Global Aviation Magazine : 60 Years of the Hercules
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Snow Strips
Hi smujsmith
Only remember using one snow strip. Norway. The strip was raised slightly from the surrounding terrain and completely snow covered so no room for any deviation to the side. No correction figures to go on. There was nowhere to turn so after landing it was up to the Loadie on the ramp to give reversing instructions back down the whole length of the strip, stopping a few times to cool the oils.
Other snow stories:
Landed at a small airfield in Norway. Braking action was given as poor to medium. Numbers were good so landed only to find ice ice and more ice. Braking poor to really really bad or nil!!!! Offloaded and thought about take-off. Acceleration would be excellent but an abort would be a nightmare. Runway conditions really out of limits but no option but to go as aircraft would be there till the spring.
Bardufoss one winter's night. Runway was good but could only taxy in using power. After shutdown we could barely walk on the pan, just slid our way to the buildings. No problem as taxying out could be done on power until the runway. GTC wouldn't start. After lots of diagnostics phoned Group to say we were there for the night and explained conditions. Their suggestion was to get a windmill start from another Herc that was there! Giggled then asked the other crew what they thought of trying to reverse onto me using only power then going high power on the sheet ice. Held phone towards them so Group Controller could hear the calls of "F*** O** you red nosed clown" Nightstopped.
Any other examples of "advice / decisions" from our Lords and Masters?
Only remember using one snow strip. Norway. The strip was raised slightly from the surrounding terrain and completely snow covered so no room for any deviation to the side. No correction figures to go on. There was nowhere to turn so after landing it was up to the Loadie on the ramp to give reversing instructions back down the whole length of the strip, stopping a few times to cool the oils.
Other snow stories:
Landed at a small airfield in Norway. Braking action was given as poor to medium. Numbers were good so landed only to find ice ice and more ice. Braking poor to really really bad or nil!!!! Offloaded and thought about take-off. Acceleration would be excellent but an abort would be a nightmare. Runway conditions really out of limits but no option but to go as aircraft would be there till the spring.
Bardufoss one winter's night. Runway was good but could only taxy in using power. After shutdown we could barely walk on the pan, just slid our way to the buildings. No problem as taxying out could be done on power until the runway. GTC wouldn't start. After lots of diagnostics phoned Group to say we were there for the night and explained conditions. Their suggestion was to get a windmill start from another Herc that was there! Giggled then asked the other crew what they thought of trying to reverse onto me using only power then going high power on the sheet ice. Held phone towards them so Group Controller could hear the calls of "F*** O** you red nosed clown" Nightstopped.
Any other examples of "advice / decisions" from our Lords and Masters?
R4H,
I'm sure that snow was at least as much of burden as sand in Albert ops. I can concur with your proposition of "ATFOC" interpretation of reality. I certainly was threatened twice with career ending consequences, when Albert decided to break some structural member etc. In both instances, my remedy was finally accepted and recovery actions were based on that. Thankfully with the support of the crew I was supporting. I think I have already posted the fluctuating pressurisation problem, diversion to Porto, and subsequent threats from a certain armpit Flt Sgt in Eng Ops at Lyneham. it seems that OC Eng at the time was "short toured" as a result of "tactics" used to encourage a crew to fly an aircraft of dubious structural integrity (and abusing the authority of the station Commander). I also remember a rudder problem at St Johns, where I found some failure in the structure that supported input to the bellcrank. A certain T** Le C***t examined the problem with me, and added his own input to my Eng Rep, we were "gob smacked" to receive a reply, from the same Flt Sgt at Lyneham, informing us that "Albert does not go U/S down route with structural problems", totally disregarding the fact that this was a flying control restriction as well as a structural problem. After leaving the Honourable Company of GE ship, I worked in Eng Ops, and I have to report that the whole shebang lived down to my expectations. If only those "sat" back in the UK could actually have listened to those, on the ground, who offered decent solutions to snags, we could have saved some money.
In that light, A4H, do you remember the delay in our return from Hong Kong all those years ago ? Bahrain on the way back, a night stop scheduled, and duly enjoyed. On start the next day, the No2 donk failed to start, and was diagnosed by myself and J**n H****s as ignition relay failure. I had a spare in my "bag" unfortunately not the same part number as the one fitted. We phoned Lyneham Ops and were told, stay there, do not use the spare you have, we will send you the correct item on tomorrow's BA flight. BA duly met, spare received and bugger me, the jobby they sent was exactly the one I had in my bag
no worries, we contacted Ops and our favourite Flt Sgt said, ahh the suppliers have failed, stay where you are we will send you the correct item. We did, they didn't, and eventually we did the one start, and leg to Akronelli, with my spare fitted, and M**k L***y put the correct component on No2 donk. I seem to recall a two day delay on our return, I'm not sure if Captains got demerits for late return, but I do know that our late arrival was down to Eng Ops Lyneham.
