Typhoon v VC10?
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Typhoon v VC10?
A diminutive avian tells me that there was an air to air down South recently where a Typhoon hit the outer wing area (port or starboard not specified) of a K4.
They were not engaged in AAR nor, apparently, in planned formation, and both landed safely. K4 badly damaged, nothing known about the Typhoon.
They were not engaged in AAR nor, apparently, in planned formation, and both landed safely. K4 badly damaged, nothing known about the Typhoon.
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I have the damage to both described as minor:
RAF Typhoon, VC10 damaged in 'minor incident' on Falklands
RAF Typhoon, VC10 damaged in 'minor incident' on Falklands
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'A military source says the crews of both aircraft were unaware of any contact being made during the flight, and the damage was noticed only after the aircraft had returned to Mount Pleasant airport and been inspected by ground engineers.'
Without knowing the full facts, how could this be possible assuming they were above cloud level?
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Glad to hear all returned safely to base,take care now. A sharp reminder that there is always a danger in AAR manoeuvres if that was the cause. If not, surely there is plenty of airspace out there to miss each other.
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The 10 crew and the 'phoon driver were unaware of the shunt untile they had RTB'd and that's a fact.
As for the "how could they do that blah blah" merchants, it's quite an easy answer. The relevant bits of swiss cheese lined up, the latent and active failures happened and they swapped paint - thankfully that was it.
But how could they be so dull as to not notice !? I mean the 10 looks HUGE from the end of the hose and even an FJ looks pretty big at that distance - I mean really, come on
..............
As for the "how could they do that blah blah" merchants, it's quite an easy answer. The relevant bits of swiss cheese lined up, the latent and active failures happened and they swapped paint - thankfully that was it.
But how could they be so dull as to not notice !? I mean the 10 looks HUGE from the end of the hose and even an FJ looks pretty big at that distance - I mean really, come on
..............
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Geehovah,
'For those who haven't; trust those who have
Despite the most professional approach, Down South, it's easily possible'
Would you care to elaborate on that somewhat cryptic post?
'For those who haven't; trust those who have
Despite the most professional approach, Down South, it's easily possible'
Would you care to elaborate on that somewhat cryptic post?
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What used to terrify me was when the OCU (FJ) were exploring the "cone of safety".
Gave me the willies - we often called 'uncle', always aware of the Victor incident a few years back.
Wouldn't take much to swap paint - glad everyone was OK.
Gave me the willies - we often called 'uncle', always aware of the Victor incident a few years back.
Wouldn't take much to swap paint - glad everyone was OK.
Try the 'cone of safety' demo in an Albert! It can get a little bit tight.
This incident just highlights why we continually undergo AAR training. Lessons will be learned and taken on board.
This incident just highlights why we continually undergo AAR training. Lessons will be learned and taken on board.
I love this section of the article:
"An investigation into the cause of the incident is ongoing," the MoD adds. "Until this is completed, we remain unsure whether there was any contact between the two aircraft."
"An investigation into the cause of the incident is ongoing," the MoD adds. "Until this is completed, we remain unsure whether there was any contact between the two aircraft."
Don the black cap, M'Lud!
No need for an investigation then. It looks like we've already decided that the stinking FJ mate is guilty. Should save a bob or two on admin!
BV
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I'd blame anyone but me!!
In fairness, the FJ always has more freedom of movement than the tanker (slightly different inertia and all that).
That said, it can get most interesting doing AAR in turbulence which WILL affect both aircraft differently for the same reasons.
Still . . . as you said, hang the jet jock
In fairness, the FJ always has more freedom of movement than the tanker (slightly different inertia and all that).
That said, it can get most interesting doing AAR in turbulence which WILL affect both aircraft differently for the same reasons.
Still . . . as you said, hang the jet jock
DD most unlike you!!!!! March the guilty B----rd and his lying mates. Serious note.....During my time down there the more practice that you can get in either formating or AAR the better, seem to remember it was always in the Auth sheets as an if available do it. Yes some may say flying club but thats what is needed, plenty of practice for what may happen. I for one learnt a lot about flying tactically down there, lots more than the training people could give back in the UK. If you aint been there and done it then dont comment on it.
I was a Nav Radar on 214 in 1975 at the time of the Victor incident referred to by Dengue Dude. After 4 years squinting down the rear-view periscope and making sarcastic comments about the antics of some new guy on his first attempt at prodding, I suppose I regarded AAR as a pretty mundane operation, particularly from the tanker's point of view.
The loss of XH 618 when a Buccaneer hit its tail after a missed approach changed my attitude abruptly. Only the captain, Keith "Neddy" Handscombe survived, and that by great good luck, and thereafter we all realised that particularly for the guys down the back, the odds against escape from a Victor in those circumstances were pretty poor (nil in the case of the VC10, of course).
Glad to hear the recent incident had a much happier outcome.
The loss of XH 618 when a Buccaneer hit its tail after a missed approach changed my attitude abruptly. Only the captain, Keith "Neddy" Handscombe survived, and that by great good luck, and thereafter we all realised that particularly for the guys down the back, the odds against escape from a Victor in those circumstances were pretty poor (nil in the case of the VC10, of course).
Glad to hear the recent incident had a much happier outcome.
