Time appears to be running out for the Belfast in Oz
 

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The Ulster Aviation Society were contacted about it to see if they want in in their collection bud sadly it is well out of their ability to purchase and transport , even if they could afford it getting to the Long Kesh site would be almost impossible.

Now THERE'S a job for Airlifter. The last few miles, that is.

The last time I saw a Belslow was at Dakar on 29 May 2002. It was parked right next to our almost-as-ancient VC10C1K XV102. It took off and set course northwards at a sedate pace; we refuelled and took off a while later to hear it chugging along at FL160 still well south of Tenerife...

It took us 5:30 to get back to Brize - lord knows how long it took the Belslow to reach its destination!

No need for speed when one has a bedroom behind the flight deck, to rest in for some of the duration !

One thing about which I've always wondered, was why on Earth the Belslo was fitted with a Mach meter.

Did the needle ever come off the stop?

Beags, didn't you fly some other Transport Types that had Airspeed Indicators that had lots of wasted range of indication?

I didn't know the Belfast had an ASI; I thought it had a calendar.

In addition to the calendar, it also had a freight bay capable of simultaneously taking both an Abbott Gun and a FV 432, not terribly quickly, I admit, but as far as the 1(BR) Corps area where they were wanted. In 1968/9 there wasn't anything else in the RAF inventory that could approach that, nor was there until the much more recent arrival of the C-17. (The USAF C-133 might have done likewise, I can't be sure, but that was too bulky a load for the C-141A until the C-5A came along from circa-1970.)

Oh, and the bunks were below the flight deck, not behind it - that was the 'Minstrels Gallery.' And having also flown XV102, I do agree that it went somewhat faster.... and higher.

It'll be a pity if XR365 (as was) at Cairns is given over to the local Fire Crew, for there seems little chance of its ever flying out of there - but at least we have XR371 preserved at Cosford, and in original colours.

Clearly remember a trip in a Belfast hauling a heavy load BZN to ASI and a creep climb all the way allowed us to reach12,000ft abeam Gibraltar. The captain commented that the straits seemed very busy with shipping and one wag responded that at this altitude they were more likely to be in our way than the airways traffic 20,000ft above us!

I think the Belfast's finest moment came with the exercise Bersatu Padu back in 1970. The Belfast were taking ten Wessex out to Changi. Two fitted into each Belfast. At one point there were two Wessex reassembled and flying at Changi, two in a tech Belfast at Gan, two ditto at Masirah, two ditto at Akrotiri and two ditto at Brize. Having said that, all arrived safely, and in time for the exercise.

Is it true that a Belfast once submitted a position report during a longish sector
and ended by saying "no signs of scurvy on board?"

It is. I was told that the full text was "Setting course westwards, no signs of scurvy amongst the crew!".

Upavon was Not Amused!

I was told that it was also fitted with CAT III Autoland.

If so, why?

That was in case the crew hadn't woken up.

It was used as a cheap testbed for the Trident. Once the trials were complete it was not allowed to be used as it was deemed too expensive to maintain. However, I remember a couple of occasions.........;)

Airlander? And is the job to make the Belfast look less slow?

I had to return to Cyprus after Christmas leave in 1974, departing 0500hrs on 1 January (I kid you not). Reporting to Swindon by 2100hrs, it doesn't take a rocket scientist to deduce how the intervening hours were spent.


Aircraft turned out to be a Belfast with about 10 rows of (proper) seats installed. It was like flying in a barn but, as we could lay the seats near-enough flat, and were feeling absolutely no pain, it was a great flight. Got back to Epi just as the bars were opening. Happy days !!

During my time at RAFC Cranwell on 99 Entry, I went on 2 trips to Germany courtesy of Air Support Command. 4 legs, each in a different aircraft type: Britania, Comet 4, VC10 and Belfast.

The Belfast leg was when we returned from King Rock 69, the infamous 2 week end-of-year exercise under canvas near Brilon. After hanging around for quite a while at the RAFG airfield (Wildenrath?), we were herded into the Bel. and settled into very comfy seats with bags of room. I remember the rear doors closing...and the next thing waking up at Brize Norton. The captain was an ex-Cranwellian and had come down to see us, but the whole Entry had been fast asleep! But what a nice way to travel - infinitely better than in the bowels of a Hercules in some webbing sling.

We did our Leadership fortnight in 63 in N Cyprus - Britannia to Nicosia, arrived 0400, truck to the camp at Yialla in the Kyrenia mountains. First trek started at 1400 in the heat of the day, down the mountain to the sea and back. By 1700 half the entry, me included horizontal with heat stress!


1965 the RAF could afford 2 Britannias for 2 weeks to take the two senior entries to the USA, 3 days in Washington, Gp Capt Leonard Trent VC was Air Attache, a week at the Air Force Academy, and best part of 3 days in New York, where the RAF rep had put us about 6 to a room in the Governor Clinton Hotel so we had the bulk of out Rate 1s to spend on "entertainment"! How times have changed.