Gaining An R.A.F Pilots Brevet In WW II
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Some little Chap has had a Mishap.
Could there ever be such a brilliant demonstration of what "our" Thread is really all about ? I put in a perfectly innocuous question ("What was EASA, please ?), and ten Posts later I could write a Doctorate thesis on the subject (and a lot of chaps have had a lot of fun !)
No, this is not "off Thread". This is a Forum working exactly as intended, and our wise Moderators stay their hands and leave us to play nicely.
Now I know what EASA is, I thank my stars that in my youth I could for three years, free as a bird, fly all over a sub-continent with no need to trouble about anybody or anything - certainly no official body - outside the cockpit, with a radio which was good about as far as the wingtip. Them were the days ! (I pity you youngsters).
Re #4788 (Warmtoast): (a) this ought to be on the Caption Competition (b) why is that little knot of goofers pointing and gazing raptly up at the tailwheel ? (c) if there's something wrong with that, why prop it up out of reach ? (d) why would a Hastings need a retractible tailwheel anyway ? (it doesn't go fast enough) (e) how come the ghostly mirror image script got on the back ?
(That should trigger something off !) Danny.
No, this is not "off Thread". This is a Forum working exactly as intended, and our wise Moderators stay their hands and leave us to play nicely.
Now I know what EASA is, I thank my stars that in my youth I could for three years, free as a bird, fly all over a sub-continent with no need to trouble about anybody or anything - certainly no official body - outside the cockpit, with a radio which was good about as far as the wingtip. Them were the days ! (I pity you youngsters).
Re #4788 (Warmtoast): (a) this ought to be on the Caption Competition (b) why is that little knot of goofers pointing and gazing raptly up at the tailwheel ? (c) if there's something wrong with that, why prop it up out of reach ? (d) why would a Hastings need a retractible tailwheel anyway ? (it doesn't go fast enough) (e) how come the ghostly mirror image script got on the back ?
(That should trigger something off !) Danny.
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I remember my first Hastings encounter, when one did a Practice Diversion to Strubby when I was in Local. After the third bounce, I hit the Crash Alarm.
Apparently that was Ops Normal ... I never bothered again.
Apparently that was Ops Normal ... I never bothered again.
Danny42
I don't think it's a prop. I reckon it could be the escape rope hanging from the main fuselage door on the port side.
As regards the "ghostly scrip", I've removed it, if only to save you a premature visit to Specsavers complaining about seeing ghostly images or similar!
(c) if there's something wrong with that, why prop it up out of reach ? (d) why would a Hastings need a retractable tailwheel anyway ? (it doesn't go fast enough) (e) how come the ghostly mirror image script got on the back ?
As regards the "ghostly scrip", I've removed it, if only to save you a premature visit to Specsavers complaining about seeing ghostly images or similar!
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Seeing Things !
Warmtoast,
Before you scrub off the weird background, I say it's typescript, and "Courier" at that. Mrs D and daughter say it's manuscript, and I should go back to Specsavers and complain. Who's right ?
So it's an escape rope ? In that case, why doesn't the tail flop down ? Surely the CoG can't be that close behind the wheels that it's now forward of them, can it ? Or is the nose staked to the ground in some way ?.....Chugalug ??
Danny.
Before you scrub off the weird background, I say it's typescript, and "Courier" at that. Mrs D and daughter say it's manuscript, and I should go back to Specsavers and complain. Who's right ?
So it's an escape rope ? In that case, why doesn't the tail flop down ? Surely the CoG can't be that close behind the wheels that it's now forward of them, can it ? Or is the nose staked to the ground in some way ?.....Chugalug ??
Danny.
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Looks like the prop tips are not bent in the usual manner befitting an engines turning incident.
And it almost looks like someone is having a leak out of the rear door.
And it almost looks like someone is having a leak out of the rear door.
Danny42C
Actually it's Times New Roman.
As for going to Specsavers complaining of seeing "Ghostly Images", they'll only point out to you that they are opticians, not exorcists, so MY recommendation is to ignore Mrs D's advice and save yourself a journey.
I say it's typescript, and "Courier" at that. Mrs D and daughter say it's manuscript, and I should go back to Specsavers and complain. Who's right ?
As for going to Specsavers complaining of seeing "Ghostly Images", they'll only point out to you that they are opticians, not exorcists, so MY recommendation is to ignore Mrs D's advice and save yourself a journey.
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Easa.... Grrrrrr, in CAA land my licences were all encompassing on a weight limit, this changed under EASA to a different group system which meant one never really knew what one could sign for without trawling the web..
I am disgusted with the system, I had the DC3 4 6 and 7 on my EASA licence, but also retained my CAA licences for those that never joined the La La licence,
And that begged the question why? If they were going for one licence all should have gone on one, but they didn't.
Several Dc 3 operators ( think Coventry ) had to spend a fortune on both EASA approvals and Engineer licences to convert over to EASA approvals to find that EASA decides a year or so later to remove them back to the CAA licence....
Just as it all settles down, they have had a rethink and the damn things are changing again... Big time...
But enough of that, Danny you might find this interesting.
From
AEHS Home
So now you know what that engine up front was going through
And this is a 1/5th scale running Merlin, film at the end
Merlin XX
I am disgusted with the system, I had the DC3 4 6 and 7 on my EASA licence, but also retained my CAA licences for those that never joined the La La licence,
And that begged the question why? If they were going for one licence all should have gone on one, but they didn't.
