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Around The World @ 90 Kts
A friend of mine, 'Charlie DeHavilland', who lives in Hatfield, Hertfordshire, but keeps his Chippy in California (odd that! ;)) has been posting daily installments on FaceBook commemorating the flight around the world by two RAF Chipmunks in 1997 - Exercise Northern Venture.
Charlie has a particular interest in this epic flight, because he owns WP833, one of the two Chipmunks that flew around the world. I felt his posts deserved a wider audience and so with his permission, I am going to re-post them here. The only things I will add are maps from gcmap.com and calculated average speeds. Charlie started posting on 20 May and in his daily posts, the Chippies have reached Alaska, so I have a bit of catching up to do! Around The World @ 90 Kts ATW: 1997-05-20 As the Beatles once sang: “It was twenty years ago today …” – and it was twenty years ago today that two Chipmunks embarked on a global circumnavigation, Around The World, eastbound in the northern hemisphere. Three bold Royal Air Force pilots, Squadron Leaders Tony Cowan, Ced Hughes and Bill Purchase, set off on ‘Exercise Northern Venture’ with two DHC-1 Chipmunk T.10s, accompanied throughout by two almost-as-bold chaps, Flying Officer Tony Severs and Mr. Dave Gill (only ‘almost-as-bold’ because they had two engines on their BN-2 Islander support ship!). Others accompanied them from time to time, as will be recorded. The purpose of Northern Venture was to celebrate the 50th anniversary of the Chipmunk, and maybe forge a new GA route to North America across the Russian Federation – let me know how successful you think that has been! I thought I might ‘post-blog’ this trip by providing a (brief) daily update so as to relate the tale of these three pilots and their support team who took on more discomfort than most of us would care to suffer (You think only two hours in a Chippie cockpit is a long time? – You want hot running water in your shower?? You want to eat regular meals???) to make a journey which will never be repeated and which set a number of unofficial records for that wonderful aeroplane which we all love to see and fly (no, not the Islander, though that too is a great plane, which passed its own 50th anniversary in 2016). Btw, the Chippie’s 50th was of course in 1996, but nature intervened that year and the Exercise had to ‘RTB’ having only reached Moscow. Thanks to the persuasive efforts of those involved in the ’96 venture, a second attempt was organized, and succeeded, in 1997. Disclaimer: anything published herein and hereafter in connection with the ATW exercise is of my own editorship, selection and phrasing, and is not endorsed by anyone actually involved with the event (just to keep their reputations intact). The first day's flying: Cranwell (EGYD - GB) – London City (EGLC - GB): 125nm; 1h30; Hughes (Lead - 962) / Purchase (#2 - 833) London City (GB) – Manston (EGMH - GB): 50nm; 0h45; Cowan (962) / Purchase (833) Manston (GB) – Munster (EDDG - DE): 255nm; 2h40; Purchase (833) / Cowan (962) Here’s the ‘polar’ view of the route. Looks a bit like a squidged Africa, doesn’t it? http://i30.photobucket.com/albums/c3...psa12ozdy5.png The blue ‘you are here’ is actually WP833’s present position. If you want to put the whole trip into ForeFlight or your preferred aviators’ app, copy this: EGYD EGLC EGMH EDDG EDDB EPWA EYVI ULOO UUEE UWKD 55.7875N/49.1953E UWKD USCC UNOO UNEE UNKM UNKS UIBB UIKK UERL UEEE 63.2430N/143.1730E UESU UESS UHMK UHMA UHMD PAOM PAGA PAEI PAOR CYXY CYQH CBF8 CYYE CYMM CYPA CYWG CYQT CYAM CYZD CYRO CYBG CYZV CYYR CZUM CYKL CYVP CYFB CYVM BGSF BGGH BGBW BGKK BIKF BIEG EKVG EGQK EGQL EGVA EGYW EGYD Last minute preparations at Cranwell on 1997-05-19 - Ced Hughes (nearest) closes-up WP962 while Bill Purchase tends to 833, and the Red Arrows provide a backdrop. http://i30.photobucket.com/albums/c3...psusjcyyzu.png Cranwell departure, 1997-05-20: Air Commodore Jon Ford, Commandant Air Cadets, and Bill Purchase share a last-minute laugh – the joke is, allegedly, “Check lipstick”. http://i30.photobucket.com/albums/c3...psflh0qxco.png The big send-off at EGLC. From here the flight headed down the Thames to Manston, where the crews consolidated everything, took a breath, and then set forth in earnest. http://i30.photobucket.com/albums/c3...ps8cxc6nm6.png ‘Scrambled egg’ and luminaries on the pan at EGLC. Not really a great shot, except for the additional opportunity to go ‘Aahhhhh, de Havilland’!! http://i30.photobucket.com/albums/c3...psgdt59rop.png Three RAF Chipmunk pilots outside the Hotel Zur Post, Munster (DE). They were accompanied by Air Training Corp Cadet Warrant Officer Steve Kirtley (leftmost) and Tony Severs (Islander pilot, and incidentally the only pilot in the team who actually flew the WHOLE way Around The World - rightmost). Also accompanying them was Corporal Steve Spencer, photographer and presumably the man behind this photo. Dave Gill must have been inside, buying the beer! http://i30.photobucket.com/albums/c3...psvdc57jee.png Day 1: EGYD-EGLC-EGMH-EDDG 430 nm, 4.92 hrs, GS 87 kts. Cumulative 430 nm, 4.92 hrs, Average GS 87 kts. Note: The distances are from Charlie's post. They don't always agree with the gcmap distances. http://i30.photobucket.com/albums/c3...psew3noezg.png |
Day 2 - 1997-05-21
ATW Retro-blog (purely for Chris's benefit): 1997-05-21
Munster (DE) – Berlin Schönefeld (EDDB – DE) 233nm; 2h20; Cowan (962) / Hughes (833) Delayed by WX until the afternoon, so just a hop to Schönefeld. A largely uneventful day, apart from their wx briefing that morning which was, allegedly, conducted by the most flamboyant meteorologist of the whole ‘Around The World’ trip: silver nail polish, long bouffant hairdo, earrings, gorgeous blouse and shining silk trousers rounded-off with chunky high heels. The overall image was somewhat tarnished by the fact that, having been on duty overnight, HE was badly in need of a shave! [Hey, I'm not making this up!] http://i30.photobucket.com/albums/c3...pswvj1vsms.png Day 2: EDDG-EDDB 233 nm, 2.33 hrs, GS 100 kts. Cumulative 663 nm, 7.25 hrs, Average GS 91 kts. http://i30.photobucket.com/albums/c3...pstuo1zt2h.png |
Was fortunate to meet Tony Cownan shortly after this epic event when he was still with 5 AEF and I was sorting the paperwork to place one of the Chippies in the RAFM. He was kind enough to present me with a signed copy of the book about the flight. Happy days.
