Towing Aircraft
You just reminded me we used to open the hangar doors at Coningsby by pushing them with a Land rover bumper. Lot easier than winding that bloody handle
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Airline, sadly no longer with us, moving the staging around the aircraft, bod in charge cannot be heard over the noise of the wheels etc, so has a cunning idea and buys a whistle, briefs the team, one blow to stop. Off they go when suddenly lots of frantic whistle blows heard and team stop pushing thinking WTF, checking they find they have wheeled it over his foot breaking his toes.. 
The Valiant's towbar was attached to the forward fuselage, not the nosewheel assembly. This meant that somebody had to be in the left hand seat to steer it behind a tug. If the tug didn't have 110 volts you had no electrical power to steer it. Then a Houchin power unit had to be plugged in and towed by another tractor alongside the aircraft.
A compass swing required a navigator and co-pilot to be in the cockpit. The co-pilot to steer and call out the landing compass headings and the navigator to adjust the compasses.
When, not if, a Valiant under tow got its nosewheel out of sequence with the tug there were black tyremarks all over the place.
A compass swing required a navigator and co-pilot to be in the cockpit. The co-pilot to steer and call out the landing compass headings and the navigator to adjust the compasses.
When, not if, a Valiant under tow got its nosewheel out of sequence with the tug there were black tyremarks all over the place.
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At Bassingbourn in the early '60's a Canberra went wheels up into the overshoot.
After air bags had raised the a/c, trackjacks were located under each wing and hitched up to a tractor ready to tow a/c away. Just prior to this the F/Sgt in charge detailed an airman to sit in the cockpit. As the tractor driver was given the signal to move off the F/Sgt shouted at the airman in the cockpit, ''brakes off''!
Old habits......!
After air bags had raised the a/c, trackjacks were located under each wing and hitched up to a tractor ready to tow a/c away. Just prior to this the F/Sgt in charge detailed an airman to sit in the cockpit. As the tractor driver was given the signal to move off the F/Sgt shouted at the airman in the cockpit, ''brakes off''!
Old habits......!
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ATC towing story, during a Part 1 Mineval at a major bomber base south of Lin***n.
Certain "things" had to be moved from "a certain location" to the various dispersals in order to "generate" certain other "things". Nothing must impede their stately transit, or people will be "exercise shot on sight". One small snag ... it was 10/10 fog of the densest quality that Lin***shire can provide. So ... the Local Controller, using a Storno on the Blue Channel spent the next hour or so directing 'ground traffic' by guesswork and "Have you passed the PAR yet?" to ensure the convoys proceeded uninterrupted from "there" to "somewhere else".
At some stage, Big John Stn Cdr called the Tower to ask why it was taking so long to get "things" to designated dispersals. SATCO was required to ask him to look out of a window and see the reality. He gulped, and accepted reality ... he was a great Boss
It was a slow, but safe, generation exercise and IAW SOP
Certain "things" had to be moved from "a certain location" to the various dispersals in order to "generate" certain other "things". Nothing must impede their stately transit, or people will be "exercise shot on sight". One small snag ... it was 10/10 fog of the densest quality that Lin***shire can provide. So ... the Local Controller, using a Storno on the Blue Channel spent the next hour or so directing 'ground traffic' by guesswork and "Have you passed the PAR yet?" to ensure the convoys proceeded uninterrupted from "there" to "somewhere else".
At some stage, Big John Stn Cdr called the Tower to ask why it was taking so long to get "things" to designated dispersals. SATCO was required to ask him to look out of a window and see the reality. He gulped, and accepted reality ... he was a great Boss
It was a slow, but safe, generation exercise and IAW SOP
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Another one...
