Towing Aircraft
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And another #5
In the late '70's at the secret base in North Wales, i do a deal one evening and buy a hulk of a mini from a friend. Problem was, the mini was at the MR site on the North side of the field, and my garage was in the domestic site. The mini has no seats, battery, brakes or steering wheel. A quick chat, I make a (really foolish and stupid) suggestion, and we have a plan. Mate in front towing the mini with a very questionable rope, mate behind bringing up the rear. Camlobe in the mini, on his knees, mole grips on the end of the steering column, and handbrake to hand. Off we go. We leave the North gate and onto the public road, lead and trail with lights on, camlobe in the dark (something's don't change). Hey, it's Ll working. This is going well.
CLANG, SCCRRRAAAAPPPEEEE. The mole grips are 'wrenched' (sorry) from my hand as the right front wheel goes on a UDI navex, and we grind (sorry again) to a halt. We are stuck on the public road right between the traffic lights, in line with the runway centreline. Half a dozen guys stand around still creased up at camlobe's expense.
And then the lights start to flash. What the f###...
Someone produces a torch, someone else chases after the wheel, the rest grope around for the errant wheel nuts...and the F111 deafens us and blows us around. He does a touch and go, and we renew our efforts with a frantic zeal, not wanting to still be here when he comes around again.
He must have seen us. He will have told ATC. We are going to be for the high jump now. It can only be a matter of seconds before the plods come to investigate. This was a stupid, stupid idea.
"Got one". "So have I". "I've got the wheel". "How are we going to jack it?" Stuff jacking it, I shout. Just lift the front end and I will spin the nuts on. Two will do.
We just clear the lights when our American friend returns. We got the mini back to my garage, and all the beer I had to buy that night cost more than the mini.
Camlobe
CLANG, SCCRRRAAAAPPPEEEE. The mole grips are 'wrenched' (sorry) from my hand as the right front wheel goes on a UDI navex, and we grind (sorry again) to a halt. We are stuck on the public road right between the traffic lights, in line with the runway centreline. Half a dozen guys stand around still creased up at camlobe's expense.
And then the lights start to flash. What the f###...
Someone produces a torch, someone else chases after the wheel, the rest grope around for the errant wheel nuts...and the F111 deafens us and blows us around. He does a touch and go, and we renew our efforts with a frantic zeal, not wanting to still be here when he comes around again.
He must have seen us. He will have told ATC. We are going to be for the high jump now. It can only be a matter of seconds before the plods come to investigate. This was a stupid, stupid idea.
"Got one". "So have I". "I've got the wheel". "How are we going to jack it?" Stuff jacking it, I shout. Just lift the front end and I will spin the nuts on. Two will do.
We just clear the lights when our American friend returns. We got the mini back to my garage, and all the beer I had to buy that night cost more than the mini.
Camlobe
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camlobe,
Splendid ! (the things we did - and sometimes got away with - when we were young !)
=====
Sad Hangar Door Story:
Teeside Airport on a freezing winter morning. The pax are finishing their coffee before boarding the first (0630) "shuttle" to LHR. The crews are ready.The aircraft is fuelled and (S) in the hangar. Now to open the doors.
Frozen solid !!!.........
=====
"Airfield Driving Permits".......What were they ?
=====
Wheel digs in, but is hauled out (after herculean efforts).
Same happened late '45 at Cochin (Wilingdon Island). Liberator sinks to the axles through the tarmac (contractor hadn't put anything between it and sand below !).
Couldn't get it out; war over anyway so didn't want the thing; left it there as war memorial; probably there yet.
=====
Keep it coming !
Danny.
Splendid ! (the things we did - and sometimes got away with - when we were young !)
=====
Sad Hangar Door Story:
Teeside Airport on a freezing winter morning. The pax are finishing their coffee before boarding the first (0630) "shuttle" to LHR. The crews are ready.The aircraft is fuelled and (S) in the hangar. Now to open the doors.
Frozen solid !!!.........
=====
"Airfield Driving Permits".......What were they ?
=====
Wheel digs in, but is hauled out (after herculean efforts).
Same happened late '45 at Cochin (Wilingdon Island). Liberator sinks to the axles through the tarmac (contractor hadn't put anything between it and sand below !).
Couldn't get it out; war over anyway so didn't want the thing; left it there as war memorial; probably there yet.
=====
Keep it coming !
Danny.