Several Dc 3 operators ( think Coventry ) had to spend a fortune on both EASA approvals and Engineer licences to convert over to EASA approvals to find that EASA decides a year or so later to remove them back to the CAA licence....
Just as it all settles down, they have had a rethink and the damn things are changing again... Big time...
But enough of that, Danny you might find this interesting.
One Second in the Life of a Racer
by Tom Fey
The Unlimiteds go flashing through the racecourse, engines howling, air shearing, heat waves streaming. Four hundred eighty miles an hour is 8 miles a minute, and the elite racers take about 70 seconds to cover the 9.1 mile Reno course. If you could take a souped P-51 racer flying the circuit at Reno, slow time down, and examine just one second, what would you find?
In that one second, the V-12 Rolls-Royce Merlin engine would have gone through 60 revolutions, with each of the 48 valves slamming open and closed 30 times. The twenty four spark plugs have fired 720 times. Each piston has traveled a total of 60 feet in linear distance at an average speed of 41 miles per hour, with the direction of movement reversing 180° after every 6 inches. Three hundred and sixty power pulses have been transmitted to the crankshaft, making 360 sonic booms as the exhaust gas is expelled from the cylinder with a velocity exceeding the speed of sound. The water pump impeller has spun 90 revolutions, sending 4 gallons of coolant surging through the engine and radiators. The oil pumps have forced 47 fluid ounces, roughly one-third gallon, of oil through the engine, oil cooler, and oil tank, scavenging heat and lubricating the flailing machinery. The supercharger rotor has completed 348 revolutions, its rim spinning at Mach 1, forcing 4.2 pounds or 55 ft³ of ambient air into the combustion chambers under 3 atmospheres of boost pressure. Around 9 fluid ounces of high octane aviation fuel, 7,843 BTUs of energy, has been injected into the carburetor along with 5.3 fluid ounces of methanol/water anti-detonant injection fluid. Perhaps 1/8 fluid ounce of engine oil has been either combusted or blown overboard via the crankcase breather tube. Over 1.65 million foot pounds of work have been done, the equivalent of lifting a station wagon to the top of the Statue of Liberty.
In that one second, the hard-running Merlin has turned the propeller through 25 complete revolutions, with each of the blade tips having arced through a distance of 884 feet at a rotational velocity of 0.8 Mach. Fifteen fluid ounces of spray bar water has been atomized and spread across the face of the radiator to accelerate the transfer of waste heat from the cooling system to the atmosphere.
In that one second, the aircraft itself has traveled 704 feet, close to 1/8 mile, or roughly 1.5% of a single lap. The pilot's heart has taken 1.5 beats, pumping 5.4 fluid ounces of blood through his body at a peak pressure of 4.7 inches of mercury over ambient pressure. Our pilot happened to inspire during our measured second, inhaling approximately 30 cubic inches (0.5 liter) of oxygen from the on-board system, and 2.4 million, yes million, new red blood cells have been formed in the pilot's bone marrow.
In just one second, an amazing sequence of events have taken place beneath those polished cowlings and visored helmets. It's the world's fastest motorsport. Don't blink!
by Tom Fey
The Unlimiteds go flashing through the racecourse, engines howling, air shearing, heat waves streaming. Four hundred eighty miles an hour is 8 miles a minute, and the elite racers take about 70 seconds to cover the 9.1 mile Reno course. If you could take a souped P-51 racer flying the circuit at Reno, slow time down, and examine just one second, what would you find?
In that one second, the V-12 Rolls-Royce Merlin engine would have gone through 60 revolutions, with each of the 48 valves slamming open and closed 30 times. The twenty four spark plugs have fired 720 times. Each piston has traveled a total of 60 feet in linear distance at an average speed of 41 miles per hour, with the direction of movement reversing 180° after every 6 inches. Three hundred and sixty power pulses have been transmitted to the crankshaft, making 360 sonic booms as the exhaust gas is expelled from the cylinder with a velocity exceeding the speed of sound. The water pump impeller has spun 90 revolutions, sending 4 gallons of coolant surging through the engine and radiators. The oil pumps have forced 47 fluid ounces, roughly one-third gallon, of oil through the engine, oil cooler, and oil tank, scavenging heat and lubricating the flailing machinery. The supercharger rotor has completed 348 revolutions, its rim spinning at Mach 1, forcing 4.2 pounds or 55 ft³ of ambient air into the combustion chambers under 3 atmospheres of boost pressure. Around 9 fluid ounces of high octane aviation fuel, 7,843 BTUs of energy, has been injected into the carburetor along with 5.3 fluid ounces of methanol/water anti-detonant injection fluid. Perhaps 1/8 fluid ounce of engine oil has been either combusted or blown overboard via the crankcase breather tube. Over 1.65 million foot pounds of work have been done, the equivalent of lifting a station wagon to the top of the Statue of Liberty.
In that one second, the hard-running Merlin has turned the propeller through 25 complete revolutions, with each of the blade tips having arced through a distance of 884 feet at a rotational velocity of 0.8 Mach. Fifteen fluid ounces of spray bar water has been atomized and spread across the face of the radiator to accelerate the transfer of waste heat from the cooling system to the atmosphere.
In that one second, the aircraft itself has traveled 704 feet, close to 1/8 mile, or roughly 1.5% of a single lap. The pilot's heart has taken 1.5 beats, pumping 5.4 fluid ounces of blood through his body at a peak pressure of 4.7 inches of mercury over ambient pressure. Our pilot happened to inspire during our measured second, inhaling approximately 30 cubic inches (0.5 liter) of oxygen from the on-board system, and 2.4 million, yes million, new red blood cells have been formed in the pilot's bone marrow.
