Another UK military type retires.
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Another UK military type retires.
Slipped under the Radar this one but the ETPS retired the last RAF Beagle Basset still in service last Friday, she will now continue her service as a ground trainer for the Boscombe Down Apprentices.
The link appears to have gone, but it still shows on Google as
The link appears to have gone, but it still shows on Google as
http://www.etpsa.org.uk/2-general/53...active-service
Basset farewell Friday 7th Nov 14. The Basset is to retire after more than 50 years of flight, having spent 46 of those years served with ETPS. It is estimated that ...
Missing: beagle
Basset farewell Friday 7th Nov 14. The Basset is to retire after more than 50 years of flight, having spent 46 of those years served with ETPS. It is estimated that ...
Missing: beagle
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Oh, poor old Bertie Basset. One of Procurement's 'great ideas' that failed totally to fill its original remit.
Sleep well, Fido
Sleep well, Fido
Given that the the RAF retired its final Basset (XS784) in 1974, the Boscombe aircraft has done pretty well!
Intended to move V-bomber crews and their equipment around, it failed to meet its required performance once 5 chubby V-bomber crew members and their kit had been loaded.
Intended to move V-bomber crews and their equipment around, it failed to meet its required performance once 5 chubby V-bomber crew members and their kit had been loaded.
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I well remember the Stn Cdr being picked up by a Basset at Valley, circa 1973/74. The aircraft was refuelled with Avtur in error, and force landed in a field soon after departure. One fatal & serious injuries involved IIRC.
HB
HB
Heard that story as a very young 19 year old JT at West Raynham in my first night in the NAFFI from a couple of Riggers who had served at Valley. Story went that the AOC was in the aircraft as well (which may be a line shoot) and the aircraft was from the station flight, anybody know the true story?
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Easily done, I know of a piston Islander refuelled with Avtur, but it was spotted before any harm could be done, they were used to handling a Turboprop version, so when a piston one turned up it was missed. Indeed the CAA ordered decals on the likes of the Rockwell Commander 112TC had to have the Wording "Turbo" removied from cowlings or from the likes TurboCharged decals on the fuselages in case Turbo was mistaken for Turboprop.
XS783, the Basset which crashed at Valley in 1973 was from 26 Sqn. The navigator suffered fatal injuries; one of the pilots was the Stn Cdr of RAF Valley, later to retire as an AVM.
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The Valley Bassett accident.
The cause of the accident is well documented. The then Station Commander was seriously injured and the Navigator, who was also a well known glider pilot in the RAFGSA world was sadly killed.
On the surface therefore, an "open and shut case" to hang the S.A.C involved in the refuelling.
The S.A.C however, wisely declined the services of his appointed officer, who would have been unlikely to risk his own career in the defence of an S.A.C anyway, and engaged one of m'learned friends.
The result was that m'learned friend subsequently proved that what is now referred to as systemic failure contributed to the accident and the S.A.C was acquitted.
The failures began at Station Flight, and progressed to the bowser pool which was located at the end of Gaydon Hangar at the time for the convenience of access to the Gnat Line.
I can't remember the exact findings but communication, the clarity of fuel markings on the bowsers / range of bowsers were closely scrutinised and shown to have been the causal factors, resulting in the S.A.C's error.
I understand that, as a result of the accident, changes were made as to the clarity of fuel markings on bowsers thereafter.
The cause of the accident is well documented. The then Station Commander was seriously injured and the Navigator, who was also a well known glider pilot in the RAFGSA world was sadly killed.
On the surface therefore, an "open and shut case" to hang the S.A.C involved in the refuelling.
The S.A.C however, wisely declined the services of his appointed officer, who would have been unlikely to risk his own career in the defence of an S.A.C anyway, and engaged one of m'learned friends.
The result was that m'learned friend subsequently proved that what is now referred to as systemic failure contributed to the accident and the S.A.C was acquitted.
The failures began at Station Flight, and progressed to the bowser pool which was located at the end of Gaydon Hangar at the time for the convenience of access to the Gnat Line.
I can't remember the exact findings but communication, the clarity of fuel markings on the bowsers / range of bowsers were closely scrutinised and shown to have been the causal factors, resulting in the S.A.C's error.
I understand that, as a result of the accident, changes were made as to the clarity of fuel markings on bowsers thereafter.
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I knew the chap who signed for the refuel; he had 'taken over' the already in-progress refuel so that others could go to lunch.
In a cruel twist of fate, the presence of the Stn Cdr on board ensured a priority take-off for the Basset, at what was a very busy airfield in the Gnat/Hunter era. There was just enough Avgas in the fuel feed system to get airborne - a more protracted hold before take-off may have revealed the problem. As posted by Krystal, the Swiss Cheese was well aligned that day.
HB
In a cruel twist of fate, the presence of the Stn Cdr on board ensured a priority take-off for the Basset, at what was a very busy airfield in the Gnat/Hunter era. There was just enough Avgas in the fuel feed system to get airborne - a more protracted hold before take-off may have revealed the problem. As posted by Krystal, the Swiss Cheese was well aligned that day.
HB
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HB.
I also knew the S.A.C .... I was on Rects at the time.
I also knew the S.A.C .... I was on Rects at the time.
I knew a guy who worked for Shorts at Bovingdon, who provided handling facilities to the comms Squadron.
He was told when the RAF aircraft were selected by the manufacturer, they chose all the ones on the production line which had some sort of assembly problem and when they were delivered, they had to remove a certain amount of metal from the end of the props, otherwise on Bovingdon's 'hump' and under heavy braking, the prop tips touched the ground.
NB: I have no evidence to substantiate either of these tales!
He was told when the RAF aircraft were selected by the manufacturer, they chose all the ones on the production line which had some sort of assembly problem and when they were delivered, they had to remove a certain amount of metal from the end of the props, otherwise on Bovingdon's 'hump' and under heavy braking, the prop tips touched the ground.
NB: I have no evidence to substantiate either of these tales!
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XS743 wasn't just a normal Bassett. It was fitted with an analogue computer system under control of the captain in the left seat that gave the right hand seat pilot handling experience with various stabilities through a fly-by-wire system. Captain had normal controls. Used to train ETPS students. Very instructive and interesting experience.
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Re the Valley fatal, subsequently, Training Command refuellers had their product markings doubled in size, Avgas vehicles were to be segregated when parked and if possible dedicated routes to and from the refueller park. Later the open line hose end nozzles were modified to prevent them being inserted in the wrong a/c. I know at the Shropshire flying club (just outside Market Drayton) we quickly got shot of our Avgas, as Gazelle had replaced Sioux.
PM
PM
believe its documented as prop tips being cropped as it couldnt operate from Andover which was southern comms sqn base , think they had to relocate because of this , sure someone has the full story. Regarding XS743 i worked on her during my time at boscombe when we had the regal beagle as well xs770 and xs765 for comms work . XS743 was a pre production aircraft so amazing it survived. the analogue controls for the right seat were designed and installed by Cranfield.
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