Crest of the V&W Destroyer AssociationCrest of the V&W Destroyer AssociationHMS WILD SWAN

HMS Wild Swan 1940
HMS Wild Swan at Dover on her return from evacuating the Guards from Boulogne 23 May 1940
Courtesy of Lt Angus Mackenzie RN

HMS Wild Swan, was one of seven Modified W-Class destroyers completed after World War 1. She was built by Swan Hunter at Wallsend on Tyne and completed on 14 November 1919 when she joined the 3rd Destroyer Flotilla (3DF)  in the Baltic. The 3rd Flotilla assisted in the evacuation of Greeks from Turkish territory after the end of the Greco-Turkish war in 1923. In 1926 Wild Swan and her sister ships in the 3DF were sent to the China Station to protect British interests after the outbreak of the Chinese Civil War. She returned to home waters in July 1928 and was placed in Reserve until 1931 when she was recommissioned and joined the 8th Destroyer Flotilla on the China Station as described by Lord Louis Mountbatten, the CO of HMS Wishart.

The flotilla transferred to the Mediterranean during the Abyssinian crisis and was at Gibraltar at the outbreak of the Spanish Civil War in 1936. On 23 July she was attacked by Nationalist bombers. She returned to the UK that month and took part in the Coronation Fleet Review for King George VI on 20 May 1937. On 23 August 1937 Wild Swan was paid off into reserve until 1939 when she underwent a long refit at Chatham and was fitted with Asdic.  In December 1939 she joined the 18th Destroyer Flotilla but was transferred to the 19DF at Dover on the 19 April 1940.

On 10 May when Germany invaded the Netherlands, Belgium and France HMS Wild Swan commanded by
Lt.Cdr. John Leslie Younghusband, RN took Demolition Party B to the Hook of Holland as part of Operations XD to destroy oil reserves in the Netherlands and France. Cdr John A.C. Hill RN, the CO of HMS Westcott, was in overall charge of the Territorial Army "Demo" Party XB and the naval party to destroy harbour installations. He received last minute orders to retrieve Dutch gold reserves from Rotterdam and was killed and the gold lost when their Dutch ferry detonated a mine returning from Rotterdam to the Hook. Wild Swan rescued Dutch soldiers from the SS Juliana bombed en-route to Ijmuiden and returned to Harwich.

After repair Wild Swan and her sister ships in the 19DF were ordered to Boulogne on 23 May to evacuate the Welsh and Irish Guards landed the previous day but in the morning Wild Swan carried demolition stories to Dunkirk and was ordered by the Transport Officer to evacuate RAF and Army personnel. She arrived at Boulogne at 1920 in the evening and Lt Cdr Younghusband's Report of Proceedings is a very vivid description of her part in the evacuation of the Guards.

On 26 May when Operation Dynamo, the evacuation of the BEF from Dunkirk, started Wild Swan escorted the ferry Maid of Orleans and the transport Canterbury to Dunkirk and was then ordered to Portsmouth for a short refit. On 17 June Wild Swan landed a demolition party at St Malo and evacuated the British troops (Operation Cycle). 

The 19th Flotilla was based at Harwich escorting convoys in the North Sea and carrying out anti-invasion patrols. On 16 September Wild Swan collided with HMS Worcester, sustaining minor damage and later that month was allocated to Operation Lucid, a plan to use old oil tankers as fire ships to attack invasion barges in French ports.

On 30 October 1940, Wild Swan was transferred to the 7th Escort Group based at Liverpool. Inexperienced in escorting Atlantic convoys Wild Swan and Beagle were criticised for failing to spot U-99 (Otto Ketschmer) firing a torpedo from their side of Convoy HX83 on the night of 4 November and sinking the tanker Scottish Maiden. On 23 December Wild Swan towed HMS Warwick, a sister V & W back to Liverpool for repair after she was badly damaged by an acoustic mine. In January she rescued survors from the SS Clytoneus (bombed), the SS Bassano (torpedoed) and SS Westmoreland (mined) abandoned by her crew. Wild Swan's crew were awarded 600 for taking part in her salvage.

