Classic British Flight Sim

Thanks Ralph and Jonesey...I thought that some people would find the Zulu War items interesting. I've always been fascinated by that campaign. Here is an interesting snippet...Chard was in command at Rorkes Drift and was the recipient of one of the eleven Victoria Crosses awarded. In the film "Zulu", he was played by the actor Stanley Baker. Baker became fascinated by Chard and went on to study him further...He became so interested that when Chard's replica medal came up for sale, he attended and bid for the medal. His bidding was successful after raising to many thousands of pounds and he bought the medal. He was immensly proud to own this VC, even though it was a replica (it was and I believe still is fashionable for VC holders to have a replica made, as the originals are so very valuable). The whereabouts of Chard's actual VC seemed to have been lost.

Anyway, Stanley Baker later died at an early age and I can't remember who Chard's replica VC was bequeathed to...Some time later the replica was put in for metalurgical examination by the experts in the field and to everyone's great surprise, the replica turned out to be the original medal...What a pity that Stanley Baker never knew this :think:

:o :o :o :o

When I looked at that second set I thought for a second they were also taken from the Cockpit...... :o

Superb stuff!

Peter,
I can safely say your posts are the most interesting in all of the Forums I visit. Thank you for sharing this wealth information and history, truly unique in perspective and breadth. Like people like to say around these parts, "Keep 'em coming!".
regards,
Macs

Thanks Jim and Macs,

Well I've been busy scanning for days and have settled to a good routine for mounted 35mm transparencies (those are what you have seen here). I'm not keeping the huge tif files that result from each scan but open them immediately in Photoshop to process and resize then down to minimum compression jpegs. Each tif is 64 MBs and the rather large jpegs are between half and one MB each. I'm saving the jpegs only on an external hard drive of 465 GB capacity...The tif files are just deleted as they have served their purpose. Processing one slide takes about 6 minutes what with all the dust removal before scanning at 4000 pixels per inch. I still have quite a lot of them to do and then I will start on the hundreds of strips of colour negatives that I have. I have a special motorised adapter, that replaces the slides adapter in my machine, for doing negatives.

It all takes time, but is rather fun to do and at least I won't have to dust the digital pictures

Peter,
Just out of curiosity, I remember than in previous posts, you explained there were no electronic (ADF, VOR) or any other kind of navigation systems available for most of the routes shown on your tours of duty throughout the world, so pretty much you navigated using pilotage and dead reckoning as I understand. I am curious how you guys dealt with new areas where you had never been before, where you were not familiar with the area. Maps can tell you so much, but they don't tell the whole story, specially at 250+ knots near the ground. (Not to mention bad weather!)Did you use special techniques for this? Just curious..
regards,
Macs

Macs,

For long distances as in operation Longtrek, we made up strip maps of each leg. Each pilot would receive all the "Half Mill" (500,000) scale maps to cover one leg. He would then glue them together to make the massive, full map of the leg and on it with the aid of a long piece of string and some pins, he would draw the line on the map from A to B. He would then mark a cut line 50 nms each side of track and beyond each end. He would cut with scissors along this line to get a strip map 100 nms wide and extending 50 nms beyond the start and finish. Finally he would "concertina fold" the strip map so that it would sit on his right thigh with just one fold open (it would then be about square). Various marks would be made on the map for Top of Climb, Beginning of Descent and various point of no return or last diversion to "x" etc. The track would be lightly marked with 5 minute marks all the way from A to B (this bit would be done on the day after making the FlightPlan using the days weather...The expected Groundspeed for each part of the flight from this flightplan would be used to establish the distance to use for the 5 minute marks). The speed flown would be a little faster than best range speed because a bunch of aircraft in wide battle formation would be flying the leg and if the leader flew at best range speed then the formation would use MORE fuel because slowing just a little and dropping back would pop you the wrong side of the "Drag Curve" and you would have to apply excessive power to catch up. I remember for the Hunter with all four droptanks fitted (big ones inboard) the best range speed at 40,000 feet was M0.76, the 95% range speed was M0.82 but we were most comfortable at M0.84.


