A.S.T. Perth (Scone) 1966
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I'm expecting to see Donal Foley here at Perth in a few weeks. He is a regular visitor. I'm sure he would like to see the photos. Nostalgia brings him all the way from Southern Ireland to fly the club Eurostar.
I still get the occasional call on A/G from Singapore 26 high up in the flight levels. Sorry I've forgotten the name. Sean Tempra (Emirates) was also a recent visitor.
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Course 30 (1965 - 1966)
Course 30 would have started around August 1965 and seems to have been largely, if not completely, sponsored by Cambrian Airways (later merged with BEA). Possible exceptions are Williams and Singh?
Bob Thursby, Peter Harrison, Brian Samson, Roger Whitlam,
Ken Winter, Hamish(?) Grant, Brian(?) Williams, Tony Hanson, J.P. Singh.
The last of the students completed his I/R around January 1967.
Bob Thursby, Peter Harrison, Brian Samson, Roger Whitlam,
Ken Winter, Hamish(?) Grant, Brian(?) Williams, Tony Hanson, J.P. Singh.
The last of the students completed his I/R around January 1967.
Last edited by Chris Scott; 18th Oct 2018 at 14:43. Reason: Roger Whitlam's first name corrected, courtesy of Manoir.
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IMAGE PROBLEM
Could someone with experience of posting both monochrome and colour images please tell me (by PM, perhaps) why I'm getting a blue background when I import an image with a white background? Can this be corrected, perhaps at the import stage of the process? It makes all white objects in the images pale blue.
I'm trying to post black-and-white pictures, not black-and-blue ones...
Thanks in advance,
Chris
I'm trying to post black-and-white pictures, not black-and-blue ones...
Thanks in advance,
Chris
Last edited by Chris Scott; 13th Jan 2016 at 09:50.
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Course 30
Nice to see this photo Top row Bob Thursby BA737 {we take ale together every Thursday, Pete Harrison Jersey lad,did most of the work in rebuilding a DH Rapide
BA not sure on which fleet he retired, Brian Samson,left and went to the Gulf[Gulf Air?] Roger Whitlam Ba 757/767,
Bottom row Ken Winter Ba747, Hamish Grant BA757/767,Brian Williams left Cambrian After a very short time, Tony Hanson Ba747
BA not sure on which fleet he retired, Brian Samson,left and went to the Gulf[Gulf Air?] Roger Whitlam Ba 757/767,
Bottom row Ken Winter Ba747, Hamish Grant BA757/767,Brian Williams left Cambrian After a very short time, Tony Hanson Ba747
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Yes Terry, give the self-effacing Bob Thursby my regards. I once safety-piloted for him (16/6/66, C150 G-ATEG), and I remember him saying modestly that instrument flying would be a lot easier without the third dimension!
Ken Winter much improved that beard and - after Cambrian merged into BA (1974), perhaps partly to retain his command - spent some years continuing to fly Viscounts around the Highlands and Islands. Around 1978 - 1980 I met him when I had a day off in Glasgow, and he took me to Benbecula and back on the jump seat. Not sure if a non-employee would be permitted to do that today...
Their chief pilot, he told me, had ordained that they should fly VFR as much as possible, so most of the route was flown at around 1000 ft agl/amsl. On the way back, we flew past the mouth of Fingal's Cave. Unfortunately, I didn't carry a camera to work in those days.
So whatever lured Brian Williams away from Cambrian: Biafra?
Ken Winter much improved that beard and - after Cambrian merged into BA (1974), perhaps partly to retain his command - spent some years continuing to fly Viscounts around the Highlands and Islands. Around 1978 - 1980 I met him when I had a day off in Glasgow, and he took me to Benbecula and back on the jump seat. Not sure if a non-employee would be permitted to do that today...
Their chief pilot, he told me, had ordained that they should fly VFR as much as possible, so most of the route was flown at around 1000 ft agl/amsl. On the way back, we flew past the mouth of Fingal's Cave. Unfortunately, I didn't carry a camera to work in those days.So whatever lured Brian Williams away from Cambrian: Biafra?
Last edited by Chris Scott; 15th Jan 2016 at 16:54. Reason: Cambrian merger corrected.
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AST Chipmunk
Chipmunk in Hangar
This was probably taken in April 1967. I never flew an AST Chipmunk but it was the machine to be photographed with! Looks like 'LO' (G-APLO?).I cannot remember who took the picture. Perhaps a former student who is reading this?
Last edited by Manoir; 14th Jan 2019 at 15:11. Reason: Add dialogue
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Dyce (Dec 1966?)
Dyce (3 x 150s)
Dyce No 3
The qualifying cross-country for the GFT required that you land 'away'. In December 1966, Kevin Webb and myself along with another Course 33 student flew to Aberdeen (Dyce). The third student was the one who took the photo. (Possibly Nicky McDonnell).