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I42 - keep this going, please.
I'm starting to think every Chipmunk person in the whole world knows "Charlie"... |
I am with Dora-9, keep feeding us more stories!
At 90 kts at least you wouldn't get jet lag, but being a DH product you would get a wet backside or feet or a combination of both and the heater would fail on the coldest sector! |
Ced taught me to fly the Chippy as a staff cadet, then let me fly cadets as a qualified RAF pilot, Tony Cowan let me scare him from the back seat, Bill let me fly his Grob and Sevs taught me to fly the Wessex. Bill's ac is on the RCAF museum in Trenton Canada. I've flown all the Northern Venture Chippies. If I ever have the dosh, I'd love a Chippie
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Day 3: 1997-05-22
ATW Retro-blog: 1997-05-22
Grounded at Berlin due low OVC & RA. Chipmunks kept dry in a Lufthansa Technik hangar. Sadly ironic, since this was the Chipmunk’s birthday, the venture's raison d'etre. Ziemlich beschißen! |
Day 4: 1997-05-23
ATW Retro-blog: 1997-05-23
Schönefeld (DE) – Warsaw (EPWA – PL) 283nm; 3h25; Hughes (833) / Purchase (962) Rain and low vis initially - not off until just after mid-day. WP962 giving cause for concern as its oil pressure fluctuated between 40 and 60 psi (Vicar - take note!!). This was Cadet Warrant Officer Stephen Kirtley's final leg before returning to the UK, so he was given the right seat of the Islander and allowed to practice his flying skills. Polish beer was given top marks. Sunshine at last, at Warsaw http://i30.photobucket.com/albums/c3...psapabjnxq.png Day 4: EDDB-EPWA 283 nm, 3.42 hrs, GS 83 kts. Cumulative 946 nm, 10.67 hrs, Average GS 89 kts. http://i30.photobucket.com/albums/c3...pskmz6s8dk.png |
Day 5: 1997-05-24
ATW Retro-blog: 1997-05-24
A planned non-flying day. Attempts to get out the following day were thwarted by bureaucrats who couldn’t possibly bring forward the scheduled transit through Lithuanian airspace, so nothing was going to happen until Monday 26th. This gave Dave Gill the opportunity to address the oil problem on ’962, replacing the oil relief valve, which was found to be badly scored and corroded. ’833 gets TLC from DG. http://i30.photobucket.com/albums/c3...psvhumvkg0.png |
Day 6: 1997-05-25
ATW Retro-blog: 1997-05-25
Stuck in Warsaw, so why not go sightseeing? Old Town Market Place, Warsaw, completely rebuilt after WWII. http://i30.photobucket.com/albums/c3...psd40cspzo.png Warsaw War Memorial and 24-hour guard. http://i30.photobucket.com/albums/c3...ps5wivcvvs.png |
Day 7: 1997-05-26
ATW Retro-blog: 1997-05-26
Warsaw (PL) – Vilnius (EYVI – LT) 235nm; 2h25; Purchase (833) / Hughes (962) Vilnius (LT) – Pskov (ULOO – RU) 230nm; 2h20; Cowan (962) / Hughes (833) The usual administrative hassles in Vilnius. On arrival at Pskov, RU customs functions were perfunctory and no entry forms were completed (file this for future reference). The Russian Air Force had furnished a ‘navigator’, one Major Yuri Vostroknukov, who got a surprise to find the support ship was a BN-2, having equipped himself with baggage for a C-130. Most of that got left behind! The team also discovered the common eastern bloc practice of showing hotel prices in US$, expecting to be paid in roubles, and charging at least double for non-Russians, in addition to it typically requiring three people to (1) make a booking, (2) make payment and (3) receive a room key. Facilities were ‘acceptable’. Pskov airfield http://i30.photobucket.com/albums/c3...psptztemex.png Maj. Yuri Vostroknukov – lying on one of the Chipmunk canopy covers!! http://i30.photobucket.com/albums/c3...pskn9kkbqg.png Day 7: EPWA-EYVI-ULOO 465 nm, 4.75 hrs, GS 98 kts. Cumulative 1411 nm, 15.42 hrs, Average GS 92 kts. http://i30.photobucket.com/albums/c3...ps2tz1dyak.png |
Day 8: 1997-05-27
ATW Retro-blog: 1997-05-27
Pskov (RU) – Moscow Sheremetyevo (UUEE – RU) 360nm; 4h05; Hughes (833) / Purchase (962) Procedural conflict to start with: ATC insisted the aircraft fly at 3,300m altitude along airways; aircrew insisting they could not do that, having no oxygen and the aircraft not being equipped to follow airways. The compromise was to fly ‘as high as possible’ and report “Level 3,300m”. - and remain clear of cloud. Fueling and settling bills took an age and they finally departed 5 hours after arriving at the airport. Such practices were to be the norm across Russia. ATC insisted on vectoring the flight some 30 miles off course and then towards Sheremetyevo for a close base and landing, in between commercial traffic. Met by the British Air Attaché who had four 25 litre drums of oil , to be stowed in the Islander, for consumption by the Chipmunks. Unusual visitors at the Sheremetyevo Business Terminal http://i30.photobucket.com/albums/c3...psl5zwhiwk.png Islander and a Tu-154 [a jump-seat ride on which is quite an experience, trust me!] http://i30.photobucket.com/albums/c3...ps4ornkjzd.png Day 8: ULOO-UUEE 360 nm, 4.08 hrs, GS 88 kts. Cumulative 1771 nm, 19.5 hrs, Average GS 91 kts. http://i30.photobucket.com/albums/c3...ps2wyiqwnm.png |
Day 9: 1997-05-28
ATW Retro-blog: 1997-05-28
