Bristol Britannia details
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were they autographed by Joe Phillips?.
I think it was G-AOVF. After Donaldson went bust it was stored at Coventry in July 1972 before being sold to IAS on 31.10.1972. IAS leased it to African Safari Airlines on 1.11.1972, but something went wrong and it was "returned" to IAS on 19.12.1972 and operated by IAS Cargo Airlnes until 2.11.1978 when it was sold to Invicta International. The story had become a bit of a legend by the time I joined IAS in 1974.
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The story had become a bit of a legend
I got the impression that was Joe's intention in the telling of the story.
Last edited by goudie; 8th Dec 2008 at 17:19.
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Here's a pic of a Brit in Cunard Eagle colours at Changi in 1963
and here's another Changi shot- RAF Brit at night
I lived in the RAF Quarter just above the 'pan'. I can still recall the smell of those Brits starting!
and here's another Changi shot- RAF Brit at night
I lived in the RAF Quarter just above the 'pan'. I can still recall the smell of those Brits starting!
The picture of the Brit at Changi reminds me of when one of our squadron pilots was returning to the UK ex-tour. The aircraft had started its take off roll when this stalwart stands up and shouts that the aircraft has to stop or it will crash. A loadmaster buzzes the cockpit and passes it on so the crew slam on the anchors and stop it.
When asked what the panic was he states that the controls were not connected as both ailerons were hanging down.
They kept him out of the way of the other pax during the twenty-four hours or so whilst they were fiddling about with brake units and tyres.
When asked what the panic was he states that the controls were not connected as both ailerons were hanging down.
They kept him out of the way of the other pax during the twenty-four hours or so whilst they were fiddling about with brake units and tyres.
In 1959 I flew to Singapore in a Britannia of Hunting Clan Airways when my father was posted to Changi. Sitting over the wing during engine start at IST (stopover for fuel) a large sheet of flame came out of the exhaust on number 2 engine. Looked like a hot start to me. Who were Hunting Clan? You never see any reference to them. We returned to the UK via ship,(as interesting as watching grass grow). I am now based out of SIN myself as a pilot, funny world. Incidently the other fuel stop was Colombo where we stayed overnight in a Hotel called Mount something, very long layover. Now I regularly fly the route in 13 hours. I think I was born to late!
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Hunting Clan were quite a large airline in the UK, 1942 - 1960, they were part of the merger that formed British United Airways on 1 July 1960.
They operated trooping flights to Singapore, Hong Kong, Aden, Nicosia and Niarobi with Britannia aircraft.
Two new Britannia aircraft were ordered in 1957, G-APNA and G-APNB were delivered 10.58 and 12.58 also G-AOVA on lease from Bristol Aircraft.
These were still in use when the merger took place, I can still remember seeing them trooping from Stansted, occasionaly after the merger, in Hunting Clan colours.
Keith.
They operated trooping flights to Singapore, Hong Kong, Aden, Nicosia and Niarobi with Britannia aircraft.
Two new Britannia aircraft were ordered in 1957, G-APNA and G-APNB were delivered 10.58 and 12.58 also G-AOVA on lease from Bristol Aircraft.
These were still in use when the merger took place, I can still remember seeing them trooping from Stansted, occasionaly after the merger, in Hunting Clan colours.
Keith.
I was wondering if anyone could shed light on the Bristol Britannia.
Apart from the usual details on wikipedia, there is not really many other sites with details on the aircraft.
Considering that 88 were made (and a few were converted to cargo duties) , I am surprised that there is not more details floating around the internet on this aircraft. was it that unimpressive (boring) and aircraft ?
Apart from the usual details on wikipedia, there is not really many other sites with details on the aircraft.
Considering that 88 were made (and a few were converted to cargo duties) , I am surprised that there is not more details floating around the internet on this aircraft. was it that unimpressive (boring) and aircraft ?
"The Whispering Giant in Uniform: The Story of the Bristol Britannia in Royal Air Force Service, 1959 to 1975"
By David Berry
Published by Keyham Books, 1996
ISBN 0952771500, 9780952771500
254 pages
No longer in print, "The Whispering Giant in Uniform" was updated by the author about two years ago under the title "The RAF Britannia and its people - 1959 to 1975."
In 1996 David Berry wrote a history of the RAF Britannia which successfully sold out! In an intervening nine years he has gathered a wealth of extra material. Its inclusion in this history expands the original 256 pages to 626! The original title was 'The Whispering Giant in Uniform', which forms the skeleton of this new book. The fresh title represents a changed emphasis - this book has a greater 'people' content. It is the story of the relatively short RAF life for an elegant aeroplane, which contributed greatly to the tasks of the Armed Services in the 1960s and 70s. It also contains personal contributions from those 'people' who were part of the operation of this fine aircraft. There is a wealth of photographs - and it isn't all completely serious - there are lighter moments
As to incidents, Sqn Ldr Norman Rose a former RAF Britannia captain died earlier this year and someone asked about the incident that led to him being awarded a Bar to his Air Force Cross.
Here is how I replied at the time:
Sqn Ldr Norman Rose
Perhaps someone with more direct knowledge can recount the Gan Britannia triple engine failure story.
The event was not a "triple engine failure", but a major failure of No 4 engine, with a prop that couldn't be feathered. This event took place on 16th December 1962 (Britannia XM519) whilst en-route from Aden to Gan with 3 pax and a load of Sea Slug missiles.
