The "Whistling wheelbarrow"
Brakedwell:
Actually, I believe the Dakota sailed back to UK without a single problem.
As already mentioned, I rescued Dick Barton when I flew a spare engine to Jeddah from Bahrain (he had landed there on two engines).
One of the other Beverleys went through a Cb full of frozen golfballs and got quite badly dented but eventually made it to El Adem.
I think the other one was intercepted by Egyptian MIGs and was actually shot at until ATC sorted out their diplomatic clearance paperwork.
Actually, I believe the Dakota sailed back to UK without a single problem.
As already mentioned, I rescued Dick Barton when I flew a spare engine to Jeddah from Bahrain (he had landed there on two engines).
One of the other Beverleys went through a Cb full of frozen golfballs and got quite badly dented but eventually made it to El Adem.
I think the other one was intercepted by Egyptian MIGs and was actually shot at until ATC sorted out their diplomatic clearance paperwork.
Double MSPs:
First of all, what is an MSP? It is (or was) a Medium Stressed Platform (otherwise known as the Boscombe Platform). At first glance it looked like a large aluminium pallet and it could carry a maximum load of 18,000 lbs but, more normally, it would be 12,000 lbs (Short Wheel Base Land-Rover and trailer or 14,000 lbs LWB Land-Rover plus trailer).
However, underneath the platform were two longitudinal trap doors hinged lengthwise which were kept closed (mainly) by the weight of the load and sandwiched between the bottom of the platform and the trap doors were several heavy duty circular rubber bags with the bottom removed.
The axles of the vehicle and trailer were also supported by wooden struts which would break the fall of the platform when it finally reached the ground.
So, how did work? A 30 foot extractor parachute was mounted in a quick release mechanism on the upper clamshell door. When the navigator, who was lying face down in the nose at the supply-dropping panel, pulled the release handle, the extractor chute fell into the slipstream and deployed.
The rear mounted MSP (which was mounted on roller conveyor with side guidance) would then set off backwards at the speed of an express train. At the same time, a clockwork mechanism was started and once the load was well clear of the aircraft, the trap doors would open, the rubber balloons would inflate and the main parachutes would then deploy (the number varied from 4 to 6 depending on the weight of the platform).
Assuming all went well, the army now had a serviceable Land-Rover and trailer somewhere near where they wanted it.
Meanwhile back at the ranch; the extractor chute for the second MSP was mounted on the bonnet of the first Land-Rover which had just departed. A clever bit of kit called (I think) a CATRA (transfer release apparatus) which consisted of a bowden cable of a known length taped to the floor in snake-like fashion with bodge tape started the timer for the second platform.
If all went according to plan, the the second extractor chute yanked out the second MSP and the whole procedure was repeated.
From the piloting point of view, dropping a double MSP got your undivided attention. Unlike the C-130 (where the rear door went up into the roof) the Argosy was fitted with clamshell doors. So, with the rear door down, the effective fuselage length for weight and balance purposes had just increased by 10 feet or more.
Can you just imagine the effect on the aircraft trim when 14,000 lbs went over the sill? Of course, as soon as it had gone, we then had 14,000 lbs (the second platform) well forward of the normal C of G! When that one got going, we pretty quickly had an extremely aft C of G again until it had also gone!
When I was a young co-pilot, I got crewed up with the dreaded Dad Owen. I can remember doing one of the first double MSPs (at Larkhill, I think) and we were quite worried about the whole affair. Both of us were pushing like hell when the first one went and then we were both pulling like hell until the second one got going.
We got a boffin to come down from Coventry with an "inclinometer" to measure the differences in deck angle. After a few weeks of playing with his abacus he came to the conclusion that the most effective thing that we could do was to do absolutely nothing and just let it all happen!
Easier said than done.
Of course, the worse thing that could happen was a malfunction of the wonderful CATRA and to have the main parachutes deploy whilst the platform was still in the aircraft. At best you would get a mains extraction which meant the load was quite likely to jam in the aircraft and it would then all be over quite quickly!
First of all, what is an MSP? It is (or was) a Medium Stressed Platform (otherwise known as the Boscombe Platform). At first glance it looked like a large aluminium pallet and it could carry a maximum load of 18,000 lbs but, more normally, it would be 12,000 lbs (Short Wheel Base Land-Rover and trailer or 14,000 lbs LWB Land-Rover plus trailer).
However, underneath the platform were two longitudinal trap doors hinged lengthwise which were kept closed (mainly) by the weight of the load and sandwiched between the bottom of the platform and the trap doors were several heavy duty circular rubber bags with the bottom removed.
The axles of the vehicle and trailer were also supported by wooden struts which would break the fall of the platform when it finally reached the ground.