A day frustrated by bureaucracy, described by one team member as “swimming in treacle”. A route had been ‘selected’ for them in advance – no matter that it didn’t include anywhere with Avgas available! Repeat of the previous discussion re. flight procedures and an agreement again to report “at 3,300m”, irrespective of actual altitude. This was of no real concern with regards to other traffic, since everything else in Russian airspace would be cruising at 3,300m or above. Finally it is determined that they can depart in the morning for Bykovo, and then Kazan, both of which have Avgas available. The opportunity was taken at the end of the day for a little sight-seeing. The Kremlin – presumably taken from the Brit Embassy. http://i30.photobucket.com/albums/c3...psztpnqsbv.png Like it says, Hotel Ukraina http://i30.photobucket.com/albums/c3...pslbxxxrre.png Собор Василия Блаженного (You know the name of this place in your own language, surely?) http://i30.photobucket.com/albums/c3...psrpps0bai.png |
Day 10: 1997-05-29
ATW Retro-blog: 1997-05-29 (Day#10, for those not counting)
More frustration … On arrival at Sheremetyevo airport they’re told that Bykovo has no Avgas and the nearest airfield with any is Kazan, 415nm down-route. For the venture to continue there would be no option but to fuel the Chipmunks with the highest available octane Mogas. (Whilst traversing Russia it became SOP to take-off and approach/land on the wing tanks filled with Avgas and cruise on Mogas from the aux tank.) Ced Hughes was despatched with jerry cans to make three runs to get the Mogas. The actual fuel cost was about $140, but after charges levied by airport personnel for the driver, gate official, fuel office and ‘security’, it came to a total of $600, for just 36 Imperial gallons. One almost has to admire such inventiveness! These delays leave insufficient time to launch for Kazan today. Later there appears to be some positive signs when an Air Force Major General gets involved and visits the team in the evening. Perhaps ‘the authorities’ are now taking an interest and wanting to see things succeed. Corporal Steve Spencer returned to the UK on a commercial flight. Now its down to the core team of five, plus Major Yuri. Authorization for the journey across Russia, including an exhortation to “help the British Military wherever possible”. In practice, this was oft met with the response “We’re a long way from Moscow here, and we do as we please”!! http://i30.photobucket.com/albums/c3...psjvjfzqwi.png |
Charlie is here too !
Good morning India Four Two. Great job you are doing here. Keep up the good work. :D
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Thanks Charlie. I'm slowly catching up with your FB posts!
I42 ATW Retro-blog: 1997-05-30 (Day#11) Sheremetyevo (RU) – Kazan (UWKD – RU) 415nm; 3h50; Purchase (833) / Cowan (962) Kazan (RU) – Kazan-2 (uncoded – RU) – Kazan (RU) 26nm; 0h20; Cowan (962) / Hughes (833) Usual admin delays at Sheremetyevo, plus negotiation of a US$2,000 charge for spilling Avjet on the tarmac! Reduced to US$80 after a strong rebuttal by Bill Purchase, blaming it on inefficient fueling facilities. Once on their way, 120kts GS indicated on the very capable GNS 250 [still works to this day!] as the flight traversed a land of fertile cultivated fields. On arrival Kazan, no sign of the promised Avgas, but it was available at Kazan-2, just 13 nm away, so a round-trip was made to uplift fuel. Only a Mars bar for lunch, so by the end of the day a dinner of salad and chicken, once checked in to the hotel, was welcome. Dave Gill, Tony Cowan and Ced Hughes (rightmost, overseeing) put ‘Lada Juice’ into 833’s aux tank. http://i30.photobucket.com/albums/c3...psxookfv2q.png An inquisitive crowd at Kazan http://i30.photobucket.com/albums/c3...psdfa6toze.png Day 11: UUEE-UKWD-Kazan 2-UKWD 441 nm, 4.17 hrs, GS 106 kts. Cumulative 2212 nm, 23.67 hrs, Average GS 93 kts http://i30.photobucket.com/albums/c3...psbl4c00ci.png http://i30.photobucket.com/albums/c3...psp4e88nja.png |
ATW Retro-blog: 1997-05-31 (Day#12)
Kazan (RU) – Chelyabinsk (USCC - RU) 436nm; 4h10; Cowan (962) / Hughes (833) Left-over chicken (now cooked in a batter and billed as ‘chicken-burgers') was not so welcome for breakfast, but it ‘filled a hole’. Crossing the Urals, the team left Europe and began their traverse of Asia. The airport hotel proved to be well-equipped with working showers AND loo paper (very unusual, hence there was a sizable stash in the Islander)! The evening meal saw the town’s complete stock of beer depleted by the team – all six cans!! The Islander on the Chelyabinsk dispersal. Note the list of sponsors on its flank. http://i30.photobucket.com/albums/c3...ps1ti6gz2a.png Yuri gets interviewed at Chelyabinsk by the local press. http://i30.photobucket.com/albums/c3...psgw2shuml.png Day 12: UKWD-USCC 436 nm, 4.17 hrs, GS 105 kts. Cumulative 2648 nm, 27.84 hrs, Average GS 95 kts. http://i30.photobucket.com/albums/c3...psxa10brur.png http://i30.photobucket.com/albums/c3...psxenqoq1c.png |
Day 13: 1997-06-01
ATW Retro-blog: 1997-06-01 (Day#13)
