Air Cadet Gliding pix in the 80s (pre glass)
I seem to recall at some time during my proficiency course I was given a typed sheet of multiple choice questions to complete about various scenarios during training.
One of the questions asked you what to do if you had a cable break, the answer being
1 Operate the cable release
2 Hold the stick fully forward
3 Hold the spoilers fully open.
For which you needed 3 hands!!
That was the only written material we were given; we were never given the results and presumably it was just put in your file afterwards (if indeed we had individual files)
One of the questions asked you what to do if you had a cable break, the answer being
1 Operate the cable release
2 Hold the stick fully forward
3 Hold the spoilers fully open.
For which you needed 3 hands!!
That was the only written material we were given; we were never given the results and presumably it was just put in your file afterwards (if indeed we had individual files)
In fact the correct answer would have been Lowering nose, operate cable release, fly the aircraft , (that would take about 4 secs) check height and then 'depending on height' Land straight ahead, over 150 ft a dog leg turn and land. over 400 ft a mini circuit. As this was over 50 years ago I rest my case on that info, as it is memory, and fretwork fighter based. On a large airfield this could be more relaxed but on a hot day at Kenley it was fairly tight with no wind. The important thing was the cadets needed to be able to do balanced turns, once that was sorted they were in total control of most situations.
The intermediate CB was the important one to get right, and that was a very good lesson in real decision making, but by then Cadets were used to making final turns at 200 ft as the norm, so it was 'do-able'. Now with hindsight it seems amazing that it was considered normal, but it worked and stood the test of time. Of course it was very much a 'visual' operation requiring a clear horizon to take up the normal gliding attitude which was then checked against the ASI. (35). I think there was then an increase below 400 ft to (40) so as not to be slow in the final turn, then a slight increase to allow for wind. PFL's in the power world were a doddle after that.
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Yes it doesn't look quite right does it? Maybe I am getting mixed up between multiple choice and ordinary questions.
Anyway to continue: circuits.
I think we must have been taught slightly different things depending on the airfield, you were at a small airfield hemmed in by houses and on a hill whereas we had flat wide open countryside. The way I remember it is :-
After release (Mk3 and Sedbergh) fly at stalling speed +7kts. At about 400ft, increase speed by 5 kts. Turn final at 150ft and increase speed again by one third of the surface wind speed to compensate for 'wind gradient'.
Simple.
Anyway to continue: circuits.
I think we must have been taught slightly different things depending on the airfield, you were at a small airfield hemmed in by houses and on a hill whereas we had flat wide open countryside. The way I remember it is :-
After release (Mk3 and Sedbergh) fly at stalling speed +7kts. At about 400ft, increase speed by 5 kts. Turn final at 150ft and increase speed again by one third of the surface wind speed to compensate for 'wind gradient'.
Simple.
I do not recall our ACP books had any Gliding info, although they did cover principles of flight and basic instruments. (no instruments in a MK 3).
For most Cadets their first (and only) hands on 'contact' with an aircraft was in the gliding world. It started with getting them out of the hangar and went from there until they were put back later. This was an important part of the operation as after the first day you had covered most of the ground handling and also launching. Remember before control caravans became available there was no airfield facility for signalling or briefing and Cadets were briefed in the cockpit. Then there was the use of BATS which was the primary method of launch control before mounted aldis lights came about. On some airfields you had to have a midfield BAT man to pass on the signals. This was a lonely post usually situated on a high point or possibly an old pill box. I do not think anybody actually died doing this, but I do recall they could be forgotten at times and had to revived with hot drinks. Of course the secret of the whole operation was everyone was involved all the time on some task or other, and before retrieve trolleys were the norm there was lots of walking back with gliders to the launch point. If you were unfortunate enough to have a Sedburgh out on the field when a squall came through then it was festooned with Cadets to hold it down with a couple in the cockpit holding the spoilers out. By the time it came to your turn to fly YOU WERE PART OF THE SYSTEM and knew what to do. Utterly brilliant operation all run by volunteers, and eventually all let down by numpties at head office.
