Towing Aircraft
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Definitely not a towing accident but a the soon to be ex of a colleague of mine managed to wangle a visit to the AFS with her daughter in deepest darkest Cornwall one weekend.
Whilst taking a fire fighting appliance for a spin down the runway, trying to impress the guests with the performance, they managed to tip it on its side while trying to negotiate a corner too quickly.
My e-mail to some squadron mates who were embarked at the time, comically describing the incident, brought them much mirth, but the view of the Station CO (and my colleague) was, understandably, less jovial.
Whilst taking a fire fighting appliance for a spin down the runway, trying to impress the guests with the performance, they managed to tip it on its side while trying to negotiate a corner too quickly.
My e-mail to some squadron mates who were embarked at the time, comically describing the incident, brought them much mirth, but the view of the Station CO (and my colleague) was, understandably, less jovial.
Pugh, Pugh, Barney McGrew, Cuthbert, Dibble and Grub, of Middle Wallop's fire station rolled a brand-new appliance in 1988.
They learned about 'free surface effect' from that.
They learned about 'free surface effect' from that.
Waddo 1967/8 One open to the elements David Brown tractor. Depart cylinder compound with lots of air and nitrogen trollies in tow, arrive D (line ground equipment) dispersal with lots of trollies, minus one in tow.
Apparently it decided it did not want to travel at a sedate pace to the other side of the airfield and left us somewhere near the flt sim.
Same period S****e C*****S delivering one bottle trolley hitched to the rear of a Bedford RL. Bedford halts at dispersal STOP line, trolley continues, passing the Bedford, continuing under Vulcan until meeting with a pair of steps complete with unwary rigger stood atop it.
Apparently it decided it did not want to travel at a sedate pace to the other side of the airfield and left us somewhere near the flt sim.
Same period S****e C*****S delivering one bottle trolley hitched to the rear of a Bedford RL. Bedford halts at dispersal STOP line, trolley continues, passing the Bedford, continuing under Vulcan until meeting with a pair of steps complete with unwary rigger stood atop it.
Hunter
8sqdn Khormaksar c1963.forget the reason but a gang of us were bringing a Hunter up from ASF back to the squadron towing with a land rover when the towing arm shear pin went ,like stories before this it had no brake pressure,a shout went up "the towing arms broke".Driver brakes the land rover and the Hunter carries on into the back of it which was empty as we had all jumped over the sides!!!Worse than this ,same land rover two of us detailed to pick up a drum of AVPIN using a gun pack trolley,on the return with the AVPIN in the trolley we were waved down by another vehicle"sparks coming fom your gun trolley mate".We stopped and found that the gun trolley hydraulics had lost pressure and the AVPIN drum had been rotating on the road causing the sparks!!!There were slight flats on the drum!!Hate to think what would have happened if it had ignited!!Well,I probably wouldn't be telling this story!!
ISTR an Argosy incident at Cottesmore (or was it Benson?).
Aircraft towed from hangar, turned right up slight slope and stopped.
Towbar disconnected and hairyplane, neither chocked nor braked, rolled back, caught stbd. wing on hangar, swung to stbd., re-entered hangar and was stopped when stbd. tail boom contacted hangar wall.
Non aviation related incident: Bas asks Mrs Bas to tow him in car. Towline made fast at both ends and loosely flaked out between vehicles.
Bas: "OK, when I give you a toot, off you go." She did - drove off normally
Aircraft towed from hangar, turned right up slight slope and stopped.
Towbar disconnected and hairyplane, neither chocked nor braked, rolled back, caught stbd. wing on hangar, swung to stbd., re-entered hangar and was stopped when stbd. tail boom contacted hangar wall.
Non aviation related incident: Bas asks Mrs Bas to tow him in car. Towline made fast at both ends and loosely flaked out between vehicles.
Bas: "OK, when I give you a toot, off you go." She did - drove off normally
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I'm surprised we've got this far without mention of the perils of winter towing Vulcans at Goose Bay (are all the ex-V-Force guys still waiting for the nurse to give them their morning medication?).
It was along time ago, so I'll keep it vague. Taxiway/runway snow and ice clearing was a problematic topic during winter months at Goose, indeed most likely a futile gesture to attempt it. Likewise, no external parking for aircraft, everything would be frozen solid.