Chelyabinsk (RU) – Omsk (UNOO – RU) 412nm; 3h40; Hughes (833) / Purchase (962) Yuri proved his worth – the hotel didn’t serve any food until noon, but he arranged breakfast in the airport VIP lounge, with “lashings of ham and eggs”. Once airborne, the flight enjoyed tremendously clear visibility and a tail wind which at times gave the Chipmunks a GS of 142kts. That same wind though became less favourable on arrival at Omsk, where it presented a 35 kt cross-wind. Having arrived in the Islander some 30 minutes ahead of the Chipmunks, Yuri and Tony Cowan were able to scout-out a transverse patch of 2ft-high grass at one end of the runway. It wasn’t a very long roll-out for the Chipmunks! Without transport to the town, 1 hour away, the team checked-in to the local hotel: no showers, questionable quality of water, a single loo described as ‘unsavoury’. Again Yuri came up trumps on the catering front, organizing an exotic meal in the Omsk airport VIP lounge. Omsk tie-downs. http://i30.photobucket.com/albums/c3...pstpbrroaz.png The single-loo ‘hotel’ by the airport [don’t think this place got a Michelin anything]. http://i30.photobucket.com/albums/c3...psz9pmztfx.png [Incidentally, this narrative started on 05-20 by stealing the opening line of the Beatles’ Sgt Pepper’s Lonely Hearts Club Band: Well, “It was **FIFTY** years ago **TODAY** ” … that that album was released. That seems incredible.] http://i30.photobucket.com/albums/c3...psya2tfxcf.png Day 13: USCC-UNOO 412 nm, 3.67 hrs, GS 112 kts. Cumulative 3060 nm, 31.51 hrs, Average GS 97 kts. http://i30.photobucket.com/albums/c3...psmrtwcxli.png http://i30.photobucket.com/albums/c3...psirb0lrbt.png |
A great trip. However no way is it "around the World".
Google the rules on records (yes, I know they were not claiming one) Crossing the Equator is barely enough, antipodal point would be better. Again, a great trip in older aircraft. |
Tankengine,
I appreciate your point, but having done two 1100 nm trips at 90 kts, I have great admiration for this team and as far as I am concerned, the trip definitely qualifies as "Around The World". |
Day 14: 1997-06-02
ATW Retro-blog: 1997-06-02 (Day#14)
Beds like hammocks and back aches to prove it. Only Ced Hughes had the courage (or was it necessity) to use the loo and was un-hesitatingly awarded the SSM (Siberian **** Medal) by the rest of the team. Boys will be boys!! With rain, overcast and 30 kt winds along the whole route to Kemerovo, the team abandoned plans to fly away from the hotel and instead tasked Yuri with finding other, acceptable, accommodation, which he did, though the establishment had every appearance of being a mix of ‘health club, old people’s home and brothel’. That didn’t stop the team from enjoying the sauna and dining in sumptuous surroundings, though the fare didn’t quite come up to the standards of the décor. Their night was disturbed by mysterious ‘comings and goings’ in adjacent rooms. [As often happens on non-flying days, people start telling stories, so let me share this with you. The original idea for a Chipmunk Golden Jubilee flight wasn’t to go around the world in the Northern hemisphere. In fact, a flight to Australia was suggested and approval sought from ‘higher authority’. This idea was rejected out of hand on the grounds that the route to the southern hemisphere had little connection with the history and development of the Chipmunk. Whilst essentially true, notwithstanding a few ‘ag-truck’ conversions, the Aussies (and yes, the Kiwis too, Bevan et al.) have taken the Chipmunk to heart, even though it never served with their armed forces. And so the plan for Exercise Northern Venture was developed instead. One wonders (well, at least I do) how different might have been the fate of WP833 and WP962, had that ‘Expedition Austral Venture’ been approved. I guess it isn’t too late, and the adventurers would follow (assuming they launched from the UK) many a de Havilland before them. I suggest the launch point be Mildenhall ... maybe Mondelez would sponsor it, for old times' sake. But right now I’m just hangar flying. :-) ] Flight planning at Omsk, with an ‘official’. Hopefully, getting out tomorrow. http://i30.photobucket.com/albums/c3...psrjn0r0a4.png |
Day 15: 1997-06-03
ATW Retro-blog: 1997-06-03 (Day#15)
Omsk (RU) – Kemerovo (UNEE – RU) 441nm; 4h55*; Purchase (833) / Cowan (962) * This leg equalled the previous unofficial DHC-1 flight duration world record, which was set during the 1996 attempt, by Cowan and Hughes, between Kiev (UKKK) and Moscow (UUEE) – though a ‘mere’ 418 nm. Rain in the morning delayed departure until shortly after lunch, when the Chippies set off over dense forest, in close formation as poor weather forced them to deviate frequently from -D->. Kemerovo appeared to be a modern field but, once again, no Avgas, so the Chipmunks were fuelled from the Mogas carried in six 20 litre cans in the Islander. Arrival at the hotel was late, but they at least were able to order a meal, described only as ‘stodgy’ – but after sixteen hours without food and five hours in a Chipmunk cockpit, what was there to complain about? Omsk Air Traffic Control facilities, prior to departure. http://i30.photobucket.com/albums/c3...psbm1tuz0c.png Day 15: UNOO-UNEE 441 nm, 4.92 hrs, GS 90 kts. Cumulative 3501 nm, 36.43 hrs, Average GS 96 kts. http://i30.photobucket.com/albums/c3...psdfurdcma.png Not too far off the Great Circle (+16%). Things will change! http://i30.photobucket.com/albums/c3...psc74rp3q5.png |
