Global Aviation Magazine : 60 Years of the Hercules
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Chaps ...
Just helping Dougie out with posting a few pics he'd like to entertain us with
I'm sure Dougie will be along shortly ...
Best.
Coff.
Just helping Dougie out with posting a few pics he'd like to entertain us with
I'm sure Dougie will be along shortly ...
Best.
Coff.
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Pond Crossing to Bermuda
Thanks Coff.
In reply to AA's boat trip I thought I'd put on some pics from a while back when a few ascoteers took a racing yacht across the pond to Bermuda. Some of these faces you may know but the voyage was enhanced in many ways by the inclusion of an Air Trafficker from Coningsby. She was ship's cook and could dish up a 3 course meal in a force 5. As you can see from the "survival at sea" physique of the mate, P*** F**** she fed us well. The posed sextant shot of self was taken on land so it was steady.
We arrived in Bermuda just after the QEll and poet radio asked us to let the steamer through first. We tied up at St Georges and reported to BA at the airport as a herc crew awaiting recovery by VC10 and they put us in the Palmetto Bay on full contract for a week or so.
I bet the view of C******'s bikini beats AA's akimbo shorts shot.
Great trip
In reply to AA's boat trip I thought I'd put on some pics from a while back when a few ascoteers took a racing yacht across the pond to Bermuda. Some of these faces you may know but the voyage was enhanced in many ways by the inclusion of an Air Trafficker from Coningsby. She was ship's cook and could dish up a 3 course meal in a force 5. As you can see from the "survival at sea" physique of the mate, P*** F**** she fed us well. The posed sextant shot of self was taken on land so it was steady.
We arrived in Bermuda just after the QEll and poet radio asked us to let the steamer through first. We tied up at St Georges and reported to BA at the airport as a herc crew awaiting recovery by VC10 and they put us in the Palmetto Bay on full contract for a week or so.
I bet the view of C******'s bikini beats AA's akimbo shorts shot.
Great trip
More nice shots Mr Ripley, keep them coming.
AA62 #2001
Quick Don and all of us had a very exciting flight the day after that photograph was taken. You will probably remember that the detachment at that time operated out of Cape Canaveral AFB (or was it an NAS ?) and we usually used the "skid strip" as the prime runway. I always thought Albert could have gotten airborne across that huge runway. Anyway, the other nice thing with the Andros Det was that it was usual for the GE to take turn about in accompanying the aircraft out to Andros, the second GE being at the airfield on return to help put the aircraft to bed, and fix any defects. So, it was my turn to go to Andros, and, with I believe a rather large Mk48 Torpedo aboard we taxied out. On take off, I noticed the smell of burning, then saw smoke and some sparks emanating from under the Flt Deck floor. I was not on intercom, but being sat next to Don, I brought it to his attention. I asked him to inform the Captain, and would it be OK if I took the steps out to identify the source of it all. He OK'd that and I grabbed the extinguisher off its mounting on Stn 245 as I got under there. I immediately found the seat of the problem, No2 TRU was going in to meltdown mode. Through Don I asked that he inform the crew what the fault was, and in seconds the Air Eng had disconnected the No2 Generator. The TRU stopped erupting, and the smoke started to dissipate. The Captain by this time had called the emergency and requested a landing.
Intent on keeping an eye on the TRU, I wedged myself in and prepared for the landing, at which point Don, probably correctly told me to get strapped in down the back again. I asked if I could remain where I was as a flare up could be dealt with quickly by my extinguisher. He was not happy, so asked the Captain, who suggested that as long as I was in a secure position, he was happy. Don then connected me to his spare long lead to enable me to let the crew know if anything else occurred. We landed safely, and returned to the parking bay, where the aircraft was shut down with no power on at all. Murray and I spent the rest of the day removing the Generator and replacing the drive, as we had no spare TRU with us, we disconnected and removed the U/S unit, sending an Eng Rep asking for a replacement to be dropped off when possible. It was an interesting few minutes to say the least, being down the back Don and I saw more of it than the rest, and enjoyed a couple of beer later that evening whilst discussing it. He might have spiked your drink to get the trip, I doubt after that incident he was glad he did. Happy days.