Smudge
I'm sure that snow was at least as much of burden as sand in Albert ops. I can concur with your proposition of "ATFOC" interpretation of reality. I certainly was threatened twice with career ending consequences, when Albert decided to break some structural member etc. In both instances, my remedy was finally accepted and recovery actions were based on that. Thankfully with the support of the crew I was supporting. I think I have already posted the fluctuating pressurisation problem, diversion to Porto, and subsequent threats from a certain armpit Flt Sgt in Eng Ops at Lyneham. it seems that OC Eng at the time was "short toured" as a result of "tactics" used to encourage a crew to fly an aircraft of dubious structural integrity (and abusing the authority of the station Commander). I also remember a rudder problem at St Johns, where I found some failure in the structure that supported input to the bellcrank. A certain T** Le C***t examined the problem with me, and added his own input to my Eng Rep, we were "gob smacked" to receive a reply, from the same Flt Sgt at Lyneham, informing us that "Albert does not go U/S down route with structural problems", totally disregarding the fact that this was a flying control restriction as well as a structural problem. After leaving the Honourable Company of GE ship, I worked in Eng Ops, and I have to report that the whole shebang lived down to my expectations. If only those "sat" back in the UK could actually have listened to those, on the ground, who offered decent solutions to snags, we could have saved some money.
In that light, A4H, do you remember the delay in our return from Hong Kong all those years ago ? Bahrain on the way back, a night stop scheduled, and duly enjoyed. On start the next day, the No2 donk failed to start, and was diagnosed by myself and J**n H****s as ignition relay failure. I had a spare in my "bag" unfortunately not the same part number as the one fitted. We phoned Lyneham Ops and were told, stay there, do not use the spare you have, we will send you the correct item on tomorrow's BA flight. BA duly met, spare received and bugger me, the jobby they sent was exactly the one I had in my bag
no worries, we contacted Ops and our favourite Flt Sgt said, ahh the suppliers have failed, stay where you are we will send you the correct item. We did, they didn't, and eventually we did the one start, and leg to Akronelli, with my spare fitted, and M**k L***y put the correct component on No2 donk. I seem to recall a two day delay on our return, I'm not sure if Captains got demerits for late return, but I do know that our late arrival was down to Eng Ops Lyneham. Smudge
Last edited by smujsmith; 18th Jul 2015 at 22:49.
Billy,
Percussion was a feature of our diagnosis, but had no effect as I recall. I have to say, we are both surprised at the instructions to await a replacement, but were later told that there had been an incident involving an ignition relay problem somewhere else, and Ops and FATCOCK were a bit twitchy. Like many things, sometimes if you don't ask, you don't get stopped.
Smudge
Percussion was a feature of our diagnosis, but had no effect as I recall. I have to say, we are both surprised at the instructions to await a replacement, but were later told that there had been an incident involving an ignition relay problem somewhere else, and Ops and FATCOCK were a bit twitchy. Like many things, sometimes if you don't ask, you don't get stopped.
Smudge
I recall in the early days doing a TAC landing on the Gallops in snow. The a/c just tramlined and after a few expletives from the captain we did not attempt to stop but got airborne again and went home.
When starting to taxy on icy ground it used to be SOP for the loadmaster to check that the mainwhels were actually turning and not frozen and just being dragged across the ice by the power of the Allison band.
Dropping ULLA on frozen ground was always interesting as it chased the a/c across the DZ hardly seeming to slow at all.
When starting to taxy on icy ground it used to be SOP for the loadmaster to check that the mainwhels were actually turning and not frozen and just being dragged across the ice by the power of the Allison band.
Dropping ULLA on frozen ground was always interesting as it chased the a/c across the DZ hardly seeming to slow at all.
