Fact or Fiction
PN:-
Not sure if I quite understand what you are saying Pontius, but the blurb in the front of my first RAF Form 414 (Pilots Flying Log Book) stated (I summarise) that Annual Summaries were to be made up in major sub-divisions, ie JET, TURBO PROP, PISTON, HELICOPTERS, with aircraft types shown under each sub-division. Beneath that is an example summary showing:
JET
Vulcan 1
Vulcan 2
PISTON
Anson Mk 21
with sample times against each type with Totalled Columns at the bottom, all done of course in red ink.
It is only now, having inspected my own summaries that I see that my first summary stuck strictly to the prescribed pattern, with separate entries for Jet Provost T Mk3 and T Mk4. Subsequent years though showed Hastings 1 and 2 (where the 1 was in fact a Mk1A!) entered as one type, in flagrant breach of the instructions. I suspect that others would have erred as I did. Fortunately the RAF only possessed one C Mark of the Hercules during my time, so that I slid back effortlessly into proper compliance...
As to the recording of Flying Time, it was always Take Off to Landing in my time (first/last flights 1960/1973).
The other oddity in annual reports was only to record time on type and not breakdown in types. I suspect little difference for a pilot on Nimrod 1or 2 but a whole different ball game for a Mk 2.
JET
Vulcan 1
Vulcan 2
PISTON
Anson Mk 21
with sample times against each type with Totalled Columns at the bottom, all done of course in red ink.
It is only now, having inspected my own summaries that I see that my first summary stuck strictly to the prescribed pattern, with separate entries for Jet Provost T Mk3 and T Mk4. Subsequent years though showed Hastings 1 and 2 (where the 1 was in fact a Mk1A!) entered as one type, in flagrant breach of the instructions. I suspect that others would have erred as I did. Fortunately the RAF only possessed one C Mark of the Hercules during my time, so that I slid back effortlessly into proper compliance...
As to the recording of Flying Time, it was always Take Off to Landing in my time (first/last flights 1960/1973).
I don't own this space under my name. I should have leased it while I still could
Chug, my original 1767 (1960) required simply day/night single engine or multi. The later ones, 1968,1971 and 1986 indeed specified each mark viz Shackleton Mk 3 and Shackleton T4.
No, my point was that the 1369 specified just Shackleton for instance, and surely the Air Sec, as was, should have been more interested on the employment options as stated by hours per type rather than the more professional 5200 series with individual mark breakdown.
No, my point was that the 1369 specified just Shackleton for instance, and surely the Air Sec, as was, should have been more interested on the employment options as stated by hours per type rather than the more professional 5200 series with individual mark breakdown.
Sorry PN, I should know better by now not to proffer an answer to a question set by a nav that involved numbers! 
PN - you mentioned door air in your earlier story.
Tried googling with no luck.
Did the Vulcan have some sort of pressure system separate from hydraulics to open the crew access door... or am I totally misinterpreting things?!
Tried googling with no luck.
Did the Vulcan have some sort of pressure system separate from hydraulics to open the crew access door... or am I totally misinterpreting things?!
I don't own this space under my name. I should have leased it while I still could
tartare, indeed. The door jacks were operated using high pressure air. There was a metal lid that gave access to a T-handle, pull this and the door would close. It was not unusual for the crew chief to give it a heave. Near this was a handle with black/yellow knob. Pulling this would unlatch the door and it would drop open under gravity. Pull it through the detent and it would be blown open against the air flow for abandonment.
A later mod provided a switch at the plotter's station to do the same thing. The plotter had a fixed seat and had to egress after the radar or AEO had swiveled their seats.
A later mod provided a switch at the plotter's station to do the same thing. The plotter had a fixed seat and had to egress after the radar or AEO had swiveled their seats.
Labuan LROFE
When I was on the LROFE trips to Labuan, we used to land there, kick a couple of Siggies out, and while they went off for the duty free, the a/c would do circuits, after an agreed time the a/c would land and pick the Siggies and booze up, and we would return to Changi. The flight time was then logged as chock to chock from Changi, even for the 2 Siggies.
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Or on a certain GR4 Sqn a few years ago with an ambitious Sqn Cdr.
I don't own this space under my name. I should have leased it while I still could
Stick, distressing to stats, after one 6-monthly return of stats, where the sqn average for lay down attacks was within the highest theoretical accuracy of bbc system and scoring, I informed HQ NEAF that I would cease reporting that stat.
Receiving no reply, I duly ceased reporting and received no further reply.
Receiving no reply, I duly ceased reporting and received no further reply.