Last edited by Manoir; 14th Jan 2019 at 15:09.
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mcdhu, Ian, I have a photo I took of you beside a C150 and one someone (possibly you) took of me. I would post them but I seem to be not permitted to post attachments on this forum. Don't know why ...... anyway, I'm impressed by your powers of recall. Was Richardson the guy who rode about on a motor scooter wearing an RAF bone dome which had the legend "Haggis" written on it ? However, I think there may have been seven to begin with. ...... the six you've identified plus the Sea Cadet. He wasn't Richardson, he wasn't the man with mini-bus and he wasn't the guy who left early ?
Happy Days !
Chris
Happy Days !
Chris
Thread Starter
IR flying and CPL X/C
Hi Manoir (John),
I guess that when the photo of the Chipmunk was taken you might have been starting your Instrument Rating course, flying the Cessna 310? If so, you'll remember the problem for procedural stuff was that the 2000-foot wind rarely fell below 40 - 50 kt in that spring of 1967 - generally from the west. It made an ILS on Rwy 13 at Turnhouse - that aerodrome's only ILS in those days - particularly challenging, and even one on Rwy 31 at Prestwick. ADF approaches were rather more tricky! 25 degrees of drift was common, and rough with it. The absence of any DME made all ETAs a lottery, based on the forecast wind. The same applied to holding patterns, which were supposed to be completed in precisely 4 minutes in those days; meaning the timing of the outbound leg and the tripling of the drift were critical.
So three C150s flew to Dyce "in loose formation" for the solo pilots to perform their qualifying CPL X/Cs? Which one did the navigation?
I guess that when the photo of the Chipmunk was taken you might have been starting your Instrument Rating course, flying the Cessna 310? If so, you'll remember the problem for procedural stuff was that the 2000-foot wind rarely fell below 40 - 50 kt in that spring of 1967 - generally from the west. It made an ILS on Rwy 13 at Turnhouse - that aerodrome's only ILS in those days - particularly challenging, and even one on Rwy 31 at Prestwick. ADF approaches were rather more tricky! 25 degrees of drift was common, and rough with it. The absence of any DME made all ETAs a lottery, based on the forecast wind. The same applied to holding patterns, which were supposed to be completed in precisely 4 minutes in those days; meaning the timing of the outbound leg and the tripling of the drift were critical.
So three C150s flew to Dyce "in loose formation" for the solo pilots to perform their qualifying CPL X/Cs? Which one did the navigation?
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CPL X/C
Ah the memories, The day of the cpl X/C about 8 or 9 were rostered on the same day The route Perth Aberdeen Inverness Perth I was about number 2 or 3 On arrival at Inverness The refuel small truck arrived with a small hand pump.The refueling guy asked did I need fuel ,I said yes ,so he started to hand pump just about finished with my aircraft when he looked up and seeing a number of aircraft on final. Will they all require fuel ?when I answered yes, he left with not a happy look on his face
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Spring 1965
Hi KayKay and mcdhu,
Presumably your messing would have been at the Aero Club, but you might have bumped into CPL/IR guys on Courses 27 or earlier? I've already posted the course photo with names for 27. Have also got photos for courses 25 and 26, but with hardly any names (see below). All these courses were probably messing in the school.
Remaining students on Courses 23 and 24, however, would mainly have gained their CPLs by your time, and perhaps been promoted to the Aero Club for messing. The only name I recall from that period is Dave Runnalls (BUA-sponsored).
Courses 25 and 26
In Course 26, back row are John Duncan (left) and Dick Linton (2nd from right). 4th from left in front row may be John Fairclough, but I'm not sure. All those 3 were BUA-sponsored, as was another guy from that period: Barry Jackson (probably course 27, although I can't find him in a course photo). BUA-sponsored students are very much in a minority in Course 26, and I don't know who the sponsors were. Perhaps someone can help?
Presumably your messing would have been at the Aero Club, but you might have bumped into CPL/IR guys on Courses 27 or earlier? I've already posted the course photo with names for 27. Have also got photos for courses 25 and 26, but with hardly any names (see below). All these courses were probably messing in the school.
Remaining students on Courses 23 and 24, however, would mainly have gained their CPLs by your time, and perhaps been promoted to the Aero Club for messing. The only name I recall from that period is Dave Runnalls (BUA-sponsored).
Courses 25 and 26
In Course 26, back row are John Duncan (left) and Dick Linton (2nd from right). 4th from left in front row may be John Fairclough, but I'm not sure. All those 3 were BUA-sponsored, as was another guy from that period: Barry Jackson (probably course 27, although I can't find him in a course photo). BUA-sponsored students are very much in a minority in Course 26, and I don't know who the sponsors were. Perhaps someone can help?
