Global Aviation Magazine : 60 Years of the Hercules
I was just trying to be clever with the geography.Join Date: Feb 2004
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Have just found a carrier bag full of photos and amongst them were my collection of photos from Op Bushel. I have posted a couple on here before but these are some new ones.
This was an airdrop of some roses(?) to nurses or could have been nuns at an aid station that happened to be under the route for that day (between 7 and 27 Nov 85) Hercules would have been either XV306 or XV297. The airdrop consisted of opening the para door and the ALM launching them out in a polystyrene box. Hopefully brightened up someone's day
Red on
Green on
More to come....
This was an airdrop of some roses(?) to nurses or could have been nuns at an aid station that happened to be under the route for that day (between 7 and 27 Nov 85) Hercules would have been either XV306 or XV297. The airdrop consisted of opening the para door and the ALM launching them out in a polystyrene box. Hopefully brightened up someone's day
Red on
Green on
More to come....
November4,
great pics. More please.
The Nile as viewed on Op Granby.
great pics. More please.
The Nile as viewed on Op Granby.
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One of the MAMS team produced a cartoon story of life on Op Bushell, Sure those that were there will be able to relate to some of the incidents
The full set are on the Movements Association web site
The full set are on the Movements Association web site
Sopping on the Cays in Belize
Stopping on the Cays in Belize was not a one off as during a Harrier changeover saga the crew I was on also managed to stay there instead of downtown and the story goes as follows:
Are you sitting comfortably and I will begin, it was a dark and stormy night, actually just stormy and very very wet as the two ship Herc trail carrying both bits of a Harrier to Belize, ( we had the wing, the other frame had the fuselage )landed at Nassau prior to continuing to Belize. As both frames were ready to go at the same time it was decided that the other would takeoff first and we would follow. As the Herc crossed the runway intersection on its take off roll a very large sheet of spray enveloped the aircraft as the mainwheels went through a gigantic puddle, we followed shortly after but with no problems. As we climbed out the other aircraft requested a visual inspection from below as they had a loud flapping noise from the area of the main U/C. After joining below it was seen that the inner port U/C door was flapping in the breeze, presumably damaged during the puddle splash. A decision was made to divert both aircraft to a military base in the States where engineering facilities existed so off we went to Homestead.
It was decided to freefall the port U/C to avoid any damage through forcing the U/C down under power and ask Homestead to check the position of the U/C on a flyby. We landed first and parked up to watch the proceedings as the flyby was performed which was followed by ATC calling in all his Phantoms before this Herc with only one gear down landed on his runway, slight breakdown in communications somewhere we found out! After lowering the rest of the gear normally the aircraft landed and taxied in.
Investigation showed the door actuating rod was broken, probably by the force of the water on take off so no major problem there. However, and this is were it all gets interesting I believe to freefall the U/C you switch off the hydraulic pumps, its a bit vague now it was a long time ago, and the pumps had tripped off and would not reset, yet again no problem apart from the fact it had Vickers pumps fitted which the Yanks didn't have so the frame would have to await spares from the UK.
A cunning plan was then hatched, we would night stop Miami, fly to Belize, unload our load (the wing ) and fly back to Miami to pick up the fuselage and night stop again, then fly down to Belize with the fuselage and stop while the Harrier was assembled, air tested and the returning Harrier was prepped for return. On our first arrival Rudi was asked about the possibility of being accommodated on the Cays as we would have several days waiting for the return load.
So on our return with the fuselage we were informed that our aircraft awaited us at Belize municipal airport to take us to the Cays and would pick us up two days later to take our flight back and so it happened. If you ever saw the municipal airport then taking off seven up from there in an Islander was quite interesting as one end of the " runway " was the seawall and the locals just wandered across as they fancied so the timing of the take off run involved looking for a gap in the foot traffic and aiming to arrive at the end of the runway the same time as the gap did!
