RAF St Athan
Beagle,
I am not sure that I would agree. 6000ft of slightly upsloping runway with both approach end and overrun cables never presented a problem to Tornados, F4s, Jaguars, Harriers or Hawks - don't know about VC10s. The weather factor was also pretty good and on a par with Chivenor. The biggest limitation used to be the lack of approach aids - no TACAN, PAR or ILS. However the specially licensed circling approach to RW26 from an ILS to RW32 at Cardiff got round that.
As I recall, the biggest problem with the airfield was that the southern taxiway was used by both aircraft and vehicles driven by people without airfield driving licences because it was the only on-site road connecting east and west camps. There were several close calls, a civilian petrol tanker driving down the main runway in front of a landing Tornado being one and a collision between a JP under tow and an ignorant motorist being another.
A wretched place for engineering test flying with its short runway and dismal weather factor
As I recall, the biggest problem with the airfield was that the southern taxiway was used by both aircraft and vehicles driven by people without airfield driving licences because it was the only on-site road connecting east and west camps. There were several close calls, a civilian petrol tanker driving down the main runway in front of a landing Tornado being one and a collision between a JP under tow and an ignorant motorist being another.
The 6000 ft RW and the narrow taxiways were probably OK for fast jets, but were distinctly tight for a VC10.
Yes, the lack of approach aids was indeed a problem. The last part of the Air Test schedule used to involve lowering the ELRAT, after which (in those days) you had to land within 10 minutes. So, if the cloud was low, we used to fly a cloudbreak over the Bristol Channel, find the visual lead-in marker and overfly the aerodrome at about 500 ft to check that it would be OK before turning downwind, dropping the ELRAT, doing the test items, then turning back in for a visual landing. Fortunately things improved in later years, although the lack of a valid excuse for a low level flyby was a pity.....
During my brief time on the mighty F4, our OC Eng Wg announced during one Met Brief that one of the jets going to St Athan for a major had a flap problem, so might have to be sent flapless...... Cue much mumbling from the assembled throng, who viewed a flapless landing on a 6000 ft RW with a distinct lack of enthusiasm. "I'll go in the back seat, if you like", offered the well-meaning Wg Cdr. "You can go in the bloody front seat", came a reply from the floor, causing the Stn Cdr to titter. "Ahh, OC Eng, I think we'll sort the flaps out before it goes to St. Athan", he concluded!
Yes, the lack of approach aids was indeed a problem. The last part of the Air Test schedule used to involve lowering the ELRAT, after which (in those days) you had to land within 10 minutes. So, if the cloud was low, we used to fly a cloudbreak over the Bristol Channel, find the visual lead-in marker and overfly the aerodrome at about 500 ft to check that it would be OK before turning downwind, dropping the ELRAT, doing the test items, then turning back in for a visual landing. Fortunately things improved in later years, although the lack of a valid excuse for a low level flyby was a pity.....
During my brief time on the mighty F4, our OC Eng Wg announced during one Met Brief that one of the jets going to St Athan for a major had a flap problem, so might have to be sent flapless...... Cue much mumbling from the assembled throng, who viewed a flapless landing on a 6000 ft RW with a distinct lack of enthusiasm. "I'll go in the back seat, if you like", offered the well-meaning Wg Cdr. "You can go in the bloody front seat", came a reply from the floor, causing the Stn Cdr to titter. "Ahh, OC Eng, I think we'll sort the flaps out before it goes to St. Athan", he concluded!
Join Date: Jul 2003
Location: Austria
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"You'd need aircrew for that."
That won't work. Being a centre of primarily engineering excellence there are so few aircrew in the locale already that even if they all left, it wouldn't make a significant difference.
That won't work. Being a centre of primarily engineering excellence there are so few aircrew in the locale already that even if they all left, it wouldn't make a significant difference.
