Originally Posted by Jackonicko
(Post 10801993)
So what was the difference between the E3 and the E3A (no IRFIS on the E3A, right?), and between the E3A and a basic C1?
How many C1(PR)s were there? Both the 60 Squadron aircraft, I guess? |
Did the E3As have the big light on the front end, Juan?
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Originally Posted by Jackonicko
(Post 10802110)
Did the E3As have the big light on the front end, Juan?
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Didn't 60 Sqn use a Nav when flying out of Wildenrath up the Corridor.
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Originally Posted by KPax
(Post 10802158)
Didn't 60 Sqn use a Nav when flying out of Wildenrath up the Corridor.
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When the Andover came into service at Abingdon c 1966 much was made (probably by Hawker Siddeley) of its ‘’kneeling’ undercarriage capability available for loading.
Was it ever much used ? |
Originally Posted by NRU74
(Post 10802350)
When the Andover came into service at Abingdon c 1966 much was made (probably by Hawker Siddeley) of its ‘’kneeling’ undercarriage capability available for loading.
Was it ever much used ? Scooby |
Originally Posted by Rocket2
(Post 10801750)
As Brevet says, at least for the mighty 115 operations, very happy days working on the best squadron (with the best boss) in the RAF by far (IMHO)
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Kneeling...
During an Easter vacation from University, 3 of us ULAS students went for a short detachment with 46 Sqn, thanks to my ex-RAFC Flt Cdr ('Chunky') who had gone to 46 as a wheel of some sort.
Fascinating time (apart from that 'suicide corner near Thorney); one trip was a pilot's last one on the squadron. So we flew low level all the way from Thorney to (I think) Prestwick - or it might have been Glasgow. Then over to Benbecula (or was it Stornoway?) to collect some passengers before flying airways to Lyneham. Lyneham was incredibly busy back then, but we were directed to a parking spot. Then out strode a Plt Off in No 1 uniform with the dreaded red arm band with yellow wheel clutching a clip board. He pointed his brown-gloved finger at the captain and made kneeling gestures with the clip board.... Which was like a red rag to a bull; the flight deck window flew open and the captain asked this 'mover' WTF he wanted. "Kneel the aircraft" was the reply. "No I b***dy well won't", shouted the captain, "I'm shutting down; ***k off and get some Comet steps - they'll fit!". As the props stopped, the captain told me that unnecessary kneeling was always avoided as it put quite a load on the hydraulics and was only used if there was no other option …"...and not because some jumped up mover wants us to". The mover failed to find any steps (although we knew there were some), so the passengers were disembarked using a catering truck with a scissor lift. I learned a lot from that trip - and what a great place Thorney Island was too! |
Originally Posted by BEagle
(Post 10802667)
During an Easter vacation from University, 3 of us ULAS students went for a short detachment with 46 Sqn, thanks to my ex-RAFC Flt Cdr ('Chunky') who had gone to 46 as a wheel of some sort.
Fascinating time (apart from that 'suicide corner near Thorney); one trip was a pilot's last one on the squadron. So we flew low level all the way from Thorney to (I think) Prestwick - or it might have been Glasgow. Then over to Benbecula (or was it Stornoway?) to collect some passengers before flying airways to Lyneham. Lyneham was incredibly busy back then, but we were directed to a parking spot. Then out strode a Plt Off in No 1 uniform with the dreaded red arm band with yellow wheel clutching a clip board. He pointed his brown-gloved finger at the captain and made kneeling gestures with the clip board.... Which was like a red rag to a bull; the flight deck window flew open and the captain asked this 'mover' WTF he wanted. "Kneel the aircraft" was the reply. "No I b***dy well won't", shouted the captain, "I'm shutting down; ***k off and get some Comet steps - they'll fit!". As the props stopped, the captain told me that unnecessary kneeling was always avoided as it put quite a load on the hydraulics and was only used if there was no other option …"...and not because some jumped up mover wants us to". The mover failed to find any steps (although we knew there were some), so the passengers were disembarked using a catering truck with a scissor lift. I learned a lot from that trip - and what a great place Thorney Island was too! I was grabbed in the busy bar by an X UWAS member who was based there, I remember his first name, but won't repeat it here. Nice chap and I wished I spoken to him for longer. I believe he was on Jags there. I think it was before Lossie we did some low level stuff around the islands and then some calibration at Macrihanish, where I sat in on the ground with the calibration officer and watched 115 do their stuff. When we were at Stornoway, I ventured into the terminal looking for a mars bar! There were a number of teenage girls in the terminal, who were most impressed with my olive overalls and white epaulets. I was suddenly the 19 year old Captain and grew a foot or saw taller. Happy days! |
For BEagle, the Captain sans steps sounds very much in character with one of the nasty iindividuals from the newspaper above. The very same who even now accuses me of causing his being kicked out of Harrods one afternoon many years ago. It really was a lovely afternoon.
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Beags,
Do you know if ‘suicide corner’ was formerly known (I was there in ‘64) as ‘no-guts’ corner ? There was a particularly nasty corner, pre breathalyser, on the road en route from Emsworth to Thorney. |
There was a nasty adverse camber on that bend.
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Scoobytopdog, we had to check the kneeling u/c every month if memory serves correct, yes we used the system for loading freight on & off for the overseas trips we did, seldom any problems with it even at the end, great aircraft to work on.
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I don't recall there being any restrictions with regard to kneeling. It was used when required but when steps were avaiable they were used including the wonderful crew ladder. There was an issue if the Captain, whilste doing his walk round "forgot" the aircraft was knelt, as the normal hydraulic selections in the nose gear bay had to be avoided or hydaulic fluid was dumped all over the pan. Which was sub-optimal. Mind you the fuel tanks also tended to do that if it was warm and the "standard" fuel load of 11200 was asked for on a warm day.
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The problem with that bend was both the adverse camber and its benign appearance for the unwary. As one of my colleagues proved one evening in his Triumph Herald. Approaching from the Thorny direction he ignored the 'slow' signs and entered too quickly, then braked.... Oversteer, the Herald's swing axle rear suspension and the adverse camber had us out of control and heading for the bondhu at an alarming rate. Fortunately he caught it.....just.
"So I guess 'slow' means 'slow'", quipped my fellow passenger in the back. |
Which reminds of the bridge over the railway outside Coltishall. A lot of people didn’t make the 90 left/right either side, especially if they were going too fast and got airborne in the middle.
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Not to mention 'cow **** corner' at RAF Leeming before the new road was built! I recall being a passenger in a car sliding sideways around that bend on our way back from Bedale…. I gather it claimed quite a few!
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The HS748 Draggies in Australia frequently had 3 navs on board, but then again it was a nav trainer.
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I flew them for about 8 years on and off in the RAF. Did the trials on IRFIS.
Standard crew was 2 pilots, one nav. Others depended upon the task; so an AEO for all ILS calibrations and before IRFIS an extra AEO for the Theo talk down which was also required for the PAR. For freight and pax a LM. The E3A had the big light because it was also used for PAR calibrations and without the big light, the Theo chap couldn't see you at long range. I left before the Andover PR finally arrived so can't comment on that. |
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