WV-903.Victor XL-161–memories !
Hi Roger and Robert,
Wasn’t sure if there would be any interest really, but it’s nice to see there is. Thanks guys.
Those wrinkles over the port and stbd. intakes would have been removed with a re-skin job during 161’s conversion to Tanker format. Before being posted to Goose Bay for 18 months in Dec.1970, I had to do a Vulcan Airframe course at Waddington and a Victor one at Marham in 1970.
In both cases it was 2 months at each station, first month in the “Vulcan and Victor “Schools, then provided you passed the School exam it was onto the Vulcan Flight Line working /learning /training under the tradesmen and Crew Chiefs on the Squadron, which was where we got to know each other well.
Waddington I can’t now remember which Sqdn. dispersal I was assigned to but at Marham I was put onto 57 Sqdn. for the month. Meeting up with one of the Aussie XL-161 Team who was now a Crew Chief proper. I didn’t see 161 till it visited Goose Bay,and there were no wrinkles on top inboard M/plane skins then either. By this time, she was a full bloodied Tanker and Like all the other Victors, just passed through on ” Western Rangers “.
We had one “regretable” Victor incident at Goose Bay during my time there, but for the life of me,I can’t remember which Aircraft it was. If any one can, would love to know. This happened during the winter 1971-72.
At that time, the RAF Support Unit ( That was us ) was based over at the Old WW2 side of the Air-Base and operated out of the Big Main Hanger with the Goose Control Tower on the top. The Hanger could accomodate 2 V-Bombers at any one time parked in nose to nose from either end. During the winter, it was common practice to carry out V-Bomber “Crew Ins” inside the hanger on Aircraft that were returning to U.K. Right up to readiness for engines start up, Aircraft would then be towed out to the flight Line and started up immediately and away she would go. As you can imagine, this could be a tense time as a lot was going on and deadlines had to be met, but we had got this all down to a fine art, till this one particular winters day.
The “crew in” was going along fine, Aircrew were climbing aboard, when the Crew Chief, who was a new man at the job told me that the Main Oleo Legs pressures were too low and I was to get them inflated immediately with nitrogen. ( I was the Goose team Airframe Sgt ) He was politely informed to forget about it and carry on with the “Crew in”. The Oleos had about 1″ of “shiny” portions showing, which was quite normal at Goose in the severe cold temps. we got, even inside hanger. The Aircraft would be OK for its T/O run then after burning off fuel, weight would be right for landing in UK. We carried out this procedure on every Homeward bound Victor,without a hitch, ( until that day). It was all caused by the cold.
The Crew Chief became insistent on us inflating these oleo legs, as we had words on this point, but my Team Chief finally said ” Do it “. !!?$% Ok-Ok ! we will.
and our team fetched in a set of High Pressure Nitrogen Bottles on a Trailer and a charger and we positioned up to the stbd. Uc leg first. The Victor Crew Chief elected to carry on with the crew in, as he was by now getting Flack from the Captain because the schedule was slipping and they could by now miss their Take off Slot booked with ATC. The Crew Chief was getting visibly stressed. Suddenly one of our team screamed in my ear ” Get the ******** out”, we split away like greased weasel pooh and I spun round to look back in time to see the Stbd. Big Main Inner Flap having travelled out for it’s length was descending on to our Nitrogen rig, I in turn screamed at the Crew Chief to “Stop”, waving arms at him,etc, he wasn’t looking my way and as I sprinted to him the centre of the Flap trailing edge rammed dead centre onto the Nit. Bottles, squashed the trolley tyres flat instantly and proceeded to buckle itself into an unshapely mess. We are talking about a big Victor sized “Fowler” type of Flap here.
The Crew Chief who was leading the start up procedures with the crew via. the usual “Long Lead ” and head set they all had, didn’t see or hear me till I got close to him, probably because of the racket going on from the “Houchin” Elect Power set and promptly turned white when he finally saw and stopped the carnage.
