Gaining An R.A.F Pilots Brevet In WW II
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Beverley part2
Thank you Danny, very neatly stated! Here is the second part of some Bev memories:
Sometimes regarded initially with dismay by those assigned to fly it, the Beverley was in general well liked by its crews. One of the first RAF aircraft with powered control systems, and thus easy and docile to fly despite a formidable bulk, it earned respect both for an ability to cope with almost any task thrown at it plus the capacity to absorb endless ill-treatment while so doing. The reverse pitch propellers, in association with powerful anti-skid brakes (the first RAF aircraft to be so fitted), gave great confidence in short field operations while also providing the useful if potentially hazardous ability to taxy backwards. However, being early specimens of their kind these props occasionally provided a few hair-raising moments: such as failing to come out of reverse when maneuvering in confined spaces (a fault later corrected by the introduction of propeller interrupter switches, and no don't ask me to elaborate on this mod – not here, anyway!) or, on one alarming occasion, allegedly going into reverse just before touchdown resulting in one of the shortest Beverley arrivals on record.
As for short field operations, despite being chronically under-powered the Beverley did quite well although takeoff performance never matched its stopping capability. However, a run of up to 600 yards for lighter weights was still quite impressive, with about 400 yds required for a short landing. Early on there had been trials with rocket assistance for take off, but nothing came of them. More seriously, the power shortfall necessitated useage of relatively high rpm in the cruise, with the inevitable result of a high rate of unscheduled engine renewal; and, since much of the fleet's work was performed in hot climates, this problem was of course compounded thereby.
In fact the Beverley was probably a greater challenge to those who had the unenviable job of looking after it, a task necessarily performed in ways that would probably be illegal under present day health & safety laws. With engines so high off the ground that a tall guy could safely walk beneath running engines without risk of decapitation, the chore of working on Bristol's finest could be both hazardous and uncomfortable. Chasing oil leaks, sorting out propeller problems, the inevitable frequent plug changes (36 plugs per engine) were just a few of the many tasks facing engine fitters on their lofty, draughty perches, from which tools were only too easily dropped - a nuisance to retrieve, and also a potential hazard to anyone below.
The airframe mechanics' lot was scarcely more congenial, for much of their work was also accomplished at dizzy heights. The tailplane was the least desirable location, fin & rudder assemblies being almost 40 ft agl; true, safety harnesses were available but then some brave individual had to go up there and fit the anchor straps in the first place. Similar protection was available for those working on the wings, failure to use which could result in a rapid descent onto hard concrete. Carelessly opened boom para hatches were responsible for at least one fatality, for it was only too easy to fall through them when emerging backwards through the rear toilet following completion of work in the tail cone. A further potential hazard was provided by the interior wing crawlways, giving access to sundry engine-driven components behind the firewalls. Always claustrophobic, and in hot climates positively dangerous to those foolish enough to venture unsupervised into their oven-like inner reaches they provided a real hazard; indeed, there were a number of cases of heat exhaustion from this cause, one fatal. But despite all these difficulties, the monster was well served by its ground crew, among whom the spirit of "can do----will do" was universal; just as well, for aside from providing a fairly hostile working environment, frequent role changes were an inevitable consequence of its multi-task capability.
From the passenger point of view sleep is of course the best way of passing time, but even the most noddy-inclined individual has limits in that field - so what other recreation was available to passengers? They were normally carried in the boom compartment, providing some relief from the deafening noise in the hold but offering a very poor view out from the slightly upward-sloping windows; so, to see whatever was on offer, it was first necessary to scramble awkwardly “downstairs”, using the stringers as a step-ladder.
The hold was not soundproofed, but occasional carriage of motor vehicles (especially private cars carried as indulgence freight on homebound flights) offered some escape from the interminable din. Slipping inside one with a good book, one could read for many hours in greater comfort than was possible in most contemporary airliners. Unfortunately however any encounter with turbulence, always likely at the Bev's comparatively low operating altitude, necessitated a rapid evacuation if nausea were to be avoided - vehicle suspensions are designed to deal with surface irregularities, but exaggerate the effects of rough air.