Smudge
AA62 #2001
Quick Don and all of us had a very exciting flight the day after that photograph was taken. You will probably remember that the detachment at that time operated out of Cape Canaveral AFB (or was it an NAS ?) and we usually used the "skid strip" as the prime runway. I always thought Albert could have gotten airborne across that huge runway. Anyway, the other nice thing with the Andros Det was that it was usual for the GE to take turn about in accompanying the aircraft out to Andros, the second GE being at the airfield on return to help put the aircraft to bed, and fix any defects. So, it was my turn to go to Andros, and, with I believe a rather large Mk48 Torpedo aboard we taxied out. On take off, I noticed the smell of burning, then saw smoke and some sparks emanating from under the Flt Deck floor. I was not on intercom, but being sat next to Don, I brought it to his attention. I asked him to inform the Captain, and would it be OK if I took the steps out to identify the source of it all. He OK'd that and I grabbed the extinguisher off its mounting on Stn 245 as I got under there. I immediately found the seat of the problem, No2 TRU was going in to meltdown mode. Through Don I asked that he inform the crew what the fault was, and in seconds the Air Eng had disconnected the No2 Generator. The TRU stopped erupting, and the smoke started to dissipate. The Captain by this time had called the emergency and requested a landing.
Intent on keeping an eye on the TRU, I wedged myself in and prepared for the landing, at which point Don, probably correctly told me to get strapped in down the back again. I asked if I could remain where I was as a flare up could be dealt with quickly by my extinguisher. He was not happy, so asked the Captain, who suggested that as long as I was in a secure position, he was happy. Don then connected me to his spare long lead to enable me to let the crew know if anything else occurred. We landed safely, and returned to the parking bay, where the aircraft was shut down with no power on at all. Murray and I spent the rest of the day removing the Generator and replacing the drive, as we had no spare TRU with us, we disconnected and removed the U/S unit, sending an Eng Rep asking for a replacement to be dropped off when possible. It was an interesting few minutes to say the least, being down the back Don and I saw more of it than the rest, and enjoyed a couple of beer later that evening whilst discussing it. He might have spiked your drink to get the trip, I doubt after that incident he was glad he did. Happy days.
Smudge
Mr Ripley ... You can't leave us 'hanging' like that ... let's hear the story
Feb 1993 30 Sqn
Off to Oslo-Bergen then RTB
Charging off down the runway with GE in the cupola who says f**k at the same time as lots of wing over heat lights and a bang and probably some other stuff I can't remember. Find the hot air bleed duct has exploded, it was just before Vr so we could have nearly taken it into the air and were fortuitous as flying control cables next to pipe. Remember GE got some banter for his non-standard abort call.
After a replacement aircraft was sourced we ended up via Norway in Bournemouth.
Second one was a buddy buddy at Bunia, DR Congo off a UN Herk in Aug/Sep 2003.
Happy days!
I remember flying with Quick Don and LE and Bostick Bob.
I still remember the sign outside Stn Ops at Akronelli showing a stick man wearing breathing apparatus which some wag had altered to read 'LE line-dancing'.
Mr Ripley,
Interesting shot inside the leading edge there, I wonder if the distortion of the rib structure was down to the explosion of the Bleed Air Duct, or general Albert bendiness? I remember hearing this event, recounted by your GE, at a GE Christmas beer call, he, like you, reflected on the ribbing he got for his reaction. I seem to remember how impressed he was with how the crew dealt with the problem. Once again, we see that even Albert could bite.
Smudge
Interesting shot inside the leading edge there, I wonder if the distortion of the rib structure was down to the explosion of the Bleed Air Duct, or general Albert bendiness? I remember hearing this event, recounted by your GE, at a GE Christmas beer call, he, like you, reflected on the ribbing he got for his reaction. I seem to remember how impressed he was with how the crew dealt with the problem. Once again, we see that even Albert could bite.
Smudge
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I seem to remember there were a series of bleed air failures at around that time.
I had a double start valve problem at Gib leading to an abort just before V1 with the concomittant shut down of the Nos 1 and 2.
Then there was the time we got airborne from LYE rapidly followed by a BANG! - the duct from the GTC bay had exploded (the Eng on that was Flo Jo).
I also seem to recall another leading edge bleed duct failure that peeled back the stbd wing inboard of the No2, but which happened in the cct at LYE.
I had a double start valve problem at Gib leading to an abort just before V1 with the concomittant shut down of the Nos 1 and 2.
Then there was the time we got airborne from LYE rapidly followed by a BANG! - the duct from the GTC bay had exploded (the Eng on that was Flo Jo).
I also seem to recall another leading edge bleed duct failure that peeled back the stbd wing inboard of the No2, but which happened in the cct at LYE.
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Mal Drop,
The "stick man" as you call it was in fact a breathing apparatus sign. I removed it one bright sunny morning after flying there all night. The Captain, Co and Nav had gone into Ops, and with my trusty Leatherman the dirty deed was done. I was his leader on his retirement, and I had it mounted by Station Workshops as a leaving gift. He was very pleased with it and said it would take pride of place on his mantle-piece. It was replaced at Akronelli fairly swiftly.
The "stick man" as you call it was in fact a breathing apparatus sign. I removed it one bright sunny morning after flying there all night. The Captain, Co and Nav had gone into Ops, and with my trusty Leatherman the dirty deed was done. I was his leader on his retirement, and I had it mounted by Station Workshops as a leaving gift. He was very pleased with it and said it would take pride of place on his mantle-piece. It was replaced at Akronelli fairly swiftly.
