RAF Chipmunks
"Fuel on Brakes on Throttle closed Switches off!"
Best aptitude test in the world is an hour in a Chipmunk plus a weekend in a wet tent in Wales! Do well at that and you'll have a guaranteed aviation career - no need for trickcyclist HR dweebs to do any further assessment!
>You'd probably have a 'trouser moment' if the starter crew replied down the external i/c with "Breech inserted, cowling secure!".<
Or even "Engine primed, breech inserted, cowling secure, clear to start", which I seem to recall was the mantra on UWAS in the early 1970s.
It's often said that the Chipmunk handles very like earlier marks of Spitfire. Anyone on here lucky enough to know whether that's really the case?
Or even "Engine primed, breech inserted, cowling secure, clear to start", which I seem to recall was the mantra on UWAS in the early 1970s.
It's often said that the Chipmunk handles very like earlier marks of Spitfire. Anyone on here lucky enough to know whether that's really the case?
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"Breech inserted, cowling secure!".
yes, next time I get a pushback I must ask "flightdeck to ground, confirm doors hatches closed, breech inserted, cowling secure"
The FO would probably mumble under his breath "the silly old git has finally lost it"
yes, next time I get a pushback I must ask "flightdeck to ground, confirm doors hatches closed, breech inserted, cowling secure"
The FO would probably mumble under his breath "the silly old git has finally lost it"
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Chipmunk Pilots Notes
Hi All ...
I thought this diagram might stir a few memories for quite a few ... especially given the reminiscences around "checks" in the last couple of replies. I have to say that this diagram comes from the 3rd Edition of the AP which was originally issued in June 1966, where I recall it was replaced in the early/mid 70's by a 4th Edition (?) ... which came in a small blue plastic ring-binder if my memory serves me correctly (which was difficult to stuff in the leg pocket of your flying suit unlike the earlier editions !) ... by which time the Carb Air setting was declared "wired hot" in the FRC's and the use of the Landing Lamp for anti-collision purposes required you to switch it on before take-off and then off after landing.
Kind regards ...
Coff.
I thought this diagram might stir a few memories for quite a few ... especially given the reminiscences around "checks" in the last couple of replies. I have to say that this diagram comes from the 3rd Edition of the AP which was originally issued in June 1966, where I recall it was replaced in the early/mid 70's by a 4th Edition (?) ... which came in a small blue plastic ring-binder if my memory serves me correctly (which was difficult to stuff in the leg pocket of your flying suit unlike the earlier editions !) ... by which time the Carb Air setting was declared "wired hot" in the FRC's and the use of the Landing Lamp for anti-collision purposes required you to switch it on before take-off and then off after landing.
Kind regards ...
Coff.
Last edited by CoffmanStarter; 20th Apr 2010 at 17:03.
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Helpfull stacker
If you are ever coming up to Scotland, PM me and I will give you a flight in our trusty WP860, currently based at RAF Kirknewton.
She is ex Turnhouse ATC
She is ex Turnhouse ATC
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1 AEF Chipmunk Pictures
Hi All ...
Thanks to everyone who has contributed to this thread so far, along with the PM's and other information provided ... all very much appreciated.
Here is a picture of our WB627 in the Grey & Dayglow livery of the late 60's. Permission to upload this image has been kindly granted by the son of the pilot (Alpha 33 - F/L Bill Downing ... now sadly deceased) upfront.
The following picture shows a Let Down over Pegwell Bay, following an aerobatics session, for a rejoin over Richborough Power Station Cooling Towers.
Aerobatics at RAF Manston were either performed "overhead above three" (overhead the airfield to the north of the main runway) or at "Pegwell above three".
Again permission to upload this image has been kindly granted by the son of Alpha 33. At a guess this picture is mid to late 70's as Hoverlloyd packed up operations at Pegwell Bay at the turn of the 80's.
Kind regards...
Coff.
Thanks to everyone who has contributed to this thread so far, along with the PM's and other information provided ... all very much appreciated.
Here is a picture of our WB627 in the Grey & Dayglow livery of the late 60's. Permission to upload this image has been kindly granted by the son of the pilot (Alpha 33 - F/L Bill Downing ... now sadly deceased) upfront.
The following picture shows a Let Down over Pegwell Bay, following an aerobatics session, for a rejoin over Richborough Power Station Cooling Towers.
Aerobatics at RAF Manston were either performed "overhead above three" (overhead the airfield to the north of the main runway) or at "Pegwell above three".
Again permission to upload this image has been kindly granted by the son of Alpha 33. At a guess this picture is mid to late 70's as Hoverlloyd packed up operations at Pegwell Bay at the turn of the 80's.
Kind regards...
Coff.
Last edited by CoffmanStarter; 20th Apr 2010 at 11:02.
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I recall it was replaced in the early/mid 70's by a 4th Edition (?) ... which came in a small blue plastic ring-binder if my memory serves me correctly (which was difficult to stuff in the leg pocket of your flying suit unlike the earlier editions !) ... by which time the Carb Air setting was declared "wired hot"
"Carb Air" was certainly Wire-locked 'Hot' by end 1969. Anybody know what actually precipitated this?