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Winter Ops
On another Marines det in Norway we bimbled up to Gardermoen from our temperance hotel in Oslo in a hire car with studded tyres. All seemed O.K. until we set foot on the dispersal which had thawed and refrozen overnight. We knew that it was a bit dodgy as we skated out to Albert doing a couple of toe loops and triple axels on the way. We weren't helped by a stiff breeze. An airframe icing check showed no probs so the beast was fired up. On removing the chocks Albert set off sideways in the wind like a golfball at St Andrews. The nosewheel didn't steer and only asymmetric power brought it back into wind assisted by the weathercocking of the tailfin. There followed a very gentle slide back to the dispersal 90 deg to the way we were pointing when we left and shut down. The Norgies were less than sympathetic.
Dougie, yet another absolutely on the point post re Albert in Snowland. I well remember turning up at Gardermoen at the back end of an SF Detachment, to be confronted with props encased in around 2 inches of solid, clear ice. Our Captain suggested that a start up would shed the burden, especially with the application of prop de ice, the Eng, thankfully, pointed out the potential for fuselage damage. As we had, as usual, two GEs, we attacked the offending corpulent coalescence with hammers. An hour later, and ice free, Albert fired up with no sign of detriment on the gauges. An engine running de ice was applied at the runway hold and our return to Blighty went without incident. Now, I know that two inches of ice on a prop seems a bit of a "line shoot", I only ask that you trust me, I was a GE !!!!!
Smudge
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Similar event in Gander years ago Smudge, where we had freezing rain after landing, after deice and walk round by eng and driver airframe satisfied all was good to go. On starting 3 Albert begins to shake itself rather violently. Captain asks ALM what's going on , reply along the lines of " if I was allowed to call stop start I'd be doing it now! " shut down and further walk round revealed a layer of clear ice on every prop blade.
Ksimboy,
Spot on mate, the Norway jobby was just one of many similar experiences.
AA62 # 3426,
Your comments re the loadie checking the wheels in cold climates brings to mind an interesting interlude during a task to Albuquerque, with a "special load" and the safe return of its replacement. Having successfully taken the bits to Albuquerque, and set off back home, we enjoyed a night stop at Griffis AFB, and the delights of downtown Utica. Having all had an early night, we arrived, bright eyed and bushy tailed, ready to get home the following morning. I can't remember what the overnight temperature had been, only that it was minus double digits when we did the B/F, in the "no lone zone". There had been around 5 inches of snow overnight and we (the two GEs) had to sweep the lot off the upper surfaces, amongst all other aspects of prep for flight. On start all was normal, until, having stowed ourselves on board, it was found that even increased amounts of power would not allow forward movement of Albert. My fellow GE and I declared that our wallets did not exceed permitted tolerances and The aircraft was shut down. On examining the mainwheels, we discovered that they were frozen solid to the ground. It took 3 hours using a hot air blower to release the grip of the ice, and by that time the crew had run out of hours. Thankfully, the next day saw the GEs arrive at the aircraft two hours before the crew, and we managed to acquire a tug to move the aircraft off its position to ensure it would go home today !!!
Ahh, the joys of route flying with Albert
A question perhaps DougieM might be able to answer. I was always led to believe that entry to a "no lone zone" required that you be accompanied by a second person of equal knowledge. How could a Navigator, of immense cerebral capacity, be accompanied by any other crew member ? Fire away Doug, I'm sure there's some mileage in this !
Smudge
Spot on mate, the Norway jobby was just one of many similar experiences.
AA62 # 3426,
Your comments re the loadie checking the wheels in cold climates brings to mind an interesting interlude during a task to Albuquerque, with a "special load" and the safe return of its replacement. Having successfully taken the bits to Albuquerque, and set off back home, we enjoyed a night stop at Griffis AFB, and the delights of downtown Utica. Having all had an early night, we arrived, bright eyed and bushy tailed, ready to get home the following morning. I can't remember what the overnight temperature had been, only that it was minus double digits when we did the B/F, in the "no lone zone". There had been around 5 inches of snow overnight and we (the two GEs) had to sweep the lot off the upper surfaces, amongst all other aspects of prep for flight. On start all was normal, until, having stowed ourselves on board, it was found that even increased amounts of power would not allow forward movement of Albert. My fellow GE and I declared that our wallets did not exceed permitted tolerances and The aircraft was shut down. On examining the mainwheels, we discovered that they were frozen solid to the ground. It took 3 hours using a hot air blower to release the grip of the ice, and by that time the crew had run out of hours. Thankfully, the next day saw the GEs arrive at the aircraft two hours before the crew, and we managed to acquire a tug to move the aircraft off its position to ensure it would go home today !!!
