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20 Jul 10

From Mike Stanley

My step-father, who was himself a pilot (RAF and then Fleet Air Arm), would often quote the "old and bold" aphorism . He also had another:

"Only fools and birds fly, and birds don't fly at night."

It was probably remembering that saying which kept my feet firmly on the deck!

(Owls being an exception of course Mike, and they're allegedly "the wise old birds"! Brian.)

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20 Jul 10

Hi Brian.

A couple more from the archives. The occasion was the 50th anniversary of 210 Sqn at Ballykelly.

Photo 1: Flypast on three. Photo 2: All four turning.

Sach.

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15 Jul 10

Following this year's Flying Legends Air Show at Duxford Tod has sent me this photo and with it the old adage that it evokes: " There are old pilots and there are bold pilots but there are no old bold pilots!"

(Another good one Tod, thanks for sending it in. Brian.)

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"On the shoulders of these, our intelligent young aircrew, rests the safety of the Nation!!!!", or a quote, very similar to it, made sometime by someone.

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4 Jul 10

From Tod Slaughter

Hi Brian,

Feedback seems to have gone a bit quiet. Maybe we need something to smile about. How about this taken on exercise in Scotland!:

Tod.

(Good one Tod, thanks for sending it. Brian.)

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31 May 10

Another email has just come in, this one from Kris Penney. It's a personal letter to me but I'm sure Kris will not object to my putting his first paragraph "On Record" by including it here on the Feedback page. As all are aware Kris is financing this Website up until our next reunion in September 2011 which makes his comments about the Journal even more succinct than the pleas put out by Mike Stanley and myself.

Dear Brian,

Many thanx for your last e-mail re the possible final throes of The Journal. I am a little late in replying due to further trips to the hospital, but I am nevertheless sad to read the bad news. A lot of effort had gone into getting The Journal set up, with time that had been given and spent quite willingly by a few stalwart members. I feel sure that should the Journal have to bite the dust a lot of us will be extremely disappointed and lots of letters will be forthcoming. Whatever happens Brian there is no blame on any shoulders of the editorial staff, you fought a good fight and lack of interest or concern on the part of the Entry members has put you all in a position that cannot be maintained or tolerated.

(My sincere thanks to Kris. A recent phone call to Mike seems to indicate that there may be reason for optimism as at least one person has responded positively by sending in four articles. Here's hoping more will make the effort. Brian.)

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31 May 10

I've just had an email from Frank Chammings with a Netsite address that brings up a very interesting 8.5 minute B & W documentary coverage of the Japanese surrender on 2 Sep 45; it's well worth looking at.

If interested just "Copy and Paste" the following address into your internet browser:

http://www.youtube.com/watch_popup?v=vcnH_kF1zXc&feature_embedded

Brian

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15 May 10

A few days ago Dave Hughes emailed me regarding two articles in Feedback. He wanted to know more details about the Mig15 in Tod's article of 19 Apr as he may well have been onboard the Shackleton MR2 in the photograph's background; he was also very interested in knowing more about the Lockheed Lodestar in Sach's article of 28 Sep last year. I put Dave on to both Tod and Sach and after some emailing to and fro between them I received a cc of one Dave sent to Sach with a comprehensive history of that Lodestar; Dave gave me the go-ahead to put some, or all, of his email on Feedback so what follows is all of it, and most comprehensive it is too. Brian

Sach,

Firstly, may I thank you for your speedy reply. Though what follows generally answers my immediate query, I would still like to develop my interest in this aircraft further given your permission. In doing so, full credit will be given to you as owner of the photograph. Please confirm that it is OK for me to continue.

The clues to the identity of your aircraft came in the photo of the aircraft in the museum in Montevideo. Reference to Peter J Marson's book "The Lockheed Twins" tells me that this aircraft, registered N69415 in the photo, is a Lodestar 18-56 with manufacturer's serial number 18-2349. On the fin can be seen the number 26 and when I look at the information available on N69415, it tells me that when employed by "Fairchild Aerial Survey Corp", it was allocated the additional number FN26, which I take to be Fleet Number 26. It is interesting that the leading edge of N69415 is painted in the same manner as that in your photo with the latter having that faded number 34. I am not experienced in aerial survey work but I assume the aerial in your photo and the two on the Montevideo aircraft relate to this type of operation.

Further investigation in Peter J Marson's book gives the following for Fairchild Aerial Survey Corp:

"Also known as Fairchild Aerial Surveys Inc, the company carried out worldwide aerial photographic mapping, magnetometer, magnetic gradiometer and radiation survey service for many years with Lockheed 14 and 18 aircraft. The company became a division of Fairchild Camera and Instrument Corp in 1961; other subsidiary companies included the Fairchild Engineering Co and the Fairchild Photometer Co." Fairchild would appear to have operated five Lockheed aircraft: Lodestars 18-2349 (as above) and 18-2363 (N2722A - FN34), Hudson 414-7494 (NR50651 - crashed 29/10/52), and Lockheed 12A/s 1221 (YV-P-AED - operated by Fairchild in Peru while on the Venezuelan register!!) and 1223 (NC18126 - a/c owned 50/50 with Shell and used in Ecuador).

For interest, the Hudson Model 414 was a development of the Lockheed Model 14 Super Electra, the Model 414 being the version designed in 1939 for the RAF (1738 delivered of various marks) though later versions of the same aircraft were also supplied to the RCAF and RNZAF.

So Sach, the aircraft in your photo is Lockheed Lodestar Model 18-56, manufacturers serial number 18-2363, registered at the time as N2722A and with Fleet Number 34, though the registration is not discernible in the photo and the fleet number faded (had someone tried to erase this?). Power plants would appear to have been two 1200hp Wright Cyclone GR-1820's. Its full history was:

"(Model) 18-56-23/C-60A-5-LO (serial number) 42-55926 (to) USAAF (delivered or fly-away factory date) 15Feb43. To Long Beach, United Nations for RCAF. To Canada 22Feb43, (serial) RCAF 555, (taken on charge) TOC 24Feb43 (struck off charge) SOC 12Dec46. Reg'd CF-FKW (to) World Wide Aviation, ferried Canada-Iceland-Prestwick-Paris 6Jun47. To Fairchild Aerial Surveys Inc, reg'd N2722A, FN34 (Apr 54). Used by Fairchild Engineering Co/Fairchild Photometer Co (Apr 55). (Cancelled from US register) Cx 11Jun62. To Societe Anonyme Carta, reg'd F-BKBY 15Jun62. (Damaged beyond repair) DBR when aircraft hit trees flying low at Compeigne, France 22Jun62, causing the port engine to fail. Emergency landing made at Creil. Stored unrepaired there until scrapped 1969.

NB: Except for the two date (Apr54) and (Apr55), the bits in brackets are to assist just in case you are not familiar with the abbreviations used. My apologies if you already understand.

My thoughts: I think that when you photo'd the a/c, it was probably between owners, there being no apparent trace of a US or other registration. Even in those far off days there were often extended periods when an aircraft may have languished unattended. In that sense, do you have any thoughts on how long it sat in the hangar before it presumably departed to France? Societe Anonyme Carta was also an aerial survey company which "operated one L-18 in the 1960s (but not for long apparently).

One final question. Sach - You date the photo as 1961 but have you any thoughts on how long the aircraft had been in the hangar and how long it remained afterwards? Any further info would help.

Finally, may I thank you for your help in pointing me in the correct direction and may I then say to you and to Brian - if you wish to include any of the above in "Feedback", please do so. I suppose I should then ask that if any others in the Entry have old photos (pre 1970's) they would love to identify, I would be only too willing to help!

Cheers and thanks!

Dave

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12 May 10.

From Frank Chammings.

ANOTHER JAVELIN DOWN.

