Global Aviation Magazine : 60 Years of the Hercules
Doug,
that excellent bit of crochet looks to be made from the original type of lashing tape. As you say it had many uses one of which was discussed in an earlier post, as 'currency' in Gambia.
that excellent bit of crochet looks to be made from the original type of lashing tape. As you say it had many uses one of which was discussed in an earlier post, as 'currency' in Gambia.
aeroid and Jenks
That first name hasn't rung any bells, but I can form a picture of a tall, slim ( weren't we all! ), dark-haired guy with maybe a pinkish complexion - nice guy IIRC.
FP2
Ian, Thank goodness you're still on the perch! I had looked at my 207 Sqn history book because I had some vague memory that he had ended up there, but to no avail! If he is mentioned I have missed it!
All the best, Brian
Jenks,
Silly question! Why do you withdraw your post? Unless you've had a row with someone!
All the best, Brian
Jenks,
Silly question! Why do you withdraw your post? Unless you've had a row with someone!
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New entry in the customer base...
....late adopter, so to say: German Luftwaffe
German Luftwaffe will buy 4 to 6 and operate them together with the French AF:
Bundeswehr will Flugzeuge für Spezialeinsätze anschaffen - SPIEGEL ONLINE
(in German)
German Luftwaffe will buy 4 to 6 and operate them together with the French AF:
Bundeswehr will Flugzeuge für Spezialeinsätze anschaffen - SPIEGEL ONLINE
(in German)
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So the plan is to buy some J models and co locate them with the French at Orleans for SF tasking because they are smaller and more manoeuverable than the A400s and can land on unprepared strips. The A400s which are due to replace the C160 Transalls are delayed due to production and engine gearbox problems.
Ve know zis already.
Ve know zis already.
Memories prompted by the name of Viv Thomas.
The bow and arrow war, can't remember the Op name, but it was Vanatu, New Hebrides.
I was co pilot to Don Thompson, ex Belfasts, iirc. As alleged tactical heroes, LXX, we were positioned by 10 to Fiji, via Gander, McClellan and Hickam.
The only approach info we had for Port Villa was in narrative form in French. Without AIDU copyright we produced what we thought was the approach procedure in a format we were familiar with. On the final leg to Fiji we compared our efforts with those of the other crew, 47, Max Roberts, iirc. Fortunately the weather in that part of the world is generally good so our DIY charts were not required because our ops into Port Villa were daylight only.
The C130 slip pattern was organised so that the aircraft came south from Honolulu through the night, crossing the International Date Line, so we could do our daylight shuttle Fiji PV Fiji.
Viv Thomas turned up saying, in his v strong Welsh accent, that it was very fortunate that they had the right charts. "As we approached the IDL the chart said Sunday and it was Sunday. We crossed the line and the chart said Monday and it was Monday." I think I've got it the right way round. I await any correction from our Navs who might explain better the way charts are annotated either side of the IDL.
The sweeper Albert was operated to Hickam by an EU crew who then had to climb into the back for the next 3 long sectors home. No favouritism there then!
1066
The bow and arrow war, can't remember the Op name, but it was Vanatu, New Hebrides.
I was co pilot to Don Thompson, ex Belfasts, iirc. As alleged tactical heroes, LXX, we were positioned by 10 to Fiji, via Gander, McClellan and Hickam.
The only approach info we had for Port Villa was in narrative form in French. Without AIDU copyright we produced what we thought was the approach procedure in a format we were familiar with. On the final leg to Fiji we compared our efforts with those of the other crew, 47, Max Roberts, iirc. Fortunately the weather in that part of the world is generally good so our DIY charts were not required because our ops into Port Villa were daylight only.
The C130 slip pattern was organised so that the aircraft came south from Honolulu through the night, crossing the International Date Line, so we could do our daylight shuttle Fiji PV Fiji.
Viv Thomas turned up saying, in his v strong Welsh accent, that it was very fortunate that they had the right charts. "As we approached the IDL the chart said Sunday and it was Sunday. We crossed the line and the chart said Monday and it was Monday." I think I've got it the right way round. I await any correction from our Navs who might explain better the way charts are annotated either side of the IDL.
The sweeper Albert was operated to Hickam by an EU crew who then had to climb into the back for the next 3 long sectors home. No favouritism there then!
1066
Co-Pilot Solo
Catching up on this thread, I note the discussion on 'co-pilot solo' in Hastings aircraft.
I was a co-pilot on No 103 Hastings conversion course at Thorney Island in early 1963 - you know, when we had a really bad winter and we could walk on the frozen sea bordering the Island! We were the first course of pilots who hadn't previously completed a tour as second pilots, so the instructors were rather curious as to how we would cope!
