The "Whistling wheelbarrow"
Beverleys and Dhala.
The original Dhala strip was a bit limited and in order to accommodate the Bev on its original 'hot and high' trials, the runway was extended ... by adding on a bit at an angle to the original!! Bev duly completed trials but the mid take-off swerves did funny things to the fuselage perfection. That particular airframe, in service, had a couple of knots better performance than its sisters 'cos of the twist! Well, it would, wouldn't it!!
The original Dhala strip was a bit limited and in order to accommodate the Bev on its original 'hot and high' trials, the runway was extended ... by adding on a bit at an angle to the original!! Bev duly completed trials but the mid take-off swerves did funny things to the fuselage perfection. That particular airframe, in service, had a couple of knots better performance than its sisters 'cos of the twist! Well, it would, wouldn't it!!
Please excuse a bit of thread drift - in my ultimate job, as Secretary of the largest (in membership) yacht club in the UK I was attending a late Member's funeral in Beaulieu Abbey. I noticed 84 Sqn's Standard laid up and always intended to investigate "Why Beaulieu Abbey" - but never got round to it (proably the result of a very comprehensive "Wake") - so why is 84's Standard in Beaulieu?
My copy of "Scorpions Sting" tells me that 84 Sqn formed at Beaulieu in Jan. 1917.
It also tells me that No.84 was given a new Squadron Standard on Thursday, 23 October, 1980. After details of the ceremony we are told that "the old Standard was later laid up in Beaulieu Abbey Church for safe keeping, where it still hangs today".
There is also a photograph of the old Standard being handed over to the Vicar of Beaulieu Abbey Church, the Rev Kenneth Davis, by Sqn Ldr NRW Hibberd.
It also tells me that No.84 was given a new Squadron Standard on Thursday, 23 October, 1980. After details of the ceremony we are told that "the old Standard was later laid up in Beaulieu Abbey Church for safe keeping, where it still hangs today".
There is also a photograph of the old Standard being handed over to the Vicar of Beaulieu Abbey Church, the Rev Kenneth Davis, by Sqn Ldr NRW Hibberd.
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Interested to see references here to "JEJ." This must be Air Vice Marshal "Johnnie" Johnson and I recall from my teenage reading of his (excellent) book "Full circle," that his last job in the RAF, until his retirement in 1964, was Air Officer Commanding, RAF Middle East.
I came across this gentleman later in life, because, after his retirement from the RAF, he established a Housing Association, the "Johnnie Johnson Housing Trust," which, as far as I'm aware, still exists; and, by chance, my late father became his solicitor and got to know Johnnie quite well.
Sadly, I only met him fleetingly, at a dinner in M/C in the 1980s, at which he was the speaker. However, I do have in my possession, inherited from my father, a limited edition print of a painting by Robert Taylor, that shows four D-day marked Spitfires over the Normandy beaches-which are engulfed in flames and smoke.
The caption on the print reads: "Four Spitfires over the D-day beaches. "Johnnie" Johnson leading 144 Canadian Wing over the Normandy beaches, 6th June 1944. First edition print individually signed by Air Vice Marshal J E Johnson CB CBE DSO DFC."
The icing on the cake however is a personal inscription to my father from JEJ, on the border of the print, which reads "Maurice [my father's name], all good wishes, Johnnie, 15th May 1981." I've been told this makes it worth something, but I am not parting with it, as obviously it has sentimental value.
I came across this gentleman later in life, because, after his retirement from the RAF, he established a Housing Association, the "Johnnie Johnson Housing Trust," which, as far as I'm aware, still exists; and, by chance, my late father became his solicitor and got to know Johnnie quite well.
Sadly, I only met him fleetingly, at a dinner in M/C in the 1980s, at which he was the speaker. However, I do have in my possession, inherited from my father, a limited edition print of a painting by Robert Taylor, that shows four D-day marked Spitfires over the Normandy beaches-which are engulfed in flames and smoke.
The caption on the print reads: "Four Spitfires over the D-day beaches. "Johnnie" Johnson leading 144 Canadian Wing over the Normandy beaches, 6th June 1944. First edition print individually signed by Air Vice Marshal J E Johnson CB CBE DSO DFC."