Last edited by Chris Scott; 1st Jan 2019 at 19:34. Reason: Reinstating the twin photo of courses 25 & 26 (extract from college magazine)
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X/C and I/R
A good challenge Chris! - 'Sequenced Flights' might have been the more accurate terminology. Take-offs from Scone were at intervals (5 mins?) and it was an exercise in individual navigation skills. This picture was also taken at Dyce on the same day. CSman's recall of the disgruntled refueller was a good excuse to use it.
Last edited by Manoir; 16th Jan 2016 at 09:28.
Thread Starter
Looks to have been a rather dull December day, John?
For my CPL X/C in September the wx was a bit brighter. I was allocated G-APXY: probably our oldest C150 and a bit of a dog. Like CSman later, it was Perth/Dalcross/Perth with a landing at Dyce on the outbound sector only. My logbook records the Perth/Dyce and Dyce/Dalcross legs separately, but with the same arrival and departure time at Dyce, so it was either a roller or a landing and once around the perimeter track. On the next leg, after the turning point at Peterhead, parts of the route ran close to bits of main roads such as the A96. Heading into wind, it was evident that I was only just keeping pace with the faster vehicles at my TAS of 100 mph (86 kt). (Different story on the way back...) This coastal route obviously passed close to the south of RNAS Lossiemouth and RAF Kinloss, but IIRC all was quiet. After an indifferent landing and a 45-minute turnround at Dalcross - to refuel and visit AIS to file a flight-plan - the return sector took 2:20. It was my first and (so far) last visit to Inverness.
For my CPL X/C in September the wx was a bit brighter. I was allocated G-APXY: probably our oldest C150 and a bit of a dog. Like CSman later, it was Perth/Dalcross/Perth with a landing at Dyce on the outbound sector only. My logbook records the Perth/Dyce and Dyce/Dalcross legs separately, but with the same arrival and departure time at Dyce, so it was either a roller or a landing and once around the perimeter track. On the next leg, after the turning point at Peterhead, parts of the route ran close to bits of main roads such as the A96. Heading into wind, it was evident that I was only just keeping pace with the faster vehicles at my TAS of 100 mph (86 kt). (Different story on the way back...) This coastal route obviously passed close to the south of RNAS Lossiemouth and RAF Kinloss, but IIRC all was quiet. After an indifferent landing and a 45-minute turnround at Dalcross - to refuel and visit AIS to file a flight-plan - the return sector took 2:20. It was my first and (so far) last visit to Inverness.
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Dyce Photo
G-ATNK, the second of the three 150s in the photo had a swept fin and other modifications such as variable flap selection, if I remember correctly.
AST started to take delivery of the new series that year (1966).
AST started to take delivery of the new series that year (1966).
Thread Starter
Yes John, and the other big difference was that the newer Cessna 150 models had/have quarter and aft-facing windows, which are a good safety feature when, for example, you are doing steep, clearing turns prior to stalling or spinning exercises. Other main changes from the 150Bs (such as the pictured G-ARSB) and 150As were electric flaps without position-detents (instead of manual with handle-detents) and, as you say, swept fins.
You are right, I think, that these new, Rheims-built models started to arrive early in 1966, just after I did, and they represented a big expansion to the fleet. The first may have been G-ATAT, which my logbook records as a 150E. G-ATNK is apparently a 150F, but I don't remember the difference.
You are right, I think, that these new, Rheims-built models started to arrive early in 1966, just after I did, and they represented a big expansion to the fleet. The first may have been G-ATAT, which my logbook records as a 150E. G-ATNK is apparently a 150F, but I don't remember the difference.
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AST 2011
Spitfire Avenue resize
Perth Airport Roadsign resize
The road sign on the A94. This was taken in January 2011 while on a 'Memory Lane' trip to Perth. Plus Spitfire Avenue as it looks today.
Perth Airport is now a Business Park incorporating, among others, the Scottish Flying Club.
DONT OVERFIL: Pass on my best wishes to Donal Foley when you see him...'Up Cork' !
Last edited by Manoir; 15th Jan 2019 at 08:48. Reason: Delete reference to second pic
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Hi Chris Scott re your#71. I recall meeting some of the guys on the CPL courses in the snooker room (April 1965). One I spoke to a few times was sponsored by Aer Lingus but sorry I don't recall any names.
You are right, I think, that these new, Rheims-built models started to arrive early in 1966, just after I did, and they represented a big expansion to the fleet. The first may have been G-ATAT, which my logbook records as a 150E. G-ATNK is apparently a 150F, but I don't remember the difference.
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AST 2011
Spitfire Avenue resize
The approach road at AST, now called 'Spitfire Avenue'.
'Nugent Drive' is first on the right. The Control Tower is just visible at the top.
Last edited by Manoir; 15th Jan 2019 at 08:47. Reason: Resized image
