Did You Fly The Vulcan?? (Merged)
Thread Starter
Or with a certain flatiron Captain and his crew running in to Tain ( I was flying, he was doing the map reading and MFS switchery):
"Pilots, Wings level for correction"
"Nothing seen, Radar"
"Must all be in line Pilots - follow the steer"'
"OK, wilco, Radar"
"White flag and distance to go, Radar"
"Keep following the steer Pilots, confirm bomb doors AUTO?"
"Bomb doors AUTO, Radar and steer still upright"
"YOU'RE NOT ON BOMB!!"
"Bomb gone...."
Fortunately the Plotter's HRS steer had been so accurate that we didn't get a long bomb error. The Captain had been a nice chap to let me fly, but had dropped the ball with regard to MFS switchery.
"Pilots, Wings level for correction"
"Nothing seen, Radar"
"Must all be in line Pilots - follow the steer"'
"OK, wilco, Radar"
"White flag and distance to go, Radar"
"Keep following the steer Pilots, confirm bomb doors AUTO?"
"Bomb doors AUTO, Radar and steer still upright"
"YOU'RE NOT ON BOMB!!"
"Bomb gone...."
Fortunately the Plotter's HRS steer had been so accurate that we didn't get a long bomb error. The Captain had been a nice chap to let me fly, but had dropped the ball with regard to MFS switchery.
I don't own this space under my name. I should have leased it while I still could
The Advise Direction was after my time but I can see the sensible logic.
Following BEagles previous post i recall it was Go to Bomb, follow the director.
Certainly the T5 used the G4B and the PDI. We also had a PDI in a wooden box with a long cable on the nav table. Boscombe threw a wobbly as it wasn't approved.
Following BEagles previous post i recall it was Go to Bomb, follow the director.
Certainly the T5 used the G4B and the PDI. We also had a PDI in a wooden box with a long cable on the nav table. Boscombe threw a wobbly as it wasn't approved.
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Iain Calder
Hi all,
I thought it likely that some on this forum might have known my father Iain Calder who was a navigator on Meteors, Javelins and Vulcans in the 50s, 60s and 70s and I wanted to pass on the sad news that he died on Tuesday aged 85.
Best Wishes
David Calder
I thought it likely that some on this forum might have known my father Iain Calder who was a navigator on Meteors, Javelins and Vulcans in the 50s, 60s and 70s and I wanted to pass on the sad news that he died on Tuesday aged 85.
Best Wishes
David Calder
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Learned Contributors,
I have followed this thread in respectful awe, thank you all.
I have seen several mentions of B-52 time on exchanges but did any of you get to fly the B-58 Hustler ?
Thanks in anticipation for your time and trouble,
Be lucky
David
I have followed this thread in respectful awe, thank you all.
I have seen several mentions of B-52 time on exchanges but did any of you get to fly the B-58 Hustler ?
Thanks in anticipation for your time and trouble,
Be lucky
David
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As part of my history of No 35 Squadron, I am working with one of the co-owners of XJ823 (Solway Aviation Museum) to piece together information relating to the squadron's use of the aircraft for inclusion on the display boards.
I note from my research that some of the contributors on here have flown in this aircraft whilst serving with No. 35 Squadron and wondered if it would be possible to have extracts from any log books (or tales from those flights) which could be incorporated in the display.
If you can help, can you contact me via the e-mail link on https://35squadron.wordpress.com/
Thanks in advance
Pete
I note from my research that some of the contributors on here have flown in this aircraft whilst serving with No. 35 Squadron and wondered if it would be possible to have extracts from any log books (or tales from those flights) which could be incorporated in the display.
If you can help, can you contact me via the e-mail link on https://35squadron.wordpress.com/
Thanks in advance
Pete
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Just recording my thanks to the one person (you know who you are) for responding to my previous post
Just flipping back to my post regarding Maritime Radar Reconnaissance, can anyone provide a list of the 35 and 617 Squadron aircraft that were adapted for the role (or were 27 squadron aircraft utilised for this purpose) and also, were all sorties flown under the command of SACLANT or were they also carried out for other commands?
Your usual help would be very much appreciated
Regards
Pete
Just flipping back to my post regarding Maritime Radar Reconnaissance, can anyone provide a list of the 35 and 617 Squadron aircraft that were adapted for the role (or were 27 squadron aircraft utilised for this purpose) and also, were all sorties flown under the command of SACLANT or were they also carried out for other commands?
Your usual help would be very much appreciated
Regards
Pete
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Re Post 2023
David; a very belated acknowledgement of your post and I am sorry to hear of your loss.