In just one second, an amazing sequence of events have taken place beneath those polished cowlings and visored helmets. It's the world's fastest motorsport. Don't blink!
AEHS Home
So now you know what that engine up front was going through
And this is a 1/5th scale running Merlin, film at the end
Merlin XX
That is indeed the escape rope hanging down from the port para door of the Hastings. As to whether that is chugalug's incident I am sure he will be along soon to enlighten us. The Hastings like all taildraggers (as I found out with my Cub) has a tendency to swop ends in a crosswind. On the OCU one of the exercises was 'co plot mutual' where two copilots were sent off for training. The subsequent landings were always good spectator sport. If the winds were strong but down(ish) the runway we would be towed out, backwards to the runway and lined up before stating up. Very disconcerting for the pax.
Danny, I wonder what the Vengeance was like in a strong crosswind ?.
Danny, I wonder what the Vengeance was like in a strong crosswind ?.
Danny, you should know that tailwheel aircraft nose over at the drop of a hat. Even with that Hastings you can visuaise a vertical line from where the bottom of the wheels are going behind the main spar which is about the CofG.
When I lived at Aldergrove there were innumerable Spitfire 22s tentpegged into the ground when they had hit a patch of Irish bog.
If you're not carefull I'll tell you about National Service training in Rhodesia in the fifties.
When I lived at Aldergrove there were innumerable Spitfire 22s tentpegged into the ground when they had hit a patch of Irish bog.
If you're not carefull I'll tell you about National Service training in Rhodesia in the fifties.
Fareastdriver,
how true that taildraggers will nose over given any opportunity.
We were invited to put our newly restored ex ALAT Supercub in the static display at the French Air Force open day at Cambrai. Excellent weekend but when we came to depart the wind was down the runway but brisk. Taxiing down wind down the very long peri track, I had to be very careful with the brakes so as not to nose over. The problem was exacerbated by a distinct downward slope in a part of the peri track, which merely encouraged the Cub to go even faster. Very careful cadence braking was the order of the day so as to slow down enough to turn safely onto the runway .
how true that taildraggers will nose over given any opportunity.
We were invited to put our newly restored ex ALAT Supercub in the static display at the French Air Force open day at Cambrai. Excellent weekend but when we came to depart the wind was down the runway but brisk. Taxiing down wind down the very long peri track, I had to be very careful with the brakes so as not to nose over. The problem was exacerbated by a distinct downward slope in a part of the peri track, which merely encouraged the Cub to go even faster. Very careful cadence braking was the order of the day so as to slow down enough to turn safely onto the runway .
Way back in the days when pilots were trained on Real Aeroplanes like the Provost T1 with a 550hp supercharged radial pulling it along full power checks used to be interesting.
The aircraft was double chocked with chains holding the fore and aft together. To stop it nosing over two airmen, there was National Service in those days so no shortage, would stand by the rudder ahead of the tailplane. As the engine note started rising they would lie across the tailplane so as to keep the tail down. On a cold day the starboard one's bum would freeze but the port one's would be kept warm by the blue flame coming out of the exhaust. At completion a quick waggle of the rudder would bash their heads and they knew they were no longer required.
I did what was probably the last single piston fullpower check apart from the BBHF in the seventies. A Provost WV494 that was on the strength of 23 MU with a ####M No was being disposed of owing to the closer of the MU. It was fully servicable apart from the clock.
Fantastic fun; never did it again.
The aircraft did, I think it is still flying.
This is the closest I have ever got to a noseover.
The aircraft was double chocked with chains holding the fore and aft together. To stop it nosing over two airmen, there was National Service in those days so no shortage, would stand by the rudder ahead of the tailplane. As the engine note started rising they would lie across the tailplane so as to keep the tail down. On a cold day the starboard one's bum would freeze but the port one's would be kept warm by the blue flame coming out of the exhaust. At completion a quick waggle of the rudder would bash their heads and they knew they were no longer required.
I did what was probably the last single piston fullpower check apart from the BBHF in the seventies. A Provost WV494 that was on the strength of 23 MU with a ####M No was being disposed of owing to the closer of the MU. It was fully servicable apart from the clock.
Fantastic fun; never did it again.
The aircraft did, I think it is still flying.
This is the closest I have ever got to a noseover.
how Chug risked losing a pilot brevet in the Cold War
aa62:-
I think I've already bored here about this incident, but perhaps it was on another thread. We had flown into Northolt from Gutersloh full of Italian Alpine Troops (the ones with feathers in their hats), and then returned empty to West Raynham where we were detached to for Exercise Drumbeat. The landing there was followed shortly after by a swing to the right. I put in rudder to compensate, to no avail. I then opened up the No. 4 engine, to no avail. We were now taking to the grass, so I closed the throttles again, held back on the stick and tried the brakes. One of the many hutments that Danny et al inhabit was looming, but we were still going right, until the starboard wheel decided thus far and no further. We pirouetted around it, and the remaining kinetic energy expended itself by raising the tail (easy thanks to the empty cabin) and thrusting the nose into the boggy grass. We carried out a shutdown (though the Graviner Switch had fired anyway given the final deceleration) and evacuated the aircraft, the Flight Deck Crew through the Eng Escape Hatch, the AQM through the pax door and down the escape rope. It stopped some feet above the ground and he had to jump the rest, strangely it was not long enough for this classic prang config.