(one presumes to make it "idiot proof" against carb-air icing, but was there an actual incident?)
"Carb Air" was certainly Wire-locked 'Hot' by end 1969. Anybody know what actually precipitated this?
(one presumes to make it "idiot proof" against carb-air icing, but was there an actual incident?)
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CoffmanStarter.....Checks before landing
I was learning to fly the Chippie at Halton in the '90s. What a fantastic aircraft! However, it did have the odd 'quirk; namely the setting of the Brakes which I think must have been the most complicated system ever designed. Having 'set' the brakes by pulling on '5 clicks' on the handbrake you could achieve 'differential braking ' for taxiing. But if you were landing on a hard surface only, you had to pull on the '5 clicks' prior to landing in order to maintain directional control on the runway.
I remember going downwind at Benson on a sunny Sunday afternoon voicing the Pre-Landing checks and included 'Brakes - 5 clicks' . My instructor said 'Have you applied the handbrake?' I said 'Yes but only 5 clicks'. He said 'you don't need that'. I said 'My very experienced mate says that if I don't add 5 clicks we could lose control on landing'. Anyway I left the '5 clicks' on and it was lucky I had as the runway lights loomed large at one point in the procedure and I stuck in a 'bootfull' of rudder and avoided going off the side of the runway.
My instructor said He'd never heard of it for landing. Anyone know any different?
I remember going downwind at Benson on a sunny Sunday afternoon voicing the Pre-Landing checks and included 'Brakes - 5 clicks' . My instructor said 'Have you applied the handbrake?' I said 'Yes but only 5 clicks'. He said 'you don't need that'. I said 'My very experienced mate says that if I don't add 5 clicks we could lose control on landing'. Anyway I left the '5 clicks' on and it was lucky I had as the runway lights loomed large at one point in the procedure and I stuck in a 'bootfull' of rudder and avoided going off the side of the runway.
My instructor said He'd never heard of it for landing. Anyone know any different?
Five clicks is excessive. You should prior to taxying apply full rudder and count how mant clicks were needed to feel some pressure on the handle as the cyliner pressurized. Normally two but sometimes three. Any more and maintenace was required.
The RAF FOM and Checklist mentioned use brakes as required, but in practice we never did. The risk of a groundloop after an enthusiastic application of rudder was too high.
The RAF FOM and Checklist mentioned use brakes as required, but in practice we never did. The risk of a groundloop after an enthusiastic application of rudder was too high.
We were taught the pre-taxying 'full rudder and count the clicks' technique and the option of setting 'min diff' brakes in flight if there was a crosswind was mentioned. But I don't recall ever having set the brakes anything other than fully OFF during the pre-landing checks.
The 'wired hot' thing was, if I recall correctly, something to do with the Avgas octane grade and cylinder head material used in later (?) years and was needed to reduce the CHT. But a few QFIs mentioned that the wire restraint was really quite flimsy....
The 'wired hot' thing was, if I recall correctly, something to do with the Avgas octane grade and cylinder head material used in later (?) years and was needed to reduce the CHT. But a few QFIs mentioned that the wire restraint was really quite flimsy....
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Who's Who ?
Hi fellow PPRuNe members ...
A bit of an absence since my last post on this thread ... but happily I've come across a few pictures that I thought might be of interest ... perhaps some of you might own up to being "snapped" !
The following three pictures have been kindly shared by Dave Croucher.
Boss Pete Stonham (RIP) in the boot and Dave Croucher up front (taken in the early/mid 90's I think) .
Possibly one of a number of group photos taken before the Flight finally closed in 1996 ... but I don't believe this was the final photo ? A couple of faces I recognise ... Dave Croucher in the centre with the "extreme" operational SD Cap ... and far right Ted Gridler (RIP - Ex Reds).
Happy group shot ... probably taken around the early/mid 90's ... Dave Croucher sitting ... does anyone else recognise faces ?
And finally ... after clearing out the loft ! ... yours truly up front with Boss John Shelton (RIP) in the boot (he was fiercely proud of his Cambridge UAS "Blue" Bone Dome). Taken 4th August 1977. WK518 (prior to her transfer to the BoBMF) ... Spin Check ... 6 left, 6 right ... PFL ... tea and debrief ... great fun a very long time ago.
Kind regards ...
Coff.
A bit of an absence since my last post on this thread ... but happily I've come across a few pictures that I thought might be of interest ... perhaps some of you might own up to being "snapped" !
The following three pictures have been kindly shared by Dave Croucher.
Boss Pete Stonham (RIP) in the boot and Dave Croucher up front (taken in the early/mid 90's I think) .
Possibly one of a number of group photos taken before the Flight finally closed in 1996 ... but I don't believe this was the final photo ? A couple of faces I recognise ... Dave Croucher in the centre with the "extreme" operational SD Cap ... and far right Ted Gridler (RIP - Ex Reds).
Happy group shot ... probably taken around the early/mid 90's ... Dave Croucher sitting ... does anyone else recognise faces ?