The reason for posting now is that I have spent some time over the last week or so documenting No 35 Squadron's use of Vulcan XJ823 and you father's name cropped up a number of times and whilst looking back over this thread I spotted your post.
If you have any details, photographs, documents etc regarding your father's service with No 35 Squadron, I would be happy to include them on the website that I am creating, which is aimed at preserving the history of the squadron.
Regards
Pete
David; a very belated acknowledgement of your post and I am sorry to hear of your loss.
The reason for posting now is that I have spent some time over the last week or so documenting No 35 Squadron's use of Vulcan XJ823 and you father's name cropped up a number of times and whilst looking back over this thread I spotted your post.
If you have any details, photographs, documents etc regarding your father's service with No 35 Squadron, I would be happy to include them on the website that I am creating, which is aimed at preserving the history of the squadron.
Regards
Pete
Thread Starter
I flew XJ823 only once, on 21 Oct 1977 during EX OCEAN SAFARI. 3:25 day and 1:05 night. Despite the title, this was not an MRR task.
35 Sqn used its own aircraft for the tedious chore of MRR ('boat-spotting') rather than those of 27 Sqn.
35 Sqn used its own aircraft for the tedious chore of MRR ('boat-spotting') rather than those of 27 Sqn.
Last edited by BEagle; 9th Sep 2018 at 21:43.
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ORP Scrambles question.
Some kindly aircrew input is requested.
In the process of writing memoirs of my service on Line Squadron at Waddington in the mid-sixties and on the Vulcan B1As that we operated at that time, I remember being on one of the starter crews on the ORP during the Battle of Britain Open Day, (Sat 19th Sep 1964, according to an earlier post by “thing”). We had a dress rehearsal a day or so prior and in briefing us, the junior engineering officer in charge of our party wanted us to sprint smartly to the side of the dispersal and form up in a line after our particular aircraft’s engines had started and it was on its way out onto the runway. From our point of view, this was suicide because the jet blasts from the other scrambling aircraft washed over the whole of the ORP and if we had done what he wanted, we would have been bowled over like so many tenpins, (dressed up as we were, in white overalls, we would certainly have looked the part). Instead, we all dived for whatever cover was available, sparse as it was. He was apoplectic that we disobeyed his order and insisted that we comply during the actual scramble on Open Day. Of course, we didn’t obey then either and heard no more about it.
However, my question is – approximately what percentage throttle setting was used to exit the ORP during scrambles? I realize that it wasn’t full power because that was applied only after the aircraft had swung around and lined up with the runway, but it seemed to be more than was typically used for taxiing from a dispersal during normal operations.
Thank you in advance.
In the process of writing memoirs of my service on Line Squadron at Waddington in the mid-sixties and on the Vulcan B1As that we operated at that time, I remember being on one of the starter crews on the ORP during the Battle of Britain Open Day, (Sat 19th Sep 1964, according to an earlier post by “thing”). We had a dress rehearsal a day or so prior and in briefing us, the junior engineering officer in charge of our party wanted us to sprint smartly to the side of the dispersal and form up in a line after our particular aircraft’s engines had started and it was on its way out onto the runway. From our point of view, this was suicide because the jet blasts from the other scrambling aircraft washed over the whole of the ORP and if we had done what he wanted, we would have been bowled over like so many tenpins, (dressed up as we were, in white overalls, we would certainly have looked the part). Instead, we all dived for whatever cover was available, sparse as it was. He was apoplectic that we disobeyed his order and insisted that we comply during the actual scramble on Open Day. Of course, we didn’t obey then either and heard no more about it.
However, my question is – approximately what percentage throttle setting was used to exit the ORP during scrambles? I realize that it wasn’t full power because that was applied only after the aircraft had swung around and lined up with the runway, but it seemed to be more than was typically used for taxiing from a dispersal during normal operations.
Thank you in advance.
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Would anyone happen to have access to a listing which shows the serial numbers of the ten aircraft that were originally selected for conversion for Operation Corporate?
I think XL391, XM597, XM598, XM607, XM612 and XM654 were on the list, but not sure about the others
Your usual help would be much appreciated
Regards
Pete
I think XL391, XM597, XM598, XM607, XM612 and XM654 were on the list, but not sure about the others
Your usual help would be much appreciated
Regards
Pete
I don't own this space under my name. I should have leased it while I still could
Square Wheels
An article in a paper today jogged a memory.
Vulcans on QRA used to stand in one spot for days in end. The weight would create the effect of square wheels which gave a slightly bumpy ride on taxying until the tyres resumed their normal shape. While an aircraft could remain on state for 28 days it was the practice to move them every 7 days I believe if there wasn't a practice taxy first.