Various people then started turning up, some you might expect like the crash crew, others more of a bonus, like RAF and civilian police, and even the Padre. Mercifully his administrations were not required, but if we had been full of pax or any of us were not fully strapped in it might have been different.
I was left to assist the BoI with its inquiries, as the exercise was over the detachment returned to Colerne. West Raynham now busied itself in preparation for its AOC's Inspection next week, with an added feature for him in the middle of the airfield. The BoI kicked off in the meantime. When I said I applied full rudder, which one?. When I said that I opened up the outer engine, which one? Even I could see which way the wind was blowing here, until in the midst of my sputtering explanations there was a knock at the door. It was the detachment Engineering Officer (whose name is etched into my memory as my saviour). He was sorry to interrupt my interrogation but thought that the Board should know that they had inspected the Starboard Wheel and found it to have split around the circumference of the tyre well. It had obviously then seized solid and caused our uncontrolled excursions. It transpired that this was a known weakness in our wheels dating back to the Lancaster and Halifax ones. The Board deliberated and found that they had no further use for me.
I was free to return to my unit, an aircraft was despatched to pick me up (as part of essential training of course). I boarded, to be told by the captain as he climbed out of his seat that the Boss had authorised me to fly the return sector. That one statement of confidence in me meant a great deal in the circumstances. I was blessed with good Bosses throughout my RAF career. I left West Raynham to its AOC's inspection and its new static display, which wasn't static for long. A sling was soon put around the rear fuselage and the aircraft lowered to a more gainly attitude awaiting its fate. It was a Cat5 right off...
He may be persuaded to tell his tale of the 'interesting' arrival he once had at West Raynham in a Hastings.
Various people then started turning up, some you might expect like the crash crew, others more of a bonus, like RAF and civilian police, and even the Padre. Mercifully his administrations were not required, but if we had been full of pax or any of us were not fully strapped in it might have been different.
I was left to assist the BoI with its inquiries, as the exercise was over the detachment returned to Colerne. West Raynham now busied itself in preparation for its AOC's Inspection next week, with an added feature for him in the middle of the airfield. The BoI kicked off in the meantime. When I said I applied full rudder, which one?. When I said that I opened up the outer engine, which one? Even I could see which way the wind was blowing here, until in the midst of my sputtering explanations there was a knock at the door. It was the detachment Engineering Officer (whose name is etched into my memory as my saviour). He was sorry to interrupt my interrogation but thought that the Board should know that they had inspected the Starboard Wheel and found it to have split around the circumference of the tyre well. It had obviously then seized solid and caused our uncontrolled excursions. It transpired that this was a known weakness in our wheels dating back to the Lancaster and Halifax ones. The Board deliberated and found that they had no further use for me.
I was free to return to my unit, an aircraft was despatched to pick me up (as part of essential training of course). I boarded, to be told by the captain as he climbed out of his seat that the Boss had authorised me to fly the return sector. That one statement of confidence in me meant a great deal in the circumstances. I was blessed with good Bosses throughout my RAF career. I left West Raynham to its AOC's inspection and its new static display, which wasn't static for long. A sling was soon put around the rear fuselage and the aircraft lowered to a more gainly attitude awaiting its fate. It was a Cat5 right off...
chugalug,
was this the incident where the Siggie was out in a new Olympic record time and was found to be clutching his duty free as you all gazed at the a/c. ?
Perhaps that was a different occasion or just a good story.
was this the incident where the Siggie was out in a new Olympic record time and was found to be clutching his duty free as you all gazed at the a/c. ?
Perhaps that was a different occasion or just a good story.
Camlobe re the tri pacer.
I went on a camping safari in the Masi Mara with a gentleman - David Drummond, GM - amongst other awards, who had flown the tri pacers.
They would get airborne before dawn and look for the heat haze rising through the early morning mist and call in the Lancs to pattern bomb the MaoMao camp sites...although the camp fires were extinguished the heat was enough to change the fog layer.
One morning he took off without doing an outside check...around 1000ft AGL a wing fell off ..he described to me the effects of the controls before he hit the deck.
I later read his biography ..Bwana Drum...a real boys own hero.
The pou du ciel..flying flea..
My father was offered a flight in one from Nice in the 30s ..he and his mate tossed a coin...he lost, mate went first ...and was killed.
I seem to remember that the crashes were caused by a luffing dive...in a steep dive the forward wing affected (blanked) the airflow of the aft one..
Somewhat akin to the hang glider crashes before luffing lines (or reflex) were added.
I went on a camping safari in the Masi Mara with a gentleman - David Drummond, GM - amongst other awards, who had flown the tri pacers.
They would get airborne before dawn and look for the heat haze rising through the early morning mist and call in the Lancs to pattern bomb the MaoMao camp sites...although the camp fires were extinguished the heat was enough to change the fog layer.
One morning he took off without doing an outside check...around 1000ft AGL a wing fell off ..he described to me the effects of the controls before he hit the deck.
I later read his biography ..Bwana Drum...a real boys own hero.
The pou du ciel..flying flea..
My father was offered a flight in one from Nice in the 30s ..he and his mate tossed a coin...he lost, mate went first ...and was killed.
I seem to remember that the crashes were caused by a luffing dive...in a steep dive the forward wing affected (blanked) the airflow of the aft one..
Somewhat akin to the hang glider crashes before luffing lines (or reflex) were added.
Last edited by blind pew; 14th Dec 2013 at 15:31.
