Did You Fly The Vulcan?? (Merged)
Join Date: Aug 2006
Location: firmly on dry land
Age: 80
Posts: 1,541
Likes: 0
Received 0 Likes
on
0 Posts
Mind you, he was probably embarassed.
I don't own this space under my name. I should have leased it while I still could
Mind you, brings to mind the story - Valiant on a round the world. Arrived at prestigious US airfield. Captain (sqn ldr) briefed the crew that he would alight first and greet assembled dignatories who had gathered to greet and inspect the aircraft. The crew would then follow, lineup, and be presented.
As the story goes, the door opened and step were put in place and "with a little flash of kharki, there was Arkie" who flashed over to the port undercarriage and proceded to have an extremely long and satisfying wee to the constenation of all VIPs and the captain and the delight of the rest of the crew.
Join Date: Nov 2000
Location: Dre's mum's house
Posts: 1,432
Likes: 0
Received 0 Likes
on
0 Posts
Pontius tell the truth.
Even skygods don't have d1cks as long as the rolly rubber flap on a goon suit!! No one can be THAT deformed; whoever designed the suit must have been female and hoping!
I always wished I had a 12 inch d1ck.....instead of this monster
Even skygods don't have d1cks as long as the rolly rubber flap on a goon suit!! No one can be THAT deformed; whoever designed the suit must have been female and hoping!
I always wished I had a 12 inch d1ck.....instead of this monster
Thread Starter
When we flew our mighty Tin Triangle to Malta once, the AEO's pee-tube split and the contents made their way to the entrance door, where, up at FL410, they froze.....
Until, that is, we descended into Mintoff's nice, sunny airspace. As we taxyed in, out came the DetCo ('Paddington Bear') in his natty khaki KD, clutching some tinnies of Cisk for us.
Regrettably, he stood under the entrance door as it opened... With the obvious and unfortunate effect on his nice, once-smart KD.
However, he had the good grace to laugh it off. "You buggers! I bring you out some nice cold beers and you go and wee all over me - is that all the thanks I get?"
Until, that is, we descended into Mintoff's nice, sunny airspace. As we taxyed in, out came the DetCo ('Paddington Bear') in his natty khaki KD, clutching some tinnies of Cisk for us.
Regrettably, he stood under the entrance door as it opened... With the obvious and unfortunate effect on his nice, once-smart KD.
However, he had the good grace to laugh it off. "You buggers! I bring you out some nice cold beers and you go and wee all over me - is that all the thanks I get?"
I don't own this space under my name. I should have leased it while I still could
TRSS,
No goon suit in the good old days.
IIRC the Co was wearing the old style rubber buttoned long johns and probably underpants under that. Then an AVS over that and his Mk 4 flying suit - the shiny fabric blue/grey job.
Of course he had to unstrap from the bang seat and seat straps which was probably what really detered him.
Now if he had been wearing a pressure jerkin and g-pants it would have been impossible. We only wore the jerkin on occasional trips but it was something else again. It had a diagonal zip from one leg to the opposite shoulder. The only way to use a pee-tube required you to stand up and unzip and slip it off your shoulder.
The immersion suit to which you refered was easy peasy compared with the Mk 7. This was a two piece job with the seal around your mid-drift.
No goon suit in the good old days.
IIRC the Co was wearing the old style rubber buttoned long johns and probably underpants under that. Then an AVS over that and his Mk 4 flying suit - the shiny fabric blue/grey job.
Of course he had to unstrap from the bang seat and seat straps which was probably what really detered him.
Now if he had been wearing a pressure jerkin and g-pants it would have been impossible. We only wore the jerkin on occasional trips but it was something else again. It had a diagonal zip from one leg to the opposite shoulder. The only way to use a pee-tube required you to stand up and unzip and slip it off your shoulder.
The immersion suit to which you refered was easy peasy compared with the Mk 7. This was a two piece job with the seal around your mid-drift.
Join Date: Mar 2001
Location: uk
Age: 90
Posts: 40
Likes: 0
Received 0 Likes
on
0 Posts
Waste Disposal
The task of emptying pee tubes usually fell to the most junior Aircraft Hand (General).