Ex Ascoteer,
Absolutely correct in your recollections of the K's bleed air ducting failures. And associated hot air plumbing. I remember a three day trip which involved moving an army detachment from Gutersloh to Benbecula, ISTR two trips a day were planned. We pre positioned at Gut, and an enjoyable night stop was enjoyed by all. A sparrows fart start to the day next morning saw us having a de ice, very cold, and we all looked forward to getting airborne to feel warmer. As we started our take off run, brakes of, accelerating, and being down the back next to the ALM, a loud bang was followed by the cargo bay filling with smoke, smelling of burnt oil. An abort was called, and we taxied back to the bay. On removing the access panel to the cargo bay pack I, and the crew were treated to the warming sight of the Cargo pack Cold Air Unit still glowing cherry red. Well, no spare in my "go bag", so we looked for options. Our first load included a large agricultural looking, tracked army thingy, bloody big so not something easily transferred. The plan evolved, Gut Benbecula direct, with all the diff the flight deck pack could give us, and obviously non airways. After offload return to Gut via Lyneham, a frame change and there would be no serious affect on the planned tasking. The trip to Benbecula was bloody freezing down the back, but we expected that, on the return leg, the four hour delay at Lyneham while they sorted out a replacement aircraft was simply daft considering they had at least 8 hours head start before our arrival. Had they given me a new CAU it would have been quicker to change that whilst re loading at Gut. Needless to say the task was done, on schedule, despite delays. But Albert and the hot air distribution was always worthy of respect from a Ground Engineering aspect.
Smudge
Absolutely correct in your recollections of the K's bleed air ducting failures. And associated hot air plumbing. I remember a three day trip which involved moving an army detachment from Gutersloh to Benbecula, ISTR two trips a day were planned. We pre positioned at Gut, and an enjoyable night stop was enjoyed by all. A sparrows fart start to the day next morning saw us having a de ice, very cold, and we all looked forward to getting airborne to feel warmer. As we started our take off run, brakes of, accelerating, and being down the back next to the ALM, a loud bang was followed by the cargo bay filling with smoke, smelling of burnt oil. An abort was called, and we taxied back to the bay. On removing the access panel to the cargo bay pack I, and the crew were treated to the warming sight of the Cargo pack Cold Air Unit still glowing cherry red. Well, no spare in my "go bag", so we looked for options. Our first load included a large agricultural looking, tracked army thingy, bloody big so not something easily transferred. The plan evolved, Gut Benbecula direct, with all the diff the flight deck pack could give us, and obviously non airways. After offload return to Gut via Lyneham, a frame change and there would be no serious affect on the planned tasking. The trip to Benbecula was bloody freezing down the back, but we expected that, on the return leg, the four hour delay at Lyneham while they sorted out a replacement aircraft was simply daft considering they had at least 8 hours head start before our arrival. Had they given me a new CAU it would have been quicker to change that whilst re loading at Gut. Needless to say the task was done, on schedule, despite delays. But Albert and the hot air distribution was always worthy of respect from a Ground Engineering aspect.
Smudge
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Ex Ascoteer,
I too "enjoyed" routes with the three famous aircrew personalities. I never had the pleasure of sharing a trip with Mr Libby, but always enjoyed the pleasure of his company whenever our paths crossed. Mind you, the full set gets you wondering!!!
Smudge
I too "enjoyed" routes with the three famous aircrew personalities. I never had the pleasure of sharing a trip with Mr Libby, but always enjoyed the pleasure of his company whenever our paths crossed. Mind you, the full set gets you wondering!!!
Smudge
The names bring back many happy memories Mick Libby was a legend long before he became a GE, I had the dubious pleasure of being on shift with him before he became a GE and he was a laugh a minute then.
Hiya Fergineer, hope you are well. Your reference to Omani Hercs suffering similar Bleed Air Duct failures perhaps indicates that it was not limited to the K. As I ended my time as a team manager on second line Minor servicing I know that the ducting was only inspected visually, with no NDT of welds etc carried out. Perhaps more serious stuff was done by Marshalls on Major Service. As a trade based Airframe man, my GE career seemed swamped by Loran F and C comp failure. Now, I'm no expert but I believe that Loran was a descendent of the Gee system, used at the latter end of WW2 by Bomber command. So why in the 1990s we still had problems with it is a mystery to me. Perhaps an expert like DougieM could enlighten us. Beware though, I once asked a Nav to explain Loran, and fell asleep on the bottom bunk as he opened up his Loran chart, with all those diamonds on it. PFM, but capable of failure.
Smudge
Smudge