The icing on the cake however is a personal inscription to my father from JEJ, on the border of the print, which reads "Maurice [my father's name], all good wishes, Johnnie, 15th May 1981." I've been told this makes it worth something, but I am not parting with it, as obviously it has sentimental value.
Capot's story recalls a bit of Argosy flag-waving, also with fighter escort. It's 31 December 1966 and I land after a late morning continuation detail to find the Nav section deserted, save for a note saying I've been 'volunteered' for a task that had just come in. This turned out to be a leaflet drop at a number of dots on the map up-country, for which 2 Hunters would provide escort. So we all briefed together, they caught us up en-route and made diving passes as the leaflets were chucked out from the para doors. A good time was had by all, I don't think we were shot at, and I can only hope that some leaflets reached their intended readers. (I kept a copy for my logbook and, to this day, still have no idea what they were about.)
There were other interesting drops adding colour to the route task in that last Aden year - one to an Army expedition on Socotra and, only days later, another to drop rations and mail at Salalah, temporarily closed after flooding. (We'd had flooding in Aden too from the same storm system, as I recall.) And, of course, there were relatively routine Army resupply drops up-country, where I can count Mukeiras, Ataq, Lodar, and Dhala.
So, anyone from 215 with tales from Confrontation?
There were other interesting drops adding colour to the route task in that last Aden year - one to an Army expedition on Socotra and, only days later, another to drop rations and mail at Salalah, temporarily closed after flooding. (We'd had flooding in Aden too from the same storm system, as I recall.) And, of course, there were relatively routine Army resupply drops up-country, where I can count Mukeiras, Ataq, Lodar, and Dhala.
So, anyone from 215 with tales from Confrontation?
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Flt Engineer
I wonder why the Men at the Ministry insisted on the poor old Noddy having to have a Flt Engineer ? the civie version was designed to be a 2 crew flt deck and worked quite well unless you wanted to gain height quickly why did they saddle the poor thing with an extra crew member with the extra weight ,possibly a Navigator for those moments if you got lost might have helped but his bag with a few maps and pencils ect would not have been so heavy as that F/Es panel ,it wasn't a complcated bird fuel wise and pressurisation + deicing consisted of a few switches and dials well within the compass of 2 crew .
On my way to my Atomic bombproof shelter now.
On my way to my Atomic bombproof shelter now.
When I got to 105 Sqn in May 1966, there wasn't a lot of up-country work and the squadron seemed to rely on the new chaps arriving from UK all fresh and signed up to do what little work there was while they were still current.
I got checked out by Vic Blake and did my first up-country drop in XP439 on 13 July 1966. The DZ was at a place called Musaymir which was surrounded by substantial hills and it certainly was an eye-opener to me who was not long arrived from UK. Salisbury Plain it certainly wasn't. Not only that, it was a bit higher and a hell of a lot hotter.
I learned a lot from Vic that day. I seem to remember that we had a speed limit of 115 knots when the clamshell doors were open. Above that speed the old girl started to vibrate in a noticeable fashion. Needless to say, an engine failure at those heights and temperatures with the doors open would have got your attention in a major way.
So it was that Vic taught me to ignore the run-in instructions etc on the op order but to start with an escape route from which you would survive an engine failure and then work backwards. It was always better to stick your wing tip into the hills when you had four engines running and the doors were shut and then give yourself the maximum amount of room when things turned unpleasant.
I don't know where he is nowadays but thank you Vic!
I got checked out by Vic Blake and did my first up-country drop in XP439 on 13 July 1966. The DZ was at a place called Musaymir which was surrounded by substantial hills and it certainly was an eye-opener to me who was not long arrived from UK. Salisbury Plain it certainly wasn't. Not only that, it was a bit higher and a hell of a lot hotter.
I learned a lot from Vic that day. I seem to remember that we had a speed limit of 115 knots when the clamshell doors were open. Above that speed the old girl started to vibrate in a noticeable fashion. Needless to say, an engine failure at those heights and temperatures with the doors open would have got your attention in a major way.
So it was that Vic taught me to ignore the run-in instructions etc on the op order but to start with an escape route from which you would survive an engine failure and then work backwards. It was always better to stick your wing tip into the hills when you had four engines running and the doors were shut and then give yourself the maximum amount of room when things turned unpleasant.
