809 used to share our hangar and stay over when not on the Ark.
We ended up getting their aircraft on handover.
As we could get 12 in each end of a hangar there was space even for everybody
Friday, November 30, 2018
809 and Ark Royal
809 used to share our hangar and stay over when not on the Ark.
We ended up getting their aircraft on handover.
As we could get 12 in each end of a hangar there was space even for everybody
Fixing them
Buccaneers were old aircraft even when we first got them.
Designed in the early fifties, there were some things they were exceptionally good at, but some things were prone to failure. With approx 16 to fly per day, as much as three times each they exhibited their problems in a short period, a few weeks perhaps without a noticeable problem but not much longer. the best ones made it through to a primary without more than a few jobs but the worst were only lasting 1-2 trips without something mysterious happening.
As an electrical\instruments guy some of the gear was just tempremental, such as the fire relays. on a start up if they failed the routine was to get one of us to go up the accessories bay, pull off the faulty relay, clean the contacts and put it back on. fingers crossed on the restart and that got us past the first few times it packed up.
But some were more persistent in failing, the relay then needed to be changed, this meant going to another aircraft on the line, pulling one out of that one, and putting it in the first aircraft waiting to go.
This took 15 minutes tops. then restart and the aircraft went, but the one that was robbed was now "faulty", but usually meant nobody mentioning it and waiting for it to occur on that aircraft later.
Other items in that category were the anti skid generators, some of the solenoids, ones round the undercarraige were annoying, as if they didn't work the undercarriage did peculiar things such as not coming down at the right moment. to be honest the electricians were usually hanging back on the undercarraige problems because the riggers always got the first few rounds of troubleshooting before we were called in. Jackups and U\C ground tests, followed by the obligatory "no fault found" for the first few snags of this kind were usual.
The anti collision lights were mostly faulty when night flying was required; and were destined to always need attention until they introduced laser ones much later on.
Alternators were mostly ok, but the control and protection units were a bit cranky, a bit like the fire relays.
You could change one that was absolutely fine except that day, put another one in and fix the problem but have the first one checked and nothing wrong.
I suppose we could pride ourselves on a high standard of workmanship, but sometimes it was more a case of getting home, or getting the required number of aircraft away on somthing important. As leckies we were known to insert the odd nail instead of a fuse, to get to the other end, sometimes cigarette paper round a fuse, maybe just to keep the relight going and keep an engine functioning. Taking the firewire controllers out of one aircraft and putting it into the one due to leave was a common activity, usually with a wipe on the overalls to make it work better!
Designed in the early fifties, there were some things they were exceptionally good at, but some things were prone to failure. With approx 16 to fly per day, as much as three times each they exhibited their problems in a short period, a few weeks perhaps without a noticeable problem but not much longer. the best ones made it through to a primary without more than a few jobs but the worst were only lasting 1-2 trips without something mysterious happening.
As an electrical\instruments guy some of the gear was just tempremental, such as the fire relays. on a start up if they failed the routine was to get one of us to go up the accessories bay, pull off the faulty relay, clean the contacts and put it back on. fingers crossed on the restart and that got us past the first few times it packed up.
But some were more persistent in failing, the relay then needed to be changed, this meant going to another aircraft on the line, pulling one out of that one, and putting it in the first aircraft waiting to go.
This took 15 minutes tops. then restart and the aircraft went, but the one that was robbed was now "faulty", but usually meant nobody mentioning it and waiting for it to occur on that aircraft later.
Other items in that category were the anti skid generators, some of the solenoids, ones round the undercarraige were annoying, as if they didn't work the undercarriage did peculiar things such as not coming down at the right moment. to be honest the electricians were usually hanging back on the undercarraige problems because the riggers always got the first few rounds of troubleshooting before we were called in. Jackups and U\C ground tests, followed by the obligatory "no fault found" for the first few snags of this kind were usual.
The anti collision lights were mostly faulty when night flying was required; and were destined to always need attention until they introduced laser ones much later on.
Alternators were mostly ok, but the control and protection units were a bit cranky, a bit like the fire relays.
You could change one that was absolutely fine except that day, put another one in and fix the problem but have the first one checked and nothing wrong.
I suppose we could pride ourselves on a high standard of workmanship, but sometimes it was more a case of getting home, or getting the required number of aircraft away on somthing important. As leckies we were known to insert the odd nail instead of a fuse, to get to the other end, sometimes cigarette paper round a fuse, maybe just to keep the relight going and keep an engine functioning. Taking the firewire controllers out of one aircraft and putting it into the one due to leave was a common activity, usually with a wipe on the overalls to make it work better!
Bruntingthorpe and the future
Anyone been to Bruntingthorpe?
looks interesting from where i'm sitting. This one is in rather good condition, no hydraulic oil streaming out of the back and no black toning from the intakes rearward. must be quite a job cleaning it after a day out.