Wild Swan continued escort operations in the North Atlantic until March 1941, when she underwent a refit at the Royal Albert Dock in London and Type 286 RDF (Radar) was fitted. The dockyard was heavily bombed on 19 April and Wild Swan was slightly damaged by German bombs.

Wild Swan joined the the 1DF at Plymouth and with Wivern and Vansittart were on standby after the sinking of the Hood by Bismark but was not required and in June was ordered to Freetown in West Africa but returned to Gibraltar in August and began escorting HG convoys from Gibraltar to Britain. After a successful Warship Week from 22 - 29 November 1941 Surbiton in Surrey adopted HMS Wild Swan but the customary exchange of the crest of the ship mounted on a wooden shield for a plaque bearing the coat of arms of the town was not to take place until after the loss of HMS Wild Swan in June 1942.

On 16 June 1942 Wild Swan was escorting HG84 in the Western Approaches and was detached for refueling and passed through a group of Spanish trawlers when a squadron of Ju 88 bombers mistook them for the convoy and attacked the trawlers and Wild Swan. Wild Swan shot down six German aircraft (the record for any single ship) but was seriously damaged and collided with one of the Spanish trawlers, which sank. After rescuing 11 survivors from the trawler Wild Swan was herself sunk. HMS Vansittart "Picked up 10 officers and 123 ratings from Wild Swan and 11 men from Spanish trawler" but 31 British seamen died from exposure after 15 hours in open boats. Cdr Claude Edward Lutley Sclater RN DSO and bar visited Surbition a week after the loss of his ship and gave a first hand account which was reported on Saturday 27 June in the Surrey Advertiser.

But by far the best account of the story of HMS Wild Swan is HMS Wild Swan: One Destroyer's War 1939–2 by Peter Smith (London: William Kimber). ISBN 0-7183-0542-6.

Battle Honours

ATLANTIC 1939 – 40   DUNKIRK 1940  ARCTIC 1942   ENGLISH CHANNEL 1942 – 43  NORTH SEA 1942 – 43  NORMANDY 1944

Commanding Officers

Lt Cdr Donal Scott McGrath RN (5 Aug 1926 - Sept 1926)
Cdr Charles G. Stuart, RN (10 Sept. 1926 - March 1927)
Cdr Louis H. K. Hamilton, RN (March, 1927 – 12 Sept 1928)
Lt Cdr Edward L. Berthon RN (Sept 1928 - Aug 1929)
Lt Cdr Philip N. Walter RN (Aug 1930 - Sept 1932)
Cdr Percy Todd, RN (1 Sept. 1932 – 3 Feb. 1933)
Cdr Francis J. Wylie, RN (3 Feb.1933 – 1934)
Cdr Stephen H. T. Arliss, RN (17 Dec. 1934 – 1 Sept. 1936)
Lt Cdr Cecil H. de B. Newby, RN (29 Dec. 1936 - July 1939)
Lt.Cdr. John Leslie Younghusband, RN (July 1939 - Aug 1940)
Cdr Claude Edward Lutley Sclater RN DSO and bar (Aug 1940 - June 1942)


Lt John H. Wallace RN (Feb 1933 - July 1934)
Gnr Harold West RN (April 1927 - July 1928)

Officers on 16 June 1942 when Wild Swan was lost

The CO - Lt Cdr C E L Sclater RN  (22 Aug 1940 – 16 June 1942)
Sub Lt D E Burnley RANVR  (27  Dec 1940 - NLT Feb 1942)
Gnr (T) A B Clark RN  (Feb 1940 – 16 Jun 1942)
Surg Lt J P Couchman RN (2 Jan 1940 – 20 Dec 1940)
Cmd Eng C J C Derbyshire RN (16 Oct 1939 – 16 Jun 1942)
Lt K T Holland RN  (7 Jan 1941 – 16 Jun 1942)
Temp Surg Lt F H D Hutter RNVR (20 Dec 1940 – 16 Jun 1942
M J Lee RN (1 Dec 1939 – Jan 1941)
Lt R Lockwood RANVR (12 Nov 1941 – 16 Jun 1942)
Temp Sub Lt O S Pugh RNVR  (10 Nov 1941 – 16 Jun 1942)
Sub Lt D H Revill RNR (16 Jan 1941 – 16 Jun 1942)
Mid G D K Robinson RIN (2 Aug 1941 – NLT Jun 1942)
Lt P G Satow RN (19 Dec 1939 – 16 Jun 1942)
Temp Gnr (T) A H J Timpson RN (Mar 1942 – 16 Jun 1942)