For most Cadets their first (and only) hands on 'contact' with an aircraft was in the gliding world. It started with getting them out of the hangar and went from there until they were put back later. This was an important part of the operation as after the first day you had covered most of the ground handling and also launching. Remember before control caravans became available there was no airfield facility for signalling or briefing and Cadets were briefed in the cockpit. Then there was the use of BATS which was the primary method of launch control before mounted aldis lights came about. On some airfields you had to have a midfield BAT man to pass on the signals. This was a lonely post usually situated on a high point or possibly an old pill box. I do not think anybody actually died doing this, but I do recall they could be forgotten at times and had to revived with hot drinks. Of course the secret of the whole operation was everyone was involved all the time on some task or other, and before retrieve trolleys were the norm there was lots of walking back with gliders to the launch point. If you were unfortunate enough to have a Sedburgh out on the field when a squall came through then it was festooned with Cadets to hold it down with a couple in the cockpit holding the spoilers out. By the time it came to your turn to fly YOU WERE PART OF THE SYSTEM and knew what to do. Utterly brilliant operation all run by volunteers, and eventually all let down by numpties at head office.
Theory of flight ACP had a page or two on glider aerodynamics and the met APC discussed thermal generation though I suspect the latter was included tongue in cheek given the MK 111 brick tendency, then again I recall and incident where a Corps Barge ended up being sucked into a cu nim handing the crew some sort of endurance record. Can anyone throw light on the incident ? Our CO was always wary of any latent thunder in the area and quick to call a halt if it looked to be heading our way.
Detling ran a series of week-long courses for gliding school instructors. The staff instructors there also visited all the week-end schools twice a year to spread the word. The number of pupils qualifying for their ‘A’ and ‘B’ certificate increased and the accident rate fell dramatically. To raise the School’s profile they entered two T-21 Sedbergh gliders in the 1953 National Championships, the justification being that it would be valuable experience for the ATC cadets they took with them to help rig and de-rig the gliders. The T-21 was a hopeless competition glider. Its slow, stately tight circles were good for gaining height in thermals but with a gliding angle of just 18:1 got it nowhere when trying to travel cross country.
Derek launched on a distance task one day when clouds were building rapidly. He soon found a good thermal which lifted him to the base of a large cloud building over Sheffield. The Sedbergh had only basic instruments - airspeed indicator, turn and slip indicator, variometer, to show rate of climb/descent and altimeter – there was no artificial horizon. Most pilots would avoid flying in cloud with such a limited panel. It is very easy for a turn to develop into a spiral dive. Derek was skilled enough to keep the Sedbergh circling in the rapidly lifting thermal and enjoyed a remarkable rate of climb. The cloud was building into a thunderstorm.
The altimeter wound past 10,000 ft. Alongside Derek sat Cadet Whalley. With nothing to do or see he was bored, getting colder and increasingly frightened. He kept asking to go down. Derek tried to keep him interested in the possibility of breaking a record – the gain of height in a two seater glider was becoming a possible achievement. Derek couldn’t remember what the figure was so he determined to extract the maximum from the cloud’s lift. Continuing the climb he encouraged Brian Whalley to keep awake and to breathe deeply to improve his oxygen intake. The occasional sharp elbow was needed from time to time. Eventually, the thermal became ragged and they could climb no higher. Derek straightened up to head downwind. They popped out of the side of the cu-nim at 17,000 ft. The record for this unlikely glider was firmly in the bag (without oxygen, without parachutes and improperly dressed). From such a height, even a Sedbergh can go a long way. They still had height to burn off when they reached the coast and landed in a field near Grimsby.
Derek launched on a distance task one day when clouds were building rapidly. He soon found a good thermal which lifted him to the base of a large cloud building over Sheffield. The Sedbergh had only basic instruments - airspeed indicator, turn and slip indicator, variometer, to show rate of climb/descent and altimeter – there was no artificial horizon. Most pilots would avoid flying in cloud with such a limited panel. It is very easy for a turn to develop into a spiral dive. Derek was skilled enough to keep the Sedbergh circling in the rapidly lifting thermal and enjoyed a remarkable rate of climb. The cloud was building into a thunderstorm.
The altimeter wound past 10,000 ft. Alongside Derek sat Cadet Whalley. With nothing to do or see he was bored, getting colder and increasingly frightened. He kept asking to go down. Derek tried to keep him interested in the possibility of breaking a record – the gain of height in a two seater glider was becoming a possible achievement. Derek couldn’t remember what the figure was so he determined to extract the maximum from the cloud’s lift. Continuing the climb he encouraged Brian Whalley to keep awake and to breathe deeply to improve his oxygen intake. The occasional sharp elbow was needed from time to time. Eventually, the thermal became ragged and they could climb no higher. Derek straightened up to head downwind. They popped out of the side of the cu-nim at 17,000 ft. The record for this unlikely glider was firmly in the bag (without oxygen, without parachutes and improperly dressed). From such a height, even a Sedbergh can go a long way. They still had height to burn off when they reached the coast and landed in a field near Grimsby.