The Crew In was totally abandoned and we had to run the Aircraft Elect Hyd.pumps to lift the flaps back up enough to take the pressure off the Nit. Bottles as we could see a bigger disaster taking place if one blew up.
This caused no end of trouble, the Crew had to stay, a board of enquiry was convened and we all had to give evidence. The hapless Crew Chief got full blame for it and we never saw him again, I think he was removed from Crew-Chiefing duties. We did feel sorry for him.
A specialist repair team from Marham were flown out within the month to us,and re-fitted a new stbd. flap,carried out all checks and found Aircraft OK,she carried on flying and we had a good time with the team, especially in the “Bulldog” Club and Sgts. mess. The New Flap was actually shoehorned into another Victor bomb bay at Marham and flown out to Goose. (That was a work of art in it’s own right.) Did you ever hear about that incident Robert ? At least you did get to know 161 and did you know of her history at that time ?
We were lucky privileged people to be involved with these V-Bombers,enthusiasts nowadays would give their right arms to charity to get a place on those 2 V-courses if they were available today. We got paid for doing it too %£$**.
Thank you Roger for the prompt on ( Yes ! ) XA-603’s C/pit and it is indeed the one at Wellsbourne. I got the return date from Aussie wrong though, 603 left in 1961, so I wonder what the number was of the other Vulcan I saw at Ediburgh Field over Oct /Nov. 62. ?
Here’s another thought !. with XA-603’s Cockpit section all that is left from those early Aircraft developement days, I have often mused about a scenario of getting a museum scene or theme on these hot weather Blue Steel Trials, because in all my yrs. since then, no one has ever had heard of these happenings, ideally it should be based at the Adelaide Aircraft Museum and with unlimited funds I’d transfer XL-163’s C/pit ( Gatwick ) and 603’s over there and make up a big Diorama (as thats where it all happened ).
No chance of course as no funds and I doubt if owners would agree with me. 😀 😎
Have a look at this web-Site:- http://www.tonycunnane.co.uk/tankertales.htm It’s mentioned on another thread here, but this has pictures of The Goose Bay RAF Support Unit Hanger where we operated from, one even with a Victor in situ, taken in 1973 by Tony Cunnane, a Victor Tanker Driver, boy did this bring back memories, the accomodation, Happy Valley,etc. These pics. would have been taken over winter of 1972/73. as in 73, the RAF Support Unit had moved over to the USAF side of Goose ( See Video–” Where the Big Birds fly-Goose Bay ” 1973 ) Tony has some great tales as well,you’ll enjoy them.
Keep this thread going boys and I’ll see if I can get some pics. on board, though my computer skills aren’t that good.-But ! I have an ex-RAF friend whose are.
Bill T. 😉
WV-903.The Victor they SHOULD have kept, XL-161.
Just read this hair-raising story about an incident whilst testing Blue Steel in Australia (if the link works!)
http://members.pcug.org.au/~jsaxon/bluesteel/99book/victorin.htm
Roger Smith.
Hi Roger,
As a young J/T Airframe Fitter, RAF,I was posted to no.4 JSTU in OCT.1962.
I became a member of the servicing team that took over responsibility for XL-161 from the Manufacturers Teams and WRE as part of the Blue Steel Hot weather Trials from out of Edinburgh Field.
This “spin” that 161 got into happened in the July of 62 and when we got to the Aircraft, part of every Inspection we had to do was satisfying terms of the Flight Limitations Log -” RED LINE ENTRIES ” to inspect the 2 big “wrinkles” in the top Mainplanes Skin above the intakes, running back for about 4 ft. These were created by the episode in John Saxons article. 161 ran and flew faultlessly after that. she went back to UK when the Harold Wilson Government of the day Axed the trials and another well known Aircraft project too.