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Danny you will find this interesting, most of the survivors today came from India
Bharat Rakshak ? View topic - Why were B-24 Liberators demolished after World War II?
Bharat Rakshak ? View topic - Why were B-24 Liberators demolished after World War II?
Apparently, before we invented the IRA and barbed wire, it was possible to depart Waddington via the A17 gate that linked the airfield and "the site". It is said that if you were in the car park (it was larger in the 1960s) of the Green Dragon on Lindum Hill, around suppertime, you may just be able to spot brightly coloured RL Befords laden with air or nitrogen bottles with the added attraction of the odd Landrover or J2 RVT thrown in for good measure.
Of course none of us could have driven them there as we all held C class licences. Was it possible to escape from Scampton in the same manner? If so, what was their destination? The Turks Head maybe.
Of course none of us could have driven them there as we all held C class licences. Was it possible to escape from Scampton in the same manner? If so, what was their destination? The Turks Head maybe.
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Liberators in India after WW2
Nutloose,
Thanks for the link ! (there is an awful lot of good stuff on Bharat Rakshak about the IAF in the war years, and I served in the IAF (8 Sqn) from 12/43 to 12/44).
The B.R. flurry of interest dates back to 2002, so not much purpose in my poking my nose in there now.
But the simple reason for the destruction of the B-24s I know only too well. "Lend-Lease" meant exactly what it said. The US will have lent these a/c to the RAF to fight the war (I don't think any were supplied to the IAF then).
The war was over, the deal was off. Now: (a), anything we want (eg Daks), you have to hand back to us (no option to purchase). Or (b), if you want to keep any of the rest, you must buy them from us (in dollars). Or (c), if you're not willing to do that, you must destroy them completely, so that no component can come back on the market to compete with US sales.
This would have applied here (I was ordered to burn my aircraft where they stood !).
Danny.
Thanks for the link ! (there is an awful lot of good stuff on Bharat Rakshak about the IAF in the war years, and I served in the IAF (8 Sqn) from 12/43 to 12/44).
The B.R. flurry of interest dates back to 2002, so not much purpose in my poking my nose in there now.
But the simple reason for the destruction of the B-24s I know only too well. "Lend-Lease" meant exactly what it said. The US will have lent these a/c to the RAF to fight the war (I don't think any were supplied to the IAF then).
The war was over, the deal was off. Now: (a), anything we want (eg Daks), you have to hand back to us (no option to purchase). Or (b), if you want to keep any of the rest, you must buy them from us (in dollars). Or (c), if you're not willing to do that, you must destroy them completely, so that no component can come back on the market to compete with US sales.
This would have applied here (I was ordered to burn my aircraft where they stood !).
Danny.
Last edited by Danny42C; 15th Feb 2014 at 16:24. Reason: Typo.
I seem to remember seeing an article (and maybe some photos) about the Royal Singapore AF aircraft that were moved to Cazaux AB in SW France (they set-up a new pilot training school there). The aircraft were delivered as deck-cargo by ship to the port at Bordeaux, and then towed by road all the way to Cazaux. Not sure how far that is, maybe 30 miles? And it wasn't just one aircraft, it was 12-15 aircraft.
In the 50s and 60s when Fairey Aviation were based in Hayes they were building Gannets. Once the aircraft was completed, it was towed (at night) to nearby RAF Northolt for flight-test and delivery to another airfield (Woodley?, White Waltham?). Once again, not just one aircraft, but dozens of 'em.
In the 50s and 60s when Fairey Aviation were based in Hayes they were building Gannets. Once the aircraft was completed, it was towed (at night) to nearby RAF Northolt for flight-test and delivery to another airfield (Woodley?, White Waltham?). Once again, not just one aircraft, but dozens of 'em.
Worlds Fastest Lightning (on the ground at least)
Location; Akrotiri
Timeframe; 1969 - 1971
Tasking; Lightning Fire Mod programme
103 M.U. was tasked with carrying out a Fire Mod programme on 56 Sqns Lightnings to try to keep them from bursting into flames when they went flying, at least apart from the ones coming out the back where they were meant to! The Mod consisted of cleaning out the upper engine bay and resealing it with PRC, doing the same to the wing tanks and setting up all fuel connections with gauges and then X-raying them to prove they were aligned correctly. All this took place inside a wooden hut erected around the airframe to keep the temperature within the curing limits of the PRC. This was then proved by filling the engine bay with water to see if it leaked and doing the same to the fuel tanks but pressurising them to check for any leakage. If all ok then give it back to 56 for rebuild, engine runs etc., but there were leaks appearing after rebuild and runs so more in depth leak checks were needed before giving the frames back to 56.
