hadley page herald and f27
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kicking the maxarets
Herod, you are correct, it was Rocket Sox kicking the maxarets but BD was in the galley asking the girls for a cup of tea and a buscuit with his usual "hows you, hows you", and failing to push the isolating pin in.
Result - brake release due to lack of pneumatic pressure - and the wonderful sight of our handlebar moustached hero hanging on to the drag strut with smoke pouring from his shoes as the aeroplane rolled gently back into the catering van.
I have a cartoon somewhere whch I will post if I can find it.
Happy days
Result - brake release due to lack of pneumatic pressure - and the wonderful sight of our handlebar moustached hero hanging on to the drag strut with smoke pouring from his shoes as the aeroplane rolled gently back into the catering van.
I have a cartoon somewhere whch I will post if I can find it.
Happy days
Thanks for that Flightwatch.
Wasaya lost a 748 - CF-FFW - last summer at a place called Sandy Lake, ON. They were hauling fuel, using a 'Honda pump' to pump the fuel out of the aircraft and the pump caught on fire. They still have 3 machines left. For northern fly-in settlements where ground transportation is not available in the summer, the 748 is pretty near indispensable. Here's the accident thread from another board.
Hawker on fire in Sandy Lake.
Here's a nice shot of a First Air (ex Bradley Air Service) Whisperliner on the approach down the fjord at Pangnirtung, Baffin Island.
Wasaya lost a 748 - CF-FFW - last summer at a place called Sandy Lake, ON. They were hauling fuel, using a 'Honda pump' to pump the fuel out of the aircraft and the pump caught on fire. They still have 3 machines left. For northern fly-in settlements where ground transportation is not available in the summer, the 748 is pretty near indispensable. Here's the accident thread from another board.
Hawker on fire in Sandy Lake.
Here's a nice shot of a First Air (ex Bradley Air Service) Whisperliner on the approach down the fjord at Pangnirtung, Baffin Island.
Last edited by pigboat; 16th Nov 2012 at 14:39.
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Never had the pleasure of the Herald, but over 2,000 hours on the F27 and....
Not bad.....Not bad at all.....But just a half decent A/P and much more relaxing it all could have been..... Until just a couple of years ago, we were VFR-ing around North and West Africa ( our choice - rather trust ourselves than ATC ) and would have loved something to make it less tiring.....Other than that, always felt safe in the various F27's I worked on and only a single brown trouser day was an RTO when our nose cowl vanished over the top of the fuselage at 80kts at CMN....Never did find out why, but not too bad for almost 8 years in a 40 something years old airframe with a 90+% on time despatch rate in darkest of dark Africa but where lack of spares could keep us AOG for days if not weeks.....We traded ours for a couple of older ATR's a couple of years ago - expensive experience to say the least.....
As for the 748.....My step-father spent 10 years at Avro in Woodford screwing them together and always said it was was built to last - if only he knew now, 40 years later !! Mind you, he also said that about Shackletons and Vulcans.....
Not bad.....Not bad at all.....But just a half decent A/P and much more relaxing it all could have been..... Until just a couple of years ago, we were VFR-ing around North and West Africa ( our choice - rather trust ourselves than ATC ) and would have loved something to make it less tiring.....Other than that, always felt safe in the various F27's I worked on and only a single brown trouser day was an RTO when our nose cowl vanished over the top of the fuselage at 80kts at CMN....Never did find out why, but not too bad for almost 8 years in a 40 something years old airframe with a 90+% on time despatch rate in darkest of dark Africa but where lack of spares could keep us AOG for days if not weeks.....We traded ours for a couple of older ATR's a couple of years ago - expensive experience to say the least.....
As for the 748.....My step-father spent 10 years at Avro in Woodford screwing them together and always said it was was built to last - if only he knew now, 40 years later !! Mind you, he also said that about Shackletons and Vulcans.....
tornadoken I can't claim to have taken that shot, but I don't know who did. I nicked it from an aviation photo thread on another board. I believe it was taken for the Captain on the airplane that day. That approach can be quite exciting if the winds are high enough.
Here's another pic in a less spectacular setting.
Here's another pic in a less spectacular setting.
Good grief (again)!!
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HPR7 normal checklist Fuel contents table, hard to believe full tanks 3888 Kgs 
with that amount left in the tanks in last machine I flew, I'd feel very uncomfortable.
HPR7 Normal Checklist | Flickr - Photo Sharing!
with that amount left in the tanks in last machine I flew, I'd feel very uncomfortable.HPR7 Normal Checklist | Flickr - Photo Sharing!
