The Whispering Giant - britannia association

The
Whispering
Giant
THE MAGAZINE
OF THE
BRITANNIA ASSOCIATION
SPRING 2011
Who are you calling Big Nose?!
An intriguing photo has appeared in the TWG Office - it is a puzzle - questions arise Where? When? Why? Where is easy. When is not too difficult Group Captain Jock Kennedy was Station Commander January 1970 to March 1971. Why is the difficult question. Clearly, the Station Execs are present but that young lady isn’t one! Up the steps it seems there are various squadron members of varying seniority. Who do you recognise?
Check out the
Association website
at www.rafbrit.org.uk
Check out the
Association website
at www.rafbrit.org.uk
THE
WHISPERING GIANT
eeling your age? Perhaps this
has something to do with the
fact that the RAF Britannia is part
of history? Well, it must be as I
was invited to give a presentation
on ‘The Whispering Giant in
Uniform’ to an RAF Historical
Society seminar on ‘The Bristol
Connection’! During this, I quoted
the aeromedical capability from
Pilots’ Notes of 'Maximum of 53 stretchers with provision for
two iron lungs.' remarking how strange it now seemed to read
‘iron lung’ and, to my knowledge, the facility was never used.
With some experience of giving presentations and writing
books, I should have learned not to make assertions of which
one did not have first hand knowledge!
A gentleman approached at the end of the day.
‘When we were in Cyprus, my father contracted polio - he
picked it up when on a visit somewhere with a station
sports team. He was evacuated back to the UK - in a
Britannia - in an iron lung!’ This occurrence sums up the
way the RAF Britannia is regarded by so many people various tasks conducted over the years having particular
significance to individuals. Mind you, the gentleman’s
comments were not all ‘sweetness and light’! I found
myself having to defend why the family could not travel
back to the UK in the same aircraft!
It possibly has not escaped your attention that I have
an interest in books - but Keyham Books is more a selffinancing, expensive hobby than a business! It is a business in
a strange area - when did you last buy a book? 33% of the
population never buy a new book - 27% buy less than five.
These figures include buying books for other people. Authors
and publishers only make money from people buying new
books - Oxfam, which opened its first bookshop 22 years ago
in Oxford’s St Giles, has become the third largest bookseller
in the country, and Europe’s biggest High Street retailer of
secondhand books!
The statistics continue - only one third of people
enter a bookshop intending to buy - and of these only a third
actually purchase something. Lost book sales (unavailability
of the item and unwillingness to order) are a major concern
for the trade.
One survey revealed that the most enthusiastic readers buy the fewest number of books. But why don't more
book-lovers buy books? It may be because buying something
that's only going to be used once feels excessive, indulgent.
Or possibly the resistance stems from the days when a personal library was the province of a privileged few. When
books were rare and expensive, their ownership was treasured. Now that books are available and affordable, their
F
Spring 2011
preciousness is diminished.
I did say that the book business is a strange area!
But that hasn’t deterred me from persuading you to write a
book! There is the familiar quote along the lines that everyone has book inside them. The difficulty is transforming that
stuff in your head into printed words within a decent cover. I
have indulged myself by using a page and a half of this magazine to show you how it can be done. Look out John
Grisham, Stephen King, Catherine Cookson, J K Rowling the Britannia Association is on a roll!
Death always brings sadness but it seems that this
year has been particularly bad, It is invidious to pick out
names - who do you choose, who do leave out? I will leave it
for you to study the names on Page 17 and let certain ones
bring back memories.
As our Chairman reports, it has been a good
Association year. But support is needed for the Reunion - only
70 last year. Details are within but two points are made. The
price ticket has been maintained at £25 with a subsidy from
Association funds - so don’t let others spend your money join in! The second point is that we seem to have struck a
happy medium with the music - loud enough and sufficient
quality to dance to - but normal conversations can be held!
Buy your tickets now and convince the Committee
that there is life out there, Best wishes to you all.
Opinions expressed, unless otherwise stated, are those of the editor.
Please address all magazine correspondence to:
The TWG Office, Keyham, Startley, Chippenham SN15 5HG
e-mail: Please use contact details at www.keyhambooks.co.uk
Address Association business correspondence to:
The BA Secretary, 43 Himbleton Road, Worcester, WR2 6BA
Officers of the Association
Patron: Air Chief Marshal Sir Thomas Kennedy GCB AFC
Chairman:
Ian Partridge
(01507 600398)
Secretary & Treasurer: Eric Healey
(01905 427122)
Assistant Editor:
Graham Rutledge (01452 424075)
Editor/Archives/Welfare/
Publicity/Webmaster: David Berry
(01249 720239)
Cover: A rather unkind photograph of 496 - which still looks
quite beautiful! Visit it some time - see page 16 for details of
(Photo by David Berry.)
opening times.
Page 1
Britannia Bits by Superfine
ne member we have lost
touch with is Betty Bowles,
widow of Geoff. This has come to
light with the wish to send a
‘Welfare’ message. Some time ago
Betty returned to live in her native
Australia - to the Sunshine Coast!
This has been the centre of the
dreadful flooding followed by the
hurricane. If anyone is in contact please let the TWG Office
know.
O
o doubt we all get ‘happenings’ which jolt us back to
years gone by. An example is the Flight Safety poster,
‘Don’t Assume - Check!’ Who could forget! The picture
became a news item in 2010 with the death of the photographer, Martin Elliott. He never repeated the success of his most
famous picture. He was a photographic student when he persuaded his girl friend, at the time, to pose for the shot - she
had to borrow a tennis dress, racket and tennis balls. For the
photographer, the early breakthrough was as much a curse as a
blessing. He always complained that he could not get commissions because clients assumed that as the creator of one of the
world’s most famous images, his services would be far too
expensive!
N
that of the Britannia years as that one was deposited in the
chapel at Cranwell, on the squadron disbandment. But with
time to reflect, I realised that it was 'ours' and it had been
retrieved by the present 99 and then replaced when their new
colour was presented a few years ago. On that occasion our
Colour was once more laid up in this new location. My
thoughts on it being older than 'ours' was that it is incredibly
bedraggled! But then, so are some of us!
t is interesting how the current 99 Squadron has the time
and inclination for traditional squadron things - more so
than the 99 of our day? What immediately comes to mind is
the Association visit last July, reported on elsewhere. But they
also produce a magazine, attend an annual memorial service
of the 99Squadron Association at Newmarket, hold a dining-in
night for the Association, have a Families’ Day - and want a
squadron tie! An appeal went out for the loan of a 99 tie for
copying. The tie is unique as squadron ties go - no mini
badge, motifs etc. Just simple bands of colour, rather like a
regimental or school tie. An attempt was made some years ago
to find out why this was so, but it came to naught.
I
taying with the 99 Squadron magazine, the Editor has
given me sight of an e-mail he sent to the 99 Association
secretary on receipt of the latest edition:
Coincidence No.1 - I was on 99 Squadron in the Britannia
years.
Coincidence No.2 - You are currently on 99 Squadron - C-17
Globemasters - not much of a coincidence so far - but read on.
Coincidence No.3 - I am a member of the 99 Squadron
Association - no big deal except that very few ex-99 Britannia
people are members - WW2 predominates.
Coincidence No.4 - You are Secretary of the Association and
write in the magazine.
Coincidence No.5 - I receive the magazine and read it all - not
everyone would do that!
Coincidence No.6 - In the magazine you take the somewhat
unusual step of putting in a little bit of personal detail.
Coincidence No.7 - The detail included the name of your
daughter's new school in Nottinghamshire - one of 400?
Coincidence No.8 - I have a daughter - she is a teacher.
Coincidence No.9 - Your daughter, Grace is in my daughter,
Alison's class!!!!
Coincidence No.10 - I'm going to win the Premium Bond
Jackpot next month!
S
s an ex-member of 99 Squadron and someone whose
lounge is exclusively furnished with Ercol chairs, cabinets etc an obituary in the paper was of particular significance.
Part of Lucian Ercolani’s war was as CO of 99 Squadron, flying Wellingtons. He earned a DSO and Bar and a DFC. After
the War he returned to the family furniture business. The speciality became machine-produced furniture with a handcrafted
look and quality. It is evident from the obituary that he was a
considerable character.
A
uperfine had the sad duty of attending the funeral service
of ex-99 engineer Colin Rowlinson. It was held in the
church of St Britius in Brize Norton Village. In my pew, I
looked up and there was an old 99 Squadron Standard. My
immediate thought was that it must have been a Colour before
S
Page 2
raham Rutledge's account in the last magazine of his
1970's introduction to the Britannia and his instruction on
G
The Whispering Giant
An RAF Brabazon? There must be a story - but it is lost in the mists of time. Experts suggest that it was
1949 judging by the completeness of the airframe. It seems to be an Open/Families Day. The RAF registration is explained by the involvement of the Ministry of Supply. It was standard practice in that situation to allocate an RAF serial number. Possibility is that the painting was done to please the viewers.
the same prompted Alf Musgrove to look back at his similar
period way back in the late 1950s. He e-mailed from Oregon:
May ‘58 to April ‘59 was a slow year with occasional
happenings. Vick Colwell and Jack Whelan were ahead on
Simulator. John Owen took over after Brit crash as Liaison
Officer and subsequently OC ATS (B) and I completed ground
school with Wg Cdr J.O. Barnard, OC 99 Sqn. A good boss
who lasted only a short time before being moved to Upavon
and operations etc... I managed a few right seat flights and
participated in Icing Trials at Singapore Nov. and Dec. of ‘58.
Completed Brit Conversion with Griffith (Test Pilot) and
instrument check with John Owen in April of ‘58. We were flying 252s 398 and 404. XL636 and 637 arrived during summer.
Commenced training 1 Course May of ‘59, one captain plus four co-pilots. Jim Monro Captain/QFI plus Tony
Davis, John Brown, Lew Gray and Geoff Shipway. They were
used as assistants in training co-pilots.