I don't know where he is nowadays but thank you Vic!
I last saw Vic in 1982 when he was running the Danair simulator in Horsham. There was a bloated "country club" on 105, whose members were never support qualified and hardly ever flew to the Gulf. Nairobii was their domain. IIRC only four crews were qualified to drop paras, msp's and one ton platforms in my time. Vic, John Stappard, Ash Goodhew and myself. The four support qualified crews were meant to be rotated, but never were. We formed a formation team and called ourselves the Thunderboxes, practising low level close formation flying covertly until we were good enough to play the Hunters at their own game. On our debut I was leading when we approached at 100ft for a run in and break on the easterly runway at Ksar. As you know the 105 sqn building was close to the threshold of 08, so the boss would have had a grandstand view. Apparently he turned incandescent as he watched four Argosies flash past his window and break sharply to the left in five second intervals. When we returned to the squadron we were intercepted by the Nav Flt Cdr. He was praising our performance effusively when the boss appeared looking very unhappy that his planned bollocking had been shot down in flames.
Last edited by brakedwell; 24th Feb 2011 at 09:16. Reason: correcting iPad errors
avionic type:
What did the European or, for that matter, the rest of the civilian operators do with the AW650 Argosy?
1. They flew freight on well established airways between well established airfields which normally had at least one ILS and on (usually) scheduled services with full support wherever they went.
Anything else?
What did the RAF do with the AW660 Argosy?
1. See above. Plus many routes which had absolutely no aids apart from our single Doppler, a sun gun and a trusty navigator.
2. Flew it in the Casevac (Casualty evacuation role).
3. Flew it in the PCF (passenger cum freight role.
4. Flew it in the full passenger role.
5. Flew it in the VIP role.
6. Flew it in the para-dropping role. This could be anything from basic static line paratroopers, the SAS, the SBS and HALO (High Altitude Low Opening).
7. Flew it in the supply dropping role. This could be anything from 2xMSPs upon which were mounted vehicles and trailers, through 1-ton containers, SEAC packs down to Free Fall rice sacks which were chucked out at 50 feet agl.
8. Flew it in formation, line astern, vic, echelon and diamond.
9. Flew it low level usually at 250 feet agl.
10. Flew it in the Air Sea Rescue role with Lindholme gear.
11. Landed it on up-country dirt strips sometimes at night with just 5 goose neck paraffin cans marking the strip.
I am sure I have forgotten some of the others.
I flew scheduled night freight around Europe for almost twenty years with a two man crew in civilian life and it was a breeze compared to my time on the RAF Argosy. I think you are trying to compare apples with oranges.
I would not have liked to have done my ten years on the RAF Argosy without a flight engineer. He was a great bit of kit. The same goes for the navigators.
What did the European or, for that matter, the rest of the civilian operators do with the AW650 Argosy?
1. They flew freight on well established airways between well established airfields which normally had at least one ILS and on (usually) scheduled services with full support wherever they went.
Anything else?
What did the RAF do with the AW660 Argosy?
1. See above. Plus many routes which had absolutely no aids apart from our single Doppler, a sun gun and a trusty navigator.
2. Flew it in the Casevac (Casualty evacuation role).
3. Flew it in the PCF (passenger cum freight role.
4. Flew it in the full passenger role.
5. Flew it in the VIP role.
6. Flew it in the para-dropping role. This could be anything from basic static line paratroopers, the SAS, the SBS and HALO (High Altitude Low Opening).
7. Flew it in the supply dropping role. This could be anything from 2xMSPs upon which were mounted vehicles and trailers, through 1-ton containers, SEAC packs down to Free Fall rice sacks which were chucked out at 50 feet agl.
8. Flew it in formation, line astern, vic, echelon and diamond.
9. Flew it low level usually at 250 feet agl.
10. Flew it in the Air Sea Rescue role with Lindholme gear.
11. Landed it on up-country dirt strips sometimes at night with just 5 goose neck paraffin cans marking the strip.
I am sure I have forgotten some of the others.
I flew scheduled night freight around Europe for almost twenty years with a two man crew in civilian life and it was a breeze compared to my time on the RAF Argosy. I think you are trying to compare apples with oranges.