Much thought resulted in the need to introduce stresses to the frame and PRC during the leak checks, particularly of the tanks so some bright spark said why don't we tow the aircraft around a bit. Further thought given and permission obtained from relevant authority, even futher thought applied and need to really stress the frame realised and permission sought to tow faster,imagine when permission granted with the rider that we could tow at such a speed we decided was required! Game on!
The taxiway sloped down from the M.U. to 56 dispersal so it was decided to start in that direction, pass through 56 dispersal and back to the M.U. It is amazing just how fast a David Brown tractor with a stripped out Lighting can go with a slope to help it.
The resulting phone call from the W.O. at 56 to the M.U. was I gather quite heated along the lines of "what do your lot of idiots think they are doing with my airframe!" Granted the speedo on the D.B. was showing about 25 mph when the wheels actually touched the ground so maybe he did have a point but the frame didn't leak and was rebuilt and flown succesfully so aqll s well that ends well.
So much so that the check was adopted so 56 had to get used to seeing there frames going through the dispersal rather quckly.
Timeframe; 1969 - 1971
Tasking; Lightning Fire Mod programme
103 M.U. was tasked with carrying out a Fire Mod programme on 56 Sqns Lightnings to try to keep them from bursting into flames when they went flying, at least apart from the ones coming out the back where they were meant to! The Mod consisted of cleaning out the upper engine bay and resealing it with PRC, doing the same to the wing tanks and setting up all fuel connections with gauges and then X-raying them to prove they were aligned correctly. All this took place inside a wooden hut erected around the airframe to keep the temperature within the curing limits of the PRC. This was then proved by filling the engine bay with water to see if it leaked and doing the same to the fuel tanks but pressurising them to check for any leakage. If all ok then give it back to 56 for rebuild, engine runs etc., but there were leaks appearing after rebuild and runs so more in depth leak checks were needed before giving the frames back to 56.
Much thought resulted in the need to introduce stresses to the frame and PRC during the leak checks, particularly of the tanks so some bright spark said why don't we tow the aircraft around a bit. Further thought given and permission obtained from relevant authority, even futher thought applied and need to really stress the frame realised and permission sought to tow faster,imagine when permission granted with the rider that we could tow at such a speed we decided was required! Game on!
The taxiway sloped down from the M.U. to 56 dispersal so it was decided to start in that direction, pass through 56 dispersal and back to the M.U. It is amazing just how fast a David Brown tractor with a stripped out Lighting can go with a slope to help it.
The resulting phone call from the W.O. at 56 to the M.U. was I gather quite heated along the lines of "what do your lot of idiots think they are doing with my airframe!" Granted the speedo on the D.B. was showing about 25 mph when the wheels actually touched the ground so maybe he did have a point but the frame didn't leak and was rebuilt and flown succesfully so aqll s well that ends well.
So much so that the check was adopted so 56 had to get used to seeing there frames going through the dispersal rather quckly.
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gopher01,
I once managed to screw the "Matador" Generator truck, with MPN-1 GCA Radar set in tow, up to 21 mph (again on a gradually sloping bit of taxiway) at Strubby in the mid '50s.
You still trump me with your 25 mph Lightning - but then your tow was designed to go fast !
D.
I once managed to screw the "Matador" Generator truck, with MPN-1 GCA Radar set in tow, up to 21 mph (again on a gradually sloping bit of taxiway) at Strubby in the mid '50s.
You still trump me with your 25 mph Lightning - but then your tow was designed to go fast !
D.
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Some years ago at a Saudi Air Base we were tasked with putting a Lightning airframe on display. After much restoration work and much polishing the big day arrived when we tow 219 to its display plinth. Unfortunately when we reached the tech site gate the guard would not let us out! A captain was called then a major then.a colonel but the one stripe guard was immovable! Finally the base commander persuaded the guard to let us proceed. We then had to make a 90 degree turn and with only 8 inches wing tip clearance on each side proceed through the gate which we managed quite well. Then the easy bit...slalom along a Palm tree lined road and park it for lifting onto its plinth the next day. Unfortunately a culvert with a thin layer of tarmac over sand intervened and the port main gear sank. After much cursing a crane lift and copious quantities of p s p we finally parked and checked it for the night. The next morning the same guard was guarding 219 but that's another story!