At the end of one trip, a flight commander on 55 Sqn looked into his in-flight ration box and discovered a couple of cold left-over sausages which he gleefully inserted into the aforementioned tube.
" That'll make the b*****'s think " he said.
At the end of one trip, a flight commander on 55 Sqn looked into his in-flight ration box and discovered a couple of cold left-over sausages which he gleefully inserted into the aforementioned tube.
" That'll make the b*****'s think " he said.
Join Date: Nov 2000
Location: Dre's mum's house
Posts: 1,432
Likes: 0
Received 0 Likes
on
0 Posts
The joys of the pressure jerkin.
When I went to get mine at the start of the tour as a brand new shiny co-pilot even the smallest size was too big for me and the doc's wouldn't issue one as they felt that the bladders wouldn't inflate fast enough to protect my chest in the event of a depress.
3 months later I went back, having put on 2 stone ( serious beer drinking and eating) and hey, presto I fitted. Never used it in anger though though did take it on det, just in case.
When I went to get mine at the start of the tour as a brand new shiny co-pilot even the smallest size was too big for me and the doc's wouldn't issue one as they felt that the bladders wouldn't inflate fast enough to protect my chest in the event of a depress.
3 months later I went back, having put on 2 stone ( serious beer drinking and eating) and hey, presto I fitted. Never used it in anger though though did take it on det, just in case.
Join Date: Oct 2003
Location: Canberra Australia
Posts: 1,300
Likes: 0
Received 0 Likes
on
0 Posts
P Tube Testing.
It never occurred to us TPs at Boscombe Down to flight test those tubes in the Vs. It would have been an interesting trials instruction. Nor have I ever tried to find a design specification for male/female tubes.
Had to occasionally use the 'little' funnel in Mustangs during a long haul. The associated tubing came out under the tail and it was possible for its end to be turned around into the airflow. Pre-flights would reveal if any ground crew had developed a grudge.
It never occurred to us TPs at Boscombe Down to flight test those tubes in the Vs. It would have been an interesting trials instruction. Nor have I ever tried to find a design specification for male/female tubes.
Had to occasionally use the 'little' funnel in Mustangs during a long haul. The associated tubing came out under the tail and it was possible for its end to be turned around into the airflow. Pre-flights would reveal if any ground crew had developed a grudge.
Join Date: Feb 2006
Location: Manchester
Posts: 51
Likes: 0
Received 0 Likes
on
0 Posts
UK role in Cuban missile crisis
BBC - Today
Broadcast today on Radio 4
In late October 1962, two superpowers teetered on the brink of nuclear war during the Cuban Missile crisis. It has long been assumed that Britain was largely a bystander but new evidence seen by the BBC suggests differently. Mike Thomson reports on the British crew members of Vulcan nuclear bombers who were minutes away from taking to the skies.
Broadcast today on Radio 4
In late October 1962, two superpowers teetered on the brink of nuclear war during the Cuban Missile crisis. It has long been assumed that Britain was largely a bystander but new evidence seen by the BBC suggests differently. Mike Thomson reports on the British crew members of Vulcan nuclear bombers who were minutes away from taking to the skies.
Join Date: Sep 2000
Location: Over there, behind that tree.
Posts: 581
Likes: 0
Received 0 Likes
on
0 Posts
So were the Strike Canberra B(I)8 Sqns in Germany (and 231 Sqn's B(I)6s) - loaded with nukes at 5 mins readiness on QRA. But nobody seems to remember them when this subject comes up.
:
:
The Today piece was taken from a full 30 mins on Document about the UK level of alert during the Cuban Missile Crisis. That programme is online here but apparently only for seven days.
Features a visit inside a seemingly powered up Vulcan cockpit at Waddington. Surely not XM607. Perhaps recorded while XH558 was visiting - or maybe just sound effects for atmosphere.
Features a visit inside a seemingly powered up Vulcan cockpit at Waddington. Surely not XM607. Perhaps recorded while XH558 was visiting - or maybe just sound effects for atmosphere.
Cunning Artificer
Join Date: Jun 2001
Location: The spiritual home of DeHavilland
Age: 76
Posts: 3,127
Likes: 0
Received 0 Likes
on
0 Posts
The only way to use a pee-tube required you to stand up and unzip and slip it off your shoulder.
