Global Aviation Magazine : 60 Years of the Hercules
Hey Dude,
Don't take it bad
30 were no better, or worse than any of the others IMHO. As a GE we all purchased T shirts of each squadrons colour, plus the OCU (two of each as I remember), and when put on SF trips needed the "black on black", which for a simple chap like myself was amusing, especially when I was "awarded" an SF black on black with a big red flag on it as a result of visiting Nellis. It was an expensive job, for a poor, underpaid, travelling spanner mover, and sometimes difficult to colour coordinate with the crew, as short notice often found ones correctly coloured T shirt in the wash. Did the sim team have a T shirt ? I reckon I would have enjoyed a few routes with them, night stop £yneham each night, lovely.
Smudge
Don't take it bad
30 were no better, or worse than any of the others IMHO. As a GE we all purchased T shirts of each squadrons colour, plus the OCU (two of each as I remember), and when put on SF trips needed the "black on black", which for a simple chap like myself was amusing, especially when I was "awarded" an SF black on black with a big red flag on it as a result of visiting Nellis. It was an expensive job, for a poor, underpaid, travelling spanner mover, and sometimes difficult to colour coordinate with the crew, as short notice often found ones correctly coloured T shirt in the wash. Did the sim team have a T shirt ? I reckon I would have enjoyed a few routes with them, night stop £yneham each night, lovely.Smudge
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It was actually with a combined STS and Sim team I managed to fly low-level inside Grand Canyon for a Red Flag (trash-hauling) trip. Colin Greaves and Ken Price (whose swan-song it was). January 1980
Great trip that but most of my flying in the sim though was 28 Day Checks!
Unlike certain bald-headed Engineer Leaders on 30 Sqn, I loved GEs as I could keep my flying gloves clean for a couple of months at a time!
We must have had a trip or two together Smuj as we're all talking about the same times here.
Who else has still got their light grey wooden pencil box from the Nav Bag (before they were all snaffled by UK Bags of course).
Great trip that but most of my flying in the sim though was 28 Day Checks!
Unlike certain bald-headed Engineer Leaders on 30 Sqn, I loved GEs as I could keep my flying gloves clean for a couple of months at a time!
We must have had a trip or two together Smuj as we're all talking about the same times here.
Who else has still got their light grey wooden pencil box from the Nav Bag (before they were all snaffled by UK Bags of course).
Dengue Dude,
I'm pretty sure we have done a trip or two, though my time as a GE was from 88 to 96. You may well have given me a lift back from ASI in a Tristar during that period. Impressive the Grand Canyon trip, I remember on a leg in to Nellis, we descended to a few thousand feet above it, it was a treat at that height, yours must have been awesome. I reckon the best I had was at the end of a month long winter deployment with SF. Our Captain arranged a four hour low level trip, doing fly by's of every military airfield that would accept us. For a bloke who comes from a Staffordshire farming village, that sort of scenery going past is amazing. As always I occupied the open RH Para door, giving me a good view. What a shame I didn't have my camera. I was,only joshing about routes with the Flight Sim team, I know I did a couple, which might have involved a mix of OCU and the Sim, a night stop Venice comes to mind which involved a trip by boat from Albert to the hotel, and a Captains promotion to Squadron Leader. Happy days.
Smudge
I'm pretty sure we have done a trip or two, though my time as a GE was from 88 to 96. You may well have given me a lift back from ASI in a Tristar during that period. Impressive the Grand Canyon trip, I remember on a leg in to Nellis, we descended to a few thousand feet above it, it was a treat at that height, yours must have been awesome. I reckon the best I had was at the end of a month long winter deployment with SF. Our Captain arranged a four hour low level trip, doing fly by's of every military airfield that would accept us. For a bloke who comes from a Staffordshire farming village, that sort of scenery going past is amazing. As always I occupied the open RH Para door, giving me a good view. What a shame I didn't have my camera. I was,only joshing about routes with the Flight Sim team, I know I did a couple, which might have involved a mix of OCU and the Sim, a night stop Venice comes to mind which involved a trip by boat from Albert to the hotel, and a Captains promotion to Squadron Leader. Happy days.
Smudge
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Who else has still got their light grey wooden pencil box from the Nav Bag
Along with a Nav Rule with 'AKROTIRI FLIGHT PLANNING' stencilled on it.
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You didn't by any chance leave it in Akrotiri flight planning ferngineer?
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I still have the grey box for my crayons, the Dividers, the Nav Rule, and the Dalton Computer (and I'm not 'self loading freight' neither!).
They all come in useful when I'm teaching the local Air Cadets 'Air Nav'.
