Global Aviation Magazine : 60 Years of the Hercules
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Knockout piccies, having been low levelling for years and in Fat Albert, I realise we were only nibbling at the edges! Thanks (reckon I've found my next desktop piccy).
Upgently: See your PMs
Upgently: See your PMs
Perhaps I've missed something along the way, but as I started my career on Albert at Colerne in 1971, I seem to remember that there was a squadron still at Fairford, the OCU at Thorney Island and "others at Lyneham. With the main maintenance base being Colerne at the time I wonder where else Albert was in service at the time. I see the Squadron in the Far East mentioned and I know, as I was posted there in 1973, that 70 Squadron operated both Albert and the whistling tit from Akrotiri. It's all a bit confusing, and I'm sure, that someone, far more intelligent than myself, could perhaps put together a timeline showing how Albert was "infused" into the system, eventually ending up operating from one Station ? As I say, apologies if I have missed the information I seek, I'm still trying to work out how Chickenlover can get such good photographs, and still fly at low level
Meanwhile, does anyone have any photographs from Colerne, I had the privilege to begin my career there (ex Halton), yet have no photographs from that time.
Smudge
Meanwhile, does anyone have any photographs from Colerne, I had the privilege to begin my career there (ex Halton), yet have no photographs from that time.Smudge
Last edited by smujsmith; 23rd Oct 2014 at 15:46.
Albert's Bases and Squadrons
Smug,
The first Albert Sqn was 36 which, I believe, formed with the first deliveries at Colerne in '66. Shortly after 36 moved to Lyneham. There were then 36 and 24 at Lyneham, 30 and 47 at Fairford and 48 at Changi (Singapore). AA62 may be able to give you the date for 48's move back to the UK and Lyneham. 70 was based in Akrotiri and was taking on Hercs with the last crews arriving from 23 Conversion Course (I was on 24!!) in 1971.
30 and 47 moved to Lyneham in '73, if memory serves, with 48 arriving shortly after. 70 came back as well in probably '74. 36 then disbanded in 75 shortly before 48 also disbanding leaving the 4 squadrons you knew well.
One other point that seems to be forgotten was that
originally there was a single SF crew on each squadron before they were all corralled with 47. This was a point I had to argue with my D in MoD (an air defender) who could only envisage SF and 47 thus, he thought, making 47 when it came to various decisions about which hot what and when.
I hope this helps but others may be able to pin it down better.
The first Albert Sqn was 36 which, I believe, formed with the first deliveries at Colerne in '66. Shortly after 36 moved to Lyneham. There were then 36 and 24 at Lyneham, 30 and 47 at Fairford and 48 at Changi (Singapore). AA62 may be able to give you the date for 48's move back to the UK and Lyneham. 70 was based in Akrotiri and was taking on Hercs with the last crews arriving from 23 Conversion Course (I was on 24!!) in 1971.
30 and 47 moved to Lyneham in '73, if memory serves, with 48 arriving shortly after. 70 came back as well in probably '74. 36 then disbanded in 75 shortly before 48 also disbanding leaving the 4 squadrons you knew well.
One other point that seems to be forgotten was that
originally there was a single SF crew on each squadron before they were all corralled with 47. This was a point I had to argue with my D in MoD (an air defender) who could only envisage SF and 47 thus, he thought, making 47 when it came to various decisions about which hot what and when.I hope this helps but others may be able to pin it down better.
Xercules,
Talk about fast. Thank you very much for that account, which explains most of what I requested and certainly shows that Lyneham, whilst so dear to many of us, did not begin the career of Albert in the RAF. I'm surprised though that the first squadron formed at Colerne, I arrived there in March 71, as I recall, and there was no sign of active flying. The Base 3 team I was employed on produced one air test per month, the Base two teams two. By my reckoning 10 flight tests per month, with possible "follow on" flights, what a sleepy little unit Colerne had become. In my recollection, at the time, we never saw aircraft coming from Fairford, so they must have moved by my time 71-73, but certainly serviced aircraft from Thorney Island (the OCU?) and from 70 in Cyprus. I well remember the crew turning up to relieve us of the contents of the emergency radio compartment (Mainly Cyprus Brandy and 555 cigarettes), after customs had cleared us to work on it. As you say, AA62 may be able to tie my time at Colerne to 48 Squadron. I can't remember hearing of an aircraft from there coming back for Base 2 or 3 servicing, although I distinctly remember one that did the Dacca airlift ?