Join Date: Jan 2008
Location: Hemel Hempstead
Posts: 1
Likes: 0
Received 0 Likes
on
0 Posts
Re film Delta 83
Yes the Group Captain in the bar was the Station Commander his name was Hank Iveson, a lovely man. I had the pleasure of flying with on one of his checkout flights.
I was an AEO instructor at the time on 230 OCU, I can't remember the ac serial, possibily XH504 in October 1959. I do remember he had a struggle to get into the right hand seat
I was an AEO instructor at the time on 230 OCU, I can't remember the ac serial, possibily XH504 in October 1959. I do remember he had a struggle to get into the right hand seat
Join Date: Sep 2007
Location: Langley
Age: 82
Posts: 26
Likes: 0
Received 0 Likes
on
0 Posts
Vulcan and Arc Royal
Is there any truth in the story related to me by an air trafficer? As told, during a fleet exercise in Western Approaches a bat wing flew a descending downwind leg on Arc Royal (old one), turned into wind and lined up on the flight deck, lowered flaps and gear. The pyrotechnics sent up by the Arc were something to behold!!
Thread Starter
FZ, yes, it's true!
Vulcan captain was advised by the Sqn Cdr (with a grin) that a more appropriate choice of aerodrome for a practice diversion would be better in future!
Vulcan captain was advised by the Sqn Cdr (with a grin) that a more appropriate choice of aerodrome for a practice diversion would be better in future!
Join Date: Oct 2003
Location: Canberra Australia
Posts: 1,300
Likes: 0
Received 0 Likes
on
0 Posts
Vulcan versus Aircraft Carrier
Many of my flights in the Vulcan out of Boscombe Down in the mid 50s were to achieve clearances of stores out of the weaopon bay. So it was one day after having released a full load of inert 500 pounders through cloud into the restricted area in Lyme Bay off southern England my OC Flying occupying the right seat expressed a desire to have a look at the coast line.
As we broke through cloud in the area where we had released the bombs there in all its glory was a lilttle old aircraft carrier. We knew it wasn't supposed to be there and I'll never know how close the bombs went. Now annoyed by the unauthorised penetration of our drop zone I decided to have a closer look and identify the intruder.
Lining up for about a 3 mile final I dropped the gear and set up an approach. At about a mile we began to see that it was firing its guns and it became obvious that it had entered the restricted are for gun firing practice. Guns soon went tight and I continued the approach pondering whether to touch the deck with the right gear. But I was wary that there may be some antennas in the way so gave it a little clearance. Over the deck at about 130 Kts I slammed the throttles whilst rotating for a pull up hoping that no one would be blown overboard. Those Olympus engines could spool up in about 2 seconds. Maybe they lost some loose items in receiving such a rebuff from the RAF. The admirals did apologise for the unauthorised intrusion
I would dearly like to hear from anyone who was on the deck of that carrier at the time.
By the way there were no flaps on Vulcan - just a lot of wing.
Many of my flights in the Vulcan out of Boscombe Down in the mid 50s were to achieve clearances of stores out of the weaopon bay. So it was one day after having released a full load of inert 500 pounders through cloud into the restricted area in Lyme Bay off southern England my OC Flying occupying the right seat expressed a desire to have a look at the coast line.
As we broke through cloud in the area where we had released the bombs there in all its glory was a lilttle old aircraft carrier. We knew it wasn't supposed to be there and I'll never know how close the bombs went. Now annoyed by the unauthorised penetration of our drop zone I decided to have a closer look and identify the intruder.
Lining up for about a 3 mile final I dropped the gear and set up an approach. At about a mile we began to see that it was firing its guns and it became obvious that it had entered the restricted are for gun firing practice. Guns soon went tight and I continued the approach pondering whether to touch the deck with the right gear. But I was wary that there may be some antennas in the way so gave it a little clearance. Over the deck at about 130 Kts I slammed the throttles whilst rotating for a pull up hoping that no one would be blown overboard. Those Olympus engines could spool up in about 2 seconds. Maybe they lost some loose items in receiving such a rebuff from the RAF. The admirals did apologise for the unauthorised intrusion
I would dearly like to hear from anyone who was on the deck of that carrier at the time.