They all come in useful when I'm teaching the local Air Cadets 'Air Nav'.
Last pic had us in Saigon on the way to RAF Kai Tak. This is the famous checkerboard approach (IGS) into Kai Tak. Now the spotters amongst you will notice that this pic was not taken from a 'K' but bear with me mes amis there is a connection.
During GW1 civil flying over the Middle East virtually ceased. Once the war was over to get things moving again BA offered GW 'vets' discounted holidays. So for £700 for the two (flights and accom) of us my wife and I spent 10 days in a very nice hotel in Hong Kong. Hence the pic taken from the B747.
We were waiting in the immigration queue when someone tapped me on the shoulder. It was a chap I had known on Hercs who was now with BA. He had been the co on our trip. He said if he had known I was on the a/c he would have got me on the flight deck for the approach. This was before they started welding the cockpit doors shut. Actually I would have sent Mrs aa as I had seen the approach several times from the 'K'.
During our stay we were able to watch the approach of a 747. It did look low and slow. The memsahib asked if that was what we had done. She went very quiet for several minutes until another bout of shopping restored the default position.
Three engined ferry tale and a sequel.
According to my log book we had been to Nairobi to pick up some of the Hereford chaps and their kit. Route home was via Seeb and Akrotiri. A couple of hours out from Seeb during one of my scan checks I noticed that the No 3 engine had developed an oil leak.So taking my life in my hands I went to interrupt the G/E who whilst residing in his hammock was obviously meditating on Zen and the true meaning of the Safety and Servicing Notes. He confirmed that it looked like engine oil so I tell the captain. After landing the G/E has a look inside the cowling and it looks worse in there. The donk is crook .
On the way to the hotel we think that 'they' will send a rescue a/c with an engine change team and we will txfer the load and take the rescue a/c home.
We all congregate in the captain's room whilst he rings 'mother'. They hear the story and will ring back. Several beers later we get their cunning plan.
Quelle surprise ! The troops are to go home civvy, the embassy will liaise directly with the troop commander. We are to offload all their kit, and arrangements have been made to store it. We are to three engine ferry the a/c to Akrotiri , basic crew only (which we were) plus the G/E. Confirming signal to follow.
So next day off we set on three to Akrotiri (8 hrs 35 according to the log book) When we arrive the engine change team were already waiting with the new engine etc. The G/E upset them by asking them to make sure that all the old oil was cleaned out.
Next day and the new engine has been fitted and we are good to go. I check in with movements expecting to take the old engine home. It seems that the VC10 schedule had not turned up and we were to be the substitute. They had obtained from group a long list of exemptions to allow us to carry woman and children, some DAC and to operate with only one ALM. I was to brief the G/E accordingly. We also have several aeromeds including two with mental health problems. I think many of you can picture the scene down the back.
So we get airborne and are on the way home. I struggle round doing my scan check and gaze out at the new No3 in disbelief . I am sure what I can see is oil mist. The G/E has a look and agrees. I tell the captain and ask him to slow down to the flap limiting speed and drop some flap. He does so and sure enough there is the evidence on the flap. Naturally there was a suggestion that it was old oil from the previous incident. The G/E confirmed that he had personally inspected the innards and it had all been cleaned up. That was good enough for us so back we go to Akrotiri.
As we taxy in we have a very large reception committee. W/C 'this' and S/L 'that' with the cloud of disbelief hovering above them. As we shut down the splatter of oil on the plan dissipates these gentleman faster than a politician's promises. Soon we are left with just the usual 'seeing in' team.
Another engine change using Akrotiri's last serviceable T56.
Next day we depart and this time everything is fine.
At this lapse of time I cannot remember what the exact cause of the oil leaks was nor whether they were from the same source.
Another 'boring' day on the 'K' fleet !
According to my log book we had been to Nairobi to pick up some of the Hereford chaps and their kit. Route home was via Seeb and Akrotiri. A couple of hours out from Seeb during one of my scan checks I noticed that the No 3 engine had developed an oil leak.So taking my life in my hands I went to interrupt the G/E who whilst residing in his hammock was obviously meditating on Zen and the true meaning of the Safety and Servicing Notes. He confirmed that it looked like engine oil so I tell the captain. After landing the G/E has a look inside the cowling and it looks worse in there. The donk is crook .
On the way to the hotel we think that 'they' will send a rescue a/c with an engine change team and we will txfer the load and take the rescue a/c home.
We all congregate in the captain's room whilst he rings 'mother'. They hear the story and will ring back. Several beers later we get their cunning plan.