So the procedure was to start up the Vulcan in the Hangar (and they were big, warm hangars), attach the tug (Douglas Taskmaster, I think), and, generally, push the Vulcan out onto the apron. Either way - push or pull - there was 50/50 chance that once the tug was on the apron surface it's mighty efforts would be overcome by Olympus power. The results were unpredictable; staight back the way you came, a little bit sideways, wheels rotating but no movement. Throw into the mix the Vulcan's balletic properties on permafrost surface and you had a recipe for disaster (or certainly lots of fun...). Thankfully I experienced this only occasionally, and then passing through to sunnier climes; mind you Ellsworth AFB (Rapid City, South Dakota; tried it once, that was enough) could have equally savage conditions and nowhere to shelter the aircraft, or self (with winds of about 30-40kts and minus temperatures greater that of our combined IQ/shoe size).
Where was I; oh yes, come on V-Force crews and RAF Goose Bay support folks, contribute to the big picture about the fun to be had towing aircraft in adverse conditions
Mister B
It was along time ago, so I'll keep it vague. Taxiway/runway snow and ice clearing was a problematic topic during winter months at Goose, indeed most likely a futile gesture to attempt it. Likewise, no external parking for aircraft, everything would be frozen solid.
So the procedure was to start up the Vulcan in the Hangar (and they were big, warm hangars), attach the tug (Douglas Taskmaster, I think), and, generally, push the Vulcan out onto the apron. Either way - push or pull - there was 50/50 chance that once the tug was on the apron surface it's mighty efforts would be overcome by Olympus power. The results were unpredictable; staight back the way you came, a little bit sideways, wheels rotating but no movement. Throw into the mix the Vulcan's balletic properties on permafrost surface and you had a recipe for disaster (or certainly lots of fun...). Thankfully I experienced this only occasionally, and then passing through to sunnier climes; mind you Ellsworth AFB (Rapid City, South Dakota; tried it once, that was enough) could have equally savage conditions and nowhere to shelter the aircraft, or self (with winds of about 30-40kts and minus temperatures greater that of our combined IQ/shoe size).
Where was I; oh yes, come on V-Force crews and RAF Goose Bay support folks, contribute to the big picture about the fun to be had towing aircraft in adverse conditions
Mister B
Last edited by HTB; 10th Feb 2014 at 10:56.
Hawk v Hunter
TWU Brawdy 1980, Hunters already out in the fresh air ready for the first wave with the new Hawks still being assembled. A Hawk with brakeman was being towed out behind a row of Hunters when the shear pin broke. Unfortunately the brakes accumulator had not been charged so the presence of the brakeman served no purpose and he became merely a spectator in the ensuing contretemps. Due to the slope of the ASP the Hawk gathered momentum, altered course to port and crunched into the back of two T7s damaging the tailpipe of one and the aileron of the other. Serviceable T7s were like gold dust so there was much hand-wringing until our Hunter SEngO appeared on the scene and said 'no worries' I'll have them both back by lunchtime and he did. The aileron was easily removed and a new one installed and the damaged tailcone was simply unbolted and replaced with one from one of our many hangar queens. The Hawk? Out of action for several weeks because the damaged skin and honeycomb of the leading edge had to be rebuilt. Definitely one up to the old school.
There is also a serious moral: Brakemen are only as good as the brakes!
Thanks Newt for starting this thread so we can get back to celebrating the fact that a Lightning is flying again.
There is also a serious moral: Brakemen are only as good as the brakes!
Thanks Newt for starting this thread so we can get back to celebrating the fact that a Lightning is flying again.
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Late '70's at a secret base in North Wales. Camlobe is enjoying a week on Station towing Team. This fine band of men was drawn from all sections of engineering from around the unit. One JNCO I/C, one tractor driver, one brakeman (camlobe) and two wingtip men. Half way through this wondrous week of fun, the message on the Storno states "Practice fire, practice fire, practice fire, Gaydon Hangar".
In accordance with our brief, we abandon the aircraft we are moving, chock it and off we go max chat with the tow bar bouncing along merrily.