I would not have liked to have done my ten years on the RAF Argosy without a flight engineer. He was a great bit of kit. The same goes for the navigators.
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Flt Engineer
Sorry Jw441 HUMBLE PIE being eaten as I type , my only excuse was that at BA the crew were always complaining about lack of speed and climb on the old girl and our ex "Noddy" Capt at Brooklands tells of tales what a cow it was to fly on 3 engines and "where is the nearest airfield "?on 2 as it was so underpowered for its job as a freighter we couldn't get rid of it fast enough once we coverted the Vanguards to freighters.I'm not sure but though we flew the 200 series later I dont think they were much better .What were the military ones like to fly?.
Last edited by avionic type; 24th Feb 2011 at 10:20. Reason: more added
The Argosy was, generally speaking, quite a pleasant aircraft to fly. The only thing that I found took a bit of getting used to was the marked nose-up change of trim on finals when land flap was selected. A good push forward was needed on the control column to stay on the glide slope but this was just one of life's great aviation idiosyncrasies.
I don't remember it being difficult to fly on three engines. In those days, we used to really shut the engine down and feather the prop in training (normally No.4 - the critical engine). Nowadays (quite rightly) the engine would just be retarded to flight idle.
Certainly, as a squadron training captain, I spent a lot of time on 3-engines.
Now then, before some clever b*gger comes up and asks for an example of when having a flight engineer proved useful, I will give you one.
On one of my Beihan trips, we got back to the aircraft to discover that the APU (most unusually) had given up the ghost. The F/E changed the glo-plug but it still would not start.
Night stopping Beihan was not an option, for every night, our lot went over the mountain ridge to the west of the strip and met the assorted "unclean" dissidents coming up the other side. If your aircraft was still on the strip then it was quite likely to be hit with a friendly little weapon called a recoilless rifle which delivered an 11 lb explosive. (Nowadays called an RPG). This b*ggered up your aircraft and did your future career no good at all.
We spoke to our leaders in Aden on the HF and they stressed the need to get out of there before nightfall.
That left us with doing a battery start (I seem to remember that No.2 was the favourite engine for this procedure). Well, we got the engine running and we could even get it up to take-off power but that was all we could achieve.
There was an electrical relay on the Dart which needed at least 24v DC on the bus before the relay would make and allow the generator to come on line.
This we did not have and it was getting rapidly dark.
So it was that the F/E (I think it was Andy Anderson) put his thinking cap on and persuaded the army to get two batteries out of their vehicles which he then connected in series on the floor alongside the battery box. He then got some fencing wire and the asbestos gloves and "flashed" the combined current across the terminals of the aircraft battery which was just enough to make the relay and get the generator on line. The rest was easy and off we went back to Neddy's for a cold one or two.
I have little doubt that such a solution would not have caused your BEA crews the slightest bit of trouble.
I don't remember it being difficult to fly on three engines. In those days, we used to really shut the engine down and feather the prop in training (normally No.4 - the critical engine). Nowadays (quite rightly) the engine would just be retarded to flight idle.
Certainly, as a squadron training captain, I spent a lot of time on 3-engines.
Now then, before some clever b*gger comes up and asks for an example of when having a flight engineer proved useful, I will give you one.
On one of my Beihan trips, we got back to the aircraft to discover that the APU (most unusually) had given up the ghost. The F/E changed the glo-plug but it still would not start.
Night stopping Beihan was not an option, for every night, our lot went over the mountain ridge to the west of the strip and met the assorted "unclean" dissidents coming up the other side. If your aircraft was still on the strip then it was quite likely to be hit with a friendly little weapon called a recoilless rifle which delivered an 11 lb explosive. (Nowadays called an RPG). This b*ggered up your aircraft and did your future career no good at all.
We spoke to our leaders in Aden on the HF and they stressed the need to get out of there before nightfall.
That left us with doing a battery start (I seem to remember that No.2 was the favourite engine for this procedure). Well, we got the engine running and we could even get it up to take-off power but that was all we could achieve.
There was an electrical relay on the Dart which needed at least 24v DC on the bus before the relay would make and allow the generator to come on line.
This we did not have and it was getting rapidly dark.