Quelle surprise ! The troops are to go home civvy, the embassy will liaise directly with the troop commander. We are to offload all their kit, and arrangements have been made to store it. We are to three engine ferry the a/c to Akrotiri , basic crew only (which we were) plus the G/E. Confirming signal to follow.
So next day off we set on three to Akrotiri (8 hrs 35 according to the log book) When we arrive the engine change team were already waiting with the new engine etc. The G/E upset them by asking them to make sure that all the old oil was cleaned out.
Next day and the new engine has been fitted and we are good to go. I check in with movements expecting to take the old engine home. It seems that the VC10 schedule had not turned up and we were to be the substitute. They had obtained from group a long list of exemptions to allow us to carry woman and children, some DAC and to operate with only one ALM. I was to brief the G/E accordingly. We also have several aeromeds including two with mental health problems. I think many of you can picture the scene down the back.
So we get airborne and are on the way home. I struggle round doing my scan check and gaze out at the new No3 in disbelief . I am sure what I can see is oil mist. The G/E has a look and agrees. I tell the captain and ask him to slow down to the flap limiting speed and drop some flap. He does so and sure enough there is the evidence on the flap. Naturally there was a suggestion that it was old oil from the previous incident. The G/E confirmed that he had personally inspected the innards and it had all been cleaned up. That was good enough for us so back we go to Akrotiri.
As we taxy in we have a very large reception committee. W/C 'this' and S/L 'that' with the cloud of disbelief hovering above them. As we shut down the splatter of oil on the plan dissipates these gentleman faster than a politician's promises. Soon we are left with just the usual 'seeing in' team.
Another engine change using Akrotiri's last serviceable T56.
Next day we depart and this time everything is fine.
At this lapse of time I cannot remember what the exact cause of the oil leaks was nor whether they were from the same source.
Another 'boring' day on the 'K' fleet !
Coff,
lots of interesting times were had on the 'K'. No doubt some of the readership will relate their experiences in due course. I have one or two more for the future.
When checking the details of one of my three engine ferry experiences I belatedly stumbled across some of the places I had been to in Norway. In no particular order,
Bardufoss,
Evenes,
Bodo,
Sola,
Bergen.
No doubt there will be others lurking in their somewhere.
lots of interesting times were had on the 'K'. No doubt some of the readership will relate their experiences in due course. I have one or two more for the future.
When checking the details of one of my three engine ferry experiences I belatedly stumbled across some of the places I had been to in Norway. In no particular order,
Bardufoss,
Evenes,
Bodo,
Sola,
Bergen.
No doubt there will be others lurking in their somewhere.
Heres a "lurk" then chaps;
Not strictly a three engine ferry, but I will relate a tale from the rear end of GW1, and accept immediately my own part in an embarrassing incident. We were returning to the UK and had a scheduled nightstop at a major, Middle East airport, with our next stop to be Akrotiri. We had around 15 passengers and there was a detachment of USAF C130s based on this Airport (I use the term airport specifically, it was not an Airbase and Albert looked small among the B747 etc parked there). We arrived shut down, I put the aircraft to bed, and a nice, if non alcoholic evening was enjoyed by all. The problems started the next morning. On start up, No2 starter motor refused to rotate with the press of the button. I had no spares pack up and could only offer some coercion with a Hyde faced hammer, we tried that, no result. Whilst the Captain was mulling the options over, I paid a visit to the USAF Det, who offered a replacement starter motor. This was included in the Captains report to FATCOCK (ATFOC), who insisted that the US part was incompatible with our Albert? I checked the part number on the replacement with the one on the engine, exactly the same. Ahh well, FATCOCK knows best, so what next ?
