Handley Page Hastings
Also, what was approach speed and how did this beast handle on landing?
What was normal cruise airspeed and how long was a routine sortie?
What was normal cruise airspeed and how long was a routine sortie?
Approach speeds: Pattern - 145kts. Finals - 135Kts. Glideslope = Threshold speed + 20kts. Threshold speed 100 to 105kts at 74000lb (max land wt). 110kts max overweight landing.
If max range not required cruise at 173kts. 3145 Gals usuable fuel. 10000 ft cruise 225 gph.
Last edited by brakedwell; 24th Jan 2011 at 15:46.
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1st flight in a Haystack. Summer of 1952 an 'Air Experience' flight to, from and around Lynham for Boy Entrants from Yatesbury.
A disappointment as previous flights had been in Anson's, much more 'interesting'
July 58, scrounged a lift from Orange to Benson on a Hastings that was passing through on a Friday. It saved me doing the journey courtesy of SNCF.
Last Hastings flight(s). 1960. Marham-Luqa-El Adem-Khartoum-Khormaksar-Mauripur and 3 weeks later the return trip.
This trip included night-stops at El Adem and Khormaksar in each direction.
The overriding memory was that seeing as we all contracted dysentery while in Karachi, we discovered the shortcomings of the Hastings only being equipped with Elsan toilets. This was a particular problem on the leg from Khormaksar to Khartoum, being bounced all over the sky while crossing the mountains of Ethiopia at about 9,000 feet. Elson's are not spill proof.
Why did we have to suffer so? We were a detachment of 214 Sqdn. We based 3 Valiant's at Mauripur to re-fuel the a/c that completed the 1st non-stop flight from UK to Singapore and the return flight.
We used Mauripur several times after that, but Air Ministry coughed up for a better hotel, the original exercise having nearly been scrubbed due to the numbers of air and ground crew being unfit for duty!
On the 1st trip commissioned types were billeted in the PAF OM, they got sick before those of us in the hotel down town. Future trips all ranks stayed in the same hotel.
Transport Command were also persuaded to supply 'Whimpering Giant' Britannia's. The luxury of hot drinks and FLUSH toilets.
The Lindholme Hastings? Well we had Lincolns when I was there
Though I did help install the original NBS 'Trainer' in the Bombing School.
A disappointment as previous flights had been in Anson's, much more 'interesting'
July 58, scrounged a lift from Orange to Benson on a Hastings that was passing through on a Friday. It saved me doing the journey courtesy of SNCF.
Last Hastings flight(s). 1960. Marham-Luqa-El Adem-Khartoum-Khormaksar-Mauripur and 3 weeks later the return trip.
This trip included night-stops at El Adem and Khormaksar in each direction.
The overriding memory was that seeing as we all contracted dysentery while in Karachi, we discovered the shortcomings of the Hastings only being equipped with Elsan toilets. This was a particular problem on the leg from Khormaksar to Khartoum, being bounced all over the sky while crossing the mountains of Ethiopia at about 9,000 feet. Elson's are not spill proof.
Why did we have to suffer so? We were a detachment of 214 Sqdn. We based 3 Valiant's at Mauripur to re-fuel the a/c that completed the 1st non-stop flight from UK to Singapore and the return flight.
We used Mauripur several times after that, but Air Ministry coughed up for a better hotel, the original exercise having nearly been scrubbed due to the numbers of air and ground crew being unfit for duty!
On the 1st trip commissioned types were billeted in the PAF OM, they got sick before those of us in the hotel down town. Future trips all ranks stayed in the same hotel.
Transport Command were also persuaded to supply 'Whimpering Giant' Britannia's. The luxury of hot drinks and FLUSH toilets.
The Lindholme Hastings? Well we had Lincolns when I was there
Though I did help install the original NBS 'Trainer' in the Bombing School.
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I am always interested to read about the Hastings & Hermes so thank you Proplinerman for this thread.
The Hastings is a bit before my time, though I probably saw one at an air show in the 60's. My father worked on them during his national service, here are some scans from his album. The album is marked 'changi 1954'.