Having passed the PNR and having descended from 17,500ft to 1,500 ft and flying at 120 knots to save the engine from disintegrating, Norman declared a full emergency and he and his crew nursed the aircraft towards Gan. 315 miles out the resident Gan SAR Shackleton met the incoming Britannia and escorted it into Gan for a safe landing. For this in the June 1963 Birthday Honours List Sqn Ldr Norman Rose was awarded a Bar to his Air Force Cross, whilst his Flight Engineer Master Engineer Bob Anstee received the Air Force Cross to add to his Air Force Medal.
Perhaps someone with more direct knowledge can recount the Gan Britannia triple engine failure story.
The event was not a "triple engine failure", but a major failure of No 4 engine, with a prop that couldn't be feathered. This event took place on 16th December 1962 (Britannia XM519) whilst en-route from Aden to Gan with 3 pax and a load of Sea Slug missiles.
Having passed the PNR and having descended from 17,500ft to 1,500 ft and flying at 120 knots to save the engine from disintegrating, Norman declared a full emergency and he and his crew nursed the aircraft towards Gan. 315 miles out the resident Gan SAR Shackleton met the incoming Britannia and escorted it into Gan for a safe landing. For this in the June 1963 Birthday Honours List Sqn Ldr Norman Rose was awarded a Bar to his Air Force Cross, whilst his Flight Engineer Master Engineer Bob Anstee received the Air Force Cross to add to his Air Force Medal.
"Mildly" Eccentric Stardriver
I'm new to this picture posting, so please bear with me if it doesn't work.
I think this may have been the RAF's only hull loss, and if the political situation had been different it may have been recoverable.
Khormaksar, Aden 1967
http://i494.photobucket.com/albums/r...7Britannia.jpg
http://i494.photobucket.com/albums/r...Britannia2.jpg
I think this may have been the RAF's only hull loss, and if the political situation had been different it may have been recoverable.
Khormaksar, Aden 1967
http://i494.photobucket.com/albums/r...7Britannia.jpg
http://i494.photobucket.com/albums/r...Britannia2.jpg
Brit in the mud at Aden.
It was XL638 and happened on the night of 8th October 1967 during the build-up to the final withdrawal of troops and families from Aden. On landing XL638’s propellers wouldn’t go into reverse pitch to slow it down and it ran off the end of the runway into the mud. The undercarriage collapsed and it wound up as shown in the photos in the links on Herod’s post.
Stuck in the mud and near the runway, XL638’s high tail it constituted an obstruction and it was decided to blow off the tail with explosives so that air operations could continue without delay.
It was XL638 and happened on the night of 8th October 1967 during the build-up to the final withdrawal of troops and families from Aden. On landing XL638’s propellers wouldn’t go into reverse pitch to slow it down and it ran off the end of the runway into the mud. The undercarriage collapsed and it wound up as shown in the photos in the links on Herod’s post.
Stuck in the mud and near the runway, XL638’s high tail it constituted an obstruction and it was decided to blow off the tail with explosives so that air operations could continue without delay.
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Bristol Britannia
One of our Brits suffered an U/C problem, in as much that it was retracted on takeoff and damage noises were heard also flying control probs . After one or two down selections, much to the relief of the crew ,three greens indicated and the a/c was flown home in that position, and landed safely. On examination it was found to have damage to a main u/c door plus bent flying control rods nearby .
In simple terms, the doors had retracted before the u/c.
Traced to a faulty sequence valve and repairs etc, many retractions were carried out and all seemed OK but just for luck one more was carried out and the same snag was reproduced(no damage thank God).
It transpired that some of the sequence valves had been incorrectlly assembled during overhaul (not our companies fault), so panic did set . All was resolved in the end, but Murfies's law was alive and well.
On a lighter note, the story goes that on a night take off from Spain a Brit would not pressurise and climbing through the hatch access to the forward freight hold, passed the suitcases, the F/E saw a fantastic aeriel night shot of a Spanish city from the bay . Say no more, but red faces all around and checking hold doors on walkrounds and faulty indicators had somthing to do with it .
Merv
In simple terms, the doors had retracted before the u/c.
Traced to a faulty sequence valve and repairs etc, many retractions were carried out and all seemed OK but just for luck one more was carried out and the same snag was reproduced(no damage thank God).
It transpired that some of the sequence valves had been incorrectlly assembled during overhaul (not our companies fault), so panic did set . All was resolved in the end, but Murfies's law was alive and well.
On a lighter note, the story goes that on a night take off from Spain a Brit would not pressurise and climbing through the hatch access to the forward freight hold, passed the suitcases, the F/E saw a fantastic aeriel night shot of a Spanish city from the bay . Say no more, but red faces all around and checking hold doors on walkrounds and faulty indicators had somthing to do with it .
Merv
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Try "The Mount Lavinia" hotel, the other pubs used in Colombo then were "The Taprobane", "The Gall Face" and "The Ngombo"-all came complete with inhouse rats and lurking Room Boys.
N4790P
Merv32249213,
This was the same problem that caused the British Eagle Britannia hull loss at Manston in 1967 ish. Gear retracted, then rotated IIRC due to a faulty sequencing valve.
This was the same problem that caused the British Eagle Britannia hull loss at Manston in 1967 ish. Gear retracted, then rotated IIRC due to a faulty sequencing valve.
Aden accident
The F/E did not move the reverse arming lever into it's full detent position. When the captain called for reverse he actually received forward thrust. I think they tried to get reverse several times, accelerating each time, before running out of runway. The poor old Brit was a forlorn sight sitting in the mud off the end of RWY 27.
The F/E did not move the reverse arming lever into it's full detent position. When the captain called for reverse he actually received forward thrust. I think they tried to get reverse several times, accelerating each time, before running out of runway. The poor old Brit was a forlorn sight sitting in the mud off the end of RWY 27.