I can vouch for mole grips on Mini's steering columns not working. Picture: Dining In Night, JOs in No 5s, coming up with a bright idea to tow the Mini to the front of the Mess, on reaching ~30mph then massive PIO occurs, Mini hits lamp post, lamp post now in half, lots of giggling and then the "it" hits the fan!
Location? Coningsby ~1995
LJ
Location? Coningsby ~1995
LJ
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Back in the mid 80's we heard rumors of a Lancaster up around the Edmonton area. Cut a long story short two brothers purchased two Lancasters surplus.
Over the years the brothers had moved twice.
The surviving brother broke out their photo album documenting the moves.
Each fuselage (minus wings, tail planes and bomb bay doors) had a wooden cradle under the bomb bay made of 12" x 12" timber.
Notches were cut on the underside each side external to the fuselage.
The main wheels/hubs were supporting this contraption.
He had a picture of one of them with the tail turret mount lashed on the end of a pickup truck 'parked in a gas station' getting fuel.
Parked would be a loose term, the last 40 feet or so of the fuselage has yet to leave the road.
These were the folks that Doug Arnold got his long/short nose sorted out.
The road to were the remaining brother lived and to get to where the last fuselage was defied the thought process of getting something that size to where it was.
Over the years the brothers had moved twice.
The surviving brother broke out their photo album documenting the moves.
Each fuselage (minus wings, tail planes and bomb bay doors) had a wooden cradle under the bomb bay made of 12" x 12" timber.
Notches were cut on the underside each side external to the fuselage.
The main wheels/hubs were supporting this contraption.
He had a picture of one of them with the tail turret mount lashed on the end of a pickup truck 'parked in a gas station' getting fuel.
Parked would be a loose term, the last 40 feet or so of the fuselage has yet to leave the road.
These were the folks that Doug Arnold got his long/short nose sorted out.
The road to were the remaining brother lived and to get to where the last fuselage was defied the thought process of getting something that size to where it was.
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Not quite towing, but...
One sunny afternoon at Norfolk’s much lamented Jaguar base sometime in the mid 90’s, a Charity event has been scheduled, to wit a race between two teams of willing volunteers, one RAF, t’other Army. Each will be hauling a Jaguar behind them and the Devil take the hindmost. It’s been done many times before and never a hint of a problem – but – SEngO wades in, raising concerns about the well-established practice of lashing tape (which will be used to haul the Jags) being tied around the main undercarriage legs.
T’will not do says he and insists that a better solution would be for the aircraft to be pulled whilst facing backwards, i.e. lashing tape secured to the shackles located at the rear of each leg, and the teams with their collective backs to the jet pipes.
An experienced Chief raises strenuous objection but this wisdom is ignored by our man who insists that he knows best…
So, picture the scene - two Jaguars parked side by side with perhaps an aircraft’s width between them, two teams of lusty troops braced and ready, with a firm hold on lashing tape and right at the back (or the front depending on your point of view), two lineys holding on to aircraft steering arms. – Waiting at the side of the flightline ready for the ensuing spectacle is the Stn Cdr, the Stn Execs and visiting Army VIP’s.
Well, I can tell you that a clean and lightly loaded Jag gets up to running speed surprisingly quickly, however, what our man had failed to anticipate was that with the aircraft moving backwards, the noseleg was effectively facing the wrong way. Now this isn’t a problem at a slow walking pace (i.e. winching back in a HAS) but to my knowledge, no-one had ever attempted it at the run.
All of a sudden (and without warning), the first aircraft noseleg decides it really, really needs to castor through 180 degrees; this literally spits the liney off the steering arm and causes the aircraft to veer rapidly towards the adjacent jet – which is now doing exactly the same thing!
"Brakes!", scream I (and others) – thankfully the brakemen were alert and we had lots of brake pressure so disaster was averted, but honestly, not by much.
The result? 2 lineys lightly injured (cuts, grazes, bruising), much egg on collective Stn face, 1 ego comprehensively shattered and the Charity aircraft pull abandoned.
I gather SEngO had a one way conversation with OC Eng and the Stn Cdr – wish I could have been a fly on that particular wall
T’will not do says he and insists that a better solution would be for the aircraft to be pulled whilst facing backwards, i.e. lashing tape secured to the shackles located at the rear of each leg, and the teams with their collective backs to the jet pipes.