Should the hold be empty, athletically inclined persons could jog to & fro. Noticing a bicycle lashed to the cabin wall on one occasion, I rode it in a figure eight pattern for a few minutes; who else can claim to have cycled over France at 150 mph? (though it was rumoured that someone once actually did the same with a motor bike!). Then there was the supply aimer's position in the nose, giving a superb view of the passing scene through its clear glass panel. I spent some time thus, and during one clear passage over the Massif Central was able to garner much useful data towards the planning of a forthcoming French holiday. Nearer home, when hitching a ride one weekend from Abingdon to Dishforth I was able to take my car with me, thus saving a dreary six hour drive on pre-motorway roads; how many other service aircraft offered such a facility? - free, too!
Rest in peace, AVIS MAXIMUS -
the world will not see your like again
Sometimes regarded initially with dismay by those assigned to fly it, the Beverley was in general well liked by its crews. One of the first RAF aircraft with powered control systems, and thus easy and docile to fly despite a formidable bulk, it earned respect both for an ability to cope with almost any task thrown at it plus the capacity to absorb endless ill-treatment while so doing. The reverse pitch propellers, in association with powerful anti-skid brakes (the first RAF aircraft to be so fitted), gave great confidence in short field operations while also providing the useful if potentially hazardous ability to taxy backwards. However, being early specimens of their kind these props occasionally provided a few hair-raising moments: such as failing to come out of reverse when maneuvering in confined spaces (a fault later corrected by the introduction of propeller interrupter switches, and no don't ask me to elaborate on this mod – not here, anyway!) or, on one alarming occasion, allegedly going into reverse just before touchdown resulting in one of the shortest Beverley arrivals on record.
As for short field operations, despite being chronically under-powered the Beverley did quite well although takeoff performance never matched its stopping capability. However, a run of up to 600 yards for lighter weights was still quite impressive, with about 400 yds required for a short landing. Early on there had been trials with rocket assistance for take off, but nothing came of them. More seriously, the power shortfall necessitated useage of relatively high rpm in the cruise, with the inevitable result of a high rate of unscheduled engine renewal; and, since much of the fleet's work was performed in hot climates, this problem was of course compounded thereby.
In fact the Beverley was probably a greater challenge to those who had the unenviable job of looking after it, a task necessarily performed in ways that would probably be illegal under present day health & safety laws. With engines so high off the ground that a tall guy could safely walk beneath running engines without risk of decapitation, the chore of working on Bristol's finest could be both hazardous and uncomfortable. Chasing oil leaks, sorting out propeller problems, the inevitable frequent plug changes (36 plugs per engine) were just a few of the many tasks facing engine fitters on their lofty, draughty perches, from which tools were only too easily dropped - a nuisance to retrieve, and also a potential hazard to anyone below.
The airframe mechanics' lot was scarcely more congenial, for much of their work was also accomplished at dizzy heights. The tailplane was the least desirable location, fin & rudder assemblies being almost 40 ft agl; true, safety harnesses were available but then some brave individual had to go up there and fit the anchor straps in the first place. Similar protection was available for those working on the wings, failure to use which could result in a rapid descent onto hard concrete. Carelessly opened boom para hatches were responsible for at least one fatality, for it was only too easy to fall through them when emerging backwards through the rear toilet following completion of work in the tail cone. A further potential hazard was provided by the interior wing crawlways, giving access to sundry engine-driven components behind the firewalls. Always claustrophobic, and in hot climates positively dangerous to those foolish enough to venture unsupervised into their oven-like inner reaches they provided a real hazard; indeed, there were a number of cases of heat exhaustion from this cause, one fatal. But despite all these difficulties, the monster was well served by its ground crew, among whom the spirit of "can do----will do" was universal; just as well, for aside from providing a fairly hostile working environment, frequent role changes were an inevitable consequence of its multi-task capability.
From the passenger point of view sleep is of course the best way of passing time, but even the most noddy-inclined individual has limits in that field - so what other recreation was available to passengers? They were normally carried in the boom compartment, providing some relief from the deafening noise in the hold but offering a very poor view out from the slightly upward-sloping windows; so, to see whatever was on offer, it was first necessary to scramble awkwardly “downstairs”, using the stringers as a step-ladder.
The hold was not soundproofed, but occasional carriage of motor vehicles (especially private cars carried as indulgence freight on homebound flights) offered some escape from the interminable din. Slipping inside one with a good book, one could read for many hours in greater comfort than was possible in most contemporary airliners. Unfortunately however any encounter with turbulence, always likely at the Bev's comparatively low operating altitude, necessitated a rapid evacuation if nausea were to be avoided - vehicle suspensions are designed to deal with surface irregularities, but exaggerate the effects of rough air.