I believe that the interior shots are of a VIP Hastings C4, if anyone can confirm this I would be grateful, they were on a page with a BOAC Constellation but I don't think it's a Connie interior.
The last Hastings deliverd WJ343
The Hastings is a bit before my time, though I probably saw one at an air show in the 60's. My father worked on them during his national service, here are some scans from his album. The album is marked 'changi 1954'.
I believe that the interior shots are of a VIP Hastings C4, if anyone can confirm this I would be grateful, they were on a page with a BOAC Constellation but I don't think it's a Connie interior.
The last Hastings deliverd WJ343
Proplinerman and Liobian
RRE Pershore had two HastingsWD482 built 30/03/51 ended up derelict at Pershore Aug 1975
Had an AEF Flight in it from Pershore on 4/1/68 as an ATC Cadet, we used to cadge flights during school holidays.
The second Hastings was WD499, flew in that one as well on 9/4/69, it ended its days on the fire dump at Honington.
I recall the interior was fitted out with Dexion Shelving with loads of electronic gear mounted on it which was attended to by the civillian research staff who flew with it.
No idea what it was or what it did, spent most of the time on the flight deck.
Ever grateful to Flt Lt Lofty Carter who was the ACLO and did his best to get us a flight when we turned up at the gate. Happy hours also spent in the Tower there when no flying and many a visit to the Flight Safety Centre being shown all the kit and how it worked.
RRE Pershore had two HastingsWD482 built 30/03/51 ended up derelict at Pershore Aug 1975
Had an AEF Flight in it from Pershore on 4/1/68 as an ATC Cadet, we used to cadge flights during school holidays.
The second Hastings was WD499, flew in that one as well on 9/4/69, it ended its days on the fire dump at Honington.
I recall the interior was fitted out with Dexion Shelving with loads of electronic gear mounted on it which was attended to by the civillian research staff who flew with it.
No idea what it was or what it did, spent most of the time on the flight deck.
Ever grateful to Flt Lt Lofty Carter who was the ACLO and did his best to get us a flight when we turned up at the gate. Happy hours also spent in the Tower there when no flying and many a visit to the Flight Safety Centre being shown all the kit and how it worked.
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Having had the misfortune of having to fly from the UK to Gibraltar in a Hastings twice in the early 50s, the word charismatic does not spring to mind, lets face it it was very noisey and those rearfacing seats were the most uncomfortable things to sit on for 8 to 10 hours, sheer misery, we used to hate them , we much preferred to fly in our Shacklton Mk1s at least there were 2 bunks to sleep on or plenty of floorspace to sleep just forward of the rear door,an engine cover to lie on, a wad of cotton wool in each ear , bliss.
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One of the best things about flying the Hastings, on which I was a Flight Engineer from 1958 -60, was the variety of tasks; despatching paratroops in the early morning at Weston-on-the Green, very low level free-dropping under-slung Jeeps at Watchfield, or long range transport to Australia or Christmas Island. And as all my previous flying had been on Lancasters and Shackletons I didn't find them particularly noisy. To cruise half way round the world at 8,000 feet was to learn just how much of the Earth is yellow and brown, how soggy Eastern Canada is, and just how boring the American Midwest is. Throw in some formation flying and who could ask for anything more?
In answer to previous queries; yes those are photos of the interior of one of the VIP Mk 4 Hastings, note the width of the seat in the third picture!
I think that I can explain the engine cough experienced by Tankertrashnav. In the middle of the FE's panel were 7 levers, 4 group cocks that selected various fuel tanks on or off, and 3 cross-feed cocks so that you could feed any engine from any tank group. No schematic panel or magnetic indicators, just 7 levers sticking out of the panel. As the newest sprog on 24(C) Squadron I seemed to get all the early morning continuation training flights and quickly became quite slick at an after start check procedure that required manipulation of these levers to prove that every engine could be fed from any group, ending up with all group cocks open and all crossfeeds closed. One morning I ended up with all group cocks closed and all crossfeeds open! I managed to catch 2 engines as they ran down by using the ki-gas pump which was fixed to the floor and the 3 selector valves which were mounted next to the roof but was my face red! I learned about rushing from that.
