EE Canberra book contributor request
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EE Canberra book contributor request
Hello all,
I'm working on a book, at present loosely entitled 'The Canberra Experience'. The book will focus on the experiences of people that either built, flew or serviced the aircraft in various air forces around the world. It will be told in an 'in their own words' format, so at this point I am building up contacts from various countries so to gather the necessary material. Once the planned book is published, a percentage of proceeds will be split between the RAF Benevolent Fund and other Air Force charities abroad.
Therefore, my request to all good PPRuNe members is, if you had some experience with the old girl and are willing to share something of this in anecdotal form, I would love to have your contribution in the book. I understand it can be hard to instantly 'dredge up' something of interest to the wider public, and so the this is the format I am using to get the ball rolling:
Basic details:
1) Your rank upon leaving the service
2) Squadron(s)/MU/Station(s) served on
3) Dates of service
4) Types of Canberra flown/serviced
Your experiences with the Canberra:
- When did you first encounter the Canberra, and what was your reaction when you first saw the aircraft? Excitement? Disappointment? Just a job?
- After getting familiar with the type, what were you initial likes/dislikes with the aircraft?
- Do you have any interesting anecdotes about either yours or colleagues experiences with the Canberra? For example, an amusing (or sad) experience involving servicing or flying the type.
- Did any major or interesting changes occur to the type during your involvement with it? Such as refurbishment, fatigue problems, equipment introductions or modifications? Perhaps an idea or modification you were personally involved with.
- If you were involved with several variants during your career, what was your particular favourite or least-liked, and for what reasons?
If you have anything else you feel would be of interest that is not covered above, I’d love to hear about it. Similarly, if you have any Canberra or squadron-related photos you’d like to contribute to the book that would be fantastic. All material, whether it be written material or photos will be fully credited. This book is to be made up of related accounts, as told in your own words. The main point is, you don’t have to be an essay-writing genius to tell a good story.
If you have any other friends or colleagues who were involved with the Canberra and you think would be interested in contributing, please let them know.
Project background:
As a brief bit of background on myself, I grew up just outside of RAF Wyton in the 80s, at the end of the Canberra era. The impression of grubby 100 Sqn TT.18s and hemp-coloured PR.9s was to stick with me, and in recent years rediscovered my hobby (ok, obsession) with the Canberra. After a couple of casual talk with ex-Canberra crews, it led to the realisation that there were many good stories relating to her across the world - something that needed bringing together under one roof. Hence the start of this project over the last two years.
Thanks very much all for your time. And to prove I am not a phantom entity but a living breathing Cranberry nut, here's a shot or two of me:
Steve Beeny
I'm working on a book, at present loosely entitled 'The Canberra Experience'. The book will focus on the experiences of people that either built, flew or serviced the aircraft in various air forces around the world. It will be told in an 'in their own words' format, so at this point I am building up contacts from various countries so to gather the necessary material. Once the planned book is published, a percentage of proceeds will be split between the RAF Benevolent Fund and other Air Force charities abroad.
Therefore, my request to all good PPRuNe members is, if you had some experience with the old girl and are willing to share something of this in anecdotal form, I would love to have your contribution in the book. I understand it can be hard to instantly 'dredge up' something of interest to the wider public, and so the this is the format I am using to get the ball rolling:
Basic details:
1) Your rank upon leaving the service
2) Squadron(s)/MU/Station(s) served on
3) Dates of service
4) Types of Canberra flown/serviced
Your experiences with the Canberra:
- When did you first encounter the Canberra, and what was your reaction when you first saw the aircraft? Excitement? Disappointment? Just a job?
- After getting familiar with the type, what were you initial likes/dislikes with the aircraft?
- Do you have any interesting anecdotes about either yours or colleagues experiences with the Canberra? For example, an amusing (or sad) experience involving servicing or flying the type.
- Did any major or interesting changes occur to the type during your involvement with it? Such as refurbishment, fatigue problems, equipment introductions or modifications? Perhaps an idea or modification you were personally involved with.
- If you were involved with several variants during your career, what was your particular favourite or least-liked, and for what reasons?
If you have anything else you feel would be of interest that is not covered above, I’d love to hear about it. Similarly, if you have any Canberra or squadron-related photos you’d like to contribute to the book that would be fantastic. All material, whether it be written material or photos will be fully credited. This book is to be made up of related accounts, as told in your own words. The main point is, you don’t have to be an essay-writing genius to tell a good story.