Organised chaos ensues as all available personnel are removing aircraft as fast as possible from the "burning" hangar. Camlobe vaults into the front cockpit of one steed after checking seat pins, one wingman is pumping the Hydraulic hand pump furiously as we are well below operating pressure, the JNCO is using our tow bar as a sterling bar, and the aircraft is pulled into the middle of the hangar. Camlobe closes the canopy down to a one inch gap, again as briefed, and the aircraft is pushed rear wards out of the eastern end of the hangar...down the slope...towards the blast detuner. Harry hand pump is still beavering away like a demented banshee (fortunately) and the multitude of leading edge pushers ease off. The JNCO is now at a light gallop trying to keep up with the increasing pace of the aircraft. In the rear view mirrors, I can see the detuner getting closer (objects may be closer than they appear) and am starting to feel concerned. So are the guys following the leading edges as they back further away.
A standard point in any brief about moving aircraft is the use of brakes, and the use of the word "brakes". If heard, the brakeman applies them, but on no account should he operate them UDI. (Certain exceptions apply). Because the brakeman cannot see everything around the aircraft, he relies on the JNCO and the other members of the towing team to instruct when to apply the brakes. "Brakes" will be called in a clear voice accompanied by the visual signal of a fist clenched.
With the increasing rearward speed of the aircraft, anticipation of instruction was heightened. And through the small gap of the open canopy, camlobe heard someone say "brakes".
The brakes were positively applied...and the view from the cockpit changed quite dramatically. Firstly, the JNCO disappeared...then the hangar disappeared...then it all came back into a view with a thump. The JNCO was running away from the dropping tow bar towards the hangar...right into OC Eng Wg dressed in his Number 1's, who witnessed everything. After the third bounce, the JNCO, who had the thoughts of career cessation, ran back and started screaming unimaginable thoughts and questioning my parentage.
After a couple of seconds of his tirade, I merely mentioned that I had acted as briefed, and having heard someone say "brakes", I applied them. I acknowledged that it may have simply been one of the leading edge escorts saying "you think he would have put the brakes on by now" but I wasn't in a position to judge.
As OC Eng Wg invited the JNCO to his office, I surveyed the scene. The strakes weren't even scratched, the nose wheel and door weren't damaged and the rudder missed the detuner by about four feet.
Too close for comfort, but nobody hurt.
P.S. I think it is nice to see a Lightning flying again.
Camlobe
In accordance with our brief, we abandon the aircraft we are moving, chock it and off we go max chat with the tow bar bouncing along merrily.
Organised chaos ensues as all available personnel are removing aircraft as fast as possible from the "burning" hangar. Camlobe vaults into the front cockpit of one steed after checking seat pins, one wingman is pumping the Hydraulic hand pump furiously as we are well below operating pressure, the JNCO is using our tow bar as a sterling bar, and the aircraft is pulled into the middle of the hangar. Camlobe closes the canopy down to a one inch gap, again as briefed, and the aircraft is pushed rear wards out of the eastern end of the hangar...down the slope...towards the blast detuner. Harry hand pump is still beavering away like a demented banshee (fortunately) and the multitude of leading edge pushers ease off. The JNCO is now at a light gallop trying to keep up with the increasing pace of the aircraft. In the rear view mirrors, I can see the detuner getting closer (objects may be closer than they appear) and am starting to feel concerned. So are the guys following the leading edges as they back further away.
A standard point in any brief about moving aircraft is the use of brakes, and the use of the word "brakes". If heard, the brakeman applies them, but on no account should he operate them UDI. (Certain exceptions apply). Because the brakeman cannot see everything around the aircraft, he relies on the JNCO and the other members of the towing team to instruct when to apply the brakes. "Brakes" will be called in a clear voice accompanied by the visual signal of a fist clenched.
With the increasing rearward speed of the aircraft, anticipation of instruction was heightened. And through the small gap of the open canopy, camlobe heard someone say "brakes".
The brakes were positively applied...and the view from the cockpit changed quite dramatically. Firstly, the JNCO disappeared...then the hangar disappeared...then it all came back into a view with a thump. The JNCO was running away from the dropping tow bar towards the hangar...right into OC Eng Wg dressed in his Number 1's, who witnessed everything. After the third bounce, the JNCO, who had the thoughts of career cessation, ran back and started screaming unimaginable thoughts and questioning my parentage.
