Russian attempt to shoot down a Wessex
SAS - not really since I don't make personal slurs (generally) and try to concentrate on the argument. And you know I am used to taking abuse from all sides
Sandy - the Deck Landing training was cascaded down from me to the Training Officers and QHIs on the SARF and then down to the pilots.
And I think HMS Clyde (on which much of the training took place) in the Falklands definitely counts as a small deck.
Sandy - the Deck Landing training was cascaded down from me to the Training Officers and QHIs on the SARF and then down to the pilots.
And I think HMS Clyde (on which much of the training took place) in the Falklands definitely counts as a small deck.
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Crab, didn't realise you were using cascade as a verb, thought you were defining a type of deck landing - as in "stream" and one or two other "interesting" trials we did.....
Last edited by Thomas coupling; 17th Jul 2018 at 20:04. Reason: *
That yellow Sea King has 'magic' chocks - they appear suddenly thanks to some sneaky editing!
Originally Posted by [email protected]
That yellow Sea King has 'magic' chocks - they appear suddenly thanks to some sneaky editing!
and after the roll well forward of the pilot's sight line 'cos someone forgot to set the parking brake 'on' for a deck landing
Yes, they did forget the brakes but that forward sight line is the correct one for the Sea King - the other one is for Lynx
Chief Bottle Washer
Originally Posted by [email protected]
Yes, they did forget the brakes but that forward sight line is the correct one for the Sea King - the other one is for Lynx
Well it's called the bum-line for the pilot to 'sit' himself on and the teaching was to run that under the handle on the outside of the pilots door - clearly there has to be some margin for error so if the wheels are on that line there is still adequate clearance for the tips at the front.
It is also slightly more comfortable to err forwards than back, since you don't have a crewman in the door giving 'con', to be sure the tail doesn't end up too far back.
It is also slightly more comfortable to err forwards than back, since you don't have a crewman in the door giving 'con', to be sure the tail doesn't end up too far back.
Originally Posted by [email protected]
Well it's called the bum-line for the pilot to 'sit' himself on and the teaching was to run that under the handle on the outside of the pilots door - clearly there has to be some margin for error so if the wheels are on that line there is still adequate clearance for the tips at the front.
It is also slightly more comfortable to err forwards than back, since you don't have a crewman in the door giving 'con', to be sure the tail doesn't end up too far back.
It is also slightly more comfortable to err forwards than back, since you don't have a crewman in the door giving 'con', to be sure the tail doesn't end up too far back.
There shouldn't (IMO) be any erring off the pilot's sight line on a small deck: it would seem that after rolling forward the main gear finishes up on the sight line which puts the SK some 6-8ft forward of optimum and by default, the tip path that much closer to the ships superstructure. On many RFA decks we had about 12-15ft tip clearance to the hangar so we would land on the line: not fwd, and not aft, and all without the crew leaving their seats in the back.
Small ship decks have a lot more to their operation than seems to have filtered down over the years; 'Corporate Knowledge' is the buzzword for passing on experience.
Not saying they did it right John, and the procedure clearly dates the video from before 2010 which is when I was Standardised and then passed on the training which included landing on the bum line, no crewman in the door and putting the brakes on.
Up until 2010, there was little DL training except in the sim on the OCU as we had operated on the basis that RNSAR had - ie that a SAROP was a SAROP and could be treated as any other 'situation'. The grey funnel drivers realised, with more embarked ops happening, that everyone landing on a deck needed to be formally qualified - step forward (or was I pushed?) crab@...... but it's all water under the bridge now.......(see what I did there?)
Up until 2010, there was little DL training except in the sim on the OCU as we had operated on the basis that RNSAR had - ie that a SAROP was a SAROP and could be treated as any other 'situation'. The grey funnel drivers realised, with more embarked ops happening, that everyone landing on a deck needed to be formally qualified - step forward (or was I pushed?) crab@...... but it's all water under the bridge now.......(see what I did there?)
Even Crab's RAF Mates were trying to be rid of him by shipping him off to the RN!
Or....as Crab will tell it.....Best Man for the Job!
Or....as Crab will tell it.....Best Man for the Job!
Sas, when the Gp Capt (full-bird Colonel to you) says 'get on with it', how much choice do you have?
The worst of it was how often I had to make the 16-hour flight down to the Falklands to train the pilots
The worst of it was how often I had to make the 16-hour flight down to the Falklands to train the pilots
Whereas, the RN treated SAR as a secodary role, the CRABS stood up a squadron of 200+ personnel, a Group Captain several Winko's and a fleet of 19 cabs just to do what we did during our lunch break. AND from a moving deck. The crabs did it from a 2 mile runway next to a hotel on Anglesey!
Had to get that one in - sorry Crab
Had to get that one in - sorry Crab
he worst of it was how often I had to make the 16-hour flight down to the Falklands to train the pilots
TC - have you forgotten 771 and Gannet SAR? I'm sure they would love to be remembered as 'part-timers' - not
The more tales I hear about the secondary role RNSAR (still working with ex-RN guys), the more I realise we got it right
I'm sure they would love to be remembered as 'part-timers' - notThe more tales I hear about the secondary role RNSAR (still working with ex-RN guys), the more I realise we got it right
