Air Display 'C*ck Ups'
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"How close does that tail come to the runway as he disappears stage right?????? No wonder he has never performed the same stunt again...............
"
He actually has performed it again at Al Ain airshow few monts later.
http://www.airliners.net/open.file/0888225/M/ bloke taking picture is .... wait for it.... ME
http://www.airliners.net/open.file/0937416/M/
" He actually has performed it again at Al Ain airshow few monts later.
http://www.airliners.net/open.file/0888225/M/ bloke taking picture is .... wait for it.... ME
http://www.airliners.net/open.file/0937416/M/
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His name is Steve Johnson, but you were close. The Reds were operating from Biggin and Steve returned there later the same day apparently none the worse for wear. Mind you, he may have had a bad head the following morning!
Thanks, Steve.
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Background Noise - Bournemouth Hurn F4 Ejection
Have posted yesterday a reply to this giving a overview of events as I was the pairs leader. Unfortunately I cannot find it posted anywhere! SLM
Air Display C*ck Ups - Bournemouth
SLM - Hopefully the grumpy face is due to the lost post - or was I out of order? 
Wasn't that a different Steve Johnson?
I didn't realise it was Steve Johnson who hit the yacht. I flew 20 minutes as a passenger out of Finningley with him when he was with the Toyota Team in a Pitts. Absolute top bloke and loved every second of it. I climbed out absolutely buzzing, couldn't believe the 20 minutes had passed.
Thanks, Steve.
Thanks, Steve.
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Air Display C*ck Ups - Bournemouth Hurn 19 Aug '84
I try again.
The day after the Open Day I briefed the pair to return to Leuchars. ATC had asked us to do a flyby but as it was Sunday (noise) elected to do a pairs t/o rather than 2 singletons. (yes I know it would still be noisy....)
At around 100 kts my excellent nav (GH) called "He's going off". I turned to see the No 2 nav (PH) riding a flame-tube and the F4 roasting the grass.
It was heading for the Red Arrows' Hercules and the pilot (DH) elected to get airborne. There would have been carnage otherwise.
An airborne inspection revealed wires and debris trailing behind the aircraft. I - erroneously as it turned out - told him to jettison his apparently damaged drag 'chute assembly and we proceeded to Lyneham for a cable engagement. It was DH's first - he was a JP fresh out the OCU - and he did it just fine.
On landing I swapped GH for DH and we went off to Leuchars for a beer withthe Boss (CCC).
PH ( volunteered from 43 Sqn to crew the spare for a w/e away) ended up in hospital but with no lasting injuries. He has probably lived out on the perils of volunteering to fly with 111.
REASON Leuchars operated the ex-FAA F4K. After the winding down of FAA 892 Sqn their ac were transferred to the RAF. This mark had different Nose Gear and Nose Wheel Steering for carrier operation than the RAF F4M. A problem was Pilot Induced Oscillation (PIO) caused by the higher NWS gearing for pilots only used to the RAF F4M. This was never flagged up as a potential problem by either MoDPE (Boscombe Down); the RAF (228 OCU) or the FAA PTF. As a result several pilots fresh out the OCU (F4M) and indeed more experienced F4M drivers were caught out. The above was not the only 'off rw' incident.
I hope this clarifies the day. Others initialled abovemay have their comments to make.
The day after the Open Day I briefed the pair to return to Leuchars. ATC had asked us to do a flyby but as it was Sunday (noise) elected to do a pairs t/o rather than 2 singletons. (yes I know it would still be noisy....)
At around 100 kts my excellent nav (GH) called "He's going off". I turned to see the No 2 nav (PH) riding a flame-tube and the F4 roasting the grass.
It was heading for the Red Arrows' Hercules and the pilot (DH) elected to get airborne. There would have been carnage otherwise.
An airborne inspection revealed wires and debris trailing behind the aircraft. I - erroneously as it turned out - told him to jettison his apparently damaged drag 'chute assembly and we proceeded to Lyneham for a cable engagement. It was DH's first - he was a JP fresh out the OCU - and he did it just fine.
On landing I swapped GH for DH and we went off to Leuchars for a beer withthe Boss (CCC).
PH ( volunteered from 43 Sqn to crew the spare for a w/e away) ended up in hospital but with no lasting injuries. He has probably lived out on the perils of volunteering to fly with 111.
REASON Leuchars operated the ex-FAA F4K. After the winding down of FAA 892 Sqn their ac were transferred to the RAF. This mark had different Nose Gear and Nose Wheel Steering for carrier operation than the RAF F4M. A problem was Pilot Induced Oscillation (PIO) caused by the higher NWS gearing for pilots only used to the RAF F4M. This was never flagged up as a potential problem by either MoDPE (Boscombe Down); the RAF (228 OCU) or the FAA PTF. As a result several pilots fresh out the OCU (F4M) and indeed more experienced F4M drivers were caught out. The above was not the only 'off rw' incident.
I hope this clarifies the day. Others initialled abovemay have their comments to make.
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2001 (?) Harrier Display lands at sleepy Shropshire airfield for afternoon display, he also has nearby display\flybys to do.
