Global Aviation Magazine : 60 Years of the Hercules
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Coff, Quick response to your #1739 but don't wish to detract from AA62 tales. My V22 refresher training was completed satisfactory last night.
All our systems were mechanical, as KSim points out the disconnects used a pneumatic capsule timer. De Reefers and other things had clockwork mechanisms. EPERU used a copper shear wire and the steel wire rope pull cord to cut away the drogue. the drogue pulled the reefed mains off the ramp.
We did have some explosive protractors in EPERS used on PURIBAD but these went out once we got rid of the reefed 21 ft and used the 10 ft. The ALM pressed a tit on a box at FS245 that fired the EPERM to cut away the extractor leaving the platform in the aircraft.
US and French do use the FXC EPJD/EPJS which uses squibs to cut away some big parachutes. I worked on this for A400M but never saw it used other than in the US and France on C130 and C17. OCCAR were buying it for the Nations. It should have been properly integrated with the loadmasters workstation and automated taking its feed from the loadcells in the X locks. but this fell on stony ground.
Was also working on a water activated explosive parachute disconnect for use with boats (like some US Seat harness separation devices) Never saw this in service either.I hope it is now.
Our pneumatic timed disconnects were so unreliable many premature ejaculations and failures to ejaculate.
Happy to expand.
All our systems were mechanical, as KSim points out the disconnects used a pneumatic capsule timer. De Reefers and other things had clockwork mechanisms. EPERU used a copper shear wire and the steel wire rope pull cord to cut away the drogue. the drogue pulled the reefed mains off the ramp.
We did have some explosive protractors in EPERS used on PURIBAD but these went out once we got rid of the reefed 21 ft and used the 10 ft. The ALM pressed a tit on a box at FS245 that fired the EPERM to cut away the extractor leaving the platform in the aircraft.
US and French do use the FXC EPJD/EPJS which uses squibs to cut away some big parachutes. I worked on this for A400M but never saw it used other than in the US and France on C130 and C17. OCCAR were buying it for the Nations. It should have been properly integrated with the loadmasters workstation and automated taking its feed from the loadcells in the X locks. but this fell on stony ground.
Was also working on a water activated explosive parachute disconnect for use with boats (like some US Seat harness separation devices) Never saw this in service either.I hope it is now.
Our pneumatic timed disconnects were so unreliable many premature ejaculations and failures to ejaculate.
Happy to expand.
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Thanks Drag old chap ... All understood 
Back to our good friend AA62 ... Looking forward to the intriguing HF episode
I wonder if the chaps out tonight at the K Drinkypoos might share a pic or two ... non-compromising of course
Back to our good friend AA62 ... Looking forward to the intriguing HF episode
I wonder if the chaps out tonight at the K Drinkypoos might share a pic or two ... non-compromising of course
Once the VIP party had left the immediate vicinity we had a look around and indulged in a bit of a photo session.
As you can see we got a bit closer to the Migs but that is as far as we dare go.
Then one of the minister's party came back and said the crew had been invited on a tour of the town and it would perhaps be 'diplomatic' if we accepted.
I was not at all keen on this but agreed .Even if there was trouble we could not have departed and left the VIP party ! However myself and the G/E remained with the a/c whist the rest went on their tour. Some of you may remember images from that period of the 'technicals' in their pickups with heavy machine guns mounted on the back. Well that was the crew escort for the trip.
After they left we cranked up the GTC and put the power on.On the way to Hargeisa we had not been able to contact base on the HF to update them so I decided to try now.
We must have been in an HF black hole as try as I might I could not raise anyone on any of the normal frequencies on either HF box. I could hear the fans in the sets running as we transmitted. I even tried listening to the Radio Amateur bands to no avail. The G/E had a go with the same result.
So after opening the ramp and door we shut down the GTC and sat in the breeze to try to cool down as the temperature rose. As the racket of the GTC died away all I could hear was the HF aerials sighing in the wind as if mocking our puny efforts at communication.
As the G/E and I swapped 'war' stories a Brit arrived at the back of the a/c.
He had a VERY interesting bit of information !
As you can see we got a bit closer to the Migs but that is as far as we dare go.