XL-161 went on to become a Tanker after a major re-fit and I serviced her again quite regularly at Goose Bay in 71-72 and saw her for the last time around 1986 when she arrived at Thumrait in The Oman as part of a big inter-Service exercise. 161 ended her days on the scrap heap at Lyneham around 1996, Apparently the crew that flew her in there, took bits off immediately including sawing off at least one Control Yoke. Then came a call saying that she had to be flown elsewhere for scrapping, so a lot of excuses must have been made I’m sure.
Such a shame for this Aircraft had a real pedigree history, not only did it drop no end of “live” Blue Steels firing them up over the Woomera Ranges along with it’s stable mate, Vulcan B2 XH-539, but it was the only Victor to do a prolonged totally out of control spin,Jettison it’s “Live” Blue Steel Missile and deploy it’s brake parachute as the only way to to stop the spin and survive it all. Talk about adrenalin being brown coloured !
I did know John to say hello to in those days and I still communicate with him now through the Web-Site indicated. John is the only member of that Flight that day still with us.
So for me, XL-161 is the ultimate Mk 2 Victor and she will always be dressed in white as she was back in those heady days. —– Somewhere I have some Pics.!!!
As an interest, When I arrived there in 62, there were 2 Vulcans and 3 Valiants and 2 Sea Vixens. 161 and a visiting Victor at Edinburgh Field. The Blue Steels were flown out by Aircraft when available, but as we dropped some 40-50 missiles, this couldn’t have been the only way.
I have a feeling that the”other ” Vulcan I saw was ? 603, the C/pit section now on display at Long Marston. She did fly out there at that time and actually flew up the Woomera range and dropped missiles. So That C/pit section is very important heritage, I’m glad it’s still around.
The Valiants were flown back to UK for scrapping,( the nos. are known on web-site ) and the 2 Sea-Vixens just sat outside parked up, they had finished their trials and because we were waiting for 161 and 539 to be handed over to us by the Manufacturers Teams, we got the task of dismantling and crating them up for shipment, ( which took about a month to do.) back to UK. I’m sure they went back to Boscombe Down, although what happened to them eventually, I know not, Don’t even know their Numbers, (I’m sure you slueths will soon rectify that.)
My final twist from Edinburgh Field was that I was signed up and accepted to move over onto the TSR2 Hot Weather Trials, as a serving RAF man, when TSR2 moved in to Edinburgh scheduled for 1966. Was I ever looking forward to that !! And we all know the outcome there, I had to go back to UK and do the rest of my 12 yrs. service, so that was the end of Aussie for me. And I’ve never voted Labour since and certainly won’t now. In fact, looking back, that switching off the Blue Steel Trials–TSR2 and subsequent mess really was the defining starting point of the destruction of our UK Aircraft Industry.
WV-903. 🙁 🙁
WV-903.Wow Factor
WOW !!!! AND WOW !!! Again, These pictures are aamaaazzing !! Is that Swift Fus. WK 214 still in existence ? And those Balliols just waiting to be collected,( I’ll get the transit Flat Bed out. ) Are any of those saved at all ?
They would keep a few more Cockpiteers happy.
When I joined RAF Halton as an Aircraft Apprentice in 1958 ( 88th ) the Airframe workshop had just cleared all the Swift Maintenance Airframes out and Hunters moved inside. These Swifts were piled up on the grass verges all around the parking area for a while then subsequently moved down to the Airfield and piled up there, then scrapped later. I loved wandering around those things looking at all the Sqdn. markings on them.
Inside the Workshop , we did our basic Airframe first rigging and assembling on about 6 Percival Prentices ,which were thrown out in 1959-60 and replaced with Piston Engined Provosts. I missed seeing the Prentis’s scrapped as I’d left Halton by then.
The RAF Halton Airfields in that year of 1958 was a preservationists dream. When I first saw the place as a young lad of 17, I could not keep away, every Weekend I would go down at least once and wander around. No Guards, no Barriers ( except the one you lifted up and walked under ) , No body there at all, the place was deserted, As you walked in you came to a Spitfire outside the first Hangar, which I would sit in for a while, then move over to,I think 4 Mosquitoes that were being scrapped, I had a lot of bits and pieces out of the C/pits, ( long gone ) but even then this was sacrilege to me and I wished I could save them, ( I couldn’t-they were scrapped shortly after ) The Comet flown in by John Cunningham had yet to arrive, but looking past the “Moss-es”,– over by the far hedge there were about 4 Single seat Meteors, which were all in ground running and taxying condition.