After a morning giving the pre-winter MRD training to Trades, Aircraft, Group 1, (engines-J/T and up, riggers and leckies-Sgt and up), camlobe is using a Land Rover Lightweight booked out from MT specifically for towing a Houchin to and from the Blister hangar where the MRD's were housed. However, this was the late '70's, and we still had a mix of RAF and NATO towing pins on the Land Rovers and towing eyes on ground equipment. Sure enough, the Lightweight was NATO and the Houchin was RAF. So, the jaws of the NATO hitch wouldn't fit in the ring of the Houchin. No problem, thinks our self-declared hero. This rope lying around will suffice. Five minutes later, the Houchin is 'secured' to the Lightweight by a method not recognisable by any Boy Scout or matelot. Training finished for the morning, time to return the Houchin camlobe scrounged Camlobe passes through the north gate, waving to the familiar face in the guard post and turns right onto the public road. Due to the incredible amount of shouting and whistling, camlobe decides to stop and investigate. Climbing out of the Landy! camlobe turns round to see...no Houchin. Camlobe's guard mate runs up and uses sign language while he catches his breath. For a couple of seconds, an episode of charades ensues. It turns out, when camlobe turned right onto the public road, the Houchin, now free of restraint, continued onwards in a forward fashion...straight towards one of the lakes popular with fishermen.
The guard deserted his post and assisted camlobe to try and recover the Houchin. Eventually, using the rope to pull the Houchin backwards, the Houchin is recovered to the public road. The guard returned to his post and let through the queue of cars that had built up. Camlobe makes sure of the rope securing and returns the Houchin slowly, after washing off the various bits of mud and undergrowth.
Camlobe is then stopped by the Padre. After a short chat, camlobe offers his services to carry the Padre's firewood collection to the bonfire sight before returning the Lightweight to MT. The bonfire sight is at the bottom of a slope. No problem, thinks our fool of a hero. After driving to the bottom of the slope, camlobe then unloads the firewood. Attempting to drive away back up the slope merely spins the rear wheels. Ahh, well, I'll try four-wheel-drive. Yellow knob depressed, and away we....slip. Ok, Red lever rear wards and that will sort it. Nope. The Lightweight is now covered in...yes, more mud and undergrowth. Walk forever to find a phone, call MT and wait for assistance. After recovery, camlobe washes the Lightweight and returns it to MT. OC MT doesn't get angry with me for my unauthorised trip to assist the Padre. Normally any and all unauthorised trips are automatically chargeable offences. My best guess is OC MT is a religious sort of chap, and possibly feared a bolt of lightning.
So, why did the Landy spin the rear wheels only? Because MT in their wisdom had removed all the front propshafts because the Linies kept breaking them...while towing trains of N2 bottles in four-wheel-drive!
Just another day in a blue suit.
Camlobe
The guard deserted his post and assisted camlobe to try and recover the Houchin. Eventually, using the rope to pull the Houchin backwards, the Houchin is recovered to the public road. The guard returned to his post and let through the queue of cars that had built up. Camlobe makes sure of the rope securing and returns the Houchin slowly, after washing off the various bits of mud and undergrowth.
Camlobe is then stopped by the Padre. After a short chat, camlobe offers his services to carry the Padre's firewood collection to the bonfire sight before returning the Lightweight to MT. The bonfire sight is at the bottom of a slope. No problem, thinks our fool of a hero. After driving to the bottom of the slope, camlobe then unloads the firewood. Attempting to drive away back up the slope merely spins the rear wheels. Ahh, well, I'll try four-wheel-drive. Yellow knob depressed, and away we....slip. Ok, Red lever rear wards and that will sort it. Nope. The Lightweight is now covered in...yes, more mud and undergrowth. Walk forever to find a phone, call MT and wait for assistance. After recovery, camlobe washes the Lightweight and returns it to MT. OC MT doesn't get angry with me for my unauthorised trip to assist the Padre. Normally any and all unauthorised trips are automatically chargeable offences. My best guess is OC MT is a religious sort of chap, and possibly feared a bolt of lightning.
So, why did the Landy spin the rear wheels only? Because MT in their wisdom had removed all the front propshafts because the Linies kept breaking them...while towing trains of N2 bottles in four-wheel-drive!
Just another day in a blue suit.
Camlobe
Last edited by camlobe; 10th Feb 2014 at 21:45. Reason: Forgotten detail
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Apart from being the driver of a pirouetting tractor and Jag combination between one and two hangar at Lossiemouth; the other notable towing debacle was at a south clutch station in the early eighties in a group of HASs where the Jags were loaded with weapons I can neither confirm nor deny their presence on Federal German soil. The power failed in one HAS, choice of options: get a spare aircraft and up-load (not likely on a Sunday) or move the loaded aircraft to another HAS. After much discussion by the Stn Execs approved the move the aircraft ’as casually as possible’. Tractor attached Pilot as brakeman; as I pulled the aircraft out thirty plus RAF Plods shoulder to shoulder were providing a barrier to stop people seeing the weapon. As we moved the police cordon shuffled in a scene reminiscent of a Keystone Cops movie and note as casual as planned!
