when Nasser nationalised the latter. in Operation musketeer, this common Franco-British naval intervention she was to cover air strikes and the landings, whixh were, in Port Said, mostly unopposed after the preparatory work of paratroopers.

Suez Crisis. She trained for shore bombardment and convoy escort that summer 1956 and was in plane guard duty but from 29 October, escorted Eagle, Albion, and Bulwark off Suez on 31 October, for the airstrikes, Duchess acting as plane guard for Eagle. On 6 November she was ready to cover the landings if contested. On 9 November she departed for Malta to resupply and back to Port Said on the 17th still as plane guard. Later the operation ceased with the US and Soviet threats and until 16 December she was detached in the waters of Cyprus in anti-smuggler patrols and recalled for the withdrawal from Port Said, until 22 December with the last troop convoy, but reamined on station and she was the last to leave Port Said. She left Malta on 1 January 1957 with Decoy and Diamond for Portsmouth, had a three-month maintenance docking and exercises wth the Home Fleet. From 17 May she escorted the Royal Yacht Britannia in the Humber for a Royal state visit to Denmark for a state visit and back to Moray Firth, then a fleet review.

She was then assigned as plane guard to the newly modernized HMS Ark Royal, and on 30 May they departed for the International Naval Review at Hampton Roads from 12 June. Next she sailed via Bermuda back home, and Liverpool for the 750th anniversary of King John’s Charter founding ,then Portsmouth, paid off 27 August. From 3 September she became leader, 5th Sqn, Mediterranean Fleet, training in Silema Creek, stopping at Tripoli and Civitavecchia and Malta for the rest of the year. In 1958 she was in Cyprus patrol and needed repairs in malta after a leak in her hull. She took part in Exercise Marjex, visited Taranto and Ancona, Venice. After more exercises in April-May she was kept to wath cover unrest in lebanon. Part of the response force off Cyprus she remained until 4 July, retunned to Malta, and Portsmouth, in maintenance. Later she had British, Dutch, and French waters training and visits and after being paid off at Spithead on 9 December, sailed to Portsmouth Dockyard for a two-year refit, recommissioned on 3 January 1961.

April-July saw her in ASW training and on 24 July, she left Portsmouth for Malta. On 7 August she stopped in Ajaccio and stand guard due to a mutiny on a British merchant ship. In Malta by 18 August she was drydocked for maintenance followed by exercises and port visits until 26 March 1962. She returned to Portsmouth for Home Fleet exercises, visited Stockholm, Helsinki with the cruiser Bermuda in May, refit July-October, November search for Lord Windlesham’s helicopter crash off St David’s Head. On 17 December she was paid off, recommissioned on 2 January 1963 and sent to stand guard with the Brunei Revolt and tensions in South East Asia until the Indonesia–Malaysia confrontation as part of the Far East Fleet. Her trip started on 8 April for Singapore via Gibraltar, Malta, Port Said, Aden and from 12 June, spent weeks on exercises then maintenance, exercises again until August, and patrols off North Borneo and Sarawak, then a visit to Hong Kong by early September, guardship duties off Sandakan, patrols of North Borneo and assisting the British merchantman Woodburn (run aground off Singapore’s Horsburgh Lighthouse), then Exercises until 23 December, and halt at Singapore for maintenance and leave, back on 10 February 1964, carrying Gurkhas to the Sarawak River.

After the Australia destroyer HMAS Voyager was lost in a collision with HMAS Melbourne (she was nearly cut in half) on 10 February 1964, the Royal Australian Navy accepted as temporary replacement Defender as she just came out of a major modernisation, over Duchess already in South East Asia. The RAN agreed on the latter to make modifications they felt necessary likje a better suited air-conditioning. Offered on 18 February it was accepted on the 25th by the government until a 4 year loan at no cost apart running costs and modifications. She left Singapore for Australia on 6 April and stopped there at Darwin and Townsville then entered Sydney on 19 April, handed over that day. She would be modified at Williamstown Naval Dockyard and as HMAS Duchess she was deployed to the Far East in 1965, patrolled the Malaysian and Borneo coasts and escorted HMAS Sydney in her first of 25 Vietnam War troop transport runs to Vũng Tàu. She became part of the Far East Strategic Reserve (FESR). There will be a dedicated post on her RAN career in the future. From 5 January 1973 she was converted into a training ship, starting cruises from 1975. On 23 October 1977 her age showed and she decommissioned, sold for BU to Tung Ho Steel on 7 May 1980, Taiwan from 9 July to tbe BU.

The Australian Daring

The Royal Australian Navy at first wanted four Daring-class destroyers, named after the “Scrap Iron Flotilla” destroyer of World War II (the propaganda description by Goebbels that ironically stuck). They were modified during construction to improve habitability, and received a better suited air-conditioning. They became also the first all-welded ships made in Australia. The first was laid down in 1949 but a year later as it was already apparent that they would not be completed on time, as local dockyards had issues keeping up with the schedule, the RAN tried but failed to purchase two Darings under construction in Britin, even considered purchasing more ships frim the US. The latter was dropped due to logistical concerns. As time passed budget cuts axed the fourth. Only three remained, completed later as Voyager, Vendetta, and Vampire commissioned between 1957 and 1959 under a cost spiralling from A£2.6 million to A£7 million. They were also the last British designed conventional destroyers ever built.

D11 HMAS Vampire was ordered from Cockatoo Docks & Engineering Co. at the namesake Island Dockyard and laid down on 1 July 1952, launched on 27 October 1956 and completed on 23 June 1959.
To be treated in a standalone post.

D08 HMAS Vendetta was ordered from Williamstown Dockyard and laid down on 4 July 1949, launched on 3 May 1954 and commissioned on 26 November 1958.
To be treated in a standalone post.

D04 HMAS Voyager was ordered from Cockatoo Docks & Engineering Co. at Cockatoo Island on 10 October 1949, lauched on 1st May 1952 and commissioned on 12 February 1957.
To be treated in a standalone post.

Read More/Src

Books

Links

navypedia.org
https://www.facebook.com/groups/1216058135233165/posts/2065157653656538/
https://www.battleships-cruisers.co.uk/ship.php?ShipID=814
https://www.rmg.co.uk/collections/objects/rmgc-object-1203506
en.wikipedia.org
https://commons.wikimedia.org/wiki/Category:Daring_class_destroyer_(1949)

Videos

Model Kits

all kits on scalemates.com

3D