Then one of the minister's party came back and said the crew had been invited on a tour of the town and it would perhaps be 'diplomatic' if we accepted.
I was not at all keen on this but agreed .Even if there was trouble we could not have departed and left the VIP party ! However myself and the G/E remained with the a/c whist the rest went on their tour. Some of you may remember images from that period of the 'technicals' in their pickups with heavy machine guns mounted on the back. Well that was the crew escort for the trip.
After they left we cranked up the GTC and put the power on.On the way to Hargeisa we had not been able to contact base on the HF to update them so I decided to try now.
We must have been in an HF black hole as try as I might I could not raise anyone on any of the normal frequencies on either HF box. I could hear the fans in the sets running as we transmitted. I even tried listening to the Radio Amateur bands to no avail. The G/E had a go with the same result.
So after opening the ramp and door we shut down the GTC and sat in the breeze to try to cool down as the temperature rose. As the racket of the GTC died away all I could hear was the HF aerials sighing in the wind as if mocking our puny efforts at communication.
As the G/E and I swapped 'war' stories a Brit arrived at the back of the a/c.
He had a VERY interesting bit of information !
Coffman,
apologies if it annoys any one reading the thread. That was not the original intention. But my medieval PC locks up if I type too much with a pic included ! Weird but very irritating so I have adopted the small post at a time routine. Sometimes lock up on Photobucket too.
apologies if it annoys any one reading the thread. That was not the original intention. But my medieval PC locks up if I type too much with a pic included ! Weird but very irritating so I have adopted the small post at a time routine. Sometimes lock up on Photobucket too.
Ex Ascoteer,
Yet another spooky reference in your last post. Rolex, the co pilot no doubt must be worthy of explanation, I do though have a story that involves the Flt Eng on that crew, and a 'Rolex' watch. A personal experience from the tail end of GW1, the Bahrain detachment, and how we all just "got on with it".
AA62,
Any clues to the ID of the GE, just curious as by the time I became a GE, most of those "old guys" we're out to pasture and with few exceptions (Gopher01) for example, were never heard of again.
Smudge
Yet another spooky reference in your last post. Rolex, the co pilot no doubt must be worthy of explanation, I do though have a story that involves the Flt Eng on that crew, and a 'Rolex' watch. A personal experience from the tail end of GW1, the Bahrain detachment, and how we all just "got on with it".
AA62,
Any clues to the ID of the GE, just curious as by the time I became a GE, most of those "old guys" we're out to pasture and with few exceptions (Gopher01) for example, were never heard of again.
Smudge
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Smudge, You make me laff. Your stories always prompt thoughts from times past. My Rolex story (no I don't own one) Whilst doing some airdrop stuff with the French down at Biscorose an Ex VC10 Air Eng (we called him slippery) lost his in the sea when he was messing with a jet ski. Could not have happened to a nicer bloke!
Talking of jet Skis I would love to uncover the truth about the Jet Skis bought from my budget on an airdrop trial out at Pt Magu. I never went on that occasion. someone must know.
Satisfying Coffs thirst for stuff also got me thinking about one of your GE mates (still serving as a VR I think so no names or clues but if he reads this he will know) We bought a bit of kit called a Tow plate for the J. it enabled a drogue to be deployed and tied to the ramp. (it helped take out the variability of parachute deployment time for greater accuracy) it was electrically operated such that at "green on" it would release and allow the load to be extracted. It could also be manually operated to jettison the drogue like EPERU by pulling a lever (not unlike the ULLA Aft Restraint mechanism (ARM) we used with SPAD. Anyway this chap wanted to play. he had not read the book (no AP) we had not granted switch on clearance or anything. When he plugged the thing into the socket at FS245 sparks shot out. He must of shat himself. A few days later Dragartist received a report saying the kit was US when unpacked and should be returned to the supplier for replacement or our money back. I asked for a F760. Weeks went by still no report on my desk describing the fault. A year later the guy admitted fitting it to the aircraft and switching it on without authority or any clearances. It would appear it worked just fine at Boscombe when they bolted it down properly. The fool did not realise it needed to be earthed through the fixing bolts. Hence the sparks. And just like AA62 TROC story I bought a long set of cables for a Mk4 and short set for a Mk3.