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Nutloose,Re: EASA - it was ever thus ("That was Yesterday - It's All Been Changed") Yes, Danny finds it very interesting, says, and notes in italic:
"In that one second, the V-12 Rolls-Royce Merlin engine would have gone through 60 revolutions",
(3,600 rpm - surely not ! every Spit and the few Hurricanes I ever flew, it was 3,000 max. Could they have "souped it up" to that extent ? Is it even possible ?) Come in, the Engine Fitters and Mechs !
...."with each of the 48 valves slamming open and closed 30 times"..... (25, as above)....."The twenty four spark plugs have fired 720 times".... (Yes, but not each one) ...... "as the exhaust gas is expelled from the cylinder with a velocity exceeding the speed of sound".... (which is why we've all been high-tone deaf for the rest of our lives - it is also the source of that "tearing" sound from a Merlin which has just gone past at full chat).
Poetic exuberance - but doesn't it just stir the heart ! Thanks again, Nutloose.
PS: ("Loctite", is the stuff you want - but you've heard that already, I suppose). Danny.
ancientaviator62,
It looks a heck of a rope ! - you could tie up the QE2 with that. We still haven't solved the problem: what was it doing to get like that ? The nose doesn't look damaged, the props aren't bent. Could they have braked heavily, the cargo broke loose and finished up on the Flight Deck ? (Chugalug, we have need of thee - what do you think may have happened here ? - and somebody must know).
VVs in a crosswind ?, most of the time there didn't seem much wind (except in the monsoon, and then you spent nearly all your time in the Crewroom, or getting soaked outside, or getting malaria.
Apart from that, most proper airfields then would have two or three runways, you took your pick (no interfering ATC - no ATC !) On the rough jungle strips you'd only one, of course (and in my case only one direction, too).
So you didn't worry about it, just threw the thing onto the ground. It might skitter about a bit, but as there was so much inertia in the huge beast, it usually ended up still pointing in the right direction. When it did "go walkabout", it did it in a big way, but as there were only bamboo, banana trees and the like to trample, usually no harm was done. Danny.
PS: Fareastdriver and ancientaviator,
"WHY don't I read all the Posts before I put pen to paper ! I've had many heart-stopping moments in Spits myself, but luckily never bent or splintered a blade....Yes, but even so the thing doesn't look as if it was moving when it tipped up, does it ?... Supplementary questions: what are the little group on the left looking at in such "wild surmise" ? And look at the legware on the chaps at the nose. Could they possibly be Naval ratings ?..D.
Chugalug,
Your #4801 refers, how nice to hear that justice prevailed: you left the Court without a Stain on your Character ! (doesn't often happen, does it ?). Now step forward, Sherlock, and tell us what must have happened to 491...Danny
Fareastdriver,
Fine body of men ! (and who is the laddie in front with the novel headgear ?). I note that there are no airman pilot trainees around (unless the ones in shirtsleeves), and that the Piston Provost looks a nice piece of machinery - I do like to see a nice, wide "straddle" U/cart - and the Cap SD on the prop !
Never had anything to do with 'em myself, but remember that Marshalls of Cambridge had them at Shawbury to fly as "clockwork mice" for the GCA School at Sleap.
blind pew,
Your: ......"One morning he took off without doing an outside check...around 1000ft AGL a wing fell off ..he described to me the effects of the controls before he hit the deck"......
Not the first time such a thing has happened: I recall reading some years ago an Accident Report on a Syndicate owned, light aircraft. Over a weekend the engineering genius of the group had removed the elevators for some purpose, but had not had time to put them back. On the Monday, another member turned up, pushed it out of the hangar, didn't check the paperwork or do a walk-round, jumped in, cranked-up, lined up and gave it welly......(I don't think it was fatal - not for him, anyway).
The Flying Flea; yes, it was an aerodynamic nasty that had been overlooked in the original design. And there are some people you just can't help. Years ago, when the Benson/Wallis Gyrocopter (how I would have loved to try that ) came out, a (Yorkshire ?) farmer with a bit of fixed-wing experience got one, and tried to loop it (at least that's what they told the Coroner).
Wg.Cdr. Wallis (RIP) himself told a good story: a local farmer approached him with the idea of buying one to do some light crop spraying (or something like it). Wallis asked him what flying experience he had. "Well, none, actually" was the reply, "but I suppose I could pick it up over a weekend"....
Truly, there's one born every minute.
Cheers, Danny.
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Nutloose,
Re: EASA - it was ever thus ("That was Yesterday - It's All Been Changed") Yes, Danny finds it very interesting, says, and notes in italic:
"In that one second, the V-12 Rolls-Royce Merlin engine would have gone through 60 revolutions",
(3,600 rpm - surely not ! every Spit and the few Hurricanes I ever flew, it was 3,000 max. Could they have "souped it up" to that extent ? Is it even possible ?) Come in, the Engine Fitters and Mechs !
...."with each of the 48 valves slamming open and closed 30 times"..... (25, as above)....."The twenty four spark plugs have fired 720 times".... (Yes, but not each one) ...... "as the exhaust gas is expelled from the cylinder with a velocity exceeding the speed of sound".... (which is why we've all been high-tone deaf for the rest of our lives - it is also the source of that "tearing" sound from a Merlin which has just gone past at full chat).
Poetic exuberance - but doesn't it just stir the heart ! Thanks again, Nutloose.