Pilots on Ground tours there would fire them up and taxy them around for us youngsters to marshall , during the Airfields Section of Apprentice Training and when they got bored with it all, they’d take the Meteor on a full bore taxi Run right down the length of Airfield and back, bouncing over the grass bumps. One pilot actually lifted his Meteor 10 feet into the air throttled back the engines and landed after covering a hundred yds. or so. We thought it was brilliant of course but really it was very risky, If the centre of gravity had been aft. at all it all could have gone terribly wrong. ( Imagine a pilot doing that at Brunty nowadays in one of those Lightnings. Elf and Safety -wot ! )
Next to 2nd Hanger was this wonderful Rig made up for U/T Engine Fitters to learn and test their Radial Engine Ground running knowledge and skills.
A Bristol Beaufighter was mounted on RSJ’s sunk into the ground, the outer wings and rear fuselage removed but still she stood on her U/Cart and a wooden hut built on to the Cockpit with all the Engine controls ( extra large sizes ) fitted up on the front hut wall inside, in fact the hut was set out like a school classroom and regular engine runs took place during the working week for the Engine Fitter Apprentices. I did get to sit in there a couple of times during the Ground runs and it was a wonderful experience.
To the far side of 2 Hanger was this massive dump of Aircraft, Meteors, more Swifts and god knows what else, all piled up in a big heap with a quite complete light brown coloured Bristol Brigand perched on the top. This fascinated me but it was far too dangerous to attempt to climb up there and get inside, even I realised that.
Looking at that pic ( above ) of the Balliol in the pond, reminded me that there was a pond on other side of the road opposite the Airfield gates and with some more Apprentices we found 2 submerged drop-tanks in there near the edge, we dragged them out, cleaned them up and found they were in good condition, so we made a raft up with them and all through the summer of 58 we spent paddling around on this pond and fishing, cos . the pond was choc-a-bloc with fish, including lots of small Pike, that we took up to the canal and let them go as we caught them. From what I remember, these tanks appeared to have come off a WW2 Fighter Aircraft, wing tip tanks, but hey, we are talking about 50 yrs. ago now and I’m not so sure. By Summers end, me and a mate took out plugs and pushed the tanks out to watch them sink out of sight in that pond. I wonder If they are still there and even if the pond is still there, I’m sure other stuff was in dumped in too. ( any one live near. there ? )
Thats what memories your pics. bring back. I do have one or 2 of Halton, black and whitepics. Box Brownie type and when I find them, I’ll post up here.
Wonderful stuff, I now realize how lucky I was to witness all this side of Aviation.
WV-903.Parking A/C in Wind.
Thanks for that (Mike?)
I do recall stories of the rapide replica when being craned in ‘flying’ to such an extent that the weight indicator in the crane cab reduced by 50% !
Your worries reflect my own, hence my posting on the forum.
2nd. that Roy, Thanks Anon-Les and JDK for input, all noted and welcome.
WV-903.Parking into wind.
Good idea Moggie ! From what I’ve seen all tanks are bag tanks and shredded by time and exposure to the elements though. Also don’t think wing deflections will be a problem Roy, she’s strong enough for that and should be tied down anyway.
Keep the ideas flowing folks, they are really appreciated by us at Speke. They might just save our bacon !
Bill T.
WV-903.Thumrait.
Hi Colhot,
Just looked in and saw your post, I don’t know of or ever heard of any plaque put up at Thumrait for these fella’s and your dad on the beach at Tarqah on that day. Mind you, I left in Feb. 95 so it’s possible one could have gone in later.