SF, interesting that that is how their life started. I only knew them from my days as a GE, and was lucky enough to do a few detachments etc with some very professional operators. I wonder if S&D had similar precedent, they of course had their very own GE, who was taught how to make tea and coffee properly at the galley. One of the things that has opened my eyes on this thread is how little I really knew of the History of the C130K in RAF service, despite having minor involvement in some of it. Keep the information coming in chaps, and somebody give Chickenlover a wake up call, he must have more of those splendid photographs.
Smudge
Talk about fast. Thank you very much for that account, which explains most of what I requested and certainly shows that Lyneham, whilst so dear to many of us, did not begin the career of Albert in the RAF. I'm surprised though that the first squadron formed at Colerne, I arrived there in March 71, as I recall, and there was no sign of active flying. The Base 3 team I was employed on produced one air test per month, the Base two teams two. By my reckoning 10 flight tests per month, with possible "follow on" flights, what a sleepy little unit Colerne had become. In my recollection, at the time, we never saw aircraft coming from Fairford, so they must have moved by my time 71-73, but certainly serviced aircraft from Thorney Island (the OCU?) and from 70 in Cyprus. I well remember the crew turning up to relieve us of the contents of the emergency radio compartment (Mainly Cyprus Brandy and 555 cigarettes), after customs had cleared us to work on it. As you say, AA62 may be able to tie my time at Colerne to 48 Squadron. I can't remember hearing of an aircraft from there coming back for Base 2 or 3 servicing, although I distinctly remember one that did the Dacca airlift ?
SF, interesting that that is how their life started. I only knew them from my days as a GE, and was lucky enough to do a few detachments etc with some very professional operators. I wonder if S&D had similar precedent, they of course had their very own GE, who was taught how to make tea and coffee properly at the galley. One of the things that has opened my eyes on this thread is how little I really knew of the History of the C130K in RAF service, despite having minor involvement in some of it. Keep the information coming in chaps, and somebody give Chickenlover a wake up call, he must have more of those splendid photographs.
Smudge
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Just come across this old article about the Sarajevo airlift by Caroline Phillips that was in the London Evening Standard, 16 Aug 1993
Full article
Joking on the flight of hope
The Hercules in which we are arriving in Sarajevo makes a tactical landing, suddenly nose-diving in case there is small arms fire. The Serbs take more pot shots in the afternoon when they’re drunk, but this is early morning. Still, the crew say they can’t underestimate the threat from the ground.
I feel frightened because, in contravention of the rules, I don’t have a flak jacket. This is Saturday, the day before this same plane is used for Operation Irma.
The homes around the airport have been razed by war and a black cloud of smoke hangs over Mount Igman. Serbs burning villages or villagers making tea, says one of the crew, wryly.
The Hercules in which we are arriving in Sarajevo makes a tactical landing, suddenly nose-diving in case there is small arms fire. The Serbs take more pot shots in the afternoon when they’re drunk, but this is early morning. Still, the crew say they can’t underestimate the threat from the ground.
I feel frightened because, in contravention of the rules, I don’t have a flak jacket. This is Saturday, the day before this same plane is used for Operation Irma.
The homes around the airport have been razed by war and a black cloud of smoke hangs over Mount Igman. Serbs burning villages or villagers making tea, says one of the crew, wryly.
November 4,
Well found sir, and it brings back reminders of some hard working time I spent with some great people. I missed "Irma" by a couple of weeks, but the description sounds familiar to this day. I suspect I've posted them before but my fave photos from Ancona/Sarajevo ;
Albert, between trips;
The French Foreign Legionnaire was friendly and curious;
And the GE's view as we line up for departure.
Happy Daze, as they say.