By the way there were no flaps on Vulcan - just a lot of wing.
I don't own this space under my name. I should have leased it while I still could
Milt, do you recall a Boscombe incident where they dropped a number of bombs onto the bomb doors?
it would have been mid 60s I guess and probably a 1a. I believe 9 or 10 came off. Says something for the bomb doors that they stayed shut. Would have been interesting getting the bombs out too.
it would have been mid 60s I guess and probably a 1a. I believe 9 or 10 came off. Says something for the bomb doors that they stayed shut. Would have been interesting getting the bombs out too.
Join Date: Oct 2003
Location: Canberra Australia
Posts: 1,300
Likes: 0
Received 0 Likes
on
0 Posts
Pontius N
Cannot recall the specs for stores retention on the bomb bay doors of the Vulcan and I was back down under when the incident you mention occurred. But along the same lines is the description of a similar incident with a B6 Canberra from memoirs.
Being the only non British officer on the base, I was somewhat distinctive in my royal blue uniform. I took care to prepare myself as much as possible for every flight as I knew I was under close scrutiny being the first exchange test pilot at Boscombe Down. This paid off, as I quickly generated trust with my supervisors and restraints were soon relaxed. I wanted, of course, to become involved in the trials of the V bombers which were approaching the peak of their flight and systems testing.
I experienced my first abnormal flight on 29 February whilst dropping some live target indicators from a B6 Canberra over the Imber radar directed range not far from Boscombe Down. I was carrying two live target indicators, which were giant flares, and the equivalent in size to about a two thousand pound bomb. Under directions from ground control at Imber, I was directed around a race track pattern at 25,000 ft above a thick cloud cover. Imber used pencil beam radar locked to the aircraft and a pen plotter marked the track on a large map of the range. I was prompted with a speed to fly, the opening of bomb doors, the activation of the master arming switch and the arming of the flares, which were fitted with barometric devices to activate a parachute and in turn ignite the flare at about 2,000 ft.
Release was on a countdown and the first flare dropped away. Just prior to release, the radar operator unlocked the radar from auto-follow and assumed manual control, swinging the beam down along the trajectory of the flare to achieve lock-on to the flare and thus obtain a plot of its entire trajectory. I had felt the slight disturbance to the aircraft on releasing the first flare and was expecting a similar result with the subsequent release of the second.
For the second there was no such feel and almost immediately the navigator reported a hang-up. It was standard procedure to close the weapon bay doors under these circumstances as the range was not very large. After closing the doors and reporting the hang-up, I was vectored into a left turn. As soon as I started the turn I felt a bump and realised that I now had a target indicator sitting precariously on the weapon bay doors. Any wrong move now would be disastrous. Slow down too fast and the flare would slide forward and possibly come on through into the cockpit. Tip the aircraft up a little nose high and it would slip back into the rear fuselage. In either case the gross change in centre of gravity would make the aircraft uncontrollable. We were soon both prepared to eject.
The decisions were mine alone, with Imber keeping me turning to keep the potential disaster within the confines of the range. I felt confident that I could descend to below cloud base to safely drop the flare by opening the doors. Advice from the ground was that the arming of the parachute and fuse barostats were likely to be safe but there was no certainty to this. Eventually, I very carefully started to descend, taking some 15 minutes to get to cloud base at about 3,000 ft. I didn't want to go any lower in case an ejection was required so, again on directions from Imber, I positioned the aircraft over the centre of the range. On opening the doors, Imber picked up the falling flare and we breathed more easily. The flare ignited at 2,000 ft.
I hoped that this sort of thing would not happen too often. As they say, "Flying is not dangerous: crashing is dangerous."
Cannot recall the specs for stores retention on the bomb bay doors of the Vulcan and I was back down under when the incident you mention occurred. But along the same lines is the description of a similar incident with a B6 Canberra from memoirs.
Being the only non British officer on the base, I was somewhat distinctive in my royal blue uniform. I took care to prepare myself as much as possible for every flight as I knew I was under close scrutiny being the first exchange test pilot at Boscombe Down. This paid off, as I quickly generated trust with my supervisors and restraints were soon relaxed. I wanted, of course, to become involved in the trials of the V bombers which were approaching the peak of their flight and systems testing.
