Far East VC10 run
I don't own this space under my name. I should have leased it while I still could
Just joking Paul. Our AEO on Nimrods had been the tail gunner for our captain's dad. He PVRd shortly after
Talking of Gan and Navigators the following happened a decade earlier when Britannia's flogged the routes to and from the Far East.
I kept the following which appeared in the magazine of the RAF Britannia Association a couple of year's ago, because I found it so amusing.
Not sure who the author is but assume he was a member of the ground crew servicing the aircraft on it's 2-hour stop at Gan.
The night is one of those which can only be read about in a Mills and Boone novel - but is real. The warm, gentle, breeze blows off the Indian Ocean and rustles the Coconut Palm tree leaves. In the distance is the soft murmur as the rollers break on the reef. Stars shine down and seem no more than arms length away. The moon shines so brightly as to make it possible to read a newspaper, outside, in the middle of the night, and I can - I tried!
Things could be perfect, or as perfect as they can get on Gan, but the situation has gone horribly “Pear-shaped”.
It’s like this; manpower on the Transit Aircraft Servicing Flight dictates a permanent three shifts system each twelve hours “On” and twenty-four “Off”. No weekends, no Bank Holidays, no leave, nothing but “Time Ex” to relieve the repetition. We have Two/Three Airframe trades, Two/Three Engine, two Electricians, two Instrument and one “Electronics” man, plus a Boss, on each shift. The usual total of thirteen is definitely unlucky for some.
At the moment we have a problem. Due to sickness and family difficulties back in the UK we are down to just one “Electronic” representative, Cliff, among the three shifts. He can’t work 24h/day, so he is not on any one shift, but available at any time. “Available” in Cliff’s language means that you have to search the right watering hole in order to catch him for work when he is required. We need him tonight because we received a “Tech Warning” from a Brit coming in from Singapore, “No Returns on CCWR”. This means the crew cannot use Radar to see tropical storms ahead. They won’t be happy with a “Turnround” servicing and Take-off again. Gan has to increase its population from around three hundred to four hundred with all the feeding and shelter for crew and passengers this entails, until the aircraft is fit to fly once more. No-one is happy at the prospect. Cliff must be found!
Everything that can be done is done and we are ready for the arrival. As the aircraft stops we go through the turn-round procedure. Cooler, Oxygen/Air bottle/Bog Trollies, Ground Power Unit, Fuel Bowsers etc. are brought into position and the inspection starts and finishes as far as we are concerned, Radar excepted. Excuses are found to go onto the A/C to see how the Shift Boss is getting on with the Navigator.
The “Rover” arrives - the driver has found Cliff. Mixing him and the Navigator is likely to be a problem. Cliff looks and smells like someone who hasn’t showered, eaten or slept for some time. The Nav. is immaculate; for someone who has just flown a leg from Changi, he is a walking miracle. SD hat TDC, creases only where required in trousers. No sweat streak down the middle of the shirt back above a ramrod spine, tie straight and mat black. Shoes with no marks to mar the high polish and not a pinpoint of a sweat on his brow. A regulation picture.
Cliff gets down to business; that is, he sits at the Nav’s station and closes his eyes. Electricians hover with AVO and lamp and batteries at the ready. “Check Resistance between “D” and “F” on No Three plug”, the check is made and the result passed back to Cliff. “Check between “A” and “K” on “No. Two”. The assistants down in the “Forward Freight” carry out further instructions as requested, the shift boss anxiously consults his watch, the Nav. stands waiting (Why doesn’t he sit, go away, or at least, lean). Time passes, Cliff sweats even more, brow furrowed, heads peek out from the forward freight, everyone is at the ready, waiting for him to work his magic. Our meagre store of spare “Boxes” etc. for the CCWR system are gathered and we are ready to change, repair as far as we can or just thump the item that Cliff indicates is U/S, but he seems stuck. Everything is back to the way it was when we started. We are going round in circles. The A/C is cleared of equipment, except for Ground Power and the Cooler, ready to go when it’s fixed. We await Cliff…
“Run it” said Cliff. In no time I have three and four going in S’fine and the radar “ON”, we wait. Time seems to stand still, no one moves. The roar of the GPU intrudes above the engines and they are the only sounds in the world, apart from the thump, felt rather than heard, of the oscillating scanner. Suddenly, Cliff surges to the front of the cockpit, crying:
“Let me see that f*****g display”. He stares at the screen, turns to me and says “Stop it”. He stays there as the engines stop and the steps come in. We wait for Cliff to say something.