So it was that the F/E (I think it was Andy Anderson) put his thinking cap on and persuaded the army to get two batteries out of their vehicles which he then connected in series on the floor alongside the battery box. He then got some fencing wire and the asbestos gloves and "flashed" the combined current across the terminals of the aircraft battery which was just enough to make the relay and get the generator on line. The rest was easy and off we went back to Neddy's for a cold one or two.
I have little doubt that such a solution would not have caused your BEA crews the slightest bit of trouble.
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Good grief an APU where was it fitted? we never had one we always had GPUs available [soft lot I know ] If I can I'll try and find out what our max freight load we could carry against fuel load .
I have to admire the ingenuity of you Flt engineer getting the genny "online"
THe best point about the plane was as it was all freight and mostly flew at night , most servicing was done in daylight hours so no pressure the down side was returning aircraft during the night with techie defects which had to be fixed to do another same night trip.
I have to admire the ingenuity of you Flt engineer getting the genny "online"
THe best point about the plane was as it was all freight and mostly flew at night , most servicing was done in daylight hours so no pressure the down side was returning aircraft during the night with techie defects which had to be fixed to do another same night trip.
Beihan and MT Dollars:
In the 1960s, pretty much the whole of South Arabia worked in MT Dollars.
The coin originated in Austria in 1751 (I think) when Maria Theresa was on the throne. It was a silver 1 thaler coin of about 11/13 fine quality and was about the size of the old pre-decimal British crown coin. Maria Theresa died in 1780.
When I was on 105 Sqn, the locals in Riyan, Salalah, Masirah etc refused to accept any payment unless it was made in MT Dollars. Paper money was viewed with extreme suspicion (they were right)!
Now the MT dollar became in such demand that it was subsequently minted in all sorts of places such as Italy and the Lebanon. The common thread was that the recipient could guarantee that the silver was 11/13 fine.
It didn't matter how new the minted coin was, but the date must never be later than 1780 even if it was minted last year. Otherwise, it would not be accepted up country.
So, we often had to carry huge weights of MT dollars to all of the above destinations in order to pay the local troops.
What has this got to do with Beihan?
Well, the first time I went there I was astonished to find a money changer just by the entrance to the walled souk. He had a wooden "dhow chest" measuring 10 feet x 4 feet x 4 feet and it was filled to the brim with MT dollars! I have often wondered just how many might have been in there. I have also often wondered just how much pressure must have been applied to the bottom of the chest!
Not only that, I was interested to know what he did at 5 o'clock at the end of the banking day since the entire object was immovable. The answer was that he hired two men armed with automatic weapons to sit or sleep on the chest all night.
I would imagine that they were close relatives!
In the 1960s, pretty much the whole of South Arabia worked in MT Dollars.
The coin originated in Austria in 1751 (I think) when Maria Theresa was on the throne. It was a silver 1 thaler coin of about 11/13 fine quality and was about the size of the old pre-decimal British crown coin. Maria Theresa died in 1780.
When I was on 105 Sqn, the locals in Riyan, Salalah, Masirah etc refused to accept any payment unless it was made in MT Dollars. Paper money was viewed with extreme suspicion (they were right)!
Now the MT dollar became in such demand that it was subsequently minted in all sorts of places such as Italy and the Lebanon. The common thread was that the recipient could guarantee that the silver was 11/13 fine.
It didn't matter how new the minted coin was, but the date must never be later than 1780 even if it was minted last year. Otherwise, it would not be accepted up country.
So, we often had to carry huge weights of MT dollars to all of the above destinations in order to pay the local troops.
What has this got to do with Beihan?
Well, the first time I went there I was astonished to find a money changer just by the entrance to the walled souk. He had a wooden "dhow chest" measuring 10 feet x 4 feet x 4 feet and it was filled to the brim with MT dollars! I have often wondered just how many might have been in there. I have also often wondered just how much pressure must have been applied to the bottom of the chest!
Not only that, I was interested to know what he did at 5 o'clock at the end of the banking day since the entire object was immovable. The answer was that he hired two men armed with automatic weapons to sit or sleep on the chest all night.
I would imagine that they were close relatives!
