Gaining An R.A.F Pilots Brevet In WW II
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Ormeside, and Hummingfrog,
(lifted from Wiki)
"The company went into voluntary liquidation at the end of the 1962 season. The receiver immediately sold the St Seiriol for scrap in November 1962, followed by St Tudno in April 1963.[1][2] The St Trillo was sold to rival P and A Campbell, who continued to run excursions from Llandudno until the 1970s".
I would have been on my trips in late '20s or early '30s. Happy Days !
Cheers, Danny.
PS. Can you remember how many on your Course, and how many"scrubbed"?
D.
Can anyone get our Posts back into size, so's they fit again, please ?
D,
Last edited by Danny42C; 12th May 2014 at 22:00. Reason: Add Addressee.
The problem has been caused by the size of the large 'log book' image posted by Ormeside28.
Please edit your post, Ormeside28, so that the image is no larger than 800 pixels wide.
That should then mean that the posts on the previous page will no longer overflow.
Please edit your post, Ormeside28, so that the image is no larger than 800 pixels wide.
That should then mean that the posts on the previous page will no longer overflow.
Please, please do continue Ormeside28 ... we can't get enough of these stories from the last of those who were our boyhood heroes -- even though you don't like us saying so! 
Ormeside28:-
Yes, yes, a thousand times yes! Please don't think that because other posters have described the same training sequence that you experienced that therefore your story is of no interest. On the contrary, everybody has a different take on things, just as someone who thoroughly recommends some pub or restaurant is then followed by another who might have their reservations, and suggests a different venue. On the whole I think it is people that make the difference rather than places anyway.
So I can but echo Geriaviator in his pleas for much much more. Could I suggest though a rather more leisurely pace? Danny is the master at that and conducts us on a nature ramble as it were, rather than a quick march. Certainly the tantalising prospect of learning more of the 'Press Ganging' of RAF Pilots into the Glider Pilot Regt is a juicy carrot to dangle before us. We will follow it wherever it should lead!
PS Thank you for posting the Log Book insert, though I realise it was in response to a particular request. Any pictures that illustrate your story are of interest, and any hiccups over size or the numbers of pixels are a price worth paying in my book. Just my point of view of course...
Do you want me to go on?
So I can but echo Geriaviator in his pleas for much much more. Could I suggest though a rather more leisurely pace? Danny is the master at that and conducts us on a nature ramble as it were, rather than a quick march. Certainly the tantalising prospect of learning more of the 'Press Ganging' of RAF Pilots into the Glider Pilot Regt is a juicy carrot to dangle before us. We will follow it wherever it should lead!
PS Thank you for posting the Log Book insert, though I realise it was in response to a particular request. Any pictures that illustrate your story are of interest, and any hiccups over size or the numbers of pixels are a price worth paying in my book. Just my point of view of course...
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Gaining an RAF pilots brevet in WW2
I have noted that all recent contributions re pilot training at US schools refer to routing via Moncton from the U.K.
Wicki indicates that Camp Kilmer in NJ was mainly used for US troops going to , or returning from, Europe. Reference though is made to some allied use.
I dont think my memory is incorrect in recalling that certainly in the 1944-45 era at least some u/t, s going to or from the US schools went via Kilmer.
Can anyone confirm this?
D
Wicki indicates that Camp Kilmer in NJ was mainly used for US troops going to , or returning from, Europe. Reference though is made to some allied use.
I dont think my memory is incorrect in recalling that certainly in the 1944-45 era at least some u/t, s going to or from the US schools went via Kilmer.
Can anyone confirm this?
D
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How long is a piece of string? Or a Post ?
DFCP,
In my recollection, all the LACs who went out to the States, and came back as P/Os and Sgts, landed at, and came back from Halifax or Moncton (and on via Toronto). I never heard of any of our people passing through Camp Kilner NJ (but of course that's no evidence that it did'nt happen). Anybody with more 'gen' ?
Ormeside28,
Don't even think about leaving us now ! We can use all the help we can get ! Just slim down the entries as BEagle suggests (if other people's laptops are like mine, it takes for ever to traverse from one side to another - and Senior Citizens like me, having got to the end of a line, are liable to have forgotten what was at the beginning).
As to the length of our Posts, I cannot improve on Chugalug's wise words, and am suitably gratified at being held up as an example of good practice. But I, too, modelled myself on the early "Greats" of this Thread when I started, and found that 1,000-1,500 words at a time seemed about right. harrym, you write wonderful stuff, please just give us time to digest one lot before the next lands on our plate (and dare I ask for smaller portions ?). It's simply too good to rush through ! And it gives us time to come in and ask our stupid questions.
Nevertheless, it is your unfettered right to tell your story exactly how you wish - the foregoing is just a friendly suggestion.
Regards to all, Danny.