The Javelin crash reminded me of a Javelin crash at Wildenrath c 1962. It was a Friday and a few of us were going to spend the weekend skiing at Winterburg, Don Higgins, Alan Waghorn and myself included. All the alarms went off about lunchtime, a Javelin had crashed on the threshold of the runway not too far from our hangar of 88 Sqdn. We all rushed over to find the aircraft on its back with the navigator still inside. The pilot had ejected but at a low level and was taken away still in his seat if I remember correctly. The nav had tried to eject but the seat had not gone away and had fallen forward so he was trapped inside the cockpit upside down. We started to dig the sandy soil from underneath the cockpit, the nav's arm was between the seat and the fuselage, when we had dug enough out a medic pumped some morphine into it. We soon realised that we were not going to rescue the nav from underneath. He asked for more morphine but the medic said no, he wasn't sure if the morphine was getting though as the nav's arm appeared to be squashed against the seat. They had to get a crane there to lift the aircraft but to do that a firm road was required as the ground was swampy (Wildenrath means wild swamp, so I understand) so a lot of timber was laid down to allow a crane to get close enough to the aircraft to lift it up. The armourers realised that the seat was not safe as it was, so when the aircraft was lifted a bit a Sgt armourer (I forget his name) used our tunnel and made the seat safe and was later commended for his actions. We then realised that we were in danger all the time we were digging the tunnel as there was always the danger that if the seat had fired, the Javelin could have lifted up and fallen down on us.

As it was we went off to Winterburg and had a terrific Saturday getting soaking wet when crashing into each other on our skis. I think that Alan broke one of his skis which was not appreciated when we returned them. We had such a good evening around the bars that it was impossible to do any skiing on the Sunday and we ended up having a good lunch at a restaurant on one of the mountains before we went back to camp.

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11 May 10.

From Sach Goodwin.

A close shave, a case of familiarity breeding contempt, or was it just how to get blown up twice in one day.

1964 and I'm a corporal on 6219 Flt of 5131 Bomb Disposal Sqn at RAF Swanton Morley. We were clearing the recently closed RAF Barnham, a former explosives M.U. At Barnham were some large pits where we had disposed of, by burning, some unmentionables from the site behind three barbed wire fences and watchtowers. (Google RAF Barnham for info on the site).

RAF stations in the area would send their time-ex 'bits and bobs' to us for disposal, also oddments that were washed up on the beaches. On this particular day, we had a heap of 108/109 electric detonators (Canberra canopy & hatch dets), the 11 lb cordite fillings from a number of 3 inch rocket motors, a couple of igniters-incendiary (4 lb hexagonal incendiary bombs) and some life-ex rockets-buoyant-line-carrying (ex Coastguard) for disposal.

'Twas a bright sunny day at Barnhan and nearby some officer cadets from RAF Feltwell, under the command of a Sqn Ldr 'rock-ape' and his staff, were setting out their tented camp. Tents were set out in line using long strings and measuring tapes to set the distance between each tent. They even had a marquee mess tent set up with all the silver and napkin rings in little pigeonholes!

In one of the burning pits we placed two empty 1,000 lb TI (target indicator) cases, with some 3 inch rocket motor fillings at the bottom of each and then piled the 108/109 dets on top. The idea being that the burning rocket motor cordite would then cause the dets to pop. Our illustrious Sergeant (famed for using 6 inches of safety fuse and the fastest hundred yards in the world) had forgotten to bring the initiators, so his preferred method of ignition was to cover the cordite with a sandbag, drown it with petrol from the Land Rover and throw in a flaming rag. Whilst this was going on my mate, who was to be my best man, took the Land Rover and a couple of chaps up the hill to the campsite to warn them that there would be some smoke and flame but there was nothing to worry about. Whilst he was giving the warning, the fire had been lit. The rest of us were standing round the edge of the pit (bloody idiots) watching the conflagration. As we were a law unto ourselves we were all wearing trog boots, hairy trousers and nothing on top; as I mentioned earlier, 'twas a sunny day. The fire got a bit hot and as I turned to walk away there was an almighty bang. To this day I don't know whether I fell down or was blown down. I looked up and the sky was full of lumps of flaming material. We picked ourselves up, rather shakily, and realised that there were many fires burning in the long tinder-dry grass and Thetford Chase was not too far away. Whilst we were stamping out the fires the officer cadets came charging down the hill, (Sqn Ldr leading), carrying fire extinguishers and extinguished the rest. The Sqn Ldr had to poke his nose in and came across for a chat; he looked at me, his face went white and he asked if I was OK. On looking down at my bared chest I saw that it was covered in blood. These minor injuries turned out to be scratches sustained when I hit the deck and bounced on the chalk and PSP surrounding the pit.

We retired for a brew and our packed lunches and then went out again to get rid of the remaining 'bits and bobs'. This time we used a smaller pit further down the slope and put in the remaining dets, the rockets-buoyant-line-carrying and the igniters-incendiary. The pit was covered with a metal door and weighed down with lumps of concrete. Ignition was obtained by connecting one end of a long bit of cable to the incendiaries and by touching the other end to the Land Rover battery. Once again, plenty of smoke and another almighty bang. The metal door was split in two and blown high into the air along with more lumps of flaming material and, once again, more fires started. These were quickly extinguished and we went back to base at Swanton, a quieter, more reflective bunch of guys than had set out that morning in high spirits. Back at base I passed the flight sergeant's open office door and a voice boomed out, "Sach, in the office and shut the door behind you." (This man had been my boss at Bruggen and we were old mates). The nosey Sqn Ldr at Barnham had obviously been on the phone because his first question was, "No buggering about, what happened?" Having told the truth and being thanked, the sergeant was called in and I suppose he had his fortune read. It obviously didn't do any good, as events later in the year at Kuantan were to prove.

Once again it goes to show that APs and the rules and regulations are there to be followed.

(Sach apologised to me for the length of this "There but for the Grace of God ......" story. Many thanks Sach and certainly no need to apologise, I just wish there were more stories like yours coming in. Brian.)

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3 May 10

From Tod Slaughter.

JAVELIN DOWN.

After the surprise of finding photos of the Migs at El Adem on the web I found one of a Javelin which I never knew existed.

It brought back memories of the accident that it was involved in back in the late July of 1959. I was a J/T engine fitter on 64 Sqd'n at Duxford helping to get their Javelins airborne. At the time we were on detachment to Nicosia, Cyprus.

"Golf" took off on an early morning sortie and when at 35,000ft things went wrong. They lost nos. 1 and 2 hydraulic pumps which left them without pressure to the undercarriage, flaps, airbrakes and half power to the flying controls! Rather than eject the crew decided to risk a landing. Nicosia was out of the question as there was no room for an overshoot at either end of the runway so they elected to land at Akrotiri. They used the emergency air to blow the wheels down and headed south. After a high speed touch-down they left the runway still motoring along at around 90 knots before taking to the "bondoo"! Towards the end of their ride a five foot bank wiped off the undercarriage and they slid to a halt some 600 yards on the overshoot! Both pilot and navigator emerged unhurt but the Jav. was Cat.5.

I was the fitter detailed with the other trades to render it safe so we travelled by Land Rover to where she lay. Upon arrival I had to dig a trench just aft of the nose wheel to be able to remove the starter bay panel and unload the cartridges. Then I removed the side panel just forward of the intake to drain the Avpin which accounts for the panel missing on the photo (The starter system used both cartridge and Avpin which caused the starter motor to disintegrate much too often for my liking!!).

The picture shows at least one "snoop" guarding it sometime after the rest of us had gone.

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27 Apr 10

From Ken Williams

Tod's shot of the Mig 15 brought back memories of my holiday at El Adem. The Migs were Egyptian and were on their way to the Algerian Independence Day celebrations. The a/c were impounded and the crews whisked away to Transit. I believe their release was sanctioned by No 10. I've got a picture of the line of parked aircraft somewhere.

The odd thing was that I was there at the same time as Tod, working on the same section (TASF) yet neither of us remember meeting. Also there at the same time, Curly Knowlton, Ginge Thompson and Ernie May.

(No one has come up with identifying the Mig's markings so I had a look in Wikepedia and it turns out be the Algerian Air Force not Egyptian: maybe it was the other way round and they were returning to Algeria from Egypt. Brian.)

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A few for starters.

Well I fancy the ant wearing the lipstick!

I've heard of painting the grass green but not watching it dry as well!

I feel so randy that if that worm winks at me again I'll ask her out!

I hope the CO is looking coz this must be easier than buying ourselves out!

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23 Apr 10.

Now here's a photo just begging for comments! Why not have a go?

Brian

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19 Apr10

From. Tod Slaughter.