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The odd towing tale.
A few memories involving towing and the attempted towing of aircraft ..
Jaguars, as already mentioned, the tow bar had a shear pin that would fail if overloaded in a tight turn at too fast a towing speed. One early morning, 54 Sqn tow team pulling a GR out of 1 Hangar at Colt, way too fast and in a turn. Shear pin fails and the Jag goes off on a tangent, no braking apparent. Suddenly Electro Hydraulic pump powers up and aircraft bunts down on its nose oleo as the aircraft skids to a halt. Vendee has already explained what didn’t happen. That was in the late 90s.
Wittering in 1990. I’m up with RSS doing repairs to wings in the wing bay. Had to pop around to see another of our teams working up at the OCU. Around the corner I walk and find a GR3 stopped with a unimog very close to the cockpit, its windscreen smashed by the pitot probe. Around the corner comes Simon, a guy that I had just done TMT with and was on the OCU. “What happened mate?” “We towed the aircraft out, stopped, disconnected the tow bar and realised there was no brake accumulator pressure”. The OCU hangars were on a slope, so the aircraft had started to move. The tower realised the only thing to do was to use the tow bar on the unimog as a chock. It worked but the aircraft caught the windscreen. I believe OC MT wasn’t very pleased.
The last one was a farce. Lossiemouth in 1986. The Flight Sargent of the bays and VASS (surname sounded like D*** Head) asks the Chief who ran VASS to move the old Argosy that was on the grass near the lighthouse over to the burning. The Chief replies “bad idea, it’s been raining solidly for 4 days!” only to be ordered to send a team from VASS to do it. The VASS team goes to the other side with the big tug master, only to get halfway across the grass before the tug sinks 18 inches to its chassis. Radio calls gets the other VASS tractor across with a winch. That tractor even with a snow plough on it does a great impression of a plough trying to winch the tug out. Even EOD get involved with their AFV. It’s standing on the back of its tracks trying to pull the tug out with no effect. By this time the rest of the lads from MCSF had been called over with shovels and boards. We dug trenches for the wheels and laid down boards in between and ramps out the back. Then the tug was then driven out slowly with boards placed in front of its path back to the taxi way. We were covered in mud and the Flight Sargent wasn’t seen at the beer call that evening..
Jaguars, as already mentioned, the tow bar had a shear pin that would fail if overloaded in a tight turn at too fast a towing speed. One early morning, 54 Sqn tow team pulling a GR out of 1 Hangar at Colt, way too fast and in a turn. Shear pin fails and the Jag goes off on a tangent, no braking apparent. Suddenly Electro Hydraulic pump powers up and aircraft bunts down on its nose oleo as the aircraft skids to a halt. Vendee has already explained what didn’t happen. That was in the late 90s.
Wittering in 1990. I’m up with RSS doing repairs to wings in the wing bay. Had to pop around to see another of our teams working up at the OCU. Around the corner I walk and find a GR3 stopped with a unimog very close to the cockpit, its windscreen smashed by the pitot probe. Around the corner comes Simon, a guy that I had just done TMT with and was on the OCU. “What happened mate?” “We towed the aircraft out, stopped, disconnected the tow bar and realised there was no brake accumulator pressure”. The OCU hangars were on a slope, so the aircraft had started to move. The tower realised the only thing to do was to use the tow bar on the unimog as a chock. It worked but the aircraft caught the windscreen. I believe OC MT wasn’t very pleased.
The last one was a farce. Lossiemouth in 1986. The Flight Sargent of the bays and VASS (surname sounded like D*** Head) asks the Chief who ran VASS to move the old Argosy that was on the grass near the lighthouse over to the burning. The Chief replies “bad idea, it’s been raining solidly for 4 days!” only to be ordered to send a team from VASS to do it. The VASS team goes to the other side with the big tug master, only to get halfway across the grass before the tug sinks 18 inches to its chassis. Radio calls gets the other VASS tractor across with a winch. That tractor even with a snow plough on it does a great impression of a plough trying to winch the tug out. Even EOD get involved with their AFV. It’s standing on the back of its tracks trying to pull the tug out with no effect. By this time the rest of the lads from MCSF had been called over with shovels and boards. We dug trenches for the wheels and laid down boards in between and ramps out the back. Then the tug was then driven out slowly with boards placed in front of its path back to the taxi way. We were covered in mud and the Flight Sargent wasn’t seen at the beer call that evening..