He turns and says “Who snagged this f*****g thing?”
“I did” states the Nav.
Cliff looks at him and, apparently, sees him for the first time. He puts his face close to the Nav’s, breathes out, and tries to focus. Everyone stays frozen in impossible positions, thinking he has finally cracked.
“You?”
Cliff hangs on his tie, flows round him and then pulls him, by the tie, to the top of the steps, we follow. He swings his spare arm in a gesture that covers the star-spangled firmament and declares.
“Can you see any f*****g clouds?” Then…
“How do you expect to get any f*****g returns?”.
The Nav enters the cabin while Cliff stumbles down the steps and into the back of the Rover, shouting “Get me back to the 180”. It goes off. So do we, fast.
No one but the Shift boss and the Nav. is on the A/C. Everyone is back on the Flight veranda, gazing back at the Brit and wondering what will happen now. After a few minutes the shift boss comes in and calls “Ops”.
“The Brit is finished, F700 cleared, and it’s ready to go”.
I suppose we never will find out what happened after we left the A/C, or what was said - unless one of your readers.........?
I kept the following which appeared in the magazine of the RAF Britannia Association a couple of year's ago, because I found it so amusing.
Not sure who the author is but assume he was a member of the ground crew servicing the aircraft on it's 2-hour stop at Gan.
The night is one of those which can only be read about in a Mills and Boone novel - but is real. The warm, gentle, breeze blows off the Indian Ocean and rustles the Coconut Palm tree leaves. In the distance is the soft murmur as the rollers break on the reef. Stars shine down and seem no more than arms length away. The moon shines so brightly as to make it possible to read a newspaper, outside, in the middle of the night, and I can - I tried!
Things could be perfect, or as perfect as they can get on Gan, but the situation has gone horribly “Pear-shaped”.
It’s like this; manpower on the Transit Aircraft Servicing Flight dictates a permanent three shifts system each twelve hours “On” and twenty-four “Off”. No weekends, no Bank Holidays, no leave, nothing but “Time Ex” to relieve the repetition. We have Two/Three Airframe trades, Two/Three Engine, two Electricians, two Instrument and one “Electronics” man, plus a Boss, on each shift. The usual total of thirteen is definitely unlucky for some.
At the moment we have a problem. Due to sickness and family difficulties back in the UK we are down to just one “Electronic” representative, Cliff, among the three shifts. He can’t work 24h/day, so he is not on any one shift, but available at any time. “Available” in Cliff’s language means that you have to search the right watering hole in order to catch him for work when he is required. We need him tonight because we received a “Tech Warning” from a Brit coming in from Singapore, “No Returns on CCWR”. This means the crew cannot use Radar to see tropical storms ahead. They won’t be happy with a “Turnround” servicing and Take-off again. Gan has to increase its population from around three hundred to four hundred with all the feeding and shelter for crew and passengers this entails, until the aircraft is fit to fly once more. No-one is happy at the prospect. Cliff must be found!
Everything that can be done is done and we are ready for the arrival. As the aircraft stops we go through the turn-round procedure. Cooler, Oxygen/Air bottle/Bog Trollies, Ground Power Unit, Fuel Bowsers etc. are brought into position and the inspection starts and finishes as far as we are concerned, Radar excepted. Excuses are found to go onto the A/C to see how the Shift Boss is getting on with the Navigator.
The “Rover” arrives - the driver has found Cliff. Mixing him and the Navigator is likely to be a problem. Cliff looks and smells like someone who hasn’t showered, eaten or slept for some time. The Nav. is immaculate; for someone who has just flown a leg from Changi, he is a walking miracle. SD hat TDC, creases only where required in trousers. No sweat streak down the middle of the shirt back above a ramrod spine, tie straight and mat black. Shoes with no marks to mar the high polish and not a pinpoint of a sweat on his brow. A regulation picture.