Talking of jet Skis I would love to uncover the truth about the Jet Skis bought from my budget on an airdrop trial out at Pt Magu. I never went on that occasion. someone must know.
Satisfying Coffs thirst for stuff also got me thinking about one of your GE mates (still serving as a VR I think so no names or clues but if he reads this he will know) We bought a bit of kit called a Tow plate for the J. it enabled a drogue to be deployed and tied to the ramp. (it helped take out the variability of parachute deployment time for greater accuracy) it was electrically operated such that at "green on" it would release and allow the load to be extracted. It could also be manually operated to jettison the drogue like EPERU by pulling a lever (not unlike the ULLA Aft Restraint mechanism (ARM) we used with SPAD. Anyway this chap wanted to play. he had not read the book (no AP) we had not granted switch on clearance or anything. When he plugged the thing into the socket at FS245 sparks shot out. He must of shat himself. A few days later Dragartist received a report saying the kit was US when unpacked and should be returned to the supplier for replacement or our money back. I asked for a F760. Weeks went by still no report on my desk describing the fault. A year later the guy admitted fitting it to the aircraft and switching it on without authority or any clearances. It would appear it worked just fine at Boscombe when they bolted it down properly. The fool did not realise it needed to be earthed through the fixing bolts. Hence the sparks. And just like AA62 TROC story I bought a long set of cables for a Mk4 and short set for a Mk3.
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Smuj,
My reference to 'Rolex' in terms of the Co in that picture is down to his nickname. He had, shall we say, a bit of a short fuse and tended to get upset over the slightest niff naff and trivia.
Hence, Rolex - because he was self winding!
(Don't ever mention the Lyneham RW07 Approach lights to him!)
The Nav in the picture (G** B*******)? I have a photo of him somewhere wearing a BA Concorde Hostie's dress...
My reference to 'Rolex' in terms of the Co in that picture is down to his nickname. He had, shall we say, a bit of a short fuse and tended to get upset over the slightest niff naff and trivia.
Hence, Rolex - because he was self winding!
(Don't ever mention the Lyneham RW07 Approach lights to him!)
The Nav in the picture (G** B*******)? I have a photo of him somewhere wearing a BA Concorde Hostie's dress...
Rolex "Geneva".
Some weeks after the end of GW1, my extended stay in Bahrain following redeployment from Riyadh paid off. I knew Bahrain like the back of my hand, and heading back from points East, looked forward to the couple of days we were to spend at my old haunt, the Diplomat. The Eng, who I'm sure is the same chap as in AA62s recent shots, was intent on acquiring a cheap Rolex watch, and, I was successful in introducing him to the "man who could help" in the souk, on our first night. A purchase was made, and our centre seat stalwart duly owned half a pound of "top quality" Rolex.
The next morning, after breakfast and as we lay at poolside in the warming sun, a large splash was heard. Our Eng was doing some aquatic exercise, and three lengths of the pool later, joined us on the recliners, ready to face the rest of our day off. After less than an hour, our Eng uttered a cry of disbelief, and handed me his recently purchased watch. He had worn it for his swim, it was awash, half filled with water, and had not functioned as a watch for, just short of one hour, as witnessed by the time it had stopped. Well said I, why are you giving it to me? " You are the ground engineer Smudge" he said, "We're on the ground, do your job". So I took the watch to my room. I had a set of watchmakers screwdrivers (who didn't) and duly took apart the watch, after only a few minutes exposure, the internals were showing signs of corrosion (I really mean rust) and we're obviously beyond my limited abilities (I'm no M**k L***y). So I consigned the guts to the scrap heap and inserted a new face. Hand crafted on cardboard was a clock face, stopped at the time the watch ceased to function. In lieu of "Rolex Geneva", I inserted "Bollux Bahrain". On returning the case and strap to my esteemed colleague, he took it well, accepted that my talents were better directed at Allison engines and Elsans, and we all went home happily ever after.