Day 16: 1997-06-04
ATW Retro-blog: 1997-06-04 (Day#16)
Kemerovo (RU) – Krasnoyarsk (UNKM - RU) – 227nm; 2:55; Purchase (833) / Cowan (962) An eventful day. As the team all rode the hotel lift to collect their luggage, it came to a grinding halt. After 40 minutes in total darkness the lift was winched manually down to the preceding floor, enough to allow a 2 ft aperture to be opened through which they each crawled and jumped to the floor. Apparently the lift could only take four persons, but not a sign to that effect was in evidence! You just had to know (maybe they teach this sort of stuff in Russian schools?) Next challenge: getting transport to the airport (taxis being non-existent). By now though, Yuri had this mastered: he simply commandeered passing vehicles and instructed the driver to “Take these guests of the Russian Air Force to the airport forthwith”. Drivers simply accepted his orders and were happy enough to be given various badges and other venture-related freebies as recompense. After initial poor weather the leg to Krasnoyarsk went well, though the cold temperature on arrival matched the reception. Multiple ‘security’ spooks appeared and ran back and forth from a tinted-windowed Merc. Tony Severs was reprimanded for taking photos of the airport facilities and had his roll of film confiscated by ‘security’ and exposed on the spot. [Probably, 20 years later, it is now no threat to Tony’s well-being to reveal that he had hastily pocketed the offending film and replaced it with a blank cassette! Cool operator.��] Airport admin took five hours, and on top of that, there was no Avgas and none to spare in the Islander, so the only choice was to back-track 70 nm to Achinsk and uplift some there … tomorrow. A frustrating day in which it had taken 12 hours to cover 227 nm, with 70 yet to back-track. The good news? The hotel was of a surprisingly good standard. Bill (in WP833) leads Ced, en-route UNEE – UNKM http://i30.photobucket.com/albums/c3...ps4bzzcdhh.png An illicit and obviously very state-threatening photograph taken by Tony Severs at Krasnoyarsk, of the Chippies and Islander in front of an Ilyushin Il-86. Not good marketing in the choice of airline name, eh?? [This is a good photograph to use to point out that both the Chipmunks went around the world with their spinners fitted THE WRONG WAY! The ‘official’ spec clearly shows the spinner being fitted so that its colours match the blade emerging on each side. (Paul Green, take note ;-)) I think that it is intuitive, because of the alternating nature of the pattern, to fit spinners this way, and I bet more than half are today ‘incorrect’. WP833 has been restored so as to be authentically incorrect!] http://i30.photobucket.com/albums/c3...psqbhar9aa.png Day 16: UNEE-UNKM 227 nm, 2.92 hrs, GS 78 kts. Cumulative 3728 nm, 39.35 hrs, Average GS 95 kts. http://i30.photobucket.com/albums/c3...psekp4uwsk.png http://i30.photobucket.com/albums/c3...psgiaitmsj.png |
Day 17: 1997-06-05
ATW Retro-blog: 1997-06-05 (Day#17)
Krasnoyarsk (RU) – Achinsk (UNKS – RU) 65nm; 0h45; Hughes (833) / Purchase (962) Achinsk (RU) - Bratsk (UIBB - RU) 383nm; 3h40; Hughes (833) / Purchase (962) Back-track to Achinsk for fuel, which was efficiently provided, but then the inevitable admin bottle-neck was encountered. Ced and Bill decided to just get on with things, leaving Tony Cowan and Yuri to deal with the bill-paying. Yuri observed that the team were learning ‘Russian ways’ at a good pace. Climbing and descending to avoid cloud along the route the pair made good progress, periodically reporting “Level at 3,300m”. Efficient refueling gave the team time to chat to a Mig pilot who, in excellent English, disclosed that he got about an hour a month flight time, such was the state of the Air Force budget. Despite it being early June the temperature was around 8 Celsius. An overcast Bratsk dispersal. http://i30.photobucket.com/albums/c3...pstamkoarl.png Day 17: UNEE-UNKM-UNKS-UIBB 448 nm, 4.42 hrs, GS 101 kts. Cumulative 4176 nm, 43.77 hrs, Average GS 95 kts. http://i30.photobucket.com/albums/c3...ps0duwbn85.png http://i30.photobucket.com/albums/c3...ps6yj7yogt.png |
Day 18: 1997-06-06
ATW Retro-blog: 1997-06-06 (Day#18)
Bratsk (RU) – Kirensk (UIKK - RU): 229nm; 2h30; Purchase (833) / Cowan (962) Kirensk (RU) – Lensk (UERL - RU): 277nm; 2h50; Cowan (962) / Hughes (833) Taken on a sightseeing trip to the Bratsk Dam, the second largest in the world, by the airport manager, and then interviewed by Bratsk TV back at the airport. On the leg to Kirensk there were ‘wall-to-wall trees’ (the Siberian ‘taiga’, massive fires in which in 1996, had put an end to the first attempt). A ‘mere’ 5.5 million roubles for Islander fuel, plus ‘security’, parking, meteorology, air navigation and sundry other items (the Chipmunks were again filled with fuel carried on the Islander). On arrival at Lensk Dave Gill topped-up all eight Chipmunk rocker-boxes. Oil consumption is comparatively high, given that the flying is all S&L (the RAF had opted not to have VinTech perform the ring-mod prior to departure). Kirensk - in the background are some ten AN-2s and a Mil-8(?). http://i30.photobucket.com/albums/c3...psjpzqoahw.png Kirensk - these Antonovs were grounded because of a lack of fuel. Is that beginning to sound familiar? http://i30.photobucket.com/albums/c3...psgdxgnhlb.png The Chipmunks enjoyed a good tailwind inbound to Lensk which, though designated grass, was just a dirt and gravel strip cut out of the virgin forest. http://i30.photobucket.com/albums/c3...pshbqwjmnd.png Day 18: UIBB-UIKK-UERL 506 nm, 5.33 hrs, GS 95 kts. Cumulative 4682 nm, 49.1 hrs, Average GS 95 kts.. http://i30.photobucket.com/albums/c3...psqjnpabhr.png http://i30.photobucket.com/albums/c3...psnltevquu.png |
