WIWOL Wednesday
In the 60s in Oz there was a B&W TV ad for Palmolive Rapid Shave, showing some Lightnings flying past, with the voice-over:
"Make it fast ..." (Zzzzzzoooooommmm!)
"Make it smooth...." (Fwwsssshhhhh)
"Make it Palmolive rapid Shave."
First time I had ever seen a Lightning, and it looked super cool with the ailerons right on the tips and the over-under setup. The big spike out the intake and the radio (or is it pitot) needle way out front.
"Make it fast ..." (Zzzzzzoooooommmm!)
"Make it smooth...." (Fwwsssshhhhh)
"Make it Palmolive rapid Shave."
First time I had ever seen a Lightning, and it looked super cool with the ailerons right on the tips and the over-under setup. The big spike out the intake and the radio (or is it pitot) needle way out front.
Join Date: Jul 2008
Location: UK
Posts: 28
Likes: 0
Received 0 Likes
on
0 Posts
@Hawkeye
Yes, precisely the same method for tgt height calc (acknowledging beam width error, which also depended upon gain/highlighting technique) plus use of 1-in-60 to calculate lateral displacement. Then, judicious use of ideal keys for 180/150/120/90 intercepts using change of displacement (in nm) over 5nm to identify Track Crossing Angle: constant displacement = 180; 1-1.5nm = 150; 2-2.5nm = 120; 3-3.5nm = 90. Speed ratio presumed 1.1 to 1 at start then recalculated by reference to tendency towards collision angle as intercept progressed. Fun in the dark, especially at low level, while calculating altimeter pressure error correction and watching VSI like a hawk...no radalt in the T5 for check-rides!
All became far simpler with change to display of target aspect (in newer, track while scan, weapon systems - it was eventually changed, for example, in Tornado F3, which originally used TCA). Use same 1-in-60 rule calculation for lateral separation in thousands of feet, then use aspect's relationship with collision angles to increase (lag) or decrease (lead) tgt aspect and lat sep, as required, before turning to reciprocal (if a stern intercept). Very easy on-screen visual exercise with minimal calculation. Most use 40,000ft lat sep at altitude (20,000ft at lower levels) for controlled 45 AOB final turn for, say, tanker join or stern VID.
@ORAC
Displacement change over 5nm was always the clue (if you'd bothered to calculate it in the first place)!
Disclaimer
I stand to be corrected on both old and new info, since it's been quite a while!
There was always loads of discussion and banter in the old days about which platform had the highest workload, but it was a pretty tough apprenticeship - in every sense of the word.
Yes, precisely the same method for tgt height calc (acknowledging beam width error, which also depended upon gain/highlighting technique) plus use of 1-in-60 to calculate lateral displacement. Then, judicious use of ideal keys for 180/150/120/90 intercepts using change of displacement (in nm) over 5nm to identify Track Crossing Angle: constant displacement = 180; 1-1.5nm = 150; 2-2.5nm = 120; 3-3.5nm = 90. Speed ratio presumed 1.1 to 1 at start then recalculated by reference to tendency towards collision angle as intercept progressed. Fun in the dark, especially at low level, while calculating altimeter pressure error correction and watching VSI like a hawk...no radalt in the T5 for check-rides!
All became far simpler with change to display of target aspect (in newer, track while scan, weapon systems - it was eventually changed, for example, in Tornado F3, which originally used TCA). Use same 1-in-60 rule calculation for lateral separation in thousands of feet, then use aspect's relationship with collision angles to increase (lag) or decrease (lead) tgt aspect and lat sep, as required, before turning to reciprocal (if a stern intercept). Very easy on-screen visual exercise with minimal calculation. Most use 40,000ft lat sep at altitude (20,000ft at lower levels) for controlled 45 AOB final turn for, say, tanker join or stern VID.
@ORAC
Displacement change over 5nm was always the clue (if you'd bothered to calculate it in the first place)!
Disclaimer
I stand to be corrected on both old and new info, since it's been quite a while!
There was always loads of discussion and banter in the old days about which platform had the highest workload, but it was a pretty tough apprenticeship - in every sense of the word.
Join Date: Oct 1998
Location: U.K.
Posts: 41
Likes: 0
Received 0 Likes
on
0 Posts
sarn 1e. Thank you for that comprehensive reply. We have come a long way since those days. I have flown with FOs, victims of an education establishment that abandoned the teaching of the times table, who seem to struggle if they can't put the numbers in a calculator. AI in the Lightning would probably have been beyond them. Best wishes.
Join Date: Mar 2010
Location: Often in Jersey, but mainly in the past.
Age: 79
Posts: 7,807
Received 135 Likes
on
63 Posts
4 Aug
Join Date: Mar 2004
Location: Turks and Cacos
Posts: 324
Likes: 0
Received 0 Likes
on
0 Posts
Posted from the Binbrook Facebook page:
I would like to inform all of the recent passing of Ret’d Air Commodore David Cowley on the 7th of March.
According to his Log Book, David flew prop aircraft before moving onto Vampires, Hunters and, eventually Lightnings.He was OC 11 Squadron at from 1971 to 1974 and became Binbrook Station Commander sometime between 1980 to 1982. He eventually reached the rank of Air Commodore before retirement.
Funeral arrangements on the 11 Squadron Association Website once further details become available.
I would like to inform all of the recent passing of Ret’d Air Commodore David Cowley on the 7th of March.
According to his Log Book, David flew prop aircraft before moving onto Vampires, Hunters and, eventually Lightnings.He was OC 11 Squadron at from 1971 to 1974 and became Binbrook Station Commander sometime between 1980 to 1982. He eventually reached the rank of Air Commodore before retirement.
Funeral arrangements on the 11 Squadron Association Website once further details become available.
Earlier this week I stumbled upon "Classic British Jets: Lightning" tucked away in the depths of Prime (Amazon). A very interesting hour covering everything from the 1942/43 period of design advances, compressibility issues, control problems in general before moving onto the P1 Lighning and subsequent developments. Includes interviews with Roly Beaumont, 'Winkle' Brown and various OC's of 74 Sqn (which features heavily). A fascinating look-back, not just at the Lightning but the beginnings of supersonic flight. Extensive footage of the Lightning in various marks and roles.
Here's some pics of 19 Sqn taken at Gutersloh when for one day we had all sixteen of our aircraft there. We flew the formations once, and, surprisingly all landed serviceable, so it was decided to go and fly it again. I was squadron historian at the time and we had pictures of the Squadron 19 with Meteors and Hunters so we wanted to do it with Lightnings. To get the layout right when seen from the ground, I had to lie on the floor with the previous photos held above me, while another plotted out the formation positions from above. I am at the far outside of the 9 and somewhere in the middle of the 16. The T4 was used as 'whipper in' for both.
The following 2 users liked this post by kriskross:
Here's some pics of 19 Sqn taken at Gutersloh when for one day we had all sixteen of our aircraft there. We flew the formations once, and, surprisingly all landed serviceable, so it was decided to go and fly it again. I was squadron historian at the time and we had pictures of the Squadron 19 with Meteors and Hunters so we wanted to do it with Lightnings. To get the layout right when seen from the ground, I had to lie on the floor with the previous photos held above me, while another plotted out the formation positions from above. I am at the far outside of the 9 and somewhere in the middle of the 16. The T4 was used as 'whipper in' for both.