After a couple of seconds of his tirade, I merely mentioned that I had acted as briefed, and having heard someone say "brakes", I applied them. I acknowledged that it may have simply been one of the leading edge escorts saying "you think he would have put the brakes on by now" but I wasn't in a position to judge.
As OC Eng Wg invited the JNCO to his office, I surveyed the scene. The strakes weren't even scratched, the nose wheel and door weren't damaged and the rudder missed the detuner by about four feet.
Too close for comfort, but nobody hurt.
P.S. I think it is nice to see a Lightning flying again.
Camlobe
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Anyone know why the bowser knocked the tail off a Phantom at Leuchars not long before the fleet retired?
Istr it was due to the drivers feet being slippy with fuel but stand to br corrected.
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Istr it was due to the drivers feet being slippy with fuel but stand to br corrected.
Posted from Pprune.org App for Android
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The main one i remember was at Lyneham.
Moving a herc onto one of the bays where things that go bang can be loaded. It was early morning and decidedly dark. I was sat in the Eng seat running the APU so we had power for lights and brakes. We were quite merrily being towed at 'steady pace' by gold Dick (we could probably have a thread dedicated to him on here) when the guy on brakes in the pilots seat said "what wa".
Thats as far as he got into saying "what was that" when there was a decidedly loud bang and some noise from the back of the plane. We had to use the radio to get the tug to stop so we could see what the hell had happened.
Someone had left a portable lighting rig out in the middle of the airfield, extended.... and we had towed the plane straight through the extended arm of the rig. It was the fastest leading edge change i'd ever seen so the plane made the slot with no delay.
We never did find out who left the lighting unit extended in the middle of the airfield.
Moving a herc onto one of the bays where things that go bang can be loaded. It was early morning and decidedly dark. I was sat in the Eng seat running the APU so we had power for lights and brakes. We were quite merrily being towed at 'steady pace' by gold Dick (we could probably have a thread dedicated to him on here) when the guy on brakes in the pilots seat said "what wa".
Thats as far as he got into saying "what was that" when there was a decidedly loud bang and some noise from the back of the plane. We had to use the radio to get the tug to stop so we could see what the hell had happened.
Someone had left a portable lighting rig out in the middle of the airfield, extended.... and we had towed the plane straight through the extended arm of the rig. It was the fastest leading edge change i'd ever seen so the plane made the slot with no delay.
We never did find out who left the lighting unit extended in the middle of the airfield.
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An ex colleague of mine on Lightnings was tasked to bring in the power sets post flying, hooking up a power set he thought, ohh i'll make a power set train and hook them all up to each other, so off he sets with his train in tow, coming to a Lightning he slows down and watching his first power sets glide effortlessly under the wing he put his foot down to be greeted with an almighty bang... the last power set on his train was sporting an extended exhaust system that didn't quiet fit under a lightning wing.. 
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Last edited by NutLoose; 10th Feb 2014 at 15:14.
At Lyneham in the 60s Britannia Base 3 (Major) servicing was carried out in the North end of J1 Hangar. There was a purpose built multi story servicing dock built within the hangar which had 4 inches of clearance around the fuselage. The put the aircraft into the hangar required a 90 degree turn with the inner wingtip just 6 feet from the hangar. The Lyneham tug drivers rarely needed to reverse whilst putting an aircraft in. Respect.
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Snaking again
Friday afternoon, get the Bucc back to the Squadron post servicing in ASF.
Long haul back to the Squadron so a bit of speed required
.
As the Taxi-way is not on the flat, on the down hill sections said Bucc is pushing the tractor and a bit of snaking occurs.
Get to the Squardon, who gave us grief for bringing it back on a Friday plus the message to ring Air tragic control for a B*****king
Towing a Hunter T-bird and the cable on the towing arm, which operates the jaws to disconnect the towing eye, gets trapped within the giant spring which compressed while going around a corner, shortened cable now works as advertised and opens the jaws and the tractor and towbar part company.
both stopped without any damage.
Icy day in the Falklands, tractor would not push the F4 into the HAS, whilst OC Eng not looking got a second tractor to push the first one and managed to get A/C safely to bed - with only minor paint scratches to both tractors.