Day 19: 1997-06-07
ATW Retro-blog: 1997-06-07 (Day#19)
Lensk (RU) – Yakutsk (UEEE – RU) 452nm*; 4h35; Hughes (833) / Purchase (962) * This leg set the unofficial DHC-1 point-point distance world record. An early and efficient departure (for once) was hindered when Bill purchase suffered very rough running at about 200ft on the climb-out from Lensk - but he made it back to the field. Dave Gill performed a full change of plugs (they were all covered in black deposits), which fixed that problem. (By the time the expedition cleared Russia, 56 plugs had been replaced.) The plan had been to follow the river to Yakutsk, but in the end, seeing that the ‘wall-to-wall’ trees had thinned into fairway-like stretches of green between them, the direct route was taken, and about 30 nm saved. More reporters and TV crews at Yakutsk, but no fuel for the Chipmunks, necessitating a local ‘hop’ on departure. Transport arrived after a four hour wait. Refused admission to the first hotel (‘union and party members only’) so lodged at the Hotel Lena. The hotel in Lensk - beds that sagged like hammocks; no showers or hot water. http://i30.photobucket.com/albums/c3...ps95n4zq0d.png Lensk dispersal, ready to go http://i30.photobucket.com/albums/c3...psuiajygeo.png Waiting for transport into the town of Yakutsk… Dave Gill completed the 50hr inspections on both Chippies while they waited! http://i30.photobucket.com/albums/c3...ps1trtuw6t.png The apron at Yakutsk, with a Tu-154 and a flock of An-24s http://i30.photobucket.com/albums/c3...psdbymyic5.png and on the apron at KLAX right now – not many Anto-yushi-pevs in sight these days. But I don’t think there’s a fuel problem either ! http://i30.photobucket.com/albums/c3...ps9yg56dqa.png (Charlie, the 777 is named “Mikhail Bulgakov”, who was a famous writer, best known for a novel “The Master and the Margarita”. I42) Day 19: UERL-UEEE 452 nm, 4.58 hrs, GS 61 kts. Cumulative 5134 nm, 53.68 hrs, Average GS 96 kts. http://i30.photobucket.com/albums/c3...psxvirfgao.png http://i30.photobucket.com/albums/c3...ps7byrfsn0.png[ |
Day 20: 1997-06-08
ATW Retro-blog: 1997-06-08 (Day#20) A planned non-flying day – dealing with domestic chores and resting. The hotel had functioning showers, though the water was deep brown and smelly!Yuri had got better knowledge of where fuel for the Chipmunks was likely to be available and this necessitated re-planning, taking a more Northerly course towards the Bering Strait. Already at 62° N, the nights remained bright and the day-time temperature was now in the mid 30s C. More TV interviews. [Meanwhile, in real-time, off to the RAFM to do some aeronautical research with Paul Greenand Chris Fopp(and with WP962).] A statue of Comrade Vladimir Ilyich Ulyanov, best known simply as ‘Lenin’, in the main square of Yakutsk. http://i30.photobucket.com/albums/c3...ps8bdrhms1.png A somewhat dilapidated log building, yet still characterful and even in part ornate, sits on the permafrost. http://i30.photobucket.com/albums/c3...psycne9bwd.png The route as re-planned, from Yakutsk (UEEE) to Providenya Bay (UHMD). Inset: the back-track to Magan for fuel. http://i30.photobucket.com/albums/c3...psbwv5nq2t.png |
So not quite sure what your point is then, Tankengine?
As you note, they never set out to claim any record, and as far as I can tell, they did actually go around the world. I'm with I42 on this - having about 16 long days of flying Chipmunks xc in the US, i.e. with far better-equipped ATC facilities and airfields, never exceeding 2.25 hrs, I have no idea how they coped with legs extending at times to almost 5 hrs and on marginal food intake at times. After 2 hrs I'm ready to throw myself out the side. Try it! |
Neither military or pilot can I just say what a wonderful enterprise and a delightful illustrated story to read and admire . May not have been round the world in some definitions but just that long long slog across Russia is praiseworthy in itself for determination and resourcefulness
Salut |
I have no idea how they coped with legs extending at times to almost 5 hrs and on marginal food intake at times. After 2 hrs I'm ready to throw myself out the side. |
I'm with WP833 and I42 as well. Every year I attend a fly-in some 720 nm distant, so that's 16-17 hours or so, spread over two days each way, food, great facilities available all the way and still I get home utterly shattered and wondering why I bother to do this. So this effort is mightily impressive, and that's an understatement!