So, how did work? A 30 foot extractor parachute was mounted in a quick release mechanism on the upper clamshell door. When the navigator, who was lying face down in the nose at the supply-dropping panel, pulled the release handle, the extractor chute fell into the slipstream and deployed.
The rear mounted MSP (which was mounted on roller conveyor with side guidance) would then set off backwards at the speed of an express train. At the same time, a clockwork mechanism was started and once the load was well clear of the aircraft, the trap doors would open, the rubber balloons would inflate and the main parachutes would then deploy (the number varied from 4 to 6 depending on the weight of the platform).
Assuming all went well, the army now had a serviceable Land-Rover and trailer somewhere near where they wanted it.
Meanwhile back at the ranch; the extractor chute for the second MSP was mounted on the bonnet of the first Land-Rover which had just departed. A clever bit of kit called (I think) a CATRA (transfer release apparatus) which consisted of a bowden cable of a known length taped to the floor in snake-like fashion with bodge tape started the timer for the second platform.
If all went according to plan, the the second extractor chute yanked out the second MSP and the whole procedure was repeated.
From the piloting point of view, dropping a double MSP got your undivided attention. Unlike the C-130 (where the rear door went up into the roof) the Argosy was fitted with clamshell doors. So, with the rear door down, the effective fuselage length for weight and balance purposes had just increased by 10 feet or more.
Can you just imagine the effect on the aircraft trim when 14,000 lbs went over the sill? Of course, as soon as it had gone, we then had 14,000 lbs (the second platform) well forward of the normal C of G! When that one got going, we pretty quickly had an extremely aft C of G again until it had also gone!
When I was a young co-pilot, I got crewed up with the dreaded Dad Owen. I can remember doing one of the first double MSPs (at Larkhill, I think) and we were quite worried about the whole affair. Both of us were pushing like hell when the first one went and then we were both pulling like hell until the second one got going.
We got a boffin to come down from Coventry with an "inclinometer" to measure the differences in deck angle. After a few weeks of playing with his abacus he came to the conclusion that the most effective thing that we could do was to do absolutely nothing and just let it all happen!
Easier said than done.
Of course, the worse thing that could happen was a malfunction of the wonderful CATRA and to have the main parachutes deploy whilst the platform was still in the aircraft. At best you would get a mains extraction which meant the load was quite likely to jam in the aircraft and it would then all be over quite quickly!
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Argosy v Shack
Back in 1966, I was on detachment from 120Sqn, Mk III Shacks, at RAF Changi. Barry, one of my course mates from Schwyerston and Oakington, was on 215 Sqn Argosies, feeling very superior, being a shirtsleeve order wearing 'Trash Hauler.'
As luck had it, we were both scheduled to fly from Changi to RAF Kai Tak (Hong Kong for the youngsters) on the same morning, at roughly the same time. I challenged him to a bottle of claret to be paid for by the later arrival. He laughed and accepted the bet.
I greeted him on his arrival at the Kai Tak Officers' Mess, having beaten him by an hour. His Argosy had a large cargo load, so had to refuel en-route. Although slower, we could fly direct with fuel to spare.
The tortoise won.
As luck had it, we were both scheduled to fly from Changi to RAF Kai Tak (Hong Kong for the youngsters) on the same morning, at roughly the same time. I challenged him to a bottle of claret to be paid for by the later arrival. He laughed and accepted the bet.
I greeted him on his arrival at the Kai Tak Officers' Mess, having beaten him by an hour. His Argosy had a large cargo load, so had to refuel en-route. Although slower, we could fly direct with fuel to spare.
The tortoise won.
Somehow since posting, I see that the vehicles on my MSPs have become Trabants - 
a nice idea, though I'd guess they were not easily got hold of by 47 Air Dispatch Regiment circa 1967 and, even if they had been, I wonder how well they would have survived the drop procedure!
a nice idea, though I'd guess they were not easily got hold of by 47 Air Dispatch Regiment circa 1967 and, even if they had been, I wonder how well they would have survived the drop procedure!
At the risk of a slight thread drift a triple ULLA (3 x 14000 lbs per platform ) drop from the Herc also produced an 'interesting' set of trim changes !
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I preferred the Argosy to the C130 for being first in the stick because you had the boom to look at as you stood in the door - a rectangle of grey sky I found rather disorientating.
One of the other Beverleys went through a Cb full of frozen golfballs and got quite badly dented but eventually made it to El Adem.
I think the other one was intercepted by Egyptian MIGs and was actually shot at until ATC sorted out their diplomatic clearance paperwork.
I think the other one was intercepted by Egyptian MIGs and was actually shot at until ATC sorted out their diplomatic clearance paperwork.
A funny story about a double MSP flight:
Preparing, loading and then rigging all the bits required for a double MSP drop took some time. At Benson, all of this was done by No.47 Air Despatch RCT. They were running a bit late and it was a Friday afternoon. The crew were a bit worried about missing Happy Hour.