PS: ("Loctite", is the stuff you want - but you've heard that already, I suppose). Danny.
ancientaviator62,
It looks a heck of a rope ! - you could tie up the QE2 with that. We still haven't solved the problem: what was it doing to get like that ? The nose doesn't look damaged, the props aren't bent. Could they have braked heavily, the cargo broke loose and finished up on the Flight Deck ? (Chugalug, we have need of thee - what do you think may have happened here ? - and somebody must know).
VVs in a crosswind ?, most of the time there didn't seem much wind (except in the monsoon, and then you spent nearly all your time in the Crewroom, or getting soaked outside, or getting malaria.
Apart from that, most proper airfields then would have two or three runways, you took your pick (no interfering ATC - no ATC !) On the rough jungle strips you'd only one, of course (and in my case only one direction, too).
So you didn't worry about it, just threw the thing onto the ground. It might skitter about a bit, but as there was so much inertia in the huge beast, it usually ended up still pointing in the right direction. When it did "go walkabout", it did it in a big way, but as there were only bamboo, banana trees and the like to trample, usually no harm was done. Danny.
PS: Fareastdriver and ancientaviator,
"WHY don't I read all the Posts before I put pen to paper ! I've had many heart-stopping moments in Spits myself, but luckily never bent or splintered a blade....Yes, but even so the thing doesn't look as if it was moving when it tipped up, does it ?... Supplementary questions: what are the little group on the left looking at in such "wild surmise" ? And look at the legware on the chaps at the nose. Could they possibly be Naval ratings ?..D.
Chugalug,
Your #4801 refers, how nice to hear that justice prevailed: you left the Court without a Stain on your Character ! (doesn't often happen, does it ?). * Now step forward, Sherlock, and tell us what must have happened to 491...Danny
* EDIT: No, no, I don't mean that ! I just mean that Justice prevailed !...D.
Fareastdriver,
Fine body of men ! (and who is the laddie in front with the novel headgear ?). I note that there are no airman pilot trainees around (unless the ones in shirtsleeves), and that the Piston Provost looks a nice piece of machinery - I do like to see a nice, wide "straddle" U/cart - and the Cap SD on the prop !
Never had anything to do with 'em myself, but remember that Marshalls of Cambridge had them at Shawbury to fly as "clockwork mice" for the GCA School at Sleap.
blind pew,
Your: ......"One morning he took off without doing an outside check...around 1000ft AGL a wing fell off ..he described to me the effects of the controls before he hit the deck"......
Not the first time such a thing has happened: I recall reading some years ago an Accident Report on a Syndicate owned, light aircraft. Over a weekend the engineering genius of the group had removed the elevators for some purpose, but had not had time to put them back. On the Monday, another member turned up, pushed it out of the hangar, didn't check the paperwork or do a walk-round, jumped in, cranked-up, lined up and gave it welly......(I don't think it was fatal - not for him, anyway).
The Flying Flea; yes, it was an aerodynamic nasty that had been overlooked in the original design. And there are some people you just can't help. Years ago, when the Benson/Wallis Gyrocopter (how I would have loved to try that ) came out, a (Yorkshire ?) farmer with a bit of fixed-wing experience got one, and tried to loop it (at least that's what they told the Coroner).
Wg.Cdr. Wallis (RIP) himself told a good story: a local farmer approached him with the idea of buying one to do some light crop spraying (or something like it). Wallis asked him what flying experience he had. "Well, none, actually" was the reply, "but I suppose I could pick it up over a weekend"....
Truly, there's one born every minute.
Cheers, Danny.
Re: EASA - it was ever thus ("That was Yesterday - It's All Been Changed") Yes, Danny finds it very interesting, says, and notes in italic:
"In that one second, the V-12 Rolls-Royce Merlin engine would have gone through 60 revolutions",
(3,600 rpm - surely not ! every Spit and the few Hurricanes I ever flew, it was 3,000 max. Could they have "souped it up" to that extent ? Is it even possible ?) Come in, the Engine Fitters and Mechs !
...."with each of the 48 valves slamming open and closed 30 times"..... (25, as above)....."The twenty four spark plugs have fired 720 times".... (Yes, but not each one) ...... "as the exhaust gas is expelled from the cylinder with a velocity exceeding the speed of sound".... (which is why we've all been high-tone deaf for the rest of our lives - it is also the source of that "tearing" sound from a Merlin which has just gone past at full chat).
Poetic exuberance - but doesn't it just stir the heart ! Thanks again, Nutloose.
PS: ("Loctite", is the stuff you want - but you've heard that already, I suppose). Danny.
ancientaviator62,
It looks a heck of a rope ! - you could tie up the QE2 with that. We still haven't solved the problem: what was it doing to get like that ? The nose doesn't look damaged, the props aren't bent. Could they have braked heavily, the cargo broke loose and finished up on the Flight Deck ? (Chugalug, we have need of thee - what do you think may have happened here ? - and somebody must know).
VVs in a crosswind ?, most of the time there didn't seem much wind (except in the monsoon, and then you spent nearly all your time in the Crewroom, or getting soaked outside, or getting malaria.
Apart from that, most proper airfields then would have two or three runways, you took your pick (no interfering ATC - no ATC !) On the rough jungle strips you'd only one, of course (and in my case only one direction, too).
So you didn't worry about it, just threw the thing onto the ground. It might skitter about a bit, but as there was so much inertia in the huge beast, it usually ended up still pointing in the right direction. When it did "go walkabout", it did it in a big way, but as there were only bamboo, banana trees and the like to trample, usually no harm was done. Danny.