|
Day 21: 1997-06-09
ATW Retro-blog: 1997-06-09 (Day#21)
Yakutsk (RU) – Magan(uncoded – RU) 8nm; 0h05; Hughes (833) / Cowan (962) Magan (RU) – Tomtor(uncoded – RU) 388nm; 3h55; Hughes (833) / Cowan (962) Breakfast not being available until 08h15 quashed hopes of an early departure. After a third encounter with the local TV crew (obviously desperate for something newsworthy) the Chipmunks made a couple of low passes at Magan to clear the runway of semi-wild ponies before landing to uplift fuel. Then began the four hour process of settling accounts (initially 6,000,000 roubles, but knocked-down by two thirds, before the additional 3,000,000 roubles for fuel, parking, ‘security’ (of course!) AND pony-chasing!). Departure for Tomtor finally at 15h00 and four hours later, arrival to a 20 knot cross-wind. Just about the whole town was out to greet the intrepid aviators. Quite by surprise, a drum of Avgas was awaiting them, its source unknown. Accounts were settled quickly. Since breakfast, nothing more than a Yorkie bar, but nothing available to eat in the town: people were simply living a subsistence existence. Eventually a loaf was provided and cut into six pieces with a knob of butter each. [And today, in 2017, I’m off to have lunch with Bill and Pauline Purchase. Let’s hope there’s more awaiting me than a 2” lump of bread!! Think I’ll pick up a Yorkie on the way, just in case.] Wild ponies canter around the airfield dispersal at Magan. http://i30.photobucket.com/albums/c3...ps3iktjb1m.png Tomtor has the distinction of having had the coldest recorded temperature in any inhabited locality. My Cyrillic reading skills are rudimentary, but I can read numbers OK, and it looks like this stone tells us the record was -109.2F (-72C). That’ll freeze your lungs or your eye-lids shut in moments! [Charlie, not quite right. -72º C is -97.6º F. The reference to 109.2 is the difference between the coldest temperature and the hottest, which would be +37.2º C. I42] http://i30.photobucket.com/albums/c3...psayttswqk.png http://i30.photobucket.com/albums/c3...psvtztleks.png Day 21: UEEE-Magan-Tomtor 396 nm, 4 hrs, GS 99 kts. Cumulative 5530 nm, 57.68 hrs, Average GS 96 kts. http://i30.photobucket.com/albums/c3...psmmxcx1oc.png http://i30.photobucket.com/albums/c3...psl3snani3.png |
Day 22: 1997-06-10
ATW Retro-blog: 1997-06-10 (Day#22)
Tomtor (RU) – Zuryanka (UESU – RU) 272nm; 2h35; Cowan (962) / Purchase (833) Zuryanka (RU) – Cherskiiy (UESS – RU) 309nm; 2h45; Purchase (833) / Hughes (962) Without dwelling too long on the topic, the single loo was provisioned with a paper-back novel for obvious use, from which the locals were considerate enough to remove pages from the back; the team reasoned that this was because no-one would wish to be using the facility long enough to finish the book! No food for breakfast, so a long drink of orange-flavoured water. Over marshy and wooded terrain to Zuryanka, only to find the airfield closed due to spring thaw flooding and the satellite field, imaginatively called ‘Zuryanka 9km strip’ (it being 9 km from the primary field) being the necessary destination. Even ‘Z9’ had muddy areas, though the runway seemed firm enough. Refuelling was delayed until the commercially-operated AN-24s had been serviced, but then on to Cherskiiy, with the trees beneath them dwindling and areas of snow and ice increasing. Whilst awaiting their fuel at ‘Z9’ the team were witness to a fully-loaded AN-24 going off the taxiway and becoming bogged-down in mud. A truck was used to attach a steel hawser to the undercarriage leg and simply haul the plane back onto the taxiway, whereupon it continued its progression to the runway and departed. [Wouldn’t have happened like that with an F-27, would it, Rod?] Things were initially a little tense on arrival at Cherskiiy, with many security personnel showing concern at the arrival of the foreigners, presumably because of the predominantly military nature of the airfield. Despite having been in country for two weeks customs forms were required and a 'consent to remain overnight' was produced. Eventually relationships warmed a little. Delapidated buildings in the town and further expense just getting food for the team, paying about five times the cost of similar produce back in the UK. Zuryanka 9 km strip – perhaps that is ‘the’ AN-24?? http://i30.photobucket.com/albums/c3...pswmramprm.png Increasingly rugged terrain as the route progressed NE across the Siberian wastes [sound dramatic, eh?] http://i30.photobucket.com/albums/c3...psj3zqnc8f.png All smiles after initial suspicion on the team’s arrival at Cherskiiy. http://i30.photobucket.com/albums/c3...ps0y3knghb.png The team’s Cherskiiy accommodation – a three-bedroomed apartment in one of the more salubrious parts of town. http://i30.photobucket.com/albums/c3...psu6lrjijh.png Day 22: Tomtor-UESU-UESS 581 nm, 5.33 hrs, GS 109 kts. Cumulative 6111 nm, 63.01 hrs, Average GS 97 kts. http://i30.photobucket.com/albums/c3...pse2pkcz7f.png No longer close to the Great Circle! http://i30.photobucket.com/albums/c3...ps7wrjx1z8.png http://i30.photobucket.com/albums/c3...pswegodtom.png |
Day 23: 1997-06-11
ATW Retro-blog: 1997-06-11 (Day#23)
Cherskiiy (RU) – Keperveyem(UHMK – RU) 120nm; 1h20; Purchase (833) / Cowan (962) Keperveyem (RU) – Anadyr(UHMA – RU) 336nm; 3h20; Cowan (962) / Hughes (833) At 69 degrees North, the team experienced the midnight sun. The ‘salubrious’ apartment was found to have no runing water however. Attempting to leave they were presented with a bill for 1,200,000,000,000 roubles. After four hours of ‘negotiation’ this was reduced to 9,800,000 roubles (about GB£1,170) for landing, refueling, air navigation and a met forecast. Keperem proved to be another dirt strip, with plenty of dust and mosquitoes. Leaving again required the charade of high fees and much negotiation (Bill pretending to faint at one point).eventually resolved things to a modest 1,700,000 roubles (GB£200), but at least it took only an hour. Pushing onward to Anadyr and the Bering Strait over frozen landscapes the team arrived to find the promised Avgas was nowhere to be seen. The hotel had no running water in the shower, and food was scarce, but tomorrow held the prospect of leaving Russia and crossing the Bering Strait, into Alaska. Keperem airfield, which employed 200 people to support typically three aircraft per day. http://i30.photobucket.com/albums/c3...psafuec2zs.png Approaching Anadyr over the frozen wastes. This was actually a hard-surface runway with gravel dispersal areas. http://i30.photobucket.com/albums/c3...pstsyftskn.png Day 23: UESS-UHMK-UHMA 456 nm, 4.66 hrs, GS 98 kts. Cumulative 6567 nm, 67.67 hrs, Average GS 97 kts. http://i30.photobucket.com/albums/c3...pshrprdnix.png http://i30.photobucket.com/albums/c3...psxtjqfvyf.png http://i30.photobucket.com/albums/c3...psiwpr4x3c.png |