Two Course included Harry Liddell, Wally Gray and
Pete Burgess. John Loveridge and Jack McWicker joined during summer. Both were QFIs with me at OCU Dishforth. I was
a CFS A2 on Hastings, Britannia, and VC10. On Graham R's
point re QFIs, I always considered it more important to be a
good aircraft type operator. QFI essential for basic training.
Harry Liddell was TCEU. I replaced Harry March ‘61. Eric
Reeves took over ATS December ‘60. April ‘63 I joined
Liaison Team at Wisley and a three year wait for my favourite
aircraft, the VC10.
I do recall one incident. John Owen decided to move
two Brits to St. Mawgan and train there. He to depart 0500
and me at 0530! Checked weather and it was awful. I
scrubbed to the relief of all my crew. John Owen took off and
experienced elevators freezing up on the climb. John had ATC
record it all. Fortunately the problem disappeared with
warmer temperatures as aircraft descended. Elevator gearbox
grease was changed. Yours aye, Alf
n his article within, Graham Rutledge mentions Len
Deighton’s book ‘Bomber’. Coincidentally, Superfine has
been rereading that very book. A note was made of a particular passage: ‘Jimmy Grimm hunched lower at his table under
the racks of radio equipment and grinned. He was sending the
I
‘Guardian’ reader, son-in-law suggested to Superfine
that he needed to change newspapers if he wanted to
keep up with the latest thing in WRAF dress!
Spring 2011
Page 3
The way we were! Eric Reeves provided the caption for his Canberra 1967 photo on the left - ‘Hope you can fix
it!’ - ‘We had just flown in from Darwin following alternator/engine failure on take-off in a rainstorm - 7.05 on
three - Don’t ever give up!’
The photo on the right has only come to light with Chris Jackson’s sad death.
operator’s favourite test signal: ‘Best bent wire best bent wire
best bent wire.’ Who knows who first invented this strange
phrase with its jazz-like rhythms, known to R.A.F. operators
and Luftwaffe monitoring services alike?’ Well, this is a bit
lost on Superfine as Morse was always a difficulty - the back
cover of the ‘En Route Supplement’, with the code, had to be
kept on the clipboard - hidden from the signaller. So what is it
about ‘best bent wire’ and ‘this strange phrase with its jazzlike rhythms’?
emories were revived with a letter in ‘The Times’. For
some reason a topic had become the addition of
Bromide into Airmen’s Mess tea to ‘subdue’ desires. The correspondent reported that his uncle had been in the RAF in the
1960s and, being reminded of this ‘Bromide Story’, reckoned
that it didn’t work then but it had a delayed action effect!
Keeping the tone low - apparently there are now rules for ‘The
Mile High Club’: Someone new - not the crew - and not in the
loo!
M
The Saturday Times Magazine did a feature on Brize Norton’s part in the Afghanistan War. The photo above, in
full cover, gave an impressive picture of the Departure Lounge, which has obviously had a facelift since our
days. Good job for the soldier that Lyneham’s SWO Bill Baird isn’t around! ‘Get your ******* feet *** **** ...’
Page 4
The Whispering Giant
SECOND TIME ROUND
Early days 99 Sqn nav Keith Shorrock finds a Squadron plaque the hard way ...
ast September Dave Berry mentioned to
me that a small insight into my recent
sailing activities might(!) intrigue him and said how about an
article - so here goes.
L
we visited over 70 places and had at least one party at each. It
was a test of social stamina as much as anything else.
There were many highlights but I would like to mention
three:
After leaving Bali we called in at Christmas Island for
one night, so I can now say I have been to both. This time I didn't have my back heated by radiation from an H-Bomb. Four
other yachts from the rally were there and it was Ann's birthday
so we had a party in the island's only restaurant. An Aussie
brought along his bagpipes and a good time was had by all.
Next stop was Cocos Keeling which I had last visited in 1965
when navigating a Beverley en route from Singapore to Perth. I
was surprised to see, on its own, behind the Community Centre
bar, a No.99 Squadron plaque! When I returned home and read
the squadron history again I realised that 99 had been based there
at the tail-end of WW2.
There is one thing that you don't do when long distance
cruising is walk much and, when ashore, one tries to rectify this.
So one day, after a few beers in the only high street on St Helena,
I was walking back to the quay side and passed the bottom of
During the 24 months from Jun 07 to Jun 09 Ann (my
wife) and I crewed for my friend Bob Willetts on his 50ft Island
Packet yacht for about 40,000 miles. This mileage was made up
by a trial run to the Azores, positioning in the Canaries for the
Atlantic Race for Cruisers to St Lucia, the race itself, a circumnavigation of the world and a return to Portugal via Bermuda and
the Azores - a total of five ocean crossings.
Bob, Ann and I did the whole trip and we were joined
by friends for various legs. We normally sailed with a total of
four or five on board. We were part of a rally, 37 yachts started
from St Lucia and 17 were there at the end. About ten nationalities were involved.
The circumnavigation took us from St Lucia, through
the Panama Canal (mainly at night), down to Ecuador and the
Galapagos (again), to Tahiti, across to Australia, round the north
of it to Bali, over the Indian Ocean to South Africa. From there
we sailed in the Heineken Cape to Salvador Race, which included
a 48 hour stop-over in St Helena. After cruising up the coast of
Brazil - taking in the Recife carnival - we headed back to the
Caribbean and a grand party at St Lucia. During the 14 months
Spring 2011
Jacob's Ladder. This is the 600 x ten inch concrete steps, constructed by the Royal Engineers. It went up to the gun emplacement, which guarded the inlet when Napoleon was there. I decided to climb it. Up and down I went and was severely crippled
for three days thereafter.
Lastly, I must say this was my second circumnavigation, the first being my first overseas flight on 99. It was supposed to be a Lyneham - Australia - Lyneham route trip but it
just kept being extended until eventually, after three and a half
months, we arrived back in UK, via America. It was in 1956,
involved 350 flying hours and 60 legs. Rip Kerbey and Harry
Newton were the two captains, who split the trip between them.
The highlights were the H-bomb explosion and helping the Chief
Scientific Officer, Sir William Penny, leave Maui after the
Canberra he was flying in got lost, en-route Christmas Island Honolulu, and had landed there. Happy days!
Nowadays I sail about six weeks a year, in the Med
(currently the Ionian), on the 38ft yacht I share. As I am an
Honorary Life Member of the RAFSA, I fly the defaced RAF
ensign. So if you are in the area you might be able to pick me
out.
Page 5
Life after BZN ...
Tim Simmonds continues the story of his civilian Britannia years ...
was posted from Britannia Line
Servicing Flight on the 1st Jan 1976, to
RAF Brawdy to a Hunter service flight to
await the arrival of the Hawk trainer. It
was not a posting I was happy with - no real job, no travelling with
the aircraft (I had been a Ground Engineer on the Britannia),and a
long way from family and friends. After a couple of months, growing
more and more discontented with Training Command, I was contacted by Pete Ansell (electrician ex-Brit Line) with a view to joining
him in Brussels with Young Cargo. Without more ado I took a weeks
leave and flew to Brussels. After a weekend's work, 1xtorquemeter
and 2xpcu changes, I met the boss, Eddie LeJeune, who over lunch
offered me the position of engine/airframe controller (inspector). Not
wanting to commit myself without knowing more I agreed to work
freelance for two weeks, then make a decision whether or not to
leave the Air Force. Back at Brawdy I presented the General Office
clerk with a bottle of Bacardi and the question, ‘How long does it
take to leave the Air Force?’ ‘About six weeks,’ was the reply, ‘but
I’ll talk to a mate at RAF Innsworth.’ I went back to Brussels on
Monday morning for two weeks but the next day received a call to
say get back to base ASAP, ‘You’re clearing Thursday, out on
Friday!’ After a quick interview with the Wg.Co. Engineering, ‘It’s a
big world out there, have you got a job, but they speak French in
Brussels, etc, etc.’ I explained that the salary was twice what I was
paid as a Sergeant, so he wished me luck, I wrote a cheque for £150
(discharge by purchase) and I was out and away all in a week.
Young Cargo Belgium Airways bought eight Britannias
from The Ministry, operated three, leased out one and scrapped four
for spares. XM635, 636, 637 were based at Brussels to start with,
then later at Gosselies (Charleroi). Pete and I had about five Belgium
guys in the technical department, a far cry from the days at Brize.
Initial contracts were flowers from Casablanca and ad hoc freight
around Europe. Then the company signed a big contract with the
Angolan government with flying hours split three ways between the
government, CTA (local airline) and Diamang (diamond mining). So
three weeks after leaving the RAF, I found myself on the evening of
14th June in the Hotel Katekero, Luanda. What a dump! The company brief was that the troubles were over and the MPLA were firmly
in charge. Not so - as the Portuguese left, a power struggle ensued
between the various political/military groups, MPLA, FAPLA, &
UNITA, backed by the Russians, Cubans, Americans or South
Africans. The road and rail network throughout Angola had largely
ceased to function so airfreight was the only way to get supplies
around the country. I found it ironic that after 11years defending
western civilisation against the communist threat, here I was three
weeks, later working for them!
After a few drinks with Pete at the hotel to celebrate my
arrival it was time for bed and a well deserved night’s sleep but it was
not to be. I remember a dog barking continuously in the alley below
my sixth floor room, and then two shots rang out, followed by silence.
I leapt out of bed, switched the light on and went out onto the balcony
to investigate. Realising what a good target I made, I scuttled back
inside switched the lights off and dived into bed. There I lay for hours
wondering what kind of trouble I had landed in. The next day it was up
to the airport to meet the rest of the team -two crews, all Belgium, and
a Mr Fix-It, who spoke a little English. Loading and unloading was
carried out by locals, by hand, sometimes in an unusual manner, such
as using the escape slides. We had one aircraft which was tasked to fly
every day except Sunday, which was for scheduled maintenance or if
we were lucky a day off. The crews, whilst willing, knew little about
the aircraft to the extent that if we shut it down then carried out full
I
Page 6
safety switching, they would be unable to start it in the morning. We
soon developed a procedure where we would put all the switches in the
correct position so that when they put the battery switch on, all they
had to do was push the start button!