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Funny how you remember a/c numbers, XV 307 brings back a terrifying moment as my pension was due in a couple of months; winter 89/90, towing 307 to bay 43 at Rompers, directly in front of ops, wet night. Little Annie on the brakes; as the chocks were put in, I shouted breaks off. The tug had been disconnected and 3 of us had hold of the towing arm. As Annie let go the brakes the bl##dy kite jumped up and pushed the nose wheel chocks out of the way and headed off towards the Bund Road Fence.... fortunately Annie was on the ball and leapt back into the seat and screamed down the back for more pressure of which there was not alot. fortunately the guy on the pump gave it all he had and Annie had the sense to wait before having another go at the pedals. She banged on the brakes and 307 fortunately shuddered to a halt mere inches from chain link and concrete posts. CHOCKS IN shouts I before almost collapsing in a heap of relief...... unfortunately the lads on the towing arm had seem me vainly tugging on the arm trying to stop Albert + 34k from rolling down the hill. Annie was a stroppy moo but I could have klissed her that night!
Had to laugh at the comments regarding bottle trolleys at Waddo. In the early 70's there were 22 nitrogen trolleys on the line and they were constantly having to be topped up at the weir (spelling?) the line tractor had a rev counter that basically said 19 mph per thousand revs; what nobody said was you cant make the tractor rev counter hit the stops at 2000 rpm with just the judicious use of a safety raiser handle jammed on the throttle cable. When you are towing perhaps a dozen trolleys and supper and the Raven club disco were about to start and it is peeing down or just Waddos brand of freezing fog surrounding you, 4 tons of tractor + trolleys could be a very interesting ride at around 40mph or so..........
Also remember back at Rompers when told to closr the hangar doors in J2 when just as the nose dock door was nearly closed, XV 177 jumped 4ft side ways to attack the door honest.......
Had to laugh at the comments regarding bottle trolleys at Waddo. In the early 70's there were 22 nitrogen trolleys on the line and they were constantly having to be topped up at the weir (spelling?) the line tractor had a rev counter that basically said 19 mph per thousand revs; what nobody said was you cant make the tractor rev counter hit the stops at 2000 rpm with just the judicious use of a safety raiser handle jammed on the throttle cable. When you are towing perhaps a dozen trolleys and supper and the Raven club disco were about to start and it is peeing down or just Waddos brand of freezing fog surrounding you, 4 tons of tractor + trolleys could be a very interesting ride at around 40mph or so..........
Also remember back at Rompers when told to closr the hangar doors in J2 when just as the nose dock door was nearly closed, XV 177 jumped 4ft side ways to attack the door honest.......
Avoid imitations
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Because some aircraft have limits on the left/right travel of the nose gear. Better to break the pin than break the oleo.
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They are a failsafe, better the pin shears when you overload the arm than you tear the U/C leg out of the airframe. They are not just for side loadings either, but also for fore and aft.
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Sheer pins
Newt,
As ShyTorque and NutLoose have referred, the sheer pin forms the weak link when towing, but only really effective when pulling. You can sheer the sheer pin when pushing, but you may not notice until the prime mover stops and the A/C continues. The sheer pins were manufactured from a fairly hard aluminium alloy and had a hole drilled through the centre. One end had a 'head' like a clevis pin, and the other end was cross-drilled for a split pin or similar to prevent the sheer pin from jumping out. They are manufactured in different ratings to reflect the weight of the aircraft being towed, and the ratings are identified by stamps on the head.
So, if the correct pin is fitted, can you damage the aircraft? Well, yes. In the incident Wensleydale referred to earlier, Shackleton AEW II WL 756 had its tail wheel assembly, including surrounding structure, ripped out. The correct rating sheer pin was installed in the tow bar at the time.
