New book on Short Skyvan
Ref the Vimy (Sorry thread digression), the REAL replica with Eagle engines, was built and flown in 1969 for the 50th of Alcock and Brown. Yes, the photo chase required an aircraft with a low stall speed. Cue one Wessex out of Odiham. Sadly, I didn't have my camera with me, and it was before the days of mobile phones. That Vimy is now stored in the RAF Museum facility at Stafford.
I saw the next one on several occasions and was standing behind Gerry Street (controller) at Farnborough when he ad-libbed 'thats one small step for a 747 and one giant leap for a Vickers Vimy' at the beginning of it's RTW trip.
Next visit there was such a strong crosswind that it landed literally across the runway on an intersection.
Last time I saw it was when it visited Fairoaks overnight just prior to it being taken into Brooklands on its final flight.
The Skyvan accompanying it over Dunsfold in 2009 looks like it has a deflector fitted to the tailplane for parachute dropping so could it have been one of the aircraft from Brize? They are civil registered although they operate under a military callsign.
"Mildly" Eccentric Stardriver
Chevvron; I agree with you on that, although I thought the fire was at Barton (?). As I said, i flew in formation with it back in '69. Next time I saw it was at Hendon, rebuilt as a non-flyer. The last time was at Stafford. Dismantled, but safely stored.
I was wrong, the fire was at Ringway not Barton or Brooklands..
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Aer Turas used to operate racehorse flights to Fairoaks (for Kempton, Sandown, Epsom or Ascot) and could have ended up at Heathrow on a wx div.
One day at Farnborough shortly after EFW moved out to Boscombe, Shorts company hack came in for some reason shortly before we closed for the day; quick turnaround then off again.
Next morning on airfield inspection, I found a piece of perspex with rounded off corners on the runway. It looked roughly the size/shape of a Skyvan window so we phoned Shorts and they checked; yes there was a hole in the fuselage where there should have been a window. Must've made a helluva noise but nobody noticed.
One day at Farnborough shortly after EFW moved out to Boscombe, Shorts company hack came in for some reason shortly before we closed for the day; quick turnaround then off again.
Next morning on airfield inspection, I found a piece of perspex with rounded off corners on the runway. It looked roughly the size/shape of a Skyvan window so we phoned Shorts and they checked; yes there was a hole in the fuselage where there should have been a window. Must've made a helluva noise but nobody noticed.
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Gnome de PPRuNe
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Now you mention it, I do recall EI-BNN coinciding with me several times. Might it have dropped a few meat bombs at the IAC open day at Baldonnell in 1986 I wonder? I see it was last heard of stored at Nairobi Wilson about 12 years ago sporting a Swazi registration.
Nemo Me Impune Lacessit
In the early days, before I began to climb the 'greasy pole', I flew on the Skyvan in Scotland and then for two years in the Middle East, in those days its nick name was, "The Whispering Nissen Hut". Great for the job it was built for and a more roomy flight deck than a B737!
In the early days, before I began to climb the 'greasy pole', I flew on the Skyvan in Scotland and then for two years in the Middle East, in those days its nick name was, "The Whispering Nissen Hut". Great for the job it was built for and a more roomy flight deck than a B737!
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Funny, for some reason that comment immediately brought to mind the Airfix Skyvan kit - never built it but a school mate did; The cockpit rear wall appears to be suitably bifurcated but not modelled with doors! Olympic Airways and Oman AF decals, cover art by the very recently late Roy Cross.
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Thanks for all the great stories. Keep them coming!
It seems to me that merely getting in and out of a Skyvan required the routine use of a ladder, since the external cockpit doors don't appear to have any access footholds and the cargo deck with the rear door open was more than 2 feet off the ground. Also, what was the normal way of getting to the refuelling point on the top of the fuselage?
(Apparently I can't read any of my private messages until I've made at least three posts).