Back in Journal No 2 I recounted an Incident that happened whilst I was at El Adem, Libya, in 1962, when to our amazement out of a clear blue sky seven Mig 15s circled overhead and landed. One, I was led to believe, had a fuel flow problem so they all "lobbed in!". I know that photos had been taken at the time but they were all confiscated and as far as I was concerned there was no pictorial evidence of the occurrence. That is until now as, from the "El Adem" web site (www.tears.org.uk), I've received this photo which must have "slipped the net". It shows one of the Migs parked on the pan with a Shackleton taxiing in the background. I'm not very good at a/c marking but I thought the Migs were Egyptian, however I could have been wrong. I wonder what our surprise visitors thought of the "modern" RAF when that Shackleton rumbled past!!

(Anyone recognise these markings on the Mig? Brian.)

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7 Apr 10 (the day we in the West went fully digital).

From Mike Stanley.

One of those "Grace of God" moments.

This was after I had left HM Royal Airworks where, banged up in a station armoury for most of my service life, I had few opportunities to chance my arm. Working for GPO Telecommunications gave me ample opportunity!

I worked repairing faulty underground telephone lines; when a telephone line was reported faulty it was s.o.p to work on the the line from it's termination in the local telephone exchange. Measurements could be taken to localise the fault and an oscillator signal put on the line to track it through cables and joints; up to 100 telephone lines could pass through an underground cable/joint.

I'd been back and forth to the exchange several times; problems with the oscillator (and with my measuring!). Time was running out; we had target times and questions to answer if not met.

The exchange was located by a busy main road; I parked the van, a Bedford 15cwt, in a quiet street across from the exchange and then hoped the pedestrian crossing lights would be in my favour to get across to the exchange in short order. I managed it, just, by running across as the lights were changing. Into the exchange, tested the line, OK, hooray! Signed off the fault and was passed another one, in a different exchange area. Goes back to my van, couldn't see it as I crossed the main road, one of the boys, playing silly b*ggers, must have moved it (happened quite often, one ignition key fits all!). Turned the corner into the street where I had parked and saw, with horror, my van on the opposite side of the road, hard up against a garden wall!

I had visions of seeing a pair of feet sticking out from under, or worse still a crumpled pram but no, by the Grace of God the van, which had rolled down the slight incline backwards, had somehow managed to miss a car parked behind it, cross the road, mount the foot-way and bash into a brick wall without damaging person or property (except the van itself, which had a twisted chassis).

In my haste to get across the road and into the exchange I hadn't fully applied the handbrake.

Lost my safe driving award for that year, it could have been so much worse.

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3 Apr 10

Would anyone nowadays believe how "cavalier" we once used to be with our tools (work on aircraft for the use of, that is!)? I remained a "rigger" from pass-out until 1965 and during that time served at Chivenor, Changi and Colerne on both First and Second Line Servicing; at each of those stations I was issued with a personal tool-kit, either in a large box, sometimes modified with castors, or (at Colerne anyway) a strong canvas bag. If I was ever in need of a specialist tool not included in the personal kit then it meant booking it out from the tool-store, signing for it, and returning it when used. But what about the personal tools? In my case it was always just down to the individual to check his own kit after use; what a stupid system and thank Goodness for the simplicity of later day "shadow-boards"....I wonder who instigated that system in the mob? Maybe your experience was different and you worked under safer conditions. Anyway, one day at Colerne, a very simple snag on a Hastings brought this problem home to me with a vengeance:-

The crew were ready to fly off (to Norway I seem to recall) but the co-pilot's windscreen wiper wasn't working whilst the pilot's was OK. The spindle for the wiper passed from inside to out through a simple tunnel, no bearings just a sliding fit. A few minutes with a "rat's tail" and a bit of lube fixed it. The aircraft departed and I went back to the SNCOs' crew room for a cuppa and a game of "Hunt the Lady": ah, sweet memories! Then came the thought..."Did I put the file back in my tool-bag?". I knew the answer before I looked and was already beginning to panic when the check confirmed it...the bl**dy thing was still on the aircraft, and up-front just to make things worse. If you've ever been in that position then you know the thoughts that run through your mind. I did the right thing and went straight to my boss who, of course, didn't expect such stupidity from one of his Sgts but quickly got the message to Operations who, in turn, sent a signal off to the aircraft's destination whilst I sweated it out for a few hours, not pleasant. Still fresh in my memory was an incident during my time at Chivenor when a "sumpie" had left a tool somewhere in a Hunter's innards and that had been a fatal mistake.

Once on the ground, and in receipt of the signal, the flight engineer searched the flight deck and eventually found the offending file, broken in half, under the co-pilots leather seat-squab. The crew could have been vindictive and let me suffer until they got back but they didn't and I was well and truly "let off the hook". So, "There but for the grace of........!" go I once again.

Brian

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3 Apr 10

I recently received an email from Terry Pallister with a Link leading to a quite amazing bit of video footage. If you're interested in model aircraft this is "a must".

Copy and Paste this it into your browser for about seven minutes of entertainment: http://www.youtube.com/watch_popup?v=SDbQ5xvsrIU

Brian

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3 Apr 10

Another email I had a couple of weeks ago was from John Taylor. He forwarded an email he had received (sort of "Chain Mail") with an interesting article about a ground accident to an Airbus A340-600 at Toulouse. The article needed some editing before becoming something I could repeat here so, leaving all Politics and Nationalism out of it, here is the gist of what occurred (it was a couple of years ago).

A brand spanking new Airbus 340-600 sits just outside its hangar at Toulouse without a single hour of airtime. Enter a non-company flight crew to conduct pre-delivery ground tests, such as engine run-ups, prior to delivery of the aircraft to a Middle East airline. The crew taxies the aircraft to the run-up area, sets the brakes and takes all four engines, on this virtually empty aircraft, up to take-off power. A warning horn is blaring away on the flight deck because the aircraft computers think they are trying to take off without being configured properly (flaps/slats, etc.) so one of the crew decides to pull the circuit breaker on the Ground Proximity Sensor to silence it; this fools the aircraft into thinking it is in the air. The computers now automatically release the brakes allowing the aircraft to rocket forward; the crew having no idea that this release of the brakes is a safety feature to prevent the aircraft landing with its brakes on. Not one member of the seven-man crew is smart enough to throttle back the engines from their max power setting so the brand-new $200.000.000 aircraft eventually crashes into a blast barrier and is destroyed.

Having absorbed that and having come to the conclusion that it could have happened that way, here is the official (and presumably true) story

Just before 16:00 (on the day in question) the power of the Rolls-Royce Trent 500 engines was increased to an engine pressure ratio of 1.25 - with the thrust levers corresponding to a position between maximum continuous thrust and maximum take-off thrust. All four engines were operating. While the parking brake was on, registering 2,600psi, the inquiry says the applied thrust was around the limit of the parking-brake capacity.

At the time of the accident an Airbus employee was occupying the right-hand seat of the jet while an Abu Dhabi Aircraft Technologies technician was in the left-hand seat. Flight-recorder data shows that, shortly after 16:02, the person in the left-hand seat warned that the aircraft was moving. The ground speed began gradually increasing to 4kt over the next few seconds and, after a second call that the aircraft was moving, the recorder registered pedal-braking and the deactivation of the parking brake.

Brakes on the A340-600 are linked to two hydraulic circuits: the 'green' normal circuit and the 'blue' alternate. The parking brake is on the blue circuit and only applies to the left- and right-hand main undercarriage bogies, not the centre bogie. If the parking brake is released and the brake pedals applied, the 'green' circuit comes into play. The pedals act on all three main bogies.

Recorder data shows that 'green' circuit brake pressure on the A340 rapidly rose to 2,500psi while the 'blue' circuit pressure dropped.

About seven seconds after the first movement warning the nose-wheel was turned sharply right. Activating the nose-wheel steering inhibits braking on the central bogie, becoming completely ineffective past 20 degrees of steering. The aircraft swung 37 degrees to the right but continued to accelerate, its speed increasing from 4kt to 31kt in seven seconds, before the aircraft struck the test-pen wall, demolishing its forward fuselage. The jet was written off.

In its report into the accident, the BEA says the aircraft and its braking system functioned correctly, but states that the nose-wheel steering "limited the effectiveness" of the brakes. "Surprise led the ground-test technician to focus on the braking system, so he did not think about reducing the engines' thrust," it adds. Only after the collision with the wall were the throttle levers retarded to the idle position.

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9 Mar 10

Having asked the question, I felt I should put pen to paper. Not too sure if it's a Grace of God story, but I had a hand in it.