Former Full Members of the V & W Destroyer Association who served in HMS Wild Swan
E. Wells (Wimborne, Dorset)
Please get in touch if you knew him or have a family member who served in HMS Wild Swan

HMS Wild Swan
HMS Wild Swan in the Mediterranean in 1925

Wild Swan's whaler in Med 1925
Nothing further is known about this photograph of the ship's whaler in 1925
Names will be given if identified

XD Operations at
The Hook of Holland

Lt Cdr John L. Younghusband joined HMS Wild Swan as CO in July 1940 during her long refit at Chatham on coming out of Reserve. On completion of her work-up at Portland she joined the 18th Destroyer Flotilla as a convoy escort in Western Approaches Command at Plymouth until the German Blitzkrieg in May when she transferred to 19DF at Dover with HMS Verity and Windsor.

The Netherlands was neutral during the previous war but anticipating the invasion of the Low Countries Britain drew up plans for XD Operations, the demolition of fuel reserves and harbour installations in the Netherlands, Belgium and France to prevent them falling into German hands. Fuel reserves would be destroyed by the Kent Fortress Royal Engineers (KFRE), a Territorial Unit formed from employees of the Blue Circle Cement Co, Gravesend, headed by a Colonel Brazier, a veteran of the last war, and naval parties would destroy the harbour installations. HMS Wild Swan would take Demolition Party B to the Hook of Holland, a ferry port on the "new Waterway" leading to Rotterdam, the main port and commercial centre in the Netherlands. In overall command of the KFRE "Demo" party and the naval party was Cdr James A. Corrie Hill who commanded HMS Westcott on the China Station in 1938-9 but had spent the last two months in the Plans Division of the Admiralty, HMS President.

Plans for Operation XD in the Netherland stamped "Most Secret" issued by Vice Admiral Ramsay, Flag officer Commanding Dover, on 7 May, named HMS Verity as the destroyer to carry Cdr Hill and Demo Party X(B) plus a military Mission headed by a Major General to the Hook of Holland. At 3.55am on Friday 10 May the German invaded and at 11.30 the War Cabinet meeting at 10 Downing Street discussed the plans for  XD Operations and decided that Dutch gold at the branch of the Nederlandsche Bank in Rotteredam should be brought back by the Demo Party. Plans changed and HMS Wild Swan left Dover later that day with Cdr Hill and his team of 95 men and arrived at  the Hook of Holland at 5.30 pm but without the Military Mission which followed later in HMS Wivern. After landing he received the order to retrieve the gold from the Rotterdam branch of the National Bank.

Lt Smit in the Dutch Navy had taken command of Pilot Boat 19A that morning and at 1930 Cdr Hill and the 95 members of the naval party and the KFRE demolition party led by  Captain Goodwin, a South African, boarded the steamer and left immediately on the three hour journey along the New Waterway to Lekhaven jetty in central Rotterdam. Parachutists and gliders had landed and fighting was taking place throughout the city. Cdr Hill and Captain Tommy Goodwin set off to contact the authorities about their separate missions and both were arrested as suspected Germans. Matters were made worse when Goodwin tried to win favour by speaking in Afrikaans! In the end the misunderstanding was resolved and after drinking toasts with their captors Goodwin and the KFRE set off for the Shell oil plant on the south bank of the Maas, found it deserted and patrolled by Germans and returned to the north bank where the Dutch General refused consent for the demolition. The KFRE unit returned to the Hook at 1800 on Saturday 11 May having achieved nothing.