PS: Fareastdriver and ancientaviator,
"WHY don't I read all the Posts before I put pen to paper ! I've had many heart-stopping moments in Spits myself, but luckily never bent or splintered a blade....Yes, but even so the thing doesn't look as if it was moving when it tipped up, does it ?... Supplementary questions: what are the little group on the left looking at in such "wild surmise" ? And look at the legware on the chaps at the nose. Could they possibly be Naval ratings ?..D.
Chugalug,
Your #4801 refers, how nice to hear that justice prevailed: you left the Court without a Stain on your Character ! (doesn't often happen, does it ?). * Now step forward, Sherlock, and tell us what must have happened to 491...Danny
* EDIT: No, no, I don't mean that ! I just mean that Justice prevailed !...D.
Fareastdriver,
Fine body of men ! (and who is the laddie in front with the novel headgear ?). I note that there are no airman pilot trainees around (unless the ones in shirtsleeves), and that the Piston Provost looks a nice piece of machinery - I do like to see a nice, wide "straddle" U/cart - and the Cap SD on the prop !
Never had anything to do with 'em myself, but remember that Marshalls of Cambridge had them at Shawbury to fly as "clockwork mice" for the GCA School at Sleap.
blind pew,
Your: ......"One morning he took off without doing an outside check...around 1000ft AGL a wing fell off ..he described to me the effects of the controls before he hit the deck"......
Not the first time such a thing has happened: I recall reading some years ago an Accident Report on a Syndicate owned, light aircraft. Over a weekend the engineering genius of the group had removed the elevators for some purpose, but had not had time to put them back. On the Monday, another member turned up, pushed it out of the hangar, didn't check the paperwork or do a walk-round, jumped in, cranked-up, lined up and gave it welly......(I don't think it was fatal - not for him, anyway).
The Flying Flea; yes, it was an aerodynamic nasty that had been overlooked in the original design. And there are some people you just can't help. Years ago, when the Benson/Wallis Gyrocopter (how I would have loved to try that ) came out, a (Yorkshire ?) farmer with a bit of fixed-wing experience got one, and tried to loop it (at least that's what they told the Coroner).
Wg.Cdr. Wallis (RIP) himself told a good story: a local farmer approached him with the idea of buying one to do some light crop spraying (or something like it). Wallis asked him what flying experience he had. "Well, none, actually" was the reply, "but I suppose I could pick it up over a weekend"....
Truly, there's one born every minute.
Cheers, Danny.
Guest
Posts: n/a
Danny tells of a Strange Coincidence.
On a sunny, but still chilly Spring day in '61, Mrs D. took Mary, in her pram, for a quiet walk away from the Quarters. She decided to venture a little further afield.
Now, at GK all the domestic and technical buildings, and the Apron and the Messes and MQs, were on the South side of the South taxiway. On the North of the runway was the North Taxiway, a narrow grass verge, and then a mile-long stretch of pinewoods.
There was never any reason for aircraft (or anything else) to go on the North taxiway. Indeed (as far as I could see) there was no good reason for there to be a North taxiway at all (but all the Clutch airfields were built to the same pattern, so probably they got one whether they needed one or not).
In fact there was good reason not to go on the North taxiway, for in the woods beside it there was something which made it advisable to keep out.
For in it were the bomb stores bunkers for the Great Deterrants, looked after and carefully guarded by our American friends, who of course had complete control of them. The bombs themselves (unfused, I presume - hope !) were harmless enough, but the same could not be said of the trigger-happy "snowdrops" and even less of their "wooly crocodiles".
The first mystery (for me) was how Mrs D. and the pram managed to get out there in the first place. Obviously she must have crossed the 27 runway (or the extended centreline of the runway) somewhere at the East end. Here I am hampered by the fact that the satellite maps only show the airfield as it is in recent years, when the runway has been extended to 10,000 ft for the GAF Boeing E.3As AWACS (I think we had 7,500 ft in our day, and the North taxiway has since been removed completely). And the extra 2,500 ft would have to go on the 27 end, for the 09 end is hard against the Dutch border.
Mrs D. is adamant that she did not go through any forest of Approach lights, and I'm driven to suspect that she may have got across the end of 27 between marshalling points. A young lady with a brilliant white pram crossing the end of the runway would (you might suppose) arouse some interest in the Local and Runway Controllers, but that seems not to have happened.
Be all that as it may, she ended up with the line of trees on her right, and a "large expanse of field" on her left. That's conclusive enough: she was either on the North Taxiway, or on some small path between it and the trees.
There were no aircraft in the circuit, and all was completely quiet. A Yorkshire country girl, the first thing she noticed was - no birds sang, although it was spring, and there was no rustling of any small creatures in the woods. And then she was assailed by a sense of unease.
There was something uncanny about this place: she did not like it at all. Trusting her instinct, she turned the pram round and walked home by the same route as she had come. She mentioned it when I came in that day, but I did not set any great store by it, except to remark that she was lucky not to have been seized by the "snowdrops"........... End of story ? (not much, really). .....Not quite. ...Listen to this:
bosnich71,..........RAF Wildenrath these days (photos) (page 1, #11):
"RAF Geilenkirchen was reputed to have an ex WW2 bunker in the woods which supposedly still contained bodies from the fighting in the area and had had earth bulldozed over it. By some accounts the Snoops dogs wouldn't go near the area."
Bit of a coincidence ? Makes you think ! (We never heard a whisper of that story in our 2½ years in GK or anywhere else until today).
Warmtoast, (your # 4794): A case for your exorcist ?
Goodnight, everybody,
Danny42C
Sleep well !