The future???
or this
looks interesting from where i'm sitting. This one is in rather good condition, no hydraulic oil streaming out of the back and no black toning from the intakes rearward. must be quite a job cleaning it after a day out.
The future???
or this
The Tailplane
Ummm, this one is interesting because you have to hang on to actually get through the functional check.
The tailplane - it rotates in the forward plane, so forward and back; the tailplane flap is on the trailing edge and also goes up and down independently.
We used to have tailplane flap problems which were often diagnosed as tailplane flap actuator faults, this meant changing it and then testing it. It shouldn't have been a problem but we did have occasions with an over zealous rigger who pushed the column backwards and forwards whilst testing the tailplaneflaps. As we were perched on top of it at the time, you need to have a free hand ready to grap something so you didn't fall off.
The tailplane - it rotates in the forward plane, so forward and back; the tailplane flap is on the trailing edge and also goes up and down independently.
We used to have tailplane flap problems which were often diagnosed as tailplane flap actuator faults, this meant changing it and then testing it. It shouldn't have been a problem but we did have occasions with an over zealous rigger who pushed the column backwards and forwards whilst testing the tailplaneflaps. As we were perched on top of it at the time, you need to have a free hand ready to grap something so you didn't fall off.
The Bomb Door
The bomb door was replaced on entering RAF service with a combined fuel tank and bomb bay door. It rotated into place through 180 degs, so was ingenious in causing no drag, carrying 4,000lb of bombs and fuel as well. As it rotated, that meant you couldn't get to anything behind it without rotating it, it was a massive door....
Electricians worked on valves in the bomb bay along with bomb bay door microswitches amongst others.
This meant getting on the door in the side position, then as it rotated you were clinging to it, so that when it closed you were inside. This was convenient to do the work but very dangerous if the door moved unexpectedly whilst you were getting on or off. there was a dirty great rod to hold it in position, but it had to fitted and removed which was problematic in itself, we mostl cut the corner and just climbed on to get rotated inside by the person on the hydraulic rig.
I used to breath a sigh of relief when we got out ok each time.
Electricians worked on valves in the bomb bay along with bomb bay door microswitches amongst others.
This meant getting on the door in the side position, then as it rotated you were clinging to it, so that when it closed you were inside. This was convenient to do the work but very dangerous if the door moved unexpectedly whilst you were getting on or off. there was a dirty great rod to hold it in position, but it had to fitted and removed which was problematic in itself, we mostl cut the corner and just climbed on to get rotated inside by the person on the hydraulic rig.
I used to breath a sigh of relief when we got out ok each time.
208 Squadron
Our Neighbours and shared services of 208 were very close to us. Plus we swopped aircraft a lot and did common excercises.
There would be many a time when this picture would have been one of the first things we saw in the morning. usually preceded with towing them out on to the pan. A seemingly endless procession of aircraft all being lined up for the days flying, followed by another procession of power sets and paloustes.
The bin reminds me that they didn't all leak but obviously this one did.
Buccs and the Gulf
This is Buccs in the Gulf
216 Squadron was the first squadron to work up as a laser guided bomber outfit.
They had the equipment fitted in 1979 and were trialling up until the grounding, as far as i remember everything went well.
But there was something about not dropping the Lepus flares in front of the target at night, believe this was a fundamental aircrew fau pas...
216 Squadron was the first squadron to work up as a laser guided bomber outfit.
They had the equipment fitted in 1979 and were trialling up until the grounding, as far as i remember everything went well.
But there was something about not dropping the Lepus flares in front of the target at night, believe this was a fundamental aircrew fau pas...
The Story of the ECM pod
One day, a fairy was sent up to Avionics to pick up an ECM pod.
The pod was duly loaded on to a trolley and brought back by landrover. Onyl trouble was, as they went round the corner to drive on to the pan, the ECM pod fell off.
The driver had forgotten to put the locking pins in and it took a trip sideways.
The driver was told he had to pay the Quarter of a Mill back.....is he still doing it do you think??
The pod was duly loaded on to a trolley and brought back by landrover. Onyl trouble was, as they went round the corner to drive on to the pan, the ECM pod fell off.
The driver had forgotten to put the locking pins in and it took a trip sideways.
The driver was told he had to pay the Quarter of a Mill back.....is he still doing it do you think??
Gibralter
A frequent destination for the Bucc
We did seem to spend quite a lot of time at Gibralter.
12 Sqdn one year spent 9 months away, a proportion of it spent with this view, which I thought was rather good. Picture from Neil.
Gibralter airport now is a complex international terminal, but it is still listed as an RAF station.
Here are some others gathered form whereever.
We did seem to spend quite a lot of time at Gibralter.
12 Sqdn one year spent 9 months away, a proportion of it spent with this view, which I thought was rather good. Picture from Neil.
Gibralter airport now is a complex international terminal, but it is still listed as an RAF station.
Here are some others gathered form whereever.
St Athan
The unsung part of operations at Honington was the aircraft that went off for Major servicing, this was done at St Athan and sometimes we would have a get together and take a picture, here is one from early 1980.