The aircraft were being put away into K17 hangar, a building that could accommodate three Shacks...if done correctly. 8 Sqn line had a Douglas Medium tractor (max tow weight 100,000 lbs) and the SOP was to tow the first one into the hangar, and at the last minute, swing the tractor to one side, just missing the far-end doors. This would ensure the tail of the aircraft would be as close as possible to the doors thereby leaving enough room to get another two Shacks into the hangar. If the first one wasn't in far enough, the third one would have its nose sticking out the other end.
On this particular occasion, the Douglas was U/S, so '56 was being towed in by the station Tug, a vehicle that due to its size was unable to do the 'Douglas swing'. The towing party stopped and opened the two centre doors to allow the Tug to drive straight through. Doors open and tug moves forward. Because the NCO I/C hadn't requested "brakes ON", he didn't request "brakes OFF" either. The awfully helpful chap in the cockpit had decided to play safe when the aircraft came to a halt and put the brakes on, just to be safe. Due to the noise of the Tug running in the hangar, none of the external towing team heard the air brakes operate (loud hissing like a lorry) and therefore were none the wiser. Because the Tug applied an even and smooth pull, and because the Shack towing arm had a very big spring, the forces wound up until the tail wheel structure overloaded. Fortunately, the bomb doors were fully open, and the aircraft settled onto the rear of the bomb doors. Because the bomb doors were hinged off the strongest longitudinal part of the aircraft, the longerons, the weight of the aircraft was supported by this strong path, thereby preventing major crush and ripple damage to the rear fuselage.
A sheer pin will fail quickly if subject to a 'snatch' load, and more slowly if the overload is gradual. I think most of the contributors in these pages have seen sheer pins in an almost 'S' shape when removed.
Camlobe
As ShyTorque and NutLoose have referred, the sheer pin forms the weak link when towing, but only really effective when pulling. You can sheer the sheer pin when pushing, but you may not notice until the prime mover stops and the A/C continues. The sheer pins were manufactured from a fairly hard aluminium alloy and had a hole drilled through the centre. One end had a 'head' like a clevis pin, and the other end was cross-drilled for a split pin or similar to prevent the sheer pin from jumping out. They are manufactured in different ratings to reflect the weight of the aircraft being towed, and the ratings are identified by stamps on the head.
So, if the correct pin is fitted, can you damage the aircraft? Well, yes. In the incident Wensleydale referred to earlier, Shackleton AEW II WL 756 had its tail wheel assembly, including surrounding structure, ripped out. The correct rating sheer pin was installed in the tow bar at the time.
The aircraft were being put away into K17 hangar, a building that could accommodate three Shacks...if done correctly. 8 Sqn line had a Douglas Medium tractor (max tow weight 100,000 lbs) and the SOP was to tow the first one into the hangar, and at the last minute, swing the tractor to one side, just missing the far-end doors. This would ensure the tail of the aircraft would be as close as possible to the doors thereby leaving enough room to get another two Shacks into the hangar. If the first one wasn't in far enough, the third one would have its nose sticking out the other end.
On this particular occasion, the Douglas was U/S, so '56 was being towed in by the station Tug, a vehicle that due to its size was unable to do the 'Douglas swing'. The towing party stopped and opened the two centre doors to allow the Tug to drive straight through. Doors open and tug moves forward. Because the NCO I/C hadn't requested "brakes ON", he didn't request "brakes OFF" either. The awfully helpful chap in the cockpit had decided to play safe when the aircraft came to a halt and put the brakes on, just to be safe. Due to the noise of the Tug running in the hangar, none of the external towing team heard the air brakes operate (loud hissing like a lorry) and therefore were none the wiser. Because the Tug applied an even and smooth pull, and because the Shack towing arm had a very big spring, the forces wound up until the tail wheel structure overloaded. Fortunately, the bomb doors were fully open, and the aircraft settled onto the rear of the bomb doors. Because the bomb doors were hinged off the strongest longitudinal part of the aircraft, the longerons, the weight of the aircraft was supported by this strong path, thereby preventing major crush and ripple damage to the rear fuselage.
A sheer pin will fail quickly if subject to a 'snatch' load, and more slowly if the overload is gradual. I think most of the contributors in these pages have seen sheer pins in an almost 'S' shape when removed.
Camlobe
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Shackletons can still be difficult due to how fragile the tailwheel is.. it doesn't take much effort to break one, and they're not that solidly attached!