Smudge
Well found sir, and it brings back reminders of some hard working time I spent with some great people. I missed "Irma" by a couple of weeks, but the description sounds familiar to this day. I suspect I've posted them before but my fave photos from Ancona/Sarajevo ;
Albert, between trips;
The French Foreign Legionnaire was friendly and curious;
And the GE's view as we line up for departure.
Happy Daze, as they say.
Smudge
Well I am back from a very nice visit to Perth and have been reading myself back in to the thread. Some excellent stories and pics. Before I resume my Op Vigour thread I will be answering some of the queries.
48 used to send their Hercs to HAEK at Kai Tak for major servicing, although we did rotate a/c back to the UK for deep servicing.
As to SF crews Xercules is correct in saying there was an SF crew on every squadron. This was known as the 'Pathfinder Crew' and were all PV cleared. I did this job on 45 in Changi and back in the UK. A Flt Cdr on one of the squadrons, S/L 'Red L.... I seem to recall, wrote a service paper recommending that a separate flight be set up to cope with the increased SF tasking. You will not be surprised to hear that this was when the NI 'troubles were brewing up.
One of his sub recommendations was that they should have suitably equipped dedicated a/c. The crew recommendation was acted on and the crews were attached to 36 (the first RAF Herc squadron) and then 47 when 36 was disbanded. The dedicated a/c did not materialise until MANY years later when it was apparent even to MOD that they were essential.
I have a memory of the first a/c to arrive at Colerne being XV 179 despite XV 176 being the earliest serial.
48 used to send their Hercs to HAEK at Kai Tak for major servicing, although we did rotate a/c back to the UK for deep servicing.
As to SF crews Xercules is correct in saying there was an SF crew on every squadron. This was known as the 'Pathfinder Crew' and were all PV cleared. I did this job on 45 in Changi and back in the UK. A Flt Cdr on one of the squadrons, S/L 'Red L.... I seem to recall, wrote a service paper recommending that a separate flight be set up to cope with the increased SF tasking. You will not be surprised to hear that this was when the NI 'troubles were brewing up.
One of his sub recommendations was that they should have suitably equipped dedicated a/c. The crew recommendation was acted on and the crews were attached to 36 (the first RAF Herc squadron) and then 47 when 36 was disbanded. The dedicated a/c did not materialise until MANY years later when it was apparent even to MOD that they were essential.
I have a memory of the first a/c to arrive at Colerne being XV 179 despite XV 176 being the earliest serial.
I came back from Changi in early July 1971 (I was earmarked for the OCU) and the rest of the Squadron followed fairly soon after. Huge culture shock ! We lost our own groundcrew and arrived to VAT and the decimal currency.
Feel very grateful now though to have had such a great tour.
Feel very grateful now though to have had such a great tour.
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One other point that seems to be forgotten was that originally there was a single SF crew on each squadron
originally there was a single SF crew on each squadron
We all had pretty minimal hours on the Herc which was reflected in our Categories - No B Cats around then and very few C either. The requirement to have a C Cat to carry pax was waived as otherwise nobody would have gone anywhere.
It's a long way down
AA62,
Welcome back, glad to hear you enjoyed yourself. An old ex GE mate who you might be acquainted with (T****r T*****on), who has certainly accompanied you on routes, has recently reminded me of the story of the pongo who wanted to go out with the load. ISTR having dangled it at you previously, then failed to post it. Anyway as you are back, I thought you might have some knowledge of this, here's the text of TT's email;
"AA62 asked you about an incident regarding something or someone going out with a load, which I think was something I mentioned to you so, I will recount it for you to put on PPRUNE if you wish. I was assigned to an aircraft, as the AGE, which was going to airdrop a Landover + trailer onto Keevil. An Army Officer turned up as a pax & showed much interest in the live drop. The Loadie was very twitchy about the load & briefed me & the Army Officer not to go beyond the load as it was all rigged to go & he did not want the worry of people moving around it. When we were on approach to the DZ the Army Officer asked the Loadie how he got into the Landover. Perplexed the Loadie asked why. My troops are on the ground watching this drop & it will impress them when they see me get out of the Landover. Obviously the Loadie told him in no uncertain terms he would not be parachuting on to the DZ today."