Here is a picture of "Bush" Bushen explaining all about these strip maps to our new C.O. Sqn. Ldr. Henderson. The strip maps on the wall are the ones that Sqn. Ldr. Coulthard used to lead us from Wunstorf in Germany to Salisbury in Southern Rhodesia in 1953. All twelve pilots had their own constructed strip maps, the same as these shown here.

For shorter and low level work, if Quarter Mill (250,000) scale maps were available then we would use those. These would not be cut but would be folded in a suitable way to show the tracks without much opening and folded just small enough to fit in the bottom right trouser leg pocket in your flying suit. The technique for a precision dusk strike was a little different and could be marked up on the map days in advance because legs would be flown at multiples of 60 knots ground speed...mostly at say 300 knots or 360 knots but perhaps the run in to the pullup point to attack the target at 420 knots (these are Venom speeds I'm quoting for this). The flight plan made with current met just before takeoff would reveal what IAS to fly, to get that correct Groundspeed for each leg. The time marks were already made days ago and firmly and clearly marked at ONE MINUTE intervals counting from brakes release to commence takeoff (as you let go the brakes you would start a stop watch hanging round your neck)....Then as you proceded at low level along the track you could refer to this watch and note for instance that you would cross a particular line feature at the 37 minute time mark then as the watch approached this you could look for it and note that you were running 6 seconds early and make a small power adjustment. At each turning point a small power adjustment would be made to change to the new IAS required for the new leg. The whole aim would be to pull up at the attack point and make just one firing attack on the target at the last moment that there was sufficient light available. You were to be able to hit at plus or minus 10 seconds.

I hope that gives a rough Idea of how we did it Macs...No aids!...Just Map and Mark 1 Eyeball :flying:

petermcleland wrote:..... You were to be able to hit at plus or minus 10 seconds.

I hope that gives a rough Idea of how we did it Macs...No aids!...Just Map and Mark 1 Eyeball :flying:

Peter,
Talk about skills! It is easy to forget that not long ago most navigation aids available these days did not exist or were not available everywhere, and since time and distance were the keys, good planning and precision flying was most important. I also found it interesting how there was difference in planning and execution for performance(long distance) flying and precision flying (attack), as well as considerations for formation flying in long distances.
I am curious also, how did you tackle unexpected weather, say like big thunderstorms near or at destination where a diversion was out of the question? How much fuel did you plan for "holding" in case of unexpected weather? If there were no ILS or VOR or NDB at destination, what were your options if you had no alternates? Sorry for the barrage of questions , I hope I am not being annoying I just really enjoy learning about these things.
Regards,
Macs

Macs,

Skills yes! But remember we knew nothing different as we simply had no Nav aids. Not even a Radio Compass. Met briefing was important but sometimes there was no met information on the destination available and worse no let down facility there...Take the case of Mogadiscio for instance...All they had there was a radio, but all that radio could do was talk and listen to you from fairly short range. They could not give you a bearing or course to steer or anything like that. You had to FIND the place visually and usually with not an enormous amount of fuel to spare.

I remember two Eight Squadron chaps at Khormaksar who needed to take a Meteor T7 down there for some reason. They spent two days planning that flight but had no real met information when they took off. More than halfway down the ground became obscured by an overcast of stratus...They proceeded on DR till certain they had passed the coast and let down to emerge correct to estimate over the sea. They turned back and soon sighted the coast...They even got radio contact with Mogadiscio which is vertually on the coast...But, which way to turn, left or right? How long to proceed along the coast before turning round and looking the other way?

The Meteor 7 just has one ventral tank for extra fuel and even with that, there is precious little range...The couldn't find it and ran out of fuel. They baled out (no bang seats) and one survived, the other got fouled on the canopy strut and went in with the aeroplane.

So the short answer to your question is that there is an element of risk. The more normal destination would have some form of let down...Even at Nairobi Airport (Embakasi Civil Airport) where we based our Hunters, we taught one of the civil controllers, Ron Garside, how to give us a Controlled Descent (QGH). It did of course, have an ILS but that was completely useless for our Hunters as we had no receiver or instrument for it. So basically for jet fighters in those days, the only way to get down at your destination was a QGH from the ATC Controller. The limit for such a letdown was basically 500 feet AGL, so with a cloud base lower than that you would be diverting (preferably before commencing your descent from altitude). If it was a big fighter base like Wunstorf then they would also have a GCA (Ground Controlled Approach) and that could take over from the QGH and then the GCA controller would give you a full radar talkdown right down to about 200 feet or even lower unofficially.