The original plan was that we would remain in Luanda,
clearing defects when the aircraft returned in the late afternoon,
flights being planed for daylight hours only as most airfields had no
power or navaids, fuel being in very short supply. My responsibilities
expanded very rapidly to include not just the technical part of the
operation but also the commercial and operational. Could we carry
this, could we operate from this airfield? I came unstuck one day
having given the go ahead for a flight into a small strip, which on
arrival we found was a grass field, luckily it was dry season and the
grass had been cut. The only problem was that when ‘Brake Dwell’
was cancelled, all the grass went into the engine intakes, requiring an
hour’s work before departure with a bent coat hanger to remove it.
Another flight was scheduled at night using gooseneck flares at the
destination, with the instructions to land on the left of the flares as
they only had enough to place down one side of the runway. We
made the approach to decision height but only saw bush, went
around, blew the flares around causing a bush fire, then realised we
should have gone for the right side as they were expecting us to
approach from the other direction. The captain didn’t seem too perturbed but then they were all ex-mercenaries from the Biafran war
and very experienced in operating in Africa. Our Chief Pilot,
Vingerootes, had flown DC3s and our Captain Magane, Fouga
Magisters on ground attack for the other side, during the Biafra War.
The story was that Magane had shot up Vingerootes DC3 whilst it
was on the ground which goes to show you never know when or
where you will meet your chief pilot again!
It soon became clear that staying put in Luanda was not an
option, as the crews were not experienced enough on Britannias to
carry or work around defects collected during the day, nor was travelling with the aircraft all the time. We had to get some sleep sometime. What in fact would happen was just as you got to sleep you
would be called to fly up country in a light aircraft to fix whatever
had gone wrong. It was interesting flying being crammed into a small
twin with a load of spares and a 45 gallon drum of fuel, for the twins
return flight. On one occasion,
after fixing the problem then
climbing aboard for a quick
departure back to Luanda
before night fell, engines were
started and we commenced a
gentle roll down the taxiway
towards the runway for take
off. The First Officer and
Engineer were completing
their checks and the Captain
was studying his chart - all
very efficient! Then I realised
no one knew that the aircraft
was moving. A call (scream) of
‘Brakes’ brought the aircraft to
a halt, accompanied by lots of
‘Môn dieu's’ etc.
Living conditions did
not improve with food, power
and water shortages, to the
extent that we were reduced to
Offload - Angola style!
the odd bit of pillaging. After
The Whispering Giant
one flight with a cargo of chilled sides of beef, hunger got the better
of us. So on return to Luanda we appropriated one, lowering it into
our VW Beetle, via its sunroof, then spirited it away to our hotel
kitchen, to be enjoyed later in the week. Water shortages nearly cost
us dear. When returning to the hotel, after working all night, all we
wanted was a bath then bed, but after turning on the taps the water
would go off, so it was into bed, unwashed. Then at midday one
would awake to a flooded room having forgotten to turn the taps off.
Returning to the hotel one day we found we had been moved to
another room due to flooding, the problem being we had hidden all
our money in the electric sockets in the room, so had to burgle our
original room, in the middle of the night, to retrieve quite a sizable
amount of US dollars. Security was not too much of a problem as we
were working for the MPLA (government). We wore our old issue
military flying suits, with as many badges of rank or political party as
we could find This helped, as everyone seemed to respect the military, Russian, Cuban, et al. It was also wise to learn a little
Portuguese such as ‘A luta continua, Vitoria e certa, comarade!’ (The
struggle continues, but victory is certain.) This was said with vigour
and a clenched fist salute. Another useful phrase, in reply to the question ‘Are you Russian?’ was ‘Sim, eu fui para a Russia.’ (Yes I have
been to Russia) which was ambiguous enough to bluff your way out
of trouble. I remember the arrival in Luanda courtesy of the RAF, of
Dr David Owen, Foreign Secretary, there to recognise the new government. We wandered over to his parked VC10 to scrounge some
English newspapers, but more importantly to see if we could
exchange our issue shoes, which had seen better days by this time.
Not held in high esteem at this time were 13 foreign mercenaries captured after fighting for FAPLA, the most notorious being Col. Tony
Callan (Costas Georgiou). Four of them, including Callan, were shot
after a show trial in Luanda on the 10th July 1976. That was a great
incentive to keep a low profile and try to blend in. Not easy as we
featured in an article and photograph in Time Magazine under the
heading ‘Russians relax on the beach in Luanda’. In fact it was a
crew Sunday picnic! Our Britannia XM498 also refused to blend in,
as after a poor quality paint job, the RAF roundels and old registration, were soon showing through.
Two interesting aircraft we came across in Angola were the
Tupolev TU-95, Bear, and a squadron of old Harvards left behind by
the Portuguese. The Bear would land at Luanda, taxi past our parked
Britannia enabling us to take a quick covert photograph. This resulted
in a strange phone call on return to the UK. I had mentioned to a
friend on 51 Squadron. that I had seen a ‘Bear’ in Luanda. Sometime
later, I received an anonymous call asking if I still had the picture.
Luckily I did not, for who knows what trouble that could have led me
into. I actually worked on the Harvards, reconnecting the electrics to
the under wing rocket racks and getting them started. Then they were
quickly taxied over to the Cuban military side of the airport to be
used in a ground attack role against UNITA forces in the south. I
think the engine sound would have been enough to scare anyone to
death; it certainly scared me on start up. Another aircraft which
proved useful was a derelict Dragon Rapide lying beside the runway
at Serpa Pinto. We had a pitot static leak on the aircraft, so with a
length of pipe and a union from the Dragon Rapide we were serviceable once again.
Not all flights were internal, as about every three weeks we
would make a trip to Lisbon for the diamond company, with not a lot
of freight northbound but a full load of engineering supplies on the
return. These trips were a welcome relief from the privations of
Angola, as on arrival in Lisbon we were booked into a five star hotel
with all expenses paid by Diamang. I would fall into a hot bath, order
room service with a bottle of wine, and then phone home. As the company never questioned the very large bills, I’m sure we were carrying
more than freight to Lisbon - probably smuggled diamonds or blood
diamonds as they are known now. On the subject of external flights
and ‘dodgy’ loads, we made one flight to pick up machinery in Dar es
Spring 2011
Salam - ventilating machinery
as it turned out. The trip was
uneventful until just after take
off on the return leg, when the
aft cargo smoke detector alarm
sounded. I went to investigate,
found it was a false alarm
caused by dust blowing around
when the pressurisation was
commenced. What was a little
bit more alarming was the
sight of three RPGs rolling
around loose on the floor when
the crate had split open. I had
to empty an oil carton then
carefully pack the grenades
into it for the return flight.
Opening the odd box was
always a good idea on these
flights as it is easier to think
up an excuse for what you are
carrying if you are forewarned.
Wielding tools of the trade!
I opened one box to find three
sub-machine guns, brand new with all accessories, complete with a
dispatch document over stamped with a swastika showing that they
were manufactured in Brno in 1941. I wondered where they had been
stored for the last 35 years - where will all the hardware from Iraq and
Afghanistan turn up? Weapons, unlike aeroplanes, never seem to get
scrapped, just transferred from one user to the next. We also carried
troops, on occasions, and they would leave live rounds all over the
place when leaving the aircraft, one of my many jobs being to sweep
up after them. Any rounds found were thrown into the navigator’s
table for people to complete their collections. This had serious repercussions for a young French mechanic who on returning to Europe
fell asleep whist driving home from Brussels to Paris. He awoke
handcuffed to his hospital bed with a policeman on guard beside him
wanting to know why he had Russian bullets in his toolbox.
Stays in Luanda were meant to be for about six weeks but
this was usually extended due to the lack of a replacement aircraft as
required in the contract. We could not get clearance to leave until
our replacement was on the ground. To leave on one occasion we
had to send ourselves a false arrival telex with an ETA just to get
our departure plan filed, I think it’s called creative planning!
Arriving was sometimes just as fraught; finding Luanda in the dark
during a power cut with none of the airfield aids working was a little
tricky. Luckily a local radio station was working, playing salsa,
enabling us to get a bearing otherwise it might have been next stop
Brazil. A musical approach no less! We always carried a bit of fuel
‘hidden’ in the centre tank, ground engineers being very wary of
crews getting lost.
Returning to Brussels, was very civilised but brought different problems, mainly the intense rivalry/jealousy between the
French and Flemish people working for the company. Technical was
Flemish commercial and operations French. Point scoring was the
name of the game to the extent of ignoring spares requests for AOG
aircraft just to make the technical department look bad. I think it is
still going on today in the Belgian government. The aircraft moved
with the technical department to Goesslies near Charleroi which was
great, a provincial airport where you could actually drive your car out
to the aircraft. By this time I had got married and moved to
Folkestone in Kent, to make commuting easier, as there was rumour
that the company was relocating to Ostend. But it was not to be, so to
have more time at home with the family I decided to move on and
joined Air Faisal based in Bombay for two weeks at a time, but that's
another story, perhaps for the next edition of ‘The Whispering
Giant’?
Page 7
FIRST TOUR COPILOTS ...
Mark Simich rounded up news from his old compatriots ...
sit engaged in the same activity as 12 months ago - pondering on the contents for this magazine. I knew then that
there was a move afoot by the First Tour Copilots (FTCs) to
gather at the 2010 Reunion. This stirred my thoughts about a
feature on their subsequent careers. I was aware that they
have been, as a group, remarkably successful. I was in contact with Mark Simich and I put my ideas to him. He rallied
and contacted his old compatriots - but enough time was not
allowed. The response was excellent but it was not in time
for the last magazine - but here we are now!
A new problem arises! The contributions are so
detailed and lengthy - they would occupy this whole magazine! So, sorry FTCs, I have to present an unedited, slimmed
down version of your sagas. Most members will be familiar
with the FTC scheme; a break with the tradition of recruiting
copilots who had completed tours on other aircraft. Many of
you will also be aware of the scepticism with which this was
first regarded. This was totally dispelled by the performance
of these younger men. Perhaps we received the cream - perhaps this explained why they all seem to have gone on to
greater things. This, fairly naturally, was mostly in the civil
aviation field. But they can boast two Group Captains. I tried
to rope in an Air Vice Marshal but Martyn Gardiner tells me
that he did a previous flying tour - he just looked like an
FTC!