I'm not saying that this is what definitely happened to Ttn but it's a possibility.
In answer to previous queries; yes those are photos of the interior of one of the VIP Mk 4 Hastings, note the width of the seat in the third picture!
I think that I can explain the engine cough experienced by Tankertrashnav. In the middle of the FE's panel were 7 levers, 4 group cocks that selected various fuel tanks on or off, and 3 cross-feed cocks so that you could feed any engine from any tank group. No schematic panel or magnetic indicators, just 7 levers sticking out of the panel. As the newest sprog on 24(C) Squadron I seemed to get all the early morning continuation training flights and quickly became quite slick at an after start check procedure that required manipulation of these levers to prove that every engine could be fed from any group, ending up with all group cocks open and all crossfeeds closed. One morning I ended up with all group cocks closed and all crossfeeds open! I managed to catch 2 engines as they ran down by using the ki-gas pump which was fixed to the floor and the 3 selector valves which were mounted next to the roof but was my face red! I learned about rushing from that.
I'm not saying that this is what definitely happened to Ttn but it's a possibility.
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I have hundreds of photos of Hastings, some of my own and others donated, a few of them are shown on here
Handley Page Hastings pictures from aviation photos on webshots
Handley Page Hastings pictures from aviation photos on webshots
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ozl #14: Propping up British Industry again? Yes, but this time, I suggest, a good thing.
Between 11/44 and 3/46 RAF enjoyed 11 C-54B/D under Lend/Lease, which terminated at VJ Day. To retain them and to buy in-Service Support required $ which UK did not have, so off they went to USAAF/USMC/USN. RAF Transport Command tried to operate ludicrous Lancastrians, awaiting 100 Hastings C.1, funded 10/45, operational from 10/48.
On 28/7/47 HP and Avro were joint winners of the Medium Bomber Tender (funding released 19/11/47). Sir Fred.H.P pressed MoS for hands-on work “to keep the factor(ies) going” till Victor B.1 production: thus the WD/WJXXX batch of 41 Hastings C.2.
Between 11/44 and 3/46 RAF enjoyed 11 C-54B/D under Lend/Lease, which terminated at VJ Day. To retain them and to buy in-Service Support required $ which UK did not have, so off they went to USAAF/USMC/USN. RAF Transport Command tried to operate ludicrous Lancastrians, awaiting 100 Hastings C.1, funded 10/45, operational from 10/48.
On 28/7/47 HP and Avro were joint winners of the Medium Bomber Tender (funding released 19/11/47). Sir Fred.H.P pressed MoS for hands-on work “to keep the factor(ies) going” till Victor B.1 production: thus the WD/WJXXX batch of 41 Hastings C.2.
I presume you are meaning in flight here rather than on the ground. Did the Hastings suffer from the same issue as its stablemate the Hermes, of flying excessively tail-down ? How did Handley-Page manage to get the C of G so wrong on this group of types ?
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Thanks for those John, I spotted some old friends. The fuel levers that I mentioned can be seen clearly in photos 70 and 78, the 14 gauges in the centre of the pictures were the fuel tank contents. The window through which the FE could see the starboard main wheel was further round to the left. The eagle-eyed may have noticed in some shots the angle that the double-slotted single-slatted Handley Page flaps came down to.
As I remember it the Hastings flew nice and level, but it was quite a climb to the cockpit when on the ground.
As I remember it the Hastings flew nice and level, but it was quite a climb to the cockpit when on the ground.
If max range not required cruise at 173kts. 3145 Gals usuable fuel. 10000 ft cruise 225 gph.
6500HP pulling 74,000lbs.. what was MAX cruise?
6500HP pulling 74,000lbs.. what was MAX cruise?
Max cruise 235kts TAS @ 270 gals per hour.
Max Range speed. 179kts TAS = 1.04 ANM/ Imp Gallon.