Now, at GK all the domestic and technical buildings, and the Apron and the Messes and MQs, were on the South side of the South taxiway. On the North of the runway was the North Taxiway, a narrow grass verge, and then a mile-long stretch of pinewoods.
There was never any reason for aircraft (or anything else) to go on the North taxiway. Indeed (as far as I could see) there was no good reason for there to be a North taxiway at all (but all the Clutch airfields were built to the same pattern, so probably they got one whether they needed one or not).
In fact there was good reason not to go on the North taxiway, for in the woods beside it there was something which made it advisable to keep out.
For in it were the bomb stores bunkers for the Great Deterrants, looked after and carefully guarded by our American friends, who of course had complete control of them. The bombs themselves (unfused, I presume - hope !) were harmless enough, but the same could not be said of the trigger-happy "snowdrops" and even less of their "wooly crocodiles".
The first mystery (for me) was how Mrs D. and the pram managed to get out there in the first place. Obviously she must have crossed the 27 runway (or the extended centreline of the runway) somewhere at the East end. Here I am hampered by the fact that the satellite maps only show the airfield as it is in recent years, when the runway has been extended to 10,000 ft for the GAF Boeing E.3As AWACS (I think we had 7,500 ft in our day, and the North taxiway has since been removed completely). And the extra 2,500 ft would have to go on the 27 end, for the 09 end is hard against the Dutch border.
Mrs D. is adamant that she did not go through any forest of Approach lights, and I'm driven to suspect that she may have got across the end of 27 between marshalling points. A young lady with a brilliant white pram crossing the end of the runway would (you might suppose) arouse some interest in the Local and Runway Controllers, but that seems not to have happened.
Be all that as it may, she ended up with the line of trees on her right, and a "large expanse of field" on her left. That's conclusive enough: she was either on the North Taxiway, or on some small path between it and the trees.
There were no aircraft in the circuit, and all was completely quiet. A Yorkshire country girl, the first thing she noticed was - no birds sang, although it was spring, and there was no rustling of any small creatures in the woods. And then she was assailed by a sense of unease.
There was something uncanny about this place: she did not like it at all. Trusting her instinct, she turned the pram round and walked home by the same route as she had come. She mentioned it when I came in that day, but I did not set any great store by it, except to remark that she was lucky not to have been seized by the "snowdrops"........... End of story ? (not much, really). .....Not quite. ...Listen to this:
bosnich71,..........RAF Wildenrath these days (photos) (page 1, #11):
"RAF Geilenkirchen was reputed to have an ex WW2 bunker in the woods which supposedly still contained bodies from the fighting in the area and had had earth bulldozed over it. By some accounts the Snoops dogs wouldn't go near the area."
Bit of a coincidence ? Makes you think ! (We never heard a whisper of that story in our 2½ years in GK or anywhere else until today).
Warmtoast, (your # 4794): A case for your exorcist ?
Goodnight, everybody,
Danny42C
Sleep well !
Danny, you asked what happened to WD491. The answer is, I did, for as Warmtoast rightly implied his picture is of the aftermath of the arrival that I described. As to the hawser like looking rope, it is either the escape rope which has somehow expanded itself more by some trick of the light, or it may indeed be the strop, temporarily tucked into the pax doorway, which was eventually strung around the rear fuselage to lower it to the ground at the end of a crane. I don't know I'm afraid. All the engines were shock loaded when the props bit the dirt and were thus damaged beyond repair as was the entire aircraft, though the imminent arrival of the Hercules no doubt made the decision a bit of a no brainer.
Oh, your query as to why should the tail wheel be retractable as the aircraft didn't go fast enough to warrant it, that may well be. The point of a transport aircraft is to go far enough, and I would suggest to my Noble Friend that every such lump that could be so removed from the airflow would pay back dividends in that respect. At any rate she could outhaul and outrange a DC4!
aa62, I suspect that the words Siggie and Ciggie have got confused in the telling of the tale. The person who emerged clutching the Duty Free Ciggies was in fact the Co-Pilot, who being young and quick witted grabbed that which was most dear to him, being as he was a smoker.
Oh, your query as to why should the tail wheel be retractable as the aircraft didn't go fast enough to warrant it, that may well be. The point of a transport aircraft is to go far enough, and I would suggest to my Noble Friend that every such lump that could be so removed from the airflow would pay back dividends in that respect. At any rate she could outhaul and outrange a DC4!
aa62, I suspect that the words Siggie and Ciggie have got confused in the telling of the tale. The person who emerged clutching the Duty Free Ciggies was in fact the Co-Pilot, who being young and quick witted grabbed that which was most dear to him, being as he was a smoker.
Danny,
Goose bumps time, the story of your wife's meander, unseen possibly crossing runways. Of course, it would have been really weird had Bosnich related a tale of a rumour that the area was haunted by a woman pushing a pram in his input to the thread. That would have made you chuckle I suspect. Your post also highlights something of a service that no longer seems to exist, from friends still serving I'm told that even with proper ID they sometimes struggle to get on Base, let alone the airfield. How things change.
Smudge
Goose bumps time, the story of your wife's meander, unseen possibly crossing runways. Of course, it would have been really weird had Bosnich related a tale of a rumour that the area was haunted by a woman pushing a pram in his input to the thread. That would have made you chuckle I suspect. Your post also highlights something of a service that no longer seems to exist, from friends still serving I'm told that even with proper ID they sometimes struggle to get on Base, let alone the airfield. How things change.
Smudge