Starting with the ringleader, Mark Simich: He had
one of those memories that stick with you. During a Survival
course, on his basic training, ‘one particular lesson (as a
casual observer of course) was to not empty the Survival
Course instructor’s Land Rover of sump oil to keep our
bivouac warm - it seizes engines and starts forest fires!’
During his multi-engine training he experienced, thanks to
his instructor, the Varsity glider phenomena when practising
engine failures!
His memory of the Britannia course is a familiar
one, ‘A long course on how to build the aircraft at Bristol
and the engine at Derby’. To which Mark adds, ‘ I distinctly
remember when being chauffeured to the morning classroom
the driver of a Rolls Royce ahead of us, which was stopped
at the traffic lights, reached out and stubbed his cigar out on
the roof of a Morris Minor next to him. What a missed shot
that was and never to be forgotten.
‘In 1974 I left the RAF to join Air New Zealand as a
DC8 First Officer. Shortly after I was furloughed, due to the
fuel crisis, and returned to the UK to join IAS Cargo Airlines
at Gatwick who had Britannia vacancies. This lasted for 18
months and I then joined Templewood Aviation for a DC8
contract operating Air Ceylon services between Heathrow
and Colombo. I was recalled to Air NZ in 1976 and have
since flown the DC8, DC10, B767, B747.200 and have been
flying the 747.400 for some 16 years. Many times I met up
with Grahame Peter (always in the gun with his 511 Flight
Commander for wearing pink KD and long hair I recall)
I
Page 8
during my lay-overs in HKG. I held training and management positions including 747 Fleet Manager for some time.
During this period I also found time to complete my MBA. I
am currently enjoying line flying between Auckland, the
American and Canadian west coasts and London. The bean
counters are mistakenly phasing out arguably the best transport aircraft ever built and with the looming ICAO PIC age
limit of 65 years it is probably time for me to make some
lifestyle changes and enjoy my other interests with my wife
Bev and family.’
Nick Symes went the QFI route after the Britannias
and after 12 years service found himself back on a Britannia
- well not quite - CL44s with Transmeridian Air Cargo and
British Cargo Airlines. He then joined ‘way and above the
best airline I ever worked for’, British Caledonian Airways,
flying the BAC 1-11, Boeing 707 and DC-10 - ‘the best and
most enjoyable aircraft that I ever flew. BCal were ‘mugged’
by British Airways in 1988 and with BA I flew the DC-10, the
Boeing 747-100, 747-200 and 747-400. I was a CAA Type
Rating Instructor/Type rating Examiner on the DC-10, B747
Classic and 747-400. Left BA at their unusual compulsory
retirement age of 55. Joined European Aviation Air Charter
flying ex-BA 747 Classics with a mix of ex-BA, Cathay and
Virgin crews, again a TRI/TRE - made redundant. Flew 747
Classics with Air Atlanta Iceland, Air Atlanta Europe and XL
Airways - flying the same aircraft doing similar work but
various financial dealings meant we moved to different companies as a job lot of crews and aircraft. Continued as a
TRI/TRE - it was some of the hardest training as some of the
pilots were very limited in both experience and flying time.
Perhaps, Dave, the circle was completed as you must have
been involved trying to instruct us first tourists when we were
very callow youths of very few summers with little flying
experience on the mighty ‘Whispering Gian’’ - it really did
seem to be a big aircraft then!! I left XL before it all went
bust and am now retired!!’
Barry Alford steps forward, unfortunately with his
walking stick. ‘After 99 Sqn I spent over three years at
Chivenor grounded with back problems but enjoyed my time
as the SATCO there. I stayed in the RAF until I was 38 ending my time as the HS125 instructor on 32 Sqn at Northolt.
My first job when I left was flying Lear 36’s for the
Automobile Association. I then joined AirFoyle/TNT flying
BAe 146s when the company started up at Birmingham. I
spent 10 years there as the Deputy Operations Director and
as an IRE/TRE. After that I went to British Aerospace for
almost two years training pilots in Belgium (Sabena),
London (City Flyer) and Minneapolis (Northwest Regional
Mesaba). I then decided it was time to return home a little
more often and went to work for the owner of Harrods,
Mohamed Al-Fayed, flying his Gulfstream IV from Stansted. I
was also a TRI/TRE on the G IV. A year after the well-publicised accident in Paris, I left the company and joined
The Whispering Giant
Bombardier’s FlexJet scheme flying Challengers on which I
was a TRI/TRE. Shortly after 9/11 in New York, Bombardier
closed down its European operation and I was made redundant. I then flew a Falcon 900 for a year out of Manchester
before moving back closer to home. I joined TwinJet at Luton
flying P&O’s Challenger for two years but it was sold when
a new Managing Director took over so I was made redundant again. I then moved to Farnborough and worked for
Gamma Aviation flying a Challenger. Unfortunately, whilst in
Argentina on a trip with the owner, I hurt my back and when
I returned to the UK three NHS doctors made a series of mistakes. I finished my flying at 55, disabled, thanks to negligence on the part of the three doctors. I particularly enjoyed
the Corporate/Private aviation world as the flying was so
varied and the aircraft were generally equipped with all the
latest technology. Also, most of the passengers were quite
civilised!’
John Anstead is next: ‘From 1975-79 Transmeridian
Air Cargo (TMAC Stansted) freighting Canadair CL44s all
over the place including the last couple of years as IRE/TRE.
When I joined, the tech instructor said I’d love the job as the
CL44 flies ‘just like a big Britannia’. He’d obviously never
been anywhere near a Brit which I considered a delight to
fly. 1979-80 Cyprus Airways operating their one and only
CL44 freighter. A great lifestyle bringing back memories of
many previous visits to Akrotiri. The operation was government sponsored for the farmers/fruit producers to assist them
in shipping their produce to international markets. One day
the aircraft was returning empty from the Gulf and its left
main gear failed to lock down (I actually spotted this from
my apartment balcony in Larnaca). The aircraft diverted to
Akrotiri to make use of the foam strip. On landing the suspect gear collapsed and the aircraft departed the paved strip.
It was a write-off but fortunately the three-man crew were
not and within a relatively short period they were enjoying
the hospitality of the Officers’ Mess. No aircraft left = no
job! Time to pack and back to the UK. 1981-82 British Air
Ferries flying the Viscount. Night newspaper flights, IT
flights around Europe, detachments in Algeria and Libya
plus simulator training and examining. 1982 to present.
Living in the IOM and working for the re-formed Manx
Airlines (later becoming Manx Airlines Europe, British
Regional Airlines, BA CitiExpress, BA Connect) from 19822007 when Flybe came on the scene. Between 1982 and 2007
the airline developed from four aircraft to 80 with pilot numbers reaching 800 and the types operated included Viscount,
F27, Shorts SD330/360, Saab 340, Twin Otter, BAe ATP, BAe
146/RJ, Emb 145. I flew and trained on most of these and
was the Flight Training Manager from 1983-2007. I currently fly the Dash 8 Q400 and will retire towards the end of next
year having enjoyed 45 years as a pilot.’
Pete Donkin follows the pattern of a varied career:
‘RAF Bawdsey - ground tour, fighter controller. RAF
Scampton, 35 Sqn Vulcan B2, Pilot Leader IRE, represented
RAF on USA Bombing Competition v B52s and F111s. RAF
Leeming, CFS, Jet Provost 3 and 5s, proud winner of the
Agricultural Aerobatics Trophy! RAF Linton-on-Ouse, QFI,
IRE, teaching young coves to become first tourists. S Ops O,
Spring 2011
RAF Stanley, scrambling F4s and Harriers against Argies
infringing Falkland Island Protection Zone. RAF Brize
Norton, 10 Sqn, VC10s, Training Captain, VIP and flying
B737-200/ Liaison with BA, re Berlin corridors. 241 OCU,
VC10 Training Checking. Engaged by USA missiles during a
Scud raid over Dhahran in first Gulf War, my missile avoidance manoeuvre unseating the Aeromed team and the odd
stretcher patient; being Yanks they missed! After 26 years
service, eventually saw the joke and retired! Flew B737-300
on a six month contract at Leeds. Motorola Corporate C650
at Farnborough. GB Airways B737-200 + 400s at Gatwick.
Falcon 2000 VIP at Farnborough and then with new owner
in Sharm el Sheik Egypt. Motorola Corporate Falcon 50 exFarnborough. A knight of the realm’s Falcon 900 ex-EASY,
then his new Bombardier Global Express XRS, based at RAF
LYNEHAM! How things come around! Tortola, BVI, Falcon
900 ex-EASY, Richard Branson, six month contract. Now living in Dublin, flying a Falcon 2000 ex-EASY (LX), with
winglets. Should really retire but still enjoy the flying!’
Grahame Peter writes: ‘I have torn myself away
from my retirement job of wine tasting, to write a few lines
for Dave’s newsletter. Life after 511? I must have upset
somebody (or everybody) and got posted to Thorney Island,
to join three other hacked off Flt. Lts. on the OPS team. We
all did a 24 hour shift during the week and one weekend a
month each. So the WORST scenario was two days work a
week and one w/e a month. This system gave me plenty of
time to get an ATPL organised. There were no jobs available
in 1975 when I was demobbed and I ended up ferrying,
Islanders to Manila, Singapore and Australia, a Trislander to
Fiji and a couple of Cessnas to Lagos. The best trip was an
HS125 to Jakarta, best, because it had an autopilot. In 1976
I joined DanAir and flew the Comet 4C out of Manchester,
on the bucket and spade brigade runs around Europe. A year
later I switched to Gatwick on the Boeing 727. The best bit of
the course was stalling the beast, which the CAA insisted on,
as they were worried about the handling characteristics of a
T-tail jet. The worst bit was sitting in the back, while the
other seven studes did their stalling!! 1979 saw a move to
Cathay Pacific in Hong Kong, where I did three years as a
First Officer on the L1011 Tristar, a beautiful, but overly
complicated aeroplane. In 1982 I switched to the Boeing
747-200 and three years later I did a right to left conversion.