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APU
Avionic Type
The APU was a Rover gas turbine (same as powered the experimental Le Mans Rover & the converted "Auntie Rover, Dad was involved in both whilst working for Pressed Steel) it was mounted in the port boom directly behind the main u/c rear bulkhead (small access door in the bulkhead, although the whole bulkhead came out & a beam went in for APU remove/refit, an arse of a job in K'Sar !) re-oiling (OX38 turbine engine oil- same as the Dart) was carried out with a Risbridger gun system through a small panel in the base of the port boom rear of the u./c bay with an overflow that usually got you on the shoulder as you looked up at the sight glass, oh happy days, didn't we have fun, Paul H.
The APU was a Rover gas turbine (same as powered the experimental Le Mans Rover & the converted "Auntie Rover, Dad was involved in both whilst working for Pressed Steel) it was mounted in the port boom directly behind the main u/c rear bulkhead (small access door in the bulkhead, although the whole bulkhead came out & a beam went in for APU remove/refit, an arse of a job in K'Sar !) re-oiling (OX38 turbine engine oil- same as the Dart) was carried out with a Risbridger gun system through a small panel in the base of the port boom rear of the u./c bay with an overflow that usually got you on the shoulder as you looked up at the sight glass, oh happy days, didn't we have fun, Paul H.
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Interesting to read the Tales From Dhala so perhaps I should add my own. 21 Sqn had a daily Twin Pin service to Habilayn and beyond, usually on to Dhala and across to Musamir and to other destinations as required. Role was general re-supply and recovery. The standard way into Dhala was as stated previously, approach and land into the mountain, turn around and depart the way you came. SOP was to land, keep engines running, unload take on board any kit/personnel returning and fly out again.
Landing there one morning we stopped and engines idling, the Nav (me) went back to check the load going off and see what was coming back on when I notice the Pilot waving his arms frantically, at first I thought this was not too unusual until I noticed he had his .38 Smith and Wesson in his hand. At this point I thought I had better go and see if he had flipped altogether, but the problem turned out to be a donkey that was wandering slowly into the arc of the port prop. Pilot decided best course was to deter donkey with a warning winging bullet, first pull "nothing" as the SOP was to load five with the first chamber empty but two and three nothing either. At this point the donkey sniffs the prop area and departs slowly stage left. Pilot settles down and we depart normally.
The crew room rumour was that the armoury thought that aircrew shouldn't be issued with dangerous weapons hence duff ammo and that in an emergency the handgun could be thrown at an assailant, but this couldn't have been the case as shortly after this we were issued with Sterling SMGs when going up country and these were really dangerous toys.
Regarding JW411 tales of up country improvisations these were often required on 21 Sqn (and the 84 Sqn Bevs too I believe). I remember the inevitable "bump start" on a Twin Pin Leonides when the starter cartridge rotation mechanism packed in, despite the normal nudge with the fire axe. Answer to problem, rope around prop boss other end of rope attached to a vehicle tow ball, engine primed, mag switches on vehicle departs quickly , engine fires.
The best improvisation I can recall was again as with JW411, an engineering fix, ground engineering this time. At the larger up country strips Habilayn/Ataq for example where the larger aircraft went in there was a fire truck manned by a crew of RAF Sargeant and his SAC mate. We took of from one of these strips and got a fire warning in the starboard engine. This was handled as per check list and we went back in. Inspection showed no fire but a stub exhaust on the collection ring had blown a threaded stub plate and hot exhaust gases were directed on to the fire warning sensor wiring, hence the warning. Much scratching of heads but RAF Sargeant disappears into truck and comes back with bits that will screw back into vacant stub. Run engine and test. Take empty aircraft back to Khormaksar. Not SOP but as JW411 said, not best procedure to leave aircraft overnight in up country locations at that time.
Landing there one morning we stopped and engines idling, the Nav (me) went back to check the load going off and see what was coming back on when I notice the Pilot waving his arms frantically, at first I thought this was not too unusual until I noticed he had his .38 Smith and Wesson in his hand. At this point I thought I had better go and see if he had flipped altogether, but the problem turned out to be a donkey that was wandering slowly into the arc of the port prop. Pilot decided best course was to deter donkey with a warning winging bullet, first pull "nothing" as the SOP was to load five with the first chamber empty but two and three nothing either. At this point the donkey sniffs the prop area and departs slowly stage left. Pilot settles down and we depart normally.