Day 24: 1997-06-12
ATW Retro-blog: 1997-06-12 (Day#24)
Anadyr (RU) – RTB 310nm; 3h40; Hughes (833) / Purchase (962) A clear start to the day. Breakfast was composed of the remaining rations which were prepared by the kitchen staff of a snack bar. Despite the good spirits the day had engendered so far, things took a usual turn at the airfield: charges which were settled at about GB£1,370 didn’t include fuel, because there was none. The team were therefore left with no option but to make three journeys to a local garage for 92 octane petrol. After tests, which included Dave Gill burning a sample, it was determined that the fuel was usable. With everything set for the leg to Providenya Bay, and thence into US territory, the need for Yuri’s services had been fulfilled. He was bought his return ticket to Pskov and given a generous bonus. The Team departed about 13:00, the Islander overtaking the Chipmunks and checking out prevailing conditions at Providenya, since the cold ice mass of the Bering Sea could produce significant fog and overcast if the wind turned on-shore. Tony Severs’ relayed Providenya ATC’s reports of low cloud and “20 knot fog” ! Continuing at endurance speed in hope, the sensible precautionary decision was made at the point of no return, to execute a 180 and head back to Anadyr. 3 hrs 40 mins airborne for no forward progress. The team discovered that Yuri had already departed for home and was met by the airport admin staff with the comment: “Who will pay now”? Despite the loss of their interpreter, they managed to re-claim their previous night’s accommodation and find a meal of (once again) frankfurters and reconstituted mashed potato. All in all, a frustrating day. Yuri makes his last refueling of the aux tank in WP962 http://i30.photobucket.com/albums/c3...ps4aeuc9iw.png The terrain inland from Anadyr http://i30.photobucket.com/albums/c3...psbe9ecqho.png Day 24: UHMA-PNR-UHMA 310 nm, 3.66 hrs, GS 85 kts. Cumulative 6877 nm, 71.33 hrs, Average GS 96 kts. http://i30.photobucket.com/albums/c3...psu5apoywr.png |
Day 25: 1997-06-13
ATW Retro-blog: 1997-06-13 (Day#25)
Anadyr (RU) – – Providenya Bay(UHMD – RU) 267nm; 2h50; Purchase (833) / Cowan (962) Providenya Bay (RU) - Nome (PAOM – US) 208nm; 2h15; Cowan (962) / Hughes (833) No breakfast so the last five Yorkie bars on the Islander were consumed [the one shown just the other day must have been Bill’s personal emergency ration]. Fuelling with the Mogas went more efficiently this morning, although the driver did have to be discouraged from smoking whilst surrounded by 120 litres of fuel, all in cans! Even accounts were settled pretty quickly, the airfield staff seemingly now caught up in the adventure and willing the team to make it through to Providenya. The previous day’s modus operandum was adopted, and the Islander relayed encouraging reports from Providenya ATC. Tony Severs made a number of approaches to the airfield to familiarize himself with the territory, should conditions require a lead plane. He then returned to rejoin the Chippies about ten miles out (those GNC 250s really proving their worth now). The Islander led the Chipmunks in VMC around an island and along a fjord until about 2 miles out, when fog was encountered. The Chippies then formated on the Islander as Tony Severs led them in to the field, landing long to allow the Chipmunks to decelerate, extend flaps and land behind. There was, allegedly, a moment of drama when one of the Chippies overtook the other on roll-out, urging his colleague to “move over” in no uncertain terms. The Air Trafficker who had been speaking to the crews came out to meet them on the dispersal and show them a 405 litre drum of Avgas which had been delivered from Nome. Crossing the Bering Strait on Mogas still wasn’t a sensible provision. So was the replacement of all the spark plugs with new ones, the last available unused. Problems though – remember the ease with which they entered Russia? (see ATW Retro-blog: 1997-05-26.) Now there were problems with leaving, and the prospect of being denied permission. Eventually good sense prevailed and after exchanging some ATW gifts the clearance to depart was granted. The fog rolled away and the team departed, climbing to 5,000 feet and traversing the Bering Strait over a layer of marine stratus. Arrival in Nome was a life-changing experience: Air Traffic staff rushed to fetch burgers and fries for the starving team; customs formalities were efficiently completed, though the staff were surprised to find British personnel arriving from the West; showers, the first in eight days; washing facilities (those flight suits needed it!); and a second meal at the end of the day before crashing out in accommodation held for ATC staff, the only hotel being already full. [You really need to read the ‘unofficial’ ATW book to fully appreciate this]. A Chipmunk ventures along the coast towards Anadyr. http://i30.photobucket.com/albums/c3...pswatkcs0d.png A last look at Providenya Bay and at Russia. http://i30.photobucket.com/albums/c3...psz5r6slpb.png Ced and Tony closed-up for Bill to take what is surely THE iconic photo of the whole venture. http://i30.photobucket.com/albums/c3...pskywzoab2.png The Chippies on the ground at Nome. [I note that this photo reveals that the mast mounted in the rear cockpit (Lower-right), so smartly observed by Rod Blievers [“Doesn't the wind sock/mast stuck in the rear cockpit slow you down?” 2017-05-15 @ 02:58] is in fact one more of the ATW mods [ Chris Lee-McCloud “Charlie, is there much evidence of the long-range mods? 2017-05-27 @ 05:12]), as is evident in the Nome frame, where the Stars and Stripes has been hoisted as a courtesy flag. I hadn’t previously realized this! ;-) ] http://i30.photobucket.com/albums/c3...pskckb44tv.png Day 25: UHMA-UHMD-PAOM 475 nm, 5.08 hrs, GS 94 kts. Cumulative 7352 nm, 76.41 hrs, Average GS 96 kts. http://i30.photobucket.com/albums/c3...ps7bj59q7s.png http://i30.photobucket.com/albums/c3...psy3x09eva.png http://i30.photobucket.com/albums/c3...psbp1erbrq.png |
I have added the IATA airfield codes to the daily summary above each map, so that its is easier to see the day's progress.
Whoops!. Charlie has pointed out to me that I should have typed "ICAO airfield codes"! That's what I meant to type of course. ;) |
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