Some of the people in the team had worked there for 12 years when i got there, some went as far back as the Vulcan majors in the 60's.Perhaps you can spot someone...
Towing out was often done by several people, it was supposed to be done by a tractor driver, brakeman, wingmen and IC. this one had several so quite keen really. First thing in the morning, it usually consisted of the tractor driver and the brakeman. And if we were late the speed we went at increased.
If it meant going down to the detuners, that was long walk so everyone ended up on the back of the tractor.
This one is actually at St Athans, the aircraft were towed out to the pan you see in the picture, made ready and then air tested by the resident test pilot, i have forgotten his name but he loved his job and flew both Buccs and Phantoms. usually with a fly past, only on the way back though as something might be adrift in an aircraft that has just had a major service. the phrase "millions of rivets flying in close formation" comes to mind. there were some mishaps, a fire destroyed one Bucc on a day like this because of a piece of blue towelling in a duct in the Avionics bay. not this one though.
A returning aircraft usually attracts a few snags to deal with, but a returning major servicing airtest is something else. You could be stood there some time at the crew desk, whilst the test pilot rattles off an hours worth of things he found wrong. Still at least he was in one piece to make the report....
216 Squadron
Hope some of you from 216 are still out there
This was our get togther after an open day at Honington.
Don't remember this one, any clues??
This one appears to have been taken opposite 216 as it looks like the bottom end of the hangar, which wasn't ours, or the bottom of the OCU hangar. A relevant picture at least. there aren't many around with the right finish on it, a bit like trying to find the ones that went off on the camoflage trials. they're were two tone sand and white\green, done in emulsion so they lasted a week or two till it rained a lot then it peeled off.
237 OCU - Honington Line
Hope some of you from 237 OCU are still out there.
We had this taken in 1978, the photographer did it from the top of a cherry picker. he spent half an hour on it, then a jaguar went over at 100feet, and a couple of hundred knots, with a recce pod on and did the same job in .?? of a sec.
Our squadron (when i was on the OCU) had 20 aircraft, but only 16 capable of doing day to day operations, the others were away on majors and swop rounds. we had a few hunters to make it like that and if they were included it would have been 22-24ish.
We used to do earlys to tow out around 7, probably the first dozen, which would be for the 8:30 wave.
After they were BF'd they would go and if it was a full day we would get an 11am wave ready, and tow out ones to top up and tow in the failures from the 8:30 wave.
Typically in the hanger the primarys and primary *'s would be done as a routine and the line was run by about 20-25 linies. in the hanger there was approx 50-60 guys of all trades.
The 11am wave would go and the 8:30 would return and because they would be up for a hour or two we would fit in lunch whilst they were away.
Generally in the afternoon there might be a 2pm wave, but the flying might be staggered with some on shift change to the evening shift at around 4:30, the shift change didn't have as many guys but was probably 50ish in total.
We did night flying so the evening shift covered a 7pm wave and maybe an 11pmish one.
We would recover the broken ones as that went on and on the hangar the ones that could be fixed for the following morning were worked on, and the primarys and primary *'s continued so they could be out there once completed.
The night shift had supper around 10:30 to 11 and the normal worked ceased around 02:30 the following morning.
To sustain the 12 ready in the morning, enough aircraft had to be worked on during the night shift so if there wasn't enough ready ,we would stay till they were ready which sometimes meant 5am, but we didn't often personally hand back to the day shift.
We did however work on saturdays on the OCU and flew two waves on saturday morning.
Bucc with 4 Sea Eagles
An unusual shot
I haven't seen another picture like this, it was made whilst the Bucc was trialling the Sea Eagle. As you can see it is actually carrying four of them, and to my knowledge other aircraft only ever carried two. It was quite capable of carrying these a long way so even today it would have been a formidable weapon platform in the face of a maritime enemy
It will probably never be even clear or resolved about whether the Buccaneer could have operated for longer than it it did but two facts exist:
1) It had a longer range than the tornado
2) it could carry four sea eagle missiles, the only aircraft to be able to do so
The role it was best at was low level against a capital ship, and operating off a carrier, do you think there is a case for it to be the aircraft to be first deployed on the new carriers....
After all there are no carrier borne aircraft left and the population of the new carriers might not be practical till 2026...
Bucc take offs
Buccaneer takeoff
Is it my imagination or does this buccaneer appear close to the Ground???
Actually the party trick was to go down the runway and wait for the takeoff speed to reach the right speed then wait for a hump in the runway to lift the aircraft off the undercarraige up but not lift off, the bump would take the WOG (weight on ground) switches off load and they would allow the undercarriage to go up even though the aircraft had not climbed.
So it look lower taken off than it did do on it's undercarraige, good trick eh.
Once off the distance to the ground grew but not necessarily by much and they seem to be very close in many shots i have seen. Some of the best ones show them flying past ATC towers, with the people on them looking down.
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