Last edited by p1fel; 26th Nov 2012 at 16:35. Reason: Retry photo link
p1fel all I got was the dreaded red X.
That sure wasn't a whole lot of fuel, after 4 hours you must have been looking for a place to land. The F model of the F-27 could carry tons of fuel. Standard with full outboard tanks was 9200 lbs, and depending on how many cells in the wing center section could run as high as 14,000 lbs. In addition, there was a mod, ECP245 if memory serves, that added a bladder tank in each nacelle giving a total of 15,000 lbs of fuel. With that fuel you could carry the three crew and their baggage and that was it. I only know of two machines with this mod, ours and another that was flown by a company in Corsica.
That sure wasn't a whole lot of fuel, after 4 hours you must have been looking for a place to land. The F model of the F-27 could carry tons of fuel. Standard with full outboard tanks was 9200 lbs, and depending on how many cells in the wing center section could run as high as 14,000 lbs. In addition, there was a mod, ECP245 if memory serves, that added a bladder tank in each nacelle giving a total of 15,000 lbs of fuel. With that fuel you could carry the three crew and their baggage and that was it. I only know of two machines with this mod, ours and another that was flown by a company in Corsica.
I was a teenage enthusiast at Leeds in the mid seventies.
Air Anglia F27s passed through morning and evening on the NWI/LBA/EDI/ABZ bus stop service. From around 75 they took over the Amsterdam route from BA and upped the frequency from three rotations a week to twice daily. The AMS aircraft was stationed at Leeds and was notionally idle between the am and pm rotations. It was however used for crew training so it would either be round the circuit, practising the NDB/ILS procedural approach or on a longer sector to another base. One pilot, I assume the trainer had a very distinctive clipped accent and a tendency to refer to the QFE as 'the fox-echo'.
Must have been June 76 start of the long hot summer, only time I've seen an airliner nearly come to grief. Cannot remember the airframe - there were about five at the time. Departure from 33 and just airborne one of the engines was cut - you could hear it run down. Now whether the trainee messed up or whether, as some said doing engine out practice in the prevailing OAT was foolhardy, I don't know but the aircraft crossed the threshold level and then sank gently until almost disappearing below trees by Yeadon cem. The crash alarm was sounded just as recovery was achieved and the a/c climbed away.
None of us present had a radio so not able to glean anything from that. Nothing ever reported either.
And on another AQ related note here's a picture of an unusual type livery combo:
Handley Page HPR.7 Herald 214, G-ASVO, Air Anglia
G ASVO was wet leased from BMA in spring 75 to cover an F27 overhaul.
Air Anglia F27s passed through morning and evening on the NWI/LBA/EDI/ABZ bus stop service. From around 75 they took over the Amsterdam route from BA and upped the frequency from three rotations a week to twice daily. The AMS aircraft was stationed at Leeds and was notionally idle between the am and pm rotations. It was however used for crew training so it would either be round the circuit, practising the NDB/ILS procedural approach or on a longer sector to another base. One pilot, I assume the trainer had a very distinctive clipped accent and a tendency to refer to the QFE as 'the fox-echo'.
Must have been June 76 start of the long hot summer, only time I've seen an airliner nearly come to grief. Cannot remember the airframe - there were about five at the time. Departure from 33 and just airborne one of the engines was cut - you could hear it run down. Now whether the trainee messed up or whether, as some said doing engine out practice in the prevailing OAT was foolhardy, I don't know but the aircraft crossed the threshold level and then sank gently until almost disappearing below trees by Yeadon cem. The crash alarm was sounded just as recovery was achieved and the a/c climbed away.
None of us present had a radio so not able to glean anything from that. Nothing ever reported either.
And on another AQ related note here's a picture of an unusual type livery combo:
Handley Page HPR.7 Herald 214, G-ASVO, Air Anglia
G ASVO was wet leased from BMA in spring 75 to cover an F27 overhaul.
Last edited by Airbanda; 1st Dec 2012 at 15:08.
"Mildly" Eccentric Stardriver
Airbanda, that picture has got to be a one-off. Never knew AA operated the Herald, even on lease. I was based at LBA from the end of '80 to the end of
'91, F27, Shorts 3-60 (thankfully only for a short time), BAe 146. The engine-out procedure off 33 in the F27 was a turn down the valley, leaving the tarn on the left and going over the cemetery. No way were you going to clear the Chevin. Thankfully never had to do it for real, as it could have been interesting, especially in our -100 G-SPUD/G-BLFJ.