So, any recollection, of the incident. I for one don't doubt the veracity of TT's story, perhaps, coming from the ALM fraternity you may have heard of it, or similar.
Smudge
Welcome back, glad to hear you enjoyed yourself. An old ex GE mate who you might be acquainted with (T****r T*****on), who has certainly accompanied you on routes, has recently reminded me of the story of the pongo who wanted to go out with the load. ISTR having dangled it at you previously, then failed to post it. Anyway as you are back, I thought you might have some knowledge of this, here's the text of TT's email;
"AA62 asked you about an incident regarding something or someone going out with a load, which I think was something I mentioned to you so, I will recount it for you to put on PPRUNE if you wish. I was assigned to an aircraft, as the AGE, which was going to airdrop a Landover + trailer onto Keevil. An Army Officer turned up as a pax & showed much interest in the live drop. The Loadie was very twitchy about the load & briefed me & the Army Officer not to go beyond the load as it was all rigged to go & he did not want the worry of people moving around it. When we were on approach to the DZ the Army Officer asked the Loadie how he got into the Landover. Perplexed the Loadie asked why. My troops are on the ground watching this drop & it will impress them when they see me get out of the Landover. Obviously the Loadie told him in no uncertain terms he would not be parachuting on to the DZ today."
So, any recollection, of the incident. I for one don't doubt the veracity of TT's story, perhaps, coming from the ALM fraternity you may have heard of it, or similar.
Smudge
Last edited by smujsmith; 23rd Oct 2014 at 18:55.
Squadrons etc
SS - you are quite right to remind me of Thorney Island. The OCU was there with 5 ac until 74/75. All training was carried out there originally including TS except for simulators for which we had to go to Lyneham.
Nimbev - again you are quite right. The SF crews were a later concept coming into being in 72. I was the copilot on the 36 crew, captained by Rick H..... Who was about 2 yrs younger than I and a Fg Off whilst I was a Flt Lt. Red L.... (Or should that be Rrrrred) was the Flt Cdr on 36 to whom we reported. He was a great guy with many stories to his name because of hi stutter and a wife who could be something of a loose cannon. The SD crew was then on 36 as well, captained by Sc..... Rob...... Who also did the first RAF Deep Freeze.
Doing SF tasks then was something of a challenge. We did one exercise in Northern Greece doing re supply to the patrols in the field. The patrols recede the DZs they wanted their supplies dropped to then retired to lie up for the day. They then radioed in the co-ordinates of each Dz, we did our planning and set the time for each drop. To comply with GASOs we had to designate each DZ as the TAP of the next one otherwise needing to climb above safety height.
The patrols would then after dark return to their chosen DZ to mark it for the drop. Unfortunately a DZ can also be attractive terrain for other users. One patrol returned to find it taken over as a tank laager for the night. Nothing daunted move a small distance away and mark accordingly. "Mark accordingly" meant 3 hand held torches but no good SF troop relies on a full torch and the lens is usually covered with bodge tape leaving nothing but a tiny hole - not easily seen from 250 ft up especially when the Dz is possibly 2 km from where it was planned to be. At least 2 loads went out in a screaming turn because of late acquisition, one of them was never found. What pissed the troops off the most was the lost mail. Rations did not really seem to matter.
They have it easy nowadays with all the modern gizmos they have but enough said of that!!
Nimbev - again you are quite right. The SF crews were a later concept coming into being in 72. I was the copilot on the 36 crew, captained by Rick H..... Who was about 2 yrs younger than I and a Fg Off whilst I was a Flt Lt. Red L.... (Or should that be Rrrrred) was the Flt Cdr on 36 to whom we reported. He was a great guy with many stories to his name because of hi stutter and a wife who could be something of a loose cannon. The SD crew was then on 36 as well, captained by Sc..... Rob...... Who also did the first RAF Deep Freeze.