Should the hold be empty, athletically inclined persons could jog to & fro. Noticing a bicycle lashed to the cabin wall on one occasion, I rode it in a figure eight pattern for a few minutes; who else can claim to have cycled over France at 150 mph? (though it was rumoured that someone once actually did the same with a motor bike!). Then there was the supply aimer's position in the nose, giving a superb view of the passing scene through its clear glass panel. I spent some time thus, and during one clear passage over the Massif Central was able to garner much useful data towards the planning of a forthcoming French holiday. Nearer home, when hitching a ride one weekend from Abingdon to Dishforth I was able to take my car with me, thus saving a dreary six hour drive on pre-motorway roads; how many other service aircraft offered such a facility? - free, too!
Rest in peace, AVIS MAXIMUS -
the world will not see your like again
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harrym (#11422),
..."(36 plugs per engine)"... The Aden service brat Geriaviator would've been in seventh heaven, for plug cleaning was his specialty there !
The Beverley seems to have been in the category of aircraft that grows on you after an unprepossessing first impression - looks like a big Miles "Aerovan". Never had anything to do with them, but we had a detachment of Belgian C-119 with us for a few weeks one summer at Leeming.
For some weird reason (EU regs?) butter in the NAAFI was cheaper than retail butter in Belgium: there were quite a number of "admin" trips back home during the detachment; well down on their oleos outbound, but coming back light.
And there was woe on the "patches", as the NAAFI was always running out of butter !
But taking your car with you trumps even my strategem of an air-transportable charpoy ! And you could stow two three-tonner MT brake drums more easily than in a Spitfire !
Danny.
..."(36 plugs per engine)"... The Aden service brat Geriaviator would've been in seventh heaven, for plug cleaning was his specialty there !
The Beverley seems to have been in the category of aircraft that grows on you after an unprepossessing first impression - looks like a big Miles "Aerovan". Never had anything to do with them, but we had a detachment of Belgian C-119 with us for a few weeks one summer at Leeming.
For some weird reason (EU regs?) butter in the NAAFI was cheaper than retail butter in Belgium: there were quite a number of "admin" trips back home during the detachment; well down on their oleos outbound, but coming back light.
And there was woe on the "patches", as the NAAFI was always running out of butter !
But taking your car with you trumps even my strategem of an air-transportable charpoy ! And you could stow two three-tonner MT brake drums more easily than in a Spitfire !
Danny.
'Four in hand' in the good old days
Harry yr. last:
"Nearer home, when hitching a ride one weekend from Abingdon to Dishforth I was able to take my car with me, thus saving a dreary six hour drive on pre-motorway roads; how many other service aircraft offered such a facility? - free, too"!
Super stuff Harry - those were indeed the days! More please, whenever you're ready!
Ian BB (envious SEL)
"Nearer home, when hitching a ride one weekend from Abingdon to Dishforth I was able to take my car with me, thus saving a dreary six hour drive on pre-motorway roads; how many other service aircraft offered such a facility? - free, too"!
Super stuff Harry - those were indeed the days! More please, whenever you're ready!
Ian BB (envious SEL)
Next door but one to me at one time was the pilot who took the Beverley to the RAF Museum at Hendon. The airfield had already been dug up and he was effectively landing in the middle of a building site.
The aircraft, so I was told, was never struck off charge so the RAF still owned it as it sat there outside the museum. I am led to believe that the museum authorities were thereby powerless to do anything to preserve it so it just corroded away so badly that it had to be scrapped.
The aircraft, so I was told, was never struck off charge so the RAF still owned it as it sat there outside the museum. I am led to believe that the museum authorities were thereby powerless to do anything to preserve it so it just corroded away so badly that it had to be scrapped.
PS. Harry
"the many tasks facing engine fitters on their lofty, draughty perches, from which tools were only too easily dropped - a nuisance to retrieve, and also a potential hazard to anyone below".
Mother (92 yr. old ex FAA Air Mech E) says that her mates working on Sunderlands or Catalinas bobbing about on their moorings always tied their spanners (or whatever) to their wrists as retrieval was impossible if dropped.
Ian BB
"the many tasks facing engine fitters on their lofty, draughty perches, from which tools were only too easily dropped - a nuisance to retrieve, and also a potential hazard to anyone below".