I experienced my first abnormal flight on 29 February whilst dropping some live target indicators from a B6 Canberra over the Imber radar directed range not far from Boscombe Down. I was carrying two live target indicators, which were giant flares, and the equivalent in size to about a two thousand pound bomb. Under directions from ground control at Imber, I was directed around a race track pattern at 25,000 ft above a thick cloud cover. Imber used pencil beam radar locked to the aircraft and a pen plotter marked the track on a large map of the range. I was prompted with a speed to fly, the opening of bomb doors, the activation of the master arming switch and the arming of the flares, which were fitted with barometric devices to activate a parachute and in turn ignite the flare at about 2,000 ft.
Release was on a countdown and the first flare dropped away. Just prior to release, the radar operator unlocked the radar from auto-follow and assumed manual control, swinging the beam down along the trajectory of the flare to achieve lock-on to the flare and thus obtain a plot of its entire trajectory. I had felt the slight disturbance to the aircraft on releasing the first flare and was expecting a similar result with the subsequent release of the second.
For the second there was no such feel and almost immediately the navigator reported a hang-up. It was standard procedure to close the weapon bay doors under these circumstances as the range was not very large. After closing the doors and reporting the hang-up, I was vectored into a left turn. As soon as I started the turn I felt a bump and realised that I now had a target indicator sitting precariously on the weapon bay doors. Any wrong move now would be disastrous. Slow down too fast and the flare would slide forward and possibly come on through into the cockpit. Tip the aircraft up a little nose high and it would slip back into the rear fuselage. In either case the gross change in centre of gravity would make the aircraft uncontrollable. We were soon both prepared to eject.
The decisions were mine alone, with Imber keeping me turning to keep the potential disaster within the confines of the range. I felt confident that I could descend to below cloud base to safely drop the flare by opening the doors. Advice from the ground was that the arming of the parachute and fuse barostats were likely to be safe but there was no certainty to this. Eventually, I very carefully started to descend, taking some 15 minutes to get to cloud base at about 3,000 ft. I didn't want to go any lower in case an ejection was required so, again on directions from Imber, I positioned the aircraft over the centre of the range. On opening the doors, Imber picked up the falling flare and we breathed more easily. The flare ignited at 2,000 ft.
I hoped that this sort of thing would not happen too often. As they say, "Flying is not dangerous: crashing is dangerous."
Join Date: Mar 2006
Location: Southern Turkey
Age: 82
Posts: 171
Likes: 0
Received 0 Likes
on
0 Posts
Pontious N
We had a couple of incidents in about 1968 operating out of Darwin dropping live 1000lb HE (non-retarded) rounds on an island range.
We had a couple of incidents in about 1968 operating out of Darwin dropping live 1000lb HE (non-retarded) rounds on an island range.
- First incident, briefed to free-fall drop 7 X bombs as singletons from, I think, 8000ft - not a good idea - rtb with schrapnel damage to undersurfaces.
- Second incident, briefed to free-fall drop 7 X bombs as singletons from a height ABOVE minimum safe dropping height. 1st bomb ok. 2nd bomb hung-up. SOPs said use Pilot's Emergerncy Safe Jettison (PESJ) to drop all remaining 6 bombs complete with their arming lanyards and therefore 'safe'. 1st attempt at PESJ resulted in 1 bomb releasing and exploding with about 50 yard error. 2nd to 5th attempts achieved similar results (can't remember the errors). We then tried 17 times to get rid of the original hang-up using yawing, positive and negative g pitching and just about everything else that came to mind, all to no avail. Whilst flying 'downwind' in perfectly smooth air for the 18th run we felt and heard a thump as the hang-up 'released' onto the bomb doors. On the final run-in we gently rocked the wings hoping to ensure the bomb was sitting in the middle (concave) area - didn't like the idea of 1000lb HE being crushed between a door and fuselage. We did a radar line-up and pilot release by manual bomb door selection to avoid a gross undershoot and we guessed right - a very lucky almost DH - then rtb with not too much fuel IIRC.