A year later I became a Training Captain on the 747-200
and -300. After that I became a Check Captain (IRE) and
then a Senior Check Captain. This period also included a
year in the Fleet Management Office, which limited the flying
a bit and did not have as much time off as Thorney Island, so
I gave it away. The next move was to a Base Training post.
This was Cathay’s name for a TRE job. This meant Base
Training in Hong Kong, Canton, Kaohsiung, Shenzhen and
Zhuhai. Interesting times. After that it was Test Flying. It
was great fun to throw the -200 and -300 around for three
hours each time. These flights included engine shut downs,
two-engine climbs and relights, emergency descents, VMCA
work and buffeting. Immediately after the unpleasantness in
Tiananmen Square, I took an empty 747 to Peking to evacuate a load of Embassies. I was naturally very concerned
Page 9
about our arrival, as I was the first and only aeroplane to be
there and I was dreading the reception awaiting us from the
People’s Liberation Army. However, as I taxied onto an
empty ramp, I was met by the sight of a solitary PLA soldier
sitting on his bicycle handlebars and pedalling backwards,
with his dog (not a Pekinese) yapping at his back wheel.
What a sight. The cheers from the diplomats and staff on
take-off for HKG were deafening. 1995 saw a move to Paris
on a Basing and in 1997 I converted on to the B747-400.
Two years later I was retired at the grand old age of 55.
However, Cathay had split their Passenger and Cargo fleets
into two separate companies and the beauty of the new
Cathay Freighter company was that it had a retirement age
of 60. So back I went, to the -200, for five years of flying
cargo. Nine months after my second retirement from Cathay,
I joined a company in Bournemouth called European
Aviation Air Charter, flying clapped out 747s, from Paris
Orly to the Caribbean. I joined soon after Nick Symes had
left and I am sure he will agree with me, that it was like
working for Steptoe and Son. The company lasted for another
six months. We are now living in the South of France, and I
am flying once or twice a year, from the local flying club in
Carpentras.’
Howard Cox signs in: ‘Well, I had the honour of
being the first of the ‘first-tourist’ co-pilots, and subsequently
captain, joining the course that began in Dec 1968. I was in
awe of the famous names with me - Dave Bridger, Howell
Phillips, Dennis Collins - how could anyone not enjoy a
course with the likes of them! Following the demise of the
Brit - I was lucky in completing a full six years on type - I
went to CFS on the Bulldog. Winning the Aerobatic trophy
was the only bit of the course I enjoyed!! The following four
years at East Midlands UAS were rather mundane. Then to
Dominies at Finningley. A short spell on the Squadron was
followed by a move to Standards. I then got promoted and
did another tour as OC Standards Sqn. This was a great job,
the only guy on the station who flew all three types Dominie, Jetstream and JP5. During these tours we visited
almost every NATO base in Europe, plus the regular nav
trainers to Norway, Berlin and Gib. Back to Brize in Dec 84
on 10 Sqn to see out my time on the Vickers Funbus - oh yes,
it really was a great job, and sent me to yet new places like
Swaziland, South Africa, 10 Downing Street! I then got my
ATPL on the 737-200, and left the RAF Dec 1988 to join
Monarch on the B757. This aircraft was used like the Brit short, medium and long-haul - to places such as Acapulco
and Bangkok, it was hell! After five years on this great aircraft, I was moved reluctantly onto the (then) new Airbus 320
+ 321. As a TRE/IRE, I continued on these types until I
retired in 2005! I did a few months’ work for GE training
Indian pilots in the sim, but as the task exceeded the remuneration, I gracefully retired to the golf course!!’
John May submitted his CV - ‘After the Royal Air
Force - December 1966 to December 1974: Air Charter in
South Africa - December 1974 to September 1976. Mainly
internal South Africa and Botswana. Operated for various
air charter companies flying out of Rand, Lanseria and
Grand Central airports to numerous destinations including
mines, power stations, geological sites, farms, game parks
Page 10
and town municipal airstrips and bush strips. This continued
during my time with SAA, as was the practice with many second officers. B747-200/SP Second Officer - SAA - June 1975
to October 1976. Mainly Johannesburg to/from UK and
Europe as 3rd pilot. Gained first-hand experience of operating heavy jet equipment. Left due prevailing security situation in South Africa in 1976 at the point of being promoted to
First Officer B727. Viscount Captain - BMA - November
1976 to February 1980. First Officer then Captain then Line
Training Captain. 2,100 hours flying UK/European scheduled services. High-intensity city to city experience. I left to
fly B737s with Orion. B737 Captain - Orion/Britannia February 1980 to October 1991. First Officer then Captain
then Line Training Captain. I flew some 500 hrs as First
Officer before promotion to Captain flying 5,500 hrs in this
airline. In 1987 promoted to Line Training Captain. Courses:
Flight Deck Instructional Skills and CRM. Voluntary redundancy. A320/DC10 Captain - Excalibur - February 1992 to
June 1996, Trained by Lufthansa I flew more than four years
and 2375 hours in command of the A320, mainly in Europe
but with longer range flying to East Africa and a delivery
flight to Toronto. Cat 3b qualified and simulator instructor.
November 1995 seconded to Royal Airlines of Canada training pilots to fly the A320. In February 1996 converted to the
DC10 aircraft at United Airlines and flew as Line Training
Captain on routes to USA before the demise of Excalibur on
25th June 1996. Global Airline Pilot Services Ltd Operations Director - Jul to Dec 1996. Set up by two colleagues and myself to complete an Excalibur contract with
ChallengAir. Employed five captains and 30 cabin crew.
Contract completed in December 1996 at which point I
joined ChallengAir. DC10-30 Captain - ChallengAir - Feb
1997 to Mar 1998 - Mainly from Paris Orly to/from
East/West Africa, French Guyana, Martinique and
Guadeloupe for Corsair, USA/Carib for Caledonian, Brasil
and Uruguay for Iberia. Left to resume A320 training. A320
TRI - TransAer - January and March 1998. Contract with
AIR instructing TransAer pilots converting to the A320 - at
SAA Flight Training. A319/320/321 TRI/TRE and B737/300900 TRI/TRE - CTC Aviation Group Plc - May 1998 to May
2007. Flew with CTC client airlines:A320/A321 with Leisure
International, Virgin Sun, Air UK, Air Europe Italy, British
Mediterranean and B737-300 and -700 with Easy Jet.
Retired May 2007.’
Editor: An apology is due to John May. He has contributed a
substantial article for the magazine but space (and perhaps
overdosing on FTCs) precludes its inclusion this time.
These career pictures illustrate that the civil aviation
life is a nomadic one! Part of my CV would read ‘1962-1991
- RAF - Wiltshire’! There are FTCs unaccounted for - perhaps you can add to this ‘maybe’ list - Brian Symes, Nigel
Berresford, Andy Balfre, Steve Coyle, Derek Oldham, Mike
Newell, Dick King, Martin Reeves, Chris Fitzpatrick and
Mike Remlinger … on the TWG team we have, of course,
Graham Rutledge who is telling his story in past magazines
and this one. Keith Manktelow is in touch.
My thanks to the FTCs who responded - and my
message - retirement is a wonderful thing!
The Whispering Giant
THE ASSOCIATION’S BRIZE NORTON VISIT ...
Organiser Graham Rutledge reports ...
Host, Flight Lieutenant Pete Whitten, is trying not to obscure the members behind him!
hen a party from the Association visited RAF Brize
Norton on the 1st of July last year it was to mark the
40th anniversary of the transfer of the Britannia Wing, 99 and
511 Squadrons, from RAF Lyneham. My own arrival almost
coincided, as I moved to Brize from refresher training for the
OCU course in late August that year.
Since the summer of 1970, much has stayed the same
at Brize and much has changed. As I write, the announcement
of the latest Defence Review (cuts to you and me) is just days
away. Apparently today's politicians accuse the RAF of '… living beyond its means'. Seeing the 45 year old aircraft at Brize,
their continued serviceability a tribute to the generations of
engineers who have maintained them, I have to wonder.
On the other hand the capabilities and scale of 99
Squadron's current steed, the C-17 are awesome and it was a
privilege to be given a guided tour by our capable, unflappable host Pete Whitten.
I was surprised to see that each Squadron HQ has had
some recent building work; extensions to our old Brit HQ for
101 Squadron, a brand new building for 99 and a move to a
hangar front for 216. All very plush. At 101 we were split into
two parties and while I waited with the second in the old 511
coffee bar my mind drifted back to my first bollocking (on
Day One with the Squadron!) and I wandered off to find the
old pilot's office where every month my activity was decreed.
W
Spring 2011
The space on the wall where the programme board was fixed
is now empty, but the memories came back.; the 'Country
Club' which I was never invited to join, the craving for flights
across the 'iso-dollar' line (Longitude 30° W), the 'Deci's' and
Op Banner's which I quite enjoyed. Well, two GuterslohBelfast shuttles a day starting at a reasonable hour, an enjoyable night stop in a Gasthof with 'Laughing Gas' on tap to follow the Jaeger schnitzel; my sort of trip. Yes, I was always
more BEA than BOAC!
And talking of refreshment the WO and Sergeants’
Mess at Brize did us proud with a superb buffet lunch. Those
who remember it back in the day say its standards of excellence haven't changed.
To be honest that was the feeling I had when I left
Brize after the visit.
Standards hadn't
changed. The RAF
Strategic Transport and
Tanker fleet is in safe
hands; the personnel are
just the same as us
except 40 years
younger! It's just the
politicians who need
watching!
Page 11
EVERYONE HAS AT LEAST ONE GOOD BOOK IN THEM ...