Both MSPs had long wheel base Land-Rovers mounted. This meant that the bonnet of the forward Land-Rover encroached into the space normally taken up by the cockpit access ladder. This meant that said ladder had to be rested on top of the bonnet. This made getting into the flight deck a bit of an acrobatic exercise.
The local DZ for supply dropping was on the old grass airfield at Watchfield, near Shrivenham and it was only a few minutes flying away.
So, off they went in a bit of a rush and promptly delivered the two MSPs to Watchfield, closed the doors and shot off back to Benson.
When they got back and shut the aircraft down, the navigator couldn't find his hat, his tunic or his navbag. It then slowly dawned on him that he had put the whole lot in the front Land-Rover which he had then promptly dropped at Watchfield!
Amazingly, he got the lot back undamaged courtesy of 47 Air Despatch.
Preparing, loading and then rigging all the bits required for a double MSP drop took some time. At Benson, all of this was done by No.47 Air Despatch RCT. They were running a bit late and it was a Friday afternoon. The crew were a bit worried about missing Happy Hour.
Both MSPs had long wheel base Land-Rovers mounted. This meant that the bonnet of the forward Land-Rover encroached into the space normally taken up by the cockpit access ladder. This meant that said ladder had to be rested on top of the bonnet. This made getting into the flight deck a bit of an acrobatic exercise.
The local DZ for supply dropping was on the old grass airfield at Watchfield, near Shrivenham and it was only a few minutes flying away.
So, off they went in a bit of a rush and promptly delivered the two MSPs to Watchfield, closed the doors and shot off back to Benson.
When they got back and shut the aircraft down, the navigator couldn't find his hat, his tunic or his navbag. It then slowly dawned on him that he had put the whole lot in the front Land-Rover which he had then promptly dropped at Watchfield!
Amazingly, he got the lot back undamaged courtesy of 47 Air Despatch.
mally 35:
I'm sorry, I didn't get back to you. We took XP443 Akrotiri - Tehran - Bahrain on the night of 20 November 1965 and returned with XR134 Bahrain - Tehran - Akrotiri on 22 November 1965.
Like you, I vanished in Akrotiri so I must have deadheaded home.
I'm sorry, I didn't get back to you. We took XP443 Akrotiri - Tehran - Bahrain on the night of 20 November 1965 and returned with XR134 Bahrain - Tehran - Akrotiri on 22 November 1965.
Like you, I vanished in Akrotiri so I must have deadheaded home.
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Brian 48nav: Alan Barker was living and working out in New Zealand when I last spoke to one of his friends (05/06 timescale). If you want to know more send me your details as a private e-mail and I'll pass on to someone who may be in contact.
Possibly my Last MSP Story:
XR105 was delivered as a new aircraft to AAEE at Boscombe Down from the manufacturers in 1963. A couple of years later, it appeared on 267 Squadron. The first thing that got our attention was the "gubbins" which had been installed underneath the glare shield in the cockpit.
Upon further inspection, we discovered that the "gubbins" was, in fact, an exact replica of the despatching handle mechanism that the navigator had in the supply-dropping position down stairs (the mechanism that he had to pull in order to set in motion the extractor chute in order to yank MSPs out of the aeroplane).
If my memory serves me right, the controls consisted of a good old fashioned lever running in a vertical gate which was protected by a Red push/pull locking knob which prevented the inadvertant pulling of the main lever.
Now AAEE at Boscombe had apparently been looking at what might happen if the 30 foot extractor chute had deployed but the load had jammed. In order to carry out this trial, they had modified XR105 with a replica "gubbins" up on the flight deck so that they could get rid of the chute just as they were about to lose control without involving the chap in the nose.
Let us for the purpose of the tale call the new "gubbins" in XR105, Modification 610.
So it was that we discovered that Mod 610, which was only mounted in XR105, was a bl**dy nuisance. It was mounted horizontally underneath the glare shield and so made looking at the engine instruments quite difficult apart from anything else. We also discovered that it was mounted in series with the navigator's "gubbins" downstairs by bowden cable so that, unless the red locking knob had been removed upstairs, the nav could not move his handle downstairs!
If matters had been allowed to rest at that point, I am sure that we could have lived with XR105 until someone took the damned thing out.
Of course, it didn't happen that way. A young engineering officer at Benson who was involved in heavy maintenance realised that the aircraft passing through his hands had not had Mod 610 incorporated. So, he decided to start fitting Mod 610 to all the aircraft passing through his hands despite being told by the aircrew to desist.
The next phase in this Gilbertian charade was when the engineers were persuaded that we did not need it and also found Mod 610 to be a potential menace.
Well, they didn't have time to take it out again but decided to disconnect the "gubbins" in the meantime.
