The VC10's pax cabin for Ex Medicine Man flights to/from Calgary was a sight to behold, with almost all spare space filled with soldiers' personal kit. One year when aircraft were slipping through Brize outbound from Gutersloh, two headcounts with the clicker showed a passenger missing. To resolve things, pax were offloaded and a quick parade and count were held on the ramp - all present and correct. It then emerged that one chap in a window seat had got back on board and immediately burrowed under a pile of mukluks etc for a kip and completely vanished from sight.

Summer 1974, and I was a SLOJO at Brize on my Cadetship summer detachment. After all the excitement generated by events in Cyprus, life had calmed down a touch, and I was often asked if I would like to fly with one or other of the squadrons there at the time - notably on the Belslow and with 10 Sqn.
One day I was asked if I would like to go on a quick families/trooping jolly to Gutersloh - out and back, couple of hours - a long lunch-break, really.
On approach to GUT, three greens didn't come up. The aircraft flew past the tower a couple of times from where it was confirmed all three were down. The Captain asked the Flt Eng to just pop downstairs and check the recalcitrant element was actually locked - if not, hand lock it. (As I type I realise this may be b******s, but it is what I was told and thought I heard at the time!)
Again, if I recall correctly, access to 'downstairs' was somewhere in the pax cabin and I watched the reaction of those around the hatch as they saw a chap, in overalls, carrying a toolbox, pull up the carpet and hatch and disappear. The more observant pax had already noticed we had been going round in circles for a while, so they were not exactly enthusiastic about this - and it showed in their reactions.
Clearly, we landed safely but, despite the Captain saying he was happy to take the return pax, wheels down, 38 Gp (is that right?) said no and despatched a replacement aircraft for the pax.
I elected to fly back to Brize with the original crew, wheels down, and jolly interesting it was too. I regretted I did not have a camera as we flew, relatively low, in a sky full of those beautiful, very tall, flattish at the top, fluffy clouds, playing 'in and out the dusty windows'.

The floor hatch is indeed in the fwd galley, one see off I dropped down the hatch to stow intake blanks in the fwd hold, leaving the hatch open while I stowed them.. in the mean time one of the very attractive Air loadmasters we had asked the rest of the see off team if they would like a Coffee, so standing astride the hatch she was making the drinks for the boys when who should appear up between her legs :p
The guys were in stiches and she couldn't understand what they were laughing at until she looked down past her skirt.

P.s i did'nt look........ honest

Seeing the ref to MedMan flights above reminded me.
Mid-1980 and I had, by then, transferred to an Armoured Regiment which was leading a MedMan battlegroup. For my sins, somebody with a sense of humour, probably the Regt Adjt (currently Black Rod, BTW) knowing I had been through Sleaford Tech, rather than the Camberley Factory, had nominated me - a Capt - as Movements Officer for the battlegroup.
One of the two 10 Sqn aircraft allocated to the return move had gone t**s up in Keflavik on an earlier chalk - thoroughly p*****g of our CO who had not read Standing Orders and failed to carry his green maggot with him, ensuring him an uncomfortable night at Keflavik - and I had had to reallocate all remaining pax chalks to the single aircraft a munificent 38 Grp had left us.
As Mover, I, naturally, travelled back to GUT on the last chalk. This meant I was on an aircraft that was, at best, half full.
When we boarded at Calgary, a (I have to admit, rather officious) FltSgt informed all embarking pax: "All brown jobs down the back, and fill up all seats down there."
To me, this didn't sound quite right - half full aircraft!: there should have been a few places to stretch out, at least. (And I wasn't totally ignorant of the need to trim the aircraft, either.)
Despite my protests, he was adamant - and that not totally politely.
I gently asked to speak to the Captain. This august personage turned out to be a chap who had been a QFI at ULAS during my time there, and with whom I had flown a fair few times when visiting Abingdon.
Net result was we did get to stretch out, a good flight was enjoyed, we were well looked after, and my stock with the troops went up no end!

- ... ..- -- .--.




:O

Crikey, it must be a case for Inspector Morse :rolleyes:

Smudge :ok:

Geronto
Shouldn't the last bit be - di dah di dah dit rather than the full stop ?

No mate, its

Dah dah dah, dah dah, dah dah dah, dah dah, dah dah dah dah, dah dah dah dah dah......

You must remember it, John Thaw ?

Smudge :ok:

.--. .-. --- -... .- -... .-.. -.-- / .... .- -.. / - --- / -... . / - .... . .-. . .-.-.- .-

She was only the radio operators daughter - but she Didit, didit, didit...

Memo to self: Don't try to be a smartar**e - it will only come back and bite you!
No, it was the acronym TSUMP that flummoxed me.

The only TSUMP I can find is: "Todos Somos Un Mundo Pequeño"
Which, loosely, means "It's a small world" . Am I close?

god morse code we are all supposed to know it I have to read it of my clipboard these days.:\

Blimey! How did this thread end up on morse code?

I tapped out the word bump in it, got to admit a heck of a thread drift, but the radio operator was the only person missing out of a VC10 cockpit. :E

So talking of radios...... As the VC10 has been in service for so many years and the technology advance in communications over those years has been immense. How many different type of radios has the VC10 had fitted to it.

Also, when I worked on the aircraft all those years ago I seemed to remember the fairy trade fitting some form of modification enhancement called Omega.....what was that??

OMEGA was the first truly global radio navigation system for aircraft, operated by the United States in cooperation with six partner nations. It enabled ships and aircraft to determine their position by receiving very low frequency (VLF) radio signals in the range 10 to 14 kHz, transmitted by a network of fixed terrestrial radio beacons, using a receiver unit. It became operational around 1971 and was shut down in 1997. Hope this helps. It was replaced in the VC10 by a swept up Litton Inertial Nav system which was downgraded by RAF so that it was no better than the Omega! I think the Navigation branch wanted to ensure that they could not be replaced!

Why is the VC 10 going sideways ? Dunno lad but run
 

Davita your post is the first time I've ever heard of a 10 being a bit of a beggar to land if light on weight, not that I had all that much to do with the beastie but your point might explain the curious landing of the first RB 211 flying test bed. I was a Rolls Royce Noise Research Dept staff member and helped take recordings of the first flight. The two port Conways had been replaced by a RB 211 (as per Tristar) and I have a vivid recollection of the a/c arriving almost sideways and lurching towards us as it touched down. In retrospect we were a bit too close to the edge of the runway for safety but hey its all in the name of research...I think two tyres burst on the port side, the bangs just adding to the sense of urgency to get the hell out of there.

Earlier, during the engineering phase there had been a bit of a consternation when evactuation drills appeared to be a bit hairy. Someone finally noticed the a/c was on its jacks!

Well it was common knowledge the Nav was in the cockpit of the Ten to balance out the weight of the Loadie down the back. :O

We watched an evacuation drill and a poor WRAF wearing nylon knickers had them welded to her posterior as she went down the slide, she didn't seem to appreciate us all standing round watching as the medic attempted to get em off her..