Cdr Hill and his naval team headed for the Nederlandsche Bank where fighting was taking place at the front while 11 tons of gold packed in crates were being loaded into four trucks at the rear of the building. Another 110 tons which had not been crated remained in the vaults. The trucks set off to Lekerhaven at intervals, were fired on but reached the jetty safely and the loading of 170 crates of gold bars onto the Pilot Steamer began at 0300 on Saturday 11 May. The ship left two hours later with Cdr Hill and Ordinary Seamen T.G. Goshawk and F.G. Higgs and the twenty man crew. The rest of Cdr Hill's naval team returned westward by land to their demolition positions. At 0530 on Saturday 11 May the 500 ton steel pilot boat detonated a magnetic mine dropped by a German bomber at 2300 the previous night. The effect in the constricted waterway was devastating. The Pilot Boat broke in two and there were only three survivors. Cdr Hill and ODs Goshawk and Higgs are buried in CWG at the Emaus General Cemetery at Vlaardingen. Most of the gold bars were retrieved by the Germans after salvage by the Dutch but a few were never recovered. For a more detailed account of Cdr Hill's mission and its tragic end see Traces of War.

HMS Wild Swan had been on patrol to escape being bombed while berthed alongside and to leave the quayside clear for other ships. At sunrise on Sunday 12 May Wild Swan guided HMS Venomous and Verity each bringing 200 Royal Marines to protect the perimeter of the Hook of Holland in preparation for the arrival of a combined batallion of Welsh and Irish Guards hastily assembled to safeguard the evacuation of Government officials, foreign ambassadors and prominent businessmen (Operation Harpoon). Lt Peter Kershaw RNVR photographed the two V & W destroyers berthed alongside while they disembarked the Marines.

HNS Venomnus and Verity alongside at Hook of Holland on 12 May 1940
HMS Venomous berthed alongside Verity at the Hook of Holland while the Marines disembark
Photographed by Lt Peter Ker shaw RNVR

HMS Verity and Venomous were bombed as they left the quayside at 0815 as described by AB Clapton on Venomous in A Hard Fought Ship:

“I remember the Venomous landing a detachment of Royal Marines at the Hook of Holland which was the same time as Rotterdam was being blitzed. It was during the morning watch and a very bright sun was rising over the land. On leaving we had the sun at our stern. We were attacked by Hanukas, which came at us out of the sun. We had a few near misses but suffered no damage. As the Channel was so narrow we had no room to manoeuvre, so the Captain did the only thing open to him – he left harbour at full speed with all guns that could be brought to bear firing in our defence.”

SS Julliana, passenger ferry from Flushing to HarwichResue of troops from SS Juliana by HMS Wild Swan
The SS Prinses Jullana a passenger ferry on the Flushing to Harwich route  before the war was carrying troops when dive bombed on 12 May 1940
Wild Swan came alongside and transferred her troops and crew

At 1014 HMS Wild Swan received a signal from Cdr. Hugh St. Lawrence Nicolson, RN in HMS Hyperion to order "Zeeland" to disembark her troops into a pilot ship to attack German troops who had landed by plane and parachute near a wood overlooking the Hook. Nicolson was refering to the unarmed passenger ferry SS Prinses Juliana owned by the Zeeland Shipping Co which had taken aboard 200 Dutch soldiers and their horses at Bresken on the Scheldt opposite Vlissengen (Flushing) and was heading north to Ijmuiden. The message was misunderstood and the troops were still aboard the SS Prinses Juliana when Stuka dive bombers attacked from 6,000 ft at a 70 degree angle. Capt Creasey in HMS Codrington -

"ordered Wild Swan to rescue survivors and he correctly interpreted my wishes by placing his ship's  bows alongside the Juliana and taking off all the survivors left aboard, and picked up more from rafts and floats in the water. Wild Swan then proceeded to the Hook with her passengers.”