An experienced Chief raises strenuous objection but this wisdom is ignored by our man who insists that he knows best…
So, picture the scene - two Jaguars parked side by side with perhaps an aircraft’s width between them, two teams of lusty troops braced and ready, with a firm hold on lashing tape and right at the back (or the front depending on your point of view), two lineys holding on to aircraft steering arms. – Waiting at the side of the flightline ready for the ensuing spectacle is the Stn Cdr, the Stn Execs and visiting Army VIP’s.
Well, I can tell you that a clean and lightly loaded Jag gets up to running speed surprisingly quickly, however, what our man had failed to anticipate was that with the aircraft moving backwards, the noseleg was effectively facing the wrong way. Now this isn’t a problem at a slow walking pace (i.e. winching back in a HAS) but to my knowledge, no-one had ever attempted it at the run.
All of a sudden (and without warning), the first aircraft noseleg decides it really, really needs to castor through 180 degrees; this literally spits the liney off the steering arm and causes the aircraft to veer rapidly towards the adjacent jet – which is now doing exactly the same thing!
"Brakes!", scream I (and others) – thankfully the brakemen were alert and we had lots of brake pressure so disaster was averted, but honestly, not by much.
The result? 2 lineys lightly injured (cuts, grazes, bruising), much egg on collective Stn face, 1 ego comprehensively shattered and the Charity aircraft pull abandoned.
I gather SEngO had a one way conversation with OC Eng and the Stn Cdr – wish I could have been a fly on that particular wall
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An experienced Chief raises strenuous objection but this wisdom is ignored by our man who insists that he knows best…
I hope the Chief received an appropriate apology.
@ Davef68
"I've got a granny, a Hindustani granny
She's my Hindustani Granny from Bombay
When she feeds me chapatis
With curried mince and tatties
I'm vindaloo all day"
"I've got a granny, a Hindustani granny
She's my Hindustani Granny from Bombay
When she feeds me chapatis
With curried mince and tatties
I'm vindaloo all day"
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An even slower than usual Swordfish
Some years ago while driving south on the A74 (before it mutated into the M74), I encountered a Swordfish (wings folded, of course) on tow behind a truck moving at around 40 mph. It was of pristine appearance and as I recall even carrying a torpedo, but cannot be absolutely positive on that.
So far as I know there are no naval air museums in the Beattock/Lockerbie area, so it was plainly in for a long journey. It did occur to me to wonder if the wheel bearings were up to withstanding a long run of many miles at a fair speed, never mind rotating in the 'wrong' direction - has any one a clue as to where it was going from/to, and where it is now?
So far as I know there are no naval air museums in the Beattock/Lockerbie area, so it was plainly in for a long journey. It did occur to me to wonder if the wheel bearings were up to withstanding a long run of many miles at a fair speed, never mind rotating in the 'wrong' direction - has any one a clue as to where it was going from/to, and where it is now?
I was once involved in towing a Hawker Fury ISS from Southampton Docks to Southampton airport. Although the aircraft had its wings removed for the purpose and was being towed with a rigid towbar bolted to the main undercarriage structure, one of the restrictions placed on the move was that a 'qualified pilot' should be in the cockpit and able to apply the brakes if required.
So one dark wet Sunday morning we set off at a sedate pace through Southampton, with yours truly in the cockpit sheltering under an umbrella. When you've seen the size of the prop on the Fury / Sea Fury, you'll realise how tight the average road can be..... Let alone a roundabout!
At one stage I couldn't resist winding back the hood and asking a passer-by "Are we right for the airport, mate?"...
All went fine, eventually we reached the hangar and re-attached the wings. The aircraft was flown out to Wroughton a day or so later - and now it's flying somewhere dunnunda.
My only trip in a Hawker piston fighter!
So one dark wet Sunday morning we set off at a sedate pace through Southampton, with yours truly in the cockpit sheltering under an umbrella. When you've seen the size of the prop on the Fury / Sea Fury, you'll realise how tight the average road can be..... Let alone a roundabout!
At one stage I couldn't resist winding back the hood and asking a passer-by "Are we right for the airport, mate?"...
All went fine, eventually we reached the hangar and re-attached the wings. The aircraft was flown out to Wroughton a day or so later - and now it's flying somewhere dunnunda.
My only trip in a Hawker piston fighter!
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