... or so the saying goes. The Editor throws some light on self-publishing ...
t crosses many people's minds that they have experiences,
ideas, material that would make a good book. Having started a dream, perhaps reality takes hold when you enter your
next bookshop. Hundreds of titles are on the shelves - and
they only represent a fraction of the worldwide stock of books
available - and they are the ones that have been accepted for
publishing. You might come across a rather 'ball park' figure
bandied about that only one in a hundred would-be authors
gets published.
But don't give up that dream - a list of 'Perhaps':
- you would like to put your life story on record
- your only intention is to record some of your travels for
family and friends
- you have photographs lurking in your computer that you
would like to see in print
- you are an artist with work to display
- you have an idea for a story for your children or grandchildren
- you have just read a book and thought, 'I have an idea like that!'
- you would like to branch out a little more and see if there is
a small market for your creation
- you have hopes that it might just catch on and sell well
None of this will be realised with the book just sitting inside
your head!
In years gone by, you would have started realising
your dream by getting together pen and paper and starting to
commit thoughts to words - with lots of scratchings out, alterations, ink blobs etc. Having eventually produced a fairly
readable copy it would be time to engage the services of a typist. If one could not be found amongst family and friends then
there would be the first delve into the wallet. In possession of
your typescript, and the photographs you have gathered
together, you present your creation to a suitable publisher back comes the first rejection slip. These are generally misleading as publishers seem to be incredibly polite, but they
appear to have a stock reply for people like yourself: 'I found
your manuscript most interesting but I regret that we are not
considering publishing any works of that genre for the time
being. I wish you luck in finding another publisher.' Try some
more and your collection of rejection slips grows.
It could be, at this stage, that an advertisement catches your eye - 'Authors Wanted! We are seeking manuscripts
for publication. Please send us a synopsis for consideration.'
Too good to be true? Right! What you are going to be led into
is what is known as 'Vanity Publishing'. The term says it all if you are vain enough to think that your work deserves a publisher then be prepared to pay to have it printed. This is a 'rip
off'. The company isn't interested in 'publishing' your work, or
in a position to do so. What they will do is take your material
and turn it into a book (perhaps of dubious quality). You pay
(a lot?) for this - and then pay more for the copies you need.
End of story - no promotion - no marketing - no nothing!
But things have changed. Many of us can hardly hold
a pen now! Computers Rule - OK! You can sit at your PC and
start getting those words out of your head and on to the
screen. With the power of the computer you can juggle your
I
Page 12
words, make alterations, check the spelling - generally refine
your outpourings, as I am doing right now. At this stage you
will be using a word processor, so the result will not be very
book-like. What is required is publishing software that will
allow you to import your text into columns etc, form chapters,
number pages and so on. There will also be the facility to
import photographs. Again modern technology is on your side
with the digital camera. This is OK for current photographs
but you will need a scanner to cope with the prints of the past.
There are a number of desktop publishing programs.
Microsoft is there with Publisher and there is Adobe
Pagemaker and Serif PagePlus. Internet searches will reveal
more and give you an idea of the cost.
You now have before you those hours of stress trying
to get your head around a new bit of software! But it's not all
bad - a lot of the techniques are quite intuitive - and you are
not trying to produce some elaborate 'coffee table' book. But
there will be many hours of work getting things just so.
With that complete, what is the next move? Mine is
to engage the services of a 'Print on Demand' company. There
are quite a number of these now and, employing all the latest
computer technology, they are able to supply you with as
many copies of the book that you require - from one upwards.
You have to pay a setting up fee, which varies with the size of
the book. You then pay a unit cost per book. Obviously for
just one book, or even just a few, the costs per copy, taking
into account the setting up charge and the printing price per
copy, is going to be quite high. But you can make your enterprise more worthwhile by having a generous number printed
(50?) and be equally generous giving them away - or you
might even try selling them!
The company I use is Antony (sic) Rowe Ltd
(www.antonyrowe.co.uk). They will quote a price. To give
you a rough idea of cost, I have put together these details paperback, 255x180mm, 150 pages, 10 copies. The total price
would be £129 (£12.90 per copy). A reprint for the same quantity would be £39 (£3.90 per copy). A complication on these
prices is that they are based on the copy being provided as a
pdf file - Portable Document Format. Some software packages
will 'print' in this format for you to save on your hard disk for
transfer to CD. Also, there is a free pdf writer available http://www.cutepdf.com.
If you find these figures daunting then there is a
cheaper way - to be revealed.
My own experience with 'Print on Demand' is that I
have four titles with Antony Rowe. There are two written and
produced by me. One is 'RV in UK, A Guide to the British
Operation of an American Motorhome'. I have sold well over
1000 copies of this! With this system, I have also produced
another aircraft tome and two other books for friends and they
are selling steadily.
There was a promise above of a cheaper way to get
that 'book in you' out into the open. I was led into this when,
in 2003, we did a 'trip of a lifetime'. We shipped our
The Whispering Giant
motorhome to Florida and then travelled the USA, coast-tocoast and return - six months - 12,000 miles! I kept notes on
the preparation for the trip and a daily log to accompany the,
in the words of a reviewer, 'stunning' photographs. There was
also a post mortem on lessons learned. I used HTML as I was
publishing the log, as we travelled, on my website for the benefit of our family. Don't be put off by the use of HTML search for 'web site makers' and you will find free programs
that make you completely unaware that you are writing
HTML!
It occurred to me that I could produce a CD from
the USA material - one that would run using MS Internet
Explorer. There were a number of bonuses here. Firstly, the
photographs could be big and in full colour - one hidden
snag with the book production outlined above is that photos
can only be black and white - colour is prohibitively expensive. Secondly, pages can be limitless - well almost - but it is
very hard to completely fill a 700mb CD! The third point is
cost. I can produce a CD with colour label, package it and
post it for a lot less than a book! My latest ('The RAF
Britannia and its people'), which admittedly has over 600 A4
pages, costs an arm and a leg to print, over £6 to post and
needs sturdy packaging.
From the success of 'A Cute Little RV' (that was
what, on our USA trip, the Americans called our 20 feet
motorhome) - I have sold over 200 copies - I built on the
experience with HTML and CDs and have produced 'Ireland A CD-ROM Guide for Motorhomers', 'An Area Guide for
Caravanners and Motorcaravanners', (covers 40+ UK campgrounds) and 'A British Tour of New Zealand - in a
Motorcaravan'. The latter is the latest production and covers
our two-month tour of North and South Island.
So, we have two methods of producing your 'book' 'Print on Demand' and making a CD. There is a third.
This really is a way of producing a very small quantity - even perhaps just one. One of my uses for this was to
put some of my brother-in-law's Royal Navy photos in a book
- quite a surprise present! The systems work on-line blurb.com is the one I have experience with. You start by
downloading their free software. You then have a program
that allows you to use pre-defined layouts or make up your
own. Use text or photos or a combination. As you work on
the book, connected to the Internet, your efforts are continuously saved - but you can make adjustments as you wish and
come back to it, as required. When you are satisfied - which
may take a while - you can upload your book. There is then a
facility to turn over the displayed pages. It is a requirement
that you order at least one book within a specified period for
it to be saved. When you do order one you will be quite
astonished at the quality of the printing and binding. All this
comes cheap when you consider all the stages that you are
cutting out. I have spent just £8 on a paperback version of a
360-page novel I have written - it was a good way of getting
a proof copy. But I have also spent £90 on a 280-page, 11
inch x 13 inch, full colour book of my best photographs - but
think how much printing that many, that size would cost!
Check out blurb.com - it is a fascinating website. If you are
curious, put 'David Berry' in the 'Search' box!
I hope that all this has given you food for thought to get that book in you ... out of you!
Spring 2011
On this theme of self-publishing, it is amazing how
many of our flock have produced a book. The known ones are
listed, with their source, for your information :
‘Born to Fly’ by Sqn Ldr Norman Rose (Amazon.co.uk)
‘ML Aviation’ by Nick Carter (Amazon)
‘Not Much Time on the Ground’ by Ken Fitzroy (*Woodfield)
‘A Truckies Tale’ by Gp Capt Harry Marshall (Web search)
‘Meteor Eject’ by Nick Carter (Woodfield)
‘A Suitcase Full of Dreams’ by David Taylor (Amazon)
‘Seletar - Crowning Glory’ by David taylor (Amazon)
‘A Brat’s Progress’ by Wyndham Deere (*Author)
‘Chicken or Beef’ by Wyndham Deere (*Keyham Books)
‘The RAF Britannia and its people’ by David Berry (Amazon)
‘Specialist Aircrew’ by David Berry (Amazon)
If you have a problem with any of these books an
excellent secondhand book site is www.abebooks.co.uk.
A number of members have done a complete DIY job
on a book/booklet. In 2007, Norman Jasper produced ‘An
Invisible Workplace’. The latest of this genre is from Mike
Joyce, ‘A Flying Life’. Perhaps they will be persuaded, by the
adjacent article, to reach a wider audience.
BREAKING NEWS!!
A new ‘Britannia Book’ is just on the scene. Author
Peter Devereux has used our aircraft as the background for his
novel. The blurb reads thus: The Cold War lasted for 45 years.
Peace was maintained by terror - the fear of retaliation. But
each part of the RAF, the Britannia Fleet was one, contributed
in some way. How is examined here with a close look at the flying of ten pilots who started their training in 1951. But flying
is an inanimate thing - people are needed. People have lives
and feelings - and intrigues - and sex. So, interwoven with the
accounts of the flying - serious and humorous - there is a mystery … A central character is a Britannia First Tour Copilot!
This is just one way that Peter has captured the route flying
days. It is a ‘must read’ for all ex-Britannia people. At £9 + £2
UK p&p it is obtainable from Amazon or Keyham Books.
*Woodfield Publishing www.woodfieldpublishing.co.uk
Woodfield Publishing Limited, Woodfield House,
Babsham Lane, Bognor Regis, West Sussex PO21 5EL
Email: [email protected]
*Wyndham Deere, 4095 Peach Tree Court, Vineland,
Ontario L0R 2C0, Canada
*Keyham Books www.keyhambooks.co.uk
Startley, Chippenham, SN15 5HG
Page 13
I learnt about Britannia Captains from that!