Cliff gets down to business; that is, he sits at the Nav’s station and closes his eyes. Electricians hover with AVO and lamp and batteries at the ready. “Check Resistance between “D” and “F” on No Three plug”, the check is made and the result passed back to Cliff. “Check between “A” and “K” on “No. Two”. The assistants down in the “Forward Freight” carry out further instructions as requested, the shift boss anxiously consults his watch, the Nav. stands waiting (Why doesn’t he sit, go away, or at least, lean). Time passes, Cliff sweats even more, brow furrowed, heads peek out from the forward freight, everyone is at the ready, waiting for him to work his magic. Our meagre store of spare “Boxes” etc. for the CCWR system are gathered and we are ready to change, repair as far as we can or just thump the item that Cliff indicates is U/S, but he seems stuck. Everything is back to the way it was when we started. We are going round in circles. The A/C is cleared of equipment, except for Ground Power and the Cooler, ready to go when it’s fixed. We await Cliff…
“Run it” said Cliff. In no time I have three and four going in S’fine and the radar “ON”, we wait. Time seems to stand still, no one moves. The roar of the GPU intrudes above the engines and they are the only sounds in the world, apart from the thump, felt rather than heard, of the oscillating scanner. Suddenly, Cliff surges to the front of the cockpit, crying:
“Let me see that f*****g display”. He stares at the screen, turns to me and says “Stop it”. He stays there as the engines stop and the steps come in. We wait for Cliff to say something.
He turns and says “Who snagged this f*****g thing?”
“I did” states the Nav.
Cliff looks at him and, apparently, sees him for the first time. He puts his face close to the Nav’s, breathes out, and tries to focus. Everyone stays frozen in impossible positions, thinking he has finally cracked.
“You?”
Cliff hangs on his tie, flows round him and then pulls him, by the tie, to the top of the steps, we follow. He swings his spare arm in a gesture that covers the star-spangled firmament and declares.
“Can you see any f*****g clouds?” Then…
“How do you expect to get any f*****g returns?”.
The Nav enters the cabin while Cliff stumbles down the steps and into the back of the Rover, shouting “Get me back to the 180”. It goes off. So do we, fast.
No one but the Shift boss and the Nav. is on the A/C. Everyone is back on the Flight veranda, gazing back at the Brit and wondering what will happen now. After a few minutes the shift boss comes in and calls “Ops”.
“The Brit is finished, F700 cleared, and it’s ready to go”.
I suppose we never will find out what happened after we left the A/C, or what was said - unless one of your readers.........?
Paul Gibson
Hello Ted's grandson! Good to hear from you. I recall Ted and Averill had 3 children,the eldest a boy called Vaughan - I think!
Good job I wasn't rude about Ted!
All the best Brian Wildey
Good job I wasn't rude about Ted!
All the best Brian Wildey
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..Apologies if inappropriate but noting the name Averil
prompts me to enquire about an old family friend also named Averil (nee Saunders) - married airman in 60's - Averil died aged about 35 around the mid 1970's - Only info to hand beleived resided one time in RAF m/qs at or near Leicester - 2 sons - Husband beleived a/c RADAR mech - surname not known - only other info at one time drove BMW bubble car - A very long shot I know but wishing to visit the grave - Thanks for any help.
Brian
...
prompts me to enquire about an old family friend also named Averil (nee Saunders) - married airman in 60's - Averil died aged about 35 around the mid 1970's - Only info to hand beleived resided one time in RAF m/qs at or near Leicester - 2 sons - Husband beleived a/c RADAR mech - surname not known - only other info at one time drove BMW bubble car - A very long shot I know but wishing to visit the grave - Thanks for any help.
Brian
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I [RNZAF] once hitched a ride from Brize to Changi via Gan on a VC10. Having gone to the UK in the back of a Herc I can say that the VC10 would be my vehicle of choice every time! A brief stop at Gan, so I went walkabout and met a local and asked him the time:"half-past 19-bloody-67" was the reply, from which I gathered all the residents of Gan weren't entirely happy with their posting!