Mother (92 yr. old ex FAA Air Mech E) says that her mates working on Sunderlands or Catalinas bobbing about on their moorings always tied their spanners (or whatever) to their wrists as retrieval was impossible if dropped.
Ian BB
harrym (your Beverley Memories)
Photographed about the time you were flying Beverleys some shots from my album.
Gan - 14th February 1958. This 47 Sqn R.A.F. Abingdon-based Beverley serial number XB263, piloted by F/Lt Peter Dudley, flew in the advance contingent of Pakistani workers who were to do most of the construction work to convert Gan from a sleepy island with a short crushed-coral landing strip to a busy RAF staging post with an 8,694ft/2,650m long concrete runway.
Close up of the nose of the aircraft emblazoned with Arms of the town of Abingdon and GSM Medal (Malaya)
Below a couple of shots of Beverleys I took a year later when I was stationed at Abingdon in 1959.
Photographed about the time you were flying Beverleys some shots from my album.
Gan - 14th February 1958. This 47 Sqn R.A.F. Abingdon-based Beverley serial number XB263, piloted by F/Lt Peter Dudley, flew in the advance contingent of Pakistani workers who were to do most of the construction work to convert Gan from a sleepy island with a short crushed-coral landing strip to a busy RAF staging post with an 8,694ft/2,650m long concrete runway.
Close up of the nose of the aircraft emblazoned with Arms of the town of Abingdon and GSM Medal (Malaya)
Below a couple of shots of Beverleys I took a year later when I was stationed at Abingdon in 1959.
The late 'Puddy' Catt, that well-known Hunter chap, once told me a story about a flight he'd had in a Bev.
Stooging back from the Middle East in the boom, he was having a snooze when he was woken up by a steward...or possibly the AQM? "Captain's compliments, sir - would you like to take tea?" Puddy agreed and down they went to the main freight bay - where he found a table laid with a crisp white tablecloth, plus real crockery. He was served tea from a proper teapot and was offered some little triangular sandwiches with crusts cut off, plus some cake. All this was accompanied by polite small talk with most of the rest of the crew, albeit in voices which could be heard above the Centauri. After about 20 min, the captain excused himself as he had to return to the flight deck and wished Puddy an enjoyable flight.
He was never sure whether the teatime session had been a joke, or whether this was considered normal behaviour in the trucky world!
Stooging back from the Middle East in the boom, he was having a snooze when he was woken up by a steward...or possibly the AQM? "Captain's compliments, sir - would you like to take tea?" Puddy agreed and down they went to the main freight bay - where he found a table laid with a crisp white tablecloth, plus real crockery. He was served tea from a proper teapot and was offered some little triangular sandwiches with crusts cut off, plus some cake. All this was accompanied by polite small talk with most of the rest of the crew, albeit in voices which could be heard above the Centauri. After about 20 min, the captain excused himself as he had to return to the flight deck and wished Puddy an enjoyable flight.
He was never sure whether the teatime session had been a joke, or whether this was considered normal behaviour in the trucky world!
The aircraft, so I was told, was never struck off charge so the RAF still owned it as it sat there outside the museum. I am led to believe that the museum authorities were thereby powerless to do anything to preserve it so it just corroded away so badly that it had to be scrapped.
I imagine given the size of the beast it would have been a fairly major drain on resources and manpower but if it had been given to them on arrival there's a possibility it would still be there now.
It is my fear that the Hercules parked at the museum at Cosford will suffer the same fate as the Hendon Beverley. The Belfast is safely tucked up in the Cold War hangar whilst the Hercules, a real Cold War warrior, sits outside.
I'm confused about the fate of the RAFM Beverley. Why would the RAF not want to write it off charge the moment it was landed at Hendon? As I understand it, the LDA was only just sufficient, so no way was there sufficient TORA even if the RAF did want it back! Did the RAFM take any action to expedite handover? If so why did it fail?
Wasn't the main problem that it was too large to be housed, and exposed to the elements was bound to deteriorate no matter who owned it, without enormous expenditure being thrown at it non stop? Why was it ever delivered there if that was the case?
The same question applies to the Cosford Hercules. As you say, AA62, it was a true Cold War warrior and needs to be placed under cover before suffering the same fate as the Beverley. If that means displacing another exhibit with rather less Cold War credentials, then so be it. I would agree that the Belslow ticks such a box, unless of course everyone can budge up a bit to allow Fat Albert inside...