Doing SF tasks then was something of a challenge. We did one exercise in Northern Greece doing re supply to the patrols in the field. The patrols recede the DZs they wanted their supplies dropped to then retired to lie up for the day. They then radioed in the co-ordinates of each Dz, we did our planning and set the time for each drop. To comply with GASOs we had to designate each DZ as the TAP of the next one otherwise needing to climb above safety height.
The patrols would then after dark return to their chosen DZ to mark it for the drop. Unfortunately a DZ can also be attractive terrain for other users. One patrol returned to find it taken over as a tank laager for the night. Nothing daunted move a small distance away and mark accordingly. "Mark accordingly" meant 3 hand held torches but no good SF troop relies on a full torch and the lens is usually covered with bodge tape leaving nothing but a tiny hole - not easily seen from 250 ft up especially when the Dz is possibly 2 km from where it was planned to be. At least 2 loads went out in a screaming turn because of late acquisition, one of them was never found. What pissed the troops off the most was the lost mail. Rations did not really seem to matter.
They have it easy nowadays with all the modern gizmos they have but enough said of that!!
We did have the pre 'SF' crew on 48 as the 'Pathfinder Crew' and did the FEAF 'SF' task out there. I have entries in my log book to this effect. We used to airland with the Special Forces using very dim torches. No NVG then. Gong Keddar was one of the places we used for para and airland. The old airfield at Sembawang was also used and I still remember us turning low over the docks. Jungle drops were done on top of a tethered helium balloon. Where we dropped the SBS I have no idea ! Perhaps Brian the Nav knows.
We also dropped the Malaysian Special Forces.
It was Xercules flight commander of course who I believe wrote the Service Paper setting up the SF flight.
When I returned to the UK I continued in that role on 48 until I went to the OCU as an airdrop instructor. It had by then reformed at Lyneham and another superb station was well on the way to becoming an army base.
Back to Op Vigour .
Pic of one of our two a/c at one of the strips we used. You may remember my tale ref the three engine ferry in post #1549. Well after that life went on as routinely as these things can until we received a signal from group. Baroness Chalker the Minister for Overseas Development would be arriving on a tour of inspection to see how the relief op was going. Full details would be sent later. You may recall that the op was jointly funded by her department and MOD. No problem we thought, the boss might have to do a meet and greet but the rest of us would be unaffected.
Then THAT signal arrived !
TBC
We also dropped the Malaysian Special Forces.
It was Xercules flight commander of course who I believe wrote the Service Paper setting up the SF flight.
When I returned to the UK I continued in that role on 48 until I went to the OCU as an airdrop instructor. It had by then reformed at Lyneham and another superb station was well on the way to becoming an army base.
Back to Op Vigour .
Pic of one of our two a/c at one of the strips we used. You may remember my tale ref the three engine ferry in post #1549. Well after that life went on as routinely as these things can until we received a signal from group. Baroness Chalker the Minister for Overseas Development would be arriving on a tour of inspection to see how the relief op was going. Full details would be sent later. You may recall that the op was jointly funded by her department and MOD. No problem we thought, the boss might have to do a meet and greet but the rest of us would be unaffected.
Then THAT signal arrived !
TBC
smudge,
I wonder why they took a G/E on a drop at Keevil. I have no recollection of doing so but with my memory who knows ? NO ONE went aft of the heavy drop load after the final checks had been completed when I was the ALM unless very closely escorted by me AND they had a good reason to do so. The potential for something going wrong was real enough as it was. Some non AD army personnel did not understand the forces involved but the temptation to put some fool in the landrover must have been high.
Apart from the role equipment fitters and some others we rarely carried spare bods on heavy drop sorties. If we did my brief was simple. They remained at FS 245 until I signalled otherwise. This would only be once the drop had exited and we all trundled aft to check the parachutes had opened.
I wonder why they took a G/E on a drop at Keevil. I have no recollection of doing so but with my memory who knows ? NO ONE went aft of the heavy drop load after the final checks had been completed when I was the ALM unless very closely escorted by me AND they had a good reason to do so. The potential for something going wrong was real enough as it was. Some non AD army personnel did not understand the forces involved but the temptation to put some fool in the landrover must have been high.