Last edited by longer ron; 4th Feb 2023 at 08:26. Reason: spelling :)
There was a record of some sort set by an instructor and cadet in a Sedbergh at Camphill, Derbyshire in the '50s. I've got the book somewhere in my loft but I can't remember the exact details so it's probably the same one as related by longer ron.
I think I originally read about the record breaking T21 flight in an article called Red 31 Airborne
Interesting that Piggott had declared Grimsby as the goal (downwind) but obviously did not expect to achieve it in such a spectacular fashion
Some excerpts from The Powerless Ones by Mike Cummings - Page 165 onwards
Interesting that Piggott had declared Grimsby as the goal (downwind) but obviously did not expect to achieve it in such a spectacular fashion
Some excerpts from The Powerless Ones by Mike Cummings - Page 165 onwards
Piggott would be taking up Red 31 with a member of 2157 (Mitcham) Squadron, newly promoted Flight Sergeant Brian Whatley, sitting alongside him in the role of co-pilot navigator. The three cadets had put their names into a hat to determine the order of flying in the championships and it was now the turn of young Whatley, whom Piggott had picked up at Hyde Park Corner the previous Saturday to give him a lift up to the championships. It had been an ignominious start because the truck Piggott was using had broken down on the way to London, and while repairs were being carried out Whatley had been kept waiting and wondering for five hours on the pavement, squatting on his bags, expecting every minute that the truck would soon be driving up. At 17, Brian Whatley was quite recently out of school and was learning to be a motor fitter like his father. In the one-week gliding course at Detling the previous summer he had gone solo after only 11 launches, a creditable performance.
Map in hand, Piggott took Whatley to one side. "We'll have one go at getting away," he told the boy. "I've been watching the wind. If we can manage to get away we shall find ourselves heading in this direction'' here he traced a path with his forefinger across the map "There's an airfield here, look, Grimsby. We'll set that as our goal." They spent some minutes attending to the formalities, reported their flight intentions to the contest officials, made a final check with the met. men and perused the equipment before preparing for the winch launch. Camphill was springing to life as one after another of the competitors decided to take a chance with the unexpected easing in the weather. Luring them on was the knowledge that valuable points were to be won; conditions were far from ideal but there was little choice when points were vital. However slight the prospects, anyone who succeeded in getting away would secure some points, whereas failure to make an attempt must mean a nil score on the tally sheets for that event. A bumpy ride was certain but Piggott and the A.T.C. cadet had only one thought, and that was to get airborne while there was any possibility of doing so that day. Red 31 was going up ... Whilst she may not have been the entrant with the highest performance, Red 31 certainly possessed some virtues all her own. She was a hefty glider, perhaps twice the bulk of the streamlined, high-performance jobs that graced the parking lots on Camphill, and it was from her size that she drew one tremendous advantage.
They were climbing fast, with the needle of the altimeter clocking up the hundreds of feet as steadily as a seconds hand sweeping around the face of a clock. It was fascinating to watch that rotating hand. Five thousand ft., 5,500 ft., 6,000 ft., 6,500 ft. The last 1,000 ft. had taken only 45 seconds. Almost in disbelief, Piggott tapped the altimeter glass with his knuckles. It was O.K. The variometer bore witness to the spectacular rise, too, for it was still clicking away vigorously "Listen to that," chuckled Piggott, "just listen to that ..." For young Whatley, at least, conditions aboard Red 31 were becoming more and more uncomfortable for one basic reason: the higher the glider rose, the lower the temperature fell. "Crikey," exclaimed Piggott, "we're bound to cop some ice at this rate. It's certain to affect the handling. Still, not to worry!''