I went to somewhere in the states with that Eng a few months later, he was still wearing the watch, it still had my cardboard insert, and he was being careful to take it off when he went for a swim. Now that's a bloke that learns quickly!!!!! Somehow, I would not be surprised if he posted on this thread that he still has his watch.
Smudge
The next morning, after breakfast and as we lay at poolside in the warming sun, a large splash was heard. Our Eng was doing some aquatic exercise, and three lengths of the pool later, joined us on the recliners, ready to face the rest of our day off. After less than an hour, our Eng uttered a cry of disbelief, and handed me his recently purchased watch. He had worn it for his swim, it was awash, half filled with water, and had not functioned as a watch for, just short of one hour, as witnessed by the time it had stopped. Well said I, why are you giving it to me? " You are the ground engineer Smudge" he said, "We're on the ground, do your job". So I took the watch to my room. I had a set of watchmakers screwdrivers (who didn't) and duly took apart the watch, after only a few minutes exposure, the internals were showing signs of corrosion (I really mean rust) and we're obviously beyond my limited abilities (I'm no M**k L***y). So I consigned the guts to the scrap heap and inserted a new face. Hand crafted on cardboard was a clock face, stopped at the time the watch ceased to function. In lieu of "Rolex Geneva", I inserted "Bollux Bahrain". On returning the case and strap to my esteemed colleague, he took it well, accepted that my talents were better directed at Allison engines and Elsans, and we all went home happily ever after.
I went to somewhere in the states with that Eng a few months later, he was still wearing the watch, it still had my cardboard insert, and he was being careful to take it off when he went for a swim. Now that's a bloke that learns quickly!!!!! Somehow, I would not be surprised if he posted on this thread that he still has his watch.
Smudge
I actually had a very high opinion of 'Rolex' when he joined LXX as a skipper, one of the best at developing good operating habits in the Co's he flew with.
smudge,
you have a PM.
The chap who turned up at the a/c turned out to be a mine clearance engineer who worked for a firm called Rimfire. The were out there on contract to the UN.
He told me that large parts of the airfield were still mined (remember the int brief !) and and not to stray away from the pan. If we taxied back exactly the same way we came in we should be OK ! I promised that we would do so even if we needed a man with a red flag to lead us. For this priceless bit of info we gave him a six pack of cold cokes. He then went on his way with my thanks and respect.
One of the guards had seen this and came over waving his rather rusty AK47 and shouting in Somali. It was obvious he wanted coke too. If we gave him one then a zillion others would magically appear and clean us out. I said no and he shouted a bit louder. It is interesting how the mind works in these situations. I doubted his green card was in date and the weapon looked very dodgy .
Yet I was less worried about my own safety than what the boss would say in his a/c came back with more holes in it than it had left Mombasa.
We were rescued by our minder (the one in slacks and yellow top in the Mig pic). He was so important he did not need a weapon, he had a Filofax, remember those ? After a brief one sided conversation no doubt centered on discrepancies in the guard's family tree the guard slunk off and we had no more problems. In relief I gave him a coke and a detachment tee shirt.
The G/E and I then resumed our tall tales in peace.
The pic shows the state of the tower etc at Hargeisa.
you have a PM.
The chap who turned up at the a/c turned out to be a mine clearance engineer who worked for a firm called Rimfire. The were out there on contract to the UN.
He told me that large parts of the airfield were still mined (remember the int brief !) and and not to stray away from the pan. If we taxied back exactly the same way we came in we should be OK ! I promised that we would do so even if we needed a man with a red flag to lead us. For this priceless bit of info we gave him a six pack of cold cokes. He then went on his way with my thanks and respect.
One of the guards had seen this and came over waving his rather rusty AK47 and shouting in Somali. It was obvious he wanted coke too. If we gave him one then a zillion others would magically appear and clean us out. I said no and he shouted a bit louder. It is interesting how the mind works in these situations. I doubted his green card was in date and the weapon looked very dodgy .
Yet I was less worried about my own safety than what the boss would say in his a/c came back with more holes in it than it had left Mombasa.
We were rescued by our minder (the one in slacks and yellow top in the Mig pic). He was so important he did not need a weapon, he had a Filofax, remember those ? After a brief one sided conversation no doubt centered on discrepancies in the guard's family tree the guard slunk off and we had no more problems. In relief I gave him a coke and a detachment tee shirt.