So we had three different types of Argosys:
1. Those which had never had Mod 610 fitted.
2. Those which had Mod 610 fitted and fully functional.
3. Those which had Mod 610 fitted but disabled.
The inevitable happened.
Six Argosys dropping Land-Rovers and trailers in line astern on an exercise at Milltown (near Lossiemouth). On the run-in, the clamshell doors are opened and nav downstairs asks crew upstairs to pull the Red knob on the "gubbins" so that he can pull his handle at the appointed moment.
Somehow or other, the co-pilot not only pulled the Red knob but also pulled the despatch handle and so it was that two Land-Rovers and trailers exited the aeroplane at speed about 4 miles from the DZ and presented a local farmer with some nice equipment.
The poor old nav was speechless for he had not touched anything.
The Argosy crew behind were rather startled to get a mouthful of Land-Rovers and trailers in their faces long before they expected it.
The local press loved the story.
The engineering department were finally persuaded to put everything back exactly as they found it.
The sad note was that XR105 went back to Boscombe Down (ETPS) and was written off on 27.04.76.
XR105 was delivered as a new aircraft to AAEE at Boscombe Down from the manufacturers in 1963. A couple of years later, it appeared on 267 Squadron. The first thing that got our attention was the "gubbins" which had been installed underneath the glare shield in the cockpit.
Upon further inspection, we discovered that the "gubbins" was, in fact, an exact replica of the despatching handle mechanism that the navigator had in the supply-dropping position down stairs (the mechanism that he had to pull in order to set in motion the extractor chute in order to yank MSPs out of the aeroplane).
If my memory serves me right, the controls consisted of a good old fashioned lever running in a vertical gate which was protected by a Red push/pull locking knob which prevented the inadvertant pulling of the main lever.
Now AAEE at Boscombe had apparently been looking at what might happen if the 30 foot extractor chute had deployed but the load had jammed. In order to carry out this trial, they had modified XR105 with a replica "gubbins" up on the flight deck so that they could get rid of the chute just as they were about to lose control without involving the chap in the nose.
Let us for the purpose of the tale call the new "gubbins" in XR105, Modification 610.
So it was that we discovered that Mod 610, which was only mounted in XR105, was a bl**dy nuisance. It was mounted horizontally underneath the glare shield and so made looking at the engine instruments quite difficult apart from anything else. We also discovered that it was mounted in series with the navigator's "gubbins" downstairs by bowden cable so that, unless the red locking knob had been removed upstairs, the nav could not move his handle downstairs!
If matters had been allowed to rest at that point, I am sure that we could have lived with XR105 until someone took the damned thing out.
Of course, it didn't happen that way. A young engineering officer at Benson who was involved in heavy maintenance realised that the aircraft passing through his hands had not had Mod 610 incorporated. So, he decided to start fitting Mod 610 to all the aircraft passing through his hands despite being told by the aircrew to desist.
The next phase in this Gilbertian charade was when the engineers were persuaded that we did not need it and also found Mod 610 to be a potential menace.
Well, they didn't have time to take it out again but decided to disconnect the "gubbins" in the meantime.
So we had three different types of Argosys:
1. Those which had never had Mod 610 fitted.
2. Those which had Mod 610 fitted and fully functional.
3. Those which had Mod 610 fitted but disabled.
The inevitable happened.
Six Argosys dropping Land-Rovers and trailers in line astern on an exercise at Milltown (near Lossiemouth). On the run-in, the clamshell doors are opened and nav downstairs asks crew upstairs to pull the Red knob on the "gubbins" so that he can pull his handle at the appointed moment.
Somehow or other, the co-pilot not only pulled the Red knob but also pulled the despatch handle and so it was that two Land-Rovers and trailers exited the aeroplane at speed about 4 miles from the DZ and presented a local farmer with some nice equipment.
The poor old nav was speechless for he had not touched anything.
The Argosy crew behind were rather startled to get a mouthful of Land-Rovers and trailers in their faces long before they expected it.
The local press loved the story.
The engineering department were finally persuaded to put everything back exactly as they found it.
The sad note was that XR105 went back to Boscombe Down (ETPS) and was written off on 27.04.76.
Neptunus Rex:
As a matter of idle curiosity, I met a 37 Sqn MR.II somewhere near Riyan one day and we legged it towards Khormaksar for an hour or so in approximate formation.
He landed before I did.
My "nextdoor neighbour but one" in Maala Strait told me that the race cost them one Griffon and a lot of work to another one.
My four Darts were good for another 10,000 hours.
As a matter of idle curiosity, I met a 37 Sqn MR.II somewhere near Riyan one day and we legged it towards Khormaksar for an hour or so in approximate formation.
He landed before I did.
My "nextdoor neighbour but one" in Maala Strait told me that the race cost them one Griffon and a lot of work to another one.
My four Darts were good for another 10,000 hours.
.JPG)