Wasn't the main problem that it was too large to be housed, and exposed to the elements was bound to deteriorate no matter who owned it, without enormous expenditure being thrown at it non stop? Why was it ever delivered there if that was the case?
The same question applies to the Cosford Hercules. As you say, AA62, it was a true Cold War warrior and needs to be placed under cover before suffering the same fate as the Beverley. If that means displacing another exhibit with rather less Cold War credentials, then so be it. I would agree that the Belslow ticks such a box, unless of course everyone can budge up a bit to allow Fat Albert inside...
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Chugalug (#11432),
Could not the RAF afford to keep (or even build) just one (or two) hangars to be kept warm and dry for these old warriors somewhere ? Northolt ?
EDIT:
After all, the Navy can keep a whole battleship (HMS Belfast) as a pet on the Thames. So how about our "Belslow" ? (neat, new one on me).
Danny.
Could not the RAF afford to keep (or even build) just one (or two) hangars to be kept warm and dry for these old warriors somewhere ? Northolt ?
EDIT:
After all, the Navy can keep a whole battleship (HMS Belfast) as a pet on the Thames. So how about our "Belslow" ? (neat, new one on me).
Danny.
Last edited by Danny42C; 26th Oct 2017 at 15:02. Reason: Addn.
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Ian BB (#11435),
Thanks ! How remiss of me (Short Term Memory Loss).
Many Happy Returns to my Esteemed Mentor, Chugalug, who guided my first steps through the pprune jungle five long years ago. EDIT: Page 114, # 2263-et seq.
Scorpio Danny (well, aren't all the best people ?)
...........................
....[Wiki]
Thanks ! How remiss of me (Short Term Memory Loss).
Many Happy Returns to my Esteemed Mentor, Chugalug, who guided my first steps through the pprune jungle five long years ago. EDIT: Page 114, # 2263-et seq.
Scorpio Danny (well, aren't all the best people ?)
...........................
....[Wiki]
Last edited by Danny42C; 26th Oct 2017 at 14:25. Reason: Addn.
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Bev trivia
Ian B-B, re your 11427 had sometimes wondered how techies working on flying boats coped with the inevitable dropped tool problem – now, after so many years, enlightenment!
Warmtoast, many thanks for those evocative pictures. Despite its size the Beverley could actually be operated with a (very) minimum crew, the ultimate achieved by Timber Wood (Blackburn's chief test pilot during the 1950s) who one day took a Bev up all by himself, later saying he had felt 'rather lonely'! Once, called for an after-hours air test at short notice, the only available crew member I could find was a co-pilot so the two of us went off on our own – probably highly illegal, but we coped OK with DCO duly entered in the authorisation book and everybody was happy.
Warmtoast, many thanks for those evocative pictures. Despite its size the Beverley could actually be operated with a (very) minimum crew, the ultimate achieved by Timber Wood (Blackburn's chief test pilot during the 1950s) who one day took a Bev up all by himself, later saying he had felt 'rather lonely'! Once, called for an after-hours air test at short notice, the only available crew member I could find was a co-pilot so the two of us went off on our own – probably highly illegal, but we coped OK with DCO duly entered in the authorisation book and everybody was happy.
IBB, you've blown my cover yet again. Thanks Danny, I seem to recall that we tear off yet another page of our respective calendars in close progression. Your pic is a fearsome example of the species indeed though proof enough of the effortless ease with which you posted it. My work here is done it would seem. 
84 Squadron presumably collected their Scorpion Badge from their time in prewar Iraq. 30 Squadron on which I served preferred to commemorate their time in the Middle East with the Date Palm though the motto, Ventre a Terre (All Out, or Bellies to the Sand), was very appropriate for the Low Level drops that became its norm.
Danny:-
I fear you know the answer already. As I understand it, the RAF these days cannot afford anything so unproductive as to house and keep safe obsolete non-operational and grounded aircraft. That after all is why the RAF Museum was established. We did have a hangar at RAF Colerne full of exhibits awaiting that happening. As O/O you were often called out by the Guardroom of a W/E to unlock the doors and conduct a party of enthusiasts around. Even so, the collection was not inviolate. We had the three Avro 707s, A, B, and C, there. "Surely one is enough?" espoused some VSO. Despite the fact that they were all different, and designed for exploration of different parts of the Vulcan envelope, I think that the dirty deed was done.