Under normal circumstances the glider would not have exceeded 5,000 or 6,000 ft., but by now she had sailed way above this level. Whatley was not equipped for these heights, for this was an open cockpit craft and beneath his A.T.C. tunic he wore only a shirt and jumper. He had on a pair of leather gloves, Wellington boots and his beret; he had no flying helmet, nor goggles, which might have helped to keep his head, ears and nose warm. He glanced across at his officer but he was apparently unconcerned about the cold. Looking directly above his head, Whatley saw an unfamiliar sparkle along the leading edge of the mainplane. Ice! It was glistening on the smooth surface from wing-tip to wing-tip. He watched with fascination as the ice thickened. Frost was forming on his and Piggott's overalls, growing like a fungus in some science-fiction film, as the glider maintained a circling climb.
Again the officer asked if the boy felt he would pass out under these extreme conditions. Whatley tried to speak but the words wouldn't form; he tried to shake his head but he couldn't move. He felt crippled and in agony. He wanted to quit, but how could he? He couldn't let down the man at his side the man who, despite the same cold and the same shortage of oxygen, had managed to keep them flying in the face of danger without a grumble or a trace of self-pity. A man who simply said it was "damned cold" and hadn't even realised that his hand had frozen around the control column. Whether he wanted to do so or not, Brian Whatley just had to stick it out until Red 31 tottered on the top of the thermal and Piggott eased off into the homeward glide.
Piggott spotted his airfield goal at last and positioned himself for landing. It was coming up to 6.30 pm; they'd been in the air for almost three hours an hour in getting away, an hour and a half or thereabouts in the cloud on the ascent and no more than 20 or 30 minutes in the descent from the cloud cap. He was justifiably elated; a gain-of-height record in their pockets, so it seemed, and maximum points for reaching their goal. It only remained for him to find someone to clock them in for proof to satisfy the contest umpires two counties distant in Derbyshire. He saw then that the airfield he had selected was ominously deserted. "All right, son?" asked the pilot. Whatley managed a smile and a nod. "Yes, thanks, Sir. Oh, congratulations. It was a tremendous achievement. But I'm sorry I wasn't much use to you, Sir." "Oh, yes, you were!" answered Piggott. "One word from you and we would have had to pack it in!"
Map in hand, Piggott took Whatley to one side. "We'll have one go at getting away," he told the boy. "I've been watching the wind. If we can manage to get away we shall find ourselves heading in this direction'' here he traced a path with his forefinger across the map "There's an airfield here, look, Grimsby. We'll set that as our goal." They spent some minutes attending to the formalities, reported their flight intentions to the contest officials, made a final check with the met. men and perused the equipment before preparing for the winch launch. Camphill was springing to life as one after another of the competitors decided to take a chance with the unexpected easing in the weather. Luring them on was the knowledge that valuable points were to be won; conditions were far from ideal but there was little choice when points were vital. However slight the prospects, anyone who succeeded in getting away would secure some points, whereas failure to make an attempt must mean a nil score on the tally sheets for that event. A bumpy ride was certain but Piggott and the A.T.C. cadet had only one thought, and that was to get airborne while there was any possibility of doing so that day. Red 31 was going up ... Whilst she may not have been the entrant with the highest performance, Red 31 certainly possessed some virtues all her own. She was a hefty glider, perhaps twice the bulk of the streamlined, high-performance jobs that graced the parking lots on Camphill, and it was from her size that she drew one tremendous advantage.
They were climbing fast, with the needle of the altimeter clocking up the hundreds of feet as steadily as a seconds hand sweeping around the face of a clock. It was fascinating to watch that rotating hand. Five thousand ft., 5,500 ft., 6,000 ft., 6,500 ft. The last 1,000 ft. had taken only 45 seconds. Almost in disbelief, Piggott tapped the altimeter glass with his knuckles. It was O.K. The variometer bore witness to the spectacular rise, too, for it was still clicking away vigorously "Listen to that," chuckled Piggott, "just listen to that ..." For young Whatley, at least, conditions aboard Red 31 were becoming more and more uncomfortable for one basic reason: the higher the glider rose, the lower the temperature fell. "Crikey," exclaimed Piggott, "we're bound to cop some ice at this rate. It's certain to affect the handling. Still, not to worry!''
Under normal circumstances the glider would not have exceeded 5,000 or 6,000 ft., but by now she had sailed way above this level. Whatley was not equipped for these heights, for this was an open cockpit craft and beneath his A.T.C. tunic he wore only a shirt and jumper. He had on a pair of leather gloves, Wellington boots and his beret; he had no flying helmet, nor goggles, which might have helped to keep his head, ears and nose warm. He glanced across at his officer but he was apparently unconcerned about the cold. Looking directly above his head, Whatley saw an unfamiliar sparkle along the leading edge of the mainplane. Ice! It was glistening on the smooth surface from wing-tip to wing-tip. He watched with fascination as the ice thickened. Frost was forming on his and Piggott's overalls, growing like a fungus in some science-fiction film, as the glider maintained a circling climb.