Picture the scene: Saturday morning on 213 Squadron at Bruggen (those with long memories will remember that we worked Saturday mornings). The Sgt rigger (a portly gent whose name I won't mention) told me to take a Canberra towing arm out to an A/C on the line. In those days the towing arm was a rather heavy affair constructed from angle iron. I pushed this thing a great distance to the aircraft and, as it was a two man job to connect it to the A/C and no one was available to help me, I pushed it up to the nosewheels and left it.

Andy Watson was refuelling an adjacent A/C so I climbed up to help him. Some while later the Sgt rigger drove up in his Hanomag tractor with the greenhouse cab and hooked the towing arm to the tractor's front pintle. He removed the A/C chocks, leant inside the door to release the A/C brakes (no one on the brakes & I had forgotten that the towing arm was not attached), climbed back into his tractor and started pushing the A/C back. As the ground sloped towards the hangar, the aircraft ran away from him. He jumped from the tractor, ran after the A/C and managed to apply the brakes. He then found that his tractor and towing arm was bearing down on the A/C (he hadn't applied the tractor brakes). By the time he managed to get back into the runaway tractor the towing arm had run off course and had run alongside the nosewheel, bending the arm. Probably didn't do the nosewheel assembly much good either. The tractor had also swiped the A/C with resultant damage to the A/C.

Much covering up, perjury, and unlikely stories followed and he somehow got away with it. Had I not pushed the arm up to the nosewheels and had I not forgotten that it wasn't connected, I wouldn't be recounting this sorry tale.

Sach.

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8 Mar 10

A C-130 was lumbering along when a cocky jet-jockey in a F16 flashed past and started to show off. "Watch this" he radioed to the C130 pilot and then promptly went into a barrel roll followed by a steep climb; he then finished off with a sonic boom as he broke the sound barrier. The jet-jockey then asked the C-130 pilot what he thought of his show?

The C-130 pilot replied,"That was very impressive but just watch this!!" The C-130 droned along for about five minutes and then the pilot came back on and said,"What do you think of that then?"

Somewhat puzzled the F-16 pilot asked, "What did you do?"

The C-130 pilot chuckled and replied, "I stood up, stretched my legs, walked to the back, took a leak, then got a cup of coffee and a cinnamon roll!"

The moral of this story is..... When you are young and foolish speed and flair may seem such a good thing!! When you are older and smarter, comfort and dull is not such a bad thing!!

I can relate to that!!

(Does anyone else have some jokes or "words of wisdom" they wish to share with us?)

Tod

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24 Feb 10

I hesitate to write this for obvious reasons, but it's my Grace of God confession.

1970, Far East (see Journal No 6), at the end of the contract the helicopter had a serious fuel leak from the forward tank, the top cork gasket and the rubber of the tank had been cut by my engineer over-torquing the bolts. Whilst awaiting a replacement tank I was asked by the Oil Company if we could fly one more trip to the rig and back, a round trip of 7 hours. I said OK and fashioned a gasket out a Japanese car inner tube. To my relief the helo returned on time; as soon as I could I opened up the tank aperture and found to my horror that the inner tube had disintegrated into strips and a whole bunch were around the intake to the forward fuel pump leaving just enough room to let some fuel through.

When I retired 28 years later I was told that a letter of commendation had been written by the Oil Company to the Engineering Director praising me for getting the job done. Little did they know.

Frank

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16 Feb 10

That question from Sach reminds me of one of my lucky escapes.

Chivenor, not long out of Halton and in the cockpit carrying out the statutory number of hydraulic actuations required after refitting a Hunter tailend. My mate outside as a safety man and a Sgt electrician somewhere out there changing a nav light bulb on the port wing. My safety man indicates to me that the NAAFI's up and says he's off to the crewroom to buy us wads and a cuppa each. What the Hell, there's no one around, even the leckie has gone for a break so why not another u/c cycle or two before going for the break? Hit the button to lower the u/c and there's a mighty bang as the port wing lifts up into the air, reactive selection of "up" and all goes quiet other then the noise of the hydraulic rig and my thumping heart. I was down the ladder like a flash to find everything OK except for a severely smashed leckie's tool-box directly under the port u/c leg....yes he'd moved the box for some obscure reason during those few moments between my mate leaving the scene and me making the stupid decision to break the rules. Why didn't the a/c jack puncture the wing, it certainly would have done if the jacking pad hadn't stuck to the wing and my guardian angel hadn't allowed the ball-end of the jack to slot back into that pad as precisely as it did when the wing slammed back down again? It's quite likely that no one other than the three of us ever got to know about it and the lesson was learnt, or was it?

Would anyone else like to share anything they have ever done that led to them saying, like me,- "There but for the grace of......etc"?

Brian

A shot just to show that the old "wrist-breaker" we knew and "loved" still exists and is still just as hard to start!

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16 Feb 10

Having read the reason behind the 747 debacle, I wonder how many of us can look back over the years and say - "There but for the grace of God."?

Attached is a photo of a handsome young plumber with a teeny-weeny bomb.

Sach

(Can't believe you were ever that young mate! Brian)

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<12 Feb 10

Here's what caused the 747 to dip its nose into a monsoon-drain; a salutory, and expensive, lesson for the guys concerned

The Boeing 747 was being taxied on Kuala Lumpur (Malaysia) airport from a hangar toward a departure gate to board 319 passengers for Jeddah (Saudi Arabia), when the crew lost directional control of the aircraft and it entered a monsoon drainage ditch, resulting in serious damage to the forward airframe/nose section. None of the six crewmembers aboard were seriously injured.

The aircraft was being moved by a maintenance crew, who taxied using only the no.1 and no.4 engines, apparently not realizing that the aircraft's braking system is powered by hydraulic pumps powered by engines no.2 and no.3.

(A bl**dy good job it didn't get to the departure gate then!!!)

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10 Feb 10

Like all the blokes I was sad to hear of the death of Johnny Dankworth. I remember when he played at our gradualtion asking for his autograph for the girl I was with. I went up on the stage and he sent me away saying "Not now man I'm counting". Just goes to show what I knew. He signed later though so I was a hero. I hope the girl - wherever she is - has still got it.

All the Best

Dave Sidgwick

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8 Feb 10

MY MEMORY OF THAT NIGHT IS STILL THERE.

I HAD FINISHED A FRIENDSHIP WITH A LADY IN AYLESBURY ( truth is she finished it because I kept missing our dates with Jankers). SO AFTER THE PARADE etc. I MADE MY WAY WITH MY MATES TO AYLESBURY FOR A FEW DRINKS. A FEW HOURS LATER I REMEMBER TRYING TO WALK TO HALTON FROM WENDOVER.

FINALLY MADE THE GRADUATION BASH. AFTER THAT IT WAS A BLUR.

PARTED COMPANY ON A FRIENDLY MANNER WITH MY FORMER LADY. I THINK I HAD THE COMPANY OF HER COUSIN. IT WAS A SAD TIME BUT LIFE WENT ON.

WE ALL MET UP AT WENDOVER RAILWAY STATION THE NEXT MORNING, AND MY FORMER LADY SAID GOODBYE IN A WARMER AND EMOTIONAL WAY. I DO REMEMBER TALKING TO JOHNNY + CLEO. PERHAPS ALSO SITTING WITH OUR STATION C.O. + REVIEWING OFFICER FOR A WHILE UNTIL BEING LED QUIETLY AWAY.

NEVER DID MAKE IT TO JERSEY. SINCERE APOLOGIES TO STEVE + MICK AND THE REST OF THE CLAN. AS USUAL I WAS BROKE ( cash flow ).

WILLIAM.E.KELLY

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8 Feb 10

This message has just come in from John Taylor (Airframes).

Just heard the news regarding the death of Johnny Dankworth. How many memories of the graduation bash does that bring up ?

I am sure we can all bring back memories from that night.

John

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5 Feb 10

Suggestions for the unhappy Saudi 747's monsoon-drain arrival.

From Mike Stanley comes:-

Perm any one from these three:-

Co-pilot to his Captain - "But I thought it was a mirage!"

"Another victim for Beecher's Brook."

"You can lead an aircraft to water but you can't make it drink."

From Frank Chammings:-

"Captain to Co-pilot - what happened to the bridge?"

From Sach Goodwin comes what is possibly nearest to the truth:-

"Oh s**t!"