If you have any other friends or colleagues who were involved with the Canberra and you think would be interested in contributing, please let them know.
Project background:
As a brief bit of background on myself, I grew up just outside of RAF Wyton in the 80s, at the end of the Canberra era. The impression of grubby 100 Sqn TT.18s and hemp-coloured PR.9s was to stick with me, and in recent years rediscovered my hobby (ok, obsession) with the Canberra. After a couple of casual talk with ex-Canberra crews, it led to the realisation that there were many good stories relating to her across the world - something that needed bringing together under one roof. Hence the start of this project over the last two years.
Thanks very much all for your time. And to prove I am not a phantom entity but a living breathing Cranberry nut, here's a shot or two of me:
Steve Beeny
Last edited by nazca_steve; 10th Jun 2012 at 17:01.
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Canberra experience
Hi Steve
I enjoyed 11 years as an electrician on the Canberra, I worked on B2, T4, PR9, E15 and T19.
PM me your e mail or other contact details and I will knock something together over the next couple of weeks.
Cheers
CWW
I enjoyed 11 years as an electrician on the Canberra, I worked on B2, T4, PR9, E15 and T19.
PM me your e mail or other contact details and I will knock something together over the next couple of weeks.
Cheers
CWW
Steve,flew the T4, PR3, B6, PR7 and PR9 in the early '60s. May have some tales and the odd picture which may be of interest to you. PM and I will see what I have.
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Steve,
Spent 14 years on them, including T4, B6, B15, B16 and occasionally the PR9.
PM me and I will get back to you in the next few weeks.
Regards,
Luke.
Spent 14 years on them, including T4, B6, B15, B16 and occasionally the PR9.
PM me and I will get back to you in the next few weeks.
Regards,
Luke.
Last edited by Lukeafb1; 25th Jan 2012 at 11:54. Reason: Spelling
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One thing I should probably mention to all current and potential contributors - don't be afraid of telling a story or anecdote that might appear trivial. Operational and technical stories are welcomed and relevant, but this book is planned to tell a 'human' side of the Canberra experience as much as possible.
For instance, the Canberra was well-known for its 'bake or freeze' cabin conditions, so if you have memories of that, please share them. Other such ergonomic trivialities might include the entry/exit ritual from the T.4, a nav moving between bomb aimer's couch and his seat in a hurry, or (less of a triviality) the experience of a B(I).8 nav not having a bang seat.
Hopefully this gives an idea of what I'm looking for in addition to the 'starter' details I gave above. These relate to aircrew of course; I am sure the riggers, armourers and electricians have their fair share of amusing stories (if they are perusing PPrune that is!)
Switching topics slightly, another purpose of the book is to tell this story from as international angle as possible. While I am gathering material from air forces outside the UK, if you had experience working with or training personnel from abroad on the Canberra, I would love to hear about that too.
ATB,
Steve
For instance, the Canberra was well-known for its 'bake or freeze' cabin conditions, so if you have memories of that, please share them. Other such ergonomic trivialities might include the entry/exit ritual from the T.4, a nav moving between bomb aimer's couch and his seat in a hurry, or (less of a triviality) the experience of a B(I).8 nav not having a bang seat.
Hopefully this gives an idea of what I'm looking for in addition to the 'starter' details I gave above. These relate to aircrew of course; I am sure the riggers, armourers and electricians have their fair share of amusing stories (if they are perusing PPrune that is!)
Switching topics slightly, another purpose of the book is to tell this story from as international angle as possible. While I am gathering material from air forces outside the UK, if you had experience working with or training personnel from abroad on the Canberra, I would love to hear about that too.
ATB,
Steve
First trained on PR3, B2 in 1966 then through PR7, B6, B(I)8, PR9 as an engineer then in the back seat of TT18, B2/6(MOD) and B6(MOD) plus some T4 time. Apart from a foray into Vulcan, Pembroke and Nimrod, I make that 46 years almost unbroken Canberra'ing. PM me
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Steve,
Tried replying to your PM email address, but I get a message each time, telling me that the email address is no longer valid????
Has anyone else had this problem?
Luke
Seems to be working now!
Tried replying to your PM email address, but I get a message each time, telling me that the email address is no longer valid????
Has anyone else had this problem?
Luke
Seems to be working now!
Last edited by Lukeafb1; 27th Jan 2012 at 08:26. Reason: Added last line.