Again the officer asked if the boy felt he would pass out under these extreme conditions. Whatley tried to speak but the words wouldn't form; he tried to shake his head but he couldn't move. He felt crippled and in agony. He wanted to quit, but how could he? He couldn't let down the man at his side the man who, despite the same cold and the same shortage of oxygen, had managed to keep them flying in the face of danger without a grumble or a trace of self-pity. A man who simply said it was "damned cold" and hadn't even realised that his hand had frozen around the control column. Whether he wanted to do so or not, Brian Whatley just had to stick it out until Red 31 tottered on the top of the thermal and Piggott eased off into the homeward glide.
Piggott spotted his airfield goal at last and positioned himself for landing. It was coming up to 6.30 pm; they'd been in the air for almost three hours an hour in getting away, an hour and a half or thereabouts in the cloud on the ascent and no more than 20 or 30 minutes in the descent from the cloud cap. He was justifiably elated; a gain-of-height record in their pockets, so it seemed, and maximum points for reaching their goal. It only remained for him to find someone to clock them in for proof to satisfy the contest umpires two counties distant in Derbyshire. He saw then that the airfield he had selected was ominously deserted. "All right, son?" asked the pilot. Whatley managed a smile and a nod. "Yes, thanks, Sir. Oh, congratulations. It was a tremendous achievement. But I'm sorry I wasn't much use to you, Sir." "Oh, yes, you were!" answered Piggott. "One word from you and we would have had to pack it in!"
Last edited by longer ron; 4th Feb 2023 at 08:39.
Thanks for the heads up, never realized the launch was from Camphill When I was in intensive care in Sheffield the guy in the next bed was Derbyshire Gliding Clubs CFI who'd failed to follow one of his own cardinal rules. 'Don't' turn back if caught in sink on the western side of the hill, land out if you can't find a thermal'. He tried and hit one of the many dry stone walls.. One of the nurses thought it funny that they'd got two glider pilots in the same bay. I walked out, sadly he didn't.
I did get a severe telling off. I had done 20-ish dual + 1 solo at Ouston on the T.21 and was unable to complete the course at that session.
Months later I am on the Mk 3 at Arbroath for a complete new course, 20 + 3. On one of my first dual landings I gently opened the spoilers as had been routine on the T.21. As I recall I was a bit high on finals which is no bad thing, gently applied a small amount for a short while, retracted them and then landed uneventfully. The landing would have been fine without the spoilers too, just a bit further up the field. Well, it was uneventful until after the run out. I then got a bit of an ear bashing. No more spoilers
Use of the spoilers had not been mentioned and I knew about enough to get into trouble.
It was very noticeable that the Mk3 had poor performance vs the T.21. As I recall, 3 minute flights vs 4+ on the T.21. Solo in 1 hour of flight vs 1 hour 20 mins
I didn't know it had all stopped until I read it here.
Use of spoilers which were retro-fitted to Mk 3s was banned in about 1966 apart from instructors and P2s/G1s who were allowed to use them down to 50ft agl; below this height spoilers had to be shut.
This didn't apply to Sedberghs.
This didn't apply to Sedberghs.
I remember using the spoilers on a Mk 3 at Kenley in 1973. I also remember my second solo where I got rather a lot of height off the winch and deployed the spoilers as soon as I released the cable, but I was still going up rather quickly 
. It wasn't until was half way down the down wind leg that I started loosing height and I had to extend before turning crosswind, as I was still too high 
. Spoilers open all the way from cable release until just before touch down; Best of my three solos
The least said of my fist solo when I disappeared behind a line of trees on the down wind leg, the better
.
As they say, I learnt about flying from that.
. It wasn't until was half way down the down wind leg that I started loosing height and I had to extend before turning crosswind, as I was still too high . Spoilers open all the way from cable release until just before touch down; Best of my three solos The least said of my fist solo when I disappeared behind a line of trees on the down wind leg, the better
.As they say, I learnt about flying from that.