So, we get another signal with a course of action to follow. Windmill start No2, and fly it to Akrotiri, who have the spare to fix the problem. That sounds reasonable, once the engine is started, no need of a starter motor, and a relight can be achieved using the flying speed if required. So, I've never seen one of these windmill jobbies, and although the skipper insisted that our pax remain at the departure gate, he allowed me to observe the procedure ( deciding to class me as crew). The plan, we do the windmill start, return to gate, onload the pax engines running, and depart. It was now getting very hot, very hot, and as we lurched along the runway with 3 blowing and 1 slowing, it seemed to me we were using a lot of runway to achieve the RPM on 2 to get it lit, eventually it did though, and a bit of braking was needed to stop before the end of the runway. About three miles of taxying followed, and this very busy airport required a lot of stop/starts to return to pick up our pax. Still, all going to plan, and we get in there, load the pax and get clearance to taxy for departure. Off we go with four running, by now I'm down the back of the aircraft (where GEs should be) strapped in to a para seat ready for departure, and hearing some seriously funny (not ha ha) noises from the RH MLG (Main Landing Gear for the non Albert blokes). As we swing on to the hold for the active runway, the brakes are applied and things go "horrible". First a graunching noise from the RH MLG, followed by a popping sound, followed by the aircraft settling to the right side. The crew were on top form, and shut down 3 & 4, it looked like No4 was about to contact the concrete, it didn't. What had happened ? In fact, the windmill start, the long taxy back, and the subsequent taxy out, in a high ambient temperature had required a fair amount of braking activity. The heat generated finally got high enough to melt the fuse plugs in the wheels, releasing all the tyre pressure. We got the pax off the aircraft, and bussed away, thankfully there was no fire from the brakes, although the local fire brigade wanted to give it a spray of water (I put some serious effort in to stopping that I can tell you, exploding brakes are no fun). So, my SVC became a marshaller who gave wingtip clearance to the passing Jumbo Jets, ISTR around 6ft clearance on the 747s as they turned. This meant we could justify them not using the big bulldozers that approached us with the Fire engines. And I begged our American friends for help. They were great, fairly quickly a main jack, two wheels and two brake units, plus a team to fix it turned up. We worked past nightfall (about 14 hours because of problems positioning the jacks) when we were ready to tow Albert back to their parking area.
Neither myself, nor the SVC saw the hotel that the crew had returned to that night. Instead, we entertained our new American friends on Albert, using some slabs of beer we happened to have on board. They were most grateful, and so was I. I left a message for our Captain that we would be fit to go in the morning, and would be at the aircraft. To avoid any further glitches, I accepted the US engineering officers offer of the new start valve for No2, and even did three successful starts using the new bit. I then sent an "Eng Rep" to Lyneham explaining that it had all been fixed, with USAF assistance, and would be fully detailed in my Eng Rep. When the crew arrived, I explained all of our engineering to Captain and Eng, including the fact that we had borrowed a USAF starter motor, our Captain and Eng had a huddle and said that as I had sent the "Eng Rep", they had no need to further update FATCOCK. So off we went.
Now, the funny bit. As many an Ascoteer will know, TASF Akrotiri are qualified to carry out engineering activities on Albert, and therefore, it's a nice place for a knackered GE to land at. At that time, a certain "bling loving" ex GE was SNCO i/c TASF, and he met me as I got off the aircraft. Throwing his gold necklace over his shoulder he said, get away with the crew Smudge, we know the snags you have, have a good night. I needed little shooing off, and enjoyed a good night with the team. Arriving for departure the next morning TASF had the aircraft "hot to trot", but the Eng and I both noticed that they had replaced No2 start valve, and tested it, well, it covered our backsides for the USAF one which was removed. So, all ready to go and here we go for start up. 3 & 4 wind up happily, as they had done throughout, but No1 decided not to rotate, give it a few minutes, start 2 a bit of Hyde faced coercion , and thankfully No1 cranks up. I don't understand to this day what I had done to deserve such punishment. And, after all of the incident involved, we returned to Lyneham around 30 hours late, and no "recovery frame" needed. As has already been said, Albert was always capable of throwing a wobbly, it took teamwork to coax him back home. I apologise for the long post, it had to be done in one I think. I'm sure there are many other similar experiences we can enjoy (bling wearer or not).
Smudge
Not strictly a three engine ferry, but I will relate a tale from the rear end of GW1, and accept immediately my own part in an embarrassing incident. We were returning to the UK and had a scheduled nightstop at a major, Middle East airport, with our next stop to be Akrotiri. We had around 15 passengers and there was a detachment of USAF C130s based on this Airport (I use the term airport specifically, it was not an Airbase and Albert looked small among the B747 etc parked there). We arrived shut down, I put the aircraft to bed, and a nice, if non alcoholic evening was enjoyed by all. The problems started the next morning. On start up, No2 starter motor refused to rotate with the press of the button. I had no spares pack up and could only offer some coercion with a Hyde faced hammer, we tried that, no result. Whilst the Captain was mulling the options over, I paid a visit to the USAF Det, who offered a replacement starter motor. This was included in the Captains report to FATCOCK (ATFOC), who insisted that the US part was incompatible with our Albert? I checked the part number on the replacement with the one on the engine, exactly the same. Ahh well, FATCOCK knows best, so what next ?