We took our half of the Harrier home with no further problems but the frame in Homestead had the further complication after their rectification was carried out of when they went to start up to depart to Belize the Loady got struck by lightning whilst out on the end of the long lead resulting in a short hospital stay but I gather he was fine afterwards although some people said would anybody notice any difference.
It certainly made a change from the Fort George or the other one on the sea front whose name I can't remember,
Are you sitting comfortably and I will begin, it was a dark and stormy night, actually just stormy and very very wet as the two ship Herc trail carrying both bits of a Harrier to Belize, ( we had the wing, the other frame had the fuselage )landed at Nassau prior to continuing to Belize. As both frames were ready to go at the same time it was decided that the other would takeoff first and we would follow. As the Herc crossed the runway intersection on its take off roll a very large sheet of spray enveloped the aircraft as the mainwheels went through a gigantic puddle, we followed shortly after but with no problems. As we climbed out the other aircraft requested a visual inspection from below as they had a loud flapping noise from the area of the main U/C. After joining below it was seen that the inner port U/C door was flapping in the breeze, presumably damaged during the puddle splash. A decision was made to divert both aircraft to a military base in the States where engineering facilities existed so off we went to Homestead.
It was decided to freefall the port U/C to avoid any damage through forcing the U/C down under power and ask Homestead to check the position of the U/C on a flyby. We landed first and parked up to watch the proceedings as the flyby was performed which was followed by ATC calling in all his Phantoms before this Herc with only one gear down landed on his runway, slight breakdown in communications somewhere we found out! After lowering the rest of the gear normally the aircraft landed and taxied in.
Investigation showed the door actuating rod was broken, probably by the force of the water on take off so no major problem there. However, and this is were it all gets interesting I believe to freefall the U/C you switch off the hydraulic pumps, its a bit vague now it was a long time ago, and the pumps had tripped off and would not reset, yet again no problem apart from the fact it had Vickers pumps fitted which the Yanks didn't have so the frame would have to await spares from the UK.
A cunning plan was then hatched, we would night stop Miami, fly to Belize, unload our load (the wing ) and fly back to Miami to pick up the fuselage and night stop again, then fly down to Belize with the fuselage and stop while the Harrier was assembled, air tested and the returning Harrier was prepped for return. On our first arrival Rudi was asked about the possibility of being accommodated on the Cays as we would have several days waiting for the return load.
So on our return with the fuselage we were informed that our aircraft awaited us at Belize municipal airport to take us to the Cays and would pick us up two days later to take our flight back and so it happened. If you ever saw the municipal airport then taking off seven up from there in an Islander was quite interesting as one end of the " runway " was the seawall and the locals just wandered across as they fancied so the timing of the take off run involved looking for a gap in the foot traffic and aiming to arrive at the end of the runway the same time as the gap did!
We took our half of the Harrier home with no further problems but the frame in Homestead had the further complication after their rectification was carried out of when they went to start up to depart to Belize the Loady got struck by lightning whilst out on the end of the long lead resulting in a short hospital stay but I gather he was fine afterwards although some people said would anybody notice any difference.
It certainly made a change from the Fort George or the other one on the sea front whose name I can't remember,
Heh heh,
Thanks Gopher, that sounds like a pretty typical route, you know, the one where the plans go out of the window as the wheels are retracted out of Lyneham. I had a similar Jobby at Homestead doing a Belize LOX run. I think I described it in an earlier post, I ended up with a "field promotion" to Flt Lt. Hope you are well and, as the end of the year draws near wish all contributers and watchers of this thread a very happy and prosperous 2015.
Smudge
Thanks Gopher, that sounds like a pretty typical route, you know, the one where the plans go out of the window as the wheels are retracted out of Lyneham. I had a similar Jobby at Homestead doing a Belize LOX run. I think I described it in an earlier post, I ended up with a "field promotion" to Flt Lt. Hope you are well and, as the end of the year draws near wish all contributers and watchers of this thread a very happy and prosperous 2015.
Smudge
gopher01,
I assume by freefall of the MLG you are referring to the pulling of the handle on the forward face of the wheel well.