1st take off is half way down the runway (mainly used for light aircraft but approved for this Harrier display) and lifts into a vertical departure, it is noticed by most that several areas of the tarmac adjacent to the licenced part of the runway are "fluttering". Harrier returns and lands, pilot is told that due to the tarmac in certain areas moving could he extend his take off run and have a more flat departure.
Display time arrives, Harrier hurtles down runway aaaaaand lifts off in exactly the same place. This time some 30 odd square meters of tarmac are blasted off the ground and sent spinning through the air. Pilot does display and departs for some event returning 15mins later. In the meantime loads of airshow staff out collecting lumps of tarmac and sweeping debris scattered all over the active part of the runway. Luckly the licenced part of the runway is still intact. Harier pilot warned of situation (well we all heard it) but carries out landing, turns and then taxi's through damaged area and aircraft is covered in dust and cr@p. Aggravated pilot, over RT 'when did that happen and why wasnt he told' Reply from Control was basically 'you were and its your mess'.
MOD Insurance I believe covered the cost of runway repair but very lucky no FOD to aircraft. Final departure, long and flat.
Also saw the Chinnock at Abingdon, the funny bit was as they reversed up the display line you could see the crew spot the wheel in the middle of the runway - you could see the thought bubble "Hey! doesnt that look just like a Chinnock rear wheel ........arrr cr@p!"
What is it about UASF, navigation and airfield identification. Was at a Duxford show many many years ago, lowish cloud around 1500ft and around 7-8k vis and was looking forward to my first site of an F15. However come the time no aircraft although we could faintly hear one - heard later that apparently the chaps at Cambridge were quite surpised as a grey blurr hurtled down their runway. I do remember the fantastic Lightning display at the same event though, 99% on afterburner and in view the whole time which was unfortunetly quite short! Something about fuel critical some 5 mins after arriving!
1st take off is half way down the runway (mainly used for light aircraft but approved for this Harrier display) and lifts into a vertical departure, it is noticed by most that several areas of the tarmac adjacent to the licenced part of the runway are "fluttering". Harrier returns and lands, pilot is told that due to the tarmac in certain areas moving could he extend his take off run and have a more flat departure.
Display time arrives, Harrier hurtles down runway aaaaaand lifts off in exactly the same place. This time some 30 odd square meters of tarmac are blasted off the ground and sent spinning through the air. Pilot does display and departs for some event returning 15mins later. In the meantime loads of airshow staff out collecting lumps of tarmac and sweeping debris scattered all over the active part of the runway. Luckly the licenced part of the runway is still intact. Harier pilot warned of situation (well we all heard it) but carries out landing, turns and then taxi's through damaged area and aircraft is covered in dust and cr@p. Aggravated pilot, over RT 'when did that happen and why wasnt he told' Reply from Control was basically 'you were and its your mess'.
MOD Insurance I believe covered the cost of runway repair but very lucky no FOD to aircraft. Final departure, long and flat.
Also saw the Chinnock at Abingdon, the funny bit was as they reversed up the display line you could see the crew spot the wheel in the middle of the runway - you could see the thought bubble "Hey! doesnt that look just like a Chinnock rear wheel ........arrr cr@p!"
What is it about UASF, navigation and airfield identification. Was at a Duxford show many many years ago, lowish cloud around 1500ft and around 7-8k vis and was looking forward to my first site of an F15. However come the time no aircraft although we could faintly hear one - heard later that apparently the chaps at Cambridge were quite surpised as a grey blurr hurtled down their runway. I do remember the fantastic Lightning display at the same event though, 99% on afterburner and in view the whole time which was unfortunetly quite short! Something about fuel critical some 5 mins after arriving!
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This one happened in 1961 at a secret French base near Bourges.Vautour display ending as we sat waiting. Vautour appears descending rapidly toward runway, full up control applied and leaving great clawmarks in the sky. Bounces out of ground cushion, goes up and does it again. This time he levels out at zero feet, and breaks left. He has to climb to avoid decapitating large section of crowd and disappears.Pause. Reappears on finals, still at zero feet, 60dg bank, 200yds out and 45deg of turn still needed to line up. Boom wheel begins scattering approach ligts in all directions. Makes centre line still with 45deg bank, levels, slams it down, pops chute, cloud of smoke, turns off at the first intersection.
Later, at post-display dinner he stands up, makes impassioned but unintelligble speech in French and passes out. I met an old mate later that year, CO of a Vautour Sqn at Senlis. Yes, he said, one of mine. It was his last flight in the Service so we told him to enjoy himself.
Dick W
Later, at post-display dinner he stands up, makes impassioned but unintelligble speech in French and passes out. I met an old mate later that year, CO of a Vautour Sqn at Senlis. Yes, he said, one of mine. It was his last flight in the Service so we told him to enjoy himself.