From Tod Slaughter:-

"I know that your friend Abdul said his "Jumbo" can jump ditches but are you sure he wasn't talking about his pet elephant!!?"

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4 Feb 10

It's been quiet for a while so here's another thought provoker.

"An additional perk for first-class passengers and an elevating one for the rest!"

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21 Jan 10

Re the tail rotor caption - Instructor to Student - if you keep wearing a big watch you are going to fail this course!

Frank

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18 Jan 10

Customs Officer to young helicopter pilot:- Now what's this little packet stuffed in 'ere then?

Brian

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18 Jan 10

Two caption suggestions for Frank's inclusion on 14 Jan:-

From Tod Slaughter:- If the battery is flat can you bump-start it by turning this little propeller at the back?

From Mike Stanley:- If you look closely you can just see that big blonde in flat 14!

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14 Jan 10

Another one from Frank Chammings:

Passing the time whilst snowbound, another caption photo, taken from a magazine hence the line in the middle.

Frank's own offering - Is that a nest in there?

His caption for the Huey on its side - "Oops!"

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13 Jan 10

Frank Chammings has sent me this photo for caption suggestions; it shows the subject of his first accident investigation, taken in the Borneo jungle back in 1981. The photo also appears in an article by him in our Journal No 8.

Frank also sent this caption for my photo of the somewhat carved up private twin: VH-KBZ - Not the best thing since sliced bread. (Very poetic Frank!)

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12 Dec 10

From Sach Goodwin: Now, how will I fix this; cross stitch or buttonhole stitch?

From Mike Stanley: That's the last time I'll let my missus fly me home from the pub!

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11 Jan 10

We have a few current/lapsed PPLs amongst our members so let's see if this one can dredge up some additional captions; my own is: But Captain, sir, you can't possibly blame the marshaller for that.

Brian

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11 Jan 10

My in-box overfloweth this morning with three captions to go with Tod's latest photo, my thanks for having a go:-

From Frank Chammings comes: Anyone any good at jigsaws?- in Japanese, as I suspect it's a Mitsubishi Zero.

From Sach Goodwin: The B/F will be taking a little longer than usual Chief, or I'm a rigger, not a xxxxxx miracle worker!.

And from Mike Stanley: Damn it! Now where did I put that tube of Bostick?

My own is Velly solly sir ailoplane bloke!.

Speaking as someone who strapped himself to three RR RB211s for a few years my caption to the loose cowling pic. is: Well what do you expect from an airline that chooses not to use RR engines?. (Hoping nobody recognises the plumbing as being from that illustrious company.)

Brian

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10 Jan 10

Another interesting photo from Tod Slaughter looking for a suitable caption with his own, for a starter, being:- The pilot needs to be informed that this afternoon's take-off may have to be delayed!!

(What language would I be speaking in?)

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4 Jan 10

I'm sure Alan will excuse me for including his 29 Dec suggestion to my Wolf in sheep's clothing" question even though the second message that follows it acknowledges his answer to be somewhat Off beam.

Re the 'black beast' in your last feedback:- It can't be the P1083 as that was cancelled in 1953 when only 80% complete, in favour of the Supermarine Type 545 (also cancelled two years later). The P1083 led to the Hunter F6 and I think the one shown is the F6 (XG131) which was displayed on static at Farnborough in 1956 complete with tip tanks and underwing bomb hardpoints. Or it is a replica thereof. The tip tanks were eventually ditched from the F6 as being of no advantage. XG131 was eventually returned to service with 14 Sqdn after its experimental work.

May I take this opportunity to wish our members a Happy, Healthy and Prosperous New Year.

Alan Lowther

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Got it wrong again! Should have read latest Feedback before I replied.

Alan Lowther

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1 Jan 10

Re the engine cowling, I offer the following:- Looks like the Flight Engineer is keeping an eye on the engine, using binoculars from the cockpit.

Frank Chammings.

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31 Dec 09

I reckon that you are right Brian. There is the little devil hanging under the port stub wing of this vicious brute proving the old saying Helicopters only fly coz they're so ugly the ground repels them !!

Tod.

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30 Dec 09

It's all part of the In-flight Entertainment Madam. The Captain is showing you what the engine looks like under the bonnet!

Tod

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30 Dec 09

Frank has had a lot to do with helicopters, mainly civil I know, but could his photo be of a UB 32 Rocket Launcher (it has 32 holes in it)? If so it could have been on a Mil 24 attack helicopter from anyone of a number of countries but I'll go for what was the Soviet Air Force itself.

Brian

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30 Dec 09

With regard to captions ; What I would say to the nervous passenger sitting next to me after viewing the engine?:- Ah yes , the engine air-cooling system seems to have been engaged successfully.

Mike Stanley

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29 Dec 09

A candidate for our mystery items; it might be guessed what it is, but to what country's aircraft is it likely to be fitted?

Frank Chammings

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29 Dec 09

I still like Tod's idea of running "Captions" for unusual pictures so, as I have a fair collection of such things (being an aviation "Geek"), I'm starting with this one in the hope that a few more people will have a go.

What would you, as someone with an aeronautical background (i.e. you were at Halton), say to the nervous passenger sitting next to you after he/she draws your attention to this? Email answers to me through the Info link (if your system allows you to. If it doesn't then maybe you need to enable Java script) or to my email address.

Brian

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29 Dec 09

Over the holiday I received three suggestions as to the identity of my "Wolf in sheep's clothing".

Frank Chammings wrote:- Brian, would the wolf be a napalm carrier?

(Frank, you may say that, but I couldn't possibly comment! (as one ex-Lib. leader is famed for saying.)

Tod Slaughter followed with:- "I think that the aircraft in your puzzle picture is a BAC 167 Strikemaster ??"

Then John Taylor:- With regards to the last photo on the feedback page. Could it be a later version of the Jet Provost that has been upgraded to a more offensive role for some middle eastern state? I know later versions were modified for such a role. They only had MK 3's and 4's at Acklington when I left the service back in '68. Perhaps Gerry Ward could give a more accurate guess as I believe he was a rep out there.

---

Yes, it is a BAC 167, Strikemaster Mk80, that was deivered (new) to Saudi Arabia (RSAF) in 1969. Upgraded there to a Mk80A it was used in the training role for some 28 years. It is now privately owned, registered as G-FLYY and based in Northern Ireland. It comes to us at Deltajets periodically for its scheduled servicing.

Brian

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23 Dec 09

I too would like to add my greetings to all our readers; may you all have a great Christmas followed by a happy and prosperous New Year.

This shot lost a bit in reduction of size but can anyone recognise the "Wolf in sheep's clothing"? The black bit in the foreground, of course, not the "Meatbox" fin in the backgrond (more of which later) or the pretend "Yellow Jack".

Brian

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23 Dec 09

Frank Chammings has asked me, on his behalf, to wish all the Entry a Merry Christmas and a Happy New Year.

Brian

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19 Dec 09

"YOU WERE ONLY SUPPOSED TO SUPPLY ENOUGH AIR PRESSURE TO "POP" THE BLOODY DENTS OUT!!!!"

Merry Christmas and a Happy New Year to everyone,

Tod Slaughter

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19 Dec 09

Re Alan's guess at a B(I)8, I was on 88/14 Sqdns at Wildenrath for my tour in RAFG and I don't think it is a B(I)8, the Interdictor gunpack was at the front of the bomb-bay, the photo is missing some detail in that area, but I would guess that it is a B(I)6 in the early days of the Interdictor role. The memory is a bit hazy so I stand to be corrected.

Frank Chammings

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18 Dec 09

Good try Al but it's a B(I)6 from 213 Sqn at Bruggen. B(I)8s were painted black underneath. Taken 1961/2 at Akrotiri.

Wishing all our readers a Happy Christmas and a prosperous New Year.

Sach

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17 Dec 09

Brian, re your photo of 8th Oct - Right is John Gornall, Centre - Chris(?) Moore and the guy on the left I recognise but can't put a name to.

Sach's photo of 30 Oct. Is it a B(I)8 in (from) Germany and maybe somewhere warm and sunny judging by the guy in shorts at the front of the bomb-bay? I only came across them at Wildenwrath.

Sach's mail of 23 Nov. As you faced the blocks from the square they were numbered 1,3,5,7 on the left and 2,4,6,8 on the right. Armourers were in Block 3, I was in room 3. Don't know about the E & I guys. Room 3 snag was 'Baz' Bailey (78th) and Block SAA was SAA Whitehead (74th). I used to 'bull' for SAA McMahon (74th) in Block 2 and got well paid for it!