1972 -76 I was a rigger on 231 OCU and of course we had our share of comic,tragic and bizarre incidents.Anybody recall this incident...?
Probably a student crew of Pilot and Nav,night flying in a B2 (possibly WJ677?) on finals into Cottesmore and letting down through an icing layer - suffer a double flame out...pilot tries relight but no luck.
He then orders nav to eject (slow ejection sequence on canberras so don't leave it too late !),nav bangs out successfully but pilot then tries another relight and guess what - both engines light up and he lands successfully
Meanwhile nobody has told the line control about the ejection...ground crew marshals a/c into parking bay thinking WTF is that big pole sticking out of the fuselage ???
Also meanwhile navs SARBE fails to operate and he is missing,station call out for troops to try to locate said nav,all get very muddy LOL (I missed that bit - being out with a minidressed young lady
)...I believe the nav was eventually found safe and sound by a USAF chopper.
In the cold light of day - during the ejection sequence the leg restraints had pulled out a large portion of the nav compartment floor and I believe the a/c was catogarised as Cat 2(assist) although really it was probably effectively Cat 3!
All from memory and happy to be corrected in the likely event of mistakes etc
Probably a student crew of Pilot and Nav,night flying in a B2 (possibly WJ677?) on finals into Cottesmore and letting down through an icing layer - suffer a double flame out...pilot tries relight but no luck.
He then orders nav to eject (slow ejection sequence on canberras so don't leave it too late !),nav bangs out successfully but pilot then tries another relight and guess what - both engines light up and he lands successfully
Meanwhile nobody has told the line control about the ejection...ground crew marshals a/c into parking bay thinking WTF is that big pole sticking out of the fuselage ???
Also meanwhile navs SARBE fails to operate and he is missing,station call out for troops to try to locate said nav,all get very muddy LOL (I missed that bit - being out with a minidressed young lady
)...I believe the nav was eventually found safe and sound by a USAF chopper.In the cold light of day - during the ejection sequence the leg restraints had pulled out a large portion of the nav compartment floor
and I believe the a/c was catogarised as Cat 2(assist) although really it was probably effectively Cat 3!All from memory and happy to be corrected in the likely event of mistakes etc
Just recalled another little funny...
Canberra 240 gal tip tanks were attached by 3 explosive bolts and removing them was simply a case of ensuring that the tanks were empty and then employing 4 'volunteers' to lift an ally cradle under the tank to support it whilst the 3 nuts attaching it to the wingtip were removed...what could possibly go wrong LOL???
Anyway cpl Stu was tasked with tip tank removal one sunny day and one of the 'volunteers' was our ENGO (engineer officer/ground crew flight commander) - the first nut was a little stiffer than usual - obvious question from us experienced ground crew ''is it definitely empty Stu ??'' ,''yes of course '' replies Stu.
Next nut is also fairly tight - again ''are you absolutely sure its empty ??'' , ''yes yes'' replies Stu...anyway and predictably the last nut is REALLY tight and we say ''dip the tank fer gods sake''.
He unscrews the filler cap and the tank is so full that fuel slops out LOL
''I'll see you in my office later corporal '' says the ENGO and stalks off LOL
The moral of the story is that one should not rely on tapping a tank to check its contents but to use the high tech broomstick instead
Canberra 240 gal tip tanks were attached by 3 explosive bolts and removing them was simply a case of ensuring that the tanks were empty
and then employing 4 'volunteers' to lift an ally cradle under the tank to support it whilst the 3 nuts attaching it to the wingtip were removed...what could possibly go wrong LOL???Anyway cpl Stu was tasked with tip tank removal one sunny day and one of the 'volunteers' was our ENGO (engineer officer/ground crew flight commander) - the first nut was a little stiffer than usual - obvious question from us experienced ground crew ''is it definitely empty Stu ??'' ,''yes of course '' replies Stu.
Next nut is also fairly tight - again ''are you absolutely sure its empty ??'' , ''yes yes'' replies Stu...anyway and predictably the last nut is REALLY tight and we say ''dip the tank fer gods sake''.
He unscrews the filler cap and the tank is so full that fuel slops out LOL
''I'll see you in my office later corporal '' says the ENGO
and stalks off LOLThe moral of the story is that one should not rely on tapping a tank to check its contents but to use the high tech broomstick instead
Last edited by longer ron; 1st Feb 2012 at 19:34.