The G/E and I then resumed our tall tales in peace.
The pic shows the state of the tower etc at Hargeisa.
Coffman,
everywhere we flew over Somalia there was evidence of widespread destruction of the infrastructure. I did have a pic of some of the dead SAMS etc but it seems to have vanished.
After the incident with the aggressive guard (I did think he may have had khat for breakfast) I wondered outside to take another pic.
Suddenly there was a lot of noise, shouting and movement over on the far side of the pan. My heart jumped at first then I realised that it was the guard of honour forming up. It could only men that the VIP party was returning. We had been on the ground for about half our scheduled time so the talks had either gone very well or very badly. We never did find out but suspected it had to be the latter.
Sure enough they and the rest of the crew swept up to the a/c and everyone boarded. After a VERY careful headcount we started up and carefully retraced our wheel tracks back to the runway and took off for Nairobi.
everywhere we flew over Somalia there was evidence of widespread destruction of the infrastructure. I did have a pic of some of the dead SAMS etc but it seems to have vanished.
After the incident with the aggressive guard (I did think he may have had khat for breakfast) I wondered outside to take another pic.
Suddenly there was a lot of noise, shouting and movement over on the far side of the pan. My heart jumped at first then I realised that it was the guard of honour forming up. It could only men that the VIP party was returning. We had been on the ground for about half our scheduled time so the talks had either gone very well or very badly. We never did find out but suspected it had to be the latter.
Sure enough they and the rest of the crew swept up to the a/c and everyone boarded. After a VERY careful headcount we started up and carefully retraced our wheel tracks back to the runway and took off for Nairobi.
AA62,
Smashing telling of a story that a few "Ascoteers" might have experienced. I had the joy of a deployment for resupply to Kigali, from Dar Es Salaam, which provided failure, superb C130 co ordination and a story that was printed in the Lyneham Globe, I penned it, and after the editor, who was a top bloke printed it, I had a one way interview with "Harry Staish". Apparently OC Admin would have preferred a full blown Courts Marshall. Thankfully common sense prevailed, along with a sense of humour. Not sure if there are archives of "The Globe" if so, please post a link for me you experts, Goldilocks and the three bears was the title ISTR. Meanwhile, a round of applause for AA62, a major contributor to this growing thread. I'm sure others can offer some input, without compromising PPRUNE posting regulations.
Smudge
Smashing telling of a story that a few "Ascoteers" might have experienced. I had the joy of a deployment for resupply to Kigali, from Dar Es Salaam, which provided failure, superb C130 co ordination and a story that was printed in the Lyneham Globe, I penned it, and after the editor, who was a top bloke printed it, I had a one way interview with "Harry Staish". Apparently OC Admin would have preferred a full blown Courts Marshall. Thankfully common sense prevailed, along with a sense of humour. Not sure if there are archives of "The Globe" if so, please post a link for me you experts, Goldilocks and the three bears was the title ISTR. Meanwhile, a round of applause for AA62, a major contributor to this growing thread. I'm sure others can offer some input, without compromising PPRUNE posting regulations.
Smudge
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3rd Nov
It is 30 years ago today, 3rd Nov, that the RAF arrived in Addis Ababa for the start of Op Bushell.
I found this report about the start of operations in Ethiopia and although it from the MAMS perspective, it might of interest.
I found this report about the start of operations in Ethiopia and although it from the MAMS perspective, it might of interest.
Operation Bushel – Initial relief Efforts
Within hours of getting the go-ahead, 3 mobile teams complete with full field equipment, water and rations, were ready to move on the 3 activator chalks which would effect initial relief efforts.
Careful planning was necessary at this stage as the said activator aircraft also had to carry a self sufficient detachment, including Engineering, Operations and Catering staffs along with their associated equipment. Upon arriving at Addis Ababa in the early hours of 3rd November priority was given to establishing a tented Base Operations Camp from which the Royal Air Force task could be co-ordinated. This camp was to be located on a site, agreed by the 1 Group Liaison Staffs, adjacent to an Ethiopian Airlines servicing hangar and thus offering a covered storage facility.