Ahh, the joys of route flying with Albert
A question perhaps DougieM might be able to answer. I was always led to believe that entry to a "no lone zone" required that you be accompanied by a second person of equal knowledge. How could a Navigator, of immense cerebral capacity, be accompanied by any other crew member ? Fire away Doug, I'm sure there's some mileage in this !
Smudge
Last edited by smujsmith; 20th Jul 2015 at 14:38.
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No Lone Zones
Not strictly correct Smuj. The idea of "two man control" was originally meant for nuclear custodians. Then it dumbed down a bit to secure area entry and finally emerged as being "two persons with the same knowledge of the purpose of their mission". So it could mean two GEs BFing an aircraft. But you are quite correct in stating that few could understand the complexities of a flight mission as well as the Navigator. I'm glad that I don't have to bear that burden today. My round, I think.
Doug,
How right you are. My experience of "No lone zones" does not come from working on Albert, but as SNCO i/c VASS at Machrihanish in the early 80s. Our most important function was to carry out "loadex's" on both Nimrod and P3 MPA aircraft with "shapes" furnished from our NATO stocked ammunition storage area. In those days, if an Airframe tradesman entered the NLZ to replace a torch battery in the co pilots torch, the criteria for his escort was that he was a similarly qualified Airframe tradesman, albeit that the batteries and torch were the purview of the electrical trade group. I know from experience that on one occasion, a security policeman refused entry to the NLZ to a fellow "Snowdrop and Brain on a leash" because he had no accompanying "qualified" escort. Imagine his surprise then, having co opted the assistance of a fellow "Snowdrop" he was still denied entry because there was no associated escort for the dog !!!!! The lads with the white hats took their job seriously, and perhaps we should respect that. Maybe that explains my thinking on no lone zones, and my experience on Albert later, where, I always needed my fellow AGE to accompany me in, but the Nav could get away with a Co pilot ! interesting how it all changed.
As a follow on, I had the pleasure to serve a couple of years at Colerne, (my introduction to Albert in 1971) in my formative years. In the 12 man room I paid to enjoy, I encountered a Jnr Tech Humphries, known to all and sundry as "Black Humph". Now, no ethnic aspersions here, he worked in the tyre bay and usually turned up in the accommodation in the evening covered in crap from changing tyres every day. He was a man of Somerset, and could learn you all a thing or two about drinking cider. No other liquid refreshment was a substitute for Black Humph. Move forward 2 years, I arrived at Akronelli by VC10, and was met by none other than Black Humph. As I recall it was the Thursday schedule, he told me that I was not needed until the following Monday, and he had been delegated to welcome me ! The Square, pops soup kitchen etc etc followed, after being allocated, by Jnr Technician Humphries, accommodation in the substandard part of the base. Waking up somewhere in the square on Sunday morning, around 0400 local, skint and "non compus mentis". I got back, I turned up for work on Monday morning, and was duly threatened with a charge for failure to report for duty (Kilwhang may, or probably won't, remember) and I never forgot my introduction to an overseas tour. Now, my new best pal, Humph, didn't look like a a bloke with a great future to me, but then, I've never been that good a judge of character. Last I heard of him, he had left the RAF, married his bank managers wife (on her divorce) and become "something in the city ? ". Good luck to him. Nothing though could ever excel my next experience of flying on Albert, a story that may be too powerful for these columns. I apologise sincerely for my hogging these pages, it's just that every post by you blokes prompts a memory to me.
Smudge
How right you are. My experience of "No lone zones" does not come from working on Albert, but as SNCO i/c VASS at Machrihanish in the early 80s. Our most important function was to carry out "loadex's" on both Nimrod and P3 MPA aircraft with "shapes" furnished from our NATO stocked ammunition storage area. In those days, if an Airframe tradesman entered the NLZ to replace a torch battery in the co pilots torch, the criteria for his escort was that he was a similarly qualified Airframe tradesman, albeit that the batteries and torch were the purview of the electrical trade group. I know from experience that on one occasion, a security policeman refused entry to the NLZ to a fellow "Snowdrop and Brain on a leash" because he had no accompanying "qualified" escort. Imagine his surprise then, having co opted the assistance of a fellow "Snowdrop" he was still denied entry because there was no associated escort for the dog !!!!! The lads with the white hats took their job seriously, and perhaps we should respect that. Maybe that explains my thinking on no lone zones, and my experience on Albert later, where, I always needed my fellow AGE to accompany me in, but the Nav could get away with a Co pilot !