I remember using the spoilers on a Mk 3 at Kenley in 1973. I also remember my second solo where I got rather a lot of height off the winch and deployed the spoilers as soon as I released the cable, but I was still going up rather quickly . It wasn't until was half way down the down wind leg that I started loosing height and I had to extend before turning crosswind, as I was still too high . Spoilers open all the way from cable release until just before touch down; Best of my three solos
The least said of my fist solo when I disappeared behind a line of trees on the down wind leg, the better .
As they say, I learnt about flying from that.
. It wasn't until was half way down the down wind leg that I started loosing height and I had to extend before turning crosswind, as I was still too high . Spoilers open all the way from cable release until just before touch down; Best of my three solos The least said of my fist solo when I disappeared behind a line of trees on the down wind leg, the better
.As they say, I learnt about flying from that.
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And yes, I'm ex 621
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I was definitely a slow learner; started at 613 on 3-10-64 and soloed on 7-11-64; 38 launches including my 3 solos, total time 2 hours dead.
Instructors:
Mike Duncombe*
Phil Plows (Chief Flying Instructor)
John (?) Chapman (can't remember first name)
Robin Miller (later became full time at CGS)
Chris Rust D'Eye
Paul Duncombe*(twin of Mike)
Dennis 'Jacko' (what's the holdup?) Jackson (CO) for solo checks.
*Their sister Judith was a teacher at my school!
Instructors:
Mike Duncombe*
Phil Plows (Chief Flying Instructor)
John (?) Chapman (can't remember first name)
Robin Miller (later became full time at CGS)
Chris Rust D'Eye
Paul Duncombe*(twin of Mike)
Dennis 'Jacko' (what's the holdup?) Jackson (CO) for solo checks.
*Their sister Judith was a teacher at my school!
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VX275 sedburg and Mike Duncombe
From my old log book had one check flight with Mike Duncombe
in the Sedburg Vx275 on 12th august 1964
https://abpic.co.uk/pictures/registration/VX275
pretty much 60 years ago I was 17 at the time.
in the Sedburg Vx275 on 12th august 1964
https://abpic.co.uk/pictures/registration/VX275
pretty much 60 years ago I was 17 at the time.
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Hi, Jennifer. I was a Staff Cadet at 613, and knew Paul well, even though I was a lowly Corporal Cadet. I remember him as a very nice man with a very pleasing manner who always treated us Cadets well. Guess he is up there with Ken Bayliss etc., discussing good times. 3 of the best years of my life at 613!!. Wonderful memories!
Last edited by JEM60; 9th Mar 2024 at 07:06.
I knew not only Paul but his brother Mike and their sister Judith; she was a teacher at my school in Chesham and prior to that a classmate of my own sister.
I flew with Paul several times including when we were at Bovingdon in 1965, I did the first ever glider launch from Bovingdon with Paul in the back seat. A few months later Paul introduced his brother-in-law to be Trevor, also a teacher at my school, to a glider flight at Bovingdon.
[email protected] runs an informal meeting with the '613 retired winch drivers' group and he and the others may recall more about Paul.
I flew with Paul several times including when we were at Bovingdon in 1965, I did the first ever glider launch from Bovingdon with Paul in the back seat. A few months later Paul introduced his brother-in-law to be Trevor, also a teacher at my school, to a glider flight at Bovingdon.
[email protected] runs an informal meeting with the '613 retired winch drivers' group and he and the others may recall more about Paul.
Last edited by chevvron; 9th Mar 2024 at 11:11.
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Flying Cross country with Jacko on mk3 from bovingdon to Halton
613 must have loaned a mk3 to bovingdon ( or elsewhere) and we had to go pick it up.
not sure how we got there but Jacko was in the back and me in the front behind a tiger moth (or equivalent)
Released closer to Halton and always remember Jacko tell me to slow the speed down was probably still doing
60+ knots, but with Jacko's extra weight we were sinking pretty fast. Made it down ok, not sure why he picked me but perhaps he just asked for volunteer's. That is still burnt into my brain deep down
Will have to find it in my log book
not sure how we got there but Jacko was in the back and me in the front behind a tiger moth (or equivalent)
Released closer to Halton and always remember Jacko tell me to slow the speed down was probably still doing
60+ knots, but with Jacko's extra weight we were sinking pretty fast. Made it down ok, not sure why he picked me but perhaps he just asked for volunteer's. That is still burnt into my brain deep down
Will have to find it in my log book
Last edited by Mnewton; 9th Mar 2024 at 18:29.