'91, F27, Shorts 3-60 (thankfully only for a short time), BAe 146. The engine-out procedure off 33 in the F27 was a turn down the valley, leaving the tarn on the left and going over the cemetery. No way were you going to clear the Chevin. Thankfully never had to do it for real, as it could have been interesting, especially in our -100 G-SPUD/G-BLFJ.
Airbanda - I too grew up around LBA in the late 70's/early 80's and remember with fondness the Air Anglia F-27s and the (seasonal?) BIA Heralds to the IOM.
One moment of drama I can recall is a fairly close 'near miss' between an A.A. F-27 and a Cessna150 in the circuit. I watched the F-27 departing on R33 from the open viewing area to the right of the terminal. Takeoff was normal until airborne but after the gear was raised the pilot flying seemed to keep the nose very low and not gain any height at all - crossing the Harrogate road perhaps 50ft or so above the approach lighting. It was only then that I noticed the C150 flying across it's path perhaps a couple of hundred feet above at most - after having apparently turned RIGHT from a R28 departure. Presumably this was a student pilot c*ck-p in the C150, having turned right instead of the more usual left hand circuit from R28.
One moment of drama I can recall is a fairly close 'near miss' between an A.A. F-27 and a Cessna150 in the circuit. I watched the F-27 departing on R33 from the open viewing area to the right of the terminal. Takeoff was normal until airborne but after the gear was raised the pilot flying seemed to keep the nose very low and not gain any height at all - crossing the Harrogate road perhaps 50ft or so above the approach lighting. It was only then that I noticed the C150 flying across it's path perhaps a couple of hundred feet above at most - after having apparently turned RIGHT from a R28 departure. Presumably this was a student pilot c*ck-p in the C150, having turned right instead of the more usual left hand circuit from R28.
Death Cruiser Flight Crew
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A good proportion of my initial line training with BAF in March 1976 was on G-BCWE, which was on wet lease to Air Anglia, flying Leeds-Amsterdam. It wasn't a total wet lease, because we had an Air Anglia stewardess teamed up with us for the week, the sole cabin crew member. (BAF always operated with two stewardesses on the fifty seat Herald.)
The superior performance of the F27 was amply demonstrated one evening when the Air Anglia Fokker took off behind us out of Schiphol, and proceeded to outclimb and overtake us, on its way to Newcastle - or was it Edinburgh? But hey-ho, I'd finally broken the magic 5,700kg barrier, and I had an aircraft with gas turbines, AC electrics, and pressurisation - of a sort - ARB (General) for the passing of!
BAF eventually acquired the British Midland Herald G-ASVO, and I got to know this aircraft very well on the Gulf-Air wet lease in Bahrain in the spring of 1977, until it was replaced by G-BAVX for the last few weeks of the contract.
The superior performance of the F27 was amply demonstrated one evening when the Air Anglia Fokker took off behind us out of Schiphol, and proceeded to outclimb and overtake us, on its way to Newcastle - or was it Edinburgh? But hey-ho, I'd finally broken the magic 5,700kg barrier, and I had an aircraft with gas turbines, AC electrics, and pressurisation - of a sort - ARB (General) for the passing of!
BAF eventually acquired the British Midland Herald G-ASVO, and I got to know this aircraft very well on the Gulf-Air wet lease in Bahrain in the spring of 1977, until it was replaced by G-BAVX for the last few weeks of the contract.
Last edited by Georgeablelovehowindia; 1st Dec 2012 at 22:30.
One moment of drama I can recall is a fairly close 'near miss' between an A.A. F-27 and a Cessna150 in the circuit.
Charley Pride and band survive mid air collision that killed two.
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G-CEAS
Taken in June 1992 following a major overhaul at Exeter, freight conversion carried out together with upgrade in avionics and improved electical systems, ( static inverters ), originally operated by Sadia, went on to BAF and BIA as G-BEBB, following service with Janus at Lydd became semi derelict for several years before operating with Channel Express.
br om15
Last edited by om15; 2nd Dec 2012 at 10:19.
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F27-400
HZ-KA8 operating from Batha Strip in Saudia Arabia, photo taken in Oct 1996, the aircraft had a military strenthened frieght floor and operated around the Empty Quarter in a combi config carrying mixed cargo, construction workers and equipment.
Suffered from sand erosion of the engine compressors due to the environment, but other than that was extremely reliable, operated for several years with an annual visit to Exeter for maintenance.