Alan Lowther

(I've copied this message from Alan as wrote but have to disagree with his 3(A)Wing Block numbering as Block 7 was definitely nearest [of our three Blocks numbers 3, 5 & 7] to the square. Brian.)

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16 Dec 09

The fuel tank is one of two which we will be fitting to this baby and the ventral tank too once we have cleaned it up and given it a re-spray.

Tod

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8 Dec 09

My guess at Tod's latest offering is either a drop tank or a fire bomb tank of US origin. Apart from the sticky out rod at the rear (which allows it to swing clear on release), it looks rather like the US fire bomb tanks that we modified into baggage pods for the Jaguar.

Sach

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4 Dec 09

Here is another question for our A/C spotters. When in one piece where does this belong?

Tod

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4 Dec 09

This photo was sent in to me recently by Frank Chammings for inclusion in Feedback. He wrote: Found this pamphlet at an antiques fair yesterday, it looks like the one I must have received before going to Halton, the reference at the back ends in 55 so it may be the year it was produced.

I wonder if anyone else remembers getting one?

Brian

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23 Nov 09

If the barrack blocks numbered 1-8 from the square, I was in block 5. If they numbered 8-1 from the square, I was in block 3. (This part of Sach's message to me is about which Blk in 3(A)Wing was occupied by Armourers, and therefore which was occupied by Engines. Another question from those days is where did the two smaller {in number, that is} trades, Instruments and Electrics doss down?).

As to the latest photo on feedback, looks like the business end of a BL755 cluster bomb.

Sach

(Give the man a coconut! Thank Sach, it's another item apart from the aircraft, alongside the Adens, gunpack etc., that we have on show for our visitors at Deltajets.)

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23 Nov 09

Your "submarine" prop is probably the first stage compressor rotor disc from a Allison 250-C20 engine from a Bell Jet Ranger helicopter on a model.

Frank/p> (Not quite Frank, much more "destructive" than that. Thanks for having a go though. Regards, Brian.)

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22 Nov 09

Could this just be the RN's answer to submarine prop. cavitation? Or what?/

Brian

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30 Oct 09

One more from the archive for the armourers.

Sach

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30 Oct 09

I think this must have been taken at Woodvale. I acquired it at the reunion in the old 2 Wing Sgts mess many years ago. One of my pass-out parade photos went missing and I ended up with this one. If anyone claims ownership, let me know and I'll put it in the post. I have a hankering it might belong to Dave Beston.

Back row: 3rd/4th from left - Dave Beston?, 5th from left - Lofty Russell? Jim Henry? In front of Jim - Ken Hutchinson? Frank Jones ex80th.

Sach

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More than likely that's what they were about to do but who were they?? Who gave me the photo?? And when??

Anyway I think the Nav had dropped his chinagraph pencil!!

Brian

---

Would the three chaps standing outside block 15 be preparing themselves for the trek up to Woodvale?

Sach

---

"Are my slipper tanks still attached?" (A reference to 87 Sqn Mk 1's who used to lose theirs quite frequently.)

Sach

---

"Come on Leader, it's not a Spit you're flying you do have a "Bang-seat"!"

Brian

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20 Oct 09

I see that you haven't had much luck identifying the guys on your photo. I'm sorry but I can't help either but then I'm hopeless at remembering people!

I met a old acquaintance at Duxford last Sunday who knew me from my 64 Sqd'n days. He even had photos of me sunning myself on Famagusta beach in 1960!!! I couldn't remember him at all!!

Getting any response from our members is a bit like pulling teeth isn't it? Perhaps we should try a caption competition!!

For the attached photo: "Smithy always said that they handled better flying in this position"!!

Tod.

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8 Oct 09

Another photo from my 81st Entry collection for which I have no names. Can anyone recognise themselves or any of the three upstanding fellows? They are standing outside Block 15, so maybe all three were in 3Sqn, 1(A)Wing

Brian

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6 Oct 09

Hi Brian.

How about a set of ground locks and associated bits? Definitely not for a Lodestar though! Many thanks for identifying my lurking aeroplane.

As for my earlier photo of the bent Vampire, I was going to mention it in my piece on Sleaford Tech but somehow it was overlooked: June 1959 and an instructor gave his student a simulated attack on some trees and got too low. I remember a fair sized log jammed in one of the leading edges, but I can't see it in the picture. Even the pitot head, which was situated towards the top of the fin, was bent upwards.

Sach.

(Good one Sach, U/C ground locks plus a few other bits. But what are the other bits and what aircraft are they all for? Brian.)

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4 Oct 09

Attempting two things at the same time; firstly practising the art of html coding and uploading images to the website and secondly trying to generate some interest in the Feedback page, here's another little teaser. Can anyone come up with the answer to what this collection of aviation bits is? Riggers more likely than others.

Brian

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3 Oct 09

Both Tod and I recognise your Idris photo as a Lockheed L18 Lodestar, a late 1930s transport aircraft developed from the ill-fated L14. Several airlines operated the Lodestar but, apparently, only two countries militarily, the USA in both Navy and Army Airforce and New Zealand with the RNZAF. As with the DC3 many were picked up later in life and used for everything from private luxury travel to hauling freight and folk around the oil fields of North Africa; guess that's what yours was a'doing.

Tod passes on this web address which carries a very interesting eight minute video of a F22 Raptor doing things that should be impossible.

http://www.militarytimes.com/multimedia/video/index_da.swf?fa=armytimes&wa=armytimes&wd=575&ht=324&cp=21772&bw=&state=vid&em=false&fn=/flv/20080714_rc_f22

Brian

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28 Sep 09

One more from the archives.

Found lurking in a hangar in Idris June 1961. From memory, it belonged to an oil company. I figure it's a Lockheed something or other.

Sach

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27 Sep 09

This charming photo of a little girl turned up years ago amongst some photos I was given, probably at a reunion, by one of our guys for inclusion in my fairly large collection of 81st Entry memorabilia. If anyone recognises her and would like the photo returned please contact me.

Brian

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22 Sep 09

The following email message has just reached me (forwarded by Seamus Hamill-Keays) at "Info" for inclusion in Feedback. It's from a gentleman called Tony. I have his email address so if anyone knows what he's on about and can help please let me know and I'll do the rest. He must be referring to the mention of Seletar by one of us somewhere either in the Journal or Feedback.

Brian

Message from "Faplock" dated 21 Sep 09:

Hi, I'm trying to trace my late father's service with the RAF and found this article "http://freespace.virgin.net/sh.k/news151.html" mentioned 390 MU RAF Seletar (in 1962). My father was with 390 MU in 1945 and I'm wondering if it was at Seletar then. I'm also trying to find such things as 5338 MSU, 55 RU, 2 PDC, ACSEA, 135 R & SU, 126 R&SU. It would help if I knew what the abbreviations stood for. He was a Corporal driver and although willing to talk of things that happened to him in this country during the war, he absolutely refused to talk of anything once he arrived in India/Malaya/Burma.I hope you can help

Tony

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You're pretty close Tod, not an Iluyshin but an Antonov, the AN-124 Condor. A monster of an aeroplane that was on the deck at Gander one day (amongst many I had there) when I staged through Newfoundland. It was the subject of a Ch5 programme, "Big, Bigger, Biggest" a couple of weeks ago.

Brian

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Sorry to say that all modern jets look much the same to me!

Just stumbled upon The Old Haltonian Social Networking site: "http://oldhaltonian.ning.com" if you're interested.

Sach

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You don't ask easy ones do you!!?

Right Brian that's an Aeroflot flag on the tail so it's probably an Ilyushin ?!?! Maybe someone can add to that!

Now Sach, I think it's agreed that it is a Vampire T11 (but that wasn't the question) When.....probably the mid nineteen fifties. What caused the damage? Well I've seen hailstone damage on a Canberra and it looked as if someone had attacked it with a ballpeined hammer. The Vampire looks as if they had used a sledge hammer.

So my guesses are:

A bird strike (something big like seagulls) So "where" is somewhere on the coast.

It flew through a tree!

Attacked by a groundcrew member with a grudge!!

OK, so I'm completely wrong.