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Hi Longer Ron,
love those stories, and was definitely chuckling on that last one at the 'see you in my office' line. I can imagine the tension on the last nut was pretty damn tight holding that weight. Lucky it did not drop as I have heard from another good contributor on this thread.
Regarding the ejection story, if anyone here can provide rough dates for that incident or even crew names, I'd be grateful. Very interesting about the damage to the nav cabin floor. One question related to SARBE, can you give me a bit of a run down on this kit? Specifically where this was carried, i.e. on the seat itself, then detached to come down with the nav, or remains on the seat and is activated later. I am very curious to know about the range of these beacons and roughly when they were introduced into service.
I remember 231 OCU tail fins well from my days spotting as a kid (the 80s, after your days) from the crash gate at Wyton. Hanging on the fence with a pair of binos trying to make out what was in that little white circle on the fin, eventually seeing the leopard (cheetah?) on a chain.
No doubt I will have some more questions and am sending PM to you now with my address.
Steve
love those stories, and was definitely chuckling on that last one at the 'see you in my office' line. I can imagine the tension on the last nut was pretty damn tight holding that weight. Lucky it did not drop as I have heard from another good contributor on this thread.
Regarding the ejection story, if anyone here can provide rough dates for that incident or even crew names, I'd be grateful. Very interesting about the damage to the nav cabin floor. One question related to SARBE, can you give me a bit of a run down on this kit? Specifically where this was carried, i.e. on the seat itself, then detached to come down with the nav, or remains on the seat and is activated later. I am very curious to know about the range of these beacons and roughly when they were introduced into service.
I remember 231 OCU tail fins well from my days spotting as a kid (the 80s, after your days) from the crash gate at Wyton. Hanging on the fence with a pair of binos trying to make out what was in that little white circle on the fin, eventually seeing the leopard (cheetah?) on a chain.
No doubt I will have some more questions and am sending PM to you now with my address.
Steve
Hi Steve
The Nav MAY have been Flt Lt 'Slim' Pocock and the a/c MAY have been B2 WJ677...looking on the ejection website gives a date of either 13/15 march 1973,I am on slow pc away from home...will email you on saturday if I get home.
Cannot remember any real problems with the T4 swing seat,sometimes it was tricky to get them to lock in the central position but as long as you had a 'Pig Sticker' to lock the stick fully forward it was reasonably easy.
A T4 story...late shift and dark,we are on our lower parking bays nearest the rwy threshold,our neighbours (360sqn) T4 touches down (WJ866 ?) and taxys clear for after landing checks,suddenly we hear a 'thump/bang' sort of noise closely followed by engine shutdown.
So we drive down in our landyrover to see if we can help (ie be nosy !!) as we arrive at the a/c - the crew door opens and instructor gets out in a cloud of smoke/dust and we also notice that the Navs hatch is looking a little crumpled around the edges
We ask the instructor ''what happened ?'' ---he just points at the nav compartment and says ''pressed the wrong fukcen switch''.
I believe that the Nav was an FAA observer (360 was ,as you know- RAF/RN) and his punishment may have been a shipboard posting.
But to be fair to the nav involved,I believe it was easy to make the wrong hatch selection in the dark and blow the ring of explosive bolts around the nav hatch .
rgds LR
The Nav MAY have been Flt Lt 'Slim' Pocock and the a/c MAY have been B2 WJ677...looking on the ejection website gives a date of either 13/15 march 1973,I am on slow pc away from home...will email you on saturday if I get home.
Cannot remember any real problems with the T4 swing seat,sometimes it was tricky to get them to lock in the central position but as long as you had a 'Pig Sticker' to lock the stick fully forward it was reasonably easy.
A T4 story...late shift and dark,we are on our lower parking bays nearest the rwy threshold,our neighbours (360sqn) T4 touches down (WJ866 ?) and taxys clear for after landing checks,suddenly we hear a 'thump/bang' sort of noise closely followed by engine shutdown.
So we drive down in our landyrover to see if we can help (ie be nosy !!) as we arrive at the a/c - the crew door opens and instructor gets out in a cloud of smoke/dust and we also notice that the Navs hatch is looking a little crumpled around the edges
We ask the instructor ''what happened ?'' ---he just points at the nav compartment and says ''pressed the wrong fukcen switch''.
I believe that the Nav was an FAA observer (360 was ,as you know- RAF/RN) and his punishment may have been a shipboard posting.
