Stick it on the nose, see which way it drifts, pull like a bastard.

If only my lectures on the OHP had been so brief :-)

Pontius,

I thought that your lectures would have been on a chalk board!

The technique you mention sounds like the F4 force in the late 80s?

Pontius- IIRC basically the same method was in the F4 OCU line-book as an instructor-pilot's method for Air Combat Training- put 'em on the canopy centerline and pull like b*ggery.

Q: "what do you do with an engine fire in a Lightning?"

A: "Smash it to the edge and follow it round"*

*Note: Same answer for any question ref Lightning......

ps. One exception....

Q: "What do you with a Lightning with double engine failure?"
A: "Call Midland passing FL245...."

Fishpool
 

I read that the Lancaster crews used Fishpool during WW2 - though it was called Fishpond then!

Convert everything into a 150, whether it's appropriate or not:

5deg off the nose at 40nm
3 at 30
cross ahead at 23
turn at 25 deg passed the nose at 9nm

Sun.:}

With head sector missiles, I seem to remember being told the muggins approach was to assume everything was a 140.

Which is when we'd get a quiet telephone call from the ops desk asking for us to set up a few 150s crossing behind.

Oh the swearing when instead of curving in and crossing the nose, it suddenly whipped to the edge and disappeared..... :E:E

Not just Lancasters but also Halifaxes, Stirling etc.

There's a tendency for all WW2 heavy bombers to become Lancasters, just as all V Bombers tend to become Vulcans!

That said, I didn't know it was called Fishpond - thanks.

And rightly so.

So which V could carry 35,000lbs (instead of only 21,000lbs) bombs, fly at transonic speeds and was still in squadron service in October 1993?

NOT the Vulcan!

Still in service on the Avro Lincoln's well after WWII.

At BCBS Lindholme until the Hastings took over. Circa 1960.

http://xvsqnassociation.co.uk/oneweb...ges-Victor.jpg

An impressive load.

As the actress said to the bishop.

Wow, that looks like a Mk1, so the take-off roll must have been a loooooooooong one!

It's not like a Mk 1, it is a Mk 1.

Long take off run indeed. I hate to think.

Take off ground roll of a B1 at Butterworth, with 35,000lbs bombs, 8050ft. Runway lenghth 8000ft, so lots of lights broken. To prove the first crew got it wrong the Detco then did the same take off. All figures good from ODM - actual ground roll 8050ft, more new lights required!!

At Akrotiri in a K1, as No5 in a 30 second stream take off at dawn, with a gentle 2 kts headwind, ground roll 8950ft on a 9000ft runway. No lights broken but Safeland barrier damaged. Same pilot as second attempt at Butterworth, but now as a Wing Commander. Seems the air was heated by the precedeing aircraft, as each one in the stream took longer than the one before!! ATC pressed the crash button as they did not think No 5 would make it.

We used to offload fuel at Marham in the summer months, and it was usual to have a large gap, the wrong way, between Stop and Go Speeds at places like Masirah. Ah, those were the days!!

It usually was. On the principle of ignorance is bliss I was quite often glad I was sitting facing aft!

One of our crews had a late morning takeoff from Dubai. The co-pilot had never operated in the tropics before and calculated the fuel load using the tower OAT of 40C, not realising that out on the runway it was probably nearer 50C. The captain managed to drag it off just as the lights flashed under the wheels, and resolved to check the fuel calculations next time!

I recall a notice in the planning room at Gan:

'The captains of 4-jets are requested to line up at least 500 feet from the runway threshold to avoid damage to the approach lights on engine run-up'

Underneath a Victor tanker captain had scrawled 'I will write off the approach lights at one end or the other. Which would you prefer?'

Victor K1 take off at Gan often saw the aircraft reach the end of the runway with the wheels still on the ground. As the aircraft ran off the end of the island the wheels drooped to the flight configuration kicking up rooster tails from the water. Gan is 6ft above sea level.

Take offs at Masirah also used a lot of (all) of the runway, so Nos 2 & 3 in the stream were IF in dust storms at Rotate. This with a severely reduced fuel load.
Ah the luxury of the Conways in the K2.

As TTN suggests facing aft saved quite a lot on the laundry bills.