Hastings IRIS III in Malaysia 1969 ?
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Hastings IRIS III in Malaysia 1969 ?
The IRIS III Hastings WJ338 visited Malaysia in April-May 1969 for "Have Garden" trials with the RN, having previously received an (unspecified) radio fit for the occasion. I wonder if any forum members might know what the "Have Garden" trials would have involved ? A Google suggests there was a US "Have Garden" project, apparently connected with an assessment of the MiG-21 engine, but that doesn't seem to fit the bill for the Hastings task.
I cannot help with what 'Have Garden' might have been but I do have on record that WJ338 made its last flight from RAF Watton to Pershore on the 22nd of January 1969. It was Struck off Charge on the 4th of July 1969. So some special mission during April-May fits.
Moved by road from Pershore to the RAF Fire School at Catterick early-mid 70's , the majority being burnt but some sections went to Salisbury Plain to be used as targets .
"Have Garden" was an terrorist/insurgent camp fire detection trial, using a detector to sniff the smoke.
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Thanks for all the replies. The sniffer (derived from Autolycus) was apparently positioned in a compartment behind the cockpit (first round window on port side). Can anyone tell me what that compartment would have been used for in a regular Hastings ?
Am I right in thinking that in those days some aircraft were actually flown into there ?
Red,the W/OP was seated behind the Captain(lhs),with the engineer on the right behind the co-pilot.Both engineer and W/OP faced aft; the Navigator was seated further aft of the w/op facing port..However,I only flew in Hastings from AAEE,and have seen photos,probably from other Commands/Research bases that have completely different layouts,as there would be no need to carry pax or freight..There is on a lot of Hastings photos ,what seems to be a long angled `tube`,underneath the w/op`s position,protruding under the fuselage..It was used for the `trailing` HF Aerial,and not a `p` tube outlet..Part of pre-landing check was for the w/op to check the aerial was wound in,otherwise ……!
DRUK,I would be amazed if as suggested that the aircraft arrived by road,then re-assembled then left as in the photos.A lot of aircraft were given a `oneway-in` final flight to Catterick,think it may have been about 1000yds long...
DRUK,I would be amazed if as suggested that the aircraft arrived by road,then re-assembled then left as in the photos.A lot of aircraft were given a `oneway-in` final flight to Catterick,think it may have been about 1000yds long...
Part of pre-landing check was for the w/op to check the aerial was wound in,otherwise ……!
...7/6 deducted from pay (one left on the scarp ridge above Salalah (!)) plus (of course) a bollocking or (apochryphal, I hope), a severed cow on the slopes of Swanton Morley!. The 7/6 (seven shillings and 6 pence) was the cost of the lead weights on the end of the aerial.
...7/6 deducted from pay (one left on the scarp ridge above Salalah (!)) plus (of course) a bollocking or (apochryphal, I hope), a severed cow on the slopes of Swanton Morley!. The 7/6 (seven shillings and 6 pence) was the cost of the lead weights on the end of the aerial.
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IIRC the last fixed wing traffic into the fire college at Catterick were the three Vulcans in 1982. Fixed wing tugs were occasional visitors to the VGS until it moved to Topcliffe.
Red,
Walk forward from the cabin into the 'flight deck'. First compartment on the right (stbd) was the galley. First compartment on the left was the crew rest area.
Immediately behind the Captain facing aft was the Wop. Immediately behind the Co-pilot was the navigator, facing forward and behind him, facing aft was the flight engineer. Between the nav and the engineer was the first of the windows.
Walk forward from the cabin into the 'flight deck'. First compartment on the right (stbd) was the galley. First compartment on the left was the crew rest area.
Immediately behind the Captain facing aft was the Wop. Immediately behind the Co-pilot was the navigator, facing forward and behind him, facing aft was the flight engineer. Between the nav and the engineer was the first of the windows.
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I understood that the IRIS aircraft operated by RAF Signals Command, carried out calibration of instruments and communications systems on RAF airfields. Here is at Changi in November 1961, presumably in that role. I think she made an annual visit?
Signals Command Hastings WJ338 'Iris III' at Changi November 1961.
David
david taylor images ......look for the 'Aviation' gallery for the Singapore images.
Signals Command Hastings WJ338 'Iris III' at Changi November 1961.
David
david taylor images ......look for the 'Aviation' gallery for the Singapore images.
[QUOTE=There is on a lot of Hastings photos ,what seems to be a long angled `tube`,underneath the w/op`s position,protruding under the fuselage..It was used for the `trailing` HF Aerial,and not a `p` tube outlet..Part of pre-landing check was for the w/op to check the aerial was wound in,otherwise ……!
[/QUOTE]
In the 1980s,there was a piece of airspace over the North Sea,which was designated as 'Trailing Wire Area Mike',which IIRC,when active ,precluded the relevant levels from use by aircraft on air route UR4. Does this still exist ?
[/QUOTE]
In the 1980s,there was a piece of airspace over the North Sea,which was designated as 'Trailing Wire Area Mike',which IIRC,when active ,precluded the relevant levels from use by aircraft on air route UR4. Does this still exist ?
