No Radar Returns — Gan, Addu Atoll Incident - 1962
CCWR
CCWR did indeed suffer from overheating. It was originally designed using Germanium technology, requiring significant cooling. In the early 60s this was upgraded to Silicon devices. The LRU that suffered most was the Control Indicator. Once modified, its cooling fans were removed, which some thought too drastic. I cannot speak for civilian airlines, but MoD still used Germanium in at least 1990; probably later given IFS's 1997 report.
A major difficulty arises if an aircraft comes along whose cooling convention isn't compatible with Germanium. The failure rate increases but that is not the fault of either the CCWR or the aircraft.
A major difficulty arises if an aircraft comes along whose cooling convention isn't compatible with Germanium. The failure rate increases but that is not the fault of either the CCWR or the aircraft.
Concerning Socotra, I have a record of having airdropped supplies by Argosy to a Middle East Command Expedition in March 1967 on a 'Hadibo Strip' which, from what I recall, seemed to fit the descriptions above. That name might ring bells with others.
With reference to CCWR overheating.
In 1979 I was navigator on a C130 flight back to the UK from Woomera staging through Fiji, Pago Pago (American Samoa) and Honolulu.
After a night stop in Fiji we took off for Pago where, after refuelling, we departed into the dusk with CBs all around. After an hour’s flying both the CCWR and the Doppler ( Drift &Groundspeed) failed.
There was no question of continuing to Honolulu without the CCWR at night in very poor weather. A decision was made to return to Pago and fuel dumping was initiated to get down to landing weight. All radio and radar transmitters were switched off for fuel dumping. After dumping thousands of lbs of fuel into the Pacific, the CCWR was switched back on and having cooled, gave us good returns but now we were committed to land. The CCWR had overheated.
The handling agent could not find any accommodation for the crew, and so to find a bed we had to return to Fiji, about 3hrs flying away. So after 8hrs flying we were back where we started from. The CCWR continued to overheat on the return flight to Pago which justified the decision to abort the flight.
The flight continued the next day, in daylight, from Fiji direct to Honolulu keeping the CCWR in ‘standby mode’ until required.
Nursing the CCWR was a common place occurrence. Indeed on a few occasions we flew in formation with another C130 with u/s CCWR. The a/c with the serviceable CCWR guiding the other through the CBs.
It always amazes me that in the Hastings days we used to fly IMC without a care in the world with no CCWR, engines backfiring with carburettor ice causing the a/c to yaw from side to side and ice accumulation around the static vents which caused some consternation.
After a night stop in Fiji we took off for Pago where, after refuelling, we departed into the dusk with CBs all around. After an hour’s flying both the CCWR and the Doppler ( Drift &Groundspeed) failed.
There was no question of continuing to Honolulu without the CCWR at night in very poor weather. A decision was made to return to Pago and fuel dumping was initiated to get down to landing weight. All radio and radar transmitters were switched off for fuel dumping. After dumping thousands of lbs of fuel into the Pacific, the CCWR was switched back on and having cooled, gave us good returns but now we were committed to land. The CCWR had overheated.
The handling agent could not find any accommodation for the crew, and so to find a bed we had to return to Fiji, about 3hrs flying away. So after 8hrs flying we were back where we started from. The CCWR continued to overheat on the return flight to Pago which justified the decision to abort the flight.
The flight continued the next day, in daylight, from Fiji direct to Honolulu keeping the CCWR in ‘standby mode’ until required.
Nursing the CCWR was a common place occurrence. Indeed on a few occasions we flew in formation with another C130 with u/s CCWR. The a/c with the serviceable CCWR guiding the other through the CBs.
It always amazes me that in the Hastings days we used to fly IMC without a care in the world with no CCWR, engines backfiring with carburettor ice causing the a/c to yaw from side to side and ice accumulation around the static vents which caused some consternation.
Last edited by DeanoP; 10th Apr 2016 at 06:35.
Dean,
on the Hastings the ADF would usually let us know in which direction the thunderstorm was. The St Elmo's fire also hinted there was activity about.
The rules for our Hercules made a lot of sense to me especially in the light of the Kuwait Hercules crash in France.
on the Hastings the ADF would usually let us know in which direction the thunderstorm was. The St Elmo's fire also hinted there was activity about.
The rules for our Hercules made a lot of sense to me especially in the light of the Kuwait Hercules crash in France.
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The real reason
Whilst on Argosies which didn't fly much higher than the Hastings we used to bimble through the ITCZ choosing the dimmest returns as a route. I would watch the silver wings against the blackened sky flexing like a giant sea bird as we were thrown around the sky. The point about "No CCWR - no flight at night" for the Herc was simply that Mr. Lockheed didn't use enough nails to keep the wings on.
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If I may just pop my head around the corner on this thread ... 'Tales of Mr Argosy' sounds like a good Thread Title to me 
Especially if you have some of your wonderful pics Doug
Especially if you have some of your wonderful pics Doug
Last edited by CoffmanStarter; 10th Apr 2016 at 12:45.
The Argosies weren't the only ones - we (205 Sqn Shacks) seemed to spend a lot of time at night either transitting through or operating under the thunderstorms of the ITCZ. Although we didn't have a weather radar at the front, the ASV21, which was not only a good ASW radar, with a good operator (they were all good!!) could weave us through the bad weather with only a few steep turns.
Socotra
Pontius Ref Post No 33.
Are you referring to the loss of a Canberra over Ethiopia in the 60's. If so I believe Fg Off Gibbon, who was on No5 Air Nav course at Topcliffe with me, was the navigator. I think this a/c broke up in a CB but I have not heard anything definitive about this tragedy.
Are you referring to the loss of a Canberra over Ethiopia in the 60's. If so I believe Fg Off Gibbon, who was on No5 Air Nav course at Topcliffe with me, was the navigator. I think this a/c broke up in a CB but I have not heard anything definitive about this tragedy.
I don't own this space under my name. I should have leased it while I still could
Deano, no, referring to Reynolds post immediately above and the possibility that it was the same flight I mentioned early, would have been Spring 73.
We made it to Nairobi, for various reasons the Canberra didn't.
We made it to Nairobi, for various reasons the Canberra didn't.
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Wings
Shackman #31
There were similarities. The Argosy had a Shackleton wing with torque rods and trunnion boxes to protect the controls from distorting. Together with the two meteor fuselages as tail booms and lots of other parts found in the factory spares dept, it was a fairly good lash up. See photo of sleek Shack and its ugly cousin.
There were similarities. The Argosy had a Shackleton wing with torque rods and trunnion boxes to protect the controls from distorting. Together with the two meteor fuselages as tail booms and lots of other parts found in the factory spares dept, it was a fairly good lash up. See photo of sleek Shack and its ugly cousin.
