About four years ago I managed to trace and talk to the 2nd pilot and navigator of the Liberator that landed safely. Given the long passage of time since the accident it’s not surprising their stories differed slightly, but both were consistent in describing their landing as very frightening – so much so the navigator had even made a comment to that effect in his logbook.
The reason the two crews decided to try and get in was that one of the crewmembers of the aircraft that didn’t make it was to marry two days later.
In answer to your question, Moggy, – lousy!
Many thanks, but as that is below the highest ground just off the centre-line it makes me wonder if there were special procedures in force for Leuchars at the time. Slightly further out the ground rises to over 550 ft just south of the centre-line, amd likewise on the centre-line at about 3.5 miles.
It’s just curiosity on my part as the F1180 lays the blame on both the pilot for making the attempt in the adverse conditions, and the Squadron commander for permitting the flight in the first place.
I was posted to the Upavon met office during the summer of 1966 and remember Ansons from the Western Comms Squadron landing there at the time (it provided a taxi service). I was fortunate to fly in one of the Ansons in, I think, 1967. If (fragile) memory serves correctly, the unit was flying Ansons, Doves and Pembrokes at the time.
RAFWeb has the Anson being withdrawn from service in June 1968, which is consistent with Steve’s thoughts (http://www.rafweb.org/Timeline4.htm).
There’s a photo of Loraine and report of the accident here:
http://www.flightglobal.com/pdfarchive/view/1912/1912%20-%200634.html?search=Loraine
Also a photo of the dedication of Airman’s Cross here:
http://www.flightglobal.com/pdfarchive/view/1913/1913%20-%200775.html?search=Loraine
Only one other reference to the incident in The Times, dated 19 Feb 1968:
Kent police sent fingerprints to Scotland Yard, taken from the French Cessna that crash-landed at Harty Ferry in the Swale Estuary, Kent, on Friday.
Board of Trade examiners discovered it ran out of fuel. The search for a bearded man aged between 25 and 30, and his girl companion, thought to have come from the aircraft, has been extended throughout Britain.
email sent aa.
The photo to which I referred in my previous post suggests, to my untutored eye, that it was not badly damaged. Wheel marks leading to Cessna are clearly visible in the mud; it appears to have simply tipped over towards the end of the landing run. The registration is clearly visible on the wing.
From The Times; 17 Feb:
A light aircraft which was seen by a coastguard to crashland in the Swale estuary at Harty Ferry near Faversham early today (the correspondent was writing on the 16th), started a police search in northeast Kent.
The aircraft, a Cessna with French markings, hit a patch of mud 12 ft deep, 30 ft out from the bank of the Swale, and turbed over.
When police and the fire brigade arrived they saw deep footmarks in the mud leading to the sea wall. An RAF helicopter searched the lonely marshland but nothing was seen of the occupants.
It was later discovered that a man and woman, wearing muddy overalls and carrying hand luggage, were seen walking through the village of Oare, a mile away from the Harty Ferry direction, before 8 am.
Later Kent police said they had no idea who they were looking for or what the occupants might have been doing in the aircraft.
Abbeville, Feb 16 – The Cessna aircraft was stolen here last night, Abbeville police said today. Interpol are in touch with the British police on the incident.
There’s also an aerial photo of the crash site.
Not, that I’m aware of, during the war SS; all were in normal wartime colours.
Good story though – where did you hear it?
B
Apologies if I misled you Graham, you’ve described the instrumentation far better than me, and I think the description you’ve given for the Russian aircraft fits with RAF practice.
I’ve never been able to discover why the RAF didn’t adopt the same instrumentation for the Hurricane that was used on Spitfires (basically an electrical resistance thermometer that could be read from a dial in the cockpit) but that’s another matter.
Peter Rackliff (Even the birds were walking) is a good friend but even he’s stumped on this one.
I did try the IWM catalogue but that seems impossible to navigate – and most of the ‘images’ just come up with a blank square. (There again it might be me!)
The IWM has some good images of Duxford Met Flight in the old catalogue but darned if I can find them now.
Brian
Edit
Just found your photo Graham; I’m afraid the instrumentation is not like that used by the RAF, but thanks for the suggestion. I found the discourse on Russian aviation meteorology very interesting and something to add to my archive.
Thanks Kev; I’ve made contact with the Midland Air Museum, which is checking its library for me.
Brian
Thanks, gentlemen. I’ve emailed the Brooklands Museum for advice – will keep you posted.
Brian
Steve,
Brief report in The Times dated 7 November 1952:
B50 BOMBER CRASHES IN ESSEX
TEN MEN ON BOARD
An American B 50 Stratobomber, with a crew of 10, crashed near Stansted aerodrome, Exxex, shortly before midnight last night, and caught fire. Two of the crew were believed to have baled out before the crash.
The aircraft belonged to the 7th Air Division. A United States Air Force spokesman said that it was returning to Upper Heyford, Oxfordshire, from a training flight when the crash occurred. The aircraft was burnt out and most of the crew were killed.
Essex fire brigade recovered five bodies from the wreckage.
The B 50 Stratobomber has a wingspan of 141 ft, a range of 6000 miles, and a cruising speed of about 300 mph. An aircraft of this type made the first non-stop flight round the world in 1949.
Nothing else I’m afraid.
If you try the library covering the Stansted area I’m sure the archived local newspapers will carry a more comprehensive report (possibly some photos?)
Brian
Dave,
Further to my post 4 above see http://www.rafcommands.com/forum/showthread.php?12807-Joseph-Konieczny-meteorologist .