Does anyone remember my Dad? 'Vulcan Bomber'
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Thank you for that Pontious Navigator. It is all starting to come back to me now.
My how time flies.
Philrigger.
'We knew how to whinge but we kept it in the NAAFi bar.'
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I’ve heard from Sarah on the Board of Inquiry papers. She was pleased to see, from the sad affair, that the ‘sixteenth witness refers to my father as being exceptional’.
Of interest –
Allocation of Blame. The Board concluded that no blame attaches to any person or organisation.
And, even more incredible than I thought -
Utilisation of Escape Facilities. Captain. The aircraft had rolled to port through at least 90 degrees but not more than 120 degrees, with a nose down angle of between 15 and 20 degrees when the Captain ejected from an approximate height of 300 feet by pulling the face blind. The blind partially covered the right side of his face because he only used his right hand to pull the face screen firing handle. Due to the attitude of the aircraft and the low height at the time of ejection the parachute had only streamed when the pilot passed through high tension cables close to the scene of the accident. The canopy caught one cable, pulled that cable onto the next one and caused an electrical short. This fused the nylon panels together which acted as a brake, and the pilot was lowered to the ground. As his feet touched he undid the quick release box and walked away.
Sarah’s sent me ten pdf pages from the BoI. (About 4Meg) She has no objection to these being sent on as they may be of interest to ex-Mil crews. If you‘d like to PM me with a direct e-mail address I’ll send them. An assurance that you are ex (or current ) Mil crew would help, apart from the obvious ones of course.
Of interest –
Allocation of Blame. The Board concluded that no blame attaches to any person or organisation.
And, even more incredible than I thought -
Utilisation of Escape Facilities. Captain. The aircraft had rolled to port through at least 90 degrees but not more than 120 degrees, with a nose down angle of between 15 and 20 degrees when the Captain ejected from an approximate height of 300 feet by pulling the face blind. The blind partially covered the right side of his face because he only used his right hand to pull the face screen firing handle. Due to the attitude of the aircraft and the low height at the time of ejection the parachute had only streamed when the pilot passed through high tension cables close to the scene of the accident. The canopy caught one cable, pulled that cable onto the next one and caused an electrical short. This fused the nylon panels together which acted as a brake, and the pilot was lowered to the ground. As his feet touched he undid the quick release box and walked away.
Sarah’s sent me ten pdf pages from the BoI. (About 4Meg) She has no objection to these being sent on as they may be of interest to ex-Mil crews. If you‘d like to PM me with a direct e-mail address I’ll send them. An assurance that you are ex (or current ) Mil crew would help, apart from the obvious ones of course.
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Hi all,
I stumbled on this forum by complete chance and realised that there is information on here that is of great interest to me and my family. My uncle was Flight Lt. Stephen Sumpter who also died when XM604 crashed at Cottesmore. I have already contacted forget and he has provided some much appreciated information regarding the crash. I also see that there are people on here that may have known my uncle, I would very happy to hear from anyone that knew him or has any information or stories about him.
Thanks for your time
Matt Sumpter.
I stumbled on this forum by complete chance and realised that there is information on here that is of great interest to me and my family. My uncle was Flight Lt. Stephen Sumpter who also died when XM604 crashed at Cottesmore. I have already contacted forget and he has provided some much appreciated information regarding the crash. I also see that there are people on here that may have known my uncle, I would very happy to hear from anyone that knew him or has any information or stories about him.
Thanks for your time
Matt Sumpter.
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I don't think it is the same Pete Tait. I understood that he had only ever flown single seaters and had been originally posted to Spitfires, although they changed to jets before he got there.
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Should either of you require more information, you could try contacting IX(B) Sqn's association,
http://www.association.9sqn.co.uk/
The secretary is Sqn Ldr Dicky James, a very friendly and approachable guy.
His contact details are on the site, he serves at RAF Marham.
http://www.association.9sqn.co.uk/
The secretary is Sqn Ldr Dicky James, a very friendly and approachable guy.
His contact details are on the site, he serves at RAF Marham.
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Peter Tait
http://www.chirp.co.uk/main/Aviation.htm
Is this the same Peter Tait?
I have met him once or twice: a real gentleman.
http://www.chirp.co.uk/main/Aviation.htm
Is this the same Peter Tait?
I have met him once or twice: a real gentleman.
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Sarah, Matt Sumpter and others.
The IX Squadron Association Reunion will be held at RAF Marham, Norfolk on 8 September 2007. The Reunion attracts over 200 former aircrew and groundcrew members AND relatives who become members. Many aircraft that the great IX(B) Squadron have flown will be represented, including Wellington, Lancaster, Lincoln, Canberra, Vulcan and Tornado.