As I watched the Virgin 747 going round and round it triggered a memory of a nosewheel problem we had when I was on 48 at Changi. If some of the tech details have become blurred by the passage of time I trust one of out technical correspondents will correct me.
On September 9 1970 we arrived back at Changi after a night para sortie
to find that the nosegear was showing unlocked as we prepared to land.
I went under the flight deck and switched on the nose bay light and had a good look. It seemed down OK . There was a pin that protruded when the gear was locked down but it was so covered in muck that it was not possible to tell. After a crew conflab I put on a safety harness removed the inspection window and reached through to try to clean it. Being 'vertically challenged' I could not quite reach. So the Nav, a Flt Cdr with longer arms, came down and did so. It seemed fine.
However I also think he managed to put the nose gear pin in !
When we first got the 'K' the nose gear lock was a wedge shaped bit of kit.
The was later replaced with the simpler pin after a modification.
So we landed and gave to a/c to the ground crew to sort out what was obviously an indication problem.
I assume by freefall of the MLG you are referring to the pulling of the handle on the forward face of the wheel well.
As I watched the Virgin 747 going round and round it triggered a memory of a nosewheel problem we had when I was on 48 at Changi. If some of the tech details have become blurred by the passage of time I trust one of out technical correspondents will correct me.
On September 9 1970 we arrived back at Changi after a night para sortie
to find that the nosegear was showing unlocked as we prepared to land.
I went under the flight deck and switched on the nose bay light and had a good look. It seemed down OK . There was a pin that protruded when the gear was locked down but it was so covered in muck that it was not possible to tell. After a crew conflab I put on a safety harness removed the inspection window and reached through to try to clean it. Being 'vertically challenged' I could not quite reach. So the Nav, a Flt Cdr with longer arms, came down and did so. It seemed fine.
However I also think he managed to put the nose gear pin in !
When we first got the 'K' the nose gear lock was a wedge shaped bit of kit.
The was later replaced with the simpler pin after a modification.
So we landed and gave to a/c to the ground crew to sort out what was obviously an indication problem.
DCThumb,
Abex are the ones I remember, and possibly New York, I suspect that like both of them the Vickers pump is yet another manufacturers label. Like many parts of Albert, there are many sources who all produced a product, to meet a specification. I bet Gopher 01 knows a lot more than me though.
Smudge
Abex are the ones I remember, and possibly New York, I suspect that like both of them the Vickers pump is yet another manufacturers label. Like many parts of Albert, there are many sources who all produced a product, to meet a specification. I bet Gopher 01 knows a lot more than me though.
Smudge
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IIRC it was Abex on nos 3 and 4 and New Yorks on Nos 1 and 2?
Eventually the fleet was fitted with New Yorks all round ISTR.
Eventually the fleet was fitted with New Yorks all round ISTR.
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Smuj a quick Q for you.
I always thought that parking Albert's props straight up and down was to protect the air intake from FOD. You earlier on alluded to another reason (an oil leak?).
Could you elucidate for an aging and brain addled Ascot warrior please?
Ta Muchly
I always thought that parking Albert's props straight up and down was to protect the air intake from FOD. You earlier on alluded to another reason (an oil leak?).
Could you elucidate for an aging and brain addled Ascot warrior please?
Ta Muchly
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#1 prop blade at the top to stop oil leaking out of the beta feedback tube, to be honest as long as #1 blade was not at the bottom it was not really a problem, so short stops anywhere but down was ok, if leaving it parked up then #1 at the top was best practice.
Over the years the 'K' had Vickers, New York and Abex pumps but in which order I cannot remember ! On one variant the loadmaster could give a timely warning of a possible impending pump failure. This was because the hydraulic reservoir would become progressively hotter as the flight progressed.
Kengineer,
Absolutely perfectly described. Perhaps worth mentioning that No1 Blade has the yellow spot on it. I think my previous comment, to which Ex Ascoteer refers was regarding the aircraft at Cosford, with the blades parked in "X" position. I queried it on my last visit, and was told it was for safety reasons.