In my recollection, all the LACs who went out to the States, and came back as P/Os and Sgts, landed at, and came back from Halifax or Moncton (and on via Toronto). I never heard of any of our people passing through Camp Kilner NJ (but of course that's no evidence that it did'nt happen). Anybody with more 'gen' ?
Ormeside28,
Don't even think about leaving us now ! We can use all the help we can get ! Just slim down the entries as BEagle suggests (if other people's laptops are like mine, it takes for ever to traverse from one side to another - and Senior Citizens like me, having got to the end of a line, are liable to have forgotten what was at the beginning).
As to the length of our Posts, I cannot improve on Chugalug's wise words, and am suitably gratified at being held up as an example of good practice. But I, too, modelled myself on the early "Greats" of this Thread when I started, and found that 1,000-1,500 words at a time seemed about right. harrym, you write wonderful stuff, please just give us time to digest one lot before the next lands on our plate (and dare I ask for smaller portions ?). It's simply too good to rush through ! And it gives us time to come in and ask our stupid questions.
Nevertheless, it is your unfettered right to tell your story exactly how you wish - the foregoing is just a friendly suggestion.
Regards to all, Danny.
Hi Danny
The picture of the ST Tudno brings back memories of being in a lower saloon which was on the waterline so the portholes were covered in water when a bigger wave went past!
I have just spoken to my father and he has sent, by snail mail, details of his flying hours which I shall post when I get it.
If anybody has any specific questions for him please let me know and I am sure he will be pleased to answer.
HF
The picture of the ST Tudno brings back memories of being in a lower saloon which was on the waterline so the portholes were covered in water when a bigger wave went past!
I have just spoken to my father and he has sent, by snail mail, details of his flying hours which I shall post when I get it.
If anybody has any specific questions for him please let me know and I am sure he will be pleased to answer.
HF
Last edited by Hummingfrog; 14th May 2014 at 19:11.
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Ormeside28 ...
Just trying to be helpful here ... if you substitute the Image Link for this version of your image of your Log Book on the previous page then that page will return to normal size
Once you have done that I will delete this post (it won't then be needed)...
Best regards ...
Coff.
PS Please do keep this thread running ... all great stuff chaps
Just trying to be helpful here ... if you substitute the Image Link for this version of your image of your Log Book on the previous page then that page will return to normal size
Once you have done that I will delete this post (it won't then be needed)...
Best regards ...
Coff.
PS Please do keep this thread running ... all great stuff chaps
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EFTS Exercises
Ormeside
Thanks for posting your log book listing; it is very much appreciated and has helped enormously with my research on the subject of aircrew training.
Very little detail seems to exist on training during WWII, as most stories by-pass the training and move onto operational service, so it is wonderful to see detailed information such as this.
...... please keep posting these sorts of course schedules etc before they are lost in time.
Regards
Pete
Thanks for posting your log book listing; it is very much appreciated and has helped enormously with my research on the subject of aircrew training.
Very little detail seems to exist on training during WWII, as most stories by-pass the training and move onto operational service, so it is wonderful to see detailed information such as this.
...... please keep posting these sorts of course schedules etc before they are lost in time.
Regards
Pete
What's in a name?
Seeing the 'handle' "CoffmanStarter" reminds me of how my WREN mother came to be accepted as a valuable asset in the hangar when, as a teenage girl, she emerged from the training at "HMS Fledgling", Millmeece, Staffs. and started working on the Merlin 32s of 747 Squadron RNAS. This Merlin was fitted with the aforementioned Coffman Starter. The male Air Mechs.(E) hated working on them as they had many small "fiddly" components, but, once they saw that "THE GIRL" with her small deft fingers (and a pair of tweezers) could sort the things in no time at all, her value, and popularity soared, and they christened her "The Queen of the Coffman Starters". They later realised that her little fingers could get in and under to adjust "things" on the engine without them having to take accessories off - yet another "brownie point" in her acceptance in a proud, male, engineering arena.
Labore et honore
Ian BB
Labore et honore
Ian BB
Ian BB,
What a nice tale, and very relevant in a time when many ladies are running around insinuating that they have never had respect for their abilities. I must say, during my time in RAF aircraft engineering, the WRAF, and later RAF servicewomen were always respected for their dexterity and ability to wriggle past obstructions most blokes couldn't manage.
Smudge
What a nice tale, and very relevant in a time when many ladies are running around insinuating that they have never had respect for their abilities. I must say, during my time in RAF aircraft engineering, the WRAF, and later RAF servicewomen were always respected for their dexterity and ability to wriggle past obstructions most blokes couldn't manage.
Smudge
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Gaining An R.A.F. Pilots Brevet in WW11
Thank you Chugalug Ricardan Danny42C and CoffmanStarter. I am trying to get my local "trainer " to sort things out. I will slow march in future and restrict offerings. Please bear with me.