Continuing the series from the perspective of a first tour RAF Britannia
pilot...
t was 40 years ago, in the early spring of 1971, that I completed the Britannia ab initio course. That year, the two most
important strands of my life were coming together in a rather
uncoordinated and unexpected way. My long held and nurtured ambition to become a pilot was coming to fruition and,
in September, I was to get married. At the end of the OCU, the
first surprise was that a notice went up giving an order of
merit - I thought I had left that behind in Training Command.
The other surprise was that we were asked which squadron we
would like to be posted to.
So, which squadron to volunteer for? The crucial
question for me was which squadron would give me leave
over the coming Easter holidays? This was not the first time I
was to arrive on a new squadron with a leave application in
hand and it was not usually well received! Perhaps it was one
of the factors which limited my promotion. 'Leave? Leave!
You've only just joined!' was the usual, and understandable,
response. My reasoning was usually, 'Well, Sir, I've been on
courses for months and I'm overdue leave,' which tended to
result in a sputtering 'Sir' and often the response 'Course?
Courses! That's as good as being on leave,' and looking back I
think they had a point.
The pilot leader of 99 Squadron responded to my
enquiry very much along the lines just described. Over I went
to the other side of the building and the reception was very
different. The leave booking system and rules were explained,
the chart was consulted and there were not already four copilots on leave over Easter so the pilot leader entered my
name on the leave chart ' … just in case you get sent to us.' I
wish I could remember who the pilot leader was.
And so it came to pass; I volunteered for 511
Squadron and was duly posted. But the next surprise was that
I had to be tested by the squadron before they would accept
me. I was briefed that my Squadron Acceptance Check would
be conducted by the Flight Commander Training. I had first
met this gentleman in the squadron crew room. I had been
briefed by the pilot leader about the squadron routine, the
requirement to pop in on weekday mornings if not on duty or
stand-down to check the programme. But to have so much
free time seemed so odd that on the first such day after lunch I
returned to the squadron. Of course, except for the section
leaders and execs I was the only person there. I made a coffee
and sat in the crew room reading the Flight Safety mags. After
a while the said Flight Commander came out of his office and
seeing me stalked over. As I stood up he opened with 'What
the hell are you doing here!' To say that this was unexpected is
both true and an understatement. I had no idea what to reply
but a reply wasn't needed because he went on immediately, 'I
don't want you hanging around here, go back to the Mess!'
Despite not having made a good impression with this
Flight Commander on the ground, apparently the check ride
went okay because two days later I was off on my first route
with my Training Captain (TC). Where did we go? - a
I
Page 14
Bruggen-Deci to kick off with. And then I disappeared on my
Easter leave with my fiancée.
My TC had briefed me that the idea was that first
tour co-pilots such as myself would be crewed with a specially
selected Captain, one who had QFI experience, for six months
while they settled in. Well, my crewing with this TC didn't
even last six weeks. Six days after returning from a Changi
Slip I was off to Namao via Gander with a Line Captain (LC)
and six more days after that I was off on my second Changi
Slip with another LC. It was proving to be a very busy spring
- and I was loving it.
The Captain on that second Changi run was definitely
one of the old and bold characters on the squadron. In Cyprus
he bought a box of Pantelemon wine. Pandemonium did we
call it? The ALM was instructed to place a bottle in the belly
hold against the aircraft skin (to cool) on each leg to be
retrieved after landing and served on the flight deck as we taxied in. Only the paper cups spoilt the idea slightly! This LC
did actually try to help me by explaining the mysteries of the
Low-High procedure across the Indian Ocean to avoid engine
icing. Very clever - the first I had heard of it. Encouraged by
the LC's helpful attitude I explained my need to do certain
legs and that's what he arranged.
After my first PRT (Periodic Refresher Training) my
TC re-appeared and took me off to Nairobi. Here I discovered
the delights of running an imprest in currency that was not
acceptable to the public account i.e. should not be brought
back to Brize accounts section. After a Cyprus shuttle I didn't
fly with my allocated TC again. Now the 'fun' began.
After a busy and varied August I was off on my wedding leave! Yippee! There was just one blot on the horizon.
First the good news - my first flight back after leave was
another Changi Slip. The bad news was the Captain; this man
was already a legend and I suspect had been for years. He was
reputed to eat first tour co-pilots for breakfast. But nothing
could dash my spirits as off I went to my wedding and honeymoon thinking, 'well, the programme will have changed by the
time I get back!'
As you've guessed, no such luck! If I say I remember
plenty about this trip you know what to expect! Shall we say it
lived up to expectation? The schedule started off quietly with
a flight to Akrotiri mostly in daylight flown by the captain. We
then enjoyed a couple of days off on Cyprus in a hotel in
Limmassol where I probably spent the time keeping put of the
captain's way. Taxiing into the ASP at RAF Gan some days
later the captain became incensed about the marshalling, I
can't remember why. He threw off his headset and his straps,
opened his Direct Vision window to the full extent and thrust
the upper half of his torso out of the window the better to give
a bollocking to the marshaller. I kid you not! His voice was of
course drowned out by the noise of the still running engines. It
was at this stage I became worried.
Two more days later it was my leg to Changi. I
The Whispering Giant
managed to keep out of trouble until the arrival. The captain
was on the UHF talking to Ops at RAF Changi, probably to
make sure post landing arrangements were to his liking. It
was a long conversation; I didn't listen to it - I concentrated
on the arrival. As we approached Singapore Island we got the
usual clearance across the three radio beacons on the north
side of the island but the clearance limit was the third beacon
north of Changi not to Changi itself, as I remembered from
previous trips. I confirmed this with the nav and he had heard
the same as me. I discussed with the nav the holding procedure at the clearance limit and we agreed that if we hadn't
received onward clearance by the time we got to the beacon I
would turn left into the holding pattern. The controller's frequency was very busy but there were no more calls for us. As
we topped the beacon, I started the left turn into the holding
pattern turning away from Changi. The captain was still in
full flow to Changi Ops but this left turn aroused him.
Instantly he was furious, his call to Ops forgotten. He
grabbed control and as I tried to explain our clearance he
turned right, ordered reduced power for descent and simply
pointed at Changi. He called Changi approach and we were
cleared to join for a visual circuit. He recovered his composure and gave me control for the landing. This was an interesting challenge because we were much higher than usual at
this stage but with the crew's help I got it sorted. Mega
debrief for co-pilot afterwards? No, the captain never mentioned it.
On the return to the UK, all was fairly routine except
for the captain's general demeanour. I was so fed up I decided
on a little ploy to get my own back - on reflection not very
sensible to wind up an unstable personality but I was young.
He, like most people of a certain age, needed spectacles to
read small print but he hated wearing them and seldom put
them on. It was my habit to collect weather reports from the
broadcasts en route and to record them on an Air Message
pad. I started writing the reports smaller and smaller until I
reached a size that forced him to bring out his spectacles. But
in a vain attempt to hide his need from us he turned his face
away to the side of the cockpit as he slipped them on. Didn't
fool anyone. I even got a smile from the engineer!
But the piece de resistance awaited us at Akrotiri. It
was the captain's leg. It was daylight. We were vectored onto
the ILS for the westerly runway behind one of the resident
Lightnings. All was going smoothly without drama. But the
arrival controller had got us a bit tight behind the Lightning.
and when the fighter dropped his brake chute at the end of his
landing run he wasn't fully clear and it obstructed the runway.
We were just a few feet hundred from touchdown as the local
controller ordered 'Ascot 1234 round again - runway obstructed'. Who would have thought that the next few seconds were
to be some of the most 'interesting' of my pilot career? The
captain, who had realised our close approach behind the
Lighting and had been getting restless, went apoplectic. He
pushed the transmit key hard over on his control wheel and
launched into the most amazing harangue against ATC that I
have ever heard. The gist of his transmission was 'did they
realise that this was a scheduled transport flight, nothing had
higher priority, the standard of ATC at Akrotiri was atrocious,
they could expect a Voyage Report about this that would go to
Spring 2011
C-in-C Air Support Command and …' While this was going
on he had raised the nose, nothing else, just raised the nose. I
won't say 'the airspeed was dropping off' because Fred
DeCosta would tell me in his rich baritone 'Shall I try and
catch it Ruty?' but you know what I mean. We still had landing gear and landing flap down with torque 200 power set.
The engineer turned a shocked questioning face to me. With
my left hand held low I motioned the throttles forward and the
engineer slowly advanced the power towards MCP. I reached
forward and raised the flap selector to the approach setting.
The airspeed stabilised. The captain's diatribe hesitated - he
looked round. Emboldened I raised the flaps to take-off setting
- the IAS increased. Of course the aircraft was now out of trim
- it was this that had probably interrupted the captain's mind
block. As abruptly as it started his transmission to the tower
ended in mid-sentence. He trimmed - phew, we were safe. He
ordered 'Co, ask for a visual circuit, priority landing'. The crisis had lasted about ten seconds - it seemed like forever but it
was over. After landing nothing was said. No Voyage Report
was submitted and so far as I know Akrotiri ATC kept quiet. It
was the next year that a BEA captain of apparently similar
character, probably whilst experiencing severe chest pain,
ordered a slat retraction below safe speed, an order that wasn't
questioned by his inexperienced crew. And the aircraft crashed
outside Staines with the loss of all lives on board.
I flew with this captain just once more. It was a few
weeks later and it was my first trip to Gibraltar. I was not
looking forward to it. The captain seemed subdued that day.
He flew the leg to Gibraltar - not surprising because the conditions were forecast as the most challenging with strong wind
from the south-east. I went to Gibraltar several times after that
and never saw conditions worse. On approach up the harbour
abeam the Rock the IAS was fluctuating over a range of about
50 knots. It was as bumpy as hell. Half way up the approach
the captain was calling power changes 'MCP - flight idle MCP - flight idle - come on eng move those throttles faster!' I
was mesmerised. Just as we started the final turn the turbulence eased and we swooped down to land well before the
road. I was impressed - and relieved! This captain was clearly
something of an enigma.