As a field capable unit, UKMAMS personnel quickly established the base camp and were ready to operate within 3 hours of arrival. An initial reconnaissance sortie was mounted shortly after this, and a Movements team was deployed to assess possible problems with loading at forward airheads. As a result of this sortie, it was decided that due to the high winds, and exposed terrain of Assab, it was not feasible to establish a forward UKMAMS element at Assab on a permanent basis.
At 0700 hrs on 4th November, the first effective missions were mounted. The concept of operations was to operate two airframes into Assab to uplift grain which would then be flown to the feeding centres at Mekele and Axum. Mobile teams of 4 men flew with each sortie, with additional personnel being deployed to Assab airhead for load co-ordination with relief workers.
At all times a UKMAMS presence was maintained at the Addis base camp to advise on any ‘spec’ loads which may arise. Three sorties per frame per day were achieved in this way, due largely to the quick turnrounds by loading teams, which resulted in a total uplift of between 150 and 200,000 lbs of grain per day. The importance of such figures is appreciated when it is considered that 100 lbs of grain will feed a family of 5 for one month.
In later weeks the Movements task diversified, and UKMAMS personnel began to deploy tentage, blankets and foodstuffs into additional airheads such as Asmara and Gonda, as well as heavy earthmoving machinery for improving the rough strips on which all operations were mounted.
The efficiency of operations in Ethiopia is evident, in that during the first 4 weeks of the detachment, the 18 men of UKMAMS element were responsible for moving 3,600,000 lbs of relief supplies.
Within hours of getting the go-ahead, 3 mobile teams complete with full field equipment, water and rations, were ready to move on the 3 activator chalks which would effect initial relief efforts.
Careful planning was necessary at this stage as the said activator aircraft also had to carry a self sufficient detachment, including Engineering, Operations and Catering staffs along with their associated equipment. Upon arriving at Addis Ababa in the early hours of 3rd November priority was given to establishing a tented Base Operations Camp from which the Royal Air Force task could be co-ordinated. This camp was to be located on a site, agreed by the 1 Group Liaison Staffs, adjacent to an Ethiopian Airlines servicing hangar and thus offering a covered storage facility.
As a field capable unit, UKMAMS personnel quickly established the base camp and were ready to operate within 3 hours of arrival. An initial reconnaissance sortie was mounted shortly after this, and a Movements team was deployed to assess possible problems with loading at forward airheads. As a result of this sortie, it was decided that due to the high winds, and exposed terrain of Assab, it was not feasible to establish a forward UKMAMS element at Assab on a permanent basis.
At 0700 hrs on 4th November, the first effective missions were mounted. The concept of operations was to operate two airframes into Assab to uplift grain which would then be flown to the feeding centres at Mekele and Axum. Mobile teams of 4 men flew with each sortie, with additional personnel being deployed to Assab airhead for load co-ordination with relief workers.
At all times a UKMAMS presence was maintained at the Addis base camp to advise on any ‘spec’ loads which may arise. Three sorties per frame per day were achieved in this way, due largely to the quick turnrounds by loading teams, which resulted in a total uplift of between 150 and 200,000 lbs of grain per day. The importance of such figures is appreciated when it is considered that 100 lbs of grain will feed a family of 5 for one month.
In later weeks the Movements task diversified, and UKMAMS personnel began to deploy tentage, blankets and foodstuffs into additional airheads such as Asmara and Gonda, as well as heavy earthmoving machinery for improving the rough strips on which all operations were mounted.
The efficiency of operations in Ethiopia is evident, in that during the first 4 weeks of the detachment, the 18 men of UKMAMS element were responsible for moving 3,600,000 lbs of relief supplies.
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If you go to YouTube and search Op Bushel, you'll find a few videos (ITN originals) given to me by the cameraman.
You'll find quite a few bits of MAMS and 47 AD guys you might recognise.
Have fun, it was a job well done (utterly pointless in the great scheme of things, but felt good to do).
You'll find quite a few bits of MAMS and 47 AD guys you might recognise.
Have fun, it was a job well done (utterly pointless in the great scheme of things, but felt good to do).