The folk I talked to about this tragedy probably mentioned names but I can’t remember any, sorry !- But, I am still in contact with 2 or 3 Ex-Thumrait Thuggies, who live in USA-Chile-UK. ( They get around these ex-Thuggies ) and I’ll ask if they know anything on this matter,— somebody somewhere will. I’ll come back to you on this as and when.
While we’re on about Thumrait, that ” Thumrait Thuggies” Song, was composed and sung by Phil- De-Asher at Thumrait accompanied by a long time friend of mine, Don McClellan on the Guitar. It first took place in the T3 Bar on the Airwork Domestic site, cica 1980 -ish ( just before my time there ) and as you can hear went down a storm. Forever at ” Leisure” Events for years after, the guys insisted this was sung, again and again. Phil-De-Asher had left Oman before I arrived so I was co-opted into joining Don singing and playing it.
It does really capture the essence of being an Airworkie Engineer at Thumrait and is still a really good song. I let go a blast at it in our local Jam sessions from time to time and it doesn’t arf become a talking point.
Really, thinking about this song, it is almost iconic as a resounding memory of those times.
I’ll happily “translate” any of the Thumrait special words and meanings if any one requires.
Bill T.
WV-903.Re-Parking A/C into wind.
Thanks Ant ! What a cracking idea. That would be the solution allright. Practical Problems, very daunting, but it is a solution for Speke.
So what would be required here is one of those old BR Steam Engine Turntables Set into a pit and sheeted over with steel structure and cladding. The Brit could be positioned on board and the whole lot even hand wound around according to the wind direction. This would cost an arm and a leg to put in mind you, the weight of turntable and Brit. combined wouldn’t be much over 100 tons and some steam locos weighed that much.
There are possibly old Turntables available in Ireland, but the logistics and costs would be horrendous, way beyond mere mortals these days.
The big-big obstacle to even getting the OK on this would be getting an exemption off Liverpools Town Planning people as the Apron is listed and no building or permanent works are allowed on it. We could never raise the money required also. But thanks for the idea. Back to the drawing board I guess.
Bill T.
WV-903.Parking Big Historic Aluminium Museum Display Birds into Wind.
Hi Roy /Jon,
Feel a need to add to this. Like these guys I’m a Speke Volunteer and this problem has given me some sleepless moments since arrival of G-ANCF. So this my plea for assistance on this one. The Marriot Hotel Chain, who very kindly allow us to carry out these activities at Old Speke look to The Jetstream Club to lead this situation, and appointed us to take total charge of the Aircraft scene here, with all groups to come under our control. G-ANCF, although completely an iconic item, has caused some head scratching to take place,because of her size, the fact she’s here and this is a new element for us. We have to consider new problems on a now regular basis, and this “wind” problem is worrying. What the members working with A/C Owner have achieved so far is only just short of miraculous.
Everyones contributions so far to this thread are sound, please continue to pass us your thoughts, they are very much appreciated. ) The main problem as I see it is once she is up on her “Legs” and moved into position, she can either:-
1)
Be Secured into her nominated position, by Chocking, Lashed and strapped down, controls locked, etc, as mentioned by one fine gentleman already.
2)
Be secured into the same position but mounted up on axle stands to save the tyres and wheels from long term deterioration.
3)
Be “plinth” mounted in some way, more like bolted to 3 big RSJ “Forth Bridge ” Girders sunk deep into Aircraft Apron. Again on axle stands as well. So she is totally immovable, Even by big winds.
The trouble is, each of these scenarios brings it’s own problems.