Some of the crew of Wild Swan jumped overboard to save the Dutch soldiers from drowning and 40 survivors were brought safely to the Hook of Holland quay. There were also five members of the military mission sent to Vlissingen with HMS Wivern. Lt Goodwin of the Mission reported to Nicolson in HMS Hyperion that secret documents were left behind in cabins 4, 5 and 6 (the SS Prinses Juliana was still floating at the time). It was a miracle that only one crew member was lost, a stoker. The soldiers were brought to the modern  Fortress overlooking the Hook but were in such a state of shock that they could not fight the German troops hiding in the wood. HMS Wild Swan shelled the Germans and Dutch troops joined in from the coastal battery in the old fortress by the New Waterway until their guns broke down.

In the meantime Capt Goodwin and his team of Sappers had finally received clear instructions from an official in the Dutch government for the immediate destruction of fuel stocks and returned to Rotterdam with a Dutch officer. On arrival, a messenger gave the Dutch officer written instructions forbidding them from doing anything! Goodwin, sick of the constant mixed messages, struck off on his own with the sappers carrying their explosives on stretchers, but they were bombed and spent the night in nearby deserted buildings.

At dawn on Whit Monday morning, Goodwin received "final instructions" to destroy the Shell and American Petroleum installations on the south bank of the Maas and crossed the river at Vlaardingen. The Manager of the plant protested vehemently but Goodwin wrote a signed statement in his presence ordering him and his staff to withdraw at once as he intended to blow up the refinery and set fire to the oil in the tank farm. This done they returned to their lorries at Vlaardingen and were about to leave for the Hook when they were told parachutists had dropped along the road. They divided into two streams and proceeded on foot across country on either side of the road and arrived at 2000 to find the Hook a shambles from bombing and that Wild Swan had left at 0700 for Dover with a broken propeller blade.

In their absence, the mixed batallion of Welsh and Irish Guards had been landed by the former passenger ferries SS Canterbury and Maid of Orleans, HMS Hereward had evacuated Queen Wilhelmena and the diplomatic corp, government officials and prominent industrialists had left on destroyers. Their job done the Guards left on destroyers. The RoP of the commanding officers who took part in the evacuation of the Hook need to be traced to get an accurate record of the events of these final days at the Hook so this account will need amending but an interim description of the evacuation can be seen on the website of HMS Vivien.

The KFRE sappers slept under a string of wrecked railway carriages, plundered buildings for a splendid breakfast and were making plans to steal a small boat to escape back to England when a naval officer told them a destroyer would arrive that afternoon to pick up stragglers. They left that afternoon on HMS Malcolm with another destroyer which was bombed and arrived at Dover at midnight and returned to their unit at Gravesend the next day.

Tying up to a Buoy!
by "Jumping" Jack Skeats

Jack Skeat's description of the hazards of tying up at a buoy when a berth alongside was not available for a humble V & W destroyer was published in Hard Lying, the magazine of the V & W Destroyer Assocation and republished in the book of the same name by Clifford "Stormy" Fairweather the Chairman of the Association. The author's name appears with the title but "Stormy" was not always so careful and the name of the author of the next article which briefly describes how HMS Wild Swan came to be sunk is not given.


Boats (destroyers to the ill informed) are the eyes of the Fleet at sea, ranging far ahead of the lumbering battlewaggons, but they lose their glory in harbour and get relegated to far away berths where no one can see them, or are directed to the buoys - hence my tale. Tying up to a buoy can be a simple matter in fair weather with a good coxswain and some helpful forecastle men, but can be rather traumatic when conditions are not favourable or when the skipper has decided to give some junior officer some experience, as well he might, so here goes.  