And finally ... after clearing out the loft ! ... yours truly up front with Boss John Shelton (RIP) in the boot (he was fiercely proud of his Cambridge UAS "Blue" Bone Dome). Taken 4th August 1977. WK518 (prior to her transfer to the BoBMF) ... Spin Check ... 6 left, 6 right ... PFL ... tea and debrief ... great fun a very long time ago.
Kind regards ...
Coff.
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@ acw 599
I'm too young to be able to compare any Spitfires with the Chippy, but remember with pleasure doing AFS at Tarrant Rushton in the early '50s and finding that the Vampire 3 (I think - perhaps 5) handled just like a Chipmunk, with that extra "something" that made life fun for a wet-behind-the-ears junior flyboy ... So young to have TWO loves at first flight in one's life !
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Johannesburg Rand Airport
Rand Airport is located South-East from Johannesburg 'Jan Smuts' International Airport. It’s nestled between Germiston Lake and Gosforth Park in the suburbs of Germiston.
Rand can easily be reached via the Electron Highway N24 from Jan Smuts International and then onwards on the N3 South. For the propliner enthusiast this airport is well worth a visit. It has an extremely relaxed atmosphere and ramp permission is easily obtained via the airport manager. Rand Airport offers all the facilities such as avionics, instruments, airframe, sheet metal work, welding, recovering, hangerage and fuel. It even offers scenic flights over the city. Classique Aviation offers Tiger Moth, DC-3 Dakota, Harvard, L29/L39 jets, Pitts Special and Chipmunk rides in combination with pre flight champagne or breakfast afterwards. All this can be observed from the excellent viewing area at the Harvard Café. Hot food and cool drinks can be enjoys in the shadow of Rand Airport vintage, Art deco style control tower.
The 1930's tower seems to come straight out a Hollywood movie set and has all the classic lines of the 1950s design. Rand main terminal building and control tower sets the mood for this airport. It even carries the old Speed-bird logo above the entrance. For the aviation spotters Rand is well known for the exotic props and jets residents.
Rand Airport is located South-East from Johannesburg 'Jan Smuts' International Airport. It’s nestled between Germiston Lake and Gosforth Park in the suburbs of Germiston.
Rand can easily be reached via the Electron Highway N24 from Jan Smuts International and then onwards on the N3 South. For the propliner enthusiast this airport is well worth a visit. It has an extremely relaxed atmosphere and ramp permission is easily obtained via the airport manager. Rand Airport offers all the facilities such as avionics, instruments, airframe, sheet metal work, welding, recovering, hangerage and fuel. It even offers scenic flights over the city. Classique Aviation offers Tiger Moth, DC-3 Dakota, Harvard, L29/L39 jets, Pitts Special and Chipmunk rides in combination with pre flight champagne or breakfast afterwards. All this can be observed from the excellent viewing area at the Harvard Café. Hot food and cool drinks can be enjoys in the shadow of Rand Airport vintage, Art deco style control tower.
The 1930's tower seems to come straight out a Hollywood movie set and has all the classic lines of the 1950s design. Rand main terminal building and control tower sets the mood for this airport. It even carries the old Speed-bird logo above the entrance. For the aviation spotters Rand is well known for the exotic props and jets residents.
The last time I was over there it was R500 (£45-38) for a trip in a Chippy!
>finding that the Vampire 3 (I think - perhaps 5) handled just like a Chipmunk, with that extra "something" that made life fun for a wet-behind-the-ears junior flyboy ... So young to have TWO loves at first flight in one's life !<
Aaaah...de Havilland (sigh).
Is it me or is the resemblance of the Chipmunk's fin shape to that of the Mosquito more than a coincidence?
Aaaah...de Havilland (sigh).
Is it me or is the resemblance of the Chipmunk's fin shape to that of the Mosquito more than a coincidence?
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Is it me or is the resemblance of the Chipmunk's fin shape to that of the Mosquito more than a coincidence?
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Love it
The highlight of many (including me) an ATC cadet's year, those precious minutes spent over Church Fenton, Finningly, or indeed Linton.
Happy happy memories.The briefing video, the fitting of the parachute, the wait, the waddle out to the aeroplane itself, the smell, oh God the smell is there a more evocotive sense than smell ?,thechit chat witha real pilot, then the time spent doing basic aerobatics, making sure one didn't succumb to motion sickness, and trying oh trying to fly by looking at withe wingtips rather than chasing the artificial horizon.
Land, climb out, waddle back across to the office and get the parachute off, then regale all assembled with tales of daring do !
Loved it then, would love it now.
Happy happy memories.The briefing video, the fitting of the parachute, the wait, the waddle out to the aeroplane itself, the smell, oh God the smell is there a more evocotive sense than smell ?,thechit chat witha real pilot, then the time spent doing basic aerobatics, making sure one didn't succumb to motion sickness, and trying oh trying to fly by looking at withe wingtips rather than chasing the artificial horizon.
Land, climb out, waddle back across to the office and get the parachute off, then regale all assembled with tales of daring do !
Loved it then, would love it now.