There are numerous photo's of MR2 aircraft sat on their tailfins without being towed, and looking through the paperwork both tailwheel oleo and the bearing blocks for the torque tube have an SI regarding stress cracking. Our WR963 split her tailwheel oleo leg from top to bottom last year, partly caused by getting stuck in a rabbit hole in the soft sand on the grass area at Coventry Airport.
As the tug moved the aircraft forward to go off the grass towards the ramp, the ground just caved in below the starboard mainwheel. Our tug is an old Fleet Air Arm deck tug, and as a result it isn't really equipped with tyres for the job, so we were very happy when Air Atlantique's old David Brown tractor took over and gently hauled her out of the hole.
The shear pin in the towbar didn't let go, but the tailwheel casting did.
There are numerous photo's of MR2 aircraft sat on their tailfins without being towed, and looking through the paperwork both tailwheel oleo and the bearing blocks for the torque tube have an SI regarding stress cracking. Our WR963 split her tailwheel oleo leg from top to bottom last year, partly caused by getting stuck in a rabbit hole in the soft sand on the grass area at Coventry Airport.
As the tug moved the aircraft forward to go off the grass towards the ramp, the ground just caved in below the starboard mainwheel. Our tug is an old Fleet Air Arm deck tug, and as a result it isn't really equipped with tyres for the job, so we were very happy when Air Atlantique's old David Brown tractor took over and gently hauled her out of the hole.
The shear pin in the towbar didn't let go, but the tailwheel casting did.
peppermint_jam's photo I thought was going to be of the German Tornado at St Athan post Air Show day in I think 93, but it was not allthough looks exactly the same state regard sinking as that one did. The background for the St Athan one was the towing teams are directed which aircraft and what order that the aircraft where moved from the static line to the active line for dispatch.
The Tornado's had to be moved first but there was not enough wing tip clearance between the RH wing tip and the nose of the other aircraft on the only route that could be used, when requesting advice it was basically sort it out, so as it had been a lovely sunny period the airfield grass was dry and earth solid provided you made sure the RH wheel was at least 3 foot onto the grass, 2 aircraft had been moved with success in this manner, but the third the RH mainwheel was moved the minimum amount off the taxi way and immediately sunk in one of the few soft spots around, it ended up like the one in picture above.
Several hours later when the wheel ended up bogged down even more by trying to pull it out with larger and larger vehicles (pushing and pulling) and the towing rescue sling, one full defuel once all the kit was assembled to empty the wing tanks, then somone listened to those that would have removed the aircraft hours earlier by digging a trench and laying a sheet of runway repair plate down, within 15/20 minutes after doing this the aircraft was successfully returned to the flight line and departed post refuel.
The debrief took a long time as well, as apparently it was my fault for succesfully doing it that way with the other aircraft.
The Tornado's had to be moved first but there was not enough wing tip clearance between the RH wing tip and the nose of the other aircraft on the only route that could be used, when requesting advice it was basically sort it out, so as it had been a lovely sunny period the airfield grass was dry and earth solid provided you made sure the RH wheel was at least 3 foot onto the grass, 2 aircraft had been moved with success in this manner, but the third the RH mainwheel was moved the minimum amount off the taxi way and immediately sunk in one of the few soft spots around, it ended up like the one in picture above.
Several hours later when the wheel ended up bogged down even more by trying to pull it out with larger and larger vehicles (pushing and pulling) and the towing rescue sling, one full defuel once all the kit was assembled to empty the wing tanks, then somone listened to those that would have removed the aircraft hours earlier by digging a trench and laying a sheet of runway repair plate down, within 15/20 minutes after doing this the aircraft was successfully returned to the flight line and departed post refuel.
The debrief took a long time as well, as apparently it was my fault for succesfully doing it that way with the other aircraft.
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Another one #2
Late '80's, Lossiemouth.
"EMERGENCYSTATETWO, EMERGENCYSTATETWO, EMERGENCYSTATETWO, JAGUAR AIRCRAFT TWO POB, WITH NOSE UNDERCARRIAGE PROBLEMS"
All sections empty to watch the unfolding drama. Front seater elects to remain on board to assist rear seater (experience had apparently shown that the forward fuselage distorts, possibly affecting ejection of the front seat). Beautiful clear day. Over the hedge and the canopy is jettisoned, landing inside the airfield boundary. The most gentle contact of the mainwheels, and one of the most bizarrely beautiful sights entertain the onlookers - the graceful look of a Jaguar, mains on the floor with nose gear out of sight. It looked just so right.