Not sure what the Blue Steel aircraft did.
Vulcans on QRA used to stand in one spot for days in end. The weight would create the effect of square wheels which gave a slightly bumpy ride on taxying until the tyres resumed their normal shape. While an aircraft could remain on state for 28 days it was the practice to move them every 7 days I believe if there wasn't a practice taxy first.
Not sure what the Blue Steel aircraft did.
I don't own this space under my name. I should have leased it while I still could
After a fire, I think engine starter, the force was grounded for a period. We didn't even have a 05. Eventually crews got so twitchy that we had to ask for a practice alert.
The same effect could be seen in the Suzana York film.
Blue Steel aircraft didn't taxy and there was also the combat available spare for QRA.
The same effect could be seen in the Suzana York film.
Blue Steel aircraft didn't taxy and there was also the combat available spare for QRA.
I don't own this space under my name. I should have leased it while I still could
Bomber Exercise Recovery Profiles.
Just a few notes on recovery procedures on bomber exercises in the 60s.
A Group exercise might see 45-50 aircraft flying the same route at 10 minute intervals with perhaps 100 - 150 on a major command exercise. They may have launched from 30 plus airfields but be recovering to just 9 all in the East of England at near enough the same time.
To enable safe recovery when the military radar units could be under pressure with recovering fighters and bombers procedural control was practised. Aircraft would be routed via a common Force Dispersal Point. Prior to reaching the FDP the would report. ETA and fuel state. At FDP they were handed over to the respective Groups and route to the GDP.
From the GDP each aircraft was handed over to its parent station and route to the appropriate Station Entry Point making good the time ordered. From memory the 1Gp GDP was over the North Sea with its station entry points over the North Sea. As the Coningsby Wing had been moved to Cottesmore they retained the original 3 Gp Station Entry Point over the Lake District.
A Group exercise might see 45-50 aircraft flying the same route at 10 minute intervals with perhaps 100 - 150 on a major command exercise. They may have launched from 30 plus airfields but be recovering to just 9 all in the East of England at near enough the same time.
To enable safe recovery when the military radar units could be under pressure with recovering fighters and bombers procedural control was practised. Aircraft would be routed via a common Force Dispersal Point. Prior to reaching the FDP the would report. ETA and fuel state. At FDP they were handed over to the respective Groups and route to the GDP.
From the GDP each aircraft was handed over to its parent station and route to the appropriate Station Entry Point making good the time ordered. From memory the 1Gp GDP was over the North Sea with its station entry points over the North Sea. As the Coningsby Wing had been moved to Cottesmore they retained the original 3 Gp Station Entry Point over the Lake District.
I don't own this space under my name. I should have leased it while I still could
Regarding the descent paths from GDP to station Entry Point to overhead, a question about Gee on another thread prompted a memory. Prior to 1964 the bombers were equipped with Gee 3. Given the local range of Gee it was SOP to switch it off at TOC and back on at TOD.
This is where the EP to overhead came in. The descent track was aligned with a Gee lattice line that enabled very accurate navigation to the overhead and a correspondingly small safety height area. Cross track lines gave accurate distance to go enabling a very accurate descent profile.
Gee was replaced with Tacan in 1964 and I think I only every flew in a Gee equipped Vulcan on one or two trips. Our 'guest' plotter on the OCU (Wg Cdr King) said it wasn't a proper without Gee.
This is where the EP to overhead came in. The descent track was aligned with a Gee lattice line that enabled very accurate navigation to the overhead and a correspondingly small safety height area. Cross track lines gave accurate distance to go enabling a very accurate descent profile.
Gee was replaced with Tacan in 1964 and I think I only every flew in a Gee equipped Vulcan on one or two trips. Our 'guest' plotter on the OCU (Wg Cdr King) said it wasn't a proper without Gee.
Cunning Artificer
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I would have thought three or four days without a 02 was quite rare.
I don't own this space under my name. I should have leased it while I still could
At Nav School we had two Gee homing exercises. One on the Varsity IIRC which was fairly gentle and a relief from the intensive log and chart work. The second was on the Meteor which was 'interesting'.
It was a triangular route with the first two legs being along straight Gee lines. The 3rd leg of the triangle led back to the descent point. This was not a straight track but one with a steadily tightening curve. If you pulled inside the track a gentle reduction of bank and we would slide back on to track.
If however you slipped outside the curve you could eventually end up on a 90 degree bank and still not get there as one stude found out.