Apart from the role equipment fitters and some others we rarely carried spare bods on heavy drop sorties. If we did my brief was simple. They remained at FS 245 until I signalled otherwise. This would only be once the drop had exited and we all trundled aft to check the parachutes had opened.
AA62,
Not sure why a GE would be on such a trip. I certainly never did anything so adventurous, only ever being involved with troop dropping, and often at some distance from base. I remember we dropped some Hereford Hooligans at RAF Ouston one Saturday night, then landed and night stopped at Newcastle Airport. We are out to dinner with TT tonight, I will pursue the tale.
Smudge
Update for AA62. The trip had a GE on it because between departing Lyneham and dropping at Keevil, they night stopped Lossiemouth. Hope that clears that one up.
Not sure why a GE would be on such a trip. I certainly never did anything so adventurous, only ever being involved with troop dropping, and often at some distance from base. I remember we dropped some Hereford Hooligans at RAF Ouston one Saturday night, then landed and night stopped at Newcastle Airport. We are out to dinner with TT tonight, I will pursue the tale.
Smudge
Update for AA62. The trip had a GE on it because between departing Lyneham and dropping at Keevil, they night stopped Lossiemouth. Hope that clears that one up.
Last edited by smujsmith; 24th Oct 2014 at 12:19.
Xercules & Smuj
Just wanted to clarify some of the dates.
The first Herc' XV176 made its maiden flight at Marietta on 19th Oct '66 and arrived at Marshalls in late '66 for painting and avionics gear to be installed.
242 OCUat Thorney received its first in April '67 ( as the first baby nav to receive a Herc posting I was 'holding' and saw it arrive ) and 36 formed at Lyneham on 1st July '67. One of the first delivered,I can't remember if it was 176 or 179, went to Boscombe and was there for a few years.
48 reformed at Changi on 2nd Oct, but I think the crews may have collected the first 4 aircraft from Colerne a few a few days before. I was part of the third wave of 4 aircraft for 48 and we went to Colerne for a week or so before Christmas '67 and finally arrived at Changi on Dec' 31st.
24 reformed at Lyneham in Feb '68, followed by 47 on 1st Mar and 30 on 1st May, both at Fairford. 30 & 47 moved to Lyneham on 1st Feb '71. 48 arrived at Lyneham from Changi on 1st Sep '71 and disbanded on 9th Jan '76.
70 received its first Hercs in Dec' '70 ( about a year late according to my mate Art C...... ) and moved to Lyneham on 15th Jan '75. Most of these dates I've gleaned from RAF Squadrons by Jefford ( an ex-nav' so they must be right
! ).
I was on 30's pathfinder crew in 72/3 with Ed Waddingham as skipper and Joe Oldfield as the other nav - sorry guys I can't recall the other three - an we were PV cleared.
The first Herc' XV176 made its maiden flight at Marietta on 19th Oct '66 and arrived at Marshalls in late '66 for painting and avionics gear to be installed.
242 OCUat Thorney received its first in April '67 ( as the first baby nav to receive a Herc posting I was 'holding' and saw it arrive ) and 36 formed at Lyneham on 1st July '67. One of the first delivered,I can't remember if it was 176 or 179, went to Boscombe and was there for a few years.
48 reformed at Changi on 2nd Oct, but I think the crews may have collected the first 4 aircraft from Colerne a few a few days before. I was part of the third wave of 4 aircraft for 48 and we went to Colerne for a week or so before Christmas '67 and finally arrived at Changi on Dec' 31st.
24 reformed at Lyneham in Feb '68, followed by 47 on 1st Mar and 30 on 1st May, both at Fairford. 30 & 47 moved to Lyneham on 1st Feb '71. 48 arrived at Lyneham from Changi on 1st Sep '71 and disbanded on 9th Jan '76.
70 received its first Hercs in Dec' '70 ( about a year late according to my mate Art C...... ) and moved to Lyneham on 15th Jan '75. Most of these dates I've gleaned from RAF Squadrons by Jefford ( an ex-nav' so they must be right
! ).I was on 30's pathfinder crew in 72/3 with Ed Waddingham as skipper and Joe Oldfield as the other nav - sorry guys I can't recall the other three - an we were PV cleared.