interesting how it all changed.As a follow on, I had the pleasure to serve a couple of years at Colerne, (my introduction to Albert in 1971) in my formative years. In the 12 man room I paid to enjoy, I encountered a Jnr Tech Humphries, known to all and sundry as "Black Humph". Now, no ethnic aspersions here, he worked in the tyre bay and usually turned up in the accommodation in the evening covered in crap from changing tyres every day. He was a man of Somerset, and could learn you all a thing or two about drinking cider. No other liquid refreshment was a substitute for Black Humph. Move forward 2 years, I arrived at Akronelli by VC10, and was met by none other than Black Humph. As I recall it was the Thursday schedule, he told me that I was not needed until the following Monday, and he had been delegated to welcome me ! The Square, pops soup kitchen etc etc followed, after being allocated, by Jnr Technician Humphries, accommodation in the substandard part of the base. Waking up somewhere in the square on Sunday morning, around 0400 local, skint and "non compus mentis". I got back, I turned up for work on Monday morning, and was duly threatened with a charge for failure to report for duty (Kilwhang may, or probably won't, remember) and I never forgot my introduction to an overseas tour. Now, my new best pal, Humph, didn't look like a a bloke with a great future to me, but then, I've never been that good a judge of character. Last I heard of him, he had left the RAF, married his bank managers wife (on her divorce) and become "something in the city ? ". Good luck to him. Nothing though could ever excel my next experience of flying on Albert, a story that may be too powerful for these columns. I apologise sincerely for my hogging these pages, it's just that every post by you blokes prompts a memory to me.
Smudge
Last edited by smujsmith; 20th Jul 2015 at 22:08.
A different cold wx problem
Belize schedule, Mk3, home bound. Night stop Dulles, springtime because all the cherry blossom was out. Wake up to find over a foot of v heavy wet snow had fallen. Out at Dulles, Page, the handling agents, found our Herc looking like a Hastings with its nose in the air, sitting on the ramp hinge. Clearly the weight of wet snow on the tailplane had not been considered when the "stretch" had been carried out.
So the helpful chaps at Page got a cherry picker and brooms and set to brushing the snow off the tailplane so that when us boys in blue turned up Albert would be back to normal on an even keel!
In the words of the song, now we come to the tragic bit.
Unfortunately the cherry picker was positioned half an inch too close to Albert so that when the amount of snow was no longer sufficient to keep the tail down Albert pitched forward and the elevator trim tab contacted the cherry picker.
Return downtown to await a replacement trim tab!
1066
So the helpful chaps at Page got a cherry picker and brooms and set to brushing the snow off the tailplane so that when us boys in blue turned up Albert would be back to normal on an even keel!
In the words of the song, now we come to the tragic bit.
Unfortunately the cherry picker was positioned half an inch too close to Albert so that when the amount of snow was no longer sufficient to keep the tail down Albert pitched forward and the elevator trim tab contacted the cherry picker.
Return downtown to await a replacement trim tab!
1066
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Rain Ice
Had a couple of encounters.
Out of St Johns Newfoundland at night - not forecast. Ac stopped climbing and started descending (at climb power!) Windscreens completely iced. Guess wing profile completely changed plus weight of ice. All systems on then just sit and wait, 12000ft down to 5000ft!
In Gander, left hotel for airport as it started to rain. We got there, 2nd cab went off the road, 3rd cab couldn't get out up the hotel car park slope!
Route checking a Captain out of Gander. Rain ice forecast in the area. After first encounter decided not to go. Called Lords and Masters at Group. They couldn't understand the danger. Said I would get off and Captain could talk to his own Sqn Auth as he was a D Cat. Group said that would be ok and he could probably be told to go! I said ok but I would tell ATC to hold him while I E Catted him if he tried to go. Group backed down and agreed to a 16 hour delay.
Out of St Johns Newfoundland at night - not forecast. Ac stopped climbing and started descending (at climb power!) Windscreens completely iced. Guess wing profile completely changed plus weight of ice. All systems on then just sit and wait, 12000ft down to 5000ft!
In Gander, left hotel for airport as it started to rain. We got there, 2nd cab went off the road, 3rd cab couldn't get out up the hotel car park slope!
Route checking a Captain out of Gander. Rain ice forecast in the area. After first encounter decided not to go. Called Lords and Masters at Group. They couldn't understand the danger. Said I would get off and Captain could talk to his own Sqn Auth as he was a D Cat. Group said that would be ok and he could probably be told to go! I said ok but I would tell ATC to hold him while I E Catted him if he tried to go. Group backed down and agreed to a 16 hour delay.