Lancman this might clarify your explaination
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When going on detachment with 32 Sqdn. from Akrotiri we always
flew in a 70 Sqdn Hastings. The first time I flew in one I was
amazed at how noisy the engines were. Sounded as if all the big ends had gone!
Whenever we flew to Shajah, via Teheran, we had to wear those awful
oxygen masks with the airbag attached. The in-flight catering consisted of a
cardboard box containing a stale roll with some salad and an urn of tea
down the back.
Having seen off our 4 Canberra's, after a small detachment to Tripoli,
we were given a lift back to Akrotiri in the NEAF C in C's Hastings, who had been on a visit to Tripoli.
Can't remember his name but he spent most of the trip chatting to us.
The cabin service was rather better than what we were used to!
flew in a 70 Sqdn Hastings. The first time I flew in one I was
amazed at how noisy the engines were. Sounded as if all the big ends had gone!
Whenever we flew to Shajah, via Teheran, we had to wear those awful
oxygen masks with the airbag attached. The in-flight catering consisted of a
cardboard box containing a stale roll with some salad and an urn of tea
down the back.
Having seen off our 4 Canberra's, after a small detachment to Tripoli,
we were given a lift back to Akrotiri in the NEAF C in C's Hastings, who had been on a visit to Tripoli.
Can't remember his name but he spent most of the trip chatting to us.
The cabin service was rather better than what we were used to!
Whenever we flew to Shajah, via Teheran, we had to wear those awful
oxygen masks with the airbag attached.
oxygen masks with the airbag attached.
Northern Turkey from 10000 feet.
Mount Ararat
NW Iran
Last edited by brakedwell; 25th Jan 2011 at 12:12. Reason: Mount Ararat correction
Lancman and brakedwell. Thanks for the explanation and clarification of the 70,000 lb glider incident. Wonder what a present day pilot flying a fully computerised airliner would make of that array of knobs and tits! Not surprised the odd cock-up occurred. Anyway, it woke us all up, and no harm done!
wileydog3 - the Hastings lasted much longer than the Beverley, which retired from service in 1968 IIRC. I did once see one airborne from a train window a year or two later, but assumed that was the one kept by Boscombe for some reason
Super pics, Brakedwell. Used to like watching Turkey coming up meet us as we flew over with chicks in company. That was up around FL 290/310 though, and the tops still looked pretty close. There are bits of Turkey you wouldn't want to attempt at 10,000', though
wileydog3 - the Hastings lasted much longer than the Beverley, which retired from service in 1968 IIRC. I did once see one airborne from a train window a year or two later, but assumed that was the one kept by Boscombe for some reason
Super pics, Brakedwell. Used to like watching Turkey coming up meet us as we flew over with chicks in company. That was up around FL 290/310 though, and the tops still looked pretty close. There are bits of Turkey you wouldn't want to attempt at 10,000', though
Last edited by Tankertrashnav; 25th Jan 2011 at 11:46.
" very low level free-dropping under-slung Jeeps at Watchfield,"
I thought I'd traced every airdrop method tried in this country but this is a new one on me. - I'd love to see the details.
I must admit I thought the last Jeeps dropped by a Hastings were the ones during the Suez Operation when the AATDC's museum had to be raided for the crash pans; the UK by that time having gone over to the Medium Stressed Platform (MSP) for all its heavy drop. The MSP wasn't used at Suez because at that time it was only being dropped from USAF C-119 prior to the Beverley being cleared for heavy drop.
Does anyone have any photos of the Hastings with the Paratechnicon?
I thought I'd traced every airdrop method tried in this country but this is a new one on me. - I'd love to see the details.
I must admit I thought the last Jeeps dropped by a Hastings were the ones during the Suez Operation when the AATDC's museum had to be raided for the crash pans; the UK by that time having gone over to the Medium Stressed Platform (MSP) for all its heavy drop. The MSP wasn't used at Suez because at that time it was only being dropped from USAF C-119 prior to the Beverley being cleared for heavy drop.
Does anyone have any photos of the Hastings with the Paratechnicon?