Tod Slaughter

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Ace on the Seaford Sach, can only think that early Vamp T-bird hit a bit more than a shower of rain. I certainly remember very similar damage to one of our (24 Sqn) Hastings after it flew through a more than just severe hail storm. For something more up to date what about this one?

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One more for the anoraks.

Where, when and circumstances please? (I know the answer).

Sach

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How about a Short S.45 Seaford?

Sach

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Re-Sach's letters to "feedback": The photo of a V1 with a cockpit is a very rare bird. During it's initial development they had some sort of stability problem so to cure it they fitted the cockpit and a woman pilot in the Luftwaffe called Hanna Reich flew it and survived the experience as well as curing the problem!! At one time it was thought it could be a useful suicide bomb but they didn't have enough volunteers although I suspect the Japanese would have taken up the idea!! Yes, Sach right you're about the bombs. We are in the process of refurbishing a WW2 American bomb trolley which when finished, it and the bombs which we painted up earlier, are to be situated in the American Hanger under the B17. I thought that I would try another recognition test only this time an aircraft. This one is easier(or is it!) Make and mark please! Like you Sach I can't figure out how to attach a photo on the forum page.

Tod

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I found the attached in my archive and thought it might be a follow-on to Tod's V-1 forum postings. As I can't figure out how to attach a photo, perhaps it might go on Feedback. It photo was taken in 1963 at the Joint Services Bomb Disposal School at Broadbridge Heath near Horsham. The more observant will notice that the device in the foreground has a cockpit. I don't have any recollections of these beasts in action as I was in Malta at the time - just conventional bombs!

Sach

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Haven't a clue what the black thingies are but the bombs in the background are American. Typical American tail units and two point suspension. Ours were single point.

Sach

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I'll take a wild guess on Tod's black objects, they are sirens from Stukas.

Frank

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During my thirty years working as a volunteer at the IWM, Duxford I've worked on a few strange projects. I wonder if any one can recognise the two objects painted black? Or is it too easy for our wiz-kids!!

Tod

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14 May 2009

Now that Ned,s butt problem has been solved, do we all want a reunion next year? So far I have only seen 2 others in favour, if we want one we have to let our voices be heard or nothing will happen. I am willing to come over from Canada to see you lot again, so how about it, put your two cents worth in and let the potential organizers know. Time is passing and it will increasingly difficult for some of us to attend as we all get older.

P.Y.F.O.

Jim Lee (Engines)

Engines

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15 May 2009

FRANK

I USED A WRENCH AND JOINED IT TO AN OLD FLOOR SWEEPER HANDLE WITH TWO JUBILEE CLIPS. THE INSIDE NUT WAS FITTED TO THE WRENCH. THE BUTT WAS IN THE UPRIGHT POSITION. I LINED UP THE NUT TO THE TAP OPENING AND MY WIFE HELPED TO POSITION THE TAP TTHROUGH THE HOLE TO MATE WITH THE NUT. ONCE I GOT A CONNECTION I WAS ABLE TO SECURE THE TAP AND NUT; IT WAS NOT AN EASY OPERATION , BUTT NOW OK.

NED K

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14 May 2009

Ned

So how did you do it?

Regards

Frank

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13 May 2009

MY BUTT IS FULL. NO LEAKAGE. NEW TAP FUNCTIONING. THANKS TO ALL.

NED

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13 May 2009

Ned

Have you tried asking the manufacturer of the butt how they fit their taps?

Regards

Frank

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27 April 2009

WILLIE, MANY THANKS FOR YOUR PROMPT ACTION ON GETTING MY PROBLEM TO THE LADS ON OUR WEB. I HAVE TRIED SOME OF THE IDEAS BUTT ( but) NO SUCCESS AT THIS MOMENT OF TIME.

I PERSUADED MY NEIGHBOUR'S SON TO CLIMB INSIDE BUT THE LAD PANICKED AND GOT HIMSELF WEDGED. WE HAD TO WAIT FOR A WHILE TILL HIS BODY WEIGHT REDUCED, HE COULD BREATHE OK THROUGH THE TAP HOLE. BUTT (but) IT WAS NOT A PLEASANT SIGHT OF THE LAD SITTING WITH THE BUTT OVER HIS FRAME. HIS FATHER WAS NOT AMUSED. I WILL KEEP TRYING.

NED

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From Mike Stanley 27th April 2009

I wonder if Ned Kelly has found any leprechauns in Oakham?; not an area associated with the little people.

I'm surprised that Ned,being one of the plumbing trade,cannot reach the bottom of the barrel,as it is well known that armourers drag their knuckles along the ground when walking, you would think his arms long enough to reach

Mike

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From Willie Keays 26th April 2009

Great idea Frank! You won't need the string; all you need is the leprechaun!

Willie

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From Frank Chammings 26th April 2009

Ned

It's going to take two to fix the tap, lay the butt on its side and find
someone slim enough to crawl inside to attach the nut and tighten it. Ned
would need to hold the tap on the outside.

Regards,

Frank.

 

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From Willie Keays 25th April 2009

Hi Ned

Sorry to hear about your trouble with your large butt. Can't you find a leprechaun and lower him inside on a piece of string?

w

 

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From Ned Kelley 25th April 2009

HELLO WILLIE,
I HAVE A LARGE "WARD" WATER BUTT. I HAVE TO CHANGE THE TAP. IT IS TOO DEEP TO ATTACH THE PLASTIC NUT ONTO THE TAP INSERT.
HAS ANY OF OUR ENTRY ANY IDEA HOW TO TACKLE THIS PROBLEM ?
CAN YOU PLEASE SEND OUT THIS "MAYDAY" ON OUR WEB.
NED K 81st

WILLIAM.E.KELLY

 

 

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From Tony Birchenough 8th April 2009

Now I'm up and about again I thought I'd let you all know that the leisure wear and mugs are still available as previously, with a slight price increase for the polo shirt. Sorry about that, but it's beyond my control.

See you all at the next reunion. My address is:

A E Birchenough, 32 Slade Gardens, Erith, Kent, DA8 2HT. 01332 336943 email: tisaeb (at sign)supanet.com

 

 

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From Tony Birchenough 31st January 2009

Hi All,
I agree with Jim Lee, Sept 2010 would be most appropriate, especially at the RAC, where we been so well treated for the last 2 get-togethers.
As long as I'm still ticking over you can count me as a definite.
At the last reunion, as you will have heard, I was suffering a hoarse voice. Soon after this I suffered severe shortage of breath, which came on very suddenly. It was only then that I started to worry. After a biopsy and a tracheoscapy at Lewisham Hospital I was transferred to Guys, where the diagnosis was cancer on my larynx. I then underwent a larygectomy, which means that I lost my vocal chords, along with myn lymph glands. Recovery from this operation in October was not too bad, but the ensuing radiotherapy treatment at St Thomas' is proving more of a problem. The treatment itself was easy enough, but the after effects are proving difficult. For a few weeks eating was a major problem as my taste buds were making everything taste awful (worse than Halton or El Adem). Things have now improved and my taste is getting back to normal.
Speech is a problem, but not impossible. with a stoma in my throat I can make myself understood. Phones though are virtually impossible. Looking forward, I should at some time in the next few months be able to be kitted out with a prosthetis which will improve things no end. You can judge for yourselves in Sept 2010.

Tony Birchenough

 

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From Jim Lee 14th January 2009

I agree with Frank, 55 years from sign up would be a good time for the
next get together and the RAC is an excellent venue. I missed the last
one due to health problems (all better now) but I am over 70 now so I
don't want to leave it too long!!! Lets hear what you guys think.

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From Frank Chammings 10th January 2009

Re John's thoughts on the next reunion how about 55 years from joining up,
this would occur in September 2010, that is next year, is this too soon? I
think not, if we are not to have an annual reunion, we ought to make the
dates meaningful. I know that it may clash with the Halton triennial but I
still prefer the RAC.

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From John Taylor 9th January 2009

To Frank Chammings,
My faith is restored, a delayed message!
I thought it strange you had not sent any messages. My lack of trust??
John Taylor

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From WK. 8th January 2009

The hold up or something John refers to below was Christmas holidays. I try not to take my desk-top with me everywhere even if it means hold-ups or something.