Jack, wearing the same overalls and plimsolls joined the motor boat via the boom and Jacob's ladder with a Bosun's bag hitched around his waist and is taken to the buoy. This is a spinning top shaped chunk of metal with a large heavy ring in the middle supporting a cable which disappears down a hole leading to three or so spread anchors. So far so good, but it is not generally known that the dock yard maties are prone to making a boob, by letting the buoys to seagulls for their daily conferences, and there has been a very long conference this day which had left the surface rather sticky. Gingerly, Jack holds on to the ring waiting for the boat to approach and the heaving line to be thrown at him, it is always thrown to make sure it gets there. Meanwhile, a fair old chop builds up and the water is slopping everywhere making a foothold pretty difficult. Here comes the Monkey Fist, the line is caught and held, now the picking up rope which is secured to the ring of the buoy by shackling it back on itself. Life now gets interesting as the Captain takes up the slack and feels the weight of the boat which has drifted away on the tide and causes the buoy to tilt with one side a foot or so under water. Jack slithers to the other side, one arm up in the air and hold on to a passing cloud. The Captain turns slowly to bring the boat up to the buoy, an event which annoys the picking up rope and makes it heated. It grinds, it thumps, the strands begin to strengthen, the jute heart is forced out and begins to smoke, Jack dreams of a wire necklace. Gently she comes up until the hawse pipe is overhead and then the fun really starts as the buoy, freed of part of the weight of the ring and cable, begins to spin. Have you ever felt like a mouse on a treadmill? I have and was forced to say uncharitable things about seagulls. Anyway down comes the anchor cable, shackled on, with pin and pellet in pace, exchanged for the picking up rope and away we go, mission completed - nearly.  

Sadly, the skipper has pulled rank on me and gone ashore with the motor boat, the men on the forecastle have vanished, it is now beginning to rain and seagulls are dive bombing me in an unfriendly manner - they want their conference table back. I shout, I scream, but all to no avail, one moment it all depends on me, the next I am the forgotten man suffering from BO. Nothing for it but to laboriously drag my little self up the cable, link, by link, slide under the guard rail and drip my way back to the mess deck.  

Hello, Jack! Where have you been? We thought you had gone ashore so we didn't save you any tea .. Roll on my twelve PLEASE roll on my twelve, this buoy jumping is ageing me beyond my twenty years. 

How "The Frantic Duck" met her end

The Wild Swan was affectionately known by her ship's company as the Frantic Duck. This description of her tragic loss with all guns blazing was first published in Hard Lying, the magazine of the V & W Destroyer Association, and was republished by the Editor, Stormy Fairweather in a book with the same name. "Stormy" ommitted the name of the author and I would like to rectify that so if you can identify him please do get in touch by the e-mail address at the foot of this page.


After Wild Swan finished her escort duty with a convoy on the afternoon of the 17th June 1942 she was steaming at 15 knots through the Bay of Biscay on their way home. The crew were looking forward to some shore leave, when suddenly one of the lookouts shouted 'Aircraft'. A German Focke Wolf was heading for them, Wild Swan immediately went to action stations and the gunners opened fire with their twelve pounder and Pom poms. Their fire was so accurate that the aircraft turned and made off. The crew remained at action stations knowing that their position will have been relayed to the Luftwaffe. It was not to be long before twelve JU88's were sighted. Wild Swan was just passing a flotilla of Spanish fishing vessels and as the JU88's came into attack she opened fire with such devastating effect that two of the JU88's collided and burst into flames, one crashed into the sea but the other crashed into one of the Spanish trawlers. The remaining aircraft continued the attack and the first bombs straddled the unfortunate
Wild Swan.

The little ship jumped and heaved, and then slowly steadied. The violence of the explosion had brought down the mast, flooded the engine room and the after boiler room, and jammed the helm hard over. Although the engines had stopped, the ship carried way and turned in a great circle. Helpless she drifted on to one of the Spanish trawlers and sank it.  