Dick W
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The pics below certainly not "cock-up's" by any matter of means but these guy's certainly brought a smile to my face, their departure took me back to circa 1977 when 9 F-4's departed in stream in the same direction in full 'burner, kept low, turned left over Guard bridge, and did a teardrop, and just as number 9 had turned left number 1 came in at 0.95 warp then pulled into the vertical at the mid-point closely followed by the other 8, marvellous 
Excuse the quality gents as the shots are into sun.
Excuse the quality gents as the shots are into sun.
LFT thanks for those pictures, reminds of three incidents:
Honington early 90s Tornado GR1 took off, pre-selected U/C as per your F3 picce, aircraft dropped and then developed PIO, quite frightening but recovered well (could not believe that the pilot was supposed to let go of the stick and let the computers sort it out).
Honington again, 9 Sqn had a display for a film crew when they went operational, had it all set up for a few explosions, Tornado came screaming over the airfield towards the HAS site and waiting film crews, explosions duly went off, pilot must of looked where he was going and pulled up sharply to avoid HAS roof, again a case of PIO and some distance out instead of the expected parachutes
he managed to recover and land shortly after.
St Athan was the next one with a 15 Sqn crew who came to pick up a 17 Sqn aircraft post 16 FI wing change, Saints had banned fly bys and fancy take offs (mainly because of the VC10 maintenance hangar personnel), but these guys decided they would show us an impressive take off, they taxied onto the runway kept rolling, in came reheat, pre selected U/C as per the first guys, aircraft dropped (no PIO this time), only just cleared the fence at the golf club end of runway and some distance out was seen to climb and arrived back at Bruggen for a one sided chat with the boss apparently as Saints ATC had complained.
Quite impressive even though they are not stricly display c*ck ups.
Honington early 90s Tornado GR1 took off, pre-selected U/C as per your F3 picce, aircraft dropped and then developed PIO, quite frightening but recovered well (could not believe that the pilot was supposed to let go of the stick and let the computers sort it out).
Honington again, 9 Sqn had a display for a film crew when they went operational, had it all set up for a few explosions, Tornado came screaming over the airfield towards the HAS site and waiting film crews, explosions duly went off, pilot must of looked where he was going and pulled up sharply to avoid HAS roof, again a case of PIO and some distance out instead of the expected parachutes
he managed to recover and land shortly after.
St Athan was the next one with a 15 Sqn crew who came to pick up a 17 Sqn aircraft post 16 FI wing change, Saints had banned fly bys and fancy take offs (mainly because of the VC10 maintenance hangar personnel), but these guys decided they would show us an impressive take off, they taxied onto the runway kept rolling, in came reheat, pre selected U/C as per the first guys, aircraft dropped (no PIO this time), only just cleared the fence at the golf club end of runway and some distance out was seen to climb and arrived back at Bruggen for a one sided chat with the boss apparently as Saints ATC had complained.
Quite impressive even though they are not stricly display c*ck ups.
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Vulcan at Leuchars
Re Porrohmans comments, I had been going to Leuchars since I was about 8 years old and had seen many aircraft display there including the Vulcan.
I was there that day and the plane did the usual swing out over Guardbridge before turning North to get back to the runway but seemed to have left it a bit late. It took a slow, very tight turn then came back dropping all the way. As it headed back in I remember thinking 'It has stalled' and looked round to see where my family were. They were too far away to reach so I just turned back and took what I expected to be my last photo as it came sinking down over the crowd under full power. Just after that the announcer said that the display was being curtailed and it landed. It neither looked or felt safe to me and it was shortly after that I heard that it was being withdrawn from the display circuit. I have never been to a display after that.
I was there that day and the plane did the usual swing out over Guardbridge before turning North to get back to the runway but seemed to have left it a bit late. It took a slow, very tight turn then came back dropping all the way. As it headed back in I remember thinking 'It has stalled' and looked round to see where my family were. They were too far away to reach so I just turned back and took what I expected to be my last photo as it came sinking down over the crowd under full power. Just after that the announcer said that the display was being curtailed and it landed. It neither looked or felt safe to me and it was shortly after that I heard that it was being withdrawn from the display circuit. I have never been to a display after that.
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The Scottish Officer
"This mark had different Nose Gear and Nose Wheel Steering for carrier operation"
Squadron was 43, operating mainly ex-navy F4K, not the later F4M's
The above person was our 'new' CO, and would take a twin sticker, XT875 I think, for a last flight before joining the APC in Cyprus. I was line NCO, and saw the plane out. A few mins later, I heard the reheat being selected, and shortly after an horrendous screech and two bangs!
The pilot, (no names!) had got caught out by the 'slow' NWS, and put the plane sideways down the runway at about 100kts, blowing the tyres and writing off two mainwheels and brake units, and stressing the landing gear!
F720 entry read something like "NWS runaway"............
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up as an awesome airshow photo!!!
Remember a Vulcan practice at Marham mid 80s, I was recovering a Tornado from the end of the runway and watched the practice display as I slowly trundled back, the pilot bought it low down the runway, banked left over 27's HAS site and then started side slipping, we thought he had lost it. Thankfully he straightened out and with full power managed to miss the HAS roofs, boy was it close, at this point some of the guys commented on how impressive and agile the Vulcan was.