Item 1)
This for me is the first realistic option. The problem at Old Speke Airport is the prevailing wind generally comes in from the West-ish direction, this is the obvious way to face G-ANCF and provided that is how the wind will stay, IDEAL ! But several times a year, the wind changes around 180 degrees and can be quite violent from that direction. ( Ex-Airport members have pointed this out many times. ) G-ANCF is actually quite light on her legs, because so much is missiing ( special equipment, fuel, many systems, etc,etc). This means she could ” Fly” under a very big wind or tornado. I’ve seen this happen myself before now on other Aircraft. ( As you folk have also mentioned )
So I go for the option of having a tractor and Towing arm and crew and “chock” men available to move her and face her the other way, when reqd. So if she ” Flys”, when tied down, it will be a controlled situation. We at least have now split all Main and Nose wheels to check inside for corrosion, ( none present ) cleaned and painted wheels externally, re-assembled, and inflated to 100psi, Al tyres are good condition too.
cleaned and re-greased all bearings and re-fitted wheels onto Main bogies, so G-ANCF will move nicely if and when required.
Aaagghhh ! I can feel the heat hitting me from folk saying–” Impossible for volunteers to achieve”. I was thinking really of having a stand-by team, much like a Lifeboat team would do. I am quite aware of the implications of going down this road and the difficulties it would cause, but to leave G-ANCF tail first into a really big wind, could turn our difficulties, into a disaster, ( as one gentleman has pointed out already. ) These Britannias have a massive tail /Fin /Rudder surface area and will definately weathercock around into prevailing wind.
Item 2)
I personally am not keen on this idea,as when I saw some pics. taken of the Cosford Brit, I was quite shocked at the cracking up of the Main U/C Legs top alloy Castings, no doubt caused by her rocking in the wind. Cosford have( or had ) her mounted on axle stands for a number of years. And it seems pointless the same happening to G-ANCF, quite apart from a Tail wind tearing her off these mountings.
We would like to see any input here from Cosford or Kemble reps. for their respective Britannias, we do need more ideas and thoughts. Oh ! Yes, my apologies to Cosford here If I’m wrong on my observations.
But that doesn’t make our problem go away !
Item 3)
I quite like this idea too, but it would mean” butchering ” the Airframe wings somewhat. Bolted and locked down in this way, I reckon it would have to be a tornado go through before control surfaces were ripped off, etc, but if that happened the Airframe would look like it had been ” Para-Fragged” by flying roof slates and other Liverpool debris anyway and we would with any luck also find ourselves the new proud owners of a modern 757, or Airbus, highly trashed all the way from John Lennon Airport just up the road. And we would probably never find our Flight Sim J41 again.
So this is one solution that has merit.
I have got many yrs. experience as a SNCO Airframes in RAF, fast jets and V-Bombers. ( 23 yrs) and 11+ yrs working for Airworks on Jags and Hunters in Oman. So I speak not with forked tongue. But we do need your serious considerations please on this G-ANCF problem.
Thanks for reading,
Bill T.
WV-903.Airwork Oman. 1981 to 1995.– Thumrait
Hi Bob,
I’ll get back to you and forum later on more and what I can dig up about the “Strikies”. used in Salalah and Masirah. Touch busy at moment.
Bill T.
WV-903.Airworks Ltd. Oman 1981 to 1995-Based at Thumrait.
Hi everyone,
Only just found this thread on Airworks activities, even though it has been running for one long time. Plenty to tell you if any one is still out there.
After 23+ yrs service in RAF as an Airframe fitter on fast jets, in Oct. 1981 I moved out to Thumrait Airbase in Oman working as a civillian A/E Engineer for Airworks Ltd. I was put onto The SOAF Jaguars Servicing unit and after completing a 6 week Technical Course on the Jaguar at their School there, in to ASF I went.
Thumrait was the main Fast Jet establishment for SOAF at the time with Contract Aircrew and Omani Pilots operating 6 Sqdn. Hunters and 8 Sqdn. BAE Jaguars. We Airworkies were totally responsible for all Servicing on these A/C. It was quite a friendly atmosphere, we were also training up Omani Air Force personnel to eventually run their Air Force themselves.
We carried out Major-Minor-Primary,etc Servicings, rectification, Ground handling -Ist. Line A/C operation which included QRA coverage,crash recovery and Detachments to Seeb and Masirah Airbases. At that time 2 Jaguars or 2 Hunters at a time on a daylight only QRA readiness. They got scrambled regularly as Russian or Yemini Jets would nose into Omani Airspace and quickly sheer off once the OMANI Jets were detected.