Long haul back to the Squadron so a bit of speed required
.As the Taxi-way is not on the flat, on the down hill sections said Bucc is pushing the tractor and a bit of snaking occurs.
Get to the Squardon, who gave us grief for bringing it back on a Friday plus the message to ring Air tragic control for a B*****king
Towing a Hunter T-bird and the cable on the towing arm, which operates the jaws to disconnect the towing eye, gets trapped within the giant spring which compressed while going around a corner, shortened cable now works as advertised and opens the jaws and the tractor and towbar part company.
both stopped without any damage.
Icy day in the Falklands, tractor would not push the F4 into the HAS, whilst OC Eng not looking got a second tractor to push the first one and managed to get A/C safely to bed - with only minor paint scratches to both tractors.
Odiham, late 80s
An imminent squall is forecast with high winds and the decision to taken to tow the wokkas into the hangar.
By the time the towing team has hitched the beast to the Unimog the winds are upon us. The rotor blades have not been tied down but the towing starts. After a short change of direction one blade is now presented side-on to the wind. Result? Blade rises to the vertical, pauses and then descends with an almighty crash. "Ah," think I, "that'll be a lesson in bladesailing for the towing team then." Unfortunately the message didn't quite get through. After a brief delay the towing continues until the aircraft has turned through a further 60 degrees, presenting the next blade to the wind. Guess what? Now both front and aft gearboxes need inspections following the shock loading...and one needed changing ISTR!
An imminent squall is forecast with high winds and the decision to taken to tow the wokkas into the hangar.
By the time the towing team has hitched the beast to the Unimog the winds are upon us. The rotor blades have not been tied down but the towing starts. After a short change of direction one blade is now presented side-on to the wind. Result? Blade rises to the vertical, pauses and then descends with an almighty crash. "Ah," think I, "that'll be a lesson in bladesailing for the towing team then." Unfortunately the message didn't quite get through. After a brief delay the towing continues until the aircraft has turned through a further 60 degrees, presenting the next blade to the wind. Guess what? Now both front and aft gearboxes need inspections following the shock loading...and one needed changing ISTR!
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Icy day in the Falklands, tractor would not push the F4 into the HAS, whilst OC Eng not looking got a second tractor to push the first one and managed to get A/C safely to bed - with only minor paint scratches to both tractors.
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The first Vulcan for 617 Sqdn. arrives at Scampton. Everyone turns out to watch it taxying towards ASF. Sgt detailed by crewchief to marshall it the final 50yards or so. As it turns to park, in between the hangars, the starboard wheels cut across the grass and sink! Thankfully a quick blip on the throttles and it clears, no problem. Who was watching the starboard side...Wing Commander OC Eng, Wing!
camlobes story reminds of something similar that happened to me whilst on 203 Sqn Nimrod MR1s. Sat on brakes as we were towing the aircraft back onto the pan, all going well with me listening intently for the instructions from the I/C towing team as camlobe stated the brief the brakeman is always given is do as the I/C tow tells you. So there I was enjoying the Maltese sun when I thought that was odd we are moving backwards, still I heard nothing and assumed all was under control, had a look out the window and thought ' I hope the wingtip bloke and I/C has noticed how close the LH wing is to the hangar stanchions, when a rather frantic person (i/c tow) loomed into view screaming for brakes, which were duly applied before the aircraft hit said stanchion. At the wash up it appears the tug driver had lurched a bit while starting up a slight slope and broke the shear pin, this was my fault apparently for not realizing that and putting the brakes under my own initiative.
I actually have seen and been involved in a number of towing incidents with Tornado (including a 'I learnt about speeding on a wet & negative camber taxiway in the dark) and Chinook over my 30 years of being brake man, tower and I/C, Some involving Air logs trailers and runway RHAG engagement at St Athan, some involving ATC and Victor tanker landing while we were trying to recover a Tornado of the runway at Marham.
I actually have seen and been involved in a number of towing incidents with Tornado (including a 'I learnt about speeding on a wet & negative camber taxiway in the dark) and Chinook over my 30 years of being brake man, tower and I/C, Some involving Air logs trailers and runway RHAG engagement at St Athan, some involving ATC and Victor tanker landing while we were trying to recover a Tornado of the runway at Marham.