As for fuel planning...Well fighters are a bit different from airliners etc. in that you just "Fill it up". If it is a long flight then you fit the necessary number of droptanks. Then if the published range adjusted for the day's winds does not provide enough to go there and at least divert to your alternate with a bit of spare, then you don't till perhaps tomorrow!

Thunderstorms...Well normally the tower could tell you how fast it was moving and when it was likely to clear and you could make a decision on that.

The worst thing is Sea Fog at some coastal airfields...This could roll in very fast and catch you out.

Getting LOST is unusual but I was in a formation once that did get completely lost and that stretched to Mayday! Mayday! Mayday!...But that is another story Macs

BTW when I joined BEA, Heathrow still had an operational GCA approach and I remember doing one as a Second Officer and in very severe turbulence while I was still being trained on line...I was very pleased when the Training Captain, Sandy Sanderson, said to me at de-briefing "That was a pretty fair fist of an approach!"

Back then there was real pilots. :flying:

petermcleland wrote:Macs,

Skills yes! But remember we knew nothing different as we simply had no Nav aids. Not even a Radio Compass. Met briefing was important but sometimes there was no met information on the destination available and worse no let down facility there...Take the case of Mogadiscio for instance...All they had there was a radio, but all that radio could do was talk and listen to you from fairly short range. They could not give you a bearing or course to steer or anything like that. You had to FIND the place visually and usually with not an enormous amount of fuel to spare.

I remember two Eight Squadron chaps at Khormaksar who needed to take a Meteor T7 down there for some reason. They spent two days planning that flight but had no real met information when they took off. More than halfway down the ground became obscured by an overcast of stratus...They proceeded on DR till certain they had passed the coast and let down to emerge correct to estimate over the sea. They turned back and soon sighted the coast...They even got radio contact with Mogadiscio which is vertually on the coast...But, which way to turn, left or right? How long to proceed along the coast before turning round and looking the other way?

The Meteor 7 just has one ventral tank for extra fuel and even with that, there is precious little range...The couldn't find it and ran out of fuel. They baled out (no bang seats) and one survived, the other got fouled on the canopy strut and went in with the aeroplane.

So the short answer to your question is that there is an element of risk. The more normal destination would have some form of let down...Even at Nairobi Airport (Embakasi Civil Airport) where we based our Hunters, we taught one of the civil controllers, Ron Garside, how to give us a Controlled Descent (QGH). It did of course, have an ILS but that was completely useless for our Hunters as we had no receiver or instrument for it. So basically for jet fighters in those days, the only way to get down at your destination was a QGH from the ATC Controller. The limit for such a letdown was basically 500 feet AGL, so with a cloud base lower than that you would be diverting (preferably before commencing your descent from altitude). If it was a big fighter base like Wunstorf then they would also have a GCA (Ground Controlled Approach) and that could take over from the QGH and then the GCA controller would give you a full radar talkdown right down to about 200 feet or even lower unofficially.

As for fuel planning...Well fighters are a bit different from airliners etc. in that you just "Fill it up". If it is a long flight then you fit the necessary number of droptanks. Then if the published range adjusted for the day's winds does not provide enough to go there and at least divert to your alternate with a bit of spare, then you don't till perhaps tomorrow!

Thunderstorms...Well normally the tower could tell you how fast it was moving and when it was likely to clear and you could make a decision on that.

The worst thing is Sea Fog at some coastal airfields...This could roll in very fast and catch you out.

Getting LOST is unusual but I was in a formation once that did get completely lost and that stretched to Mayday! Mayday! Mayday!...But that is another story Macs

BTW when I joined BEA, Heathrow still had an operational GCA approach and I remember doing one as a Second Officer and in very severe turbulence while I was still being trained on line...I was very pleased when the Training Captain, Sandy Sanderson, said to me at de-briefing "That was a pretty fair fist of an approach!"

Peter,
How did the controlled descent work (QGH)? Just curious (again )
regards,
Macs

P.S.: The mayday incident sounds interesting Could you share this one? Hope I am not being a pest