Anyway, we were trained to fly in the left-hand seat and I note, from my log book, that I was sent off 'solo' (i.e. with another co-pilot as my co-pilot) on 7 May when I was still 21 years old and a Pilot Officer. Mark you, my co-pilot was a Flight Lieutenant who had just finished a second pilot tour, another Flt Lt was the navigator and I had two Flt Sgts as flight engineer and AEO/signaller, the last three of whom were, I think, on the training staff. As I was the first 'straight through' pilot to be sent off thus 'solo', the instructors brought wicker chairs out of the hangar to watch the entertainment.
They must have been somewhat disappointed when I didn't depart one side or the other of the runway (as almost all my colleagues did at some stage of their conversion). No, I completed my training without ploughing a furrow in the long grass .... until .... my Final Handling Test, when I did so spectactually!!
Later, in September 1965 whilst on exchange with the RAAF I flew my first 'solo' in a similar manner on an 'A' Model Hercules at the age of 24. After completing that conversion, we co-pilots would be rostered in pairs to carry out any post maintenance air tests that were needed over the weekend. When completed to the satisfaction of our flight engineer, we were authorised to fill in the remainder of a three-hour sortie doing whatever we liked! Shooting ILS approaches to Mascot (Sydney Airport) overflying the Harbour Bridge was fun, but my favourite was very low level flying over the tree canopies of the Blue Mountains, down amongst the birds.
In March 1967, when I was aged 25, the Squadron (No 36 RAAF) made me an official captain,and I stayed as such until the end of my tour when I next flew a 'K' Model Hercules at RAF Fairford. Happy days!
I was a co-pilot on No 103 Hastings conversion course at Thorney Island in early 1963 - you know, when we had a really bad winter and we could walk on the frozen sea bordering the Island! We were the first course of pilots who hadn't previously completed a tour as second pilots, so the instructors were rather curious as to how we would cope!
Anyway, we were trained to fly in the left-hand seat and I note, from my log book, that I was sent off 'solo' (i.e. with another co-pilot as my co-pilot) on 7 May when I was still 21 years old and a Pilot Officer. Mark you, my co-pilot was a Flight Lieutenant who had just finished a second pilot tour, another Flt Lt was the navigator and I had two Flt Sgts as flight engineer and AEO/signaller, the last three of whom were, I think, on the training staff. As I was the first 'straight through' pilot to be sent off thus 'solo', the instructors brought wicker chairs out of the hangar to watch the entertainment.
They must have been somewhat disappointed when I didn't depart one side or the other of the runway (as almost all my colleagues did at some stage of their conversion). No, I completed my training without ploughing a furrow in the long grass .... until .... my Final Handling Test, when I did so spectactually!!
Later, in September 1965 whilst on exchange with the RAAF I flew my first 'solo' in a similar manner on an 'A' Model Hercules at the age of 24. After completing that conversion, we co-pilots would be rostered in pairs to carry out any post maintenance air tests that were needed over the weekend. When completed to the satisfaction of our flight engineer, we were authorised to fill in the remainder of a three-hour sortie doing whatever we liked! Shooting ILS approaches to Mascot (Sydney Airport) overflying the Harbour Bridge was fun, but my favourite was very low level flying over the tree canopies of the Blue Mountains, down amongst the birds.
In March 1967, when I was aged 25, the Squadron (No 36 RAAF) made me an official captain,and I stayed as such until the end of my tour when I next flew a 'K' Model Hercules at RAF Fairford. Happy days!
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I too was one of the young sprogs who were allowed to fly the mighty Hastings solo as students on the OCU...and when we were subsequently co-pilots on Squadrons.
There was never a problem in finding another soul for the right seat but sometimes there seemed to be a sudden shortage of staff Navs, Siggies and Gingerbeers when the cry went up of "Co-pilot solo!" Not that these men were of a nervous disposition, often being the be-medalled survivors of the Bomber offensive and Berlin Airlift but the thought of leaving the ground with someone with just 200 hours total in any seat was a touch daunting.
On one occasion the boss was reduced to carrying out a search of the building to find a staff engineer for the task. None were found, but on entering the engineers changing room a wisp of smoke was seen coming from one of their lockers. On opening the metal door he found one of his staff engineers crouched down inside having a nervous puff.
With a look of total resignation the man shrugged and grabbed his kit before walking out to the crew 'bus!