But to be fair to the nav involved,I believe it was easy to make the wrong hatch selection in the dark and blow the ring of explosive bolts around the nav hatch .
rgds LR
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Flying the Canberra
I first flew the Canberra at Cottesmore in 1972 after a ground tour at Hereford. After the OCU at Cottesmore I went to 85 sqn at Binbrook and then 100 sqn at West Raynham. Then on to 360 at Cottesmore moving mid tour to Wyton followed by a tour as Maintenance test pilot at the overhaul facility, Aldergrove, in Northern Ireland. Then Back to 39 at Wyton for less than two years before off to Radar Research Squadron at RAE Bedford flying many canberra versions, Comet, Nimrod, varsity and Viscount.
Of the flying the PR9 at 39 and the SC9 at Bedford were the most exciting and the research work at Bedford was the most interesting and the Viscount the most valuable for career progression
PM me if I can help
Paddy
Of the flying the PR9 at 39 and the SC9 at Bedford were the most exciting and the research work at Bedford was the most interesting and the Viscount the most valuable for career progression
PM me if I can help
Paddy
internet probs...just back online
Hi Steve...about the B2(T)
As far as I am aware the only B2(T) was WJ731 which I believe had a slightly different radio/avionic fit,from my point of view as a rigger the only difference I seem to recall is that the Battery master switch had been moved to the back of the switch console on the stbd side of the pilots seat (ie nav operated) - on the standard B2 it was on the forward face of the same console and thus pilot operated.
Just writing 'standard' B2 makes me giggle as they were all a little different anyway (not just B2...all canberras seemed to be 'non standard '
rgds LR
Hi Steve...about the B2(T)
As far as I am aware the only B2(T) was WJ731 which I believe had a slightly different radio/avionic fit,from my point of view as a rigger the only difference I seem to recall is that the Battery master switch had been moved to the back of the switch console on the stbd side of the pilots seat (ie nav operated) - on the standard B2 it was on the forward face of the same console and thus pilot operated.
Just writing 'standard' B2 makes me giggle as they were all a little different anyway (not just B2...all canberras seemed to be 'non standard '
rgds LR
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Longer Ron, I have to admit, I am a little confused myself as to why the Nav would have been pushing any switch himself to exit the aircraft, other than following the pilot/instructor out of the normal crew entrance door. Was it just a complete cock-up on the observer's part or am I mis-reading something here? Good story nonetheless and thanks for the B.2(T) details, I bet not that many folk know that!
Like your comment on the lack of 'standardisation' on any one variant's cockpit - shows how long the old girl had served for and the number of masters Cans served. You hear the anecdote that the second they left the manufacturer and got on a Sqn that they were no longer 'standard.' Makes them all that more fun in my opinion (easy to say never having had to work or fly on one).
Paddy, thanks for your offer, I will duly send PM shortly. I have some good questions for you then based off that brief list!
To all:
While any and all Canberra related stories are greatly welcomed, I am now looking for the following specific areas of background:
-Anyone with experience on the T.22, preferably flying, but servicing fine.
-As above, but with the interdictor versions - B(I).8/12 B(I).6 and the foreign export versions.
-Paddy (Tinribs) has mentioned RAE flying - we all know the famous 'Raspberry Ripple' Canberras and anyone who was there over these years I would love to hear from you.
-Again, anyone with time spent either training or doing detachments with a non-RAF Canberra operator.
Like your comment on the lack of 'standardisation' on any one variant's cockpit - shows how long the old girl had served for and the number of masters Cans served. You hear the anecdote that the second they left the manufacturer and got on a Sqn that they were no longer 'standard.' Makes them all that more fun in my opinion (easy to say never having had to work or fly on one).
Paddy, thanks for your offer, I will duly send PM shortly. I have some good questions for you then based off that brief list!
To all:
While any and all Canberra related stories are greatly welcomed, I am now looking for the following specific areas of background:
-Anyone with experience on the T.22, preferably flying, but servicing fine.
-As above, but with the interdictor versions - B(I).8/12 B(I).6 and the foreign export versions.
-Paddy (Tinribs) has mentioned RAE flying - we all know the famous 'Raspberry Ripple' Canberras and anyone who was there over these years I would love to hear from you.
-Again, anyone with time spent either training or doing detachments with a non-RAF Canberra operator.
Last edited by nazca_steve; 2nd Feb 2012 at 21:31.