For more information about the Reunion and how to join, please see www.association.co.uk
IX "There's Always Bl**dy Something"
The IX Squadron Association Reunion will be held at RAF Marham, Norfolk on 8 September 2007. The Reunion attracts over 200 former aircrew and groundcrew members AND relatives who become members. Many aircraft that the great IX(B) Squadron have flown will be represented, including Wellington, Lancaster, Lincoln, Canberra, Vulcan and Tornado.
For more information about the Reunion and how to join, please see www.association.co.uk
IX "There's Always Bl**dy Something"
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IX TABS, thanks for the info, although (I think) the link should be:
http://www.association.9sqn.co.uk/
Cheers
http://www.association.9sqn.co.uk/
Cheers
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Sarah, I trained with your dad 'Al' Bennett
Hello Sarah,
I hope you still monitor this thread - I've only just seen your request and have registered so that I can respond.
Al and I joined up together in early 1962 at RAF South Cerney near Cirencester, where we did our officer training. We then went on to RAF Hullavington in Wiltshire for Basic Navigation Training followed by RAF Stradishall near Bury St Edmunds for Advanced Nav Training. We then moved to RAF Lindholm near Doncaster (both Hullavington and Lindholm are now prisons, I think!) for training on the Navigation and Bombing System - as a Navigator / Radar on V-bombers this is what your dad would operate.
After this we went our separate ways - Al to RAF Finningley (now Doncaster Robin Hood Airport) to 'convert' to Vulcans and then on to Cottesmore, and I to RAF Gaydon to fly Valiants and later Victors. By a quirk of fate I was visiting RAF Cottesmore for several weeks December 1967 to February 1968.
Also, there is a Vulcan B2 at the Winthorpe Aircraft Museum (just outside Newark, so shouldn't be too far from you) - by appointment it's possible to go into the cockpit.
Hope this add to the picture you are building up. I will have a look in my 'memories boxes' as it's just possible I might have some photos.
Haven't sussed how this system works yet, but if you think I can help any further just e-mail
I hope you still monitor this thread - I've only just seen your request and have registered so that I can respond.
Al and I joined up together in early 1962 at RAF South Cerney near Cirencester, where we did our officer training. We then went on to RAF Hullavington in Wiltshire for Basic Navigation Training followed by RAF Stradishall near Bury St Edmunds for Advanced Nav Training. We then moved to RAF Lindholm near Doncaster (both Hullavington and Lindholm are now prisons, I think!) for training on the Navigation and Bombing System - as a Navigator / Radar on V-bombers this is what your dad would operate.
After this we went our separate ways - Al to RAF Finningley (now Doncaster Robin Hood Airport) to 'convert' to Vulcans and then on to Cottesmore, and I to RAF Gaydon to fly Valiants and later Victors. By a quirk of fate I was visiting RAF Cottesmore for several weeks December 1967 to February 1968.
Also, there is a Vulcan B2 at the Winthorpe Aircraft Museum (just outside Newark, so shouldn't be too far from you) - by appointment it's possible to go into the cockpit.
Hope this add to the picture you are building up. I will have a look in my 'memories boxes' as it's just possible I might have some photos.
Haven't sussed how this system works yet, but if you think I can help any further just e-mail
I don't own this space under my name. I should have leased it while I still could
V2BSNR,
Close but not quite true. Hullavington is an army unit and something to do with the trooping airhead. It is Stradishall that became the prison.
Close but not quite true. Hullavington is an army unit and something to do with the trooping airhead. It is Stradishall that became the prison.
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Hi Sarah-I hope you get this message, I only found this site just before Christmas.
My Dad was also on XM 604 when she went down, he was a navigator too, Benny Goodman.
My Mum kept on touch with the Taits and Gilletts for a long time, but after she died I lost touch.
I found it amazing the number of people who remembered the crash, and was very grateful to find out a bit more about what happened.
If you happen to be in Cottesmore in January we may bump in to each other, as it will be 40 years I thought I would visit the cemetery.
Regards
Sara
My Dad was also on XM 604 when she went down, he was a navigator too, Benny Goodman.
My Mum kept on touch with the Taits and Gilletts for a long time, but after she died I lost touch.
I found it amazing the number of people who remembered the crash, and was very grateful to find out a bit more about what happened.
If you happen to be in Cottesmore in January we may bump in to each other, as it will be 40 years I thought I would visit the cemetery.
Regards
Sara
"The INTRODUCER"
Flight report of the coroner's remarks
Coroner Alan Bond had this to say. The commonly held opinion at the time I believe.