There was never a problem in finding another soul for the right seat but sometimes there seemed to be a sudden shortage of staff Navs, Siggies and Gingerbeers when the cry went up of "Co-pilot solo!" Not that these men were of a nervous disposition, often being the be-medalled survivors of the Bomber offensive and Berlin Airlift but the thought of leaving the ground with someone with just 200 hours total in any seat was a touch daunting.
On one occasion the boss was reduced to carrying out a search of the building to find a staff engineer for the task. None were found, but on entering the engineers changing room a wisp of smoke was seen coming from one of their lockers. On opening the metal door he found one of his staff engineers crouched down inside having a nervous puff.
With a look of total resignation the man shrugged and grabbed his kit before walking out to the crew 'bus!
Dougie M: Co-pilot Solo seems to have been a general MRT force thing for, as I recall, we went up on Argosy Co-pilot Solo MCT details out on 105 and possibly back at Benson too. This was later-1960s. Maybe we were too young to know better?
I was a co-pilot on No 103 Hastings conversion course at Thorney Island in early 1963 - ....We were the first course of pilots who hadn't previously completed a tour as second pilots, so the instructors were rather curious as to how we would cope!
I am not sure if he was a 'one off' or one of several at the time. He was successful and subsequently flew them for several years.
Jenkins
Sorry about the heading of my deleted message - finger trouble.
Back to FEAF - on 48 Sqn ( Hercs ) a co-pilot was converted locally to the LH seat.
He had been a creamie instructing on the Varsity at Oakington before 48. After Changi he was posted to the OCU as a QFI but before taking up his post he was selected for the ETPS course. He left after 16 years with 48 as his only squadron tour.
Back to FEAF - on 48 Sqn ( Hercs ) a co-pilot was converted locally to the LH seat.
He had been a creamie instructing on the Varsity at Oakington before 48. After Changi he was posted to the OCU as a QFI but before taking up his post he was selected for the ETPS course. He left after 16 years with 48 as his only squadron tour.
When I left regular service in 1990, on PVR at age 43, I had 24 years in blue, no ground tours. LXX had been my only officially numbered squadron. 1066, two UAS and 242.
After joining the Reserve trial, came 57(R), 24 and 70 again!
1066
After joining the Reserve trial, came 57(R), 24 and 70 again!
1066
I was on 108 Hastings course at Thorney Island and Copilot solo was a 'must see' event as described in previous posts. On one of the solos the aircraft started to swing from side to side which resulted in one leg of the undercarriage collapsing. Luckily no one was hurt.
On the C130 OCU where I was instructing in 1967 the practice had ceased and there were no copilot solos, thank goodness! However it was more frightening having an outboard engine feathered by the staff captain at V2. It took some time for the lesson to be learnt that more aircrew have been killed practising engine failures than the unlikely event of the real thing. It has to be said that the original flight simulator at Thorney was quite basic and, I think, did not allow EFATO to be practised.
On the C130 OCU where I was instructing in 1967 the practice had ceased and there were no copilot solos, thank goodness! However it was more frightening having an outboard engine feathered by the staff captain at V2. It took some time for the lesson to be learnt that more aircrew have been killed practising engine failures than the unlikely event of the real thing. It has to be said that the original flight simulator at Thorney was quite basic and, I think, did not allow EFATO to be practised.
DeanO
You were instructing on my course, No 4 July- Nov 30th 1967, and the co-pilot solos were still being done.
On Nov 8th I flew in XV188 with Laurie Martin as the pilot instructor and Malcolm Hunt as the co-pilot. Laurie in the RH seat and Malcolm in the LH. After 1hr 25 mins Laurie got out and for the co-pilot solo was replaced by another co-pilot, Bob Willson in the RH seat.
I checked with my old mate Angus Morris who was on 2 Course and he confirmed that he did his co-pilot solo with Ed Viney ( another co-pilot )in the RH seat.
I guess because no staff were on these flights it slipped your memory.
However as I said in my previous post they were no longer being carried out by 8 Course.
Regards Brian W.
On Nov 8th I flew in XV188 with Laurie Martin as the pilot instructor and Malcolm Hunt as the co-pilot. Laurie in the RH seat and Malcolm in the LH. After 1hr 25 mins Laurie got out and for the co-pilot solo was replaced by another co-pilot, Bob Willson in the RH seat.
I checked with my old mate Angus Morris who was on 2 Course and he confirmed that he did his co-pilot solo with Ed Viney ( another co-pilot )in the RH seat.
I guess because no staff were on these flights it slipped your memory.
However as I said in my previous post they were no longer being carried out by 8 Course.
Regards Brian W.