Brian 48 Nav,
That's a nice, accurate, account of the introduction to service. And nice to see that Colerne gets a mention, particularly as it ties in to AA62 recollecting the link with 48 Squadron. I'm sure that Marshalls of Cambridge should also take some credit for their work and support of the Aircraft in service. There was certainly a large element of MCE interwoven with the Base 2 and 3 teams at Colerne in my time there 71-73.
Ksimboy,
Having just returned from an enjoyable evening with the said TT, I had no intimation that it was a Scottac. Who knows, I'm sure we have all done some "funny" jobs during our time on the K. I'm sure that someone had a grasp of the "big picture". I relate the following event. I'm employed as a GE, and my best mate (the boss GE) decided that I am to be rewarded for my hard work with a couple of days camping at Keevil, doing an Army infil exercise. The troops were a mix of Para and Ghurka, and myself and the lineys were not too impressed with the two hour low level ride from Lyneham to Keevil. Sarcasm at its extreme, we could have driven there. The muppets did drive there, and when we eventually arrived, they had a tent, and Landrover set up for our, and their use. The Landrover was "Muppet only" ! Surrounded by white lashing tape, we were officially not part of the wargames being played beyond. Our job was to see in and out the resupply aircraft. A late call to see in an aircraft that was on finals elicited a maximum effort from our Muppet brethren, who duly roared off in their 4WD jobby. In the process of racing directly, across the grass, to the parking area, they didn't realise that they had run over the legs of a Ghurka soldier, disguised as a patch of grass. He was casevaced on the aircraft they were racing to attend, and had a full recovery in another one of our RAF treasures, RAF Wroughton Hospital. Suffice to say that the Army were not impressed, in fact, none of us were impressed, but the incident did perhaps signal the end of realistic exercise conditions. After that, any exercise I was involved in certainly involved an element of H & S. As an aside, whilst doing what old GEs do (reminiscing) this evening, your name was mentioned at least twice by TT, interesting that you should post whilst I was out
Smudge
That's a nice, accurate, account of the introduction to service. And nice to see that Colerne gets a mention, particularly as it ties in to AA62 recollecting the link with 48 Squadron. I'm sure that Marshalls of Cambridge should also take some credit for their work and support of the Aircraft in service. There was certainly a large element of MCE interwoven with the Base 2 and 3 teams at Colerne in my time there 71-73.
Ksimboy,
Having just returned from an enjoyable evening with the said TT, I had no intimation that it was a Scottac. Who knows, I'm sure we have all done some "funny" jobs during our time on the K. I'm sure that someone had a grasp of the "big picture". I relate the following event. I'm employed as a GE, and my best mate (the boss GE) decided that I am to be rewarded for my hard work with a couple of days camping at Keevil, doing an Army infil exercise. The troops were a mix of Para and Ghurka, and myself and the lineys were not too impressed with the two hour low level ride from Lyneham to Keevil. Sarcasm at its extreme, we could have driven there. The muppets did drive there, and when we eventually arrived, they had a tent, and Landrover set up for our, and their use. The Landrover was "Muppet only" ! Surrounded by white lashing tape, we were officially not part of the wargames being played beyond. Our job was to see in and out the resupply aircraft. A late call to see in an aircraft that was on finals elicited a maximum effort from our Muppet brethren, who duly roared off in their 4WD jobby. In the process of racing directly, across the grass, to the parking area, they didn't realise that they had run over the legs of a Ghurka soldier, disguised as a patch of grass. He was casevaced on the aircraft they were racing to attend, and had a full recovery in another one of our RAF treasures, RAF Wroughton Hospital. Suffice to say that the Army were not impressed, in fact, none of us were impressed, but the incident did perhaps signal the end of realistic exercise conditions. After that, any exercise I was involved in certainly involved an element of H & S. As an aside, whilst doing what old GEs do (reminiscing) this evening, your name was mentioned at least twice by TT, interesting that you should post whilst I was out
Smudge