The crew room rumour was that the armoury thought that aircrew shouldn't be issued with dangerous weapons hence duff ammo and that in an emergency the handgun could be thrown at an assailant, but this couldn't have been the case as shortly after this we were issued with Sterling SMGs when going up country and these were really dangerous toys.
Regarding JW411 tales of up country improvisations these were often required on 21 Sqn (and the 84 Sqn Bevs too I believe). I remember the inevitable "bump start" on a Twin Pin Leonides when the starter cartridge rotation mechanism packed in, despite the normal nudge with the fire axe. Answer to problem, rope around prop boss other end of rope attached to a vehicle tow ball, engine primed, mag switches on vehicle departs quickly , engine fires.
The best improvisation I can recall was again as with JW411, an engineering fix, ground engineering this time. At the larger up country strips Habilayn/Ataq for example where the larger aircraft went in there was a fire truck manned by a crew of RAF Sargeant and his SAC mate. We took of from one of these strips and got a fire warning in the starboard engine. This was handled as per check list and we went back in. Inspection showed no fire but a stub exhaust on the collection ring had blown a threaded stub plate and hot exhaust gases were directed on to the fire warning sensor wiring, hence the warning. Much scratching of heads but RAF Sargeant disappears into truck and comes back with bits that will screw back into vacant stub. Run engine and test. Take empty aircraft back to Khormaksar. Not SOP but as JW411 said, not best procedure to leave aircraft overnight in up country locations at that time.
cing wire and the asbestos gloves and "flashed" the combined current across the terminals
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MT dollar
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I have an MT dollar sat on the table alongside me now, one of the treasures that came back from Aden (along with a cutlery set bought at the China Shop, top end of Maalla Straight, still in use !) with me, the MT Dollar was hidden in my underpants as we came through UK Customs as they were not supposed to leave the country I believe ?, Paul H.
I have an MT dollar sat on the table alongside me now, one of the treasures that came back from Aden (along with a cutlery set bought at the China Shop, top end of Maalla Straight, still in use !) with me, the MT Dollar was hidden in my underpants as we came through UK Customs as they were not supposed to leave the country I believe ?, Paul H.
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tlightb - re. the non-working ammo. In the mid 50s we were being issued with the same stuff. Rumour had it that it was ex Boer war stock and had been kept in store at X group since the turn of the century. I think I only did one range session during my time there and my record was 25 trigger pulls to fire 6 shots!! The idea that throwing the things would be more effective than shooting with them had much currency.
The other received wisdom of keeping an empty chamber as 'next up' was equally current but (as I later discovered with a frisson of cold sweat!!) not wise. On a round trip to Nicosia we were issued with the usual arms and ammo and had to wear them (EOKA and all that) I kept the usual 'five only' loaded, spotted by an alert (and knowledgeable) 'plod' doing the Customs check who pointed that I had a Colt instead of the usual Smith & Wesson (or vice versa) and the chamber rotation was the other way
All that apart, the likelihood of our being able to outgun the locals if we went down in the boonies was zilch and the 'goolie chits' which we carried were even less use than the weaponry. The offered reward fo safe return of aircrew or political officers was about half of what the opposition was offering for said persons dead or alive.
I still have my 'goolie chit' and, thankfully, never had to test its efficacy.
The other received wisdom of keeping an empty chamber as 'next up' was equally current but (as I later discovered with a frisson of cold sweat!!) not wise. On a round trip to Nicosia we were issued with the usual arms and ammo and had to wear them (EOKA and all that) I kept the usual 'five only' loaded, spotted by an alert (and knowledgeable) 'plod' doing the Customs check who pointed that I had a Colt instead of the usual Smith & Wesson (or vice versa) and the chamber rotation was the other way
All that apart, the likelihood of our being able to outgun the locals if we went down in the boonies was zilch and the 'goolie chits' which we carried were even less use than the weaponry. The offered reward fo safe return of aircrew or political officers was about half of what the opposition was offering for said persons dead or alive.
I still have my 'goolie chit' and, thankfully, never had to test its efficacy.