Coffman Starter
Although the nearest I ever got to the RAF was my life as an ATC cadet and, much later, as a gliding instructor, many of the topics in this most enjoyable thread have brought back some happy memories.
However, the mention of the Coffman starter brings back some rather less pleasant memories. If IBB's mother was the "Queen of the Coffman starter" then I can at least lay claim to be a member of it's royal family.
In the early 80's I was the quality manager of an electroplating company and one of our customers had a contract to refurbish Coffman starters as used in the Chipmunk. Each starter was dismantled and all the "fiddly bits" were bagged up and sent to us for stripping and replating. All this to be done under the auspices of our DEFSTAN approval which required traceability and that each material was treated appropriately. e.g high tensile steels needed heat treatment after plating.
The problem was that all the drawings had been sealed in 1948 and many of the material specifications were obsolete. What should have been a small job became an absolute nightmare. To cap it all, it was the only instance where I got my knuckles wrapped by the MOD auditors.
However, the mention of the Coffman starter brings back some rather less pleasant memories. If IBB's mother was the "Queen of the Coffman starter" then I can at least lay claim to be a member of it's royal family.
In the early 80's I was the quality manager of an electroplating company and one of our customers had a contract to refurbish Coffman starters as used in the Chipmunk. Each starter was dismantled and all the "fiddly bits" were bagged up and sent to us for stripping and replating. All this to be done under the auspices of our DEFSTAN approval which required traceability and that each material was treated appropriately. e.g high tensile steels needed heat treatment after plating.
The problem was that all the drawings had been sealed in 1948 and many of the material specifications were obsolete. What should have been a small job became an absolute nightmare. To cap it all, it was the only instance where I got my knuckles wrapped by the MOD auditors.
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Retry with the log book
I have changed the original log book photo to the link Cof provided in the original post, which has now left a link to your photo. I am also putting your link in here to see what happens!! Thank you for all the assistance 
Hope everything is now back to normal size. Ormeside's left hand man!!
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Gaining An R.A.F. Pilots Brevet in WW11
Thank you Chugalug, Ricardan, Danny42C and CoffmanStarter
I will slow down and get back to Terrell.
The Stearman instructor was in the front cockpit. He could talk to us via a speaking tube but we could not reply to him. He had a mirror on the strut beside his cockpit and he would give his spiel, look in the mirror to see us and we would nod or shake the head as appropriate. I suppose that it obviated a slanging match in the air! No radio so we had to keep a very sharp look out. In December 43 we lost an instructor, an aviation cadet and one of ours in a crash on the satellite field.
We were soon into cross countries, always interesting to land away. The return dual trip was under the hood on instruments. The Wingco usually flew at least once with every pupil for a good check and to make sure that correct R.A.F. procedures were carried out.
There was only one runway at Terrell and the Stearmans landed alongside on the grass. Runway only for the AT6.
Night flying was usually carried out at the satellite on the grass of course. We had a flare path, flame pots but no white red and green indicator, Mk 1 eyeball only. Dallas was thirty miles west and our first dual night trip was to see the lights.
I will slow down and get back to Terrell.
The Stearman instructor was in the front cockpit. He could talk to us via a speaking tube but we could not reply to him. He had a mirror on the strut beside his cockpit and he would give his spiel, look in the mirror to see us and we would nod or shake the head as appropriate. I suppose that it obviated a slanging match in the air! No radio so we had to keep a very sharp look out. In December 43 we lost an instructor, an aviation cadet and one of ours in a crash on the satellite field.
We were soon into cross countries, always interesting to land away. The return dual trip was under the hood on instruments. The Wingco usually flew at least once with every pupil for a good check and to make sure that correct R.A.F. procedures were carried out.
There was only one runway at Terrell and the Stearmans landed alongside on the grass. Runway only for the AT6.
Night flying was usually carried out at the satellite on the grass of course. We had a flare path, flame pots but no white red and green indicator, Mk 1 eyeball only. Dallas was thirty miles west and our first dual night trip was to see the lights.
Hi all
Dad has given me his hours flown prior to and at Terrell.
28 EFTS Wolverhampton D.H 82 - 12.00 day
1. BFTS Terrell P.T 18 - 64.00 day 6.00 night
1. BFTS Terrell. AT 6A - 108.00 day 18.00 night
So in his case the split was approx 70hrs Stearman and 130hrs Harvard.
HF
Dad has given me his hours flown prior to and at Terrell.
28 EFTS Wolverhampton D.H 82 - 12.00 day
1. BFTS Terrell P.T 18 - 64.00 day 6.00 night
1. BFTS Terrell. AT 6A - 108.00 day 18.00 night
So in his case the split was approx 70hrs Stearman and 130hrs Harvard.
HF