Regarding Brian 48's post on dress after 1800 I recall certain RNZAF Gp Capt in Singapore during the ANZUK days who arranged lunch at the Officers Mess at Tengah for all RNZAF Officers in ANZUK and as happens on occasion the lunch became more convivial as time went buy, until the PMC,RAF of course, suggested "shorts should not be worn after 1800 etc," whereupon the Kiwi contingent as one did a down shorts!
Yeah, I know.....
Regarding Brian 48's post on dress after 1800 I recall certain RNZAF Gp Capt in Singapore during the ANZUK days who arranged lunch at the Officers Mess at Tengah for all RNZAF Officers in ANZUK and as happens on occasion the lunch became more convivial as time went buy, until the PMC,RAF of course, suggested "shorts should not be worn after 1800 etc," whereupon the Kiwi contingent as one did a down shorts!
Yeah, I know.....
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Brian
Hello Brian,
Yes, Ted had 3 children, but that was with his 2nd wife.
Prior to that he had 4 children with is first wife, my grandma.
My dad is his eldest child, and I'm guessing from your username, he's the same age as you?
Vaughan is my dad's half brother and I've only met him a handful of times.
We're quite a fractured family!!!
If you have any stories or info on ted, I'd love to hear it, as I hardly knew him and he seems like quite a guy.
Yes, Ted had 3 children, but that was with his 2nd wife.
Prior to that he had 4 children with is first wife, my grandma.
My dad is his eldest child, and I'm guessing from your username, he's the same age as you?
Vaughan is my dad's half brother and I've only met him a handful of times.
We're quite a fractured family!!!
If you have any stories or info on ted, I'd love to hear it, as I hardly knew him and he seems like quite a guy.
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Found an interesting article- go to flightglobal.com, search archives for "Far East Commuter" and there is an article from 1970 about this very subject
Paul
Yes he was quite a guy! We were on the same Hercules course in 1967 when I was a 20yr old Pilot Officer and Ted was a 45yr old Branch List (ie ex Airman Aircrew) Flt Lt, and both went to 48 Sqn at Changi. He took me under his wing for a while which was a bit of a double-edged sword because it meant the trapper nav (a miserable Scottish b*****d called Jock P*****s) had an early look at me and thought I was nowhere near as good as Ted said!
I recall Ted saying he had been on Wellington bombers at Mersah Matruh in Egypt in WW2 and later became a transport man proud of his 10k hours.
Before the Herc he had done a double tour on the Brit, approx 62-67 so there may be someone on this forum that has a story or two from that time.I have Dave Berry's book about the Brit (The Whispering Giant in uniform) but there is no mention of Ted.
After Changi he went to HQ at Upavon as an OPs Controller - in fact I did speak to him on HF radio from Nairobi when I was on detachment there and had some problems sorting out rooms for the crews that were involved on an exercise there; much to the horror of the ground crew radio expert Ted and I were using first names to greet one another - I always was a rulebreaker!
I've just moved house so when I get the chance I'll dig out the photo of No4 Herc course and send it to you, and PM if I can think of some 'Ted' stories.Also I'm still mates with lots of ex48 guys so will ask for any of their memories of him.
I'd be pleased to get a PM to hear of what he did after retirement etc.
Cheers BW
I recall Ted saying he had been on Wellington bombers at Mersah Matruh in Egypt in WW2 and later became a transport man proud of his 10k hours.
Before the Herc he had done a double tour on the Brit, approx 62-67 so there may be someone on this forum that has a story or two from that time.I have Dave Berry's book about the Brit (The Whispering Giant in uniform) but there is no mention of Ted.
After Changi he went to HQ at Upavon as an OPs Controller - in fact I did speak to him on HF radio from Nairobi when I was on detachment there and had some problems sorting out rooms for the crews that were involved on an exercise there; much to the horror of the ground crew radio expert Ted and I were using first names to greet one another - I always was a rulebreaker!
I've just moved house so when I get the chance I'll dig out the photo of No4 Herc course and send it to you, and PM if I can think of some 'Ted' stories.Also I'm still mates with lots of ex48 guys so will ask for any of their memories of him.
I'd be pleased to get a PM to hear of what he did after retirement etc.
Cheers BW