Helpless as she was the Wild Swan was far from finished and the twelve pounder guns crew kept up a devastating barrage and brought two more of the German aircraft crashing into the sea.   By now the German aircraft had become very wary of their gallant little opponent, but the ship was in a very bad way, decks were littered with debris, and she was listing heavily to port. Worse still, the crew could hear an ominous creaking and cracking that could only mean one thing, that their ship was breaking up, disregarding this, they still fought on, when another aircraft came sweeping in to the attack they opened up simultaneously with the twelve pounder and the Pom-poms and the Lewis guns, the bombs burst just off the starboard quarter. However the bomber had been hit and just scraped over the ship and crashed into the sea near to another of the Spanish fishing vessels on the port quarter. The last stick of bombs had done more underwater damage, and the ship started to crack in half. Members of the crew worked frantically among the wreckage, rigging up a jury aerial in order to send out a distress signal. It was beginning to get dark so the Captain realising that they could not hold on much longer gave the order to abandon ship.  

The Spanish trawlers had disappeared, so the destroyers crew and the Spanish fishermen they had rescued from the rammed trawler, launched the whaler and motor boat and filled them to capacity. The remainder took to the Carley floats. They pulled away from the ship and watched her slowly sink. Wild Swan although mortally wounded had fought off her attackers and inflicted destruction on half their number. The survivors were picked up by another of the same class of destroyer, HMS Vansittart.

HMS Vansittart "Picked up 10 officers and 123 ratings from Wild Swan and 11 men from Spanish trawler" but 31 British seamen died from exposure after 15 hours in open boats:

AKRIGG, Joseph P, Able Seaman, P/JX 219940
ALLEN, William G, Act/Petty Officer, P/JX 129528
ALLISON, Arthur G, Leading Seaman, RFR, P/J 114257
ASHTON, Frederick W, Able Seaman, D/SSX 24197
BADGER, Stanley G, Stoker 1c, P/KX 101935
BOURNE, Ted, Stoker 1c, P/KX 121997
CASSIDY, John, Able Seaman, P/JX 170099
CUMMINS, Richard F, Able Seaman, P/JX 182263
CURRIE, David J, Able Seaman, P/JX 182205
CURRY, Ernest L, Able Seaman, P/JX 182144
GILBERT, William M, Able Seaman, P/SSX 33658
HAGUE, Leonard, Act/Stoker Petty Officer, P/KX 85018
HARRISON, Hugh D V, Able Seaman, P/J 39096
HARRISON, Kenneth, Able Seaman, P/JX 178365
HESKETH, Colin, Able Seaman, RNSR, P/SR 8580
HUNT, William J, Stoker 2c, D/KX 129616
JACKSON, Sydney, Stoker 2c, P/KX 136882
JOHNSON, George A, Stoker 1c, RFR, P/K 62060
KEARNEY, James, Steward, P/LX 25324
MARSH, George, Leading Seaman, P/JX 136560
MCNEELY, George, Sick Berth Attendant, RNASBR, P/SBR/X 7609
MERRONY, Eric B, Signalman, RNVR, P/LD/X 4851
NASH, Eric, Stoker 1c, P/KX 119082
O'ROURKE, Francis, Able Seaman, P/JX 295533
O'SULLIVAN, Eugene P, Act/Petty Officer, P/JX 148118,
PAGE, Albert H, Cook (O), C/MX 49785
RHEAD, James L, Leading Seaman, P/JX 138988
SAMWAYS, Stanley T, Petty Officer Cook, P/MX 48953
THOMSON, Alexander R, Act/Leading Seaman, P/JX 143414
WILSON, Walter, Act/Leading Stoker, P/KX 92721
WOOLF, Peter J, Signalman, RNVR, P/LD/X 5228

The loss of HMS Wild Swa described by her CO in AFO 4321/42
This account by Lt Cdr C.F.L. Sclater RN, the CO of HMS Wild Swan, was published as Admiralty Fleet Order (AFO) 4231/42
The link is to the AFO site  of the Royal Australian Navy where it can be found by a word search on page 6

If you want to find out more about the wartime service of a member of your family who served on HMS Wild Swan you should first obtain a copy of their service record
To find out how follow this link:

If you have stories or photographs of HMS Wild Swan you would like to contribute to the web site please contact Frank Donald

the best account of the story of HMS Wild Swan is
HMS Wild Swan: One Destroyer's War 1939–2

by Peter Smith (London: William Kimber). ISBN 0-7183-0542-6.

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