So, we get another signal with a course of action to follow. Windmill start No2, and fly it to Akrotiri, who have the spare to fix the problem. That sounds reasonable, once the engine is started, no need of a starter motor, and a relight can be achieved using the flying speed if required. So, I've never seen one of these windmill jobbies, and although the skipper insisted that our pax remain at the departure gate, he allowed me to observe the procedure ( deciding to class me as crew). The plan, we do the windmill start, return to gate, onload the pax engines running, and depart. It was now getting very hot, very hot, and as we lurched along the runway with 3 blowing and 1 slowing, it seemed to me we were using a lot of runway to achieve the RPM on 2 to get it lit, eventually it did though, and a bit of braking was needed to stop before the end of the runway. About three miles of taxying followed, and this very busy airport required a lot of stop/starts to return to pick up our pax. Still, all going to plan, and we get in there, load the pax and get clearance to taxy for departure. Off we go with four running, by now I'm down the back of the aircraft (where GEs should be) strapped in to a para seat ready for departure, and hearing some seriously funny (not ha ha) noises from the RH MLG (Main Landing Gear for the non Albert blokes). As we swing on to the hold for the active runway, the brakes are applied and things go "horrible". First a graunching noise from the RH MLG, followed by a popping sound, followed by the aircraft settling to the right side. The crew were on top form, and shut down 3 & 4, it looked like No4 was about to contact the concrete, it didn't. What had happened ? In fact, the windmill start, the long taxy back, and the subsequent taxy out, in a high ambient temperature had required a fair amount of braking activity. The heat generated finally got high enough to melt the fuse plugs in the wheels, releasing all the tyre pressure. We got the pax off the aircraft, and bussed away, thankfully there was no fire from the brakes, although the local fire brigade wanted to give it a spray of water (I put some serious effort in to stopping that I can tell you, exploding brakes are no fun). So, my SVC became a marshaller who gave wingtip clearance to the passing Jumbo Jets, ISTR around 6ft clearance on the 747s as they turned. This meant we could justify them not using the big bulldozers that approached us with the Fire engines. And I begged our American friends for help. They were great, fairly quickly a main jack, two wheels and two brake units, plus a team to fix it turned up. We worked past nightfall (about 14 hours because of problems positioning the jacks) when we were ready to tow Albert back to their parking area.
Neither myself, nor the SVC saw the hotel that the crew had returned to that night. Instead, we entertained our new American friends on Albert, using some slabs of beer we happened to have on board. They were most grateful, and so was I. I left a message for our Captain that we would be fit to go in the morning, and would be at the aircraft. To avoid any further glitches, I accepted the US engineering officers offer of the new start valve for No2, and even did three successful starts using the new bit. I then sent an "Eng Rep" to Lyneham explaining that it had all been fixed, with USAF assistance, and would be fully detailed in my Eng Rep. When the crew arrived, I explained all of our engineering to Captain and Eng, including the fact that we had borrowed a USAF starter motor, our Captain and Eng had a huddle and said that as I had sent the "Eng Rep", they had no need to further update FATCOCK. So off we went.
Now, the funny bit. As many an Ascoteer will know, TASF Akrotiri are qualified to carry out engineering activities on Albert, and therefore, it's a nice place for a knackered GE to land at. At that time, a certain "bling loving" ex GE was SNCO i/c TASF, and he met me as I got off the aircraft. Throwing his gold necklace over his shoulder he said, get away with the crew Smudge, we know the snags you have, have a good night. I needed little shooing off, and enjoyed a good night with the team. Arriving for departure the next morning TASF had the aircraft "hot to trot", but the Eng and I both noticed that they had replaced No2 start valve, and tested it, well, it covered our backsides for the USAF one which was removed. So, all ready to go and here we go for start up. 3 & 4 wind up happily, as they had done throughout, but No1 decided not to rotate, give it a few minutes, start 2 a bit of Hyde faced coercion , and thankfully No1 cranks up. I don't understand to this day what I had done to deserve such punishment. And, after all of the incident involved, we returned to Lyneham around 30 hours late, and no "recovery frame" needed. As has already been said, Albert was always capable of throwing a wobbly, it took teamwork to coax him back home. I apologise for the long post, it had to be done in one I think. I'm sure there are many other similar experiences we can enjoy (bling wearer or not).
Smudge
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Evening All,
Sorry - latecomer to an awesome thread. Somebody referred to the DIY paint job on the 'pink' Ks
Going away for a few days but will trawl the cupboards on return.
Happy days.....
Sorry - latecomer to an awesome thread. Somebody referred to the DIY paint job on the 'pink' Ks
Going away for a few days but will trawl the cupboards on return.
Happy days.....
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By the way, how does 82°30′N 62°19′W do in the northerly competition 
I think I have a picture somewhere.
I have pics from 81 to 99 - is there a cut off to the pictures to post ?
I think I have a picture somewhere.
I have pics from 81 to 99 - is there a cut off to the pictures to post ?