Rumour Control at the time did mention about a Yemini Jet being shot down, but I can’t confirm that. We had many Brit Ex. RAF, and Aussie Pilots on contract and we got on very well with them. It was like being in the RAF without the Bull**** !
Airworks in fact controlled virtually everything ground wise, with SOAF working alongside, which also had many Brits in uniform on contract.
Thumrait Airbase was known as Midway during the Dhofar wars ( 1969 ?–to 1976 ) The base is about 60 miles nth. of Salalah, over the “Jebel” into a dusty, sandy blown environment. With one Main runaway and one parallel Taxiway the place was quite desolate when I arrived there, but had mushroomed out amazingly by the time I left in Feb. 1995. ( 2 tours altogether total 11 -1/2 yrs.
Reading through this thread has got me thinking, I arrived out in Salalah about a week after the Airworkies at that Barbeque at Tarqah got ambushed and killed, so it was the main topic of conversation everywhere amongst the Brits. You see the Dhofar wars had only finished 5 yrs. before and parts of the Dhofar Region Jebel ( Mountains ) were still a hot bed of insurgents.
To travel down to Salalah from Thumrait at that time during the Monsoon season was considered dangerous and all service vehicles had to travel in convoy with Army armed vehicles front and back. During monsoon the Jebel was swathed in swirling mists, everywhere turned green and it was like being back in Yorkshire. great for ambushing vehicles. One twisty pass was known as “Ambush Corner” and the vehicles speeded up through here. Yes ! That story about the price of Rials.1000 on each Airworkies head was true. and all were nervous as we went through.
But as time went on, nothing happened and one day Airwork Unit weekly orders stated that the ” Danger bonus ” paid to ea. of us was to be withdrawn, not that it was much anyway, but within 2 days a convoy of vehicles stated they heard shots at ambush corner. The bonus was re-instated for another 2 yrs. and yes- the rumour was that it was Airworkies behind it.
Going back to The Tarqah tragedy though, I was surprised to read that COLHOLTS dad was there and was killed. Once again, I got this from , Army. Airworkies, Aircrew, etc. over the yrs.
Apparently a fishing group of Airworkies used to go from Thumrait in a SOAF Coaster mini-bus ( which we were allowed to use at that time for recreation ) down to Salalah then turn left up the coast for about oooooh !– some 15 miles to Tarqah beach, they would go there for a night stop ( we only had one day a week off then, a Friday ), go fishing, Barbeques,swimming,etc, it was a very nice beach and they made it a regular event. Wives who were out on visits would have gone as well, although I don’t think any were there at this time. Apparently some disgruntled ex-Adoo noticed this,as Tarqah village was a known hot-spot and The Airworkies were caught in crossfire from 3 machine gun nests set- up around them at night whilst they were around the camp fire. They had no chance, but amazingly, 3 Airworkies got away as I remember, the one who went into the sea another who ran like a madman and got clear then ran all the way to Salalah Army Base( MAM ) to raise the alarm.
The 3rd. I just can’t remember what he did. The tragedy was these guys had been warned by the Army contract Brits. not to keep going there, because this would happen, but they must have felt safe about it and paid the ultimate price. Strikemaster Pilots at Salalah were all for going and shooting up the village but were talked out of it. There was one heck of a purge by the Army and Special Forces after that and nothing ever happened again. I took my family there to the beach in 1985 and they had a great time, till some arab at the far end of the beach decided to shoot seagulls with a Kalashnikov rifle. You’ve never seen a beach party abandoned so fast.
He was just having fun, but we were—–Gone !
I’ll knock this on the head for now, but if any ones interested, I’ll happily come back with more and some pics.
Airworks had the contract for servicing RAF Sabres at Speke in early 1950’s,
Roy Coates ( WV-838 ) might be able to help with more info here, try:-
Thanks for keeping this thread going !
Bill T.
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