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From John Taylor 31st December 2008

Haven't noticed any messages over the last few weeks, has no one sent any or is there some hold up or something.
I would have thought that Frank Chammings would have wished everyone the seasons greetings at least.
Anyway if they have not may I wish all the seasons greetings to one and all and all the very best for the new year.
As to the reunion, as a 'newcomer' to these events may I express my warm thanks to all involved in the organisation of the event especially Brian. I thoroughly enjoyed the event and seeing old friends.
Regarding the possibility of future events, I believe leaving it to three years would be too long and every year would be too much. Maybe other 81st brats will write in to send their views. I would hate to think that I only ever managed to attend one reunion before I passed on to the big reunion in the sky.

 

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From Frank Chammings 23rd December 2008

Wishing everyone a Merry Christmas and a Happy New Year

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From Ned Kelly 6th November 2008 with my apologies for a late entry

AM SLIGHTLY SURPRISED and DISAPPOINTED WITH THE LACK OF FEEDBACK OF THE 50th Re-Union ON THIS LETTER PAGE.
ONCE MORE I SEND MY THANKS TO BRIAN SPURWAY.
ALSO TO MIKE STANLEY on THE JOURNAL.
NOT FORGETTEN WILLIE on THIS LETTER PAGE
NED K.

WILLIAM.E.KELLY

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From Mike Stanley 28th August 2008

 

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From Mike Stanley 28th August 2008

21 August 2008

Dear Mr Stanley

The Royal Air Force Benevolent Fund

67 Portland Place London Wl B lAR
Tel 020 7580 8343
Fax 020 7636 7005
RAFTN x6621 86358/9
Web www.rafbf.org
On behalf of the RAF Family may I thank you for your generous donation of 35.00 sent to us by The 81st Entry, Royal Air Force Halton Aircraft Apprentices.
The work of the Royal Air Force Benevolent Fund is as relevant today as it was during and at the end of World War 2. The survivors of that war and their partners are just one of the groups that the RAF Benevolent Fund is able to support. The Fund also provides help to those still serving. For example, the Fund was able to help a serving airman buy mobility aids for one of his children. These have really improved the quality of the child's life and were beyond the family's budget. Your donation means we can continue to provide this vital support.
If you would like any further information about the RAF Benevolent Fund and its work, please do visit our website at www.rafbf.org, or give us a call on the number above.
Thank you once again for your kind donation. Yours sincerely -

Vlcky Goodban

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From Mike Stanley 17th August 2008

I received 70 pounds in donations/contributions , which were distributed as below:

15 to Macmillan Nurses
10 to Devon Air Ambulance
10 to BLESMA
35 to RAF Benevelont Fund( the correct web address is http://www.rafbf.org )

I put in a slip with each Gift Aid declaration saying that it was from The 81st Entry of RAF Halton Aircraft Apprentices .
Time will tell if we get a thank you from any of the recipients; I expect it will depend on how much is donated by members of the Entry ( assuming mention is made of the 81st Entry when donations are/were sent )

 

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From Brian Spurway 15th August 2008

After all the smoke had died down, I sorted things out and found a financial surplus of 70 pounds. A quick message to Mike S and we decided to donate it all to the Cotswold Air Ambulance....he then would sort out other donations to the remaining charities listed.

 

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From Frank Chammings in reply to Mark Hastilow 4th August 2008

Hi,
A friend of mine was the Chief Engineer of the Oman Police Airwing, Roger
Leale haven't seen him since that time.
Regards,
Frank.

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From Ned Kelly 4th August 2008

Just like to thank all the Entry who I met at te 50th reunion. They made me most welcome.

Special thanks to Don Higgins and his good lady.

Also Tony Birchenough was great company.

Also I must apologise to one of our Entry when I went off with his trolley case at the Porter's Lodge on the day of departure. They all look the same to me. Happily he quickly rectified the error.

Thank you Brian. It made my night.

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from Mark Hastilow 2nd August 2008 re Frank Chamming's article at http://freespace.virgin.net/sh.k/news134.html

Hello,

This is interesting :-) My father worked for the Royal Oman Police Airwing
at Seeb airport 1985-1995.


'The reason for the Royal Flight was that a Bell 214ST was flown on to the
royal yacht, every weekend (Thursday and Fridays in the Middle East) they
were there to fly the Royals to hospitals in the case of medical
emergency. According to the pilots, the yachts sailed out beyond territorial waters
and allegedly anything went with "persons" from all over being shipped in for
entertainment. ......

The Bell 214ST's in the hangar had gold plated fittings and some very nice seats, in fact they were very similarly
equipped to the Super Pumas of the Oman Royal Flight which I had inspected a few years previously. '

Mark

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From Tony Birchenough 18th July 2008

81st Entry mugs

Hi guys,
As members of the 81st who bought sportswear (I think) you may be interested in the mugs I'm having made. If you are attending the reunion I can bring them with me. Cost is 4.00 each and you can specify the inscription with or without name(s).
I will need to know your names as all I've got is your email ID. They will be available mail order (UK only) but at this stage we don't know the postage rates (I only got the 1st example this morning)
Tony

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From Chris Briston 21st May 2008

Alan,
I was surfing the Internet a couple of days ago and came across your RAF Coningsby Part II (May 1959 to July 1960) continuing adventures..........wonderful reading.
My great interest in life is the history of motorcycle road racing and AMC racing motorcycles in particular.
I met Peter Evans at Cadwell Park in 1961 when he was riding a 1961 G50 and a 7R. He was then stationed in Norfolk, probably at West Raynham. He said that he was previously at RAF Coningsby. In 1959 he raced a Tiger Norton which I assumed was a Triumph engined Norton. In 1960, he bought a used 1959 G50 from Peter Chatterton who lived in Lincolnshire at Sibsey. Peter Chatterton bought the bike new in early 1959 and won the "slow" 500 cc race on it at the "Silverstone Saturday" meeting. In 1961 Peter had a new G50 and a 7R which he was riding when I met him. He also mentioned that he was given permission to run his bikes on the base. Did you ever hear from him after Coningsby? The reason that I ask is that I am writing a book on G50 racing motorcycles and I would like to talk to him further about his racing. You mentioned that he lived near Silverstone, but I thought that his home town was Cheltenham. I have a couple of photos of him if you would like me to attach in a later email. Was your local friendly bike man, Austin Munks from Leverton ?
I am also a car guy and I wonder who has the J2 MG now.
Regarding Halton Apprentices; I was taught Engineering Science by David Goman at Wymondham College in Norfolk during the fifties, He was at Halton just before, or during W.W.II. Also, I worked in the Engineering Dept., at Vauxhall Motors with David Dellar during the sixties who was at Halton sometime after W.W.II.

Sincerely,
Chris Briston

 

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From Tony Birchenough 10th March 2008

Hi Mike,
There should be no problem provided that the Society know in advance if we wish to access the aircraft. Unfortunately, with XM496 now being located on the "live" side of the airfield, access will only be possible with a Society official with the necessary clearance, which I don't have. Canvass our members and if there is enough interest contact me, or ask them to contact me, and I'll set the wheels in motion. Our Society are only too pleased to cater for anybody who takes an interest in our Bird. My request has been pencilled in by them, so a knowledgable member,or members, can be on hand to answer any questions.
I personally hope that this is of interest.

Tony

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From Tony Birchenough 10th March 2008

Hi Mike,
It occurs to me that RAF Britannia XM496, now once again resplendent in her original Transport Command colours, is currently located at Kemble, a few miles south of the RAC. This being the sole remaining example of our 23 aircraft and also the only Britannia anywhere with real Proteus engines that some of our members may be interested in taking a look. As a member of the XM496 Preservation Society it just might be possible for arrangements to be made to open the aircaft up. Please post this to our feedback page and if response is favourable I'll see what I can do.
Tony

 

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From Frank Chammings 7/2/08

Seeing today the sad anniversary of the Munich disaster, at Halton I recall
going to Luton on an organised trip to see a football match, I think that we
saw Man U play Luton, but I'm not too sure. Does anyone have a better recall
as I'm pretty sure the match was before the disaster. I only went as I
thought I ought to see a Division One match as coming from the sticks in
deepest Devon we only had Exeter and Plymouth and even they were miles away,
and our school only played rugby, our football games had to be played after
school. That reminds me, only our girls played tennis at school, we had to
play with them after school, strange times.

I remember seeing the newspapers in the mess at breakfast when we found out
what had happened in Munich. Such isolation, I'm a news junkie now,
internet, TV and Radio Five at different times of the day just to keep up.