Smudge
Absolutely perfectly described. Perhaps worth mentioning that No1 Blade has the yellow spot on it. I think my previous comment, to which Ex Ascoteer refers was regarding the aircraft at Cosford, with the blades parked in "X" position. I queried it on my last visit, and was told it was for safety reasons.
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Pumps and their problems
Gentlemen,
It appears that one or two memories have faded. The NY EDP was the original, it was replaced by the Vickers (which caused trouble) and subsequently by the Abex which was good. They were not supposed to be "mixed and matched", but owing to budgetary constraints (ie being tight or skint) they opted to use the new Abex on one system and the older and less reliable on the other. Try http://www.lockheedmartin.co.uk/cont...News/V10N2.pdf for a further explanation.
It appears that one or two memories have faded. The NY EDP was the original, it was replaced by the Vickers (which caused trouble) and subsequently by the Abex which was good. They were not supposed to be "mixed and matched", but owing to budgetary constraints (ie being tight or skint) they opted to use the new Abex on one system and the older and less reliable on the other. Try http://www.lockheedmartin.co.uk/cont...News/V10N2.pdf for a further explanation.
AC,
that chimes with my recall of the sequence but was unsure enough not to say so. The Lockheed tech bulletin you linked also contained an article on the cargo door. I do not recall any snagging on the control cables but on the 'K' you could not close the cargo door by selecting 'closed' on the switch. The drill was to select 'Open. and when it had risen out of the uplock pull the emergency release handle. Any other method would usually result in a very fast freefalling cargo door and damage ! On opening in the air it was common to have to bunt the a/c slightly to ensure the cargo door entered the uplock.
that chimes with my recall of the sequence but was unsure enough not to say so. The Lockheed tech bulletin you linked also contained an article on the cargo door. I do not recall any snagging on the control cables but on the 'K' you could not close the cargo door by selecting 'closed' on the switch. The drill was to select 'Open. and when it had risen out of the uplock pull the emergency release handle. Any other method would usually result in a very fast freefalling cargo door and damage ! On opening in the air it was common to have to bunt the a/c slightly to ensure the cargo door entered the uplock.
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Sorry AC I had Abex and NY the wrong way round - I put that down to the time of night of the post, alcohol and age! However I certainly don't remember a Vickers pump. Maybe what I was told was NY was in fact Vickers, who knows?
IIRC one of the problems with the 'NY' (as I believed it to be) was that, having isolated it, the runaround circuit would get so hot that you couldn't reinitiate it after 10 minutes or so because the incoming cold fluid from the wider system would cause the pump to explode.
I had a problem resulting in a booster system isolation inbound to somewhere nice and Tropical. It took some time to sort out so we didn't re-initiate.
Coming down the ILS the system pressure suddenly rose to 2500 psi then rapidly fell to zero. Apparently the thermal relief valve had opened one one of the pumps causing it to let go.
Result? Full hydraulic flush required so we go U/S in a Tropical Paradise. 6A called out......and went U/S on start up. Apparently people were falling over themselves to get on the next 6A standby.
We didn't care, we had a week in the sunshine.
IIRC one of the problems with the 'NY' (as I believed it to be) was that, having isolated it, the runaround circuit would get so hot that you couldn't reinitiate it after 10 minutes or so because the incoming cold fluid from the wider system would cause the pump to explode.
I had a problem resulting in a booster system isolation inbound to somewhere nice and Tropical. It took some time to sort out so we didn't re-initiate.
Coming down the ILS the system pressure suddenly rose to 2500 psi then rapidly fell to zero. Apparently the thermal relief valve had opened one one of the pumps causing it to let go.
Result? Full hydraulic flush required so we go U/S in a Tropical Paradise. 6A called out......and went U/S on start up. Apparently people were falling over themselves to get on the next 6A standby.
We didn't care, we had a week in the sunshine.