At my ACR debriefing with Flight Commander
Training that autumn I was told I had grown my moustache
after arriving on the squadron '…to look older'. It is true that I
looked about 14 at the time, with or without the 'tash. But this
comment left me with a sense of foreboding because I had
arrived at Brize the summer before, let alone the squadron,
with my moustache. I was also told that after getting married I
had 'disappeared' with my wife into married quarters never to
be seen. And this was the gentleman who had ordered me not
to hang around at the squadron! Life on an operational unit, I
decided, was very puzzling. I had gained a little insight into
the 'military mind' when I read ‘Catch 22’ but I was still naive
enough to think that novels were about an imaginary life. It
was only as I read Len Deighton's 'Bomber' that it began to
dawn on me what the RAF was really like, but that was two
years ahead. Meanwhile 1972 was fast approaching. Like any
year I would have its highs and lows and many more lessons
on how to be a co-pilot but, if I'm allowed to continue, that is
the next story.
Page 15
Eric Healey gives an update on 496 ...
n July 2009, after a nomadic existence lasting for many years, we
moved to a permanent site offered to
us by Cotswold Airport. This included them laying concrete and providing metered electricity. However,
whereas previously we had not paid rent or electricity
charges, this changed when we signed a formal agreement.
We decided to suspend all other outgoings until the effect
on our finances of the rent and electricity payments was
known. This included production and circulation of the
newsletter.
We have been able to meet our payments to the airport, but as anticipated, it has required most of our income.
Donations from the public have been adversely affected by
the move as we are now permanently located on the northern side of the airfield. This means we are no longer
involved in three of the four major two day events on the
airfield. To offset this we are open to casual visitors on the
first and third Sundays of the month, although we are not
able to carry out maintenance or restoration with the public
on board and it stretches the working members.
However the excitement is tinged with sadness. In
quick succession we lost two long standing and experienced
working members. Both had a wealth of knowledge about
the Britannia. ln May 2010, Ron King, our engineering
leader died in his sleep. He was ground engineer on the
crew that collected XM496 from Shorts for delivery to RAF
Lyneham. His RAF career started in WWlI as a pilot. He
told me that one of his most frightening experiences was
I
Association Affairs ...
a report ...
ith only 70 members and partners at the Reunion, it was
a ‘cosy’ and enjoyable occasion! It was preceded by a
well attended AGM. Chairman Ian reported that Sandy Barnes
had to resign from the committee due to work commitments.
However, she did look after the Reunion tickets posting and
she was thanked for that. He said how grateful he was to the
small Committee. Initially there were concerns about it working with members scattered over the UK. But with the help of
e-mails it had been fine.
He drew attention to the Association's website
(www.rafbrit.org.uk) and what an excellent Forum it provided
for news, views and stories. He thanked David for his efforts
as webmaster. (Subsequent to the AGM, the Committee agreed
that the £70 per annum hosting fee for the website should be
paid by the Association and not by David. who has met the
cost since 2007).
Ian reported that it was the 50th anniversary for the
hotel and that a tree planting ceremony, to honour the
Association's long links, had taken place. He had produced a
certificate for the display in the hotel, which he hoped all
members would sign.
He suggested that perhaps there should be a discussion on the 30th anniversary of the Association in 2012 which
was the year forecast for the closure of Lyneham. The next
W
Page 16
flying a Hurricane over the Normandy beaches on D-Day.
He also had a particular affection for the Gurkhas; he flew
ground support for them at Monte Cassino and later was
involved in the Gurkha ‘Taxi’, the Britannia detachment that
flew Ghurkhas between Kathmandu and Hong Kong from
1972 until 1975. In 1966 Ron was awarded the BEM. A
C130 made a flypast at his funeral.
In June 2010, Derek Smith, our CEO, died after his
health suddenly deteriorated. However he lived long enough
to see XM496 move to a permanent site. He served in the
Royal Air Force for many years and worked on Bristol
Britannias, de Havilland Comets and Lockheed C130s
amongst others. He was on Belvederes in Borneo where he
also served with the Gurkhas. As well as his part in our
Society, he was a member of the Britannia Association and
99 Squadron Association. He was buried at his local parish
church in Wroughton. His coffin was draped with the Royal
Air Force ensign and the Society laid a wreath in the form
of a RAF roundel.
There is so much more that could be written about
both men. They are greatly missed.
Moving on, in the October edition, ‘Fly Past’ magazine carried a four page article to celebrate XM496’s fiftieth birthday. It was very complimentary and paid tribute to
the hard work of those involved in her upkeep. lt was dedicated to Derek.
Our website is www.xm496.com and opening times
and other news can be found there. Our Facebook page can
be found on ‘RAF Bristol Britannia’, please use it if you are
able to and post nice things on it!
two Reunion dates are 21 May 2011 and 19 May 2012.
The Secretary reported that it had been a quiet year
with just routine correspondence on changes of address etc.
This prompted a discussion on producing a list of members,
with addresses for circulation. Difficulties were raised. It was
agreed that the Committee would discuss this. (Subsequent to
the AGM, it was recalled that previous research had revealed
that there would be a Data Protection issue with this.) The
Treasurer reported on the balance sheet, pointing out that the
figures were deceptive as there were cheques for Reunion
tickets still to be paid in. He also pointed out the dramatic
drop in National Savings interest. His conclusion was that the
funds were healthy but that was no reason not to take care.
Possibly, the Reunion meal should not be subsidised next year.
(Subsequently, the Committee decided that a subsidy could be
afforded.)
There being no Welfare member, the Chairman
reported that David had been filling the gap. He appealed for a
volunteer. There was no reaction. The Editor had nothing significant to report. He thanked Graham for taking on the
tedious and time consuming task of magazine distribution.
The item on election of a new committee resulted in
the inevitable - the old one was asked to stay and this was
unanimously agreed!
The Whispering Giant
A message from Chairman Ian Partridge ...
s a small boy, I was fascinated by my grandfather's longcased clock with its choice of
Westminster or Whittington
chimes. But I also recall that its
face was inscribed 'Tempus
Fugit'. As I had yet to aspire to
grammar school and the study of Latin, my grandfather told
me its meaning of 'Time flies'. Time indeed seems to have
flown since I was last reminded by your Editor that my contribution to TWG was once again due.
As in 2009, last year saw two opportunities for members to get together: the annual Reunion as customary in May,
and another anniversary occasion - the visit to RAF Brize
Norton in July. As I mentioned last year, Brize is part of our
shared Britannia history (I can recall going over there for continuation training occasionally when it was full of USAF
B-47s) and our visit marked the 40th anniversary of the final
transfer of Britannia operations from Lyneham. Elsewhere in
this issue you will read Graham Rutledge's personal impression of the day.
Flt Lt Pete Whitten, a 99 Squadron pilot, hosted us
for the day at Brize Norton. He gave us a briefing on the
Squadron's activities before letting us loose on one of their C17s (a fleet which increased to seven aircraft in January this
year). We were then welcomed by 216 Squadron, where we
were able to look over one of their Tristars and share a few
more stories - and for some to renew old acquaintances. After
an excellent lunch in the Sergeants' Mess we were driven
across the airfield to meet 101 Squadron members and one of
their rapidly shrinking fleet of VC10s. The day ended with a
tour of the Joint Air Transport Establishment, seeing the training and development that goes into air delivery of personnel
and equipment. We also walked through a mock-up of the
A400M freight bay, which is being used for such development. A big 'thank you' is due to Graham Rutledge, who
worked with Pete Whitten and RAF Brize Norton to make a
very successful day's outing.
You may just be relieved to know that I can't find any
anniversaries to warrant yet another day out this year! But the
May Reunion still goes ahead, with details included with this
issue of TWG. However, you will probably be aware of the
impending closure of RAF Lyneham next year, with the
C-130J fleet moving to Brize this September. There will no
doubt be appropriate closure ceremonies in 2012, and it would
be appropriate for the Britannia Association to be represented.
I hope we can bring more information in due course - not least
via the website forum (www.rafbrit.org.uk), ably maintained
by your Editor, and whom I thank on your behalf.
Sadly but inevitably, the year has seen the deaths of a
number of members, listed below. But I would like to mention
two: Ron King and Derek Smith. Both were important members
A
of the XM496 preservation group, and their loss has left a big
gap in their team, with whom our thoughts lie.
Like me, you will all be aware of how the RAF is
shrinking, but this year's cancellation of Nimrod MRA4 and
the retirement of the Dominie after 45 years (with its associated run-down of rear-crew training) provided a rather stark
underlining of the fact. Especially for those of us 'in the back',
for whom there is no training need. But, rather than feeling
too gloomy, we must accept we can do nothing about it, but
rejoice in the fact that in the 60s and 70s many of us were
serving in what someone told me was 'Golden Age' in the
RAF, with world-wide bases and travel, and no serious major
conflicts. Through this shared experience many friendships
have been forged, and it is this that we celebrate in the
Britannia Association and through our Reunions. Treasure it!
Although indeed 'Tempus Fugit', I see no reason not
to finish as I did last year and affirm that the Britannia
Association is in rude health and we can look forward with
confidence to enjoying each other's company and memories
for some while to come.
With my best wishes.
The two 496 stalwarts Ron King and ...
... Derek Smith
Deaths
It was a sad year for deaths - Tom Holmes, Brian Bulley, Phil Smart, Chris Jackson, Ron King, Rita Smith’s husband, John, Reg
Wakelam, Derek Smith, Stu Roberson, Colin Rowlinson and Terry Webster. Our sympathy goes out to family and friends.
Spring 2011
Set in 10pt Times New Roman by Keyham Books, Startley, Chippenham SN15 5HG Tel: 01249 720 239
Printed by Adprint, Unit 14, Gerston Business Park, Greyfriars Lane, Storrington, Pulborough RH20 4HE Telephone: 01903 745600
Page 17
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Blunsdon, Swindon, Wiltshire SN26 7AS
Tel: +44(0)1793 721701 Fax: +44(0)1793 721056
Email: [email protected] www.blunsdonhouse.co.uk