John
It seems to me that merely getting in and out of a Skyvan required the routine use of a ladder, since the external cockpit doors don't appear to have any access footholds and the cargo deck with the rear door open was more than 2 feet off the ground. Also, what was the normal way of getting to the refuelling point on the top of the fuselage?
(Apparently I can't read any of my private messages until I've made at least three posts).
John
On one occasion, both the re-fueller and the pilot climbed up to re-fuel, then noticed the ladder had fallen down.
It took about half an hour before somebody noticed them shouting and waving to attract their attention.
When hand flying, (I don't remember ours having auto-pilots), you could tell when the CC was approaching with the coffee, by the very subtle change in pitch - you would have to gradually apply gentle back pressure to the yoke to stay level, and say to the Captain; "ah, here comes the coffee". Cap would say, "eh, what?", at which point the cockpit door would slide open and she would say "hello boys, here's your coffee !".
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I joined Field Aircraft Services in 1973 just in time to work on the completion of 6 Skyvans for the Singapore Govt. Three aircraft were for general transport use and three were equipped for search and rescue with a dedicated navigator's station in the freight bay. The avionic installation comprised dual Nav/Comm systems from the King Silver Crown suite supplemented with a Sunair HF Tx/Rx, a Collins UHF Tx/Rx and a Plessey IFF/SSR transponder. In addition, the search and rescue aircraft included a Decca Doppler Radar with a moving map display at the navigator's station. The experience Fields gained from this contract stood them in good stead for their later contract with BAe when they became the completion centre for Jetstream aircraft in the 1980s.
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Just a quick update on my book progress. I've now got a draft outline manuscript and I am now adding more details and fact checking, Three UK publishers have expressed interest in my work, and will decide in July if they want to take it further. Let's hope that one of them does.
I like reading all your comments.
I like reading all your comments.
In the early days, before I began to climb the 'greasy pole', I flew on the Skyvan in Scotland and then for two years in the Middle East, in those days its nick name was, "The Whispering Nissen Hut". Great for the job it was built for and a more roomy flight deck than a B737!
It had a phenomenal rate of climb especially when going to Stornoway (so possibly empty?) but the Glasgow ground handlers didn't like it when it parked on a stand as it would power back onto the stand.
Two takeoffs but no landing in one, at Peterborough Sibson 
. I believe the aircraft concerned was later written off (possibly in Europe at a parachute competition) with the classic para-dropper accident of running out of fuel. You put in minimal fuel each trip so you can get in an extra paying jumper, be just within MTOW, refuel a bit every lift, and (in theory) the aircraft is normally within glide range of the runway anyway.
Flying into Belfast City, always used to look across to Shorts to see what was on their ramp. I'm guessing the last Skyvan I saw in there was 1990s. 330s/360s a lot later..
It was another type, like the Jetstream, nearly ruined by French Turbomeca Astazou engines in initial aircraft, fortunately (like the Jetstream) they managed to make the change to more reliable USA Garrett ones, and (unlike the Jetstream) without bankrupting the company along the way.
. I believe the aircraft concerned was later written off (possibly in Europe at a parachute competition) with the classic para-dropper accident of running out of fuel. You put in minimal fuel each trip so you can get in an extra paying jumper, be just within MTOW, refuel a bit every lift, and (in theory) the aircraft is normally within glide range of the runway anyway.Flying into Belfast City, always used to look across to Shorts to see what was on their ramp. I'm guessing the last Skyvan I saw in there was 1990s. 330s/360s a lot later..
It was another type, like the Jetstream, nearly ruined by French Turbomeca Astazou engines in initial aircraft, fortunately (like the Jetstream) they managed to make the change to more reliable USA Garrett ones, and (unlike the Jetstream) without bankrupting the company along the way.
Last edited by WHBM; 1st Jul 2024 at 10:36.
aeroflight...... Will your projected book also cover the 330 & 360 ?? You have much ground to cover if the last book on the topic was published in 1977 !!!