Back to reality, speed slows and gravity takes over. The nose of the Jag is brought into contact with the Tarmac smoothly, and the aircraft slows and stops on the centreline. Two bods out safely on the grass and fire crews attend. Station personnel applaud, glad of the safe outcome, and impressed with the brilliant job done by these two fine aviators.
Then the recovery of the Jag.
226 send a team to recover the aircraft. MT crane lifts the nose and the tracks are positioned underneath. The tracks are connected to the tractor by a chain, and the SNCO I/C the move walks quickly beside the aircraft while SAC Bloggs is sat on the brakes. All's well until they are moving along the taxyway past the Great Eight...where the taxyway dips. The whole line shift in Eight including JENGO and SENGO are at the window to see how the 226 neighbours are going to "cope-with-the-slope". We are not disappointed.
The tractor (MF 40 IIRC) continues at it's fixed fast walking speed accompanied by its escorting SNCO. The Jag starts accelerating...
Bloggs the brakeman cannot steer away from the tractor because...the steerable nose wheel is in bed. The sound of the dragging chain alerts the SNCO that all may not be well. The wingtip guys, residing in the tractor, alert the tractor driver of the impending pitot tube coming his way.
At the same moment, the brakeman stands on his pedals while the tractor driver accelerates.
The tracks didn't get completely dragged out from under the Jag nose, but it was awfully close.
MT crane called again, nose re-lifted, tracks placed, and loads of 226 personnel escort the unfortunate Jag and it's recovery team home. And the whole station saw it.
We sat down again and had another coffee.
Just another day in a blue suit.
Camlobe
"EMERGENCYSTATETWO, EMERGENCYSTATETWO, EMERGENCYSTATETWO, JAGUAR AIRCRAFT TWO POB, WITH NOSE UNDERCARRIAGE PROBLEMS"
All sections empty to watch the unfolding drama. Front seater elects to remain on board to assist rear seater (experience had apparently shown that the forward fuselage distorts, possibly affecting ejection of the front seat). Beautiful clear day. Over the hedge and the canopy is jettisoned, landing inside the airfield boundary. The most gentle contact of the mainwheels, and one of the most bizarrely beautiful sights entertain the onlookers - the graceful look of a Jaguar, mains on the floor with nose gear out of sight. It looked just so right.
Back to reality, speed slows and gravity takes over. The nose of the Jag is brought into contact with the Tarmac smoothly, and the aircraft slows and stops on the centreline. Two bods out safely on the grass and fire crews attend. Station personnel applaud, glad of the safe outcome, and impressed with the brilliant job done by these two fine aviators.
Then the recovery of the Jag.
226 send a team to recover the aircraft. MT crane lifts the nose and the tracks are positioned underneath. The tracks are connected to the tractor by a chain, and the SNCO I/C the move walks quickly beside the aircraft while SAC Bloggs is sat on the brakes. All's well until they are moving along the taxyway past the Great Eight...where the taxyway dips. The whole line shift in Eight including JENGO and SENGO are at the window to see how the 226 neighbours are going to "cope-with-the-slope". We are not disappointed.
The tractor (MF 40 IIRC) continues at it's fixed fast walking speed accompanied by its escorting SNCO. The Jag starts accelerating...
Bloggs the brakeman cannot steer away from the tractor because...the steerable nose wheel is in bed. The sound of the dragging chain alerts the SNCO that all may not be well. The wingtip guys, residing in the tractor, alert the tractor driver of the impending pitot tube coming his way.
At the same moment, the brakeman stands on his pedals while the tractor driver accelerates.
The tracks didn't get completely dragged out from under the Jag nose, but it was awfully close.
MT crane called again, nose re-lifted, tracks placed, and loads of 226 personnel escort the unfortunate Jag and it's recovery team home. And the whole station saw it.
We sat down again and had another coffee.
Just another day in a blue suit.
Camlobe
Join Date: Oct 2006
Location: One Three Seven, Disco Heaven.
Age: 65
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Cam was that in 1985? I remember seeing that, and watching the canopies come off and a very smooth landing all things considered. Was one of the pilots the incoming station CO?