Rain Ice
R4H
The Redcoat Britannia out of Boston wasn't so lucky. They iced up at around 2000 ft on departure and didn't make it.
Nasty stuff clear ice or rain ice or whatever it's called this year.
Took 2 hours flying south into warmer air to regain a 20 knot IAS loss, due to clear ice, on a Hastings!
1066
The Redcoat Britannia out of Boston wasn't so lucky. They iced up at around 2000 ft on departure and didn't make it.
Nasty stuff clear ice or rain ice or whatever it's called this year.
Took 2 hours flying south into warmer air to regain a 20 knot IAS loss, due to clear ice, on a Hastings!
1066
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Pic taken after the "drivers airframe and directional consultant" finished all the coffee and doughnuts to join the semi frozen Loadie who had been at the aircraft for 4 hours already?
Smuj: I had a very similar arrival on my posting to Cyprus. I arrived on a Sunday evening and was bussed to the accommodation in the substandard part of the base. I was posted to Troodos so my stay was always going to be short. From the other side of a partition I heard the dulcet tones of my best mate from school, who was on 201 in Malta. After exchanging the customary insults, I was invited to join the 201 boys on a trip downtown. Much beer and kebab later I found myself assisting a couple of these guys to remove the TPMH sign to be taken back to Malta as plunder. (Who takes a socket set on a night on the razz anyway?)
So I'd only been on the island about six hours and I was already an accessory to a crime...
Anyway, as this is a C130 thread I'd better conclude the tale with the fact that my final posting in the RAF was at Lyneham where, in my four years there, I had made many friends on 30 Sqn. As a result of my knowledge of Cyprus, I was invited, as my swan song, to accompany a 30 Sqn crew out to Akrotiri on what, for them, was an unusual trip.
The task was in support of Victors from Marham and involved picking up kit and crew at Marham and out to Akrotiri, where, on arrival, the 30 Sqn crew had four days off! To earn my trip I was to act as local guide. The aircraft was XV179, pictured above. On our first full day I joined the crew again as they took station personnel local area flying, including a low-level run down the coast to Larnaca and back. A full kebab in the Swan followed that evening and next day we hired a VW microbus from a WO on the base and I set about showing the guys as many dives as I could remember from my tour. We managed to get as far as Nicosia. Back in Limassol they were introduced to the nefarious ways of the whisky dollies, which caused a bit of a ruckus later that night.
At the end of the adventure it was back via Marham to Lyneham where about two months later I stepped out of the main gate as a civilian. Happy days.
So I'd only been on the island about six hours and I was already an accessory to a crime...
Anyway, as this is a C130 thread I'd better conclude the tale with the fact that my final posting in the RAF was at Lyneham where, in my four years there, I had made many friends on 30 Sqn. As a result of my knowledge of Cyprus, I was invited, as my swan song, to accompany a 30 Sqn crew out to Akrotiri on what, for them, was an unusual trip.
The task was in support of Victors from Marham and involved picking up kit and crew at Marham and out to Akrotiri, where, on arrival, the 30 Sqn crew had four days off! To earn my trip I was to act as local guide. The aircraft was XV179, pictured above. On our first full day I joined the crew again as they took station personnel local area flying, including a low-level run down the coast to Larnaca and back. A full kebab in the Swan followed that evening and next day we hired a VW microbus from a WO on the base and I set about showing the guys as many dives as I could remember from my tour. We managed to get as far as Nicosia. Back in Limassol they were introduced to the nefarious ways of the whisky dollies, which caused a bit of a ruckus later that night.
At the end of the adventure it was back via Marham to Lyneham where about two months later I stepped out of the main gate as a civilian. Happy days.
wub, only 6 hours. My arrival tour lasted four days, and a very large ear bending, I do believe the Keo hangover lasted rather longer.
ksimboy, have you forgotten your were kept company by the Eng and AGE
Keep the wintery pics coming in gentlemen, does anyone remember the article in Air Clues re the Albert landing at Gander ISTR with around 2 tons of snow on the radome, perhaps it's been mentioned before, but someone might have a back copy they can scan.
Smudge
ksimboy, have you forgotten your were kept company by the Eng and AGE
Keep the wintery pics coming in gentlemen, does anyone remember the article in Air Clues re the Albert landing at Gander ISTR with around 2 tons of snow on the radome, perhaps it's been mentioned before, but someone might have a back copy they can scan.
Smudge