Air Forces and Airlines alike cannot afford sentimentality and ruthlessly rid themselves of that which is no longer useful. I would expect more of a Museum, and hope that Cosford will preserve my old steed under cover where it belongs.
Edit; In investigating further, it seems that the only 707B was written off in a crash (so much for my powers of recall!), that a 707A is preserved in Australia, while both a 707A and a 707C survive in the UK, at the Manchester and Cosford Air Museums respectively. The hiatus I recall must have been the diversion of the 707A to the Manchester Museum of Science and Industry. This has an excellent aviation hall with many types of aircraft and is greatly to be recommended. Perhaps their airships acted for the best after all...
http://www.aeroflight.co.uk/aircraft...s/avro-707.htm
84 Squadron presumably collected their Scorpion Badge from their time in prewar Iraq. 30 Squadron on which I served preferred to commemorate their time in the Middle East with the Date Palm though the motto, Ventre a Terre (All Out, or Bellies to the Sand), was very appropriate for the Low Level drops that became its norm.
Danny:-
Could not the RAF afford to keep (or even build) just one (or two) hangars to be kept warm and dry for these old warriors somewhere ? Northolt ?
Air Forces and Airlines alike cannot afford sentimentality and ruthlessly rid themselves of that which is no longer useful. I would expect more of a Museum, and hope that Cosford will preserve my old steed under cover where it belongs.
Edit; In investigating further, it seems that the only 707B was written off in a crash (so much for my powers of recall!), that a 707A is preserved in Australia, while both a 707A and a 707C survive in the UK, at the Manchester and Cosford Air Museums respectively. The hiatus I recall must have been the diversion of the 707A to the Manchester Museum of Science and Industry. This has an excellent aviation hall with many types of aircraft and is greatly to be recommended. Perhaps their airships acted for the best after all...
http://www.aeroflight.co.uk/aircraft...s/avro-707.htm
Last edited by Chugalug2; 26th Oct 2017 at 19:52. Reason: Avro 707 update
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Gaining an RAF pilots brevet in WW2
Re Roving11386
Thank you for the amplifying report on the KC 135 accident
It does differ somewhat from the survivor Paul Vances input to me.That said I wonder why the accident aircraft had the
weight/fuel overload that led to Pauls caution and deplaning
In retrospect it does not seem that a 135 could not have done the round trip to London and back even if it had a fuel overload at take off from the US
Anyway Paul lived another 20+ years due to his caution.!
D
Thank you for the amplifying report on the KC 135 accident
It does differ somewhat from the survivor Paul Vances input to me.That said I wonder why the accident aircraft had the
weight/fuel overload that led to Pauls caution and deplaning
In retrospect it does not seem that a 135 could not have done the round trip to London and back even if it had a fuel overload at take off from the US
Anyway Paul lived another 20+ years due to his caution.!
D
harrym
Not sure about spanners strapped to wrists, but my photo below taken in 1957 as the 205/209 Sqn Sunderland I was on was refuelled at Glugor (Penang) en-route from Seletar to China Bay (Sri Lanka) shows at least the refuelling hose attached securely to the fuselage - and what about the crew? - a long way down if one slipped!
And going back to the Beverley. When I did my AQM training at 242 OCU Dishforth in August 1959 we were introduced to the dreaded Beverley Trim Sheet, an abomination of the first order as you may well remember! Introducing as it did height into the fore and aft load weight distribution calculations. See below.
Ian B-B, re your 11427 had sometimes wondered how techies working on flying boats coped with the inevitable dropped tool problem – now, after so many years, enlightenment!
And going back to the Beverley. When I did my AQM training at 242 OCU Dishforth in August 1959 we were introduced to the dreaded Beverley Trim Sheet, an abomination of the first order as you may well remember! Introducing as it did height into the fore and aft load weight distribution calculations. See below.
Warmtoast
"Not sure about spanners strapped to wrists"
Not "strapped to wrists" but tools tied to the wrist by, maybe, 12 inches of string (cord) or whatever was to hand, to allow retention if it flew off the job heading for "the oggin"
'Best
Ian BB
"Not sure about spanners strapped to wrists"
Not "strapped to wrists" but tools tied to the wrist by, maybe, 12 inches of string (cord) or whatever was to hand, to allow retention if it flew off the job heading for "the oggin"
'Best
Ian BB