Thread Starter
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Wow, I'm glad you found the forum, and what a lovely idea. I actually live quite close to Cottesmore so if its ok with you could we arrange to meet for lunch or something?
Thanks
Sarah
Thanks
Sarah
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Sarah, These new posts prompted me to try and pin down precisely where 604 went in. By a stroke of luck I found the farmer of the next fields. Very helpful, he remembers it vividly and walked me through Goggle Earth to 52°41'36.70"N 0°40'5.34"W
In fact, the field still shows evidence.
Now all you, and sarag need is a 4 ship flight of IX Squadron Tornados, fingers four low level at 12.30 on the 30th January.
IX Squadron. Anyone there?
In fact, the field still shows evidence.
Now all you, and sarag need is a 4 ship flight of IX Squadron Tornados, fingers four low level at 12.30 on the 30th January.
IX Squadron. Anyone there?
Last edited by forget; 4th Jan 2008 at 13:05.
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Without the officially (BoI) documented account of Peter Tait this story would never be believed.
Utilisation of Escape Facilities. Captain. The aircraft had rolled to port through at least 90 degrees but not more than 120 degrees, with a nose down angle of between 15 and 20 degrees when the Captain ejected from an approximate height of 300 feet by pulling the face blind. The blind partially covered the right side of his face because he only used his right hand to pull the face screen firing handle. Due to the attitude of the aircraft and the low height at the time of ejection the parachute had only streamed when the pilot passed through high tension cables close to the scene of the accident. The canopy caught one cable, pulled that cable onto the next one and caused an electrical short. This fused the nylon panels together which acted as a brake, and the pilot was lowered to the ground. As his feet touched he undid the quick release box and walked away.
Thanks to Goggle Earth we can now see just what a miracle this was. Enlarged inset, below, shows the 3 phase overhead wires running along the hedge line. Rough track of the aircraft in green.
This has to be the most incredible ejection of all time, bar none.
Utilisation of Escape Facilities. Captain. The aircraft had rolled to port through at least 90 degrees but not more than 120 degrees, with a nose down angle of between 15 and 20 degrees when the Captain ejected from an approximate height of 300 feet by pulling the face blind. The blind partially covered the right side of his face because he only used his right hand to pull the face screen firing handle. Due to the attitude of the aircraft and the low height at the time of ejection the parachute had only streamed when the pilot passed through high tension cables close to the scene of the accident. The canopy caught one cable, pulled that cable onto the next one and caused an electrical short. This fused the nylon panels together which acted as a brake, and the pilot was lowered to the ground. As his feet touched he undid the quick release box and walked away.
Thanks to Goggle Earth we can now see just what a miracle this was. Enlarged inset, below, shows the 3 phase overhead wires running along the hedge line. Rough track of the aircraft in green.
This has to be the most incredible ejection of all time, bar none.
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I drive past that farm heading to the gym. How humbling to know that some brave men, so very similar to each of us here, died there.. as all I can think of is a swim and soak. I hope you both get a chance to meet, I'm sure that there will be a lot of thoughts with you and I'll certainly say a quiet hello for you.
Respectfully,
Al.
PS: With regards to Langham, what about those gypsies eh?!
Respectfully,
Al.
PS: With regards to Langham, what about those gypsies eh?!
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By kind permission of IX(B) Sqn's association secretary and the current OC IX(B) Sqn I have been doing some research into this crash and the previously mentioned Aircrew. I have managed to find some photos of Flt Lt Bennett which I will post here in due course, once copies have been delivered to his daughter Sarah, the originator of this thread. In the course of my research I did discover that there is a memorial plaque mounted on the rear wall of the church at RAF Cottesmore. I have yet to discover a photo containing the other Airmen lost that day, but I have not given up looking as yet! This photo is from the Sqn archive and is crown copyright.
"The INTRODUCER"
Flypast
Well, the news is that IX Sqn have indeed risen to the occasion and there will be a flypast of the site by a single Tornado at 12:30 on Wednesday 30 January. Clare will be present along with at least myself, Forget, and another Ppruner. The farmer is assisting us with getting to the right spot.
If anyone else is interested in turning up then please feel free to contact me at [email protected] . We're working on the final logistics but roughly speaking it will involve meeting nearby a short while ahead of time and putting on wellies to get to the site. I'll post detailed instructions here and by email.
If anyone else is interested in turning up then please feel free to contact me at [email protected] . We're working on the final logistics but roughly speaking it will involve meeting nearby a short while ahead of time